EP1950400A1 - Arrangement et procédé d'extinction d'un moteur à combustion - Google Patents

Arrangement et procédé d'extinction d'un moteur à combustion Download PDF

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Publication number
EP1950400A1
EP1950400A1 EP07100960A EP07100960A EP1950400A1 EP 1950400 A1 EP1950400 A1 EP 1950400A1 EP 07100960 A EP07100960 A EP 07100960A EP 07100960 A EP07100960 A EP 07100960A EP 1950400 A1 EP1950400 A1 EP 1950400A1
Authority
EP
European Patent Office
Prior art keywords
fuel
combustion engine
accumulator tank
switch
pressure
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
EP07100960A
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German (de)
English (en)
Other versions
EP1950400B1 (fr
Inventor
Kim KYLSTRÖM
Jens Svensson
Ulf Carlsson
Mats Hägg
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.)
Scania CV AB
Original Assignee
Scania CV AB
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 Scania CV AB filed Critical Scania CV AB
Priority to AT07100960T priority Critical patent/ATE454547T1/de
Priority to EP07100960A priority patent/EP1950400B1/fr
Priority to DE602007004184T priority patent/DE602007004184D1/de
Publication of EP1950400A1 publication Critical patent/EP1950400A1/fr
Application granted granted Critical
Publication of EP1950400B1 publication Critical patent/EP1950400B1/fr
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine

