EP2432983A1 - Fehlerlokalisation in einem kraftstoff-einspritzsystem - Google Patents
Fehlerlokalisation in einem kraftstoff-einspritzsystemInfo
- Publication number
- EP2432983A1 EP2432983A1 EP10715832A EP10715832A EP2432983A1 EP 2432983 A1 EP2432983 A1 EP 2432983A1 EP 10715832 A EP10715832 A EP 10715832A EP 10715832 A EP10715832 A EP 10715832A EP 2432983 A1 EP2432983 A1 EP 2432983A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- pressure pump
- high pressure
- low
- test
- 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
Links
Classifications
-
- 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
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
- F02M65/003—Measuring variation of fuel pressure in high pressure line
-
- 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
- F02D41/30—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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
-
- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/0265—Pumps feeding common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
-
- 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
- F02D41/02—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
-
- 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
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
Definitions
- the invention relates to a fault localization method for a fuel
- system fault codes are stored in a fault memory.
- system error codes do not accurately refer to a defective component; rather, several components may be responsible for the occurrence of the respective error code. Therefore, despite the stored system error codes, it is costly to identify the causative component to replace or repair it.
- the method includes measuring at least one
- Pressure in the injection system and the features include the deviation of a measured pressure from a predetermined setpoint. By determining the deviation of measured pressures from predetermined setpoint values, an error in the injection system can be identified particularly effectively.
- the method includes a low pressure test including the steps of: turning on the low pressure pump with the high pressure pump off; Measuring the pressure generated by the low pressure pump over time; Switching off the low-pressure pump; Measuring the pressure dropping over the time after switching off the low-pressure pump.
- the engine is operated solely with the low pressure generated by the low pressure pump.
- the test can only be performed on a gasoline engine, but not on a diesel engine, since with a diesel engine the injectors would not open at low pressure and the engine would therefore not run.
- the stationary pressure in full load operation of the low pressure electric fuel pump is the stationary pressure in full load operation of the low pressure electric fuel pump.
- the measured pressure should be within the specified tolerance of a pressure regulator or
- ⁇ -pressures pressure differences
- the gradients ie, the slope
- ⁇ -pressures the gradients
- the measurement and evaluation of ⁇ - Pressures and gradients make it possible to detect throttling problems in the low pressure circuit or fuel pump delivery problems as well as low pressure leaks in the fuel circuit. It has proved to be particularly advantageous to calculate the gradients by the determination of ⁇ -pressures and the measurement of the time to reach the ⁇ -pressures.
- An embodiment of a method according to the invention includes a high pressure test comprising the steps of: turning on the low pressure pump; Operating the high pressure pump at full power; Measuring the pressure generated by the high pressure pump over time.
- the high-pressure pump is switched off when a pressure drop occurs by opening a pressure limiting valve provided in the injection system or when a predetermined maximum pressure is reached.
- the pump should build up a pressure to the level of the opening pressure of the pressure limiting valve, so that the pressure is mechanically limited to the opening pressure of the pressure relief valve.
- the pressure can be measured with a high-pressure sensor.
- the pressure relief valve should only be activated very briefly, d. This means that full-load operation of the high-pressure fuel pump should be stopped immediately when opening the high-pressure valve. This method is not feasible in diesel engines in this form, since in the passenger compartment for diesel engines usually no pressure relief valve is provided.
- Possible measured values that are used for the evaluation are the absolute pressure at which the pressure relief valve opens, as well as the rise time or the pressure gradient during pressure build-up.
- An embodiment of the method according to the invention also includes an evaluation which has the following steps: determinations of deviations of the measured pressures from predetermined desired values; Identifying an error of the injection system by comparing the determined deviations with predetermined deviation patterns, each deviation pattern associated with an error of the injection system. By comparing measured pressures of predetermined target values and comparing the deviations with predetermined deviation patterns, errors can be determined particularly effectively.
- the method additionally includes determining the temporal gradient of at least one of the measured pressures and its deviation from a predetermined desired value.
- the analysis of temporal gradients of the pressures enables an even more effective and reliable error localization.
- the low-pressure pump is driven periodically during the low-pressure test.
- the pressure build-up times are so low, in particular with small injection quantities, that the pressure build-up times are close to the sampling rate of the signal of the pressure sensor.
- a gradient determination can be realized by a pulsed control of the low-pressure pump.
