EP1325222B1 - Procede de diagnostic d'une soupape d'un systeme de ravitaillement en carburant d'une machine a combustion interne - Google Patents

Procede de diagnostic d'une soupape d'un systeme de ravitaillement en carburant d'une machine a combustion interne Download PDF

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Publication number
EP1325222B1
EP1325222B1 EP01967019A EP01967019A EP1325222B1 EP 1325222 B1 EP1325222 B1 EP 1325222B1 EP 01967019 A EP01967019 A EP 01967019A EP 01967019 A EP01967019 A EP 01967019A EP 1325222 B1 EP1325222 B1 EP 1325222B1
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EP
European Patent Office
Prior art keywords
pressure
fuel
valve
asv
internal combustion
Prior art date
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
Application number
EP01967019A
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German (de)
English (en)
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EP1325222A1 (fr
Inventor
Klaus Joos
Jens Wolber
Thomas Frenz
Edmund Schaut
Uwe Mueller
Markus Amler
Hansjoerg Bochum
Holger Unger
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
    • 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
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves

Definitions

  • the invention relates to a method for diagnosing a valve in a fuel supply system of an internal combustion engine, wherein with a first pump fuel is conveyed from a fuel tank into a first fuel line in a first pressure range.
  • the fuel is conveyed by means of a second pump from the first pressure range in a pressure accumulator in the second pressure range, wherein the fuel pressure is determined in the pressure accumulator by means of a pressure sensor.
  • the pressure in the second pressure range is controlled and / or controlled, wherein the fuel flows from the second pressure range via the pressure regulating and / or pressure control means in a second fuel line.
  • the valve serves to increase the pressure in the first pressure range.
  • the invention also relates to a corresponding diagnostic system for diagnosing a valve in a fuel supply system of an internal combustion engine, a corresponding control device for an internal combustion engine, a corresponding computer program with program code means and a corresponding computer program product with program code means.
  • a generic fuel supply system for a direct injection high-pressure internal combustion engine with a first and a second fuel pump is known.
  • a valve means for generating an increased boost pressure for the second fuel pump is usually controlled temporarily during a startup phase of the internal combustion engine in order to compress possible vapor bubbles in the fuel system or to flush the fuel system before the actual start of the internal combustion engine.
  • the invention has for its object to improve a method for diagnosing a valve in a fuel supply system of an internal combustion engine and a corresponding diagnostic system of the type mentioned. This object is achieved by the feature combination of the independent claims. Advantageous developments emerge from the subclaims.
  • the methods according to the invention have the great advantage that a reliable diagnosis of the valve is possible without integrating additional hardware sensor technology into the internal combustion engine.
  • fault conditions (valves that clamp in the open, closed or any state) that can not be detected with a diagnosis according to the prior art can be detected.
  • the computer program according to the invention has program code means for carrying out all steps of the method according to the invention when the program is executed on a computer, in particular a control unit for an internal combustion engine of a motor vehicle.
  • the invention is thus realized by a program stored in the control unit, so that this control unit provided with the program represents in the same way the invention as the method to whose execution the program is suitable.
  • the computer program product according to the invention has program code means which are stored on a computer-readable data carrier in order to carry out the method according to the invention when the program product is executed on a computer, in particular a control unit for an internal combustion engine of a motor vehicle.
  • the invention is realized by a data carrier, so that the inventive method can be performed when the program product or the data carrier is integrated into a control device for an internal combustion engine, in particular a motor vehicle.
  • disk or as Computer program product can be used in particular an electrical storage medium, for example a read-only memory (ROM), an EPROM or a permanent electrical memory such as a CD-ROM or DVD.
  • FIG. 1 a and 1 b show generic fuel supply systems of an internal combustion engine
  • Figures 2a, 2b and 2c show measured values in the execution of a method according to the invention
  • FIG. 3 shows an exemplary embodiment of a method according to the invention.
  • FIG. 1 shows a generic fuel supply system.
  • the fuel is conveyed from the tank 3 into a first fuel line 1 with an electric fuel pump EKP.
  • EKP electric fuel pump
  • the electric fuel pump EKP is usually a Pressure relief valve DBV integrated.
  • the conveyed by the electric fuel pump EKP in the first pressure range 1 fuel is transported by means of a high-pressure pump HDP from the first pressure range 1 in a pressure accumulator Fuel Rail.
  • a pressure sensor DS is arranged, which detects pressure values from the second pressure range or the pressure accumulator Fuel Rail and forwards this pressure data to a not shown in Figure 1.a engine control unit.
  • the control unit will carry out the method according to the invention for the diagnosis of a valve in a fuel supply system of an internal combustion engine, which will be explained below in the context of FIGS. 2a, 2b, 2c and 3.
