EP1526269B1 - Method and device for monitoring a fuel pressure sensor - Google Patents

Method and device for monitoring a fuel pressure sensor Download PDF

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Publication number
EP1526269B1
EP1526269B1 EP20040104594 EP04104594A EP1526269B1 EP 1526269 B1 EP1526269 B1 EP 1526269B1 EP 20040104594 EP20040104594 EP 20040104594 EP 04104594 A EP04104594 A EP 04104594A EP 1526269 B1 EP1526269 B1 EP 1526269B1
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EP
European Patent Office
Prior art keywords
fuel
fuel pressure
change
pressure sensor
accumulator
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EP20040104594
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German (de)
French (fr)
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EP1526269A3 (en
EP1526269A2 (en
Inventor
Matthias Delp
Gerhard Eser
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Continental Automotive GmbH
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Continental Automotive GmbH
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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
    • 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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors
    • 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
    • F02D2200/0604—Estimation of fuel pressure
    • 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

Definitions

  • the invention relates to a method and apparatus for monitoring a fuel pressure sensor disposed in a fuel reservoir of an internal combustion engine fuel supply having a fuel pump that pumps fuel into the fuel reservoir and injectors operatively connected to the fuel reservoir.
  • Internal combustion engines increasingly include a fuel pressure sensor disposed in a fuel reservoir of a fuel feeder.
  • the fuel feeder regularly includes a fuel pump that pumps fuel into the fuel accumulator and injectors that are operatively connected to the fuel accumulator.
  • the fuel pressure in the fuel storage can reach values up to 200 bar in internal combustion engines, which are operated with gasoline, especially if it is an internal combustion engine, in which the injection valves are arranged directly in the cylinder head and the fuel directly into the combustion chambers Measure cylinder.
  • the pressure in the fuel storage during operation but also also only reach values of 3 to 10 bar.
  • the fuel pressure in the fuel accumulator can also reach values up to approximately 2000 bar.
  • the actual fuel pressure in the fuel accumulator can be detected and then supplied, for example, to a control via which a desired fuel pressure in the fuel accumulator is set.
  • An accurate adjustment of the fuel pressure in the fuel storage is a prerequisite for precise metering of the desired fuel mass in the combustion chambers of the cylinder.
  • a failure of the fuel pressure sensor may cause the fuel pressure to be set too low or too high in the fuel reservoir. Too high a pressure can cause a rupture of the fuel reservoir.
  • the excessively high or too low pressure may also result in the actually metered fuel mass in the cylinders of the internal combustion engine not matching the actually desired fuel mass. This then leads to an air / fuel ratio that deviates from an air / fuel ratio that is to be set being adjusted, thus producing possibly high pollutant emissions. It is thus necessary to monitor the fuel pressure sensor to see if its measurement signal is faulty.
  • the object of the invention is to provide a method and a device for monitoring a fuel pressure sensor, which makes it easy to detect a fault of the sensor.
  • a method for monitoring the operation of a pressure sensor which receives the pressure in a pressure actuator controlled via a pressure accumulator.
  • the expected pressure value is calculated in the pressure accumulator for an end time based on a known pressure value in the pressure accumulator at a certain point in time and a rate of change in a mass balance of a medium contained in the pressure accumulator at the given time.
  • the expected pressure value is compared with the recorded pressure value to detect a malfunction in the pressure sensor.
  • the invention is characterized by a method and corresponding apparatus for monitoring a fuel pressure sensor disposed in a fuel reservoir of an internal combustion engine fuel supply having a fuel pump that pumps fuel into the fuel reservoir and injectors operatively connected to the fuel reservoir are.
  • the fuel pump can be designed as a high-pressure pump but also as a low-pressure pump.
  • the change with time of the fuel pressure detected by the fuel pressure sensor is compared with the time change of an estimated fuel pressure, and depending on the comparison, an error of the fuel pressure is detected Fuel pressure sensor detected. Furthermore, it is checked whether the time derivative of the detected fuel pressure exceeds a predetermined threshold value and the comparison with the change of the estimated fuel pressure is performed only if this is the case. This has the advantage that no additional sensor is necessary to monitor the fuel pressure sensor.
  • Another advantage is that it prevents the fuel pressure sensor is detected as faulty when in fact an error on the injection valve or the fuel storage is present.
  • Such an error may be, for example, an injection valve that remains in the passage position or it may also be a leak in the fuel accumulator.
  • the change in the estimated fuel pressure is determined as a function of a fuel mass metered by the injectors and a fuel mass delivered into the fuel accumulator by the fuel pump.
  • the change of the estimated fuel pressure can thus be determined reliably and easily.
  • the comparison advantageously takes place only during the operating state of the start.
  • the fuel pressure sensor can be monitored at least during the operating state of the start even with such a feed device for fuel.
  • An internal combustion engine ( FIG. 1 ) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the engine block 2 comprises a plurality of cylinders having pistons and connecting rods via which they are coupled to a crankshaft 21.
  • the cylinder head 3 includes a valvetrain having an intake valve, an exhaust valve, and valve drivers, which preferably comprise a camshaft.
  • the cylinder head 3 further includes an injection valve 34 and a spark plug.
  • a feed device 5 is provided for fuel. It comprises a fuel tank 50, which is connected via a first fuel line to a low-pressure pump 51. On the output side, the low pressure pump 51 is operatively connected to an inlet 53 of a high pressure pump 54. Furthermore, the output side of the low-pressure pump 51, a mechanical regulator 52 is provided, which is connected on the output side via a further fuel line to the tank 50.
  • the mechanical regulator 52 is preferably a simple spring-loaded valve in the manner of a check valve, wherein the spring constant is selected so that in the inlet 53 a predetermined low pressure of for example 3 to 6 bar is not exceeded.
  • the low-pressure pump 51 is preferably designed so that it always delivers a sufficiently high fuel quantity during operation of the internal combustion engine, which ensures that the predetermined low pressure is not exceeded.
