EP2042222A1 - Vorrichtung und Verfahren zur Erkennung der Verschmutzung eines Kraftstofffilters eines Kraftstoffzufuhrssystems eines Verbrennungsmotors - Google Patents

Vorrichtung und Verfahren zur Erkennung der Verschmutzung eines Kraftstofffilters eines Kraftstoffzufuhrssystems eines Verbrennungsmotors Download PDF

Info

Publication number
EP2042222A1
EP2042222A1 EP08305599A EP08305599A EP2042222A1 EP 2042222 A1 EP2042222 A1 EP 2042222A1 EP 08305599 A EP08305599 A EP 08305599A EP 08305599 A EP08305599 A EP 08305599A EP 2042222 A1 EP2042222 A1 EP 2042222A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pompe
pump
pressure
cycle
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.)
Withdrawn
Application number
EP08305599A
Other languages
English (en)
French (fr)
Inventor
Bertrand Carre
Richard Roth
Olivier Ponsonnaille
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP2042222A1 publication Critical patent/EP2042222A1/de
Withdrawn legal-status Critical Current

Links

Images

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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • 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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
    • F02M37/40—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements with means for detection of clogging
    • 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
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/228—Warning displays
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to a device and a method for detecting the fouling of a fuel filter of a fuel supply system of an internal combustion engine, particularly a motor vehicle. More specifically, the invention relates to high pressure direct or indirect injection systems, for example of diesel type.
  • the actuators also called control valves, are controlled so that the measured pressure tends to the desired pressure.
  • the fuel supply systems are designed to achieve increasingly higher injection pressures, for example greater than 1600 bar. Such fuel supply systems require the use of a high purity fuel. Also, it is known to filter the fuel by arranging a fuel filter on the low pressure circuit, between the fuel tank and the pumping assembly.
  • Clogging of the fuel filter can disrupt the proper functioning of the engine fuel supply system, in particular by causing a pressure drop at the inlet of the pump assembly. Clogging the fuel filter can even interrupt the fuel supply to the engine and cause it to stall.
  • the French patent application FR 2 787 143 discloses a method and a system for detecting the fouling of a fuel filter arranged, in a fuel supply circuit of an internal combustion engine, between, on the one hand, a a fuel pressure regulator, downstream of the filter, and of the bypass type, delivering fuel at a pressure imposed upstream and to the internal combustion engine, and on the other hand, a fuel delivery pump from a reservoir, the pump being driven by an electric motor and disposed upstream of the filter for supplying the regulator through the filter.
  • This document discloses a pressure regulation from the difference between the inlet and outlet pressures of the fuel filter. This pressure difference can be measured by sensors, or estimated.
  • the document presents a method which makes it possible, on the one hand, to estimate the pressure at the input of the filter, or at the pump output, from less than the instantaneous rotation speed of the pump and the average supply current of the electric drive motor of the pump, and secondly, to assimilate the fuel pressure at the outlet of the filter as the pressure imposed by the pressure regulator.
  • Such a system necessarily requires an electric motor driving the pump, and a means for estimating the supply current of said electric motor, which is expensive.
  • the estimation of the pressure at the outlet of the pump from the instantaneous rotation speed of the pump and the average power supply current of the electric drive motor of the pump is done in an open loop through an operating model of the pump, which generates a lack of precision in particular because of manufacturing dispersions and drifts over time of the pump assembly and the electric motor.
  • the thermal state of the pump must necessarily be taken into account in the operating model of the pump to obtain an improved estimation in open loop of the pressure at the outlet of the pump.
  • such an estimate is expensive because it requires either the use of a sensor to measure the temperature of the pump, or the use of a thermal model of the pump, knowing that a thermal model pump is not necessarily easy to calibrate and may also be imprecise.
  • the determination of the inlet pressure of the filter is in open loop.
  • the estimate of the pressure at the filter outlet is based on the characteristic curves (including flow-pressure) known to the regulator and stored in the electronic control unit of the engine. Also, this can generate a lack of precision on the actual estimate of the pressure at the outlet of the filter, since the manufacturing dispersions and / or the drifts of the regulator are not corrected.
