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EP2072792A2 - Procédé destiné au fonctionnement d'un moteur à combustion interne - Google Patents

Procédé destiné au fonctionnement d'un moteur à combustion interne Download PDF

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Publication number
EP2072792A2
EP2072792A2 EP08105824A EP08105824A EP2072792A2 EP 2072792 A2 EP2072792 A2 EP 2072792A2 EP 08105824 A EP08105824 A EP 08105824A EP 08105824 A EP08105824 A EP 08105824A EP 2072792 A2 EP2072792 A2 EP 2072792A2
Authority
EP
European Patent Office
Prior art keywords
combustion engine
fuel
internal combustion
pressure
pressure fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08105824A
Other languages
German (de)
English (en)
Other versions
EP2072792A3 (fr
Inventor
Klaus Joos
Jens Wolber
Timm Hollmann
Joerg Kuempel
Peter Schenk
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2072792A2 publication Critical patent/EP2072792A2/fr
Publication of EP2072792A3 publication Critical patent/EP2072792A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • F02M63/027—More than one high pressure pump feeding a single common rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0275—Arrangement of common rails
    • F02M63/0285—Arrangement of common rails having more than one common rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D2041/3881—Common rail control systems with multiple common rails, e.g. one rail per cylinder bank, or a high pressure rail and a low pressure rail
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to a method for operating an internal combustion engine in motor vehicles according to the preamble of claim 1. Furthermore, the subject of the invention is a control and / or regulating device, a computer program and an internal combustion engine with direct injection according to the preambles of the independent claims.
  • a method of operating a direct injection internal combustion engine in which two high pressure fuel pumps are each associated with a fuel rail. Both fuel manifolds are hydraulically connected. A common pressure control circuit controls both high-pressure fuel pumps independently of each other. The high-pressure fuel pumps are in continuous operation of the internal combustion engine in use. During operation, the course of the pressure prevailing in the fuel rail is monitored by a simple diagnostic function.
  • the object of the invention is to provide or develop a method of the type mentioned above, in which the internal combustion engine operates reliably and with low cost, a fuel-efficient and low-emission operation is guaranteed.
  • the internal combustion engine comprises a control and / or regulating device with a computer program that is programmed to use the described method.
  • the proposed method thus makes it possible to reduce the fuel consumption in a partial load range since mechanical and electrical power consumed by the high-pressure fuel pumps and electronic power output stages, but ultimately to be provided by the internal combustion engine, is minimized.
  • two high-pressure fuel pumps can be saved when switching off a pump almost half of the power to be used for the provision of the necessary pressure in the fuel rail.
  • This can be demonstrated, for example, in a NEDC (New European Driving Cycle) test, which stipulates a standardized driving cycle under defined conditions under an EC directive.
  • NEDC New European Driving Cycle
  • the operating variable is a pressure in the fuel rail, an injection mode, an injected fuel mass, an engine speed, a torque request, an engine temperature, a vehicle speed or an elapsed time after an engine start.
  • the delivery of the high-pressure fuel pump is switched on and / or off by corresponding activation of a quantity control valve. That the mechanical drive of the quantity control valve always remains unchanged, only the operation of the quantity control valve is changed by the electronic control. Turning off the high-pressure fuel pump therefore means that the quantity control valve operates in "idle", so no fuel at high pressure promotes in the fuel rail.
  • This idling causes, on the one hand, hardly any electrical power to be demanded from an electronic power stage that electronically controls the quantity control valve, and, on the other hand, a mechanical drive shaft for mechanical actuation of the quantity control valve has little mechanical resistance to overcome. This means that the required electrical and mechanical power is significantly reduced.
  • To switch on the fuel high-pressure pump only the electronic control of the quantity control valve has to be changed.
  • the method according to the invention is particularly advantageous when a plurality of fuel manifolds are hydraulically connected to one another.
