EP3942171B1 - Procédé pour faire fonctionner un moteur à combustion interne, système d'injection pour un moteur à combustion interne et moteur à combustion interne comprenant un système d'injection - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne, système d'injection pour un moteur à combustion interne et moteur à combustion interne comprenant un système d'injection Download PDF

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Publication number
EP3942171B1
EP3942171B1 EP20712277.1A EP20712277A EP3942171B1 EP 3942171 B1 EP3942171 B1 EP 3942171B1 EP 20712277 A EP20712277 A EP 20712277A EP 3942171 B1 EP3942171 B1 EP 3942171B1
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Prior art keywords
pressure
oscillation
time
dyn
high pressure
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German (de)
English (en)
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EP3942171A1 (fr
Inventor
Armin DÖLKER
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Rolls Royce Solutions GmbH
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Rolls Royce Solutions 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2041/225—Leakage detection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure

Definitions

  • the invention relates to a method for operating an internal combustion engine, an injection system for an internal combustion engine and an internal combustion engine with an injection system.
  • High-pressure oscillations can then occur in the high-pressure accumulator, whereby in particular the measured high pressure can drop sharply if air gets into the area of a high-pressure sensor. It is then possible that according to the EN 10 2015 207 961 A1 A continuous injection is detected using the method described, which in turn results in an alarm signal being set and, if necessary, the internal combustion engine being switched off, even though there is actually no continuous injection.
  • EN 10 2017 206416 B3 as well as WO 01/0183971 A1 disclose methods for detecting continuous injection.
  • the invention is therefore based on the object of creating a method for operating an internal combustion engine, an injection system and an internal combustion engine, whereby the disadvantages mentioned are avoided.
  • a false detection i.e. a false-positive detection of a continuous injection
  • the risk of such a false-positive detection of a continuous injection is to be at least reduced.
  • the object is achieved in particular by creating a method for operating an internal combustion engine, wherein an internal combustion engine is operated which has an injection system with a high-pressure accumulator, wherein a high pressure in the injection system is monitored as a function of time. At a high-pressure-dependent start time, it is checked whether a continuous injection detection should be carried out. In order to check whether the continuous injection detection should be carried out, it is examined whether a high-pressure oscillation has taken place within an oscillation time interval before the start time. With the help of the method proposed here, it is thus possible to take the occurrence of high-pressure oscillations into account when determining whether a continuous injection is present. In particular, the method can be used to prevent the continuous injection detection from being carried out if a high-pressure oscillation is detected.
  • a high-pressure oscillation is understood here to mean a specific variation of the high pressure in the high-pressure accumulator of the injection system, wherein the high pressure has swept over a predetermined value range, in particular a predetermined pressure value band, at least once from both sides, i.e. from above and from below, preferably first from below and then from above, within the oscillation time interval.
  • a predetermined value range in particular a predetermined pressure value band
  • the high pressure to have swept over the predetermined pressure value band once within the oscillation time interval, first from a lower pressure value band limit value to at least an upper pressure value band limit value and then from the upper pressure value band limit value to the lower pressure value band limit value or another pressure limit value below or above the lower pressure value band limit value.
  • the oscillation time interval is in particular a predetermined time interval which is selected in a suitable manner in order to avoid, on the one hand, a false-positive detection of a continuous injection due to a high-pressure oscillation and, on the other hand, not to hinder the detection of an actual continuous injection.
  • the oscillation time interval is preferably from at least 0.5 s to at most 1.5 s, preferably one second.
  • the high-pressure-dependent start time is in particular a time at which, on the one hand, a decision is made as to whether continuous injection detection is to be carried out, and, on the other hand, if continuous injection detection is to be carried out, continuous injection detection starts.
  • the fact that the start time is high-pressure-dependent means, on the one hand, that the high pressure value at which the check as to whether continuous injection detection is to be carried out or continuous injection detection itself is started is parameterizable; on the other hand, the start time is high pressure-dependent in that this check is carried out when the high pressure reaches or falls below the parameterizable high pressure value.
  • the fact that the oscillation time interval lies before the start time means in particular that the start time is also an end time of the oscillation time interval. This is thus designed as a sliding time window that extends from the start time into the past.
  • an internal combustion engine is preferably operated which has a so-called common rail injection system.
  • a high-pressure accumulator for fuel is provided which is fluidly connected to at least one, preferably to a plurality of injectors for injecting the fuel.
  • the high-pressure accumulator acts as a buffer volume in order to buffer and dampen pressure fluctuations caused by individual injection events.
  • the fuel volume in the high-pressure accumulator is large compared to a fuel volume injected within a single injection event.
  • the high-pressure accumulator advantageously causes a decoupling of the injection events which are assigned to different injectors, so that an identical high pressure can preferably be assumed for each individual injection event.
  • the at least one injector prefferably has an individual accumulator.
  • several injectors each have individual storage units separately assigned to the injectors. These serve as additional buffer volumes and can very efficiently bring about an additional separation of the individual injection events from one another.
  • the high pressure in the injection system is monitored over time means in particular that it is measured over time.
  • the high pressure present in the high-pressure accumulator is measured for this purpose - in particular by means of a pressure sensor arranged on the high-pressure accumulator.
  • the high-pressure accumulator proves to be a particularly suitable location for measuring the high pressure, in particular because short-term pressure fluctuations can only be detected to a small extent here due to the dampening effect of the high-pressure accumulator on the individual injection events.
  • the measured raw values are not used as the high pressure, but that the measured high pressure values are filtered, with the filtered high pressure values being used as the basis for the method.
  • a PT 1 filter is particularly preferably used for this purpose. This filtering has the advantage that short-term high pressure fluctuations can be filtered out, which could otherwise interfere with the reliable detection of a high pressure oscillation or a pressure drop in the high pressure that actually indicates a continuous injection. It is possible that the recorded high pressure values are also filtered during operation of the internal combustion engine for pressure control of the high pressure.
  • a first filter is preferably provided for filtering for the purpose of pressure control, which is preferably designed as a PT 1 filter, with a second filter being provided for the purpose of detecting a high pressure oscillation or continuous injection, which is preferably designed as a PT 1 filter.
  • the second filter is preferably designed as a faster filter, i.e. it reacts more dynamically to the measured high pressure values, in particular having a smaller time constant than 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 high-pressure oscillation or continuous injection are also referred to here and below as dynamic high pressure or dynamic rail pressure.
  • dynamic indicates in particular that they are filtered with a comparatively fast time constant, so that very short-term fluctuations are averaged out, but at the same time a comparatively dynamic detection of the high pressure actually present at the moment is still possible.
  • the continuous injection detection is carried out if no high-pressure oscillation is detected within the oscillation time interval. This ensures that a check for a continuous injection is carried out if a continuous injection is possibly present due to the time-dependent behavior of the high pressure and at the same time a high-pressure oscillation is excluded as the cause of the time-dependent behavior of the high pressure.
  • the continuous injection detection is not carried out if a high-pressure oscillation is detected within the oscillation time interval.
  • This advantageously means that the check for a continuous injection is already omitted if a high-pressure oscillation is determined to be the cause of the time-dependent behavior of the high pressure. This not only prevents an incorrect setting of an alarm signal or even a shutdown of the internal combustion engine due to a false-positive detection of a continuous injection, but also saves computing time and computing power by also preventing the check for a continuous injection.
  • the oscillation limit value can in particular be the previously mentioned lower pressure value band limit value; the high-pressure setpoint value is preferably the previously mentioned upper pressure value band limit value; the oscillation end value is preferably the previously mentioned further pressure limit value, but can also be identical to the lower pressure value band limit value.
  • the high pressure setpoint is preferably a value that is used as a setpoint for pressure control of the high pressure in the high pressure accumulator.
  • Both the oscillation limit value and the oscillation end value are in particular smaller than the high pressure setpoint. According to one embodiment of the method, it is possible for the oscillation end value to be equal to the oscillation limit value. According to another embodiment of the method, it is possible for the oscillation end value to be different from the oscillation limit value, in particular smaller or larger than the latter.
  • the oscillation time interval is in particular a maximum period duration - even if it may relate to just one oscillation pass or a few oscillation passes - whereby only those high pressure fluctuations are recognized as high pressure oscillations whose period duration is shorter than the maximum period duration defined by the oscillation time interval.