  • a pressure regulation based on a pressure regulator operating as a bypass downstream of the pump generally has a lower energy efficiency than a pressure regulation based on a fuel flow regulator placed upstream of the high-pressure pump. pressure. Indeed, with a bypass operation where the excess fuel is returned to the tank by the pressure regulator, more fuel is compressed than necessary.
  • the present invention aims to provide a solution to these problems.
  • An object of the invention is therefore to propose a device for detecting the fouling of a fuel filter of a fuel supply system of an internal combustion engine making it possible, at reduced cost, to determine, with improved accuracy, fouling or clogging of the fuel filter necessitating the change of the fuel filter.
  • a first aspect of the invention relates to a device for detecting the fouling of a fuel filter of a fuel supply system of an internal combustion engine, especially a motor vehicle.
  • the fuel supply system comprises a pumping assembly, comprising a first low pressure pump and a second high pressure pump arranged in series, and being arranged between a fuel injection ramp provided with a pressure sensor and a fuel tank.
  • the fuel supply system further comprises a first controlled fuel flow control valve supplying the high pressure pump, means for determining a set pressure in the injection manifold, and means for regulating said first controlled valve.
  • the regulating means of said first controlled valve comprise Proportional Integral and Derivative components and a feedback loop for controlling the pressure measured by the sensor on said setpoint pressure.
  • the fuel filter is disposed between the fuel tank and the pumping assembly.
  • the device comprises means for determining the fouling of the fuel filter from said integral component of said regulating means.
  • said determination means are adapted to evaluate the integral component of the regulation means for stabilized operating phases.
  • said determining means are adapted to carry out said evaluation cyclically, a cycle corresponding, for example, to the consumption of a threshold fuel quantity or the threshold distance of the vehicle. .
  • the determination means are adapted to detect a clogging of the fuel filter when a set of average values of said integral component, depending on the speed of rotation and the flow rate delivered by the first pump, to the cycle of current observation k, are greater than respective maximum thresholds dependent on the speed of rotation and the flow rate delivered by the first pump, the current observation cycle k being greater than or equal to a number of reference cycles n_ref increased by at least two.
  • the determining means are adapted to use arithmetic or sliding averages.
  • the determining means are adapted to detect fouling of the fuel filter when, in addition, the differences between said average values of said integral component, at the current observation cycle k, and corresponding values, for the reference cycle n_ref, depending on the speed of rotation and the flow rate delivered by the first pump, are greater than the corresponding differences for the previous cycle k-1 or the ante-penultimate cycle k-2.
  • the determination means are adapted to detect clogging of the fuel filter when, moreover, differences between first differences between mean values of said integral component for a maximum flow delivered by the first pump, to the current cycle k, and the corresponding values, to the reference cycle n_ref, and second differences between mean values of said integral component for a minimum flow rate delivered by the first pump, to the current cycle k, and the corresponding values, to the reference cycle n_ref, are greater than the corresponding differences for the previous cycle k-1 or the antepenultimate cycle k-2.
  • the device further comprises alerting means for alerting the driver of the detection of fouling of the fuel filter by the determination means.
  • warning means include, for example, a visual element such as a light, or an audible alarm.
  • the determining means is adapted to detect a stabilized operating phase when, during a time interval greater than a threshold time interval, the fuel temperature is between a minimum temperature and a maximum temperature, the variation of the pressure measured in the injection manifold is less than a pressure threshold, the variation of the rotation speed of the engine is less than a rotation speed threshold, and the variation of the fuel flow delivered by the first pump is below a flow threshold.
  • FIG. 1 On the figure 1 is schematically shown a reference internal combustion diesel engine 1, supplied with fuel by a fuel supply system.
  • the invention can also be applied to other types of direct or indirect injection engines high pressure fuel.
  • the engine 1 comprises four cylinders, and the fuel supply system comprises four reference injectors 2, each connected by a high pressure conduit 3 to the common injection rail 4, also called “injection rail "and which constitutes a high-pressure accumulator for the fuel to be injected.
  • the fuel supply system comprises a low pressure booster pump 5a which draws fuel into the tank 6 of the vehicle via a low pressure circuit 7.
  • the pump 5a associated with a mechanical pressure regulator , not shown on the figure 1 , its function is to stabilize the pressure at the inlet of a pump 5b at high pressure.
