EP3289205A1

EP3289205A1 - Method for detecting continuous injection during the operation of an internal combustion engine, injection system for an internal combustion engine and internal combustion engine

Info

Publication number: EP3289205A1
Application number: EP16711982.5A
Authority: EP
Inventors: Armin DÖLKER
Original assignee: MTU Friedrichshafen GmbH
Current assignee: Rolls Royce Solutions GmbH
Priority date: 2015-04-29
Filing date: 2016-03-16
Publication date: 2018-03-07
Anticipated expiration: 2036-03-16
Also published as: US10801434B2; US20180010542A1; WO2016173689A1; HK1248788A1; CN107532537A; DE102015207961B4; DE102015207961A1; EP3289205B1; CN107532537B

Abstract

A method for detecting continuous injection during the operation of an internal combustion engine (1) with an injection system (3) having a high-pressure accumulator (13) for a fuel is proposed, wherein – a high pressure in the injection system (3) is monitored as a function of time, wherein – in order to detect continuous injection it is checked whether the high pressure has dropped by a predetermined continuous injection differential pressure value (App) within a predetermined continuous injection time interval (At^), wherein – it is checked whether a reduction valve which connects the high-pressure accumulator (13) to a fuel reservoir (7) has been triggered, wherein – continuous injection is detected if – a reduction valve has not been triggered in a predetermined checking time interval (ΔΪΜ) before the dropping of the high pressure, and if – the high pressure has dropped by the predetermined continuous injection differential value amount (App) within the predetermined continuous injection time interval (Ati).

Description

DESCRIPTION Method for detecting a continuous injection during operation of a

Internal combustion engine, injection system for an internal combustion engine and

Internal combustion engine

The invention relates to a method for detecting a continuous injection during operation of an internal combustion engine, an injection system for an internal combustion engine and a

Internal combustion engine with an injection system.

German Patent DE 10 2011 100 187 B3 discloses a method for controlling and regulating an internal combustion engine having a common rail system and a passive pressure limiting valve for discharging fuel from a rail into a fuel tank, in which case an open pressure limiting valve is recognized when the fuel pressure is released Rail pressure within a predetermined period of time both exceeds a first limit and falls below a second, lower limit. A permanent injection is not recognizable with this procedure. Permanent injection is an event in which, even outside predetermined injection times, in particular permanently, fuel leaks into a combustion chamber of an internal combustion engine through a fuel injector. Such

Continuous injections can be caused for example by jamming nozzles, needles or otherwise defective injectors. Result of such events is that the combustion chamber of the internal combustion engine is supplied to an excessive amount of fuel, which can lead to malfunction up to the damage of the internal combustion engine during operation of the internal combustion engine. In order to protect internal combustion engines against such events, quantity limiting valves are typically installed, which are provided in particular integrated in injectors. However, such flow control valves are typically made in small batches, which are expensive to manufacture and expensive. On the other hand, injectors manufactured in mass production typically do not have flow control valves. In order to be able to save costs in connection with the manufacture and operation of an internal combustion engine, it is desirable to be able to recognize a permanent injection also otherwise than by striking a quantity limiting valve. The invention has for its object to provide a method and an injection system for an internal combustion engine and an internal combustion engine, said disadvantages do not occur. In particular, it should be possible by means of the method, the injection system and the internal combustion engine to be able to recognize continuous injections independently of the presence of a quantity limiting valve.

The object is achieved, in which the subject matters of the independent claims are created. Advantageous embodiments emerge from the subclaims. The object is achieved in particular, in which a method for detecting a

Continuous injection is provided during operation of an internal combustion engine, wherein in the context of the method, an internal combustion engine is operated, which has an injection system having a high-pressure accumulator for a fuel. As part of the procedure will be a

High pressure in the injection system monitored time-dependent, is tested to detect a continuous injection, if the high pressure within a predetermined

Continuous injection time interval has fallen by a predetermined continuous injection differential pressure amount. It will continue to be examined - in particular - to see if the

High-pressure accumulator has addressed with a fuel reservoir connecting Absteuerventil. Continuous injection is detected when no shut-off valve has responded in a predetermined test time interval before the high pressure has dropped, and when the high pressure within the predetermined continuous injection time interval is about the predetermined one

Continuous injection differential pressure amount has fallen. By means of the method proposed here, it is readily possible to detect a continuous injection event on the basis of the detected high pressure, in particular without a quantity limiting valve having to be used. In this case, the drop of the high pressure by the predetermined continuous injection differential pressure amount within the predetermined continuous injection time interval forms a safe criterion for being able to reliably conclude a continuous injection, in particular if other events causing such a pressure drop are excluded. Characterized in that a continuous injection is then detected, if it is also determined at the same time as the drop in high pressure that no Absteuerventil has addressed in a predetermined test time interval before the drop in high pressure to the predetermined continuous injection differential pressure amount, can be safely ruled out that detected drop in high pressure on another event, namely the response of a Absteuerventils, is due. Due to this exclusion, misinterpretations of the temporal pressure development in the High pressure avoided, and it can be very sure to be recognized as a continuous injection as the cause of the drop in high pressure.

It is particularly preferably provided that in the context of the method

Continuous injection is detected only if both conditions are met at the same time, namely that on the one hand, the high pressure within the predetermined duration injection time interval has fallen by the predetermined continuous injection differential pressure amount, and secondly in the predetermined test time interval before the fall of the high pressure no Absteuerventil has addressed. Thus, with great certainty to a

Continuous injection can be closed as the cause of the drop in high pressure, the continuous injection can be detected and diagnosed by the fall of the high pressure. It is then readily possible to initiate measures after detection of the continuous injection, which protect the internal combustion engine from damage. As part of the method, an internal combustion engine is preferably operated, which has a so-called common rail injection system. Here is in particular a

High-pressure accumulator provided for fuel, which is fluidly connected to at least one, preferably with a plurality of injectors for injecting the fuel. Of the

High-pressure accumulator acts as a buffer volume to dampen and dampen pressure fluctuations caused by individual injection events. For this purpose, provision is made in particular for the fuel volume in the high-pressure accumulator to be large in comparison to a fuel volume injected within a single injection event. In particular, if a plurality of injectors are provided, the high-pressure accumulator advantageously causes a

Decoupling of the injection events, which are assigned to different injectors, so that it can be assumed for each individual injection event preferably by an identical high pressure. It is additionally possible that the at least one injector has a single memory. In particular, it is preferably provided that a plurality of injectors each have injectors separately associated individual memories. These serve as additional buffer volumes and can very efficiently effect an additional separation of the individual injection events from one another.