  • the oscillation time interval thus sets a minimum frequency for the high pressure fluctuation that can be recognized as a high pressure oscillation.
  • the continuous injection detection is blocked until the high pressure again reaches or exceeds the high pressure setpoint. This ensures that the injection system only returns to a defined state after a high pressure oscillation has occurred, in particular that any air present is pumped out of the high pressure accumulator before a continuous injection is checked. This also contributes advantageously to preventing false detections of continuous injections.
  • the start time is selected as the time at which the high pressure falls below the high pressure setpoint by a predetermined starting differential pressure amount.
  • the start time is defined in a safe, sensible and parameterizable manner.
  • the high pressure is evaluated as a function of time, whereby the decision as to whether the continuous injection detection is carried out is then made and, if necessary, the continuous injection test begins when the high pressure falls below the high pressure setpoint by the predetermined starting differential pressure amount.
  • the predetermined starting differential pressure amount can easily be selected in a sensible manner so that the test is only started when there is a real risk of a pressure drop that goes beyond normal fluctuations around the high pressure setpoint.
  • the oscillation limit value is smaller than a starting high pressure, which is defined as the difference between the high pressure setpoint and the starting differential pressure amount.
  • the starting high pressure is therefore the high pressure value that defines the starting time when the high pressure detected over time reaches or falls below the starting high pressure from higher pressure values.
  • the oscillation limit value is greater than the starting high pressure.
  • the oscillation limit value is preferably parameterizable and can be selected to be greater or smaller than the starting high pressure, in particular depending on a specific application of the method, in particular for a specific internal combustion engine. It is of course also possible for the oscillation limit value to be selected to be equal to the starting high pressure.
  • the oscillation end value is selected to be equal to the starting high pressure.
  • the oscillation end value is also preferably parameterizable, with a particularly simple embodiment of the method being present if it is selected to be identical to the starting high pressure, or if the starting high pressure is used as the oscillation end value.
  • the oscillation limit value, the oscillation end value and/or the start high pressure are defined as differential amounts based on the high pressure setpoint. This enables particularly simple parameterization of the method. In particular, this ensures that when the high pressure setpoint varies, fixed differential amounts in relation to the high pressure setpoint remain for the remaining values.
  • the oscillation limit value is therefore preferably defined as the oscillation differential pressure amount - in relation to the high pressure setpoint - and the oscillation end value is preferably defined as the final oscillation differential pressure amount - also in relation to the high pressure setpoint. These are therefore in particular pressure values at a predetermined distance from the current high pressure setpoint.
  • the respective pressure value is preferably always deducted from the high pressure setpoint, so a corresponding differential pressure amount is positive if the corresponding pressure value is smaller than the high pressure setpoint. Accordingly, a control deviation for the pressure control is preferably calculated in such a way that the instantaneous high pressure is subtracted from the high pressure setpoint, so that the control deviation is positive if the instantaneous pressure value is smaller than the high pressure setpoint.
  • the continuous injection detection is preferably carried out as described in the published application EN 10 2015 207 961 A1 In this respect, particular reference is made to this document.
  • a continuous injection it is preferably checked whether the high pressure has fallen by a predetermined continuous injection differential pressure amount within a predetermined continuous injection time interval.
  • a further check is - in particular a continued check - whether a shut-off valve connecting the high pressure accumulator to a fuel reservoir has responded.
  • a continuous injection is detected if no shut-off valve has responded in a predetermined test time interval before the high pressure drops, and if the high pressure has fallen by the predetermined continuous injection differential pressure amount within the predetermined continuous injection time interval.
  • a continuous injection is only detected if both conditions are met at the same time, namely that, on the one hand, the high pressure has fallen by the predetermined continuous injection differential pressure amount within the predetermined continuous injection time interval, and, on the other hand, no shut-off valve has responded in the predetermined test time interval before the high pressure fell. It can therefore be concluded with great certainty that a continuous injection is the cause of the drop in the high pressure, and the continuous injection can be detected and diagnosed by the drop in the high pressure. It is then easily possible to initiate measures to protect the internal combustion engine from damage after the continuous injection has been detected.
  • test time interval used is preferably one that is at least one second and at most three seconds, particularly preferably two seconds. This time has proven to be particularly suitable for ruling out the possibility that the recorded pressure drop is caused by the response of a shut-off valve.
  • test time interval is before the high pressure drops means in particular that the test time interval is before the start time, whereby the start time is preferably also an end time of the test time interval. This is thus designed as a sliding time window that extends from the start time into the past.
  • shut-off valve connecting the high-pressure accumulator to a fuel reservoir means in particular that this is monitored continuously, in particular continuously or at predetermined time intervals, within the framework of the method.
  • a pressure relief valve in particular a mechanical pressure relief valve, and/or a controllable pressure control valve, and/or two controllable pressure control valves are preferably used as the relief valve. It is possible for the injection system to have only one mechanical pressure relief valve, which responds above a predetermined overpressure relief pressure amount and relieves the pressure in the high-pressure accumulator towards the fuel reservoir. This serves to ensure the safety of the injection system and avoids impermissibly high pressures in the high-pressure accumulator.
  • At least one controllable pressure control valve can be provided as the shut-off valve.
  • this can serve to provide a disturbance variable in the form of a specific fuel flow from the high-pressure accumulator into the fuel reservoir in order to stabilize a pressure control effected, for example, via a suction throttle that is assigned to a high-pressure pump, wherein it is particularly possible for the suction throttle to serve as the first pressure actuator in a high-pressure control circuit, wherein the controllable pressure control valve is controlled as the second pressure actuator.
  • controllable pressure control valve it is possible for the controllable pressure control valve to completely take over the control of the high pressure in the event of a failure of the suction throttle in a control operation, preferably by means of a second high-pressure control circuit that controls the controllable pressure control valve as the sole pressure actuator.
  • a failure of the suction throttle is detected in particular by the high pressure rising above a predetermined control shut-off pressure amount.
  • the controllable pressure control valve is then controlled for pressure regulation and is typically opened further than if it only generates a disturbance variable as a second pressure actuator in normal operation.
  • controllable pressure control valve is preferably opened when the high pressure exceeds a predetermined overpressure relief pressure amount, so that the high-pressure accumulator can be relieved of pressure into the fuel reservoir.
  • the high pressure drops at least briefly when the mechanical pressure relief valve opens and/or when the at least one controllable pressure control valve is activated either for the first time to regulate the pressure or to relieve the pressure in the high-pressure accumulator in accordance with the protective function of a pressure relief valve.
  • the method therefore checks - in particular continuously - whether a shut-off valve has responded, whereby a continuous injection is only recognized 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 to determine whether the high pressure has fallen by the predetermined continuous injection differential pressure amount within the predetermined continuous injection time interval is only carried out if no shut-off valve has responded in the predetermined test time interval before the start time.
  • the continuous injection test to determine whether the high pressure has fallen by the predetermined continuous injection differential pressure amount within the predetermined continuous injection time interval is only carried out if no shut-off valve has responded in the predetermined test time interval before the start time.
  • This embodiment of the method is particularly economical because it saves computing time and computing resources.
  • the continuous injection test is started at the start time when the high pressure falls below the high pressure setpoint by the predetermined start differential pressure amount.
  • 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 in the test time interval has reached or exceeded a predetermined shut-off pressure value.
  • a shut-off valve responds in particular when a predetermined shut-off pressure limit value or pressure amount is exceeded.
  • different shut-off pressure amounts can be used within the scope of the method. For example, an overpressure shut-off pressure amount is preferably used as the shut-off pressure amount, which is set up to respond to a mechanical pressure relief valve if one is provided.
  • a second overpressure shut-off pressure amount - possibly different from the first overpressure shut-off pressure amount - is preferably used to control a controllable pressure control valve if this takes on the protective function of a mechanical pressure relief valve for the injection system, in which case preferably no mechanical pressure relief valve is provided.
  • a control-control pressure amount is preferably used as the control pressure amount for the response of a controllable pressure control valve, which is defined in such a way that at this pressure amount the pressure control valve is controlled as the sole pressure actuator, for example if a suction throttle fails and the pressure control is to take place solely via the controllable pressure control valve. It is obvious that exceeding at least one of these control pressure amounts leads to the corresponding control valve being activated. This results in a pressure drop that should not be incorrectly attributed to a continuous injection event. It is therefore sensible to check whether at least one of the predetermined control pressure amounts was reached or exceeded in the test time interval.
