EP2705237B1 - Procédé de commande et de régulation d'un moteur à combustion interne - Google Patents

Procédé de commande et de régulation d'un moteur à combustion interne Download PDF

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Publication number
EP2705237B1
EP2705237B1 EP12719266.4A EP12719266A EP2705237B1 EP 2705237 B1 EP2705237 B1 EP 2705237B1 EP 12719266 A EP12719266 A EP 12719266A EP 2705237 B1 EP2705237 B1 EP 2705237B1
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EP
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Prior art keywords
time
pressure
value
limit value
limit
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EP12719266.4A
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German (de)
English (en)
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EP2705237A1 (fr
Inventor
Armin DÖLKER
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Rolls Royce Solutions GmbH
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MTU Friedrichshafen GmbH
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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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/16—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor characterised by the distributor being fed from a constant pressure source, e.g. accumulator or constant pressure positive displacement pumps
    • 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
    • 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
    • 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
    • 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
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at 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
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/005—Pressure relief valves

Definitions

  • the invention relates to a method for controlling and regulating an internal combustion engine with a common rail system and with a passive pressure relief valve for discharging fuel from a rail in the fuel tank, in which the pressure relief valve is monitored according to the preamble of claim 1.
  • the DE 199 37 962 A1 describes the detection of a faulty valve between the high-pressure region and the low-pressure region, if, when a first pressure value is exceeded, the pressure does not drop as expected after a waiting time.
  • 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.
  • Characteristics of the rail pressure control loop are the I component of the rail pressure regulator and, for example, a PWM signal for controlling the suction throttle.
  • 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 increase of the drive signal for the intake throttle, 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 scattering of the pressure relief valves, however, the case may occur in practice that the pressure limiting valve is recognized as being open by the evaluation program, but in fact this is still closed. The consequence is an operator error alarm and an erroneous follow-up action.
  • a check is made as to whether the rail pressure has exceeded the second limit value and subsequently falls below a further limit value with a lower pressure level than the second limit value. If the further limit value is undershot, the rail pressure control deviation is then monitored for a predefinable time period. If this is permanently greater during the period than, for example, 20 bar, the pressure relief valve is set open as time passes. It is critical that a pressure relief valve that has been opened can be prone to leaking and cause unwanted leakage during normal operation. The leakage corresponds to that fuel volume flow, which flows via the pressure relief valve undesirable in the fuel tank.
  • the leakage in turn causes a decreasing overall efficiency, since the high-pressure pump must pump more fuel into the rail, so that the target rail pressure is reached.
  • the high-pressure pump can no longer maintain the actual rail pressure, that is, the engine power drops and the exhaust gas values deteriorate with a clearly visible turbidity.
  • the invention is based on the object, in a generic common rail system to recognize an actually open pressure relief valve beyond doubt and set a course of action for further operation.
  • the pressure limiting valve is set as open when, within a first critical time, starting from a stationary rail pressure, the rail pressure exceeds a first limit value and then falls below a second limit value.
  • the first limit is characterized by a higher pressure level than the stationary rail pressure and the second limit is characterized by a lower pressure level than the first limit.
  • the opening duration of the pressure-limiting valve is then monitored by setting an open pressure-limiting valve to set a first time limit, for example three hours, and a second time limit, for example five hours, for further operation. After the expiration of the first time limit, a yellow alarm is initiated to warn the operator and after expiration of the second time limit, a red alarm is issued as a recommendation for the exchange of the Pressure relief valve initiated.
  • the opening duration is stored with recognition of the stationary internal combustion engine. After a restart of the internal combustion engine then the stored opening period is counted further, if in normal operation, the pressure relief valve is set again as open and its opening period is monitored.
  • the simple parameterization and implementation of the method is advantageous. It only has to be measured, which maximum rail pressure is set with the pressure relief valve open. This is the case at maximum engine speed and minimum load. The second limit then needs to be slightly larger than this resulting rail pressure value.