  • Each fuel manifold is known to be associated with at least one high-pressure fuel pump. This is done in order to meet the needs of the engine at full load and to achieve a more favorable pulsation pattern of the rail pressure. If a plurality of fuel manifolds are hydraulically connected to each other, however, there is the possibility that even a smaller number of high-pressure fuel pumps will supply the required pressure in the interconnected fuel manifold at least in a partial load range. A temporary shutdown of high-pressure fuel pumps to reduce the power requirement is particularly useful in this embodiment.
  • the control and / or regulating device for example, in turn, by evaluating the operating variables and a fixed period for the last diagnosis, the diagnosis of a faulty behavior of the high-pressure fuel pump start. If a fault is detected, then a defined high-pressure fuel pump can be clearly diagnosed (pinpointing). This advantageously increases the diagnostic accuracy.
  • measures are initiated depending on the diagnostic result. After a diagnosed error, different measures are conceivable. they should be determined by the control and / or regulating device due to the present operating variables of the internal combustion engine and existing empirical values. So it is, for example, possible that the faulty high-pressure fuel pump is turned off, but another high-pressure fuel pump is turned on.
  • the faulty high-pressure fuel pump can be identified as "inoperable" in a storage element of the control and / or regulating device, ie it can no longer be connected until repair by the control and / or regulating device.
  • the diagnostic result can also be stored, for example, in an onboard diagnostic device. If a faulty high-pressure fuel pump has been detected, a warning light can also be activated on a dashboard of the motor vehicle, which points the driver of the motor vehicle on a moderate driving style and to a quickest possible visit a workshop.
  • the delivery be alternately switched off and on at one and another of the high-pressure fuel pumps.
  • all fuel high-pressure pumps can advantageously be activated consecutively and subsequently diagnosed.
  • all available high-pressure fuel pumps can be checked during a diagnostic procedure.
  • Another advantage of the proposed method is that, depending on an operating variable of the internal combustion engine, switching off the delivery of the high-pressure fuel pump is blocked. This prevents, for example, that a fuel high-pressure pump is switched off during critical operating phases of the internal combustion engine, for example the start phase.
  • a blocking in a diagnosed as faulty fuel high-pressure pump u.U. meaningful.
  • FIG. 1 shows an internal combustion engine, which is designated in its entirety by the reference numeral 10.
  • the internal combustion engine 10 is preferably a 4-stroke gasoline engine with gasoline direct injection (BDE), a diesel engine with direct injection is also conceivable.
  • BDE gasoline direct injection
  • the internal combustion engine comprises two high-pressure manifolds 12, also called common rail or short rail, to each of which four fuel injection devices 14 are connected. For reasons of clarity, only one fuel injection device is provided with the reference numeral 14.
  • the fuel injectors 14 inject fuel into a combustion chamber 16 of the internal combustion engine 10. Again, only one of the combustion chambers is provided with the reference numeral 16.
  • the internal combustion engine 10 thus consists of two blocks, each with a rail 12, four fuel injectors 14 and four combustion chambers 16, as they could, for example, be arranged in an 8-cylinder V-engine or boxer engine.
  • the temperatures of the combustion chambers 16 are measured by temperature sensors 18.
  • a crankshaft 20 which is shown here only symbolically, is set in rotation, wherein a crankshaft speed is measured with a sensor 22.
  • Both rails 12 are hydraulically connected to a connecting line 24.
  • a connecting line 24 In the illustrated preferred embodiment, only one connection line 24 between the two rails 12 is executed. However, in order to achieve, for example, an enlargement of the cross section of the connecting line 24, the arrangement of a plurality of such connecting lines, distributed over the entire rail 12, is also possible.
  • a rail pressure is measured via a pressure sensor 26.
  • Each of the two rails 12 is preceded by a high-pressure fuel pump (HDP) 28, which promotes fuel under high pressure (different between gasoline and diesel engine) in the rail 12.
  • the amount of fuel delivered is quantity controlled and is therefore adjusted by a quantity control valve 30 integrated with the HDP 28.
  • This is open in its rest position in such a way that the outlet side is connected to the inlet side and fuel is largely returned to the inlet side largely at atmospheric pressure (at idle or zero delivery).