  • An embodiment of the method is also preferred which is characterized in that after a continuous injection test - preferably regardless of the result of the test, i.e. regardless of whether a continuous injection was actually detected or whether the test returned a negative result, i.e. the absence of a continuous injection - a next continuous injection test is only carried out when the high pressure has again reached or exceeded the high pressure setpoint.
  • the object is also achieved by creating an injection system for an internal combustion engine, which has at least one injector and at least one high-pressure accumulator, which is fluidically connected on the one hand to the at least one injector and on the other hand via a high-pressure pump to a fuel reservoir.
  • the injection system also has a high-pressure sensor, which is arranged and set up, to detect a high pressure in the injection system, in particular in the fuel reservoir.
  • the injection system also has a control unit that is operatively connected to the at least one injector and to the high pressure sensor.
  • the control unit is set up to monitor a high pressure in the injection system as a function of time and to check at a high pressure-dependent start time whether continuous injection detection should be carried out by examining whether a high pressure oscillation has taken place within an oscillation time interval before the start time.
  • the injection system in particular the control unit, is designed to carry out a method according to the invention or one of the previously described embodiments of the method for operating an internal combustion engine.
  • the advantages that have already been explained in connection with the method arise in particular.
  • An embodiment of the injection system is preferred 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 at least one pressure control valve.
  • a mechanical pressure relief valve and at least one controllable pressure control valve are provided is also particularly preferred.
  • an embodiment of the injection system in which only a mechanical pressure relief valve and no controllable pressure control valve is provided is also preferred.
  • at least one 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 been activated. In particular, it is set up to check whether a mechanical pressure relief valve and/or a controllable pressure control valve has been activated.
  • the injection system prefferably has a separate control unit which is set up in the manner described above.
  • the functionality described above it is possible for the functionality described above to be integrated into a control unit of the internal combustion engine, or for the control unit to be designed as a control unit of the internal combustion engine.
  • the functionality described above is integrated into 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.
  • control unit the functionality described above is implemented in an electronic structure, in particular a hardware of the control unit.
  • a computer program product is loaded into the control unit, which has instructions on the basis of which the functionality described above and in particular the method steps described above are executed when the computer program product runs on the control unit.
  • a computer program product which has machine-readable instructions on the basis of which the functionality described above or the method steps described above are carried out when the computer program product runs on a computing device, in particular a control unit.
  • a data carrier is also preferred which has such a computer program product.
  • the description of the method on the one hand and of the injection system and the internal combustion engine on the other hand are to be understood as complementary to one another.
  • Method steps that have been described explicitly or implicitly in connection with the injection system and/or the internal combustion engine are preferably individually or combined with one another steps of a preferred embodiment of the method.
  • Features of the injection system and/or the internal combustion engine that have been explained explicitly or implicitly in connection with the method are preferably individually or combined with one another features of a preferred embodiment of the injection system or the internal combustion engine.
  • the method is preferably characterized by at least one method step that is characterized by 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 determined by at least one method step of the method according to the invention or a preferred embodiment of the method.
  • Fig.1 shows a schematic representation of an 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 side suction throttle 9 for influencing a fuel volume flow flowing to a high-pressure pump 11, the high-pressure pump 11 for conveying the fuel with increased pressure into a 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 combustion chambers 16 of the internal combustion engine 1.
  • the injection system 3 it is also possible for the injection system 3 to be designed with individual accumulators, in which case, for example, an individual accumulator 17 is integrated into the injector 15 as an additional buffer volume.
  • a pressure control valve 19 is provided, which can be controlled electrically, via which the high-pressure accumulator 13 is fluidically connected to the fuel reservoir 7.
  • the position of the pressure control valve 19 defines a fuel volume flow which is diverted from the high-pressure accumulator 13 into the fuel reservoir 7.
  • This fuel volume flow is Figure 1 and in the following text referred to as VDRV.
  • the injection system 3 shown here has a mechanical pressure relief valve 20, which also connects the high-pressure accumulator 13 to the fuel reservoir 7.
  • the mechanical pressure relief valve 20 responds, i.e. it opens, when the high pressure in the high-pressure accumulator 13 reaches or exceeds a predetermined overpressure relief pressure amount.
  • the high-pressure accumulator 13 is then relieved of pressure to the fuel reservoir 7 via the mechanical pressure relief valve 20.
  • the internal combustion engine 1 can also have only one mechanical pressure relief valve, or only one controllable pressure control valve and no mechanical pressure relief valve, or a plurality of controllable pressure control valves.
  • no mechanical pressure relief valve is preferably provided if the internal combustion engine 1 has a plurality of controllable pressure control valves. It is then particularly possible for at least one controllable pressure control valve of the plurality of controllable pressure control valves to take over the functionality of the mechanical pressure relief valve.
  • the operation of the internal combustion engine 1 is controlled by an electronic control unit 21, which preferably serves 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 contains the usual components of a microcomputer system, for example a microprocessor, I/O modules, buffers and memory modules (EEPROM, RAM).
  • the operating data relevant to the operation of the internal combustion engine 1 are applied in the memory modules in characteristic maps/characteristic curves.
  • the electronic control unit 21 uses these to calculate output variables from 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 I , a signal FP for the power specification by an operator of the internal combustion engine 1, and an input variable E. Further sensor signals are preferably combined under the input variable E, for example a charge air pressure of an exhaust gas turbocharger.
  • an individual accumulator pressure p E is preferably an additional input variable of the control unit 21.
  • the output variables of the electronic control unit 21 are, for example, a signal PWMSD for controlling the intake throttle 9 as the first pressure actuator, a signal ve for controlling the injectors 15 - which in particular specifies a start and/or end of injection or also an injection duration -, a signal PWMDRV for controlling the pressure control valve 19 as the second pressure actuator and an output variable A.
  • the position of the pressure control valve 19 and thus the fuel volume flow VDRV are defined via the preferably pulse-width-modulated signal PWMDRV.
  • the output variable A represents further control signals for controlling and/or regulating the internal combustion engine 1, for example a control signal for activating a second exhaust gas turbocharger in the case of register charging.
  • Fig. 2a shows a schematic detailed representation of an embodiment of an injection system 3.
  • a high-pressure control circuit 25 is shown schematically in a box shown by a dashed line, which is set up to regulate the high pressure in the high-pressure accumulator 13.
  • a continuous injection detection function 27 is shown outside the high-pressure control circuit 25 or the box marked by the dashed line.
  • An input variable of the high pressure control circuit 25 is a pressure determined by the control unit 21.
  • High pressure setpoint p S hereinafter also referred to as target high pressure p S , which is compared with an actual high pressure p I to calculate a control deviation e p .
  • the control deviation e p is calculated in such a way that the actual high pressure p I is subtracted from the target high pressure p S , so that the sign of the control deviation e p is positive if the actual high pressure p I is smaller than the target high pressure p S .
  • the target high pressure p S is preferably read out from a characteristic map as a function of a speed n I of the internal combustion engine 1, a load or torque requirement for the internal combustion engine 1 and/or as a function of other variables, in particular those used for correction.
  • Other input variables of the high pressure control circuit 25 are in particular the speed n I of the internal combustion engine 1 and a target injection quantity Q S .
  • the high pressure control circuit 25 has as an output variable in particular the high pressure p measured by the high pressure sensor 23. This is - as will be explained in more detail below - subjected to a first filtering, with the actual high pressure p I emerging as the output variable from this first filtering.
  • the control deviation e p is an input variable of a high-pressure regulator 29, which is preferably designed as a PI(DT1) algorithm.
  • a further input variable of the high-pressure regulator 29 is preferably a proportional coefficient kp SD .
  • the output variable of the high-pressure regulator 29 is a target fuel volume flow V SD for the intake throttle 9, to which a target fuel consumption V Q is added in an addition point 31.
  • This target fuel consumption V Q is calculated in a first calculation element 33 as a function of the speed n I and the target injection quantity Q S and represents a disturbance variable of the high-pressure control loop 25.
  • the sum of the output variable V SD of the high-pressure regulator 29 and the disturbance variable V Q results in an unlimited target fuel volume flow V U,SD .
  • a limiting element 35 This is limited in a limiting element 35 as a function of the speed n I to a maximum volume flow V max,SD for the suction throttle 9.
