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JPH11506813A - Method and apparatus for monitoring fuel metering device for internal combustion engine - Google Patents

Method and apparatus for monitoring fuel metering device for internal combustion engine

Info

Publication number
JPH11506813A
JPH11506813A JP9522398A JP52239897A JPH11506813A JP H11506813 A JPH11506813 A JP H11506813A JP 9522398 A JP9522398 A JP 9522398A JP 52239897 A JP52239897 A JP 52239897A JP H11506813 A JPH11506813 A JP H11506813A
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JP
Japan
Prior art keywords
pressure
internal combustion
combustion engine
expected value
pressure signal
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.)
Granted
Application number
JP9522398A
Other languages
Japanese (ja)
Other versions
JP4073485B2 (en
Inventor
シュトラウプ デートレフ
ビースター ユルゲン
グロッサー マルティン
ヒンリクセン クラウス
アイベルク ヴィルヘルム
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of JPH11506813A publication Critical patent/JPH11506813A/en
Application granted granted Critical
Publication of JP4073485B2 publication Critical patent/JP4073485B2/en
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Expired - Lifetime 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
    • F02D41/22—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
    • F02D41/3836—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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors
    • 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
    • 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
    • F02D2200/0604—Estimation of fuel pressure
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off

Landscapes

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

Abstract

(57)【要約】 内燃機関の燃料調量装置の監視方法および監視装置が記載されている。燃料はポンプによって低圧領域から高圧領域へ搬送され、そこから動作パラメータに依存して制御可能なインジェクタによって内燃機関の燃焼室に調量される。センサが圧力信号を生成し、この圧力信号は高圧領域の圧力を表す。所定の動作状態において、圧力信号が予想値と比較され、比較に依存して圧力信号のエラーが識別される。 (57) [Summary] A monitoring method and a monitoring device for a fuel metering device of an internal combustion engine are described. Fuel is conveyed by the pump from the low-pressure region to the high-pressure region, from which it is metered into the combustion chamber of the internal combustion engine by injectors that can be controlled depending on the operating parameters. A sensor generates a pressure signal that is representative of the pressure in the high pressure region. In certain operating conditions, the pressure signal is compared to an expected value, and an error in the pressure signal is identified depending on the comparison.