  • the inlet 53 is guided to the high-pressure pump 54, which promotes the fuel on the output side to a fuel reservoir 55.
  • the high pressure pump 54 is usually driven by the crankshaft 21 or the camshaft and thus promotes a constant fuel volume at a constant speed of the crankshaft in the fuel accumulator 55th
  • the high-pressure pump is preferably associated with an actuator via which the volumetric flow delivered by the high-pressure pump can be adjusted.
  • the actuator may be, for example, a flow control valve.
  • the injection valves 34 are operatively connected to the fuel reservoir 55.
  • the fuel is thus supplied to the injection valves 34 via the fuel accumulator 55.
  • an electromagnetic regulator is operatively connected to the fuel accumulator 55. Fuel can flow from the fuel accumulator 55 back to the inlet 53 via the then provided return line via the electromagnetic regulator. Depending on the control signal, with which the electromagnetic regulator is controlled, the fuel pressure in the pressure accumulator 55 can be adjusted.
  • the internal combustion engine is assigned a control device 6, which in turn are assigned sensors that detect different measured variables and in each case determine the measured value of the measured variable.
  • the control device 6 determines dependent on at least one of the measured variables manipulated variables, which then be converted into corresponding control signals for controlling actuators by means of appropriate actuators.
  • the sensors are a pedal position sensor which detects the position of an accelerator pedal, a crankshaft angle sensor which detects a crankshaft angle and which is then assigned a rotational speed N, and a fuel pressure sensor 58 which detects the fuel pressure P_MEAS in the fuel accumulator 55.
  • a pedal position sensor which detects the position of an accelerator pedal
  • a crankshaft angle sensor which detects a crankshaft angle and which is then assigned a rotational speed N
  • a fuel pressure sensor 58 which detects the fuel pressure P_MEAS in the fuel accumulator 55.
  • any subset of the sensors or additional sensors may be present.
  • the actuators are configured, for example, as intake or exhaust valves, the injection valves 34, a spark plug, a throttle or the flow control valve or the electromagnetic regulator.
  • a device for monitoring the fuel pressure sensor 58 is also formed.
  • the program is started in a step S1 in which variables are initialized if necessary.
  • the start is preferably very timely to the start of the internal combustion engine.
  • a step S2 the current detected fuel pressure P_MEAS is read.
  • An “n” in parenthesis indicates a value detected or detected in the current processing cycle of the program.
  • a parenthesized “n-1” denotes a value obtained in the previous processing pass of the program.
  • a step S3 the time change D_P_MEAS of the detected fuel pressure P_MEAS is determined by forming the difference of the fuel pressure P_MEAS currently detected and detected in the previous processing run.
  • a temporal change D_P_EST of an estimated fuel pressure is determined. This is done in dependence on an injected fuel mass MFF_INJ, a conveyed fuel mass MFF_PUMP, which is conveyed by the high-pressure pump 54, the compressibility XSI of the fuel, the volume VRAIL and the density RHO.
  • the injected and conveyed fuel mass MFF_INJ, MFF_PUMP are the fuel masses that are injected or conveyed during a processing run of the program. These are preferably the fuel mass injected or delivered per cylinder segment of the internal combustion engine.
  • a cylinder segment of the internal combustion engine is defined by the crankshaft angle of a working cycle of the internal combustion engine divided by the number of cylinders. A cylinder segment is so for example in an internal combustion engine with four cylinders 180 ° crankshaft angle.
  • the delivered fuel mass is preferably determined as a function of the delivery volume, which is conveyed by the high-pressure pump 54 during a processing cycle of the program.
  • This delivery volume is known either due to the design of the high pressure pump 54 or can be derived from the corresponding control of the high pressure pump associated actuator, such as the flow control valve.
  • the injected fuel mass MFF_INJ can be correspondingly derived from a setpoint value, determined in the control device 6, of the fuel mass to be injected. However, the injected fuel mass MFF_INJ can also be determined from the drive signal for the injection valve 34, such as the injection period, and the estimated fuel pressure.
  • a step S7 it is then checked whether the time change D_P_MEAS of the detected fuel pressure P_MEAS is greater than a predetermined first threshold value SW1. If this is not the case, with a suitable choice of the first threshold value SW1, this is a clear indication that there is a fault in the fuel accumulator 55 or the injection valve 34.
  • the processing is then continued in a step S17, in which the program remains for a predetermined waiting time T_W or a predetermined crankshaft angle.
  • step S9 it is then checked whether the amount of the difference of the time change D_P_EST of the estimated fuel pressure and the time change D_P_MEAS of the detected fuel pressure P_MEAS is greater than a predetermined second threshold value SW2. If this is not the case, the processing is continued in step S17. If this is the case, however, a possible error of the fuel pressure sensor 58 is detected and in a step S11 a counter CTR is incremented, preferably by the value one.
  • step S13 it is then checked whether the counter CTR is greater than a maximum value MAX. If this is not the case, the processing is continued in step S17. If this is the case, however, it is detected in a step S15 to an error of the fuel pressure sensor 58, which is referred to as fuel pressure sensor error ERR.
  • fuel pressure sensor error ERR an error of the fuel pressure sensor 58
  • corresponding emergency measures are initiated when the fuel pressure sensor error ERR has been detected.
  • the internal combustion engine is then operated, for example, only with a low maximum speed.
  • step S19 is executed in which it is checked whether the operating state of the internal combustion engine is the operating state of the start ST.
  • the Feed device for fuel 5 has a return line and an electromagnetic regulator, which is arranged between the return line and the fuel reservoir 55. Only when then the internal combustion engine is in the operating state BZ of the start, the step S7 is then processed. Otherwise, the processing is continued in step S17.
  • the program can thus also be used for an internal combustion engine with such a feed device 5 for fuel, in which outside the operating state BZ of the start ST, the time change D_P_EST of the estimated fuel pressure can be determined only very imprecisely.
  • step S7 may be omitted and the processing after step S5 or S19 may be continued directly in step S9.
  • steps S11 and S13 may be omitted to continue processing after step S9 in step S15.

