EP1526269B1 - Méthode et dispositif de surveillance d'un capteur de pression de carburant - Google Patents
Méthode et dispositif de surveillance d'un capteur de pression de carburant Download PDFInfo
- 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
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- fuel pressure
- change
- pressure sensor
- accumulator
- 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 - Fee Related
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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.
Landscapes
- 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)
- Combined Controls Of Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Claims (5)
- Procédé de surveillance d'un capteur de pression de carburant (58), qui est agencé dans un réservoir de carburant (55) d'un dispositif d'alimentation en carburant (5) d'un moteur à combustion interne, qui présente une pompe de carburant, qui pompe du carburant dans le réservoir de carburant (55), et des soupapes d'injection (34), qui sont raccordées de manière fonctionnelle au réservoir de carburant (55), dans lequel la variation temporelle de la pression de carburant (P_MEAS) enregistrée par le capteur de pression de carburant (58) est comparée à la variation temporelle (D_P_EST) d'une pression de carburant estimée et, en fonction de la comparaison, une erreur du capteur de pression de carburant (58) est détectée,
dans lequel on vérifie si la variation temporelle (D_P_MEAS) de la pression de carburant enregistrée (P_MEAS) dépasse une valeur de seuil (SW1) prédéfinie et la comparaison avec la variation (D_P_EST) de la pression de carburant estimée n'est effectuée que lorsque c'est le cas. - Procédé selon la revendication 1,
caractérisé en ce que
la variation temporelle (D_P_EST) de la pression de carburant estimée est établie en fonction d'une masse de carburant (MFF_INJ) d o s é e par les s o u p a p e s d'injection (34) et d'une masse de carburant acheminée par la pompe de carburant dans le réservoir de carburant (55). - Procédé selon l'une quelconque des revendications précédentes,
caractérisé en ce que,
dans le cas d'un dispositif d'alimentation en carburant (5) avec une conduite de retour et un régulateur, qui est raccordé, d'une part, au réservoir de carburant (55) et, d'autre part, à la conduite de retour, la comparaison s'effectue uniquement pendant l'état de fonctionnement (BZ) du moteur à combustion interne du démarrage (ST). - Procédé selon l'une quelconque des revendications précédentes,
caractérisé en ce que
on ne détecte une erreur du capteur de pression de carburant (58) que lorsqu'une condition d'erreur dépendant de la variation temporelle (D_P_MEAS, D_P_EST) de la pression de carburant enregistrée et estimée est remplie plusieurs fois. - Dispositif de surveillance d'un capteur de pression de carburant (58), qui est agencé dans un réservoir de carburant (55) d'un dispositif d'alimentation en carburant (5) d'un moteur à combustion interne, qui présente une pompe de carburant, qui pompe du carburant dans le réservoir de carburant (55), et des soupapes d'injection (34), qui sont raccordées de manière fonctionnelle au réservoir de carburant, avec des moyens, qui comparent la variation temporelle (D_P_MEAS) de la pression de carburant (P_MEAS) enregistrée par le capteur de pression de carburant (58) à la variation temporelle (D_P_EST) d'une pression de carburant estimée et qui détectent, en fonction de la comparaison, une erreur du capteur de pression de carburant (58), et qui vérifient si la variation temporelle (D_P_MEAS) de la pression de carburant enregistrée (P_MEAS) dépasse une valeur de seuil (SW1) prédéfinie et n'effectuent la comparaison avec la variation (D_P_EST) de la pression de carburant estimée que lorsque c'est le cas.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE2003148610 DE10348610B4 (de) | 2003-10-20 | 2003-10-20 | Verfahren und Vorrichtung zum Überwachen eines Kraftstoffdrucksensors |