  • the output variable of the limiting element 35 is a limited fuel target volume flow V S,SD for the suction throttle 9, which is used as an input variable in a pump characteristic curve 37. This is used to convert the limited fuel target volume flow V S,SD into a suction throttle target flow I S,SD .
  • the suction throttle setpoint current I S,SD represents an input variable of a suction throttle current controller 39, which has the task of regulating a suction throttle current through the suction throttle 9.
  • Another input variable of the suction throttle current controller 39 is an actual suction throttle current I I,SD .
  • the output variable of the suction throttle current controller 39 is a suction throttle setpoint voltage U S,SD , which is finally converted in a second calculation element 41 in a manner known per se into a The duty cycle of a pulse width modulated signal PWMSD for the suction throttle 9 is converted.
  • the suction throttle 9 is controlled with this, whereby the signal thus acts overall on a control system 43, which in particular has the suction throttle 9, the high-pressure pump 11, and the high-pressure accumulator 13.
  • the suction throttle current is measured, resulting in a raw measured value I R,SD , which is filtered in a current filter 45.
  • the current filter 45 is preferably designed as a PT1 filter.
  • the output variable of this current filter 45 is the actual suction throttle current I I,SD , which in turn is fed to the suction throttle current controller 39.
  • the controlled 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 p I as an output variable.
  • the first high-pressure filter element 47 is preferably implemented by a PT1 algorithm.
  • the raw values of the high pressure p are filtered by a second high pressure filter element 49, the output variable of which is a dynamic rail pressure p dyn .
  • 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.
  • the second high pressure filter element 49 is designed as a faster filter than the first high pressure filter element 47.
  • the time constant of the second high pressure filter element 49 can also be identical to the value zero, so that the dynamic rail pressure p dyn then corresponds to the measured raw values of the high pressure p or is identical to them.
  • the dynamic rail pressure p dyn therefore provides a highly dynamic value for the high pressure, which is particularly useful when a quick reaction to certain events must take place.
  • a difference between the target high pressure p S and the dynamic rail pressure p dyn results in a dynamic high pressure control deviation e dyn .
  • the dynamic rail pressure p dyn is subtracted from the target high pressure p S to calculate the dynamic high pressure control deviation e dyn , so that the sign of the dynamic high pressure control deviation e dyn is positive if the dynamic rail pressure p dyn is smaller than the target high pressure p S .
  • the dynamic high pressure control deviation e dyn is an input variable of a function block 51 for detecting a continuous injection.
  • Other - particularly parameterizable - Input variables of the function block 51 are various relief pressure amounts, here specifically a first overpressure relief pressure amount p A1 , at or above which the mechanical pressure relief valve 20 responds, a control relief pressure amount p A2 , at or above which the controllable pressure control valve 19 is controlled for high pressure control as the sole pressure actuator, for example if the suction throttle 9 fails, and a second overpressure relief pressure amount p A3 , at or above which the controllable pressure control valve 19 is controlled - preferably completely - in order to take on a protective function for the injection system 3 and thus to replace or supplement the mechanical pressure relief valve 20.
  • parameterizable - input variables are a predetermined starting differential pressure amount e S , a predetermined test time interval ⁇ t M , a predetermined continuous injection time interval ⁇ t L , a predetermined continuous injection differential pressure amount ⁇ p P , a fuel pre-pressure p F , the dynamic rail pressure p dyn , and an alarm reset signal AR.
  • Output variables of the function block 51 are an engine stop signal MS and an alarm signal AS.
  • an oscillation time interval ⁇ t L,O and an oscillation differential pressure amount e Osz are added as further input variables of the function block 51.
  • Fig. 2b shows that the engine stop signal MS, when it assumes the value 1, ie is set, triggers an engine stop, in which case a logic signal SAkt, which causes a stop of the internal combustion engine 1, is also set.
  • the triggering of an engine stop can also have other causes, e.g. setting an external engine stop.
  • an external stop signal SE becomes identical to the value 1 and - since all possible stop signals are connected to one another by a logic OR link 53 - the resulting logic signal SAkt also becomes identical to the value 1.
  • Fig.3 shows a schematic representation of a method for detecting a continuous injection in a diagrammatic representation, in particular in the form of various time diagrams that are shown one below the other.
  • the time diagrams are referred to - from top to bottom - as the first, second, etc. diagram.
  • the first diagram is therefore in particular the one in Figure 3 top diagram, followed by the following, correspondingly numbered diagrams.
  • the first diagram shows the temporal progression - depending on a time parameter t - of the dynamic rail pressure p dyn as a solid curve K1 and the temporal progression of the Target high pressure p S is shown as a dashed line K2.
  • both curves K1, K2 are identical.
  • the dynamic rail pressure p dyn becomes smaller, while the target high pressure p S remains constant. This results in a positive dynamic high pressure control deviation e dyn , which at a second point in time t 2 becomes identical to the predetermined start differential pressure amount e s .
  • a time counter ⁇ t Akt starts running.
  • the dynamic rail pressure p dyn is identical to a start high pressure p dyn,S at the second point in time t 2 .
  • the dynamic rail pressure p dyn starting from the start high pressure p dyn,S , has fallen by the predetermined continuous injection differential pressure amount ⁇ p P.
  • a typical value for ⁇ p P is preferably 400 bar.
  • a continuous injection is detected if the measured time period ⁇ t m , i.e. the time period during which the dynamic rail pressure p dyn drops by the predetermined continuous injection differential pressure amount ⁇ p P , is less than or equal to the predetermined continuous injection time interval ⁇ t L : ⁇ t m ⁇ ⁇ t L
  • the predetermined continuous injection time interval ⁇ t L is preferably calculated from the starting high pressure p dyn,S using a two-dimensional curve, in particular a characteristic curve. The following applies: the lower the starting high pressure p dyn,S , the longer the predetermined continuous injection time interval ⁇ t L.
  • Typical values for the predetermined continuous injection time interval ⁇ t L depending on the starting high pressure p dyn,S are given in the following table: p dyn , S [bar] ⁇ t L [ms] 600 150 800 135 1000 120 1200 105 1400 90 1600 75 1800 60 2000 55 2200 40
  • the method checks whether the high pressure has reached or exceeded at least one of the predetermined control pressure amounts, in particular the first overpressure control pressure amount p A1 , the control control pressure amount p A2 , and/or the second overpressure control pressure amount p A3 during the predetermined test time interval ⁇ t M .
  • test time interval ⁇ t M is a value of 2s.
  • a prerequisite for carrying out the continuous injection test is preferably that the internal combustion engine 1 has left a start phase. This is the case when the internal combustion engine 1 has reached a predetermined idle speed for the first time.
  • a binary engine start signal M St shown in the third diagram then assumes the logical value 0. If a standstill of the internal combustion engine 1 is detected, this signal is set to the logical value 1.
  • a further prerequisite for carrying out the continuous injection test is preferably that the dynamic rail pressure p dyn has reached the target high pressure p S for the first time.
  • the alarm signal AS is set, which changes from the logical value 0 to the logical value 1 in the fifth diagram.
  • the engine stop signal MS which indicates 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 signal SAkt which causes the internal combustion engine 1 to stop, which ultimately leads to the internal combustion engine 1 being switched off, which is shown in particular in the sixth diagram.
  • a standstill of the internal combustion engine 1 is detected, so that a standstill signal M 0 shown in the fourth diagram, which indicates that the internal combustion engine 1 is stationary, changes from the logical value 0 to the logical value 1.
  • the value of the engine start signal M St shown in the third diagram which indicates the start phase of the internal combustion engine 1
  • the two signals SAkt and MS are set back to 0, which is again shown in the sixth and seventh diagrams.
  • an alarm reset button is pressed 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 results in the alarm signal AS, which is shown in the fifth diagram, being reset to the logical value 0.
  • a renewed continuous injection test can preferably only be carried out afterwards if the dynamic rail pressure p dyn has again reached or exceeded the target high pressure p S : p dyn ⁇ p S .
  • Fig.4 shows a schematic representation of an embodiment of a method for operating the internal combustion engine 1 as a flow chart.
  • the method starts in a start step S0.
  • the dynamic high-pressure control deviation e dyn is calculated as the difference between the target high pressure p S and the dynamic rail pressure p dyn .