That the high pressure in the injection system is monitored time-dependent, means

in particular, that this is measured time-dependent. For this purpose, the preferred in the

High-pressure accumulator high pressure present - in particular by means of a on the High pressure accumulator arranged pressure sensor - measured. In this case, the high-pressure accumulator proves to be a particularly suitable location for measuring the high pressure, in particular because of the attenuating effect of the high-pressure accumulator on the individual

Injection events only to a small extent short-term pressure fluctuations are detectable.

In the context of the method, it is preferably provided that the measured raw values are not used as the high-pressure, but rather that the measured high-pressure values are filtered, the filtered high-pressure values being based on the method. For this purpose, a PTV filter is particularly preferably used. This filtering has the advantage of being able to filter out short-term high-pressure fluctuations which might otherwise interfere with the reliable detection of a pressure drop of the high-pressure actually indicating continuous injection. It is possible that the recorded high pressure values during operation of the

Internal combustion engine for pressure control of the high pressure also be filtered. In this case, a first filter is preferably provided for filtering for the purpose of pressure control, which is preferably designed as a ΡΎι filter, wherein for the purpose of detecting a

Continuous injection a second filter is provided, which is preferably designed as a PTV filter. In this case, the second filter is preferably designed as a faster filter, so reacts more dynamically to the measured high pressure values, and in particular a smaller

Time constant has as the first high-pressure filter, which is used for pressure control of the high pressure. The output pressure values of the filter used to detect a continuous injection are referred to here and below as dynamic high pressure or dynamic rail pressure. The term "dynamic" indicates, in particular, that they are filtered with a comparatively fast time constant, so that although very short-term fluctuations are averaged out, at the same time there is still a comparatively dynamic detection of the actually present high pressure.

The test time interval used is preferably a time interval which is at least one second to at most three seconds, particularly preferably two seconds. This time has proved to be particularly favorable in order to rule out that the detected pressure drop is caused by the response of a shut-off valve.

The fact that the test time interval is before the high pressure drops means in particular that the test time interval is before a start time for the detection of the high pressure drop, in particular before a start time for the predetermined continuous injection time interval, wherein the start time is preferably at the same time an end time of the test time interval. This is thus designed as a sliding time window, which extends from the start time in the past. The fact that it is further checked whether a shut-off valve connecting the high-pressure accumulator to a fuel reservoir has responded means, in particular, that this is monitored continuously, in particular continuously or at predetermined time intervals, in the context of the method. When Absteuerventil preferably a pressure relief valve, in particular a mechanical pressure relief valve, and / or a controllable pressure control valve is used. It is possible that the injection system has only one mechanical overpressure valve which is responsive above a predetermined overpressure relief pressure amount and depressurizes the high pressure accumulator toward the fuel reservoir. This serves the safety of the injection system and avoids unacceptably high pressures in the high-pressure accumulator.

Alternatively or additionally, it is possible that a triggerable as Absteuerventil

Pressure control valve is provided. This can be used in a normal operation of the internal combustion engine to a disturbance in the form of a specific fuel flow of the

Provide high-pressure accumulator in the fuel reservoir, by the way

For example, via a suction throttle, which is associated with a high pressure pump, stabilized pressure regulation to stabilize, in particular it is possible that the suction throttle serves as a first pressure actuator in a high-pressure control loop, wherein the controllable

Pressure control valve is controlled as a second pressure actuator. It is possible that the controllable pressure control valve in a control mode in case of failure of the suction throttle completely takes over the control of the high pressure, preferably by means of a second

High-pressure control loop, which the controllable pressure control valve as the sole

Pressure actuator controls. A failure of the suction throttle is detected in particular by the fact that the high pressure rises above a predetermined control Absteuer pressure amount. In this case, the controllable pressure control valve is then controlled for pressure control and

typically open wider than when in normal operation only second

Pressure actuator generates a disturbance. In particular, if no mechanical pressure relief valve is provided, but a controllable pressure control valve, it is possible that this also additionally the protective function of

mechanical pressure relief valve takes over. In this case, the taxable

Pressure control valve preferably turned on when the high pressure is a predetermined

Overpressure-Absteuer-Druckbetrag exceeds, so that the high-pressure accumulator can be depressurized in the fuel reservoir.

It is obvious that the high pressure drops at least in the short term when the mechanical pressure relief valve opens, and / or when the controllable pressure control valve either for the first time to control pressure or to relieve the pressure of the high-pressure accumulator in the sense of

Protective function of a pressure relief valve is controlled. Thus, such a pressure drop is not detected incorrectly as a permanent injection, is therefore in the context of the process

- Especially continued - checked whether a shut-off valve has responded, with a continuous injection is detected only if no shut-off valve has responded in the predetermined test time interval.

An embodiment of the method is preferred, which is characterized in that the continuous injection test, whether the high pressure within the predetermined continuous injection time interval has fallen by the predetermined duration injection differential pressure amount, only performed if in the predetermined test time interval before Starting time for the continuous injection test no shut-off valve has responded. It is thus in this embodiment of the method not only in the case that in the test interval

Absteuerventil has addressed, no permanent injection detected, but rather already the check whether the high pressure has dropped, at least in the test time interval - in this case, in particular measured from the response of a shut-off valve - not performed when a shut-off valve has responded. This embodiment of the method is particularly economical, because in this way computing time and computing resources can be saved. It requires no further evaluation of any

Pressure drop, if it is already established due to the response of a shut-off valve, that a subsequent pressure drop can not be safely attributed to a permanent injection in any case.

An embodiment of the method is also preferred, which is characterized in that the continuous injection test is started at the starting time when the high pressure one High pressure setpoint by a predetermined starting differential pressure amount below. In this way, the starting time for the predetermined continuous injection time interval is defined in a safe and meaningful and parameterizable manner. The high pressure is evaluated time-dependent, wherein the detection of the predetermined continuous injection time interval, thus measuring the high pressure drop and thus the continuous injection test at the start time begins exactly when the high pressure falls below the high pressure setpoint by the predetermined start differential pressure amount. Thus, in particular an unnecessary and therefore uneconomical triggering of the continuous injection test can be avoided by slight fluctuations of the high pressure to the high pressure setpoint. The predetermined starting differential pressure amount can be readily selected in a meaningful way so that the test starts only when, in fact, an ordinary fluctuation around the

High pressure setpoint beyond pressure drop is to be feared.