- the low-pressure pump is fully activated only for a very short time and then deactivated again for a certain time. The periodic control of the low-pressure pump causes a delayed pressure build-up.
- the method additionally includes a shutdown test comprising the steps of: operating the engine at a high pressure in the injection system; Stopping the engine; Measuring the pressure curve after the
- Measurement criteria here are the absolute shutdown pressure achieved, as well as the pressure gradient and the pressure difference to the initial value after a certain shutdown time.
- the method additionally includes a high pressure setpoint jump test comprising the steps of: operating the low power high pressure pump; abruptly increasing the high pressure by briefly operating the high pressure pump at full power; Measuring the final pressure reached and the pressure curve; Measuring the exhaust lambda before and after the pressure increase.
- the exhaust lambda is evaluated before and after the pressure increase. Due to the pressure-dependent calculation of the injection pressure and the strong non-linearity in the pressure-dependent correction of the injection quantity, an offset error of the sensor at low pressures has a very strong effect on the calculated injection quantity and thus also on the exhaust lambda that is being established. At high pressures close to the nominal pressure, an equally large offset has only a very small effect on the calculation of the injection quantity and thus only very little on the injection time calculation. This makes it possible to conclude from a lambda deviation at a desired pressure jump on a pressure sensor error.
- the determination of the exhaust gas lambda can take place either directly by measuring with an external lambda probe without control or alternatively also by evaluating the control intervention of the existing lambda control.
- the pressure is increased from a value of, for example, less than 25 bar to a value of, for example, more than 100 bar.
- the pressure is increased from a value of 20 bar to a value of 150 bar.
- the method additionally includes a pilot control test comprising the steps of: setting various drive values of the high pressure pump; By measuring the absolute final pressures at steady-state, i. E., Absolute pressure at each trigger value in the injection system. stationary system for each control value and / or an evaluation of the pressure differences ( ⁇ -pressure evaluation), the effectiveness and reliability of the method can be further improved.
- a pilot control test comprising the steps of: setting various drive values of the high pressure pump; By measuring the absolute final pressures at steady-state, i. E., Absolute pressure at each trigger value in the injection system. stationary system for each control value and / or an evaluation of the pressure differences ( ⁇ -pressure evaluation), the effectiveness and reliability of the method can be further improved.
- Figure 1 shows a schematic representation of a fuel injection system to which the inventive method is applicable.
- FIG. 2 shows by way of example in a matrix representation the allocation of different deviation patterns to errors of the injection system.
- the fuel system shown in Figure 1 has a fuel tank 2 and a low-pressure pump 4 for conveying fuel from the fuel tank 2 in a fuel line 5.
- a low-pressure limiting valve 6 is connected to the pressure in the fuel line 5 to a NEN Limit value.
- Fuel filter 8 is provided to prevent the ingress of foreign bodies and contaminants in the high pressure region of the injection system.
- low pressure sensor may be provided to measure the pressure generated by the low-pressure pump 4.
- the high-pressure pump 12 From the fuel line 5, the fuel of a high-pressure pump 12 is supplied.
- the high-pressure pump 12 has a quantity control valve 10, a pressure limiting valve 14, a check valve 16 and a piston chamber 13 with a high-pressure piston 1 1 arranged movably in it.
- the desired high fuel injection pressure is generated in the piston chamber 13 by the high-pressure piston 1 1.
- Piston space 13 prevents, and a high-pressure rail 18 a number of injectors 22 supplied.
- a high pressure sensor 20 is provided to measure the high, generated by the high pressure pump 12 fuel injection pressure.
- a pressure limiting valve 14 is connected in order to limit the fuel injection pressure to a predetermined, adjustable at the pressure limiting valve 14, maximum value.
- FIG. 2 shows by way of example a matrix for the assignment of different deviation patterns to different, for example listed, errors of the fuel injection system.
- the exemplary features M1 to M8 relate to measured values from the high pressure test
- the features M9 to M14 relate to features from the low pressure test.
- additional features (M15 to M17) from additional, optional tests can be taken into account. It will be apparent to those skilled in the art that the inventive method is not limited to the 17 features and 9 errors shown in the table. Rather, depending on the needs and future development of test methods that provide additional features or identify additional errors, errors and / or features may be added or omitted.
