EP1427931B1 - Procede, programme informatique, appareil de commande et/ou de regulation pour actionner un moteur a combustion interne et systeme de carburant pour moteur a combustion interne - Google Patents

Procede, programme informatique, appareil de commande et/ou de regulation pour actionner un moteur a combustion interne et systeme de carburant pour moteur a combustion interne Download PDF

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Publication number
EP1427931B1
EP1427931B1 EP02764532A EP02764532A EP1427931B1 EP 1427931 B1 EP1427931 B1 EP 1427931B1 EP 02764532 A EP02764532 A EP 02764532A EP 02764532 A EP02764532 A EP 02764532A EP 1427931 B1 EP1427931 B1 EP 1427931B1
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EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
pressure
pressure region
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
EP02764532A
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German (de)
English (en)
Other versions
EP1427931A1 (fr
Inventor
Klaus Joos
Jens Wolber
Thomas Frenz
Markus Amler
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP1427931A1 publication Critical patent/EP1427931A1/fr
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Anticipated expiration legal-status Critical
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    • 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
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails

Definitions

  • the invention initially relates to a method for operating an internal combustion engine, wherein the fuel from a first fuel pump to a second fuel pump and is promoted by this in a high-pressure area of the fuel via at least one fuel injection device in at least one combustion chamber of Internal combustion engine passes, and in which in certain Operating conditions of the internal combustion engine, the pressure in High pressure area by a relief device is lowered.
  • Such a method is known from DE 195 39 883 A1. There is after switching off the internal combustion engine Pressure equalization between the pressure side of the second Fuel pump and a fuel tank or the Ambient pressure produced. This is done by a Fuel line in which a valve is arranged, whose energized switching position as a pressure control valve and its de-energized switching position designed as a flow restrictor is. Also known are systems in which only one Flow restrictor is present.
  • the relief device has other advantages: Zum One will prevent it during a push operation of the internal combustion engine, in which of the fuel injectors no fuel in the combustion chamber of the Internal combustion engine arrives, or after stopping the Internal combustion engine by heat conduction from the engine block, which is the high-pressure fuel warmed to an impermissible pressure rise in the High pressure area comes. Also a pressure relief valve, which limits the pressure in the high pressure area can easier due to the provided discharge device be constructed. Furthermore, in the case of maintenance, the pressure on the print side can be easily broken down, so that if necessary, dismantle corresponding parts safely can be. At reduced pressure is also the Improved pressure dynamics.
  • the present invention therefore has the object, a Process of the type mentioned in the above way, that reliability in the operation of the internal combustion engine is increased.
  • This task is used in a method of the beginning mentioned type achieved in that the function of Relief device is monitored reliably.
  • Relief device Monitoring the function of the relief device allows to recognize situations in which one Pressure reduction in the high pressure area by the Relief device not or not in the desired Way is possible. The recognition of a faulty However, relief device is a prerequisite for that the error can be corrected as soon as possible and / or that the engine is not in a way is operated, in which too high pressure in the High pressure area due to the malfunctioning Relief device the operation of the internal combustion engine impaired or damage to components of the Internal combustion engine causes.
  • the Gradient with which the pressure in the high-pressure range in one certain operating condition of the internal combustion engine due the relief device decreases, is monitored.
  • the advantage of this development lies in the fact that the function of the relief device to be monitored can, without additional components are required.
  • the pressure in the high pressure area is in fact anyway detects a pressure sensor. This is generally on a fuel rail ("rail") in the high pressure area arranged.
  • the aforementioned quantity control valve can the working space of second fuel pump during a delivery phase with the located upstream of the second fuel pump Connect area.
  • the opening hours of the Quantity control valve is thus the fuel of the second fuel pump is not in the high pressure area, but back to the upstream of the second Promoted fuel pump area.
  • the amount of from the second fuel pump to the high pressure area nachge customten fuel can therefore from the Opening period of the quantity control valve during the Promotion phase of the second fuel pump can be determined.
  • the opening duration results from the Activation times of the quantity control valve.
  • a Error entry takes place in a fault memory and / or a Warning signal is generated.
  • the error entry in the Error memory can, for example, during maintenance be read out and immediately provides an indication of the Malfunction of the discharge device.
  • the error can
  • the issue of a Warning signal informs the user about the malfunction, so that this is the malfunction of the discharge device take into account when using the internal combustion engine can. This also serves the reliability and safety in the Operation of the internal combustion engine.
  • the operating conditions of the internal combustion engine, in which the Relief device is monitored include preferably a coasting state and / or a switched off operating condition of the internal combustion engine.
  • the Push mode is despite running second Fuel pump no fuel from the fuel injectors injected into the combustion chambers. Out The high-pressure area of the fuel can thus only on the Discharge relief device.
  • Both operating states are therefore particularly well suited for monitoring the Relief device.
  • the pressure which in the High pressure range prevails, from the speed of the Depend on internal combustion engine.
  • the second fuel pump is usually of the Camshaft of the internal combustion engine is driven. Though promotes the second fuel pump in overrun due a corresponding control of the quantity control valve no fuel or only a small amount of fuel in the high pressure area, which is pressure in the high pressure area but still higher than at a standstill second Fuel pump and depends on the speed of the second Fuel pump off.
  • the invention also relates to a computer program which suitable for carrying out the above method, if it runs on a computer. It will be special preferred if the computer program is stored on a memory especially on a flash memory or a ferrite RAM, is stored.
  • the invention relates to a control and / or Regulating device for operating an internal combustion engine.