  • the two pumps 5a and 5b constitute what will be called in the rest of the description the pumping assembly 5a, 5b.
  • the low-pressure booster pump 5a can be mechanically driven by being integrated with the high-pressure pump 5b, itself driven mechanically by the motor 1.
  • the booster pump 5a may be independent of the high pressure pump 5b and, for example, driven by an electric motor.
  • a flow actuator, or flow control valve 9 is arranged between the low pressure pump 5a and the high pressure pump 5b to adjust the amount of fuel supplied to the high pressure pump 5b, then the injection manifold 4
  • the feed system also comprises, between the outlet of the pump 5b and the injection manifold 4, on the duct 10, an optional pressure actuator, or optional controlled valve 11 for regulating the pressure of the pressure. fuel accumulated in the fuel rail 4.
  • the system includes a return circuit 12 for the delivery of fuel from the pump assembly 5a, 5b, injector ducts 3, and the discharge of the high pressure portion.
  • the return circuit 12 is mounted in communication with the two valves 9 and 11 and with a single conduit 3. Of course, in reality, the return circuit 12 communicates with all the conduits 3.
  • the electronic control unit 13 comprises conventional components, such as microprocessors, hard EEPROM memories and RAM type buffers.
  • the electronic control unit 13 receives input information 14 via a connection 15.
  • This information 14 comes from different sensors placed on the engine 1 and related systems, such as the fuel injection system or the fuel injection system. air supply system, providing, for example, an estimate of the injected fuel flow Qinj.
  • a fuel filter 16 is disposed between the fuel tank 6 and the pumping assembly 5a, 5b so as to filter the fuel conveyed by the pipe 7 to the low-pressure pump 5a, as well as the fuel conveyed by the fuel pump. return circuit 12 to the tank 6.
  • the electronic control unit 13 processes the data it receives as input to define or calculate control levels outputted so as to control the entire system.
  • the control levels are sent to the various actuators that participate in the control of the ancillary systems and therefore the engine 1. More particularly, the control levels are transmitted via a connection 18 to the injectors 2, via a connection 19 to the first controlled valve 9 of regulating the fuel flow supplying the high-pressure pump 5b, and via a connection 20 to the second controlled valve 11 for regulating the fuel pressure accumulated in the common injection rail 4.
  • the information 14 transmitted to the electronic control unit 13, such as the temperature of the engine coolant, the rotational speed of the engine, the temperature of the engine lubricating oil, the air pressure provided by a turbocharger, or the position of the accelerator pedal, are, for example, processed via functions or maps stored in an EEPROM type memory.
  • the rotation speed of the high-pressure pump 5b can be deduced from the speed of rotation of the engine 1, according to the mechanical drive ratio between the engine 1 and the high-pressure pump 5b.
  • the electronic control unit 13 adjusts the control signals of the controlled flow control valve 9, and possibly the second controlled pressure control valve 11 so that the measured pressure Pmes reaches the pressure setpoint Pcons. If the pressure difference ⁇ P is positive, the electronic control unit acts to increase the flow rate and / or reduce the discharge or leakage. On the other hand, when the pressure difference ⁇ P is negative, the electronic control unit 13 acts in such a way as to reduce the flow rate and / or to increase the discharge.
  • the controlled flow control valve 9 is controlled and controlled by regulation means 25 of the PID regulator type comprising components Proportional, Integral, and Derivative for continuously adjusting, in a closed loop, the control of the flow actuator 9.
  • the electronic control unit 13 further comprises a module 25a for determining the fouling of the fuel filter 16, from the integral component of said regulating means 25, described in more detail later, and related to the pressure drop ⁇ P across the fuel filter 16.
  • the second controlled pressure control valve 11 can be regulated by regulation means 26 of the PID regulator type.
  • the electronic control unit 13 further comprises means 25 for determining the setpoint pressure Pcons in the injection manifold 4. This setpoint pressure Pcons is transmitted to the regulation means 25 via a connection 28, and control means 26 by a connection 29 derived from the connection 28.
  • the flow actuator 9 has a so-called increasing flow characteristic as a function of the control, for example as shown in FIG. figure 2 when the pressure variation ⁇ P in the injection manifold 4 is positive (ie Pcons> Pmes), the regulating means 25 act to increase the control of the controlled flow control valve 9 in order to increase the quantity fuel entering the high-pressure part.
  • the regulation means 25 act in such a way as to reduce controlling the controlled valve 9 to reduce the amount of fuel entering the high pressure portion.
  • the controlled flow control valve 9 has a so-called decreasing flow rate characteristic as a function of the control, as illustrated in FIG. figure 3 the control of the controlled valve 9 is reversed.