Description

Die Erfindung betrifft ein Verfahren und eine Vorrichtung zum Überwachen eines Kraftstoffdrucksensors, der in einem Kraftstoffspeicher einer Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine angeordnet ist, die eine Kraftstoffpumpe aufweist, die Kraftstoff in den Kraftstoffspeicher pumpt, und Einspritzventile, die mit dem Kraftstoffspeicher wirkverbunden sind.The invention relates to a method and apparatus for monitoring a fuel pressure sensor disposed in a fuel reservoir of an internal combustion engine fuel supply having a fuel pump that pumps fuel into the fuel reservoir and injectors operatively connected to the fuel reservoir.

Brennkraftmaschinen weisen zunehmend einen Kraftstoffdrucksensor auf, der in einem Kraftstoffspeicher einer Zuführeinrichtung für Kraftstoff angeordnet ist. Die Zuführeinrichtung für Kraftstoff weist regelmäßig eine Kraftstoffpumpe auf, die Kraftstoff in den Kraftstoffspeicher pumpt, und Einspritzventile, die mit dem Kraftstoffspeicher wirkverbunden sind. Der Kraftstoffdruck in dem Kraftstoffspeicher kann bei Brennkraftmaschinen, die mit Benzin betrieben werden, Werte bis zu 200 bar erreichen, insbesondere dann, wenn es sich um eine Brennkraftmaschine handelt, bei der die Einspritzventile direkt im Zylinderkopf angeordnet sind und den Kraftstoff direkt in die Brennräume der Zylinder zumessen. Bei anderen Ausführungsformen von Brennkraftmaschinen kann der Druck in dem Kraftstoffspeicher während des Betriebs aber auch ebenfalls nur Werte von 3 bis 10 bar erreichen. Im Falle von Brennkraftmaschinen, die mit Diesel betrieben werden, kann der Kraftstoffdruck in dem Kraftstoffspeicher auch Werte bis zu zirka 2000 bar erreichen.Internal combustion engines increasingly include a fuel pressure sensor disposed in a fuel reservoir of a fuel feeder. The fuel feeder regularly includes a fuel pump that pumps fuel into the fuel accumulator and injectors that are operatively connected to the fuel accumulator. The fuel pressure in the fuel storage can reach values up to 200 bar in internal combustion engines, which are operated with gasoline, especially if it is an internal combustion engine, in which the injection valves are arranged directly in the cylinder head and the fuel directly into the combustion chambers Measure cylinder. In other embodiments of internal combustion engines, the pressure in the fuel storage during operation but also also only reach values of 3 to 10 bar. In the case of internal combustion engines which are operated with diesel, the fuel pressure in the fuel accumulator can also reach values up to approximately 2000 bar.

Durch den Kraftstoffdrucksensor kann der tatsächliche Kraftstoffdruck in dem Kraftstoffspeicher erfasst und dann beispielsweise einer Regelung zugeführt werden, über die ein gewünschter Kraftstoffdruck in dem Kraftstoffspeicher eingestellt wird. Ein genaues Einstellen des Kraftstoffdrucks in dem Kraftstoffspeicher ist Voraussetzung für ein präzises Zumessen der gewünschten Kraftstoffmasse in die Brennräume der Zylinder. Ein Defekt des Kraftstoffdrucksensors kann dazu führen, dass der Kraftstoffdruck zu niedrig oder zu hoch in dem Kraftstoffspeicher eingestellt wird. Ein zu hoher Druck kann ein Bersten des Kraftstoffspeichers zur Folge haben. Der zu hohe oder zu niedrige Druck kann ferner zur Folge haben, dass die tatsächlich zugemessene Kraftstoffmasse in den Zylindern der Brennkraftmaschine nicht übereinstimmt mit der eigentlich gewünschten Kraftstoffmasse. Dies führt dann dazu, dass ein von einem einzustellenden Luft/Kraftstoff-Verhältnis abweichendes Luft/Kraftstoff-Verhältnis eingestellt wird und so gegebenenfalls hohe Schadstoffemissionen erzeugt werden. Es ist somit notwendig, den Kraftstoffdrucksensor dahingehend zu überwachen, ob sein Messsignal fehlerhaft ist.By means of the fuel pressure sensor, the actual fuel pressure in the fuel accumulator can be detected and then supplied, for example, to a control via which a desired fuel pressure in the fuel accumulator is set. An accurate adjustment of the fuel pressure in the fuel storage is a prerequisite for precise metering of the desired fuel mass in the combustion chambers of the cylinder. A failure of the fuel pressure sensor may cause the fuel pressure to be set too low or too high in the fuel reservoir. Too high a pressure can cause a rupture of the fuel reservoir. The excessively high or too low pressure may also result in the actually metered fuel mass in the cylinders of the internal combustion engine not matching the actually desired fuel mass. This then leads to an air / fuel ratio that deviates from an air / fuel ratio that is to be set being adjusted, thus producing possibly high pollutant emissions. It is thus necessary to monitor the fuel pressure sensor to see if its measurement signal is faulty.

Die Aufgabe der Erfindung ist es, ein Verfahren und eine Vorrichtung zum Überwachen eines Kraftstoffdrucksensors zu schaffen, das das Erkennen eines Fehlers des Sensors einfach ermöglicht.The object of the invention is to provide a method and a device for monitoring a fuel pressure sensor, which makes it easy to detect a fault of the sensor.

