EP1069299B1 - Einspritzvorrichtung für Brennkraftmaschine - Google Patents

Einspritzvorrichtung für Brennkraftmaschine Download PDF

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Publication number
EP1069299B1
EP1069299B1 EP00402016A EP00402016A EP1069299B1 EP 1069299 B1 EP1069299 B1 EP 1069299B1 EP 00402016 A EP00402016 A EP 00402016A EP 00402016 A EP00402016 A EP 00402016A EP 1069299 B1 EP1069299 B1 EP 1069299B1
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EP
European Patent Office
Prior art keywords
bank
failure
fault
control
injection apparatus
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP00402016A
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English (en)
French (fr)
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EP1069299A1 (de
Inventor
Joseph Regnard De Lagny
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Renault SAS
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Renault SAS
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3827—Common rail control systems for diesel engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions

Definitions

  • the present invention relates to a device fuel injection of an internal combustion engine, including common rail for diesel engine.
  • Fuel injection devices are known with a working calculator, depending on the number of engine cylinders, with one or more control benches injectors. So, for example, for a four-engine cylinders, it is known to use either a single bench charged with ordering four injectors, two benches of control which each manages two injectors. The choice of the solution depends on different criteria among which, in particular, the strategies for reducing emissions of pollutants by the engine. To achieve this, the solution with two control benches presents the interest of able to ensure fuel injection simultaneously on two injectors from the same control bench.
  • a failure of a control bench can lead to a risky failure, at the better, to be very badly perceived by the user of the vehicle, at worst, to create a dangerous situation.
  • the breakdown leads to the total immobilisation of the vehicle and if there are two, the engine will have a heavily degraded operation. In both cases, there is will have a major risk of accident if the failure occurs in "at risk" driving conditions (overtaking, taxiing in a dense and fast traffic).
  • the object of the invention is to provide a device injection without the disadvantages presented above.
  • the device Injection can work with bench control distributed on the injectors in such a way that the fuel supply of the injectors is adapted to closer to the emission reduction requirements polluting.
  • the embodiment shown in the single figure relates to a diesel engine with common rail comprising four cylinders.
  • the specialists will understand that the invention can also be applied to injection engines other types with different numbers of cylinders injectors and control benches, but without depart from the scope of the invention.
  • each injector, 3 to 6 is connected to an output of the same rank of each of the benches of control via an inverter member, respectively 7 to 10.
  • the bench 1 controls the injectors 3 and 6 and the bench 2, the injectors 4 and 5.
  • the control benches 1 and 2 are connected to a measuring module 11 which raises several parameters and which is connected to a monitoring module 12 loaded with detect malfunctions of the banks of command 1 and 2.
  • This function can be executed according to known strategies for monitoring operating parameters of the benches. For example, we can control the voltage at the terminals of some of their components or the intensities of currents flowing through them.
  • the monitoring module 12 provides respectively defect signals default_banc_1 or default_banc_2 formed by Boolean values indicating, when they are true (value 1 for example) that fault is present in the corresponding control bank. These signals are applied respectively to two blocks 13 and 14 with OR function, whose outputs control respectively the inverters 7, 10 or 8, 9.
  • the signals default_banc_1 and default_banc_2 are also applied to a fault memory 15 which stores the fault signals possibly during the taxi current vehicle, to be able to restore them at startup next engine.
  • the inscription in this memory of default_banc_1 or default_banc_2 signals are preferred during the stop phase of the DC control computer. So, depending on the case, during the next start of it, the memory 15 makes available a signal default_banc_1_mem or a signal default_banc_2_mem, meaning that a defect occurred during a previous use of the engine, in one or other of the benches command 1 or 2.
  • the signals default_banc_1, default_banc_2, default_banc_1_mem and default_banc_2_mem are applied together at a block 16 with OR function whose output is connected to a fault signaling device 17. This last can be a light from the dashboard of the vehicle, shared or not with other signaling functions relating to other malfunctions of the vehicle.
  • the signals default_banc_1 and default_banc_2 are also applied to an OR function block 18 whose output is transmitted to a block 19 of deactivation of the bench 1 or 2 depending on whether one or the other signal corresponding is true.
  • the injection control device also comprises means for, in case of failure of control benches 1 or 2, limiting the accelerating will of the driver of the vehicle.
  • the output of the OR function block 18 is connected to a counter 20 which, in the event of a defect of a bank of command, that is when default_banc_1 or default_banc_2 is 1, to total the elapsed time since the appearance of the defect.