  • a pressure control and / or pressure control means DSV In the second pressure range, or arranged directly on the pressure accumulator Fuel Rail, there is a pressure control and / or pressure control means DSV, by means of which the pressure in the second pressure range or in the pressure accumulator Fuel Rail is regulated and / or controllable.
  • the pressure regulating and / or pressure control means is designed as a pressure control valve DSV, which is controlled by the engine control unit.
  • the fuel which flows from the pressure accumulator Fuel Rail via the pressure regulating and / or pressure control means DSV or the pressure control valve DSV, enters a second fuel line 2, or back into the first pressure range.
  • a pressure regulator DR is arranged before the fuel returns to the tank 3.
  • a shut-off valve ASV is arranged, which connects the fuel lines 1 and 2 in the open state, while the ASV interrupts the connection in a closed state.
  • the pressure limiting valve which is integrated into the electric fuel pump EKP, dimensioned so that the Pressure relief valve DBV has a higher pressure response than the integrated pressure in the fuel line 2 pressure regulator DR, the function of the shut-off valve ASV is as follows:
  • the pressure regulator DR is the means which determines the pressure in the first pressure range. This pressure in the first pressure range simultaneously represents the admission pressure for the high-pressure pump HDP, which conveys the fuel from the first pressure range to the second pressure range.
  • the shut-off valve When the engine is warm, which is considered below as the normal state of the internal combustion engine, the shut-off valve is opened and the pressure in the first pressure range is determined by the pressure regulator DR in the fuel line 2.
  • the pressure relief valve DBV which is integrated in the electric fuel pump EKP, is in this case without function.
  • a temporary increase in pressure in the first pressure range or an increase in pressure of the form of the high-pressure pump HDP is required.
  • the shut-off valve ASV is closed and the pressure limiting valve DBV in the electric fuel pump EKP responds. In this way, a higher admission pressure for the high-pressure pump HDP is realized. Particularly in hot start and hot idle situations, this increased pre-pressure prevents or reduces the formation of vapor bubbles in the hot fuel system, in particular in the high-pressure pump HDP.
  • the fuel system can be "purged" faster and existing vapor bubbles can be better compressed.
  • Figure 1.b shows a very similar fuel supply system as Figure 1.a.
  • the same objects with the same reference numerals as in Figure 1.a are marked.
  • the pressure regulator DR and the shut-off valve ASV are arranged differently in FIG. 1 b.
  • the pressure regulator DR is integrated here in addition to the shut-off valve ASV.
  • the function is analogous to Figure 1.a as follows:
  • the pressure regulator DR is the means which determines the pressure in the first pressure range.
  • FIG. 1 Another alternative is shown in Figure 1.b by the dashed lines shown fuel line 5.
  • the fuel line 5 instead of the fuel line 4, the fuel line 5 is used, the pressure regulator DR and the shut-off valve ASV in the connecting line between the first fuel line 1 and the tank 3 used.
  • the function is as follows:
  • the pressure regulator DR is the means which determines the pressure in the first pressure range.
  • FIGS. 2 a, 2 b and 2 c show measured values during the evaluation or execution of the method according to the invention for the diagnosis of a shut-off valve ASV in a fuel supply system of an internal combustion engine.
  • Figure 2a shows the time course of the duty cycle tadsv of the Druch confuseventils DSV according to Figure 1.
  • the duty cycle can assume values between 0 and 1, where 1 means that the duty cycle of the pressure control valve DSV is 100% or that the pressure control valve DSV fully operated in the open state becomes what is the case in the representation of Figure 2a over the entire time course.
  • FIG. 2b the time course of the fuel pressure in the pressure accumulator Fuel Rail is shown.
  • the fuel pressure prist is detected according to FIG. 1 with the pressure sensor DS and transmitted to an engine control unit (not shown in FIG. 1).
  • Figure 2c shows the time course of the engine speed nmot.
  • FIGS. 2a, 2b and 2c The measured values shown in FIGS. 2a, 2b and 2c have been recorded during a pushing operation.
  • the method according to the invention is explained below with reference to the times t1 to t11 marked in the figures.
  • the pressure in the pressure accumulator Fuel Rail is measured when the shut-off valve ASV is open. These pressure values are transmitted to the engine control unit, which forms an average value from the measured pressure values.
  • the shut-off valve ASV is actuated in order to bring the shut-off valve ASV into a closed state.
  • the times t5, t6 and t7 correspond to a waiting time, which has to be waited as a result of the method, until the pressure in the fuel rail has increased due to the closed shut-off valve ASV.
  • pressure values with the pressure sensor DS are again detected at the times t8, t9 and t10 and likewise transmitted to the engine control unit.
  • the engine control unit now also forms an average value from these pressure values. It can now be checked by the engine control unit, whether the difference or the amount of the difference between those at the times t1, t2, t3 and at the times t8, t9, t10 measured pressure values exceeds an applicable threshold. Exceeds the difference or the amount of an applied threshold, it can be concluded that a proper function of the shut-off valve. At time t11, the shut-off valve ASV is opened and the diagnostic process is completed.