Definitions

  • the present invention relates to an arrangement and a method for switching off a combustion engine according to the preambles of claims 1 and 11.
  • a so-called “Common Rail” system is commonly used to make fuel injection possible at very high pressure in the combustion spaces of a diesel engine.
  • a Common Rail system comprises a high-pressure pump which pumps fuel at very high pressure to an accumulator tank (the “Common Rail”).
  • the pressure in the accumulator tank during operation may be within the range 250 to 2200 bar.
  • the fuel in the accumulator tank is intended to be distributed to all the cylinders of the combustion engine.
  • Fuel from the accumulator tank is injected into the combustion spaces of the respective cylinders by electronic injectors which can open and close very quickly.
  • An electronic control unit substantially continuously calculates the amount of fuel to be supplied to the respective cylinders on the basis of information about various engine parameters, e.g. the combustion engine's load and speed.
  • the electronic control unit also receives information from a pressure sensor concerning the prevailing pressure in the accumulator tank. On the basis of knowing the pressure in the accumulator tank, the electronic control unit controls the opening times of the electronic injectors so that the calculated amount of fuel is supplied with good accuracy to the combustion spaces of the respective cylinders.
  • the object of the present invention is to decrease the possibility of accidents and unnecessary dirtying when servicing or repair work has to be carried out on a combustion engine provided with a common-rail injection system.
  • the invention relates to an arrangement for switching off a combustion engine, whereby the combustion engine is provided with a fuel injection system which comprises a fuel line for supplying fuel to the combustion engine, a fuel pump adapted to transport fuel in the fuel line, a high-pressure pump adapted to pressurise the fuel in the fuel line, an accumulator tank adapted to receive and store fuel from the high-pressure pump at high pressure, a pressure sensor for sensing a fuel pressure in the accumulator tank, injection means adapted to inject the pressurised fuel situated in the accumulator tank into the respective combustion spaces of the combustion engine, a start/stop means adapted to initiate the starting and switching off of the combustion engine, and a control unit for executing a first switch-off process of the combustion engine when such a process is initiated by the start/stop means, which first switch-off process results in fuel at an overpressure remaining in the accumulator tank after the combustion engine has stopped.
  • a fuel injection system which comprises a fuel line for supplying fuel to the combustion engine, a fuel pump adapted to
  • the arrangement also comprises means adapted to make it possible to execute a second switch-off process of the combustion engine by being adapted to stop the supply of fuel to the accumulator tank while at the same time the injection means are activated so that the combustion engine will run for a final period of operation until the fuel pressure in the accumulator tank has decreased to a predetermined pressure level or the fuel in the accumulator tank is consumed to such an extent that substantially no overpressure remains in the accumulator tank after the combustion engine has stopped.
  • the pressure of the fuel in the accumulator tank in a safe and convenient way may be decreased to an acceptable pressure level for performing servicing or repair work without the risk of fuel spurting out in an uncontrolled manner from the fuel injection system when dismantling the combustion engine.
  • the means adapted to make it possible to execute the second switch-off process may in one embodiment of the arrangement be adapted to, when the combustion engine has stopped, determine if the fuel pressure in the accumulator tank has decreased to at least the predetermined pressure level, and, if the fuel pressure in the accumulator tank is above the predetermined pressure level, cause injection of fuel from the accumulator tank in at least one of the combustion spaces without running the combustion engine.
  • the means adapted to make it possible to execute the second switch-off process may in one embodiment of the arrangement be adapted to, when the combustion engine has stopped, stop the injection of fuel into the at least one of the combustion spaces while the combustion engine is not running when the fuel pressure in the accumulator tank has reached the predetermined pressure level.
  • the predetermined pressure level is set as acceptable even if it is higher than the atmospheric pressure.
  • the means adapted to make it possible to execute the second switch-off process may in one embodiment of the arrangement be adapted to, before the stopping of the fuel supply to the accumulator tank, check if the combustion engine is running, and cause injection of fuel from the accumulator tank into at least one of the combustion spaces without running the combustion engine if the combustion engine is not running.
  • the combustion engine does not have to be running in order to decrease the fuel pressure in the accumulator tank. This is particularly important in those cases when the person making the repair, before initiating the second switch-off process, already knows that the combustion engine cannot or should not be started in order to not cause any extra damage to the combustion engine.
  • the means comprises the control unit and a diagnostic tool by which it is possible to communicate with the control unit and initiate the second switch-off process.
  • a diagnostic tool it is possible to programme an existing control unit so that it switches off the combustion engine by the alternative switch-off process instead of the ordinary switch-off process.
  • the diagnostic tool may comprise a computer program with information about how to execute the second switch-off process. This will make it easy for the diagnostic tool to inform the control unit about how to execute the alternative switch-off process without having to install a new computer program in the control unit.
  • the control unit may already comprise a computer program with information about how to execute the second switch-off process, thereby making it possible to use the diagnostic tool for selecting the switch-off process of the combustion engine to be executed by the control unit. It is therefore possible by a simple choice to select the switch-off process which the control unit is to execute.
  • the diagnostic tool is only used for initiating the second switch-off process.
  • the means adapted to make it possible to execute the second switch-off process may in one embodiment of the arrangement comprise the start/stop means for initiating the second switch-off process. This may be in addition or as an alternative to the initiation of the second switch-off process through the diagnostic tool.
  • the control unit may be adapted to stop the supply of fuel to the accumulator by halting the operation of the fuel pump and/or the high-pressure pump. If either of these components stops, no further fuel can be supplied to the accumulator tank.