Aus der WO 99/34187 A ist ein Verfahren zur Funktionsüberwachung eines Drucksensors bekannt, der den Druck in einem über ein Druckstellglied geregelten Druckspeicher aufnimmt. Der zu erwartende Druckwert wird in dem Druckspeicher für einen Endzeitpunkt auf der Grundlage eines bekannten Druckwertes im Druckspeicher zu einem bestimmten Zeitpunkt und einer Änderungsrate in einer Massenbilanz eines in dem Druckspeicher enthaltenen Mediums zu dem bestimmten Zeitpunkt berechnet. Der erwartete Druckwert wird mit dem aufgenommenen Druckwert verglichen, um einen Funktionsfehler im Drucksensor festzustellen.From the WO 99/34187 A a method for monitoring the operation of a pressure sensor is known, which receives the pressure in a pressure actuator controlled via a pressure accumulator. The expected pressure value is calculated in the pressure accumulator for an end time based on a known pressure value in the pressure accumulator at a certain point in time and a rate of change in a mass balance of a medium contained in the pressure accumulator at the given time. The expected pressure value is compared with the recorded pressure value to detect a malfunction in the pressure sensor.

Die Aufgabe wird gelöst durch die Merkmale der unabhängigen Patentansprüche. Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen gekennzeichnet.The object is solved by the features of the independent claims. Advantageous embodiments of the invention are characterized in the subclaims.

Die Erfindung zeichnet sich aus durch ein Verfahren und eine entsprechende Vorrichtung zum Überwachen eines Kraftstoffdrucksensors, der in einem Kraftstoffspeicher einer Zuführeinrichtung für Kraftstoff einer Brennkraftmaschine angeordnet ist, die aufweist eine Kraftstoffpumpe, die Kraftstoff in den Kraftstoffspeicher pumpt, und Einspritzventile, die mit dem Kraftstoffspeicher wirkverbunden sind. Die Kraftstoffpumpe kann als Hochdruckpumpe aber auch als Niederdruckpumpe ausgebildet sein. Die zeitliche Änderung des von dem Kraftstoffdrucksensor erfassten Kraftstoffdrucks wird mit der zeitlichen Änderung eines geschätzten Kraftstoffdrucks verglichen und abhängig von dem Vergleich wird ein Fehler des Kraftstoffdrucksensors erkannt. Weiter wird geprüft, ob die zeitliche Ableitung des erfassten Kraftstoffdrucks einen vorgegebenen Schwellenwert überschreitet und der Vergleich mit der Änderung des geschätzten Kraftstoffdrucks nur durchgeführt, wenn dies der Fall ist. Dies hat den Vorteil, dass zum Überwachen des Kraftstoffdrucksensors kein zusätzlicher.Sensor notwendig ist. Ein weiterer Vorteil besteht darin, dass verhindert wird, dass der Kraftstoffdrucksensor als fehlerhaft erkannt wird, wenn tatsächlich ein Fehler an dem Einspritzventil oder dem Kraftstoffspeicher vorliegt. Ein derartiger Fehler kann beispielsweise ein in Durchlassstellung verharrendes Einspritzventil sein oder auch ein Leck in dem Kraftstoffspeicher sein.The invention is characterized by a method and corresponding apparatus for monitoring a fuel pressure sensor disposed in a fuel reservoir of an internal combustion engine fuel supply having a fuel pump that pumps fuel into the fuel reservoir and injectors operatively connected to the fuel reservoir are. The fuel pump can be designed as a high-pressure pump but also as a low-pressure pump. The change with time of the fuel pressure detected by the fuel pressure sensor is compared with the time change of an estimated fuel pressure, and depending on the comparison, an error of the fuel pressure is detected Fuel pressure sensor detected. Furthermore, it is checked whether the time derivative of the detected fuel pressure exceeds a predetermined threshold value and the comparison with the change of the estimated fuel pressure is performed only if this is the case. This has the advantage that no additional sensor is necessary to monitor the fuel pressure sensor. Another advantage is that it prevents the fuel pressure sensor is detected as faulty when in fact an error on the injection valve or the fuel storage is present. Such an error may be, for example, an injection valve that remains in the passage position or it may also be a leak in the fuel accumulator.

In einer vorteilhaften Ausgestaltung der Erfindung wird die Änderung des geschätzten Kraftstoffdrucks abhängig von einer durch die Einspritzventile zugemessenen Kraftstoffmasse und einer von der Kraftstoffpumpe in den Kraftstoffspeicher geförderten Kraftstoffmasse ermittelt. Die Änderung des geschätzten Kraftstoffdrucks kann so zuverlässig und einfach ermittelt werden.In an advantageous embodiment of the invention, the change in the estimated fuel pressure is determined as a function of a fuel mass metered by the injectors and a fuel mass delivered into the fuel accumulator by the fuel pump. The change of the estimated fuel pressure can thus be determined reliably and easily.

Wenn die Zuführeinrichtung für Kraftstoff mit einer Rücklaufleitung und einem Regulator ausgestattet ist, der einerseits mit dem Kraftstoffspeicher und andererseits mit der Rücklaufleitung verbunden ist, und so den Kraftstoffdruck in dem Kraftstoffspeicher einstellt, so erfolgt der Vergleich vorteilhaft lediglich während des Betriebszustands des Starts. Dadurch kann dann auch bei einer derartigen Zuführeinrichtung für Kraftstoff der Kraftstoffdrucksensor zumindest während des Betriebszustands des Starts überwacht werden.When the fuel feeder is provided with a return line and a regulator which is connected on the one hand to the fuel accumulator and on the other hand to the return line, thus adjusting the fuel pressure in the fuel accumulator, the comparison advantageously takes place only during the operating state of the start. As a result, the fuel pressure sensor can be monitored at least during the operating state of the start even with such a feed device for fuel.

