EP1573188A1 - Dispositif et procede pour la reconnaissance de defauts dans un systeme d'injection de carburant - Google Patents

Dispositif et procede pour la reconnaissance de defauts dans un systeme d'injection de carburant

Info

Publication number
EP1573188A1
EP1573188A1 EP03769234A EP03769234A EP1573188A1 EP 1573188 A1 EP1573188 A1 EP 1573188A1 EP 03769234 A EP03769234 A EP 03769234A EP 03769234 A EP03769234 A EP 03769234A EP 1573188 A1 EP1573188 A1 EP 1573188A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
signal
injection system
fuel injection
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.)
Granted
Application number
EP03769234A
Other languages
German (de)
English (en)
Other versions
EP1573188B1 (fr
Inventor
Frank Widmann
Gerhard Eser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1573188A1 publication Critical patent/EP1573188A1/fr
Application granted granted Critical
Publication of EP1573188B1 publication Critical patent/EP1573188B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

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
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure

Definitions

  • the invention relates to a device for detecting faults in a fuel injection system, the fuel injection system comprising at least one high-pressure pump, at least one fuel accumulator, at least one fuel pressure control valve and at least one pressure sensor for detecting the pressure prevailing in the at least one fuel accumulator.
  • the invention further relates to a method for detecting faults in a fuel injection system, the fuel injection system comprising at least one high-pressure pump, at least one fuel accumulator, at least one fuel pressure control valve and at least one pressure sensor for detecting the pressure in the at least one fuel accumulator.
  • the invention further relates to a motor vehicle with a device for detecting errors in a fuel injection system and a diagnostic device with a device for detecting errors in a fuel injection system.
  • Fuel injection systems that are dealt with in the context of the present disclosure are used for the high-pressure injection of fuel into the cylinders of an internal combustion engine.
  • Such a fuel injection system can be equipped with a fuel accumulator, which is filled with fuel by a high-pressure pump and is brought to a pressure level required for high-pressure injection.
  • the high pressure pump itself . is powered by a low pressure fuel pump that is supplied by the low pressure fuel pump is removed from a fuel tank.
  • Various measures can be taken to control or regulate the fuel injection system. For example, mechanical regulators in the low-pressure range and control valves in the high-pressure range are known.
  • Such fuel pressure control valves can be set via an electrically definable magnetic force.
  • the invention is based on the object of developing the devices and methods of the prior art in such a way that the problems described are solved, a source of error being localized in particular with reduced effort.
  • the invention is based on the generic device in that the presence of at least one fault in the fuel injection system can be identified by detecting an excessively low pressure in the fuel accumulator and in that a high-frequency component of a first signal, which characterizes the temporal pressure curve in the fuel accumulator, limitation of the source of error can be used.
  • the high-frequency portion of the pressure curve over time in the fuel accumulator is correlated with the possible source of error. By filtering out this portion, the source of the error can therefore be determined with a high degree of probability, so that in the event of a defect in the repair of the fuel injection system, the components can be exchanged or repaired in a targeted manner.
  • the device according to the invention can be developed in a particularly advantageous manner in that the first signal can be low-pass filtered, so that a low-pass filtered second signal can be generated, in that a third signal can be generated as an absolute difference between the first signal and the second signal and that the third
  • the source of error can be limited depending on the comparison.
  • the temporal pressure curve is low-pass filtered. By forming the difference and its absolute value between this low-pass-filtered signal and the original signal, a further third signal is obtained, the amplitude of which is absolutely meaningful, so that it can be compared with a predetermined threshold value.
  • the third signal can be closed on a malfunction of at least one high-pressure pump if the third signal, essentially, 'lies in particular at high load above the predetermined threshold value. Since in the event of a defect in the high-pressure pump, in particular with a high load, there are generally high-frequency components in the pressure curve over time in the fuel accumulator, it is possible to infer a high-pressure pump defect if the threshold value is exceeded if this threshold value is exceeded by the third signal. On the other hand, the invention is particularly useful in that a malfunction of the at least one fuel pressure control valve can be concluded if the third signal is substantially below the predefined threshold value. The pressure loss in the rail with high-frequency components with low amplitude is most likely caused by another component in the high-pressure circuit, that is, most likely in a defective fuel pressure control valve.
  • the pressure determined in the at least one fuel accumulator can be evaluated for plausibility on the basis of a value measured by a lambda probe arranged in the exhaust gas flow of an internal combustion engine assigned to the fuel injection pump, and that if there is no plausibility, a defect of the at least one pressure sensor can be closed.
  • a cross-check is carried out to check whether the fuel pressure sensor has a defect, using the information supplied by the lambda probe.
  • the pressure determined in the at least one fuel accumulator can be compared with a target pressure or an actually existing pressure in a low-pressure area of the fuel injection system and that if the pressure drops below The target pressure or the actually existing pressure in the low pressure area can be concluded from the pressure determined in the at least one fuel accumulator that there is a defect in the low pressure area or that the drive of the high pressure pump is defective.
  • the pressure in the fuel accumulator is lower than the pressure in the low pressure range at the same time, it is very likely that the drive of the high pressure pump is defective.
