Internal-combustion engines – Charge forming device – Including cylinder pressure or temperature responsive means
Patent
1997-04-30
1998-10-06
Argenbright, Tony M.
Internal-combustion engines
Charge forming device
Including cylinder pressure or temperature responsive means
73119A, 123198DB, 123481, 123456, F02D 4122, F02D 4138
Patent
active
058162208
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The present invention relates to a process and a device for monitoring a fuel delivery system.
BACKGROUND INFORMATION
A conventional process and a device for monitoring a fuel delivery system are described in U.S. Pat. No. 5,241,933, which describes a process and a device for monitoring the high-pressure circuit in a common rail system. The pressure in the rail is regulated with such device. If the manipulated variable of the pressure regulating circuit is outside a preset range, the device detects that there is an error.
In addition, there are conventional devices where the existence of an error is deduced on the basis of the pressure in the rail. To do so, the pressure is compared with upper and lower limits and an error is found if the pressure is outside the predetermined range.
A disadvantage of these arrangements is that the error is not detected until there is a great drop in pressure.
SUMMARY OF THE INVENTION
The object of the present invention is to make it possible to detect errors as easily and reliably as possible with a device and a process for monitoring a fuel delivery system.
Errors in the delivery system can be detected easily and reliably with the process and method according to the present invention. In particular, defective injectors in common rail systems can be detected reliably.
In addition, German Patent Application No. 44 40 700 describes a process wherein an electromagnetic high-pressure regulator on the downstream side of the high-pressure line is opened completely when an accident is detected by an airbag sensor. This leads to a pressure drop in the high-pressure part of the fuel delivery device.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a block diagram of the device according to the present invention.
FIG. 2 shows a flow chart of a first embodiment of the process according to the present invention.
FIG. 3 shows a flow chart of a second embodiment of the process according to the present invention.
FIG. 4 shows a flow chart of a third embodiment of the process according to the present invention.
DETAILED DESCRIPTION OF THE INVENTION
The device according to the present invention is described below using an example of a self-ignition internal combustion engine where fuel delivery is controlled by a solenoid valve. The embodiment illustrated in FIG. 1 relates to a common rail system, but the process according to the present invention is not limited to such systems. The process according to the present invention can be used with all systems where fuel is delivered in a similar manner.
An internal combustion engine 100 receives fresh air through an intake line 105 and gives off exhaust gases through an exhaust line 110.
The internal combustion engine 100 illustrated FIG. 1 is a four-cylinder combustion engine. One injector 120, 121, 122 and 123 is provided for each cylinder of the engine. Fuel is delivered to the injectors through solenoid valves 130, 131, 132 and 133. Fuel goes from rail 135 into the cylinders of combustion engine 100 through injectors 120, 121, 122 and 123.
The fuel in rail 135 is brought to an adjustable pressure by high-pressure pump 145. High-pressure pump 145 is connected to fuel pump 155 by solenoid valve 150. The fuel pump is connected to a fuel storage tank 160.
Valve 150 includes a coil 152. Solenoid valves 130, 131, 132 and 133 contain coils 140, 141, 142 and 143, each of which receives current by means of output stage 175. Output stage 175 is preferably arranged in a controller 170 that also drives coil 152.
In addition, a sensor 177 is also provided to detect the pressure in rail 135 and deliver a suitable signal to controller 170.
Sensors 181 through 184 sense the temperature in the combustion chambers of the individual cylinders. These sensors are connected to a control unit 180 that sends a signal to controller 170. The control unit 180 may be designed as a standalone controller, but it may also be integrated into controller 170.
A pressure regulating valve or pressure limiting valve 190 is arranged between high
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Biester Jurgen
Eyberg Wilhelm
Locher Johannes
Maier Claus
Neumeister Jochen
Argenbright Tony M.
Robert & Bosch GmbH
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