Description

【発明の詳細な説明】 内燃機関の燃料調量装置の監視方法および監視装置 従来の技術 本発明は、独立請求項の上位概念による内燃機関の燃料調量装置の監視方法お よび監視装置に関する。 内燃機関の燃料調量装置の監視方法および監視装置は公知である。コモンレー ルシステムにおいては、予備搬送ポンプが燃料を低圧領域から高圧領域へ搬送す る。そこから燃料は制御可能なインジェクタによって内燃機関の個々の燃焼室に 調量される。インジェクタの制御は内燃機関の動作状態に依存して行われる。セ ンサが高圧領域の圧力を検出する。この圧力が制御の際に考慮される。正確な燃 料調量は、高圧領域の圧力の値が正確に既知であるときにのみ可能である。 通常のコモンレールシステムでは、圧力は数１００から２０００barの間の領 域にある。この領域内では、圧力センサは高い信頼度で信号を生成しなければな らない。圧力センサの故障ないし圧力センサの信号のエラーは不正確な燃料調量 に結び付く。 発明の課題 本発明の課題は、冒頭に述べた形式の方法および装置において、燃料調量の精 度を改善することである。この課題は独立請求項に記載された手段によって解決 される。 ＤＥ−ＯＳ４３３５７０００から、位置センサの出力信号のドリフトを確実に 検出する装置および方法が公知である。このためには、調整素子の位置が近似的 に既知である所定の動作状態で測定量が検出され、予想値と比較される。この比 較に基づき、ドリフトまたは位置センサのエラーが識別される。 発明の利点 本発明により、正確な燃料調量が可能である。コモンレールシステムの圧力セ ンサのドリフト発生およびエラーを確実に識別し、場合により補償することがで きる。 本発明の利点および有利な構成は従属請求項に記載されている。 図面 本発明を以下、図面に示された実施例に基づいて説明する。図１はコモンレー ルシステムのブロック回路図、図２は本発明の方法のフローチャートである。 実施例の説明 図１にはコモンレールシステムがブロック回路図として示されている。１００ により制御部が示されている。この制御部は圧力制御部１０１を有し、圧力制御 部はスイッチ手段１０２を制御し、電流測定手段１０３の出力信号が供給される 。圧力制御部１０１はさらに圧力センサ１１０の出力信号、並びに別のセンサ１ ０５の出力信号を処理する。スイッチ手段１０２の第１の入力側は電流測定手段 １０３を介してバッテリー電圧と接続されている。スイッチ手段１０２の第２の 端子はコイル１１５と接続しており、このコイルの第２の入力側はアースと接続 されている。 別のセンサ１０５は、内燃機関とこの内燃機関により駆動される車両の種々の 動作状態を検出するセンサである。ここでは例えば、内燃機関の回転数Ｎと、運 転者の意思を表すアクセルペダル位置が取り扱われる。 圧力センサ１１０はレール１１２の圧力を検出する。このレールは燃料調量装 置の高圧領域に配属されている。レール１１２は種々のインジェクタ１１１と連 結している。れーつ１１２は高圧管１２２を介して高圧ポンプと連結している。 高圧管１２２はさらに圧力制御弁１２０を介してフィードバック管１２１と連結 している。高圧ポンプ１２５は予備搬送ポンプ１２７およびフィルタ１２９を介 してタンクと接続している。タンクとはフィードバック管１２１も接続している 。 この装置は次のように動作する。予備搬送ポンプ１２７は燃料をフィルタ１２ ９を介してタンクから高圧ポンプ１２５に搬送する。この領域は低圧領域と称さ れる。高圧ポンプ１２５は燃料を高圧下で高圧管１２２を介してレール１１２に 搬送する。レール１１２、 ひいては高圧領域の圧力は圧力センサ１１０によって検出され、制御部１００に 供給される。 圧力センサ１１０が生成する圧力信号Ｐ、並びに別のセンサの出力信号に依存 して、制御部１００はインジェクタ１１１に制御信号を供給し、この制御信号が 燃料調量を制御する。 圧力制御弁１２０を用いて、高圧管１２２ひいてはレール１１２の圧力を所定 の値に調整することができる。圧力制御弁１２０は次のように構成されている。 すなわち、高圧領域内が所定の圧力の際にフィードバック管１２１への接続が行 われ、これにより圧力が所定の圧力値より小さくなるまで減少するように構成さ れている。圧力制御弁１２０が接続を行う際の圧力値は、コイル１１５によって 調整することができる。コイル１１５を流れる電流Ｉに依存して種々異なる圧力 値が高圧領域に調整される。 レール１１２における燃料の圧力Ｐは燃料調量の精度に大きな影響を及ぼすか ら、圧力センサ１１０の出力信号Ｐをエラーおよびドリフトについて監視するこ とが重要である。そのために図２に示されたステップが実行される。 ステップ２００では、所定の動作状態が存在するか否かが検査される。この動 作状態が存在していれば、ステップ２１０で実際圧ＰＩが圧力センサ１１０によ って検出される。ステップ２２０では、センサ２２５ により検出された種々のパラメータに基づいて圧力に対する予想値ＰＳが求めら れる。値ＰＳは有利には適切なパラメータに基づいて特性マップメモリから読み 出される。引き続きステップ２３０で、両方の圧力値ＰＩとＰＳが妥当性につい て検査される。 妥当性を検査するために、測定された圧力ＰＩと予想圧力ＰＳとの偏差の絶対 値が閾値Ｓよりも大きいか否かが検査される。 測定された圧力値ＰＩに妥当性があれば、プログラムはステップ２００に進む 。問い合わせ２３０で値に妥当性のないことが識別されると、ステップ２５０で 測定値ＰＩが補正されるか、またはエラーが識別される。 本発明の構成では、圧力値に妥当性がない場合にエラーが識別される。このこ とはステップ２５０に示されている。このことは一方では、表示装置によって行 うことができる。他方では、この場合に非常走行動作を開始することもできる。 別の構成では、ドリフトを識別しこれを補正する。このために、ステップ２５ ０で、予想値ＰＳと測定値ＰＩとの差が検出される。この差に基づいて測定値Ｐ Ｉに対する補正値が検出される。この補正値によって測定値が連続的に補正され る。 本発明の第１の構成ではステップ２００で、滑走動作が存在するか否かが検査 される。滑走動作では通常 燃料は噴射されない。滑走動作が識別されると、圧力制御弁１２０がその開放位 置にとどまるように制御される。これにより調整された圧力値ＰＳは比較的小さ なばらつきしか有しない。本発明では、この動作状態に対して予想される値ＰＳ が回転数Ｎに依存して特性マップにファイルされる。測定された圧力ＰＩが回転 数に依存する値ＰＳから所定の閾値以上に偏差すると、ステップ２５０でエラー が識別される。 本発明の別の構成では、検査が内燃機関の始動前、ないし内燃機関の停止後に 行われる。内燃機関の停止の際には、圧力制御弁１２０は通常、圧力が減少する ように制御される。通常、圧力は大気圧に減少するか、または所定の値まで減少 する。この所定の値は、圧力制御弁の構成に依存する。従って本発明では問い合 わせ２００で、内燃機関が停止しているか否かが検査される。すなわち、内燃機 関が始動前であるか、または始動中であるか否かが検査される。 択一的に、プログラムをステップ２１０から、それぞれ始動前または停止後に 自動的に処理することができる。 内燃機関が始動前、または始動中であれば、圧力ＰＩが検出され、所定値と比 較される。この所定値は使用される圧力制御弁１２０に依存する。圧力制御弁が 、大気圧までの圧力減少が可能であるように構成されていれば、大気圧センサの 出力信号を比較値ＰＳとし て使用することができる。 予想値ＰＳと測定された値ＰＩとが許容差を越えて相互に偏差していれば、エ ラーまたはドリフトが識別される。エラーが識別された場合には、内燃機関の始 動を中断することができる。 本発明の別の構成では、検出された圧力値ＰＩが、圧力制御弁１１５を流れる 電流Ｉに依存する値ＰＳと比較される。本発明によって、圧力Ｐと圧力制御弁を 流れる電流Ｉとの間に所定の関係のあることが判明した。電流Ｉに依存してステ ップ２２０で、圧力に対する目標値ＰＳが設定される。有利には予想圧力値は電 流の関数として特性マップにファイルされる。この手段によって、圧力センサの 正しい機能を別のセンサを用いなくても検査することができる。DETAILED DESCRIPTION OF THE INVENTION              Method and apparatus for monitoring fuel metering device for internal combustion engine   Conventional technology   The invention relates to a method for monitoring a fuel metering device for an internal combustion engine according to the preamble of the independent claim. And monitoring equipment.   