  • the high-pressure pump equipped with a membrane acts as a throttle, so that the pressure on the output side of the high-pressure pump is lower than on the input side.
  • Electronic control unit assigned to the fuel injection system is provided, in which at least one of the aforementioned evaluations can be carried out.
  • the various threshold value comparisons as well as the filtering and the difference formation can be carried out on a digital basis in the electronic control unit of the fuel injection system.
  • parts of the evaluation are implemented by analog circuitry.
  • parts of the evaluations mentioned can be found in other control units of a motor vehicle or in another
  • Device can be made, communication between these components and the control of the fuel injection system in particular being possible via a data bus.
  • the device is usefully designed so that it has an interface for installation in a motor vehicle. Fault detection can therefore take place in the motor vehicle itself respectively. Detected errors can be saved in an error memory.
  • the device has an interface for installation in a diagnostic device separate from the motor vehicle.
  • the device can therefore also be used in the context of vehicle diagnostics in a workshop.
  • the invention also builds on the generic method in that the method has the steps of: recognizing the presence of at least one fault in the fuel injection system by detecting a pressure in the fuel accumulator that is too low and using the high-frequency portion of a first characterizing the temporal pressure profile in the fuel accumulator Signals to narrow down the source of the error.
  • the advantages and special features of the device according to the invention are also implemented in the context of a method. This also applies to the particularly advantageous embodiments of the method according to the invention specified below.
  • the method according to the invention can be developed in a particularly advantageous manner in that the first signal is low-pass filtered, so that a low-pass filtered second signal is generated, that a third signal is generated as an absolute difference between the first signal and the second signal and that the third signal is compared with a predetermined threshold value, the source of error being narrowed down as a function of the comparison.
  • a malfunction of the at least one high-pressure pump is inferred if the third signal is substantially above the predetermined threshold value, in particular under high load.
  • the invention is particularly useful in that a malfunction of the at least one fuel pressure control valve is inferred if the third signal is substantially below the predetermined threshold value.
  • the pressure determined in the at least one fuel accumulator is evaluated for plausibility on the basis of a value measured by a lambda probe arranged in the exhaust gas flow of an internal combustion engine assigned to the fuel injection pump, and for a plausibility if there is no plausibility Defect of the at least one pressure sensor is closed.
  • the pressure determined in the at least one fuel accumulator is compared with a target pressure or with an actually existing pressure in a low-pressure area of the fuel injection system, and that when the target pressure or actual pressure falls below the target pressure by the pressure in the at least one Fuel accumulator determined pressure on a defective drive of the high pressure pump or a defect in the low pressure area.
  • the method according to the invention is developed in a particularly advantageous manner in that at least one electronic control unit assigned to the fuel injection system is provided, in which at least one of the aforementioned evaluations takes place.
  • the method is usefully designed in such a way that the comparison of the pressure determined in the at least one fuel accumulator with the target pressure or the actual pressure in the low-pressure region of the fuel injection system before the high-frequency component is used of the first signal. It can thus first be determined or excluded that the reported low pressure in the high-pressure accumulator is caused by a defective high-pressure pump drive or a defective low-pressure area. Only then is it necessary to carry out the further diagnostic steps.
  • the plausibility assessment for determining the functionality of the pressure sensor takes place before the comparison of the pressure determined in the at least one fuel accumulator with a target pressure or the actual pressure in a low pressure area of the fuel injection system. It can thus first be determined whether there is a defect in the low pressure area or with regard to the drive of the high pressure pump. Only then is it necessary to carry out the evaluation on the basis of the high-frequency components of the pressure curve in the fuel accumulator.
  • the invention further relates to a motor vehicle with a device according to the invention or for carrying out a method according to the invention.
  • the invention also relates to a diagnostic device with a device according to the invention or for carrying out a method according to the invention.
  • the invention is based on the knowledge that extensive diagnosis of a fuel injection system can be carried out on the basis of measured values that are available at all times. In particular, a conclusion can be drawn between a mechanical defect in the high-pressure pump and a mechanical defect in the fuel pressure control valve on the basis of the high-frequency components of the pressure curve in the fuel accumulator. In the event of a fault, the defective components can be specifically replaced or repaired without the need for further diagnostic steps.
  • Figure 1 is a schematic representation of a fuel injection system
  • FIG. 2 shows a schematic sectional illustration of a fuel pressure control valve
  • FIG. 3 shows two diagrams to explain the filtering used in the context of the invention
  • FIG. 4 shows a measurement diagram which is characteristic of a defect in the fuel pressure control valve
  • FIG. 5 shows a measurement diagram which is characteristic of a defect in the high-pressure pump.
  • FIG. 6 shows a flow chart to explain a method according to the invention.
  • FIG. 1 shows a schematic representation of a fuel injection system.
  • Fuel is conveyed from a fuel tank 20 via a fuel line 22 by means of a low pressure pump 24.
  • the low-pressure pump 24 supplies a low-pressure circuit 26 with fuel.
  • the pressure in this low-pressure circuit 26 is set via a mechanical low-pressure control device 28, which is able to return fuel to the fuel tank 20 via a fuel line 30.
  • the fuel passes from the low-pressure pump 24 via the low-pressure circuit 26 to a base pressure