An embodiment of the method is also preferred, which is characterized in that a starting high pressure is determined at the starting time, wherein the predetermined

Continuous injection time interval is determined depending on the start-high pressure. This

Design of the method is based on the idea that by a

Continuous injection caused pressure drop, the faster the higher the current high pressure, hence the starting high pressure, at the beginning of the continuous injection event. The dependence of the predetermined continuous injection time interval on the starting high pressure thus serves meaningful and reliable detection of continuous injection in the largest possible range of values for the high pressure. It is possible that the dependence of the continuous injection time interval of the starting high pressure is stored in the form of a characteristic, a function or a map. A deposit in the form of a look-up table is also possible. The table reproduced below shows preferred values for the starting high-pressure pdyn, s, on the one hand, and preferred values associated with these values for the

predetermined continuous injection time interval At _L on the other hand:

1400 90

1600 75

1800 60

2000 55

2200 40

An embodiment of the method is also preferred, which is characterized in that, in order to check whether a shut-off valve has responded, it is checked whether the high-pressure has reached or exceeded a predefined shut-off pressure amount in the test time interval. As already explained above, a shut-off valve responds in particular when a predetermined pressure limit or pressure amount is exceeded. Depending on the type and number of Absteuerventile having the injection system, various

Deductions are used as part of the procedure. For example, as the relief pressure amount, it is preferable to use a positive pressure relief amount that is configured to respond to a mechanical relief valve, if so provided. As an alternative or in addition, a second overpressure relief amount, which may be different from the first overpressure relief amount, is preferably used to control a controllable pressure regulator when it assumes the protective function of a mechanical overpressure valve for the injection system, in which case preferably no mechanical pressure relief valve is provided. When

Absteuer-pressure amount is alternatively or additionally preferably a control Absteuer-pressure amount for the response of a controllable pressure control valve is used, which is defined so that at this pressure amount, the pressure control valve is controlled as the sole pressure actuator, for example, if a suction choke fails and the pressure control alone on the controllable pressure control valve should be made. It will be appreciated that exceeding at least one of these payout print amounts will result in the corresponding

Absteuerventil responds. As a result, there is a pressure drop that should not be erroneously assigned to a continuous injection event. Therefore, it makes sense to check whether at least one of the predetermined payout print amounts has been reached or exceeded in the check time interval.

An embodiment of the method is also preferred, which is characterized in that the continuous injection test is only carried out when the internal combustion engine has left a predetermined starting phase. This ensures that the internal combustion engine their Normal operation has reached, so that pressure fluctuations in the high pressure - and in particular a drop of the same - not on effects of starting the internal combustion engine

are attributed. The fact that the internal combustion engine has left the predetermined starting phase means, in particular, that it has first reached or exceeded a predetermined idling speed.

Alternatively or additionally, it is preferably provided that the continuous injection test is only performed when the high pressure has reached or exceeded a high pressure setpoint for the first time since starting the internal combustion engine. This also ensures that the operation of the internal combustion engine has stabilized insofar as the predetermined setpoint for the high pressure, namely the high pressure setpoint, at least once since the start of the

Internal combustion engine has been reached or exceeded, so it can be assumed that a normal operation of the internal combustion engine, with any pressure fluctuations and in particular a pressure drop are not due to startup effects.

It is also preferred an embodiment of the method, which is characterized in that after a continuous injection test - preferably regardless of the result of the test, so regardless of whether a permanent injection was actually detected, or whether the test is a negative result, ie the Lack of continuous injection, has returned - a next continuous injection test is only performed when the high pressure has reached or exceeded the high pressure setpoint again. So for example, a

Pressure drop detected, but not a continuous injection, but, for example, the response of a controllable pressure control valve or the response of a

Relief valve can be assigned, it is preferably before the process is repeated to detect a permanent injection, waited until the high pressure has stabilized again, namely until it has reached or exceeded the high pressure setpoint.

Otherwise, no reliable interpretation of the observed results of the time-dependent high-pressure course can be guaranteed. Even if a continuous injection has been determined, the method is preferably carried out again only when the high pressure has reached or exceeded the high pressure setpoint. However, this is preferably already ensured because - as will be explained - the internal combustion engine is preferably stopped when detecting a continuous injection, wherein it is restarted at a later time, anyway anyway preferred then a start phase of the internal combustion engine and waiting for the high pressure to rise to or above the high pressure setpoint before the process is resumed.

It is also preferred an embodiment of the method, which is characterized in that a continuous injection is detected only if a fuel form is greater than or equal to a predetermined form setpoint value. The fuel pre-pressure is preferably downstream of a low-pressure fuel pump or short low-pressure pump and upstream of a high-pressure fuel pump or short high-pressure pump, ie between the low-pressure pump and the high-pressure pump, in particular before

High pressure pump. The comparison of the pre-pressure of the fuel with the pre-pressure setpoint is intended to prevent a pressure drop from being erroneously associated with a continuous injection actually resulting from a pressure drop in the pre-pressure of the fuel. Such a drop of the fuel pre-pressure can, for example, a defect of the low-pressure pump

be attributed and also leads to a pressure drop of the high pressure, which should then be assigned to any permanent injection.

Preferably, a permanent injection is detected only when the fuel pre-pressure at the time of drop of the high pressure, in particular at the end of the pressure drop, ie at the moment of reaching the resulting from the start-high minus the continuous injection differential pressure amount high pressure, greater than or equal to the admission pressure setpoint. Thus, advantageously, a relevant point in time is established, to which it must be ensured that the pressure drop is not caused by a drop in the pre-pressure of the fuel.

If a continuous injection is detected in the context of the method, it is preferred to enter

Alarm signal activated. The alarm signal preferably indicates to an operator of the internal combustion engine that a continuous injection is present.

Alternatively or additionally, a motor stop signal is preferably activated when a

Continuous injection is detected. Due to the engine stop signal, the internal combustion engine is preferably turned off. In this way, the internal combustion engine is quickly and safely protected from damage due to the present continuous injection.

It is preferably provided that the engine stop signal is reset when the

Internal combustion engine is stationary. It is then possible in an advantageous manner, the internal combustion engine to restart, especially if the problem underlying the continuous injection is corrected.

