EP2705236B1 - Procédé de surveillance d'une soupape de regulation de pression - Google Patents

Procédé de surveillance d'une soupape de regulation de pression Download PDF

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Publication number
EP2705236B1
EP2705236B1 EP12715854.1A EP12715854A EP2705236B1 EP 2705236 B1 EP2705236 B1 EP 2705236B1 EP 12715854 A EP12715854 A EP 12715854A EP 2705236 B1 EP2705236 B1 EP 2705236B1
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EP
European Patent Office
Prior art keywords
pressure
rail
rail pressure
limiting valve
internal combustion
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.)
Active
Application number
EP12715854.1A
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German (de)
English (en)
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EP2705236A1 (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
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MTU Friedrichshafen GmbH
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Publication of EP2705236A1 publication Critical patent/EP2705236A1/fr
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    • 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, via which fuel is derived from the rail of a common rail system in the fuel tank, is changed in recognizing a defective rail pressure sensor from rail pressure control mode in an emergency operation, wherein in emergency mode Rail pressure is gradually increased until the response of the pressure relief valve.
  • the passive pressure relief valve is monitored for opening.
  • An open pressure relief valve is detected after a load shedding because the rail pressure exceeds a limit value, subsequently again a stationary state of the internal combustion engine is detected and, in addition, a characteristic variable of the rail pressure control loop deviates significantly from a reference value.
  • 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.
  • the DE 10 2006 040 441 B3 describes a method for monitoring a passive pressure relief 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 it is then checked whether the rail pressure, despite a temporary loading of the suction throttle in the closing direction, a second, even higher limit, for example, 1920 bar, exceeds. If both limits have been exceeded, 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 to recognize an open pressure relief valve in a generic common rail system even in case of failure of the rail pressure sensor.
  • 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. Since there is no information about the rail pressure in the event of a defective rail pressure sensor, 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 simple parameterization and implementation of the method is advantageous.
  • 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. After expiration of the first time limit, a yellow alarm is initiated to alert the operator. After expiration of the second time limit then a red alarm is initiated as a recommendation to replace the pressure relief valve. If the operator stops the engine, the current opening time is saved. Becomes Thereafter, after starting the internal combustion engine an open pressure relief valve again detected, the stored opening time is counted and monitored for exceeding the first and second time limit.
  • the FIG. 1 shows a system diagram of an electronically controlled internal combustion engine 1 with a common rail system.
  • the common rail system comprises the following mechanical components: a low-pressure pump 3 for conveying fuel from a fuel tank 2, a variable intake throttle 4 for influencing the fuel volume flow flowing through it, a high-pressure pump 5 for conveying the fuel with 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). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic control unit 10 from the input variables, the output variables.
  • 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 ON.
  • the further sensor signals are combined, for example the charge air pressure of an exhaust gas turbocharger.
  • FIG. 1 are shown as output variables of the electronic control unit 10 is a signal PWM for controlling the suction throttle 4, a signal ve for controlling the injectors 7 (start of injection / injection end) and an output variable OFF.
  • 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.
  • the 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 desired rail pressure pCR (SL), a target consumption VVb, the engine speed nMOT, a signal SD as a marking of a defective rail pressure sensor and a quantity 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 VVb is added to a summation point B.
  • the target consumption VVb is calculated as a function of a desired injection quantity and the engine speed.
  • the result of the addition at the summation point B corresponds to an unlimited volumetric flow Vu, which has a Limit 15 is limited depending on the engine speed nMOT.
  • the output of the limit 15 corresponds to a desired 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. Thus, 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 mode is always within this pressure range, a stable operating condition with a uniform engine performance is guaranteed.
  • the FIG. 3 shows in a timing diagram an opening operation of the pressure relief valve with monitoring of the opening time. Over time, the following are shown: the rail pressure pCR, the process variable SD for marking a defective rail pressure sensor, a process variable SDL for marking the intake throttle flow, a signal START engine start, a process variable DBV as a state identifier of the pressure relief valve, a process variable D1 for the yellow alarm, a Process variable D2 for the red alarm, a process variable engine is Mst 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.
  • the pressure relief valve is selectively opened, for example, by setting the solistrom of the suction throttle 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 idle speed, d. H. the internal combustion 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 tLi1 is reached.
  • the second time limit tLi2 is reached.
  • the current opening time is stored when the engine standstill is detected. If, after a restart of the internal combustion engine, an open pressure limiting valve is detected again at a later time, the stored opening time is counted further and monitored for limit violation. By this measure, the safety is increased by a pressure relief valve is detected with unwanted leakage.
  • the FIG. 4 shows a method in which the number of opening operations is monitored in addition to the opening time of the pressure relief valve.
  • the system and rail pressure sensor are error free.
  • two events are combined.
  • a defective rail pressure sensor is detected, ie the variable SD is set to the value 1.
  • SDL the suction throttle in the opening direction applied.
  • the start phase is completed.
  • the process variable START is reset.
  • the pressure relief valve is set as open.
  • the starting phase of the internal combustion engine is displayed again by setting the variable START to the value 1.
  • the internal combustion engine is repeatedly started and stopped again in the event of a further defective rail pressure sensor.
  • the pressure relief valve has opened nGELB times.
  • the variable D1 is consequently set to the value 1.
  • the pressure relief valve has opened nROT times.
  • the reset signal is now activated, the signal RS assumes the value 1. As a result both alarms are reset, ie the variables D1 and D2 are reset to the value 0. At the same time, the variable Z is reset to the value 0, so that the counting process can start again from the beginning.
  • FIG. 5 shows a program flowchart for monitoring the pressure relief valve in case of a defect of 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 flag 3 is always set when the pressure relief valve is set as open.
  • FIG. 6 is the subroutine UP shown, over which the counter Z is checked.
  • the counter Z is incremented whenever an open pressure relief valve is detected.
  • nGELB a predeterminable number
  • query result S1 yes, at S2 the yellow alarm is initiated to warn the operator.
  • nROT a predeterminable number
  • a red alarm is initiated at S4. The red alarm indicates to the operator that the pressure relief valve should be replaced. After that, the subroutine is finished, it is in the main program of FIG. 5 returned and continued there at S5 the main program.