  • This counter 20 provides a signal time_def_banc and it is reset after each resetting the CC control computer.
  • the output of the counter 20 is connected to a block of mapping 21 which according to the position of the meter 20 allows to select a value to which will be limited the driver's "desire to accelerate” vehicle in the event of failure of one of the benches 1 or 2.
  • the corresponding value is called here “reduced value of maximum demand for acceleration ".
  • mapping block 21 The output of the mapping block 21 is applied to an inverter 22 which also receives a signal will_max which represents for the situations out of breakdown, a value calibrated maximum acceleration that the driver can impose. This value is called here “demand value maximum acceleration ".
  • the inverter 22 is normally placed on the terminal to which is applied the signal will_max. However, he is reversed under the command of the output of the block to OR function 18, that is to say in case of detection of a failure.
  • the output of the inverter 22 is applied to a block 23 with OR function that can transmit, or the value resulting from the inverter 22, that provided by a another inverter 27 yet to be described.
  • the exit of the block OR function 23 is connected to a first input of a block 24 says "minimum function" (MIN).
  • This block 24 also receives on another input a variable signal generated will, according to the engine control system, from a parameter translating the demand for current acceleration of the driver.
  • This parameter can be a voltage detected in depending on the position of the accelerator pedal, a requested torque value, a quantity of fuel injected by injection, a percentage of charge or other.
  • the output signal vol_cond_lim from block 24 to MIN function is either the actual demand for acceleration of the driver, when it is less than the value from the mapping block 21, the latter value when the actual demand for acceleration of the driver exceeds it.
  • This output signal is transmitted to application software 25 of the calculator CC responsible for managing the engine operation. This output signal thus translates the driver's desire to accelerate while driving with failure but it can not exceed the limit value imposed.
  • the software 25 also receives the signals default_banc_1 and default_banc_2 from the monitoring 12 in order to adapt the operation of the engine to the situation of failure.
  • the default_banc_1_mem and default_banc_2_mem signals are applied to an OR function block 26 whose output is applied to a second inverter 27.
  • This receives on one of its terminals a signal will_max_def_mem which fixes the maximum demand value of acceleration in case of a driving after restarting the engine.
  • the other terminal of the inverter receives the will_max signal used during the operation out of trouble.
  • the output of the inverter 27 is applied to block 23 with OR function to be able, the case where appropriate, be transmitted to block 24 with MIN function.
  • each of these pilot benches two injectors (3, 6 or 4,5, respectively), the inverters 7 to 10 being then in their position shown in the figure.
  • the inverters 7 and 10 are toggled under the command of the signal default_banc_1 passing through the block OR 13.
  • the injectors 3 and 6 are now also driven by non-faulty bank 2.
  • the driver is alerted by the signaling device 17, while bank 1 is disabled via from block 19.
  • the signal will_max limits the demand for driver acceleration at the maximum value calibrated will_max.
  • the inverter 22 switches under the command of the signal coming from the block OR 18. From this moment, the maximum demand value of acceleration is governed by time function by the mapping deposited in the block 21.
  • This particular characteristic of the invention in particular to warn the driver of the vehicle to way of an unusual reaction to the behavior of the vehicle. For example, it is possible to report a failure of benches 1 or 2 by a drastic reduction (possibly up to zero) but brief of value reduced maximum demand for acceleration, leading thus to a total or almost total cut of the injection for a brief period of a few milliseconds per example. This will result in a very smooth jerk noticeable for the driver, without compromising security, for example during a exceeded.
  • the law of modification of the reduced value of maximum acceleration demand can also be chosen from way to start limiting the performance of the engine after a sufficiently long time (10 seconds per example) so that the driver can bring the vehicle in good conditions of safety before any lapse engine performance. So thanks to the block 21, the invention offers great flexibility to calibrate over time the management of the mode of degraded operation of the engine.
  • the performance limitation is governed uniformly by the signal vol_max_def_mem on which switches the system under the command of one or the other signals default_banc_1_mem and default_banc_2_mem.
  • This feature of the present invention the advantage, besides those already mentioned, to avoid a return to normal performance of the vehicle which would in principle possible since the engine could run at full performance with a single control bench but which give the driver the impression that the breakdown would have disappeared and could lead to a situation dangerous if the only non-defective control also deteriorated.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (13)