  • the first critical time can also be easily parameterized by recording an opening operation and measuring the time from exceeding the first and falling below the second threshold. Since a pressure drop, due to a control process, z. B. in a load shedding, takes much longer, still a sufficient time reserve can be considered.
  • the simple parameterization is also particularly clear in comparison with a method in which the rail pressure gradient is evaluated. Among other things, the type of gradient calculation plays a major role here, since the maximum negative rail pressure gradient must be determined and compared with the maximum negative rail pressure gradient in controlled operation in order to obtain a criterion for detecting an open pressure relief valve.
  • a safety plus can be achieved by supplementing the single-stage process with a second stage, which is used as a further criterion in addition to the rail pressure control deviation.
  • the method consists in the fact that the pressure relief valve is set as open when, after a positively recognized first stage in the second stage within a second critical time, a rail pressure control deviation has been recognized as being continuously greater than or equal to a limit value. Therefore, the operator can be warned in time if the pressure relief valve is leaking. Of the Operators can thereby replace the pressure relief valve in good time before it comes due to a leaking pressure relief valve, a power loss of the internal combustion engine or to a deterioration of emissions or black smoke.
  • the frequency of opening operations is also recorded in addition.
  • a yellow alarm is initiated at a first number of opening operations and a red alarm is initiated at a second number of opening operations.
  • 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 target rail pressure pCR (SL), a target consumption Wb, the engine speed nMOT, 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.
  • a Summation point B of the calculated target consumption VVb added to the regulator volume flow VR.
  • the target consumption Wb 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 volume flow Vu, which is limited by a limit 15 as a function of 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.
  • FIG. 3 shows in a time chart, the single-stage method for detecting an opening operation of the pressure relief valve with monitoring of the opening time. Over time are shown: the rail pressure pCR, 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 motor Mst for a stationary internal combustion engine and a signal RS as a reset signal.
  • the rail pressure pCR reaches the first limit value pLi1.
  • a first critical time tKr1 begins, which ends at time t3. If, within the first critical time tKr1, the rail pressure pCR drops at least to a second limit value pLi2, then an open pressure limiting valve is detected. This is in FIG.
  • the first limit value pLi1 is z.
  • the second limit value pLi2 must be set so that the rail pressure pCR drops to a lower level than the second limit value pLi2 for all operating points when the pressure relief valve is open.
  • the internal combustion engine is then turned off by the operator so that a motor standstill is detected at the time t6.
  • the process variable Mst (motor stalled) changes from the value 0 to the value 1.
  • the pressure relief valve is now closed, the process variable DBV changes from the value 1 to the value 0.
  • the pressure relief valve should now be replaced with a new valve. If this has happened, the reset button is pressed at time t7, whereby the signal RS changes from the value 0 to the value 1. This resets the alarms, i. H. the two process variables D1 (yellow alarm) and D2 (red alarm) change back to the value 0. Monitoring of the pressure relief valve can now start again.
  • 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 security is increased by an undesirable leakage is prevented in normal operation due to a previously opened pressure relief valve.
  • FIG. 4 shows in a time chart, the two-stage method for detecting the 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 DBV as the state identifier of the pressure relief valve, the process variable D1 for the yellow alarm, the process variable D2 for the red alarm, the process variable engine Mst for a stationary internal combustion engine and the signal RS as the reset signal.
  • the rail pressure pCR In order to detect an open pressure limiting valve, the rail pressure pCR must again reach or fall below the second limit value pLi2 within the first critical time tKr1 after reaching the first limit value pLi1. If this is the case, the rail pressure control deviation within a second critical time tKr2 during the time dtdp must be continuously greater than or equal to a limit value dpLi. At the same time, the rail pressure must not fall below a third limit value pLi3 and must not exceed a fourth limit value pLi4 and no motor standstill must be detected. If all these conditions are met, then an open pressure relief valve is detected.
  • the process variable DBV now assumes the value 1.
  • the further procedure corresponds to the single-stage procedure of FIG. 3 that is, from time t5, the first time limit tLi1 and the second time limit tLi2 are set. After the first time limit tLi1 has elapsed, a yellow alarm is initiated. Accordingly, the value of the process variable D1 changes from 0 to 1. This is the case at time t7. At the end of the second time limit tLi2, a red alarm is initiated. Accordingly, the value of the process variable D2 changes from 0 to 1. This is the case at time t8.