  • the Control and / or regulating device comprises a memory on which a computer program of the above type is stored.
  • the invention relates to a fuel system for an internal combustion engine, with a first fuel pump, with a second fuel pump, which inlet side with The first fuel pump is connected, and with one High pressure area, which with the outlet of the second Fuel pump is connected, the high pressure area comprises at least one fuel injection device, and with a relief device for lowering the Pressure in the high pressure range in certain operating conditions the internal combustion engine.
  • the Relief comprises a flow restrictor.
  • a such works reliably and is inexpensive to manufacture.
  • the relief device a electrically operated valve comprises.
  • a simple electrical Shut off act which opens normally. in the Normal operation of the internal combustion engine is thereby prevents fuel from the high pressure area flows out, whereas in certain operating conditions rapid pressure reduction from the high pressure area ensured is.
  • the Relief device the high pressure area with a Fuel tank or with one between the first and the second fuel pump located area connects.
  • a connection with the fuel tank leads to a Pressure reduction in the high pressure range in the particular Operating conditions of the internal combustion engine up to Ambient pressure. This causes the components in the High-pressure area effectively relieved.
  • a connection of the high pressure area with the between the first and second fuel pump located area enables the maintenance of pressure in the High pressure area, which corresponds to that pressure, which prevails between the first and second fuel pump. This is to avoid the formation of vapor bubbles as well in overrun and in the Abstellfalle the internal combustion engine at the normal operating pressure of the first fuel pump held. In this case, the components in the High-pressure area also effectively relieved, thereby but at the same time the vapor bubble formation in High pressure range suppressed and the starting behavior of Internal combustion engine improved.
  • a fuel system carries the whole Reference numeral 10. It is used to supply a Internal combustion engine 12 with fuel.
  • the fuel system 10 includes a fuel tank 14, one of which electric fuel pump 16 promotes.
  • the pressure downstream of the electric fuel pump 16 set by a pressure regulator 18. He is usually about 6 bar.
  • a filter 20 From the electric fuel pump 16 reaches the Fuel via a filter 20 to a high-pressure fuel pump 22.
  • the piston is indirectly from the camshaft (Not shown) of the internal combustion engine 12 driven.
  • the pump chamber 24 can via a quantity control valve 30 with an upstream of Check valve 26 located area.
  • Leakage fuel can via a leakage line 32 to Return fuel tank 14. In the leakage line 32, a check valve 34 is arranged.
  • the high-pressure fuel pump 22 promotes a Fuel manifold 36, which is commonly referred to as "rail" is called. At this are several fuel injectors 38 connected. These inject the Fuel in corresponding combustion chambers 40 a.
  • the pressure in the fuel rail 36 is replaced by a Pressure limiting valve 42 to a maximum value limited. From the pressure relief valve 42 performs a Fuel line 44 to the between the check valve 26 and the electric fuel pump 16 located Area.
  • Another fuel line 46 leads from the Fuel manifold 36 to the fuel line 44.
  • a flow restrictor 48 is arranged. The pressure in the fuel manifold 36 is from a pressure sensor 50 recorded.
  • the pressure sensor 50 supplies corresponding signals to Control unit 52.
  • On the output side is the Steuerund Regulator 52 to the quantity control valve 30, the Shut-off valve 34 and the electric fuel pump 16 connected.
  • High-pressure region 56 denotes.
  • a bit B_nmot becomes zero (end of the thick line). This also ends the promotion of fuel through the electric fuel pump 16, that is, the corresponding control bit B_EKP also becomes zero. Also the Injection of fuel into the combustion chambers 40 by the Fuel injectors 38 ends. To the in the High-pressure area 56 lying components, in particular the Fuel Injectors 38 will relieve the pressure after switching off the internal combustion engine 12 from the high-pressure region 56 is drained.
  • the flow restrictor 48 and the Fuel line 46 is provided. Through this, the Fuel from the fuel rail 36 to Low pressure range 54 flow towards. As the pressure in the Low pressure area 54 to prevent the formation of Steam bubbles even when parking the internal combustion engine 12th is kept at the normal operating pressure, the decreases Pressure in the high pressure area on this in the low pressure area 54 prevailing pressure (curve 57 in Figure 2). In one not shown embodiment is the Fuel line 46 not with the low pressure region 54, but directly connected to the fuel tank 14. In this case, the pressure in the high pressure area 56 would be on Ambient pressure drops.
  • the diameter of the flow restrictor 48 is selected that in the Abstellfalle the internal combustion engine 12, the pressure discharged as quickly as possible from the high pressure area 56 can be. At the same time, however, it must be ensured that during normal operation of the internal combustion engine 12 of the Pressure in the high pressure range 56 easily on the desired high level.
  • a typical value for the diameter of the flow restrictor 48 is in the range of 0.1 mm.
  • Embodiment is in place of the flow restrictor electrical switching valve available. This locks usually the connection to the Low pressure area. In Abstellfall it is normally open.
  • a start block 58 is in a block 60 of Fuel pressure in the fuel rail 36 measured. This is done via the pressure sensor 50. The measurement occurs at predetermined intervals. From the individual measured values is a pressure gradient in block 62 calculated. In block 64 it is checked whether the pressure gradient is greater than a threshold G (dashed line 65 in FIG Figure 2). If this is the case, it means that the pressure in the high pressure area 56 at least with the desired Speed is reduced. The diagnostic result is thus okay (block 66). The procedure ends in the block 68th
  • FIG. 5 shows a second exemplary embodiment of a Method for monitoring the flow throttle 48 shown.
  • FIG. 5 shows a second exemplary embodiment of a Method for monitoring the flow throttle 48 shown.
  • FIG. 7 shows a method in which the Function of the flow restrictor 48 monitored in another way becomes.
  • the procedure described assumes that the pressure in the high pressure area 56 not completely to the pressure in the low pressure region 54 is to be reduced, but on a certain level, which is well below the Operating pressure in the high pressure area 56 is constant should be kept.
  • Such a method offers e.g. then, if the Internal combustion engine 12 operates in overrun mode. Because in This case of the fuel injectors 38 no fuel is injected into the combustion chambers 40, can fuel from the high pressure area 56 only over the Outflow flow restrictor 48. To keep the pressure constant Keep the outflowing fuel from the high pressure fuel pump 22 be promoted. On the amount of nachge®ten fuel can from the drive times or opening times of the quantity control valve 30 is closed become.

