EP2705236A1 - Procédé de surveillance d'une soupape de régulation de pression passive - Google Patents

Procédé de surveillance d'une soupape de régulation de pression passive

Info

Publication number
EP2705236A1
EP2705236A1 EP12715854.1A EP12715854A EP2705236A1 EP 2705236 A1 EP2705236 A1 EP 2705236A1 EP 12715854 A EP12715854 A EP 12715854A EP 2705236 A1 EP2705236 A1 EP 2705236A1
Authority
EP
European Patent Office
Prior art keywords
pressure
rail
relief valve
pressure relief
rail 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
EP12715854.1A
Other languages
German (de)
English (en)
Other versions
EP2705236B1 (fr
Inventor
Armin DÖLKER
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP2705236A1 publication Critical patent/EP2705236A1/fr
Application granted granted Critical
Publication of EP2705236B1 publication Critical patent/EP2705236B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02D41/22—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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves

Definitions

  • the invention relates to a method for monitoring a passive
  • Pressure relief valve monitored for open. An open one
  • Pressure relief valve is detected after a load shedding because the rail pressure exceeds a limit, subsequently a stationary state of the
  • the characteristic variable of the rail pressure control loop is understood to mean the I component of the rail pressure regulator or, for example, a PWM signal for controlling the suction throttle.
  • a functional rail pressure sensor is absolutely necessary.
  • DE 10 2006 040 441 B3 also describes a method for monitoring a passive pressure limiting valve after a load shedding.
  • a first step it is checked whether the rail pressure, starting from a stationary rail pressure, for example 1800 bar, has exceeded a first, higher limit value, for example 1850 bar.
  • a second step is then checked whether the rail pressure, despite a temporary rail pressure
  • a second, even higher limit for example, 1920 bar
  • the pressure limiting valve is set as open. Due to the dispersion of the pressure relief valves, however, the case may occur in practice that the Pressure relief valve is recognized by the evaluation program as open, but in fact this is still closed. The consequence is an operator error alarm and an erroneous follow-up action.
  • a functional rail pressure sensor is also essential in this process.
  • the invention is based on the object, in a generic common Railsystem even if the rail pressure sensor fails an open
  • the method consists in switching from control to emergency operation upon detection of a defective rail pressure sensor, wherein in the emergency mode the rail pressure is increased successively until the response of the pressure limiting valve.
  • the pressure limiting valve is then set as open if, in addition, the starting phase of the internal combustion engine is recognized to have ended after the change to emergency operation. After the pressure relief valve has been set open, its opening duration is monitored.
  • the invention is therefore based on the finding that the operating time with the pressure relief valve open is decisive for the assessment of whether the pressure relief valve is still tight after a restart or already tends to leak.
  • a pressure-limiting valve with leakage causes a decreasing overall efficiency, since the fuel flows out of the rail unused into the fuel tank.
  • the opening duration of the pressure relief valve set as open is monitored by setting a first time limit and a second time limit for further operation. At the end of the first time limit, a yellow alarm will be issued to warn you
  • Detected pressure relief valve the stored opening time is counted and monitored for exceeding the first and second time limit.
  • Opening operations recorded. Thus, in a first number of opening operations, a yellow alarm will be initiated and will be on for a second number of openings
  • Pressure relief valve is still tight after a restart or already tends to leak.
  • FIG. 1 shows a system diagram
  • FIG. 2 shows a rail pressure control loop
  • FIG. 3 shows a first time diagram
  • FIG. 4 shows a second time diagram with several opening operations