  • the FIG. 5 shows a method in which the number of opening operations are monitored in addition to the opening time of the pressure relief valve.
  • both the single-stage procedure ( Fig. 3 ) as well as the two-stage process ( Fig. 4 ) be used.
  • the times (tKr1, tKr2, tLi1, tLi2, etc.) are omitted.
  • Over time are shown: the rail pressure pCR, a counter Z, the process variable DBV as a state identifier of the pressure relief valve, the process variable D1 for the yellow alarm, the process variable D2 for the red alarm, the process variable engine Mst stands for a stationary internal combustion engine and the signal RS as reset signal.
  • an open pressure limiting valve is detected after the rail pressure pCR has first exceeded the first limit value pLi1 and then has fallen below the second limit value pLi2.
  • the signal DBV changes from the value 0 to the value 1.
  • the number of opening operations are counted and stored in the counter Z. Since the first opening process is detected at the time t1, the count changes from the value 0 to the value 1.
  • the internal combustion engine is now turned off.
  • the motor standstill is detected, ie the signal Mst (motor stopped) changes from the value 0 to the value 1.
  • the signal DBV is reset.
  • the internal combustion engine is now restarted, so that at the time t3 a running internal combustion engine is detected.
  • variable D1 changes from value 0 to value 1 (time t7).
  • nD2 times for example 50 times
  • an additional red alarm is triggered at time t10.
  • the variable Mst is set to the value 1.
  • the reset RS is triggered at the time t12, as a result of which the two alarms D1 and D2 are reset to the value 0.
  • the counter Z which describes the number of opening operations, is also reset to the value 0.
  • FIG. 6 shows a program flowchart for monitoring the pressure relief valve.
  • the flag 3 is queried.
  • query result S3 yes
  • the time t1 is compared with a first critical time tKr1 at S7. This time t1 serves to check whether the second limit value pLi2 is reached or undershot within the first critical time tKr1. If the time t1 is greater than the critical time tKr1, query result S7: yes, the flag 1 and the time t1 are reset to the value 0, S16 and S17. Thereafter, the program flow continues at S20. If the first critical time tKr1 is not exceeded by the time t1, query result S7: no, then it is checked at S8 whether the rail pressure pCR reaches or falls below a second limit value pLi2.
  • the counter Z which indicates how many times the pressure relief valve has opened, is incremented.
  • the counter reading is queried in a third subroutine UP3.
  • the third subroutine UP3 will be used in conjunction with the FIG. 9 explained.
  • the program flow continues at S20.
  • the first subroutine UP1 detects the opening duration of the pressure relief valve.
  • a time t5 is incremented and checked at S2 whether the time t5 has already exceeded the first time limit tLi1. If this is not the case, query result S2: no, then it is continued at S4. If the first time limit tLi1 has been exceeded, a yellow alarm is output at S3 as a warning to the operator.
  • FIG. 8 is the second subroutine UP2 shown.
  • time t3 and the time t4 which indicate how long the rail pressure control deviation without interruption has been greater in magnitude than the limit value dpLi, are reset to the value 0, S13 and S14. If none of the abovementioned conditions is met, query result S1: no, then it is checked at S2 whether the rail pressure control deviation ep is greater than or equal to the limit value dpLi. If this is the case, the time t4 is reset to the value 0 at S3. This time t4 measures how long the rail pressure control deviation ep is continuously negative and greater in magnitude than the limit value dpLi. By contrast, time t3 measures how long the rail pressure control deviation ep is continuously positive and greater than the limit value dpLi.
  • query result S4 yes, an open pressure relief valve is detected.
  • the variable DBV (see FIG. 4 ) is set to the value 1.
  • the flags1 and flags2 as well as the time t2 and the time t3 are reset to the value 0.
  • the counter Z is incremented at S6 and then checked for limit violation at S7 in the third subroutine UP3. After that, in the main program of the FIG. 6 branched to point A.
  • query result S2 If it was determined at S2 that the rail pressure control deviation ep is smaller than the limit value dpLi, query result S2: no, the time t3 is reset to the value 0 at S15. It is then checked at S16 whether the rail pressure deviation ep is less than or equal to - dpLi. If this is not the case, query result S16: no, the time t4 is reset to the value 0 at S21 and the time t2 is incremented at S22. If, on the other hand, the condition at S16 is met, query result S16: yes, it is checked at S17 whether the time t4 is greater than or equal to the limit value dtdp.
  • query result S17 no
  • the time t4 is incremented at S23 and the time t2 at S24.
  • the time t4 is greater than or equal to the limit value dtdp
  • an open pressure relief valve is detected at S18 and the variable DBV is set to the value 1.
  • the flags1 and flags2 as well as the time t2 and the time t4 are reset to the value 0 and the flag 3 is set to the value 1.
  • the counter Z is then incremented and at S20 in the third subroutine UP3 (FIG. FIG. 9 ) checks the counter Z for limit violation. After that, in the main program of the FIG. 6 branched to point A.
  • the third subroutine UP3 shown over which the counter Z is checked.
  • the counter is incremented whenever an open pressure relief valve is detected.
  • nGELB a predetermined number
  • query result S1 yes, at S2 the yellow alarm is initiated to warn the operator.
  • nROT a predeterminable number