Monitoring methods and monitoring devices for fuel metering devices for internal combustion engines are known. Commonley In a fuel system, a preliminary transfer pump transfers fuel from the low pressure area to the high pressure area. You. From there, the fuel is fed into individual combustion chambers of the internal combustion engine by controllable injectors. Metered. The control of the injector is performed depending on the operating state of the internal combustion engine. C The sensor detects the pressure in the high pressure region. This pressure is taken into account in the control. Accurate fuel Metering is only possible when the value of the pressure in the high pressure region is exactly known.   In a typical common rail system, the pressure is between a few hundred and 2000 bar. In the area. Within this area, pressure sensors must reliably generate signals. No. Incorrect fuel metering due to pressure sensor failure or pressure sensor signal error Tied to.   Problems of the Invention   The object of the present invention is to provide a method and a device of the type mentioned at the beginning, in which the fuel It is to improve the degree. This problem is solved by the measures described in the independent claims Is done.   From DE-OS 43357000, the drift of the output signal of the position sensor is ensured. Devices and methods for detection are known. For this purpose, the position of the adjusting element is approximately The measured quantity is detected in a predetermined operating state known to the user and compared with an expected value. This ratio Based on the comparison, a drift or position sensor error is identified.   Advantages of the invention   According to the invention, accurate fuel metering is possible. Common rail system pressure Sensor drift and errors can be reliably identified and possibly compensated for. Wear.   Advantages and advantageous configurations of the invention are set out in the dependent claims.   Drawing   The present invention will be described below based on embodiments shown in the drawings. Fig. 1 shows common ray FIG. 2 is a flowchart of the method of the present invention.   Description of the embodiment   FIG. 1 shows a common rail system as a block circuit diagram. 100 Indicates a control unit. This control unit has a pressure control unit 101, The unit controls the switching means 102 and is supplied with the output signal of the current measuring means 103 . The pressure control unit 101 further includes an output signal of the pressure sensor 110 and another sensor 1 05 is processed. The first input side of the switch means 102 is a current measuring means It is connected via 103 to the battery voltage. The second of the switch means 102 The terminal is connected to a coil 115, the second input of which is connected to ground. Have been.   Another sensor 105 is provided for various types of internal combustion engines and vehicles driven by the internal combustion engines. It is a sensor that detects an operation state. Here, for example, the rotation speed N of the internal combustion engine and the operation The accelerator pedal position indicating the intention of the diver is handled.   The pressure sensor 110 detects the pressure of the rail 112. This rail is for fuel metering Assigned to the high pressure area. Rail 112 is connected to various injectors 111. Tied. The draw 112 is connected to a high pressure pump via a high pressure pipe 122. The high pressure pipe 122 is further connected to the feedback pipe 121 via the pressure control valve 120. doing. The high-pressure pump 125 is connected via a preliminary transfer pump 127 and a filter 129. And connected to the tank. The feedback pipe 121 is also connected to the tank. .   This device operates as follows. The preliminary transfer pump 127 filters the fuel from the filter 12 9 to the high pressure