  • High-pressure pump 10 This high-pressure pump 10 pumps the fuel into a high-pressure circuit 32 and in particular into one Fuel store 12.
  • the fuel store 12 is equipped with injectors or injection valves 34, 36, 38, 40, which can introduce the fuel into the cylinder interior. Since the high-pressure pump 22 operates continuously, a desired pressure setting in the fuel accumulator 12 must be ensured in some other way. This is done by a fuel pressure control valve 14, via which the difference between the fuel delivered by the high-pressure pump 12 and the fuel introduced into the cylinders by the injection valves flows into the low-pressure circuit 26. Fuel pressure control valve 14, which is described in more detail in connection with FIG.
  • an electronic control 18 which (among others) receives as input value a value determined by a pressure sensor 16 arranged on fuel accumulator 12.
  • the injection pressure can thus be regulated by allowing the fuel pressure regulating valve 14 to drain more or less fuel into the low-pressure circuit 26, depending on the control by the electronic control 18.
  • FIG. 2 shows a schematic sectional view of a fuel pressure control valve.
  • the fuel pressure control valve 14 includes a solenoid (not shown) that applies a force to an armature 42.
  • the armature 42 is firmly connected to a valve tappet 44 which, depending on the position of the armature 42, more or less opens a flow opening 46 to the low-pressure circuit 26.
  • an equilibrium position dependent on the flow of current through the solenoid will thus be established on the valve tappet 44 due to the magnetic force and the opposite force of the fuel flowing in from the high pressure circuit 32.
  • the magnetic force is preferably generated by a pulse-width-modulated voltage, so that the base duty cycle of the coil voltage represents the basis for the setting of the pressure in the fuel accumulator 12.
  • a linear characteristic curve is used realized between hydraulic force and magnetic force.
  • FIG. 3 shows two diagrams to explain the filtering used in the context of the invention.
  • the fuel pressure is plotted against time in the upper diagram.
  • the line p ⁇ symbolizes the pressure curve in the fuel accumulator.
  • the line p KF symbolizes a low-pass filtered pressure curve in the fuel accumulator. This low-pass filtering is preferably carried out in the electronic control 18, but can also be carried out in another known manner.
  • the difference ⁇ is formed between the two curves p ⁇ and P KF .
  • the absolute amounts of this difference ⁇ are shown again in the lower diagram in FIG. 3.
  • This filtering and difference formation thus gives a value profile that can be compared with an absolutely selected pressure threshold, so that the high-frequency portion of the fuel pressure profile can be used as a criterion for the conditions in the fuel injection system.
  • FIG. 4 shows a measurement diagram which is characteristic of a defect in the fuel pressure control valve.
  • a defect in the fuel injection system can be recognized from the fact that the fuel pressure p ⁇ in the fuel accumulator is only in the range of 7000 hPa. There is therefore low pressure in the rail. However, based on this information alone, no indication is given as to whether the fault is in the area of the high pressure pump or in the area of the fuel pressure control valve. This information is only obtained on the basis of the evaluation described in connection with FIG. 3. Through the low-pass filtering and difference formation described in series, a signal curve ⁇ is obtained which reflects the high-frequency portion of the fuel pressure curve. In the present example according to FIG.
  • this high-frequency component ⁇ is very small, that is, it is included suitably chosen threshold below this threshold. This applies both at high speed and at low speed, which is shown as curve N in the diagram in FIG. 4, since a, in particular mechanical, defect of the fuel pressure control valve has an effect that is essentially independent of the load.
  • FIG. 5 shows a measurement diagram that is characteristic of a defect in the high-pressure pump.
  • the fuel pressure curve p ⁇ shown here has a strong high-frequency component.
  • the signal curve ⁇ which characterizes the high-frequency component of the signal is filtered out. With a suitably selected threshold, this signal curve ⁇ becomes above this in large parts
  • Threshold This suggests a defective high-pressure pump, since considerable high-frequency vibrations are impressed on the fuel pressure signal, particularly after the membrane in the high-pressure pump has torn. Furthermore, it can be seen in the diagram according to FIG. 5 that the signal ⁇ is essentially above a suitably selected threshold only at high load, so that this can be used as a further decision criterion in the fault finding.
  • FIG. 6 shows a flow chart to explain a method according to the invention. If it is recognized in step S10 that a reduced pressure, that is to say a low pressure, is present in the fuel store, a cross-plausibility check is first carried out in step S12 between the fuel pressure determined by the pressure sensor and one or more lambda probe values. If it is determined that the reduced pressure value is not reflected in the values determined by the lambda probe, it is concluded in step S14 that the pressure sensor is defective. However, if there is a plausible behavior with regard to the pressure sensor and lambda sensor, it is determined in step S 1 whether the fuel pressure in the Fuel storage is less than the pressure in the low pressure circuit.
  • a reduced pressure that is to say a low pressure
  • step S18 a defect in the pump drive of the high-pressure pump is concluded in accordance with step S18, since the non-driven high-pressure pump acts as a throttle. You could also check whether the fuel pressure in the rail is lower than a target pressure in the low-pressure circuit and, if so, conclude that there is a defect in the low-pressure circuit. If it is not determined that the drive of the high-pressure pump is defective, the method based on the high-frequency portion and described with reference to FIG. 3 and illustrated in connection with FIG. 4 and FIG. 5 is carried out in step S20. The absolute value from the difference between the fuel pressure and the low-pass filtered fuel pressure is therefore compared with an error threshold, in particular with an increased load.
  • the invention can be summarized as follows: With regard to a fuel injection system with a fuel accumulator 12, a continuously operating high pressure pump 10 and a fuel pressure control valve 14, the