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (7)

  1. Procédé de commande et de régulation d'un moteur à combustion interne (1) comportant un système à rampe commune ainsi qu'une soupape passive de limitation de pression (11) destinée à dévier dans le réservoir de carburant (2) le carburant provenant d'une rampe (6), dans lequel dans une première étape, la soupape de limitation de pression (11) est mise comme ouverte (DBV=1) lorsque, pendant un premier temps critique (tKr1), en partant d'une pression de rampe stationnaire (pSTAT), la pression de rampe excède une première valeur limite (pLi1) et dépasse ensuite vers le bas une deuxième valeur limite (pLi2), la première valeur limite (pLi1) caractérisant un niveau de pression supérieur à la pression de rampe stationnaire (pSTAT) et la deuxième valeur limite (pLi2) caractérisant un niveau de pression inférieur à la première valeur limite (pLi1), caractérisé en ce que la durée d'ouverture de la soupape de limitation de pression (11) ouverte est surveillée du fait qu'avec la mise d'une soupape de limitation de pression (11) comme ouverte, une première limite de temps (tLi1) et une deuxième limite de temps (tLi2) sont déterminées pour la poursuite du fonctionnement, qu'après l'expiration de la première limite de temps (tLi1), une alarme en jaune est initiée pour avertir l'opérateur et qu'après l'expiration de la deuxième limite de temps (tLi2), une alarme en rouge est initiée en tant que recommandation pour le remplacement de la soupape de limitation de pression (11).
  2. Procédé selon la revendication 1, caractérisé en ce que le premier temps critique (tKr1) est mis dès que la première valeur limite (pLi1) est excédée.
  3. Procédé selon la revendication 2, caractérisé en ce que la durée d'ouverture est mémorisée dès que l'arrêt d'un moteur à combustion interne (1) est détecté.
  4. Procédé selon la revendication 3, caractérisé en ce qu'après un redémarrage du moteur à combustion interne (1), la durée d'ouverture mémorisée continue d'être comptée lorsque, en fonctionnement normal, la soupape de limitation de pression (11) est de nouveau mise comme ouverte et que la durée d'ouverture de la soupape de limitation de pression (11) est surveillée.
  5. Procédé selon la revendication 1, caractérisé en ce que la soupape de limitation de pression (11) est mise comme ouverte (DBV=1) lorsque, après la détection positive de la première étape, dans une deuxième étape, un écart de régulation de pression de rampe (ep) est détecté de manière ininterrompue au point de vue valeur absolue étant supérieur/égal à une valeur limite (dpLi) pendant un deuxième temps critique (tKR2).
  6. Procédé selon la revendication 1 ou 5, caractérisé en ce qu'en complément à la surveillance de la durée d'ouverture, la fréquence des opérations d'ouverture est également détectée.
  7. Procédé selon la revendication 6, caractérisé en ce que lors d'un premier nombre (nGELB) d'opérations d'ouverture, l'alarme en jaune est initiée et lors d'un deuxième nombre (nROT) d'opérations d'ouverture, l'alarme en rouge est initiée.
EP12719266.4A 2011-05-02 2012-04-27 Procédé de commande et de régulation d'un moteur à combustion interne Active EP2705237B1 (fr)