  • the basic principle of the diagnostic method is that the pressure in the fuel rail Fuel Rail practically has the pressure of the first pressure range due to the open pressure control valve DSV after a sufficiently long waiting time or a time of pressure reduction in the fuel rail.
  • FIG. 3 shows an exemplary embodiment of the method according to the invention for the diagnosis of a valve in a fuel supply system of an internal combustion engine.
  • a step 301 it is first checked whether the conditions for the start of the diagnostic system are fulfilled. Only if these conditions are met is the process continued; otherwise it will continue to check whether the conditions for the diagnosis exist.
  • the internal combustion engine must be in a predetermined operating state for carrying out the method according to the invention for the diagnosis of the shut-off valve. This can be in addition to the state of Schubabrugss example, the start of the engine, the idle, the flow of the electric fuel pump or the time during a Steuerierinachlaufs after switching off the engine.
  • the engine temperature is greater than an applicable threshold value and that the engine speed is less than a certain threshold value.
  • the latter that is, the engine speed is less than a certain threshold, is required so that the back pressure on the pressure control valve DSV, which is speed-dependent, must be significantly lower than the fuel pressure with the shut-off valve closed ASV, so that a pressure stroke when switching the shut-off valve can be measured.
  • step 302 the pressure control valve DSV is opened. Furthermore, a sufficiently long time is waited in step 302 until the pressure in the pressure accumulator Fuel Rail approximately approaches the pre-pressure by the open pressure control valve DSV Has. If this has happened, the shut-off valve ASV is opened in step 303.
  • step 304 one or more pressure values are detected in the pressure accumulator with the pressure sensor DS, which corresponds in practice to a pre-pressure measurement. In FIG. 3, the repeated or multiple measurements are indicated by a dashed line.
  • averaging of the measured data is expediently carried out. The averaging has the advantage that measured values can also be compared if there are different numbers of measured values.
  • step 304 After at least one measured value of the admission pressure with opened shut-off valve ASV has been detected in step 304, the method proceeds to step 305.
  • step 305 the shut-off valve is closed.
  • step 306 a time loop is passed, which is dimensioned such that the admission pressure can increase due to the closed shut-off valve ASV. This time corresponds to the times t5, t6 and t7 according to FIG. 2b.
  • step 307 analogously to step 304, one or more pressure values in the pressure accumulator Fuel Rail are detected by means of the pressure sensor DS and transmitted to an engine control unit. In the engine control unit, averaging is also carried out here in the event that several measured values have been detected. Also in step 307 the detection of several measured values is indicated by the dashed line.
  • the difference between the recorded pre-pressure values after step 307 and step 304 is compared with an applicable threshold value.
  • the applicable threshold is chosen according to the invention, that it is safely exceeded in the event of proper operation of the shut-off valve ASV.
  • step 308 If it is determined in step 308 that the admission pressure difference is not smaller than an applicable threshold value, that the shut-off valve thus has a proper function, it is determined in step 309 that there is no error. After step 309, the diagnostic process is ended in step 310.
  • step 310 the method may begin again in step 301; Also, a memory entry can be made in the control unit, that the shut-off valve ASV has a proper function.
  • step 308 If, on the other hand, it is determined in step 308 that the admission pressure difference is smaller than the applicable threshold value, an error of the shut-off valve ASV is concluded and an error entry in a memory of the control device is made in step 311. Such an error entry can be read in a maintenance of the motor vehicle in a workshop to be able to determine the existence of the error in retrospect.
  • step 312 subsequent to step 311, measures are taken which visually or acoustically display the error for the driver of the motor vehicle and / or initiate measures in the engine control system which counteract the malfunction of the shut-off valve ASV.
  • step 312 also in this branch of the method, the method is ended and proceeds to step 310, with which the diagnostic method is ended.
  • FIGS. 1.a and 1.b hereby is not essential to the invention.
  • a throttle may be provided in the fuel system, which ensures a controlled pressure reduction in the system after stopping the motor vehicle, or after deactivation of the internal combustion engine and thus of the fuel supply system.
  • filters may be inserted into the fuel lines at various points of the fuel supply system, for example behind the EKP.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé de diagnostic d'une soupape d'un système de ravitaillement en carburant d'un moteur à combustion interne. Une première pompe assure le transport de carburant d'un réservoir de carburant à une première zone de pression dans une première conduite de carburant. Une deuxième pompe assure le transport du carburant de la première zone de pression à une deuxième zone de pression dans un accumulateur de pression; la pression de carburant régnant dans l'accumulateur de pression est déterminée par un capteur de pression. Un moyen de réglage et/ou de commande de pression permet de régler et/ou de commander la pression dans la deuxième zone de pression, le carburant s'écoulant de la deuxième zone de pression à une deuxième conduite de carburant en passant par le moyen de réglage de pression et/ou le moyen de commande de pression. La soupape permet d'augmenter la pression dans la première zone de pression.