  • an electromagnetic device 32 Via an electromagnetic device 32, this connection to the inlet side can be closed and fuel then flows under high pressure from the outlet side out into the rail 12.
  • Each of these electromagnetic devices 32 are connected via power output stages 34, which are preferably in a control device 36 for controlling the internal combustion engine 10th integrated, operated.
  • the control device 36 also includes a computer program that controls the processes within the internal combustion engine 10. For this purpose, measured values of the temperature sensor 18, the sensor for determining the crankshaft speed (engine speed) 22, the pressure sensor 26 at the fuel collection line 12, a sensor 38 for determining the vehicle speed and a sensor 40 for determining an accelerator pedal position in the control device 36 evaluated.
  • the control device 36 determines therefrom with the aid of yet further parameters (not shown here), for example the fuel mass 42 to be injected by the fuel injection device 14 and the situation for disconnecting or connecting an HDP 28, or the requirement for a diagnosis of the HDP 28.
  • step 100 the control device 36 determines whether a routine examination should be started on the basis of the evaluated operating variables. If this is the case, it is checked in step 110 whether a faulty HDP 28 which was thus not switchable has been diagnosed from a previous diagnosis ("error flag" set). If this is the case, no new routine scan is started because the HDP 28, which is not diagnosed as faulty, must take over the entire operation until repair alone. If no "Error flag" is set, the actual routine can begin.
  • the current injection quantity 42 for the fuel injection device (s) 14 is determined in step 120.
  • step 130 it is detected whether, taking into account the existing, current operating variables, the current injection mass 42 is below a limit value defined in the control device 36. If so, and both HDPs 28 are running (step 140), an HDP 28 is turned off (step 150).
  • the control device now decides, on the basis of the existing operating variables, whether a diagnosis of the HDP 28 in operation alone (step 160) should be started (the diagnostic procedure - connector B - is described in detail in FIG FIG. 3 described). If no diagnostics is started, the routine procedure jumps to the beginning of the routine to Connector A.
  • Step 180 If it is detected in the query 130 that the current injection mass 42 is above a limit value defined in the control device 36, it is checked whether both HDPs 28 are already in operation (step 170) or if a previously switched-off HDP 28 has to be put back into operation (Step 180).
  • Connector B in FIG. 3 represents the beginning of the diagnostic process. Prerequisite is that only one HDP 28 is in operation, which is ensured in the routine procedure.
  • the pressure in the high-pressure manifold 12 (measured by the pressure sensor 26) is compared with a comparison value determined in the control device. If the measured pressure - taking into account specified tolerances - is below the comparison value, the HDP 28 will operate incorrectly. It is then switched to the second HDP 28 in step 210. This is done on the condition that reliable diagnostic tests of the HDPs 28 have been performed in the past and that therefore the second HDP 28 can be considered to be fully functional. Subsequently, the faulty HDP 28 is reported to an onboard diagnostic facility which stores the fault in a fault memory.
  • a warning light is activated on a dashboard of the motor vehicle, which indicates the driver on a moderate driving style and the fastest possible visit to a car workshop. (Step 220). Other warnings and activities are quite possible. In any case, it should be prevented that the internal combustion engine 10 may be damaged by the low pressure in the high-pressure manifold 12.
  • the "error flag” is set, which indicates to the computer program that an HDP 28 is defective and that only one HDP 28 is ready for operation. Of course, this "error flag” must be reset after repairing the HDP 28.
  • step 200 it is determined whether the undiagnosed HDP 28 has previously been tested (step 240). If the HDP 28 has not been checked, it is switched to this HDP 28 (step 250) and also for this HDP 28 a diagnosis is started (connector B). In the other case, the diagnostic procedure is terminated and the computer program jumps back to connector A. After completion of the diagnostic process, all existing HDPs are checked.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP08105824.0A 2007-12-17 2008-11-19 Procédé destiné au fonctionnement d'un moteur à combustion interne Withdrawn EP2072792A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200710060634 DE102007060634A1 (de) 2007-12-17 2007-12-17 Verfahren zum Betreiben einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2072792A2 true EP2072792A2 (fr) 2009-06-24
EP2072792A3 EP2072792A3 (fr) 2013-12-11