  • FIG. 5 is a program flowchart
  • Figure 6 is a subroutine.
  • FIG. 1 shows a system diagram of an electronically controlled
  • the common rail system comprises the following mechanical components: a low-pressure pump 3 for
  • High-pressure pump 5 for conveying the fuel under pressure increase, a rail 6 for storing the fuel and injectors 7 for injecting the fuel into the combustion chambers of the internal combustion engine 1.
  • the common rail system can also be designed with individual memories, in which case, for example, in the injector 7 a Single memory 8 is integrated as an additional buffer volume.
  • a passive pressure relief valve 11 is provided which opens, for example, at a rail pressure of 2400 bar and abgrest the fuel from the rail 6 into the fuel tank 2 in the open state.
  • the operation of the internal combustion engine 1 is determined by an electronic control unit (ECU) 10.
  • the electronic control unit 10 includes the usual
  • Components of a microcomputer system such as a microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM).
  • EEPROM electrically erasable programmable read-only memory
  • RAM random access memory
  • Memory chips are the relevant for the operation of the internal combustion engine 1 operating data applied in maps / curves. About this calculates the
  • the electronic control unit 10 from the input variables the output variables.
  • the following input variables are shown by way of example in FIG. 1: the rail pressure pCR, which is measured by means of a rail pressure sensor 9, an engine speed nMOT, a signal FP for output specification by the operator, optionally the individual accumulator pressure pE and an input variable EIN. Under the input quantity ON, the further sensor signals are combined, for example the charge air pressure of an exhaust gas turbocharger.
  • the output variables of the electronic control unit 10 are a signal PWM for controlling the suction throttle 4, a signal ve for controlling the injectors 7
  • the output variable OFF is representative of the further control signals for controlling and regulating the internal combustion engine 1, for example for a control signal for activating a second exhaust gas turbocharger in a register charging.
  • FIG. 2 shows a rail pressure control circuit 12 for regulating the rail pressure pCR.
  • the input variables of the rail pressure control circuit 12 are: a target rail pressure pCR (SL), a target consumption Wb, the engine speed nMOT, a signal SD as a marking of a defective rail pressure sensor and a variable E1.
  • the size E1 includes, for example, the basic PWM frequency, the battery voltage and the ohmic resistance of the intake throttle coil with supply line, which are included in the calculation of the PWM signal.
  • the output of the rail pressure control circuit 12 is the raw value of the rail pressure pCR. From the raw value of the rail pressure pCR, the actual rail pressure pCR (IST) is calculated by means of a filter 13.
  • a pressure regulator 14 calculates its control variable, which corresponds to a regulator volume flow VR with the physical unit liters / minute.
  • the calculated nominal consumption Wb is added to a summation point B.
  • the target consumption Wb is calculated as a function of a desired injection quantity and the engine speed. The result of the addition on
  • Summation point B corresponds to an unlimited volumetric flow Vu, which via a Limit 15 is limited depending on the engine speed nMOT.
  • Output of the limit 15 corresponds to a target volume flow V (SL), which is the input variable of a pump characteristic 16.
  • the setpoint volume flow V (SL) is assigned a desired electric current i (SL).
  • the desired current i (SL) is an input variable of a function block 17.
  • the function block 17 contains the calculation of the PWM signal.
  • the output of the function block 17 corresponds to the actual volume flow V (IST), which is conveyed by the high pressure pump in the rail 6.
  • the pressure level pCR in the rail is detected by the rail pressure sensor.
  • the control loop 12 is closed.
  • the control mode switches to emergency mode.