It is preferably provided that the alarm signal is reset when an alarm signal reset button is actuated by an operator of the internal combustion engine. In this way, the alarm can be reset, especially if the problem underlying the permanent injection has been corrected. The internal combustion engine can then be restarted. The object is also achieved by providing an injection system for an internal combustion engine, which has at least one injector and at least one high pressure accumulator, on the one hand with the at least one injector and on the other hand via a

High pressure pump is in fluid communication with a fuel reservoir. The injection system also includes a high pressure sensor arranged and configured to sense high pressure in the injection system. In addition, the injection system has at least one shut-off valve, via which the high-pressure accumulator is fluid-connected to the fuel reservoir. The injection system also has a control unit which is operatively connected to the at least one injector, the high-pressure sensor and preferably to the at least one shut-off valve. In this case, the injection system is characterized in that the control unit is set up to monitor the high pressure in the injection system in a time-dependent manner and to detect a continuous injection to check whether the high pressure within a predetermined continuous injection time interval has fallen by a predetermined duration injection differential pressure amount. The control unit is furthermore set up to check, in particular continued, whether the at least one shut-off valve has responded. The controller is finally arranged to detect a continuous injection then - and preferably only - if no shut-off valve has responded in a predetermined test time interval before the high pressure has dropped, and if the high pressure within the predetermined continuous injection time interval by the predetermined continuous injection Differential pressure amount has fallen. The control unit is preferably configured to carry out one of the previously described embodiments of the method. In connection with the injection system, in particular, the advantages which have already been explained in connection with the method are realized. It is preferred an embodiment of the injection system, which is characterized in that the at least one shut-off valve is selected from a group consisting of a mechanical pressure relief valve and a pressure control valve. An embodiment of the injection system in which a mechanical pressure relief valve and a controllable pressure control valve are provided is also particularly preferred. But is also preferred

Embodiment of the injection system in which only a mechanical pressure relief valve and no controllable pressure control valve is provided. Furthermore, an embodiment of the injection system is preferred in which only a controllable pressure control valve and no mechanical pressure relief valve is provided.

The control unit is set up to check whether one of the existing shut-off valves has responded. It is specially set up to check if a mechanical

Relief valve and / or a controllable pressure control valve has addressed / have. Finally, the object is also achieved by providing an internal combustion engine which has an injection system according to one of the exemplary embodiments described above. In this case, in connection with the internal combustion engine, substantially the advantages which have already been described in connection with the method and the injection system are realized.

The internal combustion engine is preferably designed as a reciprocating engine. It is possible that the internal combustion engine is arranged to drive a passenger car, a truck or a commercial vehicle. In a preferred embodiment, the internal combustion engine is the drive in particular heavy land or water vehicles, such as mine vehicles, trains, the internal combustion engine in a

Locomotive or a railcar is used, or by ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank. An exemplary embodiment of the internal combustion engine is preferably also stationary, for example, for stationary power supply in emergency operation,

Permanent load operation or peak load operation used, the internal combustion engine in this case preferably drives a generator. Also a stationary application of

Internal combustion engine for driving auxiliary equipment, such as fire pumps on oil rigs, is possible. Furthermore, an application of the internal combustion engine in the field of promoting fossil raw materials and in particular fuels, for example oil and / or gas, possible. It is also possible to use the internal combustion engine in the industrial sector or in the field of construction, for example in a construction or construction machine, for example in a crane or an excavator. The internal combustion engine is preferably designed as a diesel engine, as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or another suitable gas. In particular, when the internal combustion engine is designed as a gas engine, it is suitable for use in a cogeneration plant for stationary power generation.

It is possible that the injection system has a separate control unit, which is set up in the manner described above. Alternatively or additionally, it is possible that the functionality described above is integrated in a control unit of the internal combustion engine, or that the control unit is designed as a control unit of the internal combustion engine. Particularly preferably, the functionality described above is integrated in a central control unit of the internal combustion engine (engine control unit - ECU), or the control unit is designed as a central control unit of the internal combustion engine.

It is possible that the functionality described above is implemented in an electronic structure, in particular a hardware of the control device. Alternatively or additionally, it is possible that a computer program product is loaded in the control unit, which

Having instructions on the basis of which the previously described functionality and in particular the method steps described above is / are executed, if the

Computer program product is running on the controller.

In this respect, a Compute rogrammprodukt is preferred, which has machine-readable instructions on the basis of which the functionality described above or the method steps described above is / are executed when the computer program product runs on a computing device, in particular a control unit.

Furthermore, a data carrier which has such a computer program product is also preferred.

The description of the method on the one hand and the injection system and the

Internal combustion engine on the other hand are to be understood complementary to each other.

Procedural steps that are explicit or implicit in connection with the injection system and / or the internal combustion engine are preferably individually or combined with each other steps of a preferred embodiment of the method. Features of the

Injection system and / or the internal combustion engine, which have been explained explicitly or implicitly in connection with the method are preferably individually or combined features of a preferred embodiment of the injection system or the

Internal combustion engine. The method is preferably characterized by at least one

Process step, which is due to at least one feature of the injection system and / or the internal combustion engine. The injection system and / or the internal combustion engine are preferably characterized by at least one feature which is caused by at least one method step of the method according to the invention or a preferred embodiment of the method.

The invention will be explained in more detail below with reference to the drawing. Showing:

Figure 1 is a schematic representation of an embodiment of a

Internal combustion engine;

Figure 2 is a schematic detail of an embodiment of a

injection;

Figure 3 is a schematic representation of an embodiment of the method in

diagrammatic representation;

Figure 4 is a schematic representation of an embodiment of the method as

Flowchart, and

Figure 5 is a schematic detail of the embodiment of the method according to

FIG. 4.

1 shows a schematic illustration of an exemplary embodiment of an internal combustion engine 1, which has an injection system 3. The injection system 3 is preferably designed as a common rail injection system. It has a low-pressure pump 5 for conveying fuel from a fuel reservoir 7, an adjustable, low-pressure suction throttle 9 for influencing a flowing to a high-pressure pump 11 fuel volume flow, the high pressure pump 11 to promote the fuel with pressure increase in one

High-pressure accumulator 13, the high-pressure accumulator 13 for storing the fuel, and preferably a plurality of injectors 15 for injecting the fuel into the combustion chambers 16 of the internal combustion engine 1. Optionally, it is possible that the injection system 3 with Single memory is executed, in which case, for example, in the injector 15, a single memory 17 is integrated as an additional buffer volume. It is at the here shown

Embodiment provided a particular electrically controllable pressure control valve 19, via which the high-pressure accumulator 13 is fluidly connected to the fuel reservoir 7. By way of the position of the pressure regulating valve 19, a fuel volume flow is defined which is diverted from the high-pressure accumulator 13 into the fuel reservoir 7. This

Fuel flow is referred to in Figure 1 and in the following text with VDRV.

The injection system 3 shown here has a mechanical overpressure valve 20, which also connects the high-pressure accumulator 13 with the fuel reservoir 7. The mechanical pressure relief valve 20 is responsive, that is, it opens when the high pressure in the

High-pressure accumulator 13 reaches or exceeds a predetermined overpressure Absteuer pressure amount. The high-pressure accumulator 13 is then relieved of pressure via the mechanical pressure relief valve 20 to the fuel reservoir 7. This serves for the safety of the injection system 3 and avoids unacceptably high pressures in the high-pressure accumulator 13.