  • flag refers to a logical or binary variable that can assume two states, in particular 0 and 1.
  • the fact that a flag is set means here and in the following that the corresponding logical variable has a first of the two states, in particular an active state, for example the value 1.
  • the fact that the flag is not set means here and in the following that the logical variable has the other, second state, in particular an inactive state, for example the value 0.
  • the logical variable Marker1 is used to monitor whether the internal combustion engine 1 is in its start-up phase and whether the high pressure has reached or exceeded the target high pressure p S for the first time. Marker1 is set when the internal combustion engine 1 is no longer in the start-up phase and when the dynamic rail pressure p dyn has reached or exceeded the target high pressure p S for the first time. If one of these conditions is not met, Marker1 is not set.
  • a sixth step S6 continues with a continuous injection test algorithm, which is Figure 5 is shown in more detail.
  • step S3 checks whether internal combustion engine 1 has left the start phase. If this is not the case, the process continues with a seventh step S7. If it is, a fourth step S4 checks whether the dynamic rail pressure control deviation e dyn is less than or equal to 0. If this is not the case, which means that the dynamic rail pressure p dyn has not yet reached or exceeded the target high pressure p S , the process continues with a seventh step S7. If the dynamic rail pressure control deviation e dyn is less than or equal to 0, the flag 1 is set with a fifth step S5.
  • step S7 it is checked whether the internal combustion engine 1 is stopped. If this is not the case, the system continues with a tenth step S10. If the internal combustion engine 1 is stopped, the marker 1 and other logical variables marker 2, marker 3, marker 4 and marker 5 are reset.
  • the flag 2 indicates whether a shut-off valve has responded
  • the flag 3 indicates whether the continuous injection detection should be carried out
  • the flag 4 indicates that a continuous injection has been detected and blocks subsequent executions of the continuous injection detection, in particular until the internal combustion engine 1 comes to a standstill and is restarted
  • the flag 5 finally indicates that the continuous injection detection was carried out but no continuous injection was detected, whereby it blocks a renewed execution of the continuous injection detection in particular until the dynamic high pressure p dyn has again reached or exceeded the target high pressure p S.
  • a ninth step S9 the logical engine stop signal MS, which triggers a stop of the internal combustion engine 1 due to a detected continuous injection, and the logical signal SAkt, which causes the internal combustion engine to stop, are also reset.
  • a tenth step S10 it is checked whether both the alarm reset signal AR and the logical standstill signal M 0 , which indicates a standstill of the internal combustion engine, and the alarm signal AS, which indicates a detected continuous injection, are set. If at least one of these logical signals is not set, the method is terminated in a twelfth step S12. If, however, all of these logical signals are set, the alarm signal AS is reset in an eleventh step S11.
  • the method is preferably carried out iteratively. This means in particular that the method is restarted in the start step S0 after its completion in the twelfth step S12 - preferably immediately. Of course, it is preferably provided that this iterative implementation of the method ends with a complete shutdown of the control unit 21, which is preferably set up to carry out the method. The method then preferably begins again at the start step S0 after a restart of the control unit 21.
  • Fig.5 shows a schematic detailed representation of the embodiment of the method according to Figure 4 .
  • Figure 5 a detailed representation of the sixth step S6 according to the Flowchart of Figure 4 again in the form of a flow chart.
  • the process steps carried out within step S6 are referred to below as sub-steps.
  • Figure 5 For reasons of readability, some of the logical variables beginning with the word "Merker” and otherwise numbered are abbreviated as "MX", where M stands for the word “Merker” and X is the respective identification number of the corresponding logical variable; for example, Merker9 is abbreviated as M9.
  • a first sub-step S6_1 it is queried whether a mechanical pressure relief valve 20 is present.
  • This query is not mandatory. Rather, it is also possible for the process sequence to be adapted to the specific configuration of the internal combustion engine 1, with whether a mechanical pressure relief valve 20 is present or not being firmly implemented in the process sequence. In this case, the branching shown in the first sub-step S6_1 does not need to be provided; instead, the process step suitable for the configuration of the internal combustion engine 1 can follow directly.
  • the embodiment of the process described here has the advantage, however, 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 quickly implemented as a retrofit solution in an existing control unit 21 of an internal combustion engine 1.
  • the process then receives the information about the presence of a mechanical pressure relief valve 20 necessary for further progress.
  • a second sub-step S6_2 queries whether the dynamic rail pressure p dyn is greater than or equal to the first overpressure relief pressure amount p A1 . If this is not the case, the system continues with a sixth sub-step S6_6. If this is the case, however, the flag 2 is set in a third sub-step S6_3. A time variable t Sp is simultaneously set to a current system time t. The system then continues with the sixth sub-step S6_6. If there is no mechanical pressure relief valve 20, the system branches from the first sub-step S6_1 to a fourth sub-step S6_4.
  • the fourth sub-step S6_4 queries whether the dynamic rail pressure p dyn is greater than or equal to the control relief pressure amount p A2 or greater than or equal to the second overpressure relief pressure amount p A3 . If this is not the case, the sixth sub-step S6_6 is continued. If this is the case, the flag2 is a fifth sub-step S6_5. At the same time, the time variable t Sp is set to the current system time t. The process then continues with the sixth sub-step S6_6.
  • the flag4 is queried. If this is set, the seventh step S7 is carried out according to Figure 4 continued.
  • an eighth sub-step S6_8 checks whether the flag3 is set. If the flag3 is set, the process continues with a twenty-third sub-step S6_23 in the Figure 5b ) shown in Block B, which is explained below in connection with Figure 5b ) is explained in more detail.
  • a ninth sub-step S6_9 checks whether a logical variable selected from a logical variable flag 10 and a logical variable flag 1 1 is set, that is, whether flag 10 and/or flag 1 1 is/are set.
  • the logical variable Merker10 indicates whether a high-pressure oscillation was detected within the oscillation time interval before the start time. As shown below, in this case the logical variable Merker10 is assigned the value 1. If no such high-pressure oscillation was detected, the logical variable Merker10 has the value 0. The logical variable Merker1 1 indicates whether the shut-off valve was activated in the test time interval. If this is the case, the value 1 is assigned to Merker1 1, otherwise Marker1 1 is assigned the value 0.
  • the method is continued in a nineteenth sub-step S6_19, in which it is checked whether the dynamic rail pressure control deviation e dyn is less than or equal to 0, thus whether the dynamic rail pressure p dyn has reached or exceeded the high pressure setpoint p S. If this is not the case, the method is continued in the seventh step S7 according to Figure 4 continued. If this is the case, the variables Merker10 and Merker1 1 are set to 0 in a twentieth sub-step S6_20.
  • a tenth sub-step S6_10 checks whether the dynamic rail pressure control deviation e dyn is greater than or equal to the starting differential pressure amount e S. If this is not the case, the seventh step S7 is carried out in accordance with Figure 4 continued. If this is the case, an eleventh sub-step S6_11 checks whether the flag 2 is set. If the flag 2 is not set, the process continues with a fourteenth sub-step S6_14.
  • a twelfth sub-step S6_12 sets the flag 2 to 0, and a thirteenth sub-step S6_13 checks whether the difference between the current system time t and the value of the time variable t Sp is less than or equal to the test time interval ⁇ t M. If this is the case, the flag 1 1 is set to 1 in a twenty-first sub-step S6_21, and then the seventh step S7 continues according to Figure 4 continued. If the result of the test in the thirteenth sub-step S6_13 is negative, the process continues with the fourteenth sub-step S6_14.
  • the logical variables flag 7, flag 8 and flag 9 are set to 0 in a fifteenth sub-step S6_15.
  • a seventeenth sub-step S6_17 it is checked whether the time difference ⁇ t Osz calculated in the previous step S6_16 is less than or equal to the oscillation time interval ⁇ t L,O . If this is the case, a high-pressure oscillation was detected within the oscillation time interval ⁇ t L,O , and accordingly, in a twenty-second sub-step S6_22, the flag 10 is set so that the continuous injection detection is not carried out and in particular is blocked until the dynamic rail pressure p dyn again reaches or exceeds the high-pressure setpoint p S.