  • Thee control unit may be adapted to run the combustion engine at an ordinary idling speed or a somewhat increased idling speed during said final period of operation. A somewhat higher speed will ensure that the overpressure in the accumulator tank is substantially completely eliminated before the combustion engine stops.
  • the invention also relates to a method for switching off a combustion engine, whereby the combustion engine is provided with a fuel injection system which comprises a fuel line for supplying fuel to the combustion engine, a fuel pump adapted to transport fuel in the fuel line, a high-pressure pump adapted to pressurize the fuel in the fuel line, an accumulator tank adapted to receive and store fuel from the high-pressure pump at high pressure, a pressure sensor for sensing a fuel pressure in the accumulator tank, injection means adapted to inject the pressurised fuel situated in the accumulator tank into the respective combustion spaces of the combustion engine , a start/stop means adapted to initiate the starting and switching off of the combustion engine, and a control unit for executing a first switch-off process of the combustion engine which results in fuel at an overpressure remaining in the accumulator tank after the combustion engine has stopped.
  • a fuel injection system which comprises a fuel line for supplying fuel to the combustion engine, a fuel pump adapted to transport fuel in the fuel line, a high-pressure pump adapted to press
  • the method comprises the step of executing a second switch-off process of the combustion engine by stopping the supply of fuel to the accumulator tank while at the same time the injection means are activated so that the combustion engine runs for a final period of operation until a fuel pressure in the accumulator tank has decreased to a predetermined pressure level or the fuel in the accumulator tank is consumed to such an extent that substantially no overpressure remains in the accumulator tank after the combustion engine has stopped.
  • the method may comprise the steps when the combustion engine has stopped:
  • the method may comprise the step of stopping the injection of fuel into the at least one of the combustion spaces while the engine is not running when the fuel pressure in the accumulator tank has reached the predetermined pressure level.
  • the method may comprise the following step before the stopping of the fuel supply to the accumulator tank:
  • the method may comprise the step of using a diagnostic tool for communicating with the control unit and initiating the second switch-off process.
  • the method may comprise the step of using the start/stop means for initiating commencement of the alternative switch-off process.
  • the method may comprise the step of stopping the supply of fuel to the accumulator by halting the operation of the fuel pump and/or the high-pressure pump.
  • the method may comprise the step of running the combustion engine at an ordinary idling speed or a slightly increased idling speed during said final period of operation.
  • Fig. 1 depicts a fuel injection system for a combustion engine 1 in the form of a schematically represented diesel engine.
  • the fuel injection system and the diesel engine are with advantage fitted to a heavy vehicle, such as a truck or bus.
  • the fuel injection system is a so-called Common Rail system and comprises a fuel line 2 for supply of fuel from a fuel tank 3 to the cylinders of the diesel engine.
  • a fuel pump 4 is arranged in the fuel line 2 to convey fuel from the fuel tank 3 via a filter 5 to a high-pressure pump 6.
  • the high-pressure pump 6 is adapted to pressurising the fuel so that it enters at high pressure an accumulator tank 7 which takes the form of a so-called Common Rail.
  • the high fuel pressure in the accumulator tank 7 constitutes a power source making it possible for fuel to be injected at high pressure into the respective cylinders of the diesel engine.
  • an injection means 8 is arranged in each of the connections between the accumulator tank 7 and the respective cylinders of the diesel engine. When an injection means 8 is in an open state, it injects fuel at high pressure into the cylinder concerned.
  • a control unit 9 in the form of an electronic control unit (ECU) is adapted to control the operation of the fuel pump 4, the high-pressure pump 6 and the injection means 8.
  • a pressure sensor 7a is fitted in the accumulator tank 7 to detect the prevailing pressure therein and to send to the control unit 9 a signal conveying information about the pressure values detected.
  • a schematically depicted start/stop means 10 in the form of an ignition switch of the engine is connected to the control unit 9.
  • the start/stop means 10 is adapted to send a signal to the control unit 9 when the diesel engine is to be started.
  • the control unit 9 thereupon activates the fuel pump 4 and the high-pressure pump 6 so that fuel at high pressure is fed to the accumulator tank 7.
  • the control unit 9 activates at the same time the injection means 8 so that fuel at high pressure is injected into the respective cylinders of the diesel engine from the common accumulator tank 7.
  • the control unit 9 substantially continuously receives control signals concerning engine parameters such as, for example, the diesel engine's load and speed. On the basis of that information, the control unit 9 calculates the amount of fuel to be supplied to the cylinders of the diesel engine.
  • the control unit 9 receives at the same time information from the pressure sensor 7a about the instantaneous pressure in the accumulator tank 7. Knowing the desired amount of fuel and the pressure in the accumulator tank 7 enables the control unit 9 to adjust the opening times of the respective injection means 8 so that an optimum amount of fuel is supplied to each of the cylinders of the diesel engine at a correct time.
  • the control unit 9 also has the function of stopping the diesel engine when it receives information from the start/stop means 10 that the diesel engine is to be switched off.
  • the control unit 9 comprises a computer program product 9a in the form of e.g. a flash memory, an EPROM, an EEPROM and a ROM which stored thereon has a first computer program for switching off the diesel engine by a first, ordinary switch-off process A.
  • the control unit 9 substantially immediately halts the operation of the fuel pump 4, the high-pressure pump 6 and the injection means 8 so that the diesel engine stops substantially immediately.
  • the ordinary switch-off process A results, however, in residual high pressure in the accumulator tank 7 when the diesel engine has stopped.
  • As many fuel injection systems are very dense, such overpressure of fuel will remain in the accumulator tank 7 for a relatively long time after the diesel engine has been switched off. It is therefore often difficult to perform servicing and repair work on this kind of fuel injection system.
  • the present invention uses an arrangement which makes it possible to execute a second, alternative switch-off process B of the diesel engine whereby substantially no fuel at an overpressure remains in the accumulator tank 7 after the diesel engine has stopped.