The mode of operation of the internal combustion engine 1 is determined by an electronic control unit 21, which is preferably designed as an engine control unit of the internal combustion engine 1, namely as a so-called engine control unit (ECU). The electronic control unit 21 includes the usual components of a microcomputer system, such as a

Microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM). In the

Memory chips are the relevant for the operation of the internal combustion engine 1 operating data applied in maps / curves. About this calculates the electronic control unit 21 from input variables output variables. FIG. 1 shows by way of example the following input variables: A measured, still unfiltered high pressure p which prevails in the high-pressure accumulator 13 and is measured by means of a high-pressure sensor 23, a current engine speed n _{h is} a signal FP for output specification by an operator of the internal combustion engine 1, and FIG Input quantity E. The input quantity E preferably comprises further sensor signals, for example a charge air pressure of an exhaust gas turbocharger. At a

Injection system 3 with individual memories 17 is an individual accumulator pressure pe, preferably an additional input variable of the control unit 21.

In FIG. 1, as output variables of the electronic control unit 21, a signal PWMSD for controlling the suction throttle 9 as a first pressure actuator, a signal ve for example Control of the injectors 15 - which in particular a start of injection and / or a

Spraying or an injection duration pretending -, a signal PWMDRV for controlling the pressure control valve 19 as a second pressure actuator and an output size A shown. About the preferably pulse width modulated signal PWMDRV the position of

Pressure control valve 19 and thus the fuel flow VDRV defined. The

Output variable A is representative of further control signals for controlling and / or regulating the internal combustion engine 1, for example for a control signal for activating a second exhaust gas turbocharger in a register charging. Fig. 2a) shows a schematic detail of an embodiment of a

In this case, a high pressure control circuit 25 is shown schematically in a box shown by a dashed line, which is adapted to control the high pressure in the high pressure accumulator 13. Outside the high pressure control loop 25 and the box marked by the dashed line box a continuous injection detection function 27 is shown ,

First, the operation of the high pressure control loop 25 is explained in more detail: a

The input variable of the high-pressure control loop 25 is a desired high-pressure ps determined by the control unit 21 and used to calculate a control deviation e _p with an actual high-pressure p _! is compared. The setpoint high pressure p _s is preferably a function of a speed ni of the internal combustion engine 1, a load or torque request to the

Internal combustion engine 1 and / or in response to other, in particular a correction serving sizes, read out of a map. Further input variables of the

High pressure control loop 25 are in particular the speed n _! the internal combustion engine 1 and a target injection amount Qs. The output variable is the high-pressure control loop 25

in particular, the high pressure p measured by the high pressure sensor 23. This is - which will be explained in more detail below - subjected to a first filtering, the actual high pressure pt as an output from this first filtering results. The control deviation e _p is an input variable of a high-pressure regulator 29, which is preferably implemented as a PI (DTI) algorithm. Another input of the high-pressure regulator 29 is preferably a

Proportionalbeiwert kpsD- output of the high-pressure regulator 29 is a nominal fuel flow rate VSD for the intake throttle 9, to which a fuel target consumption VQ is added in an addition point 31. This fuel target consumption VQ is in a first

Calculation member 33 in response to the rotational speed ni and the target injection amount Qs calculated and represents a disturbance of the high pressure control loop 25. As the sum of

Output V _{SD of} the high pressure regulator 29 and the disturbance V _Q results in an unlimited fuel target volume flow V _U. _SD - This is stored in a delimiter 35 in FIG

Depending on the speed nj to a maximum flow rate V _max , sD for the

Suction choke 9 limited. The output variable of the limiting element 35 results in a limited nominal fuel flow V _S , _SD for the intake throttle 9, which enters into a pump characteristic 37 as an input variable. With this, the limited nominal fuel flow rate V _S , _{SD is converted} into a suction throttle target current I _S , _SD . The suction throttle target current I _{S, SD} represents an input of a Saugdrossel current regulator 39, which has the task of regulating a Saugdrosselstrom through the suction throttle 9. Another input variable of the suction throttle current regulator 39 is an actual suction throttle current I _I , _SD output variable of the suction throttle current regulator 39 is a suction throttle target voltage U _{S, SD>} which finally in a second calculation element 41 in a duty cycle of a pulse width modulated signal PWMSD for the suction throttle 9 is converted. With this, the suction throttle 9 is driven, the signal thus acts on a total of a controlled system 43, which in particular the suction throttle 9, the high pressure pump 11, and the high-pressure accumulator 13 has. The Saugdrosselstrom is measured, resulting in a raw measurement I _{R, SD} , which is filtered in a current filter 45. The power filter 45 is

preferably designed as a PT1 filter. Output variable of this current filter 45 is the actual suction throttle current I ^ _SD , which in turn is the Saugdrossel current regulator 39 is supplied.

The control variable of the first high pressure control loop 25 is the high pressure p in the

High-pressure accumulator 13. Raw values of this high-pressure p are measured by the high-pressure sensor 23 and filtered by a first high-pressure filter element 47, which has the actual high-pressure pi as output variable. The first high pressure filter element 47 is preferably implemented by a PT 1 algorithm.

The function of the continuous injection detection function 27 is explained in more detail below: The raw values of the high pressure p are filtered by a second high-pressure filter element 49 whose output variable is a dynamic rail pressure payn. The second high pressure filter element 49 is preferably implemented by a PT1 algorithm. A time constant of the first high-pressure filter element 47 is preferably greater than a time constant of the second high-pressure filter element 49. In particular, the second high-pressure filter element 49 is a faster filter than the first high-pressure filter element 47 is formed. The time constant of the second high-pressure filter element 49 can also be identical to the value zero, so that then the dynamic rail pressure pdyn corresponds to the measured raw values of the high pressure p or is identical to these. With the dynamic rail pressure payn Hegt thus provides a highly dynamic value for the high pressure, which in particular always makes sense when a rapid response to certain events occurring must occur.

A difference between the desired high pressure ps and the dynamic rail pressure pdyn results in a dynamic high pressure control deviation edyn. The dynamic high pressure control deviation edyn is an input variable of a functional block 51 for detecting a continuous injection. Further - in particular parametri erbare - input variables of the function block 51 are various Absteuer pressure amounts, specifically a first overpressure From control pressure P _AI , at or above which the mechanical pressure relief valve 20 responds, a control Absteuer-pressure amount p ^, at the or above which the controllable pressure control valve 19 is driven to the high pressure control as the sole pressure actuator, for example, if the suction throttle 9 fails, and a second pressure Absteuer pressure amount pA ₃ , at or above which the controllable pressure control valve 19 - is turned on - preferably completely - to take over a protective function for the injection system 3 and thus virtually replace the mechanical pressure relief valve 20 or supplement. Other input parameters that can be parameterized in particular are a predetermined starting differential pressure value, a predetermined test time interval ΔΙ _Μ , a predetermined continuous injection time interval EtL, a predetermined continuous injection differential pressure amount Δρ _Ρ , a fuel admission pressure p _F , the dynamic rail pressure pdyn, and an alarm reset signal AR. Output variables of the

Function block 51 is a motor stop signal MS, and an alarm signal AS.