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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 moteur à combustion interne, actionné d'après un procédé selon lequel le carburant est refoulé entre une première pompe à essence et une seconde pompe à essence, puis de cette dernière, jusque dans la zone de haute pression. De là, le carburant parvient dans au moins une chambre de compression du moteur à combustion interne, par l'intermédiaire d'au moins un dispositif d'injection de carburant. Dans des états de fonctionnement déterminés du moteur à combustion interne, la pression est abaissée dans la zone de haute pression par un dispositif de détente. Afin de renforcer la sécurité et la fiabilité lorsque le moteur à combustion interne est en service, il est prévu de contrôler (58 à 58) la fonction du dispositif de détente.

Claims (16)

  1. Procédé de gestion d'un moteur à combustion interne (12) dans lequel le carburant est transféré par une première pompe à carburant (16) à une seconde pompe à carburant (22) et de celle-ci dans une zone haute pression (56) d'où le carburant est introduit par au moins un dispositif d'injection de carburant (38) dans au moins une chambre de combustion (40) du moteur à combustion interne (12), le carburant pouvant s'échapper de la zone haute pression (56) par un organe d'étranglement (48),
    caractérisé en ce qu'
    on surveille (64) au moins indirectement le gradient de diminution de la pression dans la zone haute pression (56) lorsque la seconde pompe à carburant (22) ne débite pas de carburant, le dispositif d'injection de carburant (38) ne fonctionne pas et le carburant s'échappe de la zone haute pression (56) par l'organe d'étranglement (48).
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on surveille (64) le temps pendant lequel la pression diminue dans la zone haute pression (56) du fait de l'installation de décharge (48) pour un certain état de fonctionnement du moteur à combustion interne (12), diminution correspondant à une valeur déterminée.
  3. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on surveille (64) de quelle différence de pression la pression diminue dans la zone haute pression (56) du fait de l'installation de décharge (48) pendant une durée prédéterminée, pour un état de fonctionnement donné du moteur à combustion interne (12).
  4. Procédé de gestion d'un moteur à combustion interne (12) selon lequel le carburant est transféré par une première pompe à carburant (16) à une seconde pompe à carburant (22) et de celle-ci à une zone haute pression (56) d'où le carburant arrive dans au moins une chambre de combustion (40) du moteur à combustion interne (12) par au moins un dispositif d'injection de carburant (38), le carburant pouvant s'échapper de la zone haute pression (56) par une installation de décharge (48),
    caractérisé en ce qu'
    on surveille (64) le débit volumique dans la zone haute pression (56) du fait de l'action de l'installation de décharge (48) pour un certain état de fonctionnement du moteur à combustion interne.
  5. Procédé selon la revendication 4,
    caractérisé en ce qu'
    à partir de la commande d'une soupape de commande de débit (30), on détermine le débit volumique (60) par lequel on règle le débit de la seconde pompe à carburant (22).
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    au cas où le gradient ou la différence de pression ou le débit volumique est trop faible ou que la durée est trop longue, on enregistre (70) une erreur dans une mémoire d'erreur et/ou on génère un signal avertisseur.
  7. Procédé selon la revendication 6,
    caractérisé en ce que
    les fonctions dépendant du fonctionnement correct de l'installation de décharge sont bloquées (70) si une erreur est enregistrée dans la mémoire d'erreur.
  8. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    les états de fonctionnement du moteur à combustion interne (12) pour lesquels on surveille l'installation de décharge (48) sont le mode de poussée et/ou le mode de coupure du moteur à combustion interne (12).