- Each error, ie, each row in the table is associated with a combination of deviations of the measured values from the predetermined target values. This assignment is not necessarily unambiguous, ie that two errors can be assigned an identical feature combination, ie an equal deviation pattern. In such a case additional tests are required to distinguish between the possible errors with the same deviation pattern.
- High pressure leak (line 6) can be distinguished. If such a distinction is desired or required, an additional test is required which generates a further feature, such as the exemplary feature M16 shown in FIG. 2, which differs for the two possible errors.
- the evaluation can, for example, be carried out via an evaluation matrix in which all features and errors are linked to one another.
- the test may be different than a diesel test at any one Speed can be performed. This makes it possible that the test is usefully carried out only at a single speed.
- the idling is particularly well suited for the diagnosis, since there the high-pressure pump delivers the lowest flow rates (The flow rate is directly proportional to the engine speed.) And thus give maximum response times for the pressure jumps. Since the acquisition of the measurement signals in the control unit takes place in a fixed time grid, long reaction times can be better evaluated. It is possible to perform the test completely at a fixed speed (preferably idling).
- the test presented here is extended to the entire fuel system for gasoline engines. This means that both the high and low pressure systems are checked and diagnosed.
- the engine should be warm.
- the temperature in the engine compartment should not be too high. Here it is particularly useful to open the hood and also fully control the engine fan to achieve a lower and constant temperature in the fuel system. If the temperature of the fuel rail in the engine compartment is significantly higher than the fuel temperature in the tank, the results are negatively affected.
- the injection quantity should not be too low. If the injection quantity is too low, it is possible that, due to the small quantity tolerance of the high-pressure injection valves used in gasoline systems, a significant lambda deviation occurs without error even in the nominal case. Thus, the evaluation of the lambda deviation in the high-pressure jumps is not robust enough for a diagnostic evaluation.
- the engine load and thus the fuel quantity requirement must be increased. This is achieved by a load connection.
- the activation of the motor fan is particularly suitable. Further load connection options are, for example, the connection of a torque reserve and the activation of the ventilation including air conditioning compressor. The higher the engine load, the lower the injector tolerances.
- the low-pressure system should be driven to a constant pre-control value in order to minimize the influences from the low-pressure system.
- the pressure build-up time depends directly on the speed.
- the pressure signal with a certain sampling rate is available
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE200910003236 DE102009003236A1 (de) | 2009-05-19 | 2009-05-19 | Fehlerlokalisation in einem Kraftstoff-Einspritzsystem |
PCT/EP2010/055531 WO2010133424A1 (de) | 2009-05-19 | 2010-04-26 | Fehlerlokalisation in einem kraftstoff-einspritzsystem |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2432983A1 true EP2432983A1 (de) | 2012-03-28 |
EP2432983B1 EP2432983B1 (de) | 2013-09-25 |
Family
ID=42334064
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10715832.1A Active EP2432983B1 (de) | 2009-05-19 | 2010-04-26 | Fehlerlokalisation in einem kraftstoff-einspritzsystem |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP2432983B1 (de) |
CN (1) | CN102428264B (de) |
DE (1) | DE102009003236A1 (de) |
ES (1) | ES2432163T3 (de) |
WO (1) | WO2010133424A1 (de) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10337439B2 (en) | 2015-08-18 | 2019-07-02 | Cpt Group Gmbh | Control method for controlling a fuel injection system, and fuel injection system |
US10662889B2 (en) | 2015-08-18 | 2020-05-26 | Vitesco Technologies GmbH | Control method for controlling an injector valve in a fuel injection system, and fuel injection system |