  • the continuous injection detection according to block B is described using Figure 5b ) explained in more detail:
  • the flag 5 is queried. If the flag 5 is set, the process continues with a twenty-eighth sub-step S6_28. If the flag 5 is not set, a time difference variable ⁇ t is incremented in a twenty-fourth sub-step S6_24. Then, in a twenty-fifth sub-step S6_25, the predetermined continuous injection time interval ⁇ t L is calculated as the initial value of a two-dimensional curve. The input value of this curve is the starting high pressure p dyn,S .
  • a twenty-sixth sub-step S6_26 it is checked whether the time difference variable ⁇ t is greater than the continuous injection time interval ⁇ t L. If this is not the case, a thirtieth sub-step S6_30. If this is the case, the time difference variable ⁇ t is set to the value 0 in the twenty-seventh sub-step S6_27 and the flag 5 is set. Then, in the twenty-eighth sub-step S6_28, it is checked whether the dynamic rail pressure control deviation e dyn is less than or equal to zero.
  • the seventh step S7 is carried out according to Figure 4 If this is the case, however, flags 3 and 5 are each reset in a twenty-ninth sub-step S6_29. Then, with the seventh step S7, according to Figure 4 continued.
  • a differential pressure amount ⁇ p is calculated as the difference between the starting high pressure p dyn,S and the dynamic rail pressure p dyn .
  • a thirty-first sub-step S6_31 it is checked whether the pressure difference amount ⁇ p is greater than or equal to the predetermined continuous injection pressure difference amount ⁇ p P. If this is not the case, the seventh step S7 is carried out according to Figure 4 continued. If this is the case, a thirty-second sub-step S6_32 checks whether the fuel pre-pressure p F is less than the pre-pressure limit value p F,L . If this is the case, the time difference variable ⁇ t is set to the value 0 in a thirty-fourth sub-step S6_34 and the flag 5 is set. Then, with the seventh step S7, according to Figure 4 continued.
  • the time difference variable ⁇ t is set to the value 0 in a thirty-third sub-step S6_33 and the flag3 is reset.
  • the flag4 as well as the alarm signal AS, the engine stop signal MS, and the logic signal SAkt causing an engine stop are set simultaneously. Then the seventh step S7 is also carried out according to Figure 4 continued.
  • the logical variables Merker7, Merker8 and Merker9 are initialized with the value 0 at the beginning of the procedure.
  • Fig.6 shows a diagrammatic representation of a first embodiment of the embodiment of the method according to the Figures 4 and 5 .
  • the design variant refers to the fact that here an oscillation limit value p dyn,O is greater than the starting high pressure p dyn,S , which accordingly means that an oscillation differential pressure amount e Osz , which is defined as the difference between the high pressure setpoint p S or setpoint high pressure p S and the oscillation limit value p dyn,O , is smaller than the starting differential pressure amount e S .
  • An implementation of the method disclosed here preferably comprises both the first embodiment described here and the second embodiment described below and in particular carries out the calculation of the flag 9 in the sixth sub-step S6_6 according to Figure 5 depending on the design variant to be used, that is, in particular, either - as described below - according to Figure 8 or according to Figure 9 in particular depending on the specifically specified values for the starting high pressure p dyn,S and the oscillation limit value p dyn,O , or according to the values for the starting differential pressure amount e S and the oscillation differential pressure amount e Osz .
  • Figure 6 shows a total of six time diagrams, whereby in the first time diagram a) the dynamic rail pressure p dyn is plotted against time t.
  • the target high pressure p S is shown as a horizontal, dashed line.
  • Figure 6 in five further timing diagrams the temporal progression of the logical variables b) marker 7, c) marker 8, d) marker 9, e) marker 10, and f) the temporal progression of the engine stop signal MS.
  • MarkerX as also in the following where necessary - logical variables of the form "MarkerX” are abbreviated to "MX”, as previously explained.
  • the dynamic rail pressure control deviation e dyn reaches the starting differential pressure amount e S at a fifth point in time t 5 .
  • the dynamic rail pressure p dyn is identical to the starting high pressure p dyn,S .
  • the course of the dynamic rail pressure p dyn is analyzed, and this is done with the help of the logical variables Merker7, Merker8 and Merker9, which are set, reset and evaluated according to the logic explained below.
  • the dynamic rail pressure p dyn continues to fall, then rises again and reaches the oscillation limit value p dyn,O at a second time t 2 , so that the dynamic rail pressure control deviation e dyn is again identical to the oscillation differential pressure amount e Osz .
  • the dynamic rail pressure p dyn subsequently continues to rise and at a third point in time t 3 again reaches the target high pressure p S .
  • the marker 7 is reset to the value 0 and the marker 8 is set to the value 1.
  • the dynamic rail pressure p dyn subsequently rises above the target high pressure p S , then falls again below the target high pressure p S and at a fourth point in time t 4 again reaches the oscillation limit value p dyn,O , so that the dynamic rail pressure control deviation e dyn is again identical to the oscillation differential pressure amount e Osz .
  • c) and d) it is shown that at the same time the marker 8 is reset to the value 0 and the marker 9 is set to the value 1.
  • the dynamic rail pressure p dyn then continues to fall and reaches the starting high pressure p dyn,S at the fifth time t 5 , so that the dynamic rail pressure control deviation e dyn is identical to the starting differential pressure amount e S.
  • a decision is made as to whether the continuous injection detection is carried out or not.
  • One criterion for this is in particular whether the flag9 is set or not, and whether the time difference ⁇ t Osz , which is calculated in the sixteenth sub-step S6_16, and the calculation of which will be discussed below in connection with Figure 8 is explained in more detail, is less than or equal to the oscillation time interval ⁇ t L,O .
  • the oscillation time interval ⁇ t L,O is shown here as the difference between the fifth time t 5 and a first time t 1 , which is determined by the oscillation time interval ⁇ t L,O starting from the fifth time t 5 as the starting time.
  • the dynamic rail pressure p dyn in order to detect a high pressure oscillation within the oscillation time interval ⁇ t L,O, the dynamic rail pressure p dyn must first have exceeded the oscillation limit value p dyn,O , then the target high pressure p S from below, and then reached or fallen below the lower starting high pressure p dyn,S so that the continuous injection detection function is not started.
  • the dynamic rail pressure p dyn must pass through a band of width e Osz below the target high pressure p S within the oscillation time interval ⁇ t L,O , first upwards and then downwards, and finally have fallen so much that the dynamic rail pressure control deviation e dyn reaches or exceeds the starting differential pressure amount e S so that the Continuous injection detection is not started.
  • This band is in Figure 6 marked with a hatching.
  • the marker 9 is set at the fifth time t 5 , it is reset. As can be seen from the program flow according to the Figures 4 , 5 and 8th becomes clear, will have a - in Figure 6 unresolved - time step of the program execution later the flag7 is set again, whereby due to the lack of resolution of the individual discrete time steps of the program execution this in Figure 6 appears simultaneously with the fifth time t 5. At the fifth time t 5 , the marker 10 is also set - see e).
  • the dynamic rail pressure p dyn initially continues to fall, then rises again and reaches the target high pressure p S again at a sixth time t 6 .
  • the marker 7 is then reset to the value 0 and the marker 8 is reset to the value 1.
  • the marker 10 is reset to the value 0 so that the continuous injection detection function is now enabled again.
  • Fig.7 shows a diagrammatic representation of the previously mentioned second embodiment of the embodiment of the method according to the Figures 4 and 5 , whereby here according to the second embodiment, the oscillation limit value p dyn,O is selected to be smaller than the starting high pressure p dyn,S . Accordingly, here the oscillation differential pressure amount e Osz is greater than the starting differential pressure amount e S . It should be emphasized that the logic explained here in connection with the second embodiment is also applicable in a case in which the oscillation limit value p dyn,O is equal to the starting high pressure p dyn,S , so that the oscillation differential pressure amount e Osz is also equal to the starting differential pressure amount e S.
  • the second embodiment does not require the logical variable Merker7. This is preferably defined in an implementation of the method disclosed here, however, if the method should be feasible for both variants, whereby they are then only in the sixth sub-step S6_6 according to Figure 5 is not used.
  • Figure 7 shows five time diagrams, namely at a) again the dynamic rail pressure p dyn plotted against time t, at b) the time course of the logical variable Merker8, at c) the time course of the logical variable Merker9, at d) the time course of the logical variable Merker10 and finally at e) the time course of the engine stop signal MS.