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  • 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)

Claims (7)

  1. Procédé de surveillance d'une soupape de limitation de pression passive (11), par le biais de laquelle du carburant est dévié de la rampe (6) d'un système à rampe commune dans le réservoir de carburant (2), dans lequel, lorsqu'un capteur de pression de rampe (9) est reconnu comme étant défectueux, le mode de régulation de la pression de rampe passe à un mode de secours, la pression de rampe, en mode de secours, étant augmentée progressivement jusqu'à ce que la soupape de limitation de pression (11) réagisse, dans lequel, en mode de secours, la soupape de limitation de pression (11) est configurée comme étant ouverte lorsqu'en outre la phase de démarrage du moteur à combustion interne est reconnue comme étant terminée, et dans lequel en complément la durée d'ouverture de la soupape de limitation de la pression (11) est surveillée.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la durée d'ouverture est surveillée, avec la configuration d'une soupape de limitation de pression ouverte (11), en fixant une première limite temporelle (tLi1) et une deuxième limite temporelle (tLi2) pour le mode de fonctionnement poursuivi, en déclenchant une alarme jaune à la fin de la première limite temporelle (tLi1) pour avertir l'utilisateur et en déclenchant une alarme rouge à la fin de la deuxième limite temporelle (tLi2) à titre de recommandation de remplacement de la soupape de limitation de pression (11).
  3. Procédé selon la revendication 2,
    caractérisé en ce que
    la durée d'ouverture actuelle après l'arrêt du moteur à combustion interne (1) est mémorisée et est incrémentée après un redémarrage du moteur à combustion interne (1).
  4. Procédé selon la revendication 3,
    caractérisé en ce
    qu'après un redémarrage du moteur à combustion interne (1), la durée d'ouverture mémorisée est fixée comme déterminante pour le déclenchement de l'alarme jaune et de l'alarme rouge si la soupape de limitation de pression (11) est à nouveau reconnue comme étant ouverte.
  5. Procédé selon la revendication 1,
    caractérisé en ce que
    outre la surveillance de la durée d'ouverture, la fréquence des opérations d'ouverture est également détectée.
  6. Procédé selon la revendication 5,
    caractérisé en ce que
    dans le cas d'un premier nombre (nGELB) d'opérations d'ouverture, l'alarme jaune est déclenchée et dans le cas d'un deuxième nombre (nROT) d'opérations d'ouverture, l'alarme rouge est déclenchée.
  7. Procédé selon la revendication 1,
    caractérisé en ce
    qu'en mode de fonctionnement normal, la pression de rampe est régulée par le biais d'un étranglement d'admission (4) du côté basse pression en tant que premier organe de commande de pression dans un circuit de régulation de pression de rampe et en mode de secours, l'étranglement d'admission est amené dans un état complètement ouvert.
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 EP2705236A1 (fr) 2014-03-12
EP2705236B1 true EP2705236B1 (fr) 2015-04-01

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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)

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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
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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
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Also Published As

Publication number Publication date
DE102011100189A1 (de) 2012-11-08
CN103732891B (zh) 2016-08-17
KR101791532B1 (ko) 2017-10-30
US9458786B2 (en) 2016-10-04
WO2012150003A1 (fr) 2012-11-08
US20140109876A1 (en) 2014-04-24
EP2705236A1 (fr) 2014-03-12
CN103732891A (zh) 2014-04-16
KR20140028050A (ko) 2014-03-07

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