  9. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    l'amplitude de la valeur limite utilisée pour la surveillance dépend de l'état de fonctionnement et/ou d'au moins une grandeur de fonctionnement du moteur à combustion interne (12).
  10. Programme d'ordinateur,
    caractérisé en ce qu'
    il est programmé pour être appliqué à un procédé selon l'une des revendications précédentes.
  11. Support de mémoire électrique pour un appareil de commande et/ ou de régulation d'un moteur à combustion interne,
    caractérisé en ce qu'
    il contient l'enregistrement d'un programme d'ordinateur appliqué à un procédé selon l'une des revendications 1 à 9.
  12. Appareil de commande et/ou de régulation d'un moteur à combustion interne,
    caractérisé en ce qu'
    il est programmé pour être appliqué à un procédé selon l'une des revendications 1 à 9.
  13. Système d'alimentation en carburant (10) d'un moteur à combustion interne (12) comprenant une première pompe à carburant (16) reliée à une seconde pompe à carburant (22) dont l'entrée est reliée à la première pompe à carburant (16) ainsi qu'une zone à haute pression (56) reliée à la sortie de la seconde pompe à carburant (22),
    la zone haute pression (56) ayant au moins un dispositif d'injection de carburant (38) et au moins une installation de décharge (48) pour diminuer la pression dans la zone haute pression (56) dans certains états de fonctionnement du moteur à combustion interne (12),
    caractérisé par
    un appareil de commande et/ou de régulation (52) qui surveille le fonctionnement de l'installation de décharge (48) selon un procédé défini dans les revendications 1 à 9.
  14. Système d'alimentation en carburant (10) selon la revendication 14,
    caractérisé en ce que
    l'installation de décharge comprend un organe d'étranglement (48).
  15. Système d'alimentation en carburant selon la revendication 14,
    caractérisé en ce que
    l'installation de décharge est une soupape à commande électrique.
  16. Système d'alimentation en carburant selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'installation de décharge (48) relie la zone haute pression (56) à un réservoir à carburant ou à une zone (54) située entre la première et la seconde pompe à carburant.
EP02764532A 2001-09-12 2002-07-26 Procede, programme informatique, appareil de commande et/ou de regulation pour actionner un moteur a combustion interne et systeme de carburant pour moteur a combustion interne Expired - Lifetime EP1427931B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10144800 2001-09-12
DE10144800A DE10144800A1 (de) 2001-09-12 2001-09-12 Verfahren, Computerprogramm, Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Kraftstoffsystem für eine Brennkraftmaschine
PCT/DE2002/002783 WO2003027469A1 (fr) 2001-09-12 2002-07-26 Procede, programme informatique, appareil de commande et/ou de regulation pour actionner un moteur a combustion interne et systeme de carburant pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1427931A1 EP1427931A1 (fr) 2004-06-16
EP1427931B1 true EP1427931B1 (fr) 2005-03-30

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EP02764532A Expired - Lifetime EP1427931B1 (fr) 2001-09-12 2002-07-26 Procede, programme informatique, appareil de commande et/ou de regulation pour actionner un moteur a combustion interne et systeme de carburant pour moteur a combustion interne

Country Status (5)

Country Link
US (1) US7171952B2 (fr)
EP (1) EP1427931B1 (fr)
DE (2) DE10144800A1 (fr)
ES (1) ES2239723T3 (fr)
WO (1) WO2003027469A1 (fr)

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Publication number Publication date
DE10144800A1 (de) 2003-04-03
DE50202653D1 (de) 2005-05-04
WO2003027469A1 (fr) 2003-04-03
US7171952B2 (en) 2007-02-06
EP1427931A1 (fr) 2004-06-16
US20040237937A1 (en) 2004-12-02
ES2239723T3 (es) 2005-10-01

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