  • the regulating means 25 act in such a way as to reduce the control of the controlled flow control valve 9 so as to increase the flow rate fuel entering the high pressure portion, and when the pressure difference ⁇ P is negative (ie Pmes> Pcons), the control means 25 increase the control of the controlled valve 9 flow control to reduce the flow rate of fuel entering the high pressure part.
  • the system of figure 1 comprises the optional controlled pressure control valve 11 which is generally closed-loop controlled with a PID regulator in a manner similar to that used for the controlled flow control valve 9. Depending on the operating point of the motor 1, it is possible to use either the closed control loop on the controlled flow control valve 9 or the closed control loop on the controlled pressure control valve 11.
  • the figure 4 illustrates an example of the control loop used, for such a system provided with a flow actuator 9 and a pressure actuator 11, depending on the operating point of the engine 1.
  • the closed loop on the pressure actuator It is used in cold start, idle, or low fuel flow. Indeed, during such operations, the higher reactivity of the pressure actuator 11 is preponderant.
  • L / 11 pressure actuator is also very useful when the engine is driven ("overrun" in English), or, in other words, when the injection of fuel into the engine is zero. In this case, the use of the pressure actuator 11 makes it possible to reduce the pressure of the fuel in the injection manifold 4 by ensuring the return of the excess fuel to the tank 6 via the return circuit 12, which can not be guaranteed with regulation only on the controlled valve 9 of flow control.
  • the integral action 1 acts all the time and makes it possible to eliminate the permanent static error with respect to a setpoint or disturbance step, while the proportional actions P and derivative D act only in dynamic.
  • the proportional action P makes it possible to increase the reaction speed with respect to a high setpoint gradient, whereas the derivative fraction D tends to stabilize the system by bringing a phase advance. This means that in stabilized operation, the proportional actions P and derivative D are zero, and that the control value is directly given by the integral action I (cf. figure 6 ).
  • the value of the integral action in the stabilized phase would be zero. But given the manufacturing dispersions and drifts over time (aging) components of the fuel system, operating deviations from the nominal system are inevitable. Also, the value of integral action in stabilized operation is the image of the corrections made to the fuel system in relation to the nominal operation.
  • the fuel filter 16 clogs or at least partially clogs, which can disrupt the proper functioning of the fuel supply system of the internal combustion engines by generating an increase in the pressure drop in the inlet of the pumping assembly.
  • the pressure drop ⁇ P__filter across the fuel filter 16 follows, in general, a second-degree law, depending on the fuel flow through it.
  • the pressure drop ⁇ P_filtre across the fuel filter 16, for a given fuel flow increases over time with the degree of fouling of the filter. When this pressure loss AP_filtre exceeds a critical threshold AP_filtre_critique, malfunctions of the engine 1 may appear.
  • the invention makes it possible, on the one hand, to follow the revolution of the fouling of the fuel filter 16 by not observing the integral term I in the stabilized phase of operation of the engine 1, in particular by means of the determination module 25a, and, on the other hand, to warn the driver that he must change his fuel filter 16, when the integral component reaches the I_critical threshold.
  • the driver can be alerted by means of an alert module 30 connected to the electronic control unit 13 via a connection 31.
  • the warning module 30 may for example comprise a light or a voice interface.
  • the evaluation of the degree of fouling of the fuel filter is based on the observation and analysis of the integral term I of the regulator P.I.D 25 in the stabilized phase.
  • a stabilized phase can be defined by variations ⁇ P_mes of the pressure Pmes measured in the injection manifold 4, variations ⁇ R_motor speed R_motor of rotation of the engine 1, and ⁇ Qinj variations of the quantity Q inj fuel to inject, not exceeding certain thresholds during a T_laps time interval.
  • the integral term I is a corrective factor of the system. In other words, it corrects all the dispersions and drifts of the fuel system, but not the dispersions and drifts of a specific component of the fuel system. It is therefore necessary to define a criterion making it possible to take into account only the influence of the fouling of the fuel filter 16 on the term I.
  • the phenomenon of fouling of the fuel filter 16 is a phenomenon rapid in comparison with the wear or aging of any other component of the fuel supply system
  • an analysis of the evolution of the integral term I on relatively short observation cycles is carried out over the duration of use of a vehicle. For example, this analysis can be done at the full fuel level (tank filling) or thousand kilometers.
  • the integral term I is learned at each stabilized phase transition, around predetermined operating points ("breakpoints", in English) on the field of possible values of the engine rotation speed and the quantity of engine. fuel to be injected.