  1. Einspritzvorrichtung für einen Verbrennungsmotor, insbesondere mit Common Rail für einen Dieselmotor, umfassend eine Vielzahl von Einspritzem (3 bis 6) und einen Steuerrechner (CC) des Motors, um die Einspritzung von Kraftstoff durch die Einspritzer zu regeln, wobei der Steuerrechner (CC) wenigstens zwei Steuerbänke (1, 2) für die Steuerung der Einspritzer (3 bis 6) umfasst, und welcher gleichermaßen eine Vielzahl von Umschalteinrichtungen (7 bis 10) umfasst, welche zwischen den Steuerbänken (1, 2) und den Einspritzern (3 bis 6) verbunden sind, auf die Art, dass jeder Einspritzer selektiv mit jeder der Steuerbänke verbunden sein kann,
    dadurch gekennzeichnet, dass gleichermaßen Mittel zur Erkennung (11, 12) eines Fehlers einer beliebigen der Steuerbänke (1, 2) vorgesehen sind, dazu geeignet, eine Vielzahl von Fehlersignalen (Fehler_Bank_1, Fehler_Bank_2) von diesen zu erzeugen, welche als Steuersignale der Umschalter dienen können, so dass bei der Erkennung eines Fehlers die durch die fehlerhafte Bank gesteuerten Einspritzer von dieser getrennt werden, wobei sie gleichzeitig mit einer nichtfehlerhaften Bank verbunden werden,
    und dadurch, dass sie gleichermaßen Mittel (21 bis 24, 26, 27) umfasst zum Begrenzen der Leistungen des Motors, anlässlich der Erzeugung eines der Fchlersignale (Fehler_Bank_1, Fehler_Bank_2) durch die Mittel zur Erkennung eines Fehlers (11, 12).
  2. Einspritzvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Fehlersignale (Fehler_Bank_1, Fehler_Bank_2) für jede Steuerbank (1, 2) spezifisch sind, und dadurch dass im Falle eines Fehlers einer Steuerbank die Signale, die ihr zu eigen sind, allein auf die Umschalter (7 bis 10) angewandt werden, welche mit den Einspritzem (3 bis 6) verbunden sind, die vor dem Fehler mit der fehlerhaften Bank verbunden waren.
  3. Einspritzworrichtung nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass sie gleichermaßen einen Speicher (15) umfasst, welcher mit den Mitteln zur Erkennung eines Fehlers (11, 12) verbunden ist, um die Fehlersignale (Fehler_Bank_1, Fehler_Bank_2) zu speichern bis zu einem nächsten Anlassen des Verbrennungsmotors, um gespeicherte Fehlersignale (Fehler_Bank_1_Mem, Fehler_Bank_2_Mem) zu liefern, welche beim nächsten Anlassen auf die Umschalter angewandt werden, deren Einspritzer durch die fehlerhafte Bank gesteuert wurden, damit diese Einspritzer von dieser getrennt werden, wobei sie gleichzeitig mit einer nichtfehlerhaften Bank verbunden werden.
  4. Einspritzvorrichtung nach Anspruch 3, dadurch gekennzeichnet, dass die Fehlersignale (Fehler_Bank_1, Fehler_Bank_2) und die gespeicherten Fehlersignale jeweils auf die Umschalter (7 bis 10) vermittels ODER-Funktionen (13, 14) angewandt werden.
  5. Einspritzvorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Mittel zur Begrenzung (21 bis 24, 26, 27) eingerichtet sind, die maximale nachgefragte Beschleunigung (Wille_Fahrer), welche auf den Motor angewandt wird, auf einen Wert (Wille_Com begrenzt) zu begrenzen, der geringer als ein Wert der maximalen nachgefragten Beschleunigung (Wille_Max) ist, der während dem normalen Betrieb der Steuerbänke (1, 2) auferlegt wird.
  6. Einspritzvorrichtung nach Anspruch 5, dadurch gekennzeichnet, dass die Begrenzungsmittel (20 bis 24, 26, 27) Mittel zur Zeitzählung (20) umfassen, welche mit den Mitteln zur Erkennung eines Fehlers (11, 12) verbunden sind, und Kartenmittel (21), welche mit den Mitteln zur Zeitzählung (20) verbunden sind und welche abhängig von der Position dieser letzteren einen reduzierten variablen Wert der maximal nachgefragten Beschleunigung (Wille_Max_Red) bestimmen, wobei dieser Wert dazu bestimmt ist, während des Fehlers verwendet zu werden und geringer als der Wert der maximalen nachgefragten Beschleunigung (Wille_Max), der während des normalen Betriebs der Steuerbänke (1, 2) auferlegt wird, gehalten zu werden.
  7. Einspritzvorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass die Kartenmittel (21) eingerichtet sind, den reduzierten Wert der maximalen nachgefragten Beschleunigung, (Wille_Max_Red) erst nach dem Verstreichen eines vorherbestimmten Zeitintervalls seit dem Erscheinen eines Fehlers einer Steuerbank eingreifen zu lassen.
  8. Einspritzvorrichtung nach einem der Ansprüche 6 oder 7, dadurch gekennzeichnet, dass der reduzierte Wert der maximal nachgefragten Beschleunigung (Wille_Max_Red) auf einen Wert null durch die Kartenmittel (21) während einem kurzen Augenblick, der unverzüglich dem Erscheinen eines Fehlers einer Steuerbank nachfolgt, gehalten wird.
  9. Einspritzvorrichtung nach einem der Ansprüche 6 bis 8, dadurch gekennzeichnet, dass die Mittel zur Begrenzung gleichermaßen einen ersten Umschalter (22) umfassen, auf den der Wert der maximalen nachgefragten Beschleunigung (Wille_Max) und der reduzierte Wert der maximalen nachgefragten Beschleunigung (Wille_Max_Red), der durch die Kartenmittel (21) geliefert wird, angewandt werden, wobei dieser Umschalter (22) den Motor den einen oder den anderen dieser Werte überträgt abhängig von den Fehlersignalen (Fehler_Bank_1, Fehler_Bank_2), welche durch die Mittel zur Erkennung eines Fehlers geliefert werden.
  10. Einspritzvorrichtung nach einem der Ansprüche 1 und 6 bis 9, wenn sie von dem Anspruch 3 abhängen, dadurch gekennzeichnet, dass die Mittel zur Begrenzung Mittel (26, 27) umfassen zum Begrenzen auf einen festen Wert die Leistungen des Motors in Anwesenheit eines der gespeicherten Fehlersignale (Fehler_Bank_1_Mem, Fehler_Bank_2_Mem).
  11. Einspritzvorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Mittel zur Begrenzung auf einen festen Wert (26, 27) eingerichtet sind, nach Wiederanlassen des Motors nachfolgend einem Betrieb, währenddessen ein Fehler aufgetreten ist, die nachgefragte Beschleunigung auf einen festen Wert (Wille_Max_Def_Mem) zu begrenzen, der geringer als ein maximaler nachgefragter Wert der Beschleunigung (Wille_Max) ist, der während dem normalen Betrieb der Steuerbänke (1, 2) auferlegt ist.
  12. Einspritzvorrichtung nach Anspruch 11, dadurch gekennzeichnet, dass die Mittel zur Begrenzung auf einen festen Wert einen zweiten Umschalter (27) umfassen, auf den ein Wert der maximalen nachgefragten Beschleunigung bei gespeichertem Fehler sowie der Wert der maximal nachgefragten Beschleunigung, der außer im Fehlerfall verwendet wird, angewandt werden, wobei der zweite Umschalter den einen oder den anderen der Werte dem Motor überträgt abhängig vom Zustand der gespeicherten Fehlersignale.
  13. Einspritzvorrichtung nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass sie gleichermaßen Mittel zur visuellen Signalisierung (17) umfasst, welche mit der Vorrichtung zur Fehlererkennung verbunden sind, um das Erscheinen eines Fehlers zu signalisieren.
EP00402016A 1999-07-15 2000-07-12 Einspritzvorrichtung für Brennkraftmaschine Expired - Lifetime EP1069299B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9909179A FR2796420B1 (fr) 1999-07-15 1999-07-15 Dispositif d'injection pour moteur a combustion interne
FR9909179 1999-07-15