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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)

Abstract

Grâce à la présente invention, la reconnaissance de défauts dans un système d'injection de carburant comportant un accumulateur de carburant (12), une pompe haute pression (10) fonctionnant en continu et une soupape de régulation de pression de carburant (14) est rendue possible. Etant donné que la partie haute fréquence de l'allure de pression de carburant régnant dans l'accumulateur de carburant (12) est évaluée, on peut obtenir des informations indiquant quels composants présentent une grande probabilité d'être défectueux, cette obtention d'informations étant soutenue en particulier par d'autres évaluations, dans un procédé de diagnostic.
EP03769234A 2002-12-19 2003-10-09 Dispositif et procede pour la reconnaissance de defauts dans un systeme d'injection de carburant Expired - Fee Related EP1573188B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10259797A DE10259797A1 (de) 2002-12-19 2002-12-19 Vorrichtung und Verfahren zum Erkennen von Fehlern in einem Kraftstoffeinspritzsystem
DE10259797 2002-12-19
PCT/DE2003/003347 WO2004057172A1 (fr) 2002-12-19 2003-10-09 Dispositif et procede pour la reconnaissance de defauts dans un systeme d'injection de carburant

Publications (2)

Publication Number Publication Date
EP1573188A1 true EP1573188A1 (fr) 2005-09-14
EP1573188B1 EP1573188B1 (fr) 2006-06-28

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EP03769234A Expired - Fee Related EP1573188B1 (fr) 2002-12-19 2003-10-09 Dispositif et procede pour la reconnaissance de defauts dans un systeme d'injection de carburant

Country Status (4)

Country Link
US (1) US7137294B2 (fr)
EP (1) EP1573188B1 (fr)
DE (2) DE10259797A1 (fr)
WO (1) WO2004057172A1 (fr)

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Also Published As

Publication number Publication date
US20060144130A1 (en) 2006-07-06
DE50304094D1 (de) 2006-08-10
US7137294B2 (en) 2006-11-21
DE10259797A1 (de) 2004-07-15
WO2004057172A1 (fr) 2004-07-08
EP1573188B1 (fr) 2006-06-28

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