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EP08105824.0A Withdrawn EP2072792A3 (fr) 2007-12-17 2008-11-19 Procédé destiné au fonctionnement d'un moteur à combustion interne

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Country Link
EP (1) EP2072792A3 (fr)
CN (1) CN101463786A (fr)
DE (1) DE102007060634A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2388460A1 (fr) 2010-05-17 2011-11-23 Caterpillar Motoren GmbH & Co. KG Système d'alimentation en carburant à rampe commune pour moteur à combustion interne à rangées multiples de cylindres avec une alimentation en carburant commandée de manière indépendante pour chaque rangée de cylindres
EP2999879A4 (fr) * 2013-05-23 2017-02-15 Scania CV AB Procédé et dispositif permettant le fonctionnement d'une pompe à carburant haute pression

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009047357A1 (de) * 2009-12-01 2011-06-09 Robert Bosch Gmbh Verfahren zum Betreiben eines Kraftstoffeinspritzsystems einer Brennkraftmaschine mit Fördermengenanpassung, sowie Computerprogramm und Steuer- und/oder Regeleinrichtung
CN103470415A (zh) * 2013-09-15 2013-12-25 中国北方发动机研究所(天津) 一种v型8缸柴油机高压共轨燃油喷射系统布置型式
DE102016216978A1 (de) * 2016-09-07 2018-03-08 Robert Bosch Gmbh Verfahren zur Ansteuerung einer Hochdruckpumpe für die Kraftstoffeinspritzung in einen Verbrennungsmotor

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1282771B1 (fr) 2000-05-11 2007-04-04 Robert Bosch Gmbh Procede de fonctionnement d'un systeme de dosage de carburant d'un moteur a combustion interne a injection directe

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3033214B2 (ja) * 1991-02-27 2000-04-17 株式会社デンソー 複数の燃料圧送手段による蓄圧式燃料供給方法及び装置と、複数の流体圧送手段を有する機器における異常判断装置
DE10341788B4 (de) * 2003-09-10 2005-08-11 Siemens Ag Verfahren und Vorrichtung zum Überwachen einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
JP4438553B2 (ja) * 2004-07-30 2010-03-24 トヨタ自動車株式会社 内燃機関の高圧燃料系統の制御装置
US20070283935A1 (en) * 2006-05-16 2007-12-13 Toyota Jidosha Kabushiki Kaisha Fuel pump control apparatus for internal combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1282771B1 (fr) 2000-05-11 2007-04-04 Robert Bosch Gmbh Procede de fonctionnement d'un systeme de dosage de carburant d'un moteur a combustion interne a injection directe

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2388460A1 (fr) 2010-05-17 2011-11-23 Caterpillar Motoren GmbH & Co. KG Système d'alimentation en carburant à rampe commune pour moteur à combustion interne à rangées multiples de cylindres avec une alimentation en carburant commandée de manière indépendante pour chaque rangée de cylindres
WO2011144312A1 (fr) 2010-05-17 2011-11-24 Caterpillar Motoren Gmbh & Co. Kg Système de carburant à rampe commune pour moteur à combustion multi-rangées de cylindres avec commande indépendante de l'alimentation en carburant de chaque rangée
EP2999879A4 (fr) * 2013-05-23 2017-02-15 Scania CV AB Procédé et dispositif permettant le fonctionnement d'une pompe à carburant haute pression
US9863386B2 (en) 2013-05-23 2018-01-09 Scania Cv Ab Method and device for operation of a high pressure fuel pump

Also Published As

Publication number Publication date
CN101463786A (zh) 2009-06-24
DE102007060634A1 (de) 2009-06-18
EP2072792A3 (fr) 2013-12-11

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