In einer weiteren vorteilhaften Ausgestaltung der Erfindung wird auf einen Fehler des Kraftstoffdrucksensors nur dann erkannt, wenn eine Fehlerbedingung, die abhängt von der zeitlichen Änderung des erfassten und geschätzten Kraftstoffdrucks, mehrmals erfüllt ist. Dies hat den Vorteil, dass einzelne Messfehler nicht zu einer fehlerhaften Einschätzung als Fehler des Kraftstoffdrucksensors führen.In a further advantageous embodiment of the invention is detected on a fault of the fuel pressure sensor only if an error condition that depends on the temporal Change in the detected and estimated fuel pressure, is met several times. This has the advantage that individual measurement errors do not lead to an erroneous assessment as errors of the fuel pressure sensor.

Ausführungsbeispiele der Erfindung sind im folgenden anhand der schematischen Zeichnungen erläutert. Es zeigen:

Figur 1
eine Brennkraftmaschine mit einem Kraftstoffdruck- sensor und einer Vorrichtung zum Überwachen des Kraftstoffdrucksensors und
Figur 2
ein Ablaufdiagramm eines Programms zum Überwachen des Kraftstoffdrucksensors.
Embodiments of the invention are explained below with reference to the schematic drawings. Show it:
FIG. 1
an internal combustion engine with a fuel pressure sensor and a device for monitoring the fuel pressure sensor and
FIG. 2
a flowchart of a program for monitoring the fuel pressure sensor.

Eine Brennkraftmaschine (Figur 1) umfasst einen Ansaugtrakt 1, einen Motorblock 2, einen Zylinderkopf 3 und einen Abgastrakt 4. Der Motorblock 2 umfasst mehrere Zylinder, welche Kolben und Pleuelstangen haben, über die sie mit einer Kurbelwelle 21 gekoppelt sind.An internal combustion engine ( FIG. 1 ) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4. The engine block 2 comprises a plurality of cylinders having pistons and connecting rods via which they are coupled to a crankshaft 21.

Der Zylinderkopf 3 umfasst einen Ventiltrieb mit einem Einlassventil, einem Auslassventil und Ventilantrieben, die vorzugsweise eine Nockenwelle umfassen. Der Zylinderkopf 3 umfasst ferner ein Einspritzventil 34 und eine Zündkerze.The cylinder head 3 includes a valvetrain having an intake valve, an exhaust valve, and valve drivers, which preferably comprise a camshaft. The cylinder head 3 further includes an injection valve 34 and a spark plug.

Ferner ist eine Zuführeinrichtung 5 für Kraftstoff vorgesehen. Sie umfasst einen Kraftstofftank 50, der über eine erste Kraftstoffleitung mit einer Niederdruckpumpe 51 verbunden ist. Ausgangsseitig ist die Niederdruckpumpe 51 hin zu einem Zulauf 53 einer Hochdruckpumpe 54 wirkverbunden. Ferner ist auch ausgangsseitig der Niederdruckpumpe 51 ein mechanischer Regulator 52 vorgesehen, welcher ausgangsseitig über eine weitere Kraftstoffleitung mit dem Tank 50 verbunden ist. Der mechanische Regulator 52 ist vorzugsweise ein einfaches federbelastetes Ventil in der Art eines Rückschlagventils, wobei die Federkonstante so gewählt ist, dass in dem Zulauf 53 ein vorgegebener Niederdruck von beispielsweise 3 bis 6 bar nicht überschritten wird. Die Niederdruckpumpe 51 ist vorzugsweise so ausgelegt, dass sie während des Betriebs der Brennkraftmaschine immer eine ausreichend hohe Kraftstoffmenge liefert, die gewährleistet, dass der vorgegebene Niederdruck nicht unterschritten wird.Furthermore, a feed device 5 is provided for fuel. It comprises a fuel tank 50, which is connected via a first fuel line to a low-pressure pump 51. On the output side, the low pressure pump 51 is operatively connected to an inlet 53 of a high pressure pump 54. Furthermore, the output side of the low-pressure pump 51, a mechanical regulator 52 is provided, which is connected on the output side via a further fuel line to the tank 50. The mechanical regulator 52 is preferably a simple spring-loaded valve in the manner of a check valve, wherein the spring constant is selected so that in the inlet 53 a predetermined low pressure of for example 3 to 6 bar is not exceeded. The low-pressure pump 51 is preferably designed so that it always delivers a sufficiently high fuel quantity during operation of the internal combustion engine, which ensures that the predetermined low pressure is not exceeded.

Der Zulauf 53 ist hin zu der Hochdruckpumpe 54 geführt, welche ausgangsseitig den Kraftstoff hin zu einem Kraftstoffspeicher 55 fördert. Die Hochdruckpumpe 54 wird in der Regel von der Kurbelwelle 21 oder der Nockenwelle angetrieben und fördert somit bei konstanter Drehzahl der Kurbelwelle ein konstantes Kraftstoffvolumen in den Kraftstoffspeicher 55.The inlet 53 is guided to the high-pressure pump 54, which promotes the fuel on the output side to a fuel reservoir 55. The high pressure pump 54 is usually driven by the crankshaft 21 or the camshaft and thus promotes a constant fuel volume at a constant speed of the crankshaft in the fuel accumulator 55th

Bevorzugt ist der Hochdruckpumpe jedoch ein Stellglied zugeordnet, über das der von der Hochdruckpumpe geförderte Volumenstrom eingestellt werden kann. Das Stellglied kann beispielsweise ein Volumenstromregelventil sein.However, the high-pressure pump is preferably associated with an actuator via which the volumetric flow delivered by the high-pressure pump can be adjusted. The actuator may be, for example, a flow control valve.