  • the arrangement comprises the existing control unit 9 and a diagnostic tool 11 which may conventionally comprise a portable computer connectable to the control unit 9 by a suitable connection cable, either directly or via a vehicle internal computer network and comprising software for communication with at least some of the ECUs in the vehicle in order to diagnose certain systems/components in the vehicle.
  • the diagnostic tool 11 comprises software 11a which makes it possible to communicate with the control unit 9. It is possible by means of the diagnostic tool 11 to adjust the control which is exercised by the control unit 9 over various components of a vehicle.
  • the diagnostic tool 11 also comprises means for displaying instructions, hints or suggestions to e.g. the workshop personnel. It is according to the invention possible by means of the diagnostic tool 11 to replace the ordinary switch-off process A of the diesel engine conducted by the control unit 9 by at least one alternative switch-off process B whereby there will be substantially no residual overpressure in the accumulator tank 7 after the diesel engine has stopped. When the diesel engine has been switched off by such an alternative switch-off process B, repair work can be performed on the fuel injection system without the risks which an overpressurised accumulator tank 7 entails.
  • the diagnostic tool 11 may comprise a computer program 11b containing information about how to execute the alternative switch-off process B.
  • the control unit 9 may already comprise a second computer program 9b stored on the computer program product or another storing unit in the control unit 9 for causing the control unit 9 to start the alternative switch-off process B. In the latter case the diagnostic tool 11 need only be used for selecting switch-off process A or B of the diesel engine 1 or means for initiation of the alternative switch-off process B.
  • Fig. 2 depicts a general example of a method using the alternative switch-off process B.
  • the diagnostic tool 11 is connected by a connection cable to the control unit 9.
  • a written suggestion is displayed on a screen of the diagnostic tool.
  • the suggestion may be to advice the reader to start the diesel engine via the start/stop means 10 or any other means enabled by the vehicle or diagnostic tool 11.
  • the suggestion may or may not be followed by the person/persons using the diagnostic tool 11.
  • the person/persons performing the service or repair work may for instance already know that the condition of an engine in a particular case may be such that it is unwise to start the revolutions of the engine or that the engine is not be able to run although the start/stop means 10 is affected.
  • a manual activation of the alternative switch-off process B is initiated through the diagnostic tool 11.
  • the alternative switch-off process B is in this embodiment activated whether or not the diesel engine is actually running.
  • the alternative switch-off process B is run and an embodiment of the alternative switch-off process will be explained more in detail below in conjunction with Fig.3 .
  • servicing or repair work may be performed on the fuel injection system without the risks which a pressurised accumulator tank 7 entails.
  • Fig 3 schematically shows an embodiment of the fourth step S4.
  • the control unit 9 switches off the diesel engine by stopping the supply of fuel to the accumulator tank 7 by halting the operation of the fuel pump 4 and the high-pressure pump 6. When either of these pumps 4, 6 stops, no further fuel will be supplied to the accumulator tank 7.
  • the control unit 9 initiates at the same time continued activation of the injection means 8 so that the diesel engine continues to run for a final period using the existing fuel in the accumulator tank 7.
  • the overpressure of fuel in the accumulator tank 7 will therefore decrease progressively as the fuel is consumed.
  • the diesel engine may be run at idling speed or slightly above idling speed to ensure that the overpressure in the accumulator tank 7 is completely eliminated or at a predetermined pressure level considered acceptable for service and repair work on the fuel injection system. In the shown embodiment the diesel engine is run until the combustion processes in the cylinders stop due to lack of fuel.
  • a fourth step S44 follows after the second substep S42.
  • the injection means 8 is opened so that fuel from the accumulator tank is allowed to flow into the corresponding cylinder/cylinders in order to decrease the pressure in the accumulator tank 7.
  • the pressure in the accumulator tank 7 is monitored by the control unit 9.
  • the opened injection means 8 are closed in order to not dump any more fuel into the cylinders than necessary.
  • the injection means 8 may be opened for an empirically determined time or a calculated period dependent on the pressure in the accumulator tank 7 when the fourth step S4 is started.
  • the fourth step S4 is ended after the third substep S43.
  • the high pressure pump 6 does not supply any fuel to the accumulator tank 7 since the high pressure pump 6 is driven by the diesel engine.
  • the fourth substep S44 it is checked if the pressure in the accumulator tank 7 is or lower than the predetermined pressure level. If the pressure has reached the predetermined pressure level during the second substep S42 the fourth step S4 ends. However, if the predetermined pressure has not been reached, the third substep S43 is executed after the fourth substep S44. The third substep S43 in combination with the fourth substep S44 make certain that the pressure is not more than the predetermined pressure level in case the diesel engine would stop before the predetermined pressure level is reached.
  • the second computer program 9b may in an alternative embodiment of the second substep S42 cause the control unit 9 to continuously monitor the pressure in the accumulator tank 7 through the pressure sensor 7a and interrupt the running of the diesel engine if the pressure in the accumulator tank 7 has reached the predetermined pressure level, although the combustion processes in the cylinders have not yet stopped due to lack of injected fuel.
  • the diagnostic tool 11 is not needed for performing the second switch-off process B.
  • the second switch-off process B may in this embodiment be initiated by a push button in the vehicle or by setting the start/stop means 10 in a certain position provided that the control unit 9 comprises the second computer program 9b.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Electronic Switches (AREA)
EP07100960A 2007-01-23 2007-01-23 Arrangement et procédé d'extinction d'un moteur à combustion Active EP1950400B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT07100960T ATE454547T1 (de) 2007-01-23 2007-01-23 Anordnung und verfahren zum abschalten eines verbrennungsmotors
EP07100960A EP1950400B1 (fr) 2007-01-23 2007-01-23 Arrangement et procédé d'extinction d'un moteur à combustion
DE602007004184T DE602007004184D1 (de) 2007-01-23 2007-01-23 Anordnung und Verfahren zum Abschalten eines Verbrennungsmotors