  • the average evolution of the integral term learned I_app_moyen is determined on all the pairs of values (R_pump, Q_pump).
  • the integral term I represents the corrective control to be applied to the nominal control of the flow actuator 9 to compensate for the dispersions and drifts of the fuel supply system. It is as if the drifts and / or the dispersions of the flow actuator 9 were corrected with respect to its nominal characteristic (cf. figure 2 ).
  • the drifts and dispersions of the flow actuator 9 have known maximum and minimum limits of functionality (see the maximum and minimum envelopes represented on FIG. figure 2 ). These limitations are known manufacturing data.
  • a first critical function threshold is reached when the corrective command C C (I) applied to the flow actuator 9 reaches or exceeds the control difference between the command associated with the maximum permissible characteristic C max (R_pumpe j ; Q_pumpe l ) and the command associated with the nominal characteristic C N (R_pumpe j ; Q_pump l ).
  • a second critical function threshold is reached when the corrective command C C (I) applied to the flow actuator 9 reaches or exceeds the control difference between the command associated with the minimum tolerated characteristic C min (R_pump j Q_pump l ) and the control associated with the nominal characteristic C N (R_pump j , Q_pump l ).
  • I_pos_max (R_pump, Q_pump) the value of I which corresponds to the first critical threshold C max (R_pumpe j ; Q_pumpe l ) -C N (R_pompe j ; Q_pompe l ), and I_neg_max (R_pumpe j ; Q_pumpe l ) the value of I which corresponds to the second critical threshold C min (R_pump j ; Q_pump l ) -C N (R_pumpe j ; Q_pump l ), we can consider that a critical threshold of functionality is reached when : I_app_moyen ( R_pompe j ; Q_pompe l ⁇ ) not , k ⁇ I_pos_max R_pompe j ; Q_pompe l + Offset_pos R_pompe j ; Q_pompe l or when:
  • the characteristic of the flow rate as a function of the control of the flow actuator 9 is increasing (cf. figure 2 ), and the pressure drop generated by the fuel filter 16 results in positive corrective control, only the inequation 1 is interesting. By default, the inequation 2 can not be achieved because of a fouling of the fuel filter 16.
  • the reasoning would be reversed.
  • the manufacturing dispersions of the components of the fuel supply system may cause deviations from the nominal operation.
  • the first observation cycles k for example of the order of 3 to 5, serve essentially to correct the manufacturing dispersions of the components rather than the drifts. By Therefore, the first observation cycles are used to establish a reference from which the plausibility of the fouling of the fuel filter 16 is studied.
  • the method starts with an initialization of the indices k and i (step 40), respectively to the values zero and one. Then we test (step 41) if the index k is greater than or equal to the reference index n_ref increased by two, and if the inequation 1 is verified. If these conditions (step 41) are not realized, a test (step 42) is carried out, in a loop, if one is in a stabilized operating phase, and if, in addition, the fuel temperature is between a minimum temperature Tmin and a maximum temperature Tmax in order to avoid influences of the fuel temperature on the system, and in particular the phenomena of waxing and fuel viscosity variation.
  • step 42 If a stabilized operating phase is detected (step 42), then the integral term I_app (R_pump j , Q_pumpe l ) i, k (step 43, passing through A) is stored, and the calculation and storage (step 44) of the mean value I_app_moyen (R_pompe j , Q_pompe l ) i, k according to the equation 11. On increments of an index i (step 45) and one tests (step 46) if the current cycle k is completed.
  • step 47 The number of learnings i (R_pumpe j ; Q_pumpe l ) k is memorized (step 48), and it is tested (step 49) whether the current index k is equal to the reference index n_ref.
  • step 41 If the index k is not equal to the reference index n_ref, it returns to step 41 (via B), otherwise, the integral reference term I_app_ref (R_pompe j ; Q_pompe l ) is stored according to Equation 12 (step 50), and return to step 41 (through B).
  • the values of the pairs (R_pompe j ; Q_pompe l ) which determine the following system of inequalities are determined (step 51): i ⁇ R_pompe j ; Q_pompe l k ⁇ n_app_min and i ⁇ R_pompe j ; Q_pompe l k - 1 ⁇ n_app_min or i ⁇ R_pompe j ; Q_pompe l k - 2 ⁇ n_app_min
  • the minimum flow rates Q_pump_min and maximum Q_pump_max are determined (step 52) on the set of pairs of values (R_pumpe j ; Q_pump l ) which satisfy the inequation system 8.
  • step 53 We then test (step 53) whether the inequalities 4 or 5 and 6 or 7 are verified, and if this is not the case, go to step 42.
  • step 54 the driver (step 54) is alerted by the warning means 30, that the fuel filter 16 is fouled.
  • the driver can go to change the fuel filter and thus avoid operating impairments that can lead to vehicle breakdowns.
  • the present invention thus makes it possible, at reduced cost, to detect a fouling of the fuel filter with improved accuracy, and to warn the driver of a fouling rate necessitating the change of the fuel filter.