Die Einspritzventile 34 sind mit dem Kraftstoffspeicher 55 wirkverbunden. Der Kraftstoff wird somit den Einspritzventilen 34 über den Kraftstoffspeicher 55 zugeführt.The injection valves 34 are operatively connected to the fuel reservoir 55. The fuel is thus supplied to the injection valves 34 via the fuel accumulator 55.

Falls der Hochdruckpumpe kein Stellglied zugeordnet ist, über das der von der Hochdruckpumpe geförderte Volumenstrom eingestellt werden kann, ist ein elektromagnetischer Regulator mit dem Kraftstoffspeicher 55 wirkverbunden. Über den elektromagnetischen Regulator kann Kraftstoff von dem Kraftstoffspeicher 55 zurück über eine dann vorgesehene Rückführleitung zum Zulauf 53 fließen. Abhängig von dem Stellsignal, mit dem der elektromagnetische Regulator angesteuert wird, kann der Kraftstoffdruck in dem Druckspeicher 55 eingestellt werden.If the high-pressure pump is not assigned an actuator via which the volume flow delivered by the high-pressure pump can be adjusted, an electromagnetic regulator is operatively connected to the fuel accumulator 55. Fuel can flow from the fuel accumulator 55 back to the inlet 53 via the then provided return line via the electromagnetic regulator. Depending on the control signal, with which the electromagnetic regulator is controlled, the fuel pressure in the pressure accumulator 55 can be adjusted.

Ferner ist der Brennkraftmaschine eine Steuereinrichtung 6 zugeordnet, der wiederum Sensoren zugeordnet sind, die verschiedene Messgrößen erfassen und jeweils den Messwert der Messgröße ermitteln. Die Steuereinrichtung 6 ermittelt abhängig von mindestens einer der Messgrößen Stellgrößen, die dann in entsprechende Stellsignale zum Steuern von Stellgliedern mittels entsprechender Stellantriebe umgesetzt werden.Furthermore, the internal combustion engine is assigned a control device 6, which in turn are assigned sensors that detect different measured variables and in each case determine the measured value of the measured variable. The control device 6 determines dependent on at least one of the measured variables manipulated variables, which then be converted into corresponding control signals for controlling actuators by means of appropriate actuators.

Die Sensoren sind ein Pedalstellungsgeber, welcher die Stellung eines Fahrpedals erfasst, ein Kurbelwellenwinkelsensor, welcher einen Kurbelwellenwinkel erfasst und welchem dann eine Drehzahl N zugeordnet wird, und ein Kraftstoffdrucksensor 58, welcher den Kraftstoffdruck P_MEAS in dem Kraftstoffspeicher 55 erfasst. Je nach Ausführungsform der Erfindung kann eine beliebige Untermenge der Sensoren oder auch zusätzliche Sensoren vorhanden sein.The sensors are a pedal position sensor which detects the position of an accelerator pedal, a crankshaft angle sensor which detects a crankshaft angle and which is then assigned a rotational speed N, and a fuel pressure sensor 58 which detects the fuel pressure P_MEAS in the fuel accumulator 55. Depending on the embodiment of the invention, any subset of the sensors or additional sensors may be present.

Die Stellglieder sind beispielsweise als Einlass- oder Auslassventile, die Einspritzventile 34, eine Zündkerze, eine Drosselklappe oder das Volumenstromregelventil oder der elektromagnetische Regulator ausgebildet.The actuators are configured, for example, as intake or exhaust valves, the injection valves 34, a spark plug, a throttle or the flow control valve or the electromagnetic regulator.

In der Steuereinrichtung 6 ist auch eine Vorrichtung zum Überwachen des Kraftstoffdrucksensors 58 ausgebildet.In the control device 6, a device for monitoring the fuel pressure sensor 58 is also formed.

Das Programm wird in einem Schritt S1 gestartet, in dem gegebenenfalls Variablen initialisiert werden. Der Start erfolgt bevorzugt sehr zeitnah zum Start der Brennkraftmaschine.The program is started in a step S1 in which variables are initialized if necessary. The start is preferably very timely to the start of the internal combustion engine.

In einem Schritt S2 wird der aktuelle erfasste Kraftstoffdruck P_MEAS eingelesen. Ein in Klammern gesetztes "n" bezeichnet einen in dem aktuellen Bearbeitungsdurchlauf des Programms ermittelten oder erfassten Wert. Ein in Klammern gesetztes "n-1" bezeichnet einen in dem vorangegangenen Bearbeitungsdurchlauf des Programms ermittelten Wert.In a step S2, the current detected fuel pressure P_MEAS is read. An "n" in parenthesis indicates a value detected or detected in the current processing cycle of the program. A parenthesized "n-1" denotes a value obtained in the previous processing pass of the program.

In einem Schritt S3 wird die zeitliche Änderung D_P_MEAS des erfassten Kraftstoffdrucks P_MEAS durch Bilden der Differenz des aktuell erfassten und in dem vorangegangenen Bearbeitungsdurchlauf erfassten Kraftstoffdrucks P_MEAS ermittelt. In einem Schritt S5 wird eine zeitliche Änderung D_P_EST eines geschätzten Kraftstoffdrucks ermittelt. Dies erfolgt abhängig von einer eingespritzten Kraftstoffmasse MFF_INJ, einer geförderten Kraftstoffmasse MFF_PUMP, die von der Hochdruckpumpe 54 gefördert wird, der Kompressibilität XSI des Kraftstoffs, des Volumens VRAIL und der Dichte RHO.In a step S3, the time change D_P_MEAS of the detected fuel pressure P_MEAS is determined by forming the difference of the fuel pressure P_MEAS currently detected and detected in the previous processing run. In a step S5, a temporal change D_P_EST of an estimated fuel pressure is determined. This is done in dependence on an injected fuel mass MFF_INJ, a conveyed fuel mass MFF_PUMP, which is conveyed by the high-pressure pump 54, the compressibility XSI of the fuel, the volume VRAIL and the density RHO.