Fig. 2b) shows that the engine stop signal MS, if it assumes the value 1, that is set, triggers an engine stop, in which case also a stop of the internal combustion engine 1 causing logical signal SAkt is set. The triggering of a motor stop can also have other causes, eg. B. setting an external engine stop. In this case, an external stop signal SE is identical to the value 1 and it is - since all possible stop signals are connected by a logical OR operation 53 - also the resulting logical signal SAkt with the value 1 identical. Fig. 3 shows a schematic representation of an embodiment of the method in diagrammatic representation, in particular in the form of different timing diagrams, which are shown one below the other. The time diagrams - from top to bottom - are referred to as first, second, etc., diagram. The first diagram is thus in particular the uppermost diagram in FIG. 3, to which the following, correspondingly numbered, diagrams follow at the bottom.

The first diagram represents the time course-as a function of a time parameter t-of the dynamic rail pressure pdyn as a solid curve K1 and the time profile of the desired high-pressure ps as a dashed line K2. Up to a first time ti, both curves K1, K2 identical. From the first time t] on the dynamic rail pressure pdyn is smaller, while the desired high pressure ps remains constant. This results in a positive dynamic high-pressure control deviation edyn, which becomes identical to the predetermined starting differential pressure amount at a second time t ₂ . At this time, a time counter runs at _act . The dynamic rail pressure pdyn is identical to a starting high pressure Pdyn _, s at a second time t ₂ . At a third time t ₃ , the dynamic rail pressure pdyn has dropped from the start high pressure pdyn, s, by the predetermined continuous injection differential pressure amount Ap _P. A typical value for Ap _P is preferably 400 bar. The time counter At _Akt assumes the following value at the third time t ₃ :

AtAkt = At _m = t ₃ - 1 ₂

A continuous injection is detected when the measured time interval At _m , ie the time period during which the dynamic rail pressure pdyn by the predetermined

Continuous injection differential pressure amount Ap _P drops, less than or equal to the predetermined continuous injection time interval At _L is:

At _m <At _L The predetermined continuous injection time interval At _L is thereby preferably via a

two-dimensional curve, in particular a characteristic, from the start high pressure pdyn.s

calculated. In this case, the lower the start high pressure pdyn, s, the greater is this

predetermined continuous injection time interval At _L. Typical values for the predetermined Continuous injection time interval At _L as a function of the start high pressure pdyn, s are given in the following table: pdyn, s [bar] At _L [ms]

600 150

800 135

1000 120

1200 105

1400 90

1600 75

1800 60

2000 55

2200 40 To rule out that the fall of the high pressure by the response of a

Absteuerventils is caused, is checked in the process, whether the high pressure during the predetermined test time interval At _M at least one of the predetermined Absteuer pressure amounts, in particular the first Überdruck- Absteuer-Druckbeträge PAI, the Regel-Absteuer-Druckmenge pA2, and / or has reached or exceeded the second overpressure relief amount pA3.

If this is the case, that is, if a shut-off valve has responded in the predetermined test time interval MM, no continuous injection is detected. In this case, a continuous injection test is particularly preferably carried out, that is to say in particular in the test time interval on the basis of a response of a shut-off valve that the high pressure within the predetermined continuous injection time interval AtL is not checked

predetermined continuous injection differential pressure amount Δρρ has fallen. A preferred value for the test time interval Atu is a value of 2 s. If no shut-off valve has responded in the predetermined test time interval and the high pressure at the third time t _{3 has} fallen by at least the predetermined continuous injection differential pressure Ap _P within the predetermined continuous injection time interval AtL, it is checked whether the pre-pressurized fuel pressure pF is greater than or equal to one

predetermined admission pressure setpoint pF.ijst. Is this, as shown in the second diagram, If so, a permanent injection is detected. If this is not the case, it is assumed that the fuel pres- sure could be responsible for the drop in high pressure, and no continuous injection is detected. A prerequisite for conducting the continuous injection test is also that

Internal combustion engine 1 has left a starting phase. This is the case when the

Internal combustion engine 1 has reached a predetermined idle speed for the first time. A binary motor start signal M _St shown in the third diagram then assumes the logic value 0. If a stoppage of the internal combustion engine 1 is detected, this signal is set to the logical value 1.

Another prerequisite for carrying out the continuous injection test is that the dynamic rail pressure p <jyn has first reached the desired high pressure ps. If a continuous injection is detected at the third time t ₃ , the alarm signal AS is set, which changes from the logical value 0 to the logical value 1 in the fifth diagram. At the same time, if the permanent injection is detected, the engine must be switched off

Internal combustion engine 1 done. Accordingly, the engine stop signal MS indicating that an engine stop is triggered as a result of the detection of a continuous injection must be set from the logical value 0 to the logical value 1, which is shown in the seventh diagram. The same applies to the signal SAkt effecting a stop of the internal combustion engine 1, which finally leads to a shutdown of the internal combustion engine 1, which is illustrated in particular in the sixth diagram. At a fifth time t ₅ , a stoppage of the internal combustion engine 1 is detected, so that a standing signal shown in the fourth diagram Mo, which indicates that the

Internal combustion engine 1 is changed from the logical value 0 to the logic value of 1.

At the same time, the value of the engine start signal Ms _t shown in the third diagram, which indicates the starting phase of the internal combustion engine 1, changes from the logical value 0 to the logical value 1, since the internal combustion engine 1 is again in the starting phase after a recognized standstill. If the internal combustion engine 1 is detected as standing, the two signals SAkt and MS are reset to 0, which in turn in the sixth and seventh

Diagram is shown. At a sixth time t ₆ , an alarm reset button is operated by the operator of the internal combustion engine 1, so that the alarm reset signal AR, as shown in the eighth diagram, changes from the logical value 0 to the logical value 1. This in turn means that the alarm signal AS, which is shown in the fifth diagram, is reset to the logical value 0.