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07100960A EP1950400B1 (fr) 2007-01-23 2007-01-23 Arrangement et procédé d'extinction d'un moteur à combustion

Publications (2)

Publication Number Publication Date
EP1950400A1 true EP1950400A1 (fr) 2008-07-30
EP1950400B1 EP1950400B1 (fr) 2010-01-06

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EP07100960A Active EP1950400B1 (fr) 2007-01-23 2007-01-23 Arrangement et procédé d'extinction d'un moteur à combustion

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EP (1) EP1950400B1 (fr)
AT (1) ATE454547T1 (fr)
DE (1) DE602007004184D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3012177A1 (fr) * 2013-10-23 2015-04-24 Peugeot Citroen Automobiles Sa Procede de decharge d'un rail d'injection de carburant haute pression de moteur a combustion interne en cas d'intervention apres-vente

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5711274A (en) * 1994-12-20 1998-01-27 Robert Bosch Gmbh System and method for reducing the fuel pressure in a fuel injection system
JPH11315730A (ja) * 1998-04-28 1999-11-16 Toyota Motor Corp 蓄圧式燃料噴射機構の燃料圧制御装置
EP1411234A1 (fr) * 2001-07-26 2004-04-21 Toyota Jidosha Kabushiki Kaisha Commande d'injection de carburant dans un moteur a combustion interne
US20040237938A1 (en) * 2003-05-27 2004-12-02 Mitsubishi Denki Kabushiki Kaisha Fuel supply device for an internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5711274A (en) * 1994-12-20 1998-01-27 Robert Bosch Gmbh System and method for reducing the fuel pressure in a fuel injection system
JPH11315730A (ja) * 1998-04-28 1999-11-16 Toyota Motor Corp 蓄圧式燃料噴射機構の燃料圧制御装置
EP1411234A1 (fr) * 2001-07-26 2004-04-21 Toyota Jidosha Kabushiki Kaisha Commande d'injection de carburant dans un moteur a combustion interne
US20040237938A1 (en) * 2003-05-27 2004-12-02 Mitsubishi Denki Kabushiki Kaisha Fuel supply device for an internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3012177A1 (fr) * 2013-10-23 2015-04-24 Peugeot Citroen Automobiles Sa Procede de decharge d'un rail d'injection de carburant haute pression de moteur a combustion interne en cas d'intervention apres-vente

Also Published As

Publication number Publication date
ATE454547T1 (de) 2010-01-15
DE602007004184D1 (de) 2010-02-25
EP1950400B1 (fr) 2010-01-06

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