Die eingespritzte und geförderte Kraftstoffmasse MFF_INJ, MFF_PUMP sind dabei die Kraftstoffmassen, die während eines Bearbeitungsdurchlaufs des Programms eingespritzt bzw. gefördert werden. Vorzugsweise handelt es sich hierbei um die pro Zylindersegment der Brennkraftmaschine eingespritzte bzw. geförderte Kraftstoffmasse. Ein Zylindersegment der Brennkraftmaschine ist definiert durch den Kurbelwellenwinkel eines Arbeitsspiels der Brennkraftmaschine dividiert durch die Anzahl der Zylinder. Ein Zylindersegment beträgt so beispielsweise bei einer Brennkraftmaschine mit vier Zylindern 180° Kurbelwellenwinkel.The injected and conveyed fuel mass MFF_INJ, MFF_PUMP are the fuel masses that are injected or conveyed during a processing run of the program. These are preferably the fuel mass injected or delivered per cylinder segment of the internal combustion engine. A cylinder segment of the internal combustion engine is defined by the crankshaft angle of a working cycle of the internal combustion engine divided by the number of cylinders. A cylinder segment is so for example in an internal combustion engine with four cylinders 180 ° crankshaft angle.

Die geförderte Kraftstoffmasse wird bevorzugt abhängig von dem Fördervolumen ermittelt, das von der Hochdruckpumpe 54 während eines Bearbeitungsdurchlaufs des Programms gefördert wird. Dieses Fördervolumen ist entweder aufgrund der Auslegung der Hochdruckpumpe 54 bekannt oder kann aus der entsprechenden Ansteuerung des der Hochdruckpumpe zugeordneten Stellglieds, wie des Volumenstromregelventils, abgeleitet werden.The delivered fuel mass is preferably determined as a function of the delivery volume, which is conveyed by the high-pressure pump 54 during a processing cycle of the program. This delivery volume is known either due to the design of the high pressure pump 54 or can be derived from the corresponding control of the high pressure pump associated actuator, such as the flow control valve.

Die eingespritzte Kraftstoffmasse MFF_INJ kann entsprechend aus einem in der Steuereinrichtung 6 ermittelten Sollwert der einzuspritzenden Kraftstoffmasse abgeleitet werden. Die eingespritzte Kraftstoffmasse MFF_INJ kann jedoch auch aus dem Ansteuersignal für das Einspritzventil 34, so z.B. der Einspritzzeitdauer, und dem geschätzten Kraftstoffdruck ermittelt werden.The injected fuel mass MFF_INJ can be correspondingly derived from a setpoint value, determined in the control device 6, of the fuel mass to be injected. However, the injected fuel mass MFF_INJ can also be determined from the drive signal for the injection valve 34, such as the injection period, and the estimated fuel pressure.

In einem Schritt S7 wird anschließend geprüft, ob die zeitliche Änderung D_P_MEAS des erfassten Kraftstoffdrucks P_MEAS größer ist als ein vorgegebener erster Schwellenwert SW1. Ist dies nicht der Fall, so ist dies bei geeigneter Wahl des ersten Schwellenwerts SW1 ein eindeutiges Anzeichen dafür, dass ein Fehler in dem Kraftstoffspeicher 55 oder dem Einspritzventil 34 vorliegt. Die Bearbeitung wird dann in einem Schritt S17 fortgesetzt, in dem das Programm für eine vorgegebene Wartezeitdauer T_W oder auch einem vorgegebenen Kurbelwellenwinkel verharrt.In a step S7, it is then checked whether the time change D_P_MEAS of the detected fuel pressure P_MEAS is greater than a predetermined first threshold value SW1. If this is not the case, with a suitable choice of the first threshold value SW1, this is a clear indication that there is a fault in the fuel accumulator 55 or the injection valve 34. The processing is then continued in a step S17, in which the program remains for a predetermined waiting time T_W or a predetermined crankshaft angle.

In einem Schritt S9 wird anschließend geprüft, ob der Betrag der Differenz der zeitlichen Änderung D_P_EST des geschätzten Kraftstoffdrucks und der zeitlichen Änderung D_P_MEAS des erfassten Kraftstoffdrucks P_MEAS größer ist als ein vorgegebener zweiter Schwellenwert SW2. Ist dies nicht der Fall, so wird die Bearbeitung in dem Schritt S17 fortgesetzt. Ist dies hingegen der Fall, so wird auf einen möglichen Fehler des Kraftstoffdrucksensors 58 erkannt und in einem Schritt S11 ein Zähler CTR inkrementiert, vorzugsweise um den Wert eins.In a step S9, it is then checked whether the amount of the difference of the time change D_P_EST of the estimated fuel pressure and the time change D_P_MEAS of the detected fuel pressure P_MEAS is greater than a predetermined second threshold value SW2. If this is not the case, the processing is continued in step S17. If this is the case, however, a possible error of the fuel pressure sensor 58 is detected and in a step S11 a counter CTR is incremented, preferably by the value one.