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)
EP08305599A 2007-09-27 2008-09-26 Vorrichtung und Verfahren zur Erkennung der Verschmutzung eines Kraftstofffilters eines Kraftstoffzufuhrssystems eines Verbrennungsmotors Withdrawn EP2042222A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0757893A FR2921566B1 (fr) 2007-09-27 2007-09-27 Dispositif et procede de detection de l'encrassement d'un filtre a carburant d'un systeme d'alimentation en carburant d'un moteur a combustion interne, notamment de vehicule automobile.

Publications (1)

Publication Number Publication Date
EP2042222A1 true EP2042222A1 (de) 2009-04-01

Family

ID=39401216

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08305599A Withdrawn EP2042222A1 (de) 2007-09-27 2008-09-26 Vorrichtung und Verfahren zur Erkennung der Verschmutzung eines Kraftstofffilters eines Kraftstoffzufuhrssystems eines Verbrennungsmotors

Country Status (2)

Country Link
EP (1) EP2042222A1 (de)
FR (1) FR2921566B1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113250870A (zh) * 2020-02-13 2021-08-13 罗伯特·博世有限公司 探测车辆的燃料过滤器中的堵塞的方法
DE112011103200B4 (de) 2010-09-23 2023-06-07 Cummins Intellectual Property, Inc. Kraftstoffförderpumpensystem und -Verfahren mit variablem Fluss

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114592996B (zh) * 2022-03-24 2024-06-28 浙江圣峰汽车部件有限公司 一种汽油滤清器

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19622176C1 (de) * 1996-06-01 1997-07-24 Porsche Ag Überwachungseinrichtung für einen Kraftstoffilter
FR2752881A1 (fr) * 1996-08-29 1998-03-06 Siemens Ag Procede de surveillance d'une pression de carburant
FR2787143A1 (fr) 1998-12-14 2000-06-16 Magneti Marelli France Detection de l'encrassement d'un filtre a carburant d'un circuit d'alimentation d'un moteur a combustion interne
DE10162989C1 (de) * 2001-12-20 2003-10-09 Siemens Ag Schaltungsanordnung zum Regeln einer regelbaren Kraftstoffpumpe, Verfahren zum Regeln einer Förderleistung und Verfahren zum Überprüfen der Funktionsfähigkeit einer regelbaren Kraftstoffpumpe
WO2005098227A1 (en) 2004-04-09 2005-10-20 Ufi Filters S.P.A. Device for indicating fuel filter clogging in internal combustion engines, particularly diesel engines
DE102004016724A1 (de) * 2004-04-05 2005-10-27 Siemens Ag Verfahren zum Überwachen einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
DE102004049747A1 (de) * 2004-10-12 2006-04-13 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffeinspritzanlage insbesondere eines Kraftfahrzeugs

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19622176C1 (de) * 1996-06-01 1997-07-24 Porsche Ag Überwachungseinrichtung für einen Kraftstoffilter
FR2752881A1 (fr) * 1996-08-29 1998-03-06 Siemens Ag Procede de surveillance d'une pression de carburant
FR2787143A1 (fr) 1998-12-14 2000-06-16 Magneti Marelli France Detection de l'encrassement d'un filtre a carburant d'un circuit d'alimentation d'un moteur a combustion interne
DE10162989C1 (de) * 2001-12-20 2003-10-09 Siemens Ag Schaltungsanordnung zum Regeln einer regelbaren Kraftstoffpumpe, Verfahren zum Regeln einer Förderleistung und Verfahren zum Überprüfen der Funktionsfähigkeit einer regelbaren Kraftstoffpumpe
DE102004016724A1 (de) * 2004-04-05 2005-10-27 Siemens Ag Verfahren zum Überwachen einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
WO2005098227A1 (en) 2004-04-09 2005-10-20 Ufi Filters S.P.A. Device for indicating fuel filter clogging in internal combustion engines, particularly diesel engines
DE102004049747A1 (de) * 2004-10-12 2006-04-13 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffeinspritzanlage insbesondere eines Kraftfahrzeugs