  • emergency mode the rail pressure is increased successively until the response of the pressure relief valve.
  • the suction throttle is acted upon in the opening direction, whereby then the high-pressure pump can promote more fuel.
  • This is achieved by setting the setpoint current i (SL) as the drive signal of the suction throttle to an emergency stop value, for example zero ampere.
  • the PWM signal can be set as the drive signal of the suction throttle to a Notlaufwert, for example, zero percent.
  • the rail pressure is between the pressure value at idle, z. B. 900 bar, and the pressure value at full load, z. B. 700 bar. Since the rail pressure in emergency operation always within this
  • Pressure range is guaranteed, a stable operating condition with a uniform engine performance.
  • FIG. 3 shows in a time diagram an opening process of the
  • a process variable D1 for the yellow alarm a process variable D2 for the red alarm
  • a process variable motor Mst stands for the detection of a stationary internal combustion engine and a signal RS as a reset signal.
  • the signal SD changes from the value 0 to the value 1. With detection of a defective rail pressure sensor is switched from the control to the emergency operation.
  • the pressure relief valve is selectively opened by, for example, the setpoint current of the suction throttle is set to the value 0 amperes.
  • the high-pressure pump delivers a larger volume flow into the rail, so that the rail pressure now rises after time t1.
  • the engine speed not shown, reaches the idling speed, ie, the engine leaves the starting phase. Accordingly, the signal START changes from the value 1 to the value 0.
  • the first time limit tLi1 may be, for example, 3 operating hours and the second time limit tLi2 may be, for example, 5 operating hours.
  • the first time limit tU1 is reached.
  • the current opening time is stored when the engine standstill is detected. Will after a restart of the internal combustion engine at a later time again an open
  • FIG. 4 shows a method in which besides the opening time of the
  • the two time limits tLi1 and tLi2 are omitted in FIG. Over time are shown: the rail pressure pCR, a counter Z, the process variable SD to identify a defective rail pressure sensor, a
  • Process variable D2 for the red alarm a process variable engine stands Mst for the detection of a stationary internal combustion engine and a signal RS as
  • the variable D1 is consequently set to the value 1.
  • the pressure relief valve has opened nROT times.
  • the rail pressure sensor defect remains active because the rail pressure sensor was not replaced at the same time. This is indicated by the signal SD, which is still 1 identical.
  • the signal SD which is still 1 identical.
  • FIG. 5 shows a program flowchart for monitoring the pressure limiting valve in the event of a defect in the rail pressure sensor.
  • S1 it is checked whether a defective rail pressure sensor has been detected. If this is not the case, query result S1: no, the program branches to normal operation. Otherwise, the value of the flag 3 is queried in S2.
  • the program flowchart of FIG. 5 also takes into account the case that the rail pressure sensor fails during operation. In this case, after going through
  • the subroutine UP is shown, via which the counter Z is checked.
  • the counter Z is incremented whenever an open pressure relief valve is detected.
  • S1 is checked whether the counter Z is greater than / equal to a predetermined number nGELB, for example, 30. If this is not the case, then continue with S3. Otherwise, query result S1: yes, becomes at
  • the yellow alarm is initiated to alert the operator. Subsequently, it is checked at S3 whether the counter Z is greater than / equal to a predeterminable number nROT, for example 50. If this is not the case, then the subroutine is ended. On the other hand, if the counter is greater than or equal to nROT, a red alarm is initiated at S4. The red alarm indicates to the operator that the pressure relief valve should be replaced. Thereafter, the subroutine is finished, it is returned to the main program of Figure 5 and there continued at S5 the main program.
  • nROT a predeterminable number
  • ECU electronice control unit