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DE102011100187A DE102011100187B3 (de) 2011-05-02 2011-05-02 Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
PCT/EP2012/001815 WO2012150020A1 (fr) 2011-05-02 2012-04-27 Procédé de commande et de régulation d'un moteur à combustion interne

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EP2705237A1 EP2705237A1 (fr) 2014-03-12
EP2705237B1 true EP2705237B1 (fr) 2018-06-27

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US (1) US9347409B2 (fr)
EP (1) EP2705237B1 (fr)
KR (1) KR101791541B1 (fr)
CN (1) CN103635677B (fr)
DE (1) DE102011100187B3 (fr)
WO (1) WO2012150020A1 (fr)

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US9546628B2 (en) * 2014-12-02 2017-01-17 Ford Global Technologies, Llc Identifying fuel system degradation
DE102015207961B4 (de) 2015-04-29 2017-05-11 Mtu Friedrichshafen Gmbh Verfahren zum Erkennen einer Dauereinspritzung im Betrieb einer Brennkraftmaschine, Einspritzsystem für eine Brennkraftmaschine und Brennkraftmaschine
DE102015223703A1 (de) * 2015-11-30 2017-06-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Kraftstoffversorgungssystems
DE102016207297B3 (de) * 2016-04-28 2017-10-19 Mtu Friedrichshafen Gmbh Verfahren zum Betrieb einer Brennkraftmaschine, Einrichtung zum Steuern und/oder Regeln einer Brennkraftmaschine, Einspritzsystem und Brennkraftmaschine
DE102017200482B4 (de) * 2017-01-13 2022-08-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren und vorrichtung zur detektion und charakterisierung von kraftstoffleckage sowie fahrzeug
DE102017206416B3 (de) 2017-04-13 2018-08-02 Mtu Friedrichshafen Gmbh Verfahren zum Ermitteln eines dauereinspritzenden Brennraums, Einspritzsystem und Brennkraftmaschine mit einem solchen Einspritzsystem
DE102017216989B4 (de) * 2017-09-25 2019-07-18 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine mit einem Einspritzsystem und Einspritzsystem zur Durchführung eines solchen Verfahrens
DE102017222559B4 (de) * 2017-12-13 2021-03-11 Vitesco Technologies GmbH Verfahren und Vorrichtung zur Vorhersage des Ausfallzeitpunktes des Druckbegrenzungsventils einer Kraftstoffhochdruckpumpe eines Kraftfahrzeugs
CN111255565A (zh) * 2020-01-17 2020-06-09 一汽解放汽车有限公司 一种用于高压共轨系统机械式pcv阀的失效监控装置
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Publication number Publication date
WO2012150020A1 (fr) 2012-11-08
KR101791541B1 (ko) 2017-11-20
DE102011100187B3 (de) 2012-11-08
US20140123950A1 (en) 2014-05-08
US9347409B2 (en) 2016-05-24
CN103635677B (zh) 2017-08-29
KR20140033380A (ko) 2014-03-18
EP2705237A1 (fr) 2014-03-12
CN103635677A (zh) 2014-03-12

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