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EP1069299A1 EP1069299A1 (de) 2001-01-17
EP1069299B1 true EP1069299B1 (de) 2005-03-23

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DE (1) DE60018855T2 (de)
ES (1) ES2235800T3 (de)
FR (1) FR2796420B1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20030940A1 (it) 2003-11-25 2005-05-26 Fiat Ricerche Dispositivo di comando di elettroiniettori di un impianto di iniezione del combustibile a collettore comune per un motore a combustione interna.
DE102004020539B3 (de) * 2004-04-27 2005-07-28 Siemens Ag Elektronische Steuereinrichtung und Verfahren zur Steuerung des Betriebs von Kraftfahrzeugkomponenten

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5636618A (en) * 1994-05-13 1997-06-10 Kirstein Gmbh Technische Systeme Device for feeding fuel and combustion air to internal combustion engines

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5810246A (ja) * 1981-07-13 1983-01-20 Nissan Motor Co Ltd 車両用ディジタル制御装置
DE3539407A1 (de) * 1985-11-07 1987-05-14 Bosch Gmbh Robert Rechnersystem mit zwei prozessoren
JP2511859B2 (ja) * 1985-11-13 1996-07-03 株式会社日立製作所 内燃機関における燃料噴射制御装置
JP3564148B2 (ja) * 1992-05-08 2004-09-08 株式会社ボッシュオートモーティブシステム 内燃機関の燃料噴射制御システム
JP2639287B2 (ja) * 1992-08-11 1997-08-06 株式会社デンソー 車両の自己診断装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5636618A (en) * 1994-05-13 1997-06-10 Kirstein Gmbh Technische Systeme Device for feeding fuel and combustion air to internal combustion engines

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Publication number Publication date
FR2796420A1 (fr) 2001-01-19
ES2235800T3 (es) 2005-07-16
FR2796420B1 (fr) 2005-08-19
DE60018855D1 (de) 2005-04-28
EP1069299A1 (de) 2001-01-17
DE60018855T2 (de) 2006-05-11

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