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention porte sur un procédé pour surveiller une soupape de limitation de pression passive (11) par laquelle un carburant est dévié de la rampe (6) d'un système à rampe commune vers le réservoir de carburant (2), la soupape passant de la régulation de pression de la rampe au mode de secours en réponse à la détection d'une défaillance du capteur de pression (9) de la rampe, la pression de la rampe étant augmentée par pas successifs dans le mode de secours jusqu'à ce que la soupape de limitation de pression (11) réponde, la soupape de limitation de pression (11) étant ensuite mise à l'état ouvert dans le monde de secours lorsque, de plus, la phase de démarrage du moteur à combustion interne est reconnue comme terminée, et la durée d'ouverture de la soupape de limitation de pression (11) étant surveillée en complément.
EP12715854.1A 2011-05-02 2012-04-19 Procédé de surveillance d'une soupape de regulation de pression Active EP2705236B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011100189A DE102011100189A1 (de) 2011-05-02 2011-05-02 Verfahren zur Übenwachung eines passiven Druckbegrenzungsventils
PCT/EP2012/001694 WO2012150003A1 (fr) 2011-05-02 2012-04-19 Procédé de surveillance d'une soupape de régulation de pression passive

Publications (2)

Publication Number Publication Date
EP2705236A1 true EP2705236A1 (fr) 2014-03-12
EP2705236B1 EP2705236B1 (fr) 2015-04-01

Family

ID=45998241

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12715854.1A Active EP2705236B1 (fr) 2011-05-02 2012-04-19 Procédé de surveillance d'une soupape de regulation de pression

Country Status (6)

Country Link
US (1) US9458786B2 (fr)
EP (1) EP2705236B1 (fr)
KR (1) KR101791532B1 (fr)
CN (1) CN103732891B (fr)
DE (1) DE102011100189A1 (fr)
WO (1) WO2012150003A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012019457B3 (de) * 2012-10-04 2014-03-20 Mtu Friedrichshafen Gmbh Verfahren zur Raildruckregelung einer Brennkraftmaschine
CN106704011B (zh) * 2016-12-14 2019-05-10 中国第一汽车股份有限公司 轨压传感器故障模式下轨压控制优化的方法
DE102017005537A1 (de) * 2017-06-10 2018-12-13 Mtu Friedrichshafen Gmbh Kraftstoffeinspritzsystem und Verfahren zur Ausführung damit
US10711726B2 (en) * 2017-11-03 2020-07-14 Caterpillar Inc. Fuel delivery system
KR102586912B1 (ko) * 2018-03-22 2023-10-10 현대자동차주식회사 차량의 시동 꺼짐 방지 방법 및 방지 장치
CN109322757B (zh) * 2018-10-30 2021-06-18 潍柴动力股份有限公司 柴油机起动过程中轨压模拟方法及装置
CN111365137B (zh) * 2020-03-27 2022-08-19 潍柴重机股份有限公司 一种高压油管燃油泄漏报警装置及报警方法

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US4836974A (en) * 1986-11-24 1989-06-06 Westinghouse Electric Corp. Variable linear motion cycle monitoring device
DE19626689C1 (de) 1996-07-03 1997-11-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung eines Einspritzsystems
DE19937962A1 (de) 1999-08-11 2001-02-15 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Einspritzsystems
JP4781899B2 (ja) 2006-04-28 2011-09-28 日立オートモティブシステムズ株式会社 エンジンの燃料供給装置
DE102006040441B3 (de) 2006-08-29 2008-02-21 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen des Öffnens eines passiven Druck-Begrenzungsventils
DE102006049266B3 (de) 2006-10-19 2008-03-06 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen eines geöffneten passiven Druck-Begrenzungsventils
DE102006061558A1 (de) * 2006-12-27 2008-07-03 Robert Bosch Gmbh Kraftstoff-Fördereinrichtung für eine Brennkraftmaschine
DE102008000983A1 (de) * 2008-04-03 2009-10-08 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Kraftstoffzumesssystems
EP2116711B1 (fr) 2008-05-08 2013-01-09 Toyota Jidosha Kabushiki Kaisha Dispositif de diagnostic de défaillances et procédé de diagnostic de défaillances pour système de carburant
JP4525793B2 (ja) * 2008-05-08 2010-08-18 トヨタ自動車株式会社 燃料システムの異常診断装置および異常診断方法
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DE102009050468B4 (de) * 2009-10-23 2017-03-16 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine

Also Published As

Publication number Publication date
KR20140028050A (ko) 2014-03-07
EP2705236B1 (fr) 2015-04-01
US9458786B2 (en) 2016-10-04
WO2012150003A1 (fr) 2012-11-08
KR101791532B1 (ko) 2017-10-30
US20140109876A1 (en) 2014-04-24
CN103732891B (zh) 2016-08-17
CN103732891A (zh) 2014-04-16
DE102011100189A1 (de) 2012-11-08

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