Claims (12)

  1. Procédé de diagnostic d'une soupape (ASV) dans un système d'alimentation en carburant d'un moteur à combustion interne, selon lequel une première pompe (EKP) achemine du carburant à partir d'un réservoir de stockage de carburant (3) jusque dans une première zone sous pression, le carburant étant repris au moyen d'une deuxième pompe (HDP) à partir de la première zone sous pression jusque dans une deuxième zone sous pression, la pression de carburant dans la deuxième zone sous pression étant déterminée au moyen d'un capteur de pression (DS), la soupape (ASV) servant à augmenter la pression dans la première zone sous pression,
    caractérisé en ce qu'
    avant le début du procédé de diagnostic, on met le moyen de régulation de pression et/ou de modulation de pression (DSV), dans la deuxième zone sous pression, à un état ouvert, on modifie au moins la position de soupape (ASV), on saisit au moins avant et après le déplacement de soupape (ASV), la pression de carburant dans la deuxième zone sous pression, et
    à partir des données de pression enregistrées, on conclut à un état d'erreur de la soupape (ASV).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    le procédé de diagnostic n'est mis en oeuvre que dans des états de fonctionnement donnés et/ou dans des conditions de fonctionnement données du moteur à combustion interne.
  3. Procédé selon la revendication 2,
    caractérisé en ce que
    les états de fonctionnement donnés sont au moins le démarrage du moteur à combustion interne et/ou le ralenti du moteur à combustion interne et/ou le temps d'une amorce de la première pompe (EKP) et/ou l'état de la coupure d'injection en décélération du moteur à combustion interne et/ou un post-fonctionnement des appareils de commande après l'arrêt du moteur à combustion interne.
  4. Procédé selon la revendication 2,
    caractérisé en ce que
    les conditions de fonctionnement données sont au moins une température minimale du moteur et/ou un régime maximal du moteur et/ou une pression maximale dans la deuxième zone sous pression.
  5. Procédé selon la revendication 1,
    caractérisé en ce qu'
    après l'ouverture du moyen de régulation de pression et/ou de modulation de pression (DSV), on effectue le diagnostic seulement lorsque la pression dans la deuxième zone sous pression a approximativement atteint la valeur de pression de la première zone sous pression.
  6. Procédé selon la revendication 1,
    caractérisé en ce que
    si la différence entre les valeurs de pression mesurées avant et après le déplacement de soupape (ASV) dépasse une valeur de seuil applicable, on conclut à un état d'erreur de la soupape (ASV).
  7. Procédé selon la revendication 1,
    caractérisé en ce qu'
    avant et après le déplacement de soupape (ASV), on mesure respectivement une pluralité de valeurs de pression qui sont respectivement ajoutées et/ou moyennées.
  8. Procédé selon la revendication 1,
    caractérisé en ce que
    le carburant provenant de la deuxième zone sous pression s'écoule par le moyen de régulation de pression et/ou de modulation de pression (DSV) dans une deuxième conduite de carburant (2, 4), la soupape (ASV) reliant, dans un état ouvert, la première conduite de carburant (1) et la deuxième conduite de carburant (2, 4) et interrompant cette liaison dans un état fermé.