US10781766B2 (en) | 2015-08-18 | 2020-09-22 | Vitesco Technologies GmbH | Operating method for operating a fuel injection system and fuel injection system |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102010027677B4 (de) * | 2010-07-20 | 2013-07-11 | Continental Automotive Gmbh | Verfahren zur Erkennung eines Fehlverhaltens im Niederdrucksystem eines elektronisch geregelten Kraftstoffeinspritzsystems eines Verbrennungsmotors durch Evaluierung eines stimulierten Druckverhaltens |
DE102011079519A1 (de) | 2011-07-21 | 2013-01-24 | Robert Bosch Gmbh | Verfahren zur Diagnose einer Kraftstoffversorgungseinrichtung |
DE102013017420B3 (de) * | 2013-10-19 | 2015-02-19 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Verfahren zur Diagnose eines Kraftstoffdrucksensors beim Betrieb einer Brennkraftmaschine |
DE102014217443A1 (de) * | 2014-09-01 | 2016-03-03 | Robert Bosch Gmbh | Prüfablauf für Hochdruckpumpen |
CN104481715B (zh) * | 2014-12-03 | 2017-01-25 | 中国第一汽车股份有限公司无锡油泵油嘴研究所 | 高压燃油泵故障检测方法 |
DE102015214780A1 (de) * | 2015-08-03 | 2017-02-09 | Continental Automotive Gmbh | Verfahren zur Erkennung fehlerhafter Komponenten eines Kraftstoffeinspritzsystems |
FR3043141B1 (fr) * | 2015-10-29 | 2017-11-03 | Continental Automotive France | Procede de verification de la fonctionnalite d'un systeme d'alimentation en carburant haute pression d'un moteur a combustion interne |
FR3074851B1 (fr) * | 2017-12-08 | 2021-09-10 | Continental Automotive France | Procede d'alerte en vue d'une maintenance predictive d'une pompe haute pression dans un moteur a combustion interne |
CN111058984B (zh) * | 2019-11-20 | 2021-04-30 | 中国人民武装警察部队工程大学 | 一种基于关联有向图的燃油供给系统测试性建模方法 |
SE545441C2 (en) * | 2021-05-27 | 2023-09-12 | Scania Cv Ab | Method and Control Arrangement for Determining a Condition of a Fuel Pump of a Fuel System of a Vehicle |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19513158A1 (de) * | 1995-04-07 | 1996-10-10 | Bosch Gmbh Robert | Einrichtung zur Erkennung eines Lecks in einem Kraftstoffversorgungssystem |
DE19727794C1 (de) * | 1997-06-30 | 1999-01-28 | Siemens Ag | Verfahren zum Überprüfen einer Kraftstoffversorgung |
JP3680515B2 (ja) * | 1997-08-28 | 2005-08-10 | 日産自動車株式会社 | 内燃機関の燃料系診断装置 |
JP3884577B2 (ja) * | 1998-08-31 | 2007-02-21 | 株式会社日立製作所 | 内燃機関の制御装置 |
DE10303443B3 (de) * | 2003-01-29 | 2004-10-21 | Siemens Ag | Verfahren zur Prüfung eines Kraftstoffhochdrucksystems |
US7111605B2 (en) * | 2003-07-11 | 2006-09-26 | Cummins, Inc. | System for modifying fuel pressure in a high-pressure fuel injection system for fuel system leakage testing |
DE102004005851B4 (de) * | 2004-02-06 | 2012-08-23 | Audi Ag | Vorrichtung und Verfahren zum Überwachen einer Kraftstofffördervorrichtung |
JP4462287B2 (ja) * | 2007-04-23 | 2010-05-12 | 株式会社デンソー | 内燃機関の異常診断装置及び内燃機関の制御システム |
-
2009
- 2009-05-19 DE DE200910003236 patent/DE102009003236A1/de not_active Withdrawn
-
2010
- 2010-04-26 CN CN201080021889.1A patent/CN102428264B/zh active Active
- 2010-04-26 EP EP10715832.1A patent/EP2432983B1/de active Active
- 2010-04-26 ES ES10715832T patent/ES2432163T3/es active Active
- 2010-04-26 WO PCT/EP2010/055531 patent/WO2010133424A1/de active Application Filing
Non-Patent Citations (1)
Title |
---|
See references of WO2010133424A1 * |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10337439B2 (en) | 2015-08-18 | 2019-07-02 | Cpt Group Gmbh | Control method for controlling a fuel injection system, and fuel injection system |
US10662889B2 (en) | 2015-08-18 | 2020-05-26 | Vitesco Technologies GmbH | Control method for controlling an injector valve in a fuel injection system, and fuel injection system |
US10781766B2 (en) | 2015-08-18 | 2020-09-22 | Vitesco Technologies GmbH | Operating method for operating a fuel injection system and fuel injection system |
Also Published As
Publication number | Publication date |
---|---|
CN102428264A (zh) | 2012-04-25 |
CN102428264B (zh) | 2014-08-20 |
WO2010133424A1 (de) | 2010-11-25 |
DE102009003236A1 (de) | 2010-11-25 |
EP2432983B1 (de) | 2013-09-25 |
ES2432163T3 (es) | 2013-12-02 |
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