In einem Schritt S13 wird anschließend geprüft, ob der Zähler CTR größer ist als ein Maximalwert MAX. Ist dies nicht der Fall, so wird die Bearbeitung in dem Schritt S17 fortgesetzt. Ist dies hingegen der Fall, so wird in einem Schritt S15 auf einen Fehler des Kraftstoffdrucksensors 58 erkannt, der als Kraftstoffdrucksensorfehler ERR bezeichnet ist. Vorzugsweise werden in der Brennkraftmaschine entsprechende Notlaufmaßnahmen eingeleitet, wenn der Kraftstoffdrucksensorfehler ERR erkannt worden ist. Die Brennkraftmaschine wird dann beispielsweise nur noch mit einer niedrigen maximalen Drehzahl betrieben.In a step S13, it is then checked whether the counter CTR is greater than a maximum value MAX. If this is not the case, the processing is continued in step S17. If this is the case, however, it is detected in a step S15 to an error of the fuel pressure sensor 58, which is referred to as fuel pressure sensor error ERR. Preferably, in the internal combustion engine corresponding emergency measures are initiated when the fuel pressure sensor error ERR has been detected. The internal combustion engine is then operated, for example, only with a low maximum speed.

Gegebenenfalls wird nach der Bearbeitung des Schrittes S5 ein Schritt S19 abgearbeitet, in dem geprüft wird, ob der Betriebszustand der Brennkraftmaschine der Betriebszustand des Starts ST ist. Dies ist dann von Vorteil, wenn die Zuführeinrichtung für Kraftstoff 5 eine Rücklaufleitung und einen elektromagnetischen Regulator hat, der zwischen der Rücklaufleitung und dem Kraftstoffspeicher 55 angeordnet ist. Lediglich, wenn sich dann die Brennkraftmaschine in den Betriebszustand BZ des Starts befindet, wird anschließend der Schritt S7 abgearbeitet. Andernfalls wird die Bearbeitung in dem Schritt S17 fortgesetzt. Das Programm ist so auch für eine Brennkraftmaschine mit einer derartigen Zuführeinrichtung 5 für Kraftstoff einsetzbar, bei der außerhalb des Betriebszustands BZ des Starts ST die zeitliche Änderung D_P_EST des geschätzten Kraftstoffdrucks nur sehr unpräzise ermittelt werden kann.If necessary, after the processing of step S5, a step S19 is executed in which it is checked whether the operating state of the internal combustion engine is the operating state of the start ST. This is advantageous if the Feed device for fuel 5 has a return line and an electromagnetic regulator, which is arranged between the return line and the fuel reservoir 55. Only when then the internal combustion engine is in the operating state BZ of the start, the step S7 is then processed. Otherwise, the processing is continued in step S17. The program can thus also be used for an internal combustion engine with such a feed device 5 for fuel, in which outside the operating state BZ of the start ST, the time change D_P_EST of the estimated fuel pressure can be determined only very imprecisely.

Ferner kann in einer einfacheren Ausführungsform des Programms auch der Schritt S7 weggelassen sein und die Bearbeitung nach dem Schritt S5 bzw. S19 direkt in dem Schritt S9 fortgesetzt werden. Ebenso können die Schritte S11 und S13 weggelassen sein und so die Bearbeitung nach dem Schritt S9 in dem Schritt S15 fortgesetzt werden.Further, in a simpler embodiment of the program, step S7 may be omitted and the processing after step S5 or S19 may be continued directly in step S9. Likewise, steps S11 and S13 may be omitted to continue processing after step S9 in step S15.

Claims (5)

  1. Method for monitoring a fuel pressure sensor (58) which is arranged in a fuel accumulator (55) of a feed device for fuel (5) of an internal combustion engine, which has a fuel pump which pumps fuel into the fuel accumulator (55), and injection valves (34) which are operatively connected to the fuel accumulator (55), in which the change over time in the fuel pressure (P_MEAS) measured by the fuel pressure sensor (58) is compared with the change (D_ P_ EST) over time in an estimated fuel pressure and a fault in the fuel pressure sensor (58) is detected as a function of the comparison,
    wherein it is checked whether the change (D_P_MEAS) over time in the measured fuel pressure (P_ MEAS) exceeds a predefined threshold value (SW1) and the comparison with the change (D_P_EST) in the estimated fuel pressure is carried out only if this is the case.
  2. Method according to Claim 1,
    characterized in that
    the change (D_P_EST) over time in the estimated fuel pressure is determined as a function of a fuel mass (MFF_INJ) metered by the injection valves (34) and a fuel mass delivered into the fuel accumulator (55) by the fuel pump.
  3. Method according to one of the preceding claims, characterized in that in a feed device for fuel (5) with a return line and a regulator which is connected on the one side to the fuel accumulator (55) and on the other side to the return line, the comparison is only made during the operating state (BZ) of the internal combustion engine of the start (ST).
  4. Method according to one of the preceding claims, characterized in that
    a fault in the fuel pressure sensor (58) is detected only if a fault condition which depends on the change (D_P_MEAS, D_P_EST) over time in the measured and estimated fuel pressure is met repeatedly.
  5. Device for monitoring a fuel pressure sensor (58) which is arranged in a fuel accumulator (55) of a feed device for fuel (5) of an internal combustion engine, which has a fuel pump which pumps fuel into the fuel accumulator (55), and injection valves (34) which are operatively connected to the fuel accumulator, having means which compare the change (D_P_MEAS) over time in the fuel pressure (P_MEAS) measured by the fuel pressure sensor (58) with the change (D_P_EST) over time in an estimated fuel pressure and which detect a fault in the fuel pressure sensor (58) as a function of the comparison, and which check whether the change (D_P_MEAS) over time in the measured fuel pressure (P_MEAS) exceeds a predefined threshold value (SW1) and carry out the comparison with the change (D_P_EST) in the estimated fuel pressure only if this is the case.
EP20040104594 2003-10-20 2004-09-22 Method and device for monitoring a fuel pressure sensor Expired - Fee Related EP1526269B1 (en)

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