  • the dynamic rail pressure p dyn initially falls below the target high pressure p S , where it reaches the oscillation limit value p dyn,O at an initial time t 0 , so that the dynamic rail pressure control deviation e dyn becomes equal to the oscillation differential pressure amount e Osz .
  • flag 8 is set according to b).
  • the dynamic rail pressure control deviation e dyn initially continues to fall and then increases again until it is again identical to the oscillation differential pressure amount e Osz at a second time t 2 .
  • the dynamic rail pressure p dyn then increases again and reaches the target high pressure p S at a third time t 3 .
  • flag 8 is reset to the value 0, while flag 9 is set to the value 1.
  • the dynamic rail pressure p dyn continues to rise, then falls below the target high pressure p S again and reaches the starting high pressure p dyn,S at a fourth time t 4 .
  • the dynamic rail pressure control deviation e dyn is in this case identical to the starting differential pressure amount e S.
  • the marker9 is now reset to the value 0.
  • a decision is made as to whether the continuous injection detection is carried out or not.
  • the time difference ⁇ t Osz is compared with the oscillation time interval ⁇ t L,O , which is analogous to Figure 6 also in Figure 7 is shown as the time period between a first time t 1 and the fourth time t 4 , where the first time t 1 is determined here by the oscillation time interval ⁇ t L,O , calculated from the fourth time t 4 in the Past. If the time difference ⁇ t Osz is less than or equal to the oscillation time interval ⁇ t L,O and at the same time the value of the marker 9 is 1, a high pressure oscillation is detected within the oscillation time interval ⁇ t L,O and the continuous injection detection function is not started.
  • the marker 10 is set to the value 1 at the fourth time t 4 , whereby - as already explained - the continuous injection detection is temporarily blocked.
  • the dynamic rail pressure p dyn subsequently continues to fall and reaches the oscillation limit value p dyn,O at a fifth time t 5.
  • the dynamic rail pressure control deviation e dyn is again identical to the oscillation differential pressure amount e Osz .
  • the marker 8 is now set back to the value 1.
  • the dynamic rail pressure p dyn continues to fall and then rises again and reaches the target high pressure p S at a sixth time t 6 .
  • the marker 8 is reset to the value 0, while the marker 9 is set to the value 1, which was previously set at the fourth time t 4 - namely in the fifteenth sub-step S6_15 according to Figure 5 - was reset to 0.
  • the marker 10 is also reset to the value 0, so that the continuous injection detection is now enabled again. Since in the present case - analogous to the representation according to Figure 6 - a high-pressure oscillation was detected within the oscillation time interval ⁇ t L,O and accordingly no continuous injection detection was carried out, no continuous injection is detected, so that the engine stop signal MS has the value 0 over the entire time - see e). An undesired shutdown of the internal combustion engine 1 is thus avoided.
  • Fig.8 shows a diagrammatic representation of the first embodiment according to Figure 6 the embodiment of the method according to the Figures 4 and 5 as a flow chart; in particular, Figure 8 the sixth sub-step S6_6 according to Figure 5 in the configuration according to the first embodiment variant.
  • a first sub-step S6 6_1 it is checked whether the dynamic rail pressure control deviation e dyn is greater than or equal to the oscillation differential pressure amount e Osz . If this is the case, in a second sub-step S6_6_2 it is checked whether the flag 9 is set, i.e. has the value 1. If this is the case, in a third sub-step S6_6_3 a second time variable t 2,O is set to the current system time t, and the process is then continued with the seventh sub-step S6_7 according to Figure 5 continued.
  • a fourth sub-step S6_6_4 checks whether the flag8 is set. If this is the case, the flag9 is set to the value 1 in a fifth sub-step S6_6_5, the current system time t is assigned to the second time variable t 2,O in a sixth sub-step S6_6_6 and finally the flag8 is reset to 0 in a seventh sub-step S6_6_7. The process is then repeated in the seventh sub-step S6_7 according to Figure 5 continued.
  • an eighth sub-step S6_6_8 checks whether the flag7 has the value 1. If this is the case, the current system time t is assigned to the first time variable t 1,O in a ninth sub-step S6_6_9. The process is then continued in the seventh sub-step S6_7 according to Figure 5 continued.
  • the value 1 is assigned to the flag7 in a tenth sub-step S6_6_10, and then the current system time t is assigned to the first time variable t 1,O in an eleventh sub-step S6 6_11.
  • the process is then continued in the seventh sub-step S6_7 according to Figure 5 continued.
  • the process continues from there in a twelfth sub-step S6_6_12. In this, it is checked whether the dynamic rail pressure control deviation e dyn is less than 0. By definition, this is the case when the dynamic rail pressure p dyn is greater than the target high pressure p S .
  • a thirteenth sub-step S6_6_13 checks whether the flag9 is set. If this is not the case, i.e. the flag has the value 0, the process continues in a fourteenth step S6_6_14, in which it is checked whether the flag8 is set. If this is the case, the process is continued in the seventh sub-step S6_7 according to Figure 5 continued. If, however, the flag8 is not set, a fifteenth sub-step S6_6_15 checks whether the flag7 is set.
  • the process is continued in the seventh sub-step S6_7 according to Figure 5 Otherwise, if the flag7 is set, it is reset to 0 in a sixteenth sub-step S6_6_16, and then the flag8 is set in a seventeenth sub-step S6_6_17. The process is then repeated in the seventh sub-step S6_7 according to Figure 5 continued.
  • the flag9 is reset to 0 in an eighteenth sub-step S6_6_18; then in a nineteenth step S6_6_19 the flag8 is set; then in a twentieth sub-step S6_6_20 the first time variable t 1,O is set equal to the second time variable t 2,O .
  • the process is then continued in the seventh sub-step S6_7 according to Figure 5 continued.
  • the logical variable Merker7 is used to intercept when the dynamic rail pressure p dyn first falls below the oscillation limit value p dyn,O , whereby the system time at which the dynamic rail pressure p dyn reaches the oscillation limit value p dyn,O again from below is then recorded in the first time variable t 1,O .
  • the logical variables Merker8 and Merker9 are then alternately set and reset, and the current system time t is repeatedly assigned to the second time variable t 2,O , whereby the first time variable t 1,O is always assigned the current value of the second time variable t 2,O when the dynamic rail pressure p dyn again reaches the target high pressure p S from below without first reaching the start high pressure p dyn,S .
  • the duration of the last oscillation period is then calculated as the time difference ⁇ t Osz by forming the difference between the starting time and the current value of the first time variable t 1,O .
  • Fig.9 shows a schematic representation of the second embodiment according to Figure 7 the embodiment of the method according to the Figures 4 and 5 , where again the functionality of the sixth sub-step S6_6 according to Figure 5 according to the second embodiment.
  • the functionality is analogous to the functionality just explained with regard to the first embodiment, whereby here the logical variables Merker8 and Merker9 are alternately set and reset and the first time variable t 1,O is updated in a suitable manner.
  • the second time variable t 2,O is also not required here, so the second embodiment is simpler than the first embodiment.
  • a first sub-step S6 6_1 it is also checked whether the dynamic rail pressure control deviation e dyn is greater than or equal to the oscillation differential pressure amount e Osz . If this is the case, a second sub-step S6_6_2 checks whether the flag 9 is set. If this is the case, the process is continued in the seventh sub-step S6_7 according to Figure 5 continued. If, however, the flag9 has the value 0, a third sub-step S6_6_3 checks whether the flag8 is set.
  • the flag8 is set in a fourth sub-step S6_6_4; otherwise the process is continued in a fifth sub-step S6_6_5, skipping the fourth sub-step S6_6_4.
  • the current system time t is assigned to the first time variable t 1,O .
  • This fifth sub-step S6_6_5 is also carried out after the fourth sub-step S6_6_4 if the fourth sub-step S6_6_4 is carried out.
  • the process is continued in the seventh sub-step S6_7 according to Figure 5 continued.
  • a sixth sub-step S6_6_6 checks whether the dynamic rail pressure control deviation e dyn is less than 0. If this is not the case, the procedure is repeated in the seventh sub-step S6_7 according to Figure 5 continued. If, however, the result of the query in the sixth sub-step S6_6_6 is positive, a seventh sub-step S6_6_7 checks whether the flag8 is set. If this is not the case, the process is again repeated in the seventh sub-step S6_7 according to Figure 5 continued.
  • the flag8 is set back to the value 0 in an eighth sub-step S6_6_8, and then the flag9 is set to the value 1 in a ninth sub-step S6_6_9.