If a continuous injection is detected, or no continuous injection is detected before the expiry of the predetermined continuous injection time interval AtL, then a renewed

Continuous injection test to be carried out only if the dynamic rail pressure pdyn has again reached or exceeded the desired high pressure ps:

Fig. 4 shows a schematic representation of an embodiment of the method as

Flow chart. The method starts in a start step SO. In a first step Sl, the dynamic high pressure control deviation edyn is calculated as the difference between the desired high pressure ps and the dynamic rail pressure pdyn. In a second step S2, a query is made as to whether a logical variable designated as a flag is set. Here and in the following the term "flag" denotes a logical or binary

Variable that can assume two states, in particular 0 and 1. That a flag is set means here and below that the corresponding logical variable has a first of the two states, in particular an active state, for example the value 1. That the flag is not set here and below means that the logical variable has the other, second state, in particular an inactive state, for example the value 0.

By means of the logical variable Merkerl is in the present embodiment of the

Process monitors whether the internal combustion engine 1 is in its startup phase, and whether the high pressure has reached or exceeded the desired high pressure ps for the first time. The flag is set when the internal combustion engine 1 is no longer in the starting phase, and when the dynamic rail pressure pdyn has first reached or exceeded the desired high pressure ps. If one of these conditions is not met, the flag is not set. If the flag is set, a continuous injection recognition algorithm is continued in a sixth step S6, which is shown in greater detail in FIG.

If the flag is not set, a third step S3 is continued. In the third step S3, it is queried whether the internal combustion engine 1 has left the starting phase. If this is not the case, the method is continued in a seventh step S7. If this is the case, however, it is checked in a fourth step S4 whether the dynamic rail pressure control deviation eayn is less than or equal to zero. If this is not the case, which means that the dynamic rail pressure pdyn has not yet reached or exceeded the setpoint high pressure ps, the method is continued in the seventh step S7. On the other hand, if the dynamic rail pressure deviation edyn is less than or equal to 0, the flag is set in a fifth step S5.

In the seventh step S7 is queried whether the internal combustion engine 1 is. If this is not the case, a tenth step S10 is continued. If the internal combustion engine 1, the flag and other logical variables flag 2, flag 3, flag 4 and flag 5 are reset.

As will be explained in more detail, in this case, the flag 2 indicates whether a shut-off valve has responded, the flag 3 indicates whether the shut-off valve has responded in the test time interval, the flag 4 indicates that a continuous injection has been detected, and thus blocks subsequent executions of the Permanent injection detection, in particular to a standstill and restart of the internal combustion engine 1, and the flag 5 finally indicates that the continuous injection test was carried out, but no continuous injection was detected, in which he blocks in particular a renewed performance of the continuous injection test until the dynamic High pressure pdyn again has reached or exceeded the desired high pressure ps, and / or until the internal combustion engine 1 - in the case of a temporary shutdown and a restart of the same - again has left its start phase.

In a ninth step S9, the engine stop stop MS causing a stop of the engine 1 due to a detected continuous injection is also reset, and the logical signal SAk effecting a stop of the engine is also reset. In a tenth step S10, it is checked whether both the alarm reset signal AR and the standstill of the internal combustion engine indicative logical Steady signal M ₀ and the one detected continuous injection indicating alarm signal AS are set. Is at least one of these logical signals are not set, the method is finished in a twelfth step S12. On the other hand, if all these logic signals are set, the alarm signal AS is reset in an eleventh step Si l. The process is preferably carried out iteratively. This means, in particular, that the method is restarted after its termination in the twelfth step S12-preferably immediately-in the start step SO. Of course, it is preferably provided that this iterative implementation of the method with a complete shutdown of

Control unit 21, which is preferably configured to perform the method, ends. The method then preferably starts again after a restart of the control unit 21 at the start step SO.

5 shows a schematic detail representation of the embodiment of the method according to FIG. 4. In particular, FIG. 5 shows a detailed representation of the sixth step S6 according to the flowchart of FIG. 4 again in the form of a flow chart. In this case, the method steps carried out within step S6 are referred to below as substeps.

In a first sub-step S6 1 is queried whether a mechanical pressure relief valve 20 is present. This query is not mandatory. Rather, it is also possible that the procedure is adapted adapted to the specific configuration of the internal combustion engine 1, wherein is firmly implemented in the process flow, whether a mechanical

Pressure relief valve 20 is present or not. In this case, those in the first need

Substation S6 1 shown not to be provided, but can be directly followed by the appropriate for the configuration of the internal combustion engine 1 process step. However, the embodiment of the method described here has the advantage that it can be used independently of the specific configuration of the internal combustion engine 1, so that it can be used very flexibly and can also be implemented quickly in the sense of a retrofit solution in an existing control unit 21 of an internal combustion engine 1. By means of the query in the first sub-step S6 1, the method then receives the information necessary for further progression on the presence of a mechanical overpressure valve 20.

If a mechanical overpressure valve 20 is present in the internal combustion engine 1, a query is made in a second substep S6 2 as to whether the dynamic rail pressure pdyn is greater than or equal to the first overpressure relief amount PAI. If this is not the case, a sixth sub-step S6 6 is continued. If this is the case, however, the flag 2 is set in a third sub-step S6 3. A time variable ts _p is simultaneously set to a current system time t. Subsequently, the sixth sub-step S6 6 is continued. If there is no mechanical overpressure valve 20, a branch is made from the first substep S6_1 to a fourth substep S6_4. In the fourth sub-step S6_4, it is interrogated as to whether the dynamic rail pressure pdyn is greater than or equal to the control purge pressure amount pA2 or greater than or equal to the second positive pressure purge pressure amount PA ₃ . If this is not the case, the sixth sub-step S6 6 is continued. If this is the case, the flag 2 is set in a fifth sub-step S6 5. At the same time, the time variable ts _{p is set} to the current system time t. Subsequently, the sixth sub-step S6 6 is continued.

In this the marker4 is queried. If this is set, the process continues with the seventh step S7 according to FIG.

If the flag 4 is not set, the flag 3 is queried in a seventh substep S6_7. If the flag 3 is set, a twelfth sub-step S6 12 is continued, otherwise it is checked in an eighth sub-step S6_8 whether the dynamic rail pressure control deviation edyn is greater than or equal to the starting differential pressure amount. If this is not the case, the process continues with the seventh step S7 according to FIG. If this is the case, however, it is checked in a ninth sub-step S6_9 whether flag 2 is set. If the flag 2 is not set, an eleventh sub-step S6 11 is continued. If the flag 2 is set, it is checked in a tenth substep S6 10 whether the difference between the current system time t and the value of the time variable ts _{p is} less than or equal to the test time interval ΔΪΜ. If this is the case, the process continues with the seventh step S7 according to FIG. If this is not the case, the flag 3 is set in the eleventh sub-step S6_l 1, and the value of the currently prevailing dynamic rail pressure pdyn is assigned to the starting high-pressure Pdyn, s.