DE10348610 | 2003-10-20 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1526269A2 EP1526269A2 (fr) | 2005-04-27 |
EP1526269A3 EP1526269A3 (fr) | 2006-09-06 |
EP1526269B1 true EP1526269B1 (fr) | 2012-06-13 |
Family
ID=34384378
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20040104594 Expired - Fee Related EP1526269B1 (fr) | 2003-10-20 | 2004-09-22 | Méthode et dispositif de surveillance d'un capteur de pression de carburant |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1526269B1 (fr) |
DE (1) | DE10348610B4 (fr) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2006291755A (ja) * | 2005-04-06 | 2006-10-26 | Denso Corp | 燃料噴射制御装置 |
FR2896542B1 (fr) * | 2006-01-25 | 2011-05-06 | Peugeot Citroen Automobiles Sa | Procede et systeme de diagnostic du fonctionnement d'un moteur diesel de vehicule automobile |
DE102006026639A1 (de) * | 2006-06-08 | 2007-12-13 | Robert Bosch Gmbh | Verfahren zur Überprüfung der Funktion einer Komponente eines Kraftstoffeinspritzsystems |
DE102006053950B4 (de) | 2006-11-15 | 2008-11-06 | Continental Automotive Gmbh | Verfahren zur Funktionsüberprüfung einer Druckerfassungseinheit eines Einspritzsystems einer Brennkraftmaschine |
DE102008043592A1 (de) * | 2008-11-10 | 2010-05-12 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Überprüfung eines Drucksensors einer Kraftstoffeinspritzeinrichtung |
US8104334B2 (en) * | 2009-04-30 | 2012-01-31 | GM Global Technology Operations LLC | Fuel pressure sensor performance diagnostic systems and methods based on hydrodynamics of injecton |
JP5126196B2 (ja) | 2009-10-21 | 2013-01-23 | 株式会社デンソー | 燃料噴射制御装置 |
US9751396B2 (en) | 2015-02-24 | 2017-09-05 | Ford Global Technologies, Llc | Fuel tank pressure sensor rationality for a hybrid vehicle during refueling |
DE102017208080A1 (de) * | 2017-05-12 | 2018-04-12 | Continental Automotive Gmbh | Verfahren zum Betreiben eines Kraftstoffhochdrucksystems |
DE102018206838A1 (de) * | 2018-05-03 | 2019-11-07 | Continental Automotive Gmbh | Verfahren und Vorrichtung zur Diagnose eines Hochdrucksensors eines Kraftfahrzeugs |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19547647A1 (de) * | 1995-12-20 | 1997-06-26 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Überwachung eines Kraftstoffzumeßsystems einer Brennkraftmaschine |
JP3339326B2 (ja) * | 1996-09-20 | 2002-10-28 | トヨタ自動車株式会社 | 燃料供給装置 |
DE19703891B4 (de) * | 1997-02-03 | 2008-07-31 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Erkennung einer Leckage |
DE19757655C2 (de) * | 1997-12-23 | 2002-09-26 | Siemens Ag | Verfahren und Vorrichtung zur Funktionsüberwachung eines Drucksensors |
DE19908352A1 (de) * | 1999-02-26 | 2000-08-31 | Bosch Gmbh Robert | Kraftstoffeinspritzverfahren für eine Brennkraftmaschine |
JP3798615B2 (ja) * | 2000-10-27 | 2006-07-19 | トヨタ自動車株式会社 | 高圧燃料供給系の異常検出装置 |
DE10147189A1 (de) * | 2001-09-25 | 2003-04-24 | Bosch Gmbh Robert | Verfahren zum Betreiben eines Kraftstoffversorgungssystems für einen Verbrennungsmotor eines Kraftfahrzeugs |
-
2003
- 2003-10-20 DE DE2003148610 patent/DE10348610B4/de not_active Expired - Fee Related
-
2004
- 2004-09-22 EP EP20040104594 patent/EP1526269B1/fr not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
DE10348610B4 (de) | 2009-07-09 |
DE10348610A1 (de) | 2005-05-25 |
EP1526269A3 (fr) | 2006-09-06 |
EP1526269A2 (fr) | 2005-04-27 |
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