  • the process is then continued with the seventh sub-step S6_7 according to Figure 5 continued.
  • the method proposed here prevents a continuous injection from being falsely detected when high pressure oscillations are present, which can be caused by intake air, for example. This prevents the unwanted generation of a false alarm and, in particular, prevents the internal combustion engine 1 from being shut down. This increases the safety of the operation of the internal combustion engine 1, while the internal combustion engine 1 remains protected against continuous injections.

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

Claims (9)

  1. Procédé pour faire fonctionner un moteur à combustion interne (1) comprenant un système d'injection (3) présentant un accumulateur haute pression (13) pour un carburant, dans lequel
    - une haute pression dans le système d'injection (3) est surveillée en fonction du temps, dans lequel
    - à un moment de début dépendant de la haute pression, la nécessité d'effectuer une détection d'injection continue est vérifiée, en
    - examinant si une oscillation de haute pression s'est produite durant un intervalle de temps d'oscillation (ΔtL,O) avant le moment de début,
    - dans lequel pour détecter une vibration de haute pression, il est vérifié si la haute pression a balayé au moins une fois des deux côtés une plage de valeurs prédéterminée dans l'intervalle de temps d'oscillation (ΔtL,O).
  2. Procédé selon la revendication 1, caractérisé en ce que la détection d'injection continue
    a) est effectuée lorsqu'aucune oscillation de haute pression n'est détectée dans l'intervalle de temps d'oscillation (ΔtL,O), et
    b) n'est pas effectuée lorsqu'une oscillation de haute pression est détectée dans l'intervalle de temps d'oscillation (ΔtL,O).
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que pour détecter l'oscillation de haute pression, il est vérifié si la haute pression, dans l'intervalle de temps d'oscillation (ΔtL,O), a dépassé une valeur de consigne de haute pression (ps) à partir d'une valeur limite d'oscillation (pdyn,O) en dessous d'une valeur de consigne de haute pression (ps) et est ensuite tombée à une valeur finale d'oscillation prédéterminée en dessous de la valeur de consigne de haute pression (ps).
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'après la détection d'une vibration de haute pression, la détection d'injection continue est bloquée jusqu'à ce que la haute pression (pdyn) atteigne ou dépasse à nouveau la valeur de consigne de haute pression (ps).
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le moment de début est un moment où la haute pression (pdyn) est inférieure à la valeur de consigne de haute pression (ps) d'une quantité prédéterminée de pression différentielle de début (es).
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la valeur limite d'oscillation (pdyn,O) est choisie :
    a) inférieure à la haute pression de début (pdyn,S) ou
    b) supérieure à la haute pression de début (pdyn,S).
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la valeur finale d'oscillation est choisie égale à la haute pression de début (pdyn,S).
  8. Système d'injection (3) pour un moteur à combustion interne (1), comprenant
    - au moins un injecteur (15) ;
    - au moins un accumulateur haute pression (13), qui est en communication fluidique d'une part avec le au moins un injecteur (15) et d'autre part avec un réservoir de carburant (7) via une pompe haute pression (11), et comprenant
    - un capteur haute pression (23), agencé et configuré pour détecter une haute pression dans le système d'injection (3), et comprenant
    - un dispositif de commande (21) connecté de manière fonctionnelle au au moins un injecteur (15) et au capteur haute pression (23), dans lequel
    - le dispositif de commande (21) est configuré pour surveiller une haute pression dans le système d'injection (3) en fonction du temps, dans lequel le dispositif de commande (21) est en outre configuré pour vérifier, à un moment de début dépendant de la haute pression, si une détection d'injection continue doit être effectuée en examinant si une oscillation haute pression s'est produite dans un intervalle de temps d'oscillation avant le moment de début, dans lequel
    - le dispositif de commande (21) est configuré pour vérifier, afin de détecter une vibration haute pression, si la haute pression a balayé au moins une fois des deux côtés une plage de valeurs prédéterminée dans l'intervalle de temps d'oscillation (ΔtL,O).
  9. Moteur à combustion interne (1), comprenant un système d'injection (3) selon la revendication 8.
EP20712277.1A 2019-03-19 2020-03-13 Procédé pour faire fonctionner un moteur à combustion interne, système d'injection pour un moteur à combustion interne et moteur à combustion interne comprenant un système d'injection Active EP3942171B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019203740.2A DE102019203740B4 (de) 2019-03-19 2019-03-19 Verfahren zum Betreiben einer Brennkraftmaschine, Einspritzsystem für eine Brennkraftmaschine und Brennkraftmaschine mit einem Einspritzsystem
PCT/EP2020/056995 WO2020187802A1 (fr) 2019-03-19 2020-03-13 Procédé pour faire fonctionner un moteur à combustion interne, système d'injection pour un moteur à combustion interne et moteur à combustion interne comprenant un système d'injection

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EP3942171B1 true EP3942171B1 (fr) 2024-05-01

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US (1) US11988165B2 (fr)
EP (1) EP3942171B1 (fr)
CN (1) CN113891989A (fr)
DE (1) DE102019203740B4 (fr)
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DE102019202004A1 (de) * 2019-02-14 2020-08-20 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben eines Einspritzsystems einer Brennkraftmaschine, Einspritzsystem für eine Brennkraftmaschine sowie Brennkraftmaschine mit einem solchen Einspritzsystem
CN117685120B (zh) * 2024-02-04 2024-05-17 潍柴动力股份有限公司 一种发动机共轨系统的故障检测方法、装置、设备和介质

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DE19548279B4 (de) * 1995-09-28 2006-12-14 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung eines Kraftstoffzumeßsystems
JP2000018139A (ja) * 1998-07-03 2000-01-18 Hitachi Ltd 燃料噴射装置
EP1280989B1 (fr) * 2000-05-03 2005-11-30 Robert Bosch Gmbh Procede et dispositif de surveillance d'un systeme de mesure de carburant dans un moteur a combustion interne
JP4386016B2 (ja) * 2005-09-15 2009-12-16 株式会社デンソー 燃料噴射制御装置
JP4407608B2 (ja) * 2005-09-28 2010-02-03 株式会社デンソー 蓄圧式噴射装置の異常判定装置
DE102008043861A1 (de) * 2008-11-19 2010-05-20 Robert Bosch Gmbh Verfahren und Steuergerät zur Überwachung des Druckverlaufs des Kraftstoffeinspritzsystems einer Brennkraftmaschine
DE102009002793B4 (de) * 2009-05-04 2011-07-07 MTU Friedrichshafen GmbH, 88045 Common-Rail-Kraftstoffeinspritzsystem sowie Brennkraftmaschine, Elektronische Einrichtung und Verfahren zur Steuerung und/oder Regelung einer Brennkraftmaschine
DE102009050467B4 (de) * 2009-10-23 2017-04-06 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
JP5282779B2 (ja) * 2010-12-08 2013-09-04 トヨタ自動車株式会社 内燃機関の燃料供給装置
DE102014213648B3 (de) * 2014-07-14 2015-10-08 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, Einspritzsystem für eine Brennkraftmaschine sowie Brennkraftmaschine
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
DE102015215688B4 (de) * 2015-08-18 2017-10-05 Continental Automotive Gmbh Ansteuerverfahren zum Ansteuern eines Kraftstoffeinspritzsystems sowie Kraftstoffeinspritzsystem
DE102016214760B4 (de) * 2016-04-28 2018-03-01 Mtu Friedrichshafen Gmbh Verfahren zum Betrieb einer Brennkraftmaschine, Einrichtung zum Steuern und/oder Regeln einer Brennkraftmaschine, Einspritzsystem und Brennkraftmaschine
DE102017206416B3 (de) * 2017-04-13 2018-08-02 Mtu Friedrichshafen Gmbh Verfahren zum Ermitteln eines dauereinspritzenden Brennraums, Einspritzsystem und Brennkraftmaschine mit einem solchen Einspritzsystem

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US20220042476A1 (en) 2022-02-10
DE102019203740A1 (de) 2020-09-24
EP3942171A1 (fr) 2022-01-26
DE102019203740B4 (de) 2020-12-10
US11988165B2 (en) 2024-05-21
WO2020187802A1 (fr) 2020-09-24
CN113891989A (zh) 2022-01-04

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