In the twelfth sub-step S6_12 the flag 5 is queried. If the flag 5 is set, a seventeenth sub-step S6_17 is continued. If the flag 5 is not set, a time difference variable At is incremented in a thirteenth substep S6_13. Subsequently, in a fourteenth sub-step S6 14, the predetermined continuous injection time interval AtL is calculated as the initial value of a two-dimensional curve. The input value of this curve is the starting high-pressure Pdyn, s In a fifteenth substep S6 15 it is queried whether the time difference variable At is greater than the continuous injection time interval AtL. If this is not the case, a nineteenth sub-step S6 19 is continued. If so, in the sixteenth substep S6 16, the time difference variable At is set to the value 0, and the flag 5 is set. Subsequently, in the seventeenth sub-step S6 17 it is queried whether the dynamic rail pressure control deviation edyn is less than or equal to zero. If this is not the case, the process continues with the seventh step S7 according to FIG. If this is the case, however, markers 3 and markers 5 are reset in an eighteenth sub-step S6 18, respectively. Subsequently, the method continues with the seventh step S7 according to FIG.

In the nineteenth substep S6_19, a differential pressure amount Ap is calculated as a difference of the start high pressure Pdyn, s and the dynamic rail pressure pdyn. Subsequently, in a twentieth sub-step S6 20 it is checked whether the

Pressure difference amount Ap is greater than or equal to the predetermined continuous injection differential pressure amount A p. If this is not the case, the process continues with the seventh step S7 according to FIG. If this is the case, however, it is checked in a twenty-first substep S6 21 whether the fuel admission pressure pF is less than the limit value PF, L. If so, in a twenty-third step S6 23, the time difference variable At is set to the value 0, and the flag 5 is set. Subsequently, the method continues with the seventh step S7 according to FIG. If the fuel admission pressure p _{F is} not less than the predetermined admission pressure setpoint value PF, L, in a twenty-second substep S6 22 the time difference variable At is set to the value 0 and the flag 3 is reset. The Merker4 as well as the

Alarm signal AS, the engine stop signal MS, and the engine stop causing logical

Signal SAkt are set at the same time. Subsequently, the method continues with the seventh step S7 according to FIG.

Overall, it is found that by means of the method proposed here, the injection system 3 and the internal combustion engine 1, a continuous injection is effective, in a simple manner,

can be recognized inexpensively and very safely, with particular preference to a

Quantity limiting valve can be omitted, so that it is particularly possible to use for the injection system 3 and the internal combustion engine 1 cost injectors.

Claims

1. A method for detecting a continuous injection during operation of an internal combustion engine (1) having a high-pressure accumulator (13) for a fuel

Injection system (3), wherein a high pressure in the injection system (3) is monitored time-dependent, wherein - is checked for detecting a continuous injection, if the high pressure within a predetermined continuous injection time interval (L) by a predetermined

Continuous injection differential pressure amount (Δρ _Ρ ) has fallen, where

- It is checked whether a high-pressure accumulator (13) with a fuel reservoir (7) connecting Absteuerventil has addressed, wherein

- a permanent injection is detected when

- In a predetermined test time interval (ΔΪΜ) before the fall of the high pressure no shut-off valve has responded, and if

- The high pressure within the predetermined continuous injection time interval (At _L ) by the predetermined continuous injection differential pressure amount (Δρρ) has fallen.

2. The method according to claim 1, characterized in that the continuous injection test, whether the high pressure within the predetermined continuous injection time interval (At ^ has fallen by the predetermined continuous injection differential pressure amount (App), is carried out only when in the predetermined test Time interval (AIM) before a start time for the continuous injection test no shut-off valve has responded.

3. The method according to any one of the preceding claims, characterized in that the continuous injection test is started at the start time when the high pressure falls below a high pressure set point (ps) by a predetermined starting differential pressure amount (es).

4. The method according to any one of the preceding claims, characterized in that at the start time, a starting high pressure (pdyn, s) is determined, wherein the predetermined continuous injection time interval (Ati) depending on the starting high pressure (pdyn, s) is determined ,

5. The method according to any one of the preceding claims, characterized in that for checking whether a shut-off valve has responded, it is checked whether the high pressure in the test time interval (At _\ i) has reached or exceeded a predetermined Absteuer-pressure amount.

6. The method according to any one of the preceding claims, characterized in that the continuous injection test is carried out only when the internal combustion engine (1) has left a predetermined starting phase, and / or if

- the high pressure a high pressure setpoint (ps) for the first time since the start of the

Internal combustion engine (1) has reached or exceeded.

7. The method according to any one of the preceding claims, characterized in that after a continuous injection test, a next continuous injection test is performed again only when the high pressure has reached or exceeded the high pressure setpoint (ps) again.

8. The method according to any one of the preceding claims, characterized in that a continuous injection is detected only when a fuel form (PF) is greater than or equal to a predetermined form setpoint value (PF, L).

9. injection system (3) for an internal combustion engine (1) with at least one injector (15); - At least one high pressure accumulator (13) on the one hand with the at least one injector (15) and on the other hand via a high pressure pump (11) with a fuel reservoir (7) in fluid communication, - a high pressure sensor (23), arranged and arranged for detection one

High pressure in the injection system (3),

- At least one shut-off valve, via which the high pressure accumulator (13) to the fuel reservoir (7) is fluidly connected, and with

- A control unit (21) with the at least one injector (15), the

High-pressure sensor (23), and is preferably operatively connected to the at least one shut-off valve, characterized in that the control device (21) is adapted to monitor a high-pressure in the injection system (3) time-dependent, wherein the control device (21) is further set up, to check whether the high pressure has fallen by a predetermined continuous injection differential pressure amount (App) within a predetermined continuous injection time interval (Δt), the controller (21) being arranged to check whether the at least one of Absteuerventil has addressed, the

Control unit (21) is further adapted to detect a continuous injection, if in a predetermined test time interval (ΔΪΜ) before the fall of the high pressure no

Absteuerventil has addressed, and when the high pressure within the predetermined continuous injection time interval (At ^ by the predetermined continuous injection differential pressure amount (Ap _P ) has fallen, wherein the control device (21) is preferably adapted to carry out a method according to one of claims 1 to 8 ,

10. injection system (3) according to claim 9, characterized in that the at least one shut-off valve is selected from a group consisting of a mechanical

Pressure relief valve and a controllable pressure control valve.

1 1. internal combustion engine (1), characterized by an injection system (3) according to any one of claims 9 and 10th