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112011103200B4 (de) 2010-09-23 2023-06-07 Cummins Intellectual Property, Inc. Kraftstoffförderpumpensystem und -Verfahren mit variablem Fluss
CN113250870A (zh) * 2020-02-13 2021-08-13 罗伯特·博世有限公司 探测车辆的燃料过滤器中的堵塞的方法

Also Published As

Publication number Publication date
FR2921566B1 (fr) 2010-02-26
FR2921566A1 (fr) 2009-04-03

Similar Documents

Publication Publication Date Title
EP1141537B1 (de) Brennstofffilterverschmutzungsmessung eines brennstoffversorgungssytems einer brennkraftmaschine
EP1866537B1 (de) Verfahren zur unterstützung des anlassens eines kraftfahrzeugs und entsprechende vorrichtung
EP2761151B1 (de) DIAGNOSEVERFAHREN UND SYSTEM FÜR EINe Brennkraftmaschine zweistufiger Aufladung
FR2739331A1 (fr) Procede et dispositif pour commander le groupe d'entrainement d'un vehicule automobile
FR2782538A1 (fr) Procede de verification du fonctionnement d'un turbocompresseur de suralimentation a gaz d'echappement ayant une geometrie de turbine variable
FR2878576A1 (fr) Procede et dispositif d'excitation de variation de pression dans un systeme d'alimentation en carburant d'un moteur a combustion interne
EP2935828B1 (de) Diagnoseverfahren für aufgeladenen motor und zugehöriger motor
FR2850432A1 (fr) Procede de fonctionnement d'un moteur a combustion interne
EP2042222A1 (de) Vorrichtung und Verfahren zur Erkennung der Verschmutzung eines Kraftstofffilters eines Kraftstoffzufuhrssystems eines Verbrennungsmotors
EP3332108B1 (de) Verfahren zur steuerung des drucks und eines mischungsverhältnisses eines raketentriebwerks und entsprechende vorrichtung
EP3201443B1 (de) Fahrzeugverbrennungsmotor mit verbesserter gemischstärkeregelung
EP2240676B1 (de) Verfahren zur erkennung von stromimpulsen und zur verwaltung des betriebs eines motors
EP1903203B1 (de) Vorrichtung und Verfahren zur Feststellung einer Panne in einem Luftaufladungssystem eines Motors
WO2009019345A1 (fr) Procede et dispositif pour diagnostiquer une fuite d'injecteur dans un moteur a combustion interne
EP1760295B1 (de) Regelvorrichtung für eine Diesel-Brennkraftmaschine mit Abgasrückführung
EP2721308B1 (de) Hydraulischer prüfstand, z.b für ein flugzeug in wartungsphase
EP2655838B1 (de) System und verfahren zur steuerung eines verbrennungsmotors für ein kraftfahrzeug auf dem transportweg
FR2842869A1 (fr) Procede permettant d'adapter un modele de distance de reglage pour un organe de reglage de turbocompresseur a gaz d'echappement
EP1693559B1 (de) Steuerungssystem zum Betreiben eines Dieselmotors mit Abgasrückführung
FR2857913A1 (fr) Procede et dispositif de commande d'un moteur de vehicule
FR2837527A1 (fr) Procede et ensemble de reglage de pression d'un moteur suralimente
WO2012013881A1 (fr) Procede de diagnostic d'un dysfonctionnement de la suralimentation d'un moteur a combustion interne
FR2887587A1 (fr) Procede de gestion d'une installation d'entrainement comportant un moteur a combustion
WO2024061701A1 (fr) Procede de determination d'un debit de fluide dans un systeme de motorisation de vehicule
EP2811140A1 (de) System und Verfahren zur Bestimmung des Massenanteils von frischem Gas im Ansaugrohr eines Kraftfahrzeug-Verbrennungsmotors

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA MK RS

17P Request for examination filed

Effective date: 20090930

17Q First examination report despatched

Effective date: 20091028

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20170713