  9. Procédé selon la revendication 1,
    caractérisé en ce qu'
    un moyen de régulation de pression et/ou dé modulation de pression (DSV) permet de réguler et/ou de moduler la pression dans la deuxième zone sous pression, le carburant provenant de la deuxième zone sous pression s'écoulant via le moyen de régulation de pression et/ou de modulation de pression (DSV) dans une deuxième conduite de carburant (5), la soupape (ASV) reliant, dans un état ouvert, la première conduite de carburant (1) et le réservoir de stockage de carburant (3) et interrompant cette liaison dans un état fermé.
  10. Appareil de commande pour un moteur à combustion interne, en particulier d'un véhicule automobile,
    caractérisé par
    des moyens pour mettre en oeuvre les étapes du procédé selon au moins l'une des revendications 1 à 9.
  11. Programme informatique avec moyens de code de programme, permettant de mettre en oeuvre toutes les étapes de l'une quelconque des revendications 1 à 9, lorsque le programme est exécuté sur un ordinateur, en particulier un appareil de commande pour un moteur à combustion interne.
  12. Produit de programme informatique avec moyens de code de programme, stockés sur un support de données lisible sur un ordinateur, permettant de mettre en oeuvre le procédé selon l'une quelconque des revendications 1 à 9, lorsque le produit de programme est exécuté sur un ordinateur, en particulier un appareil de commande pour un moteur à combustion interne.
EP01967019A 2000-09-04 2001-08-24 Procede de diagnostic d'une soupape d'un systeme de ravitaillement en carburant d'une machine a combustion interne Expired - Lifetime EP1325222B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10043688 2000-09-04
DE2000143688 DE10043688A1 (de) 2000-09-04 2000-09-04 Verfahren zur Diagnose eines Ventils in einem Kraftstoffversorgungssystem einer Brennkraftmaschine
PCT/DE2001/003249 WO2002020970A1 (fr) 2000-09-04 2001-08-24 Procede de diagnostic d'une soupape d'un systeme de ravitaillement en carburant d'une machine a combustion interne

Publications (2)

Publication Number Publication Date
EP1325222A1 EP1325222A1 (fr) 2003-07-09
EP1325222B1 true EP1325222B1 (fr) 2006-11-08

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EP01967019A Expired - Lifetime EP1325222B1 (fr) 2000-09-04 2001-08-24 Procede de diagnostic d'une soupape d'un systeme de ravitaillement en carburant d'une machine a combustion interne

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EP (1) EP1325222B1 (fr)
DE (2) DE10043688A1 (fr)
WO (1) WO2002020970A1 (fr)

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ATE480702T1 (de) 2007-09-21 2010-09-15 Magneti Marelli Spa Steuerverfahren für ein common-rail einspritzsystem mit einem absperrventil zur steuerung des flusses einer hochdruckbrennstoffpumpe

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Publication number Priority date Publication date Assignee Title
CN103328796A (zh) * 2011-01-31 2013-09-25 罗伯特·博世有限公司 用于确定喷射器的控制量的方法
CN103328796B (zh) * 2011-01-31 2017-02-08 罗伯特·博世有限公司 用于确定喷射器的控制量的方法

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DE10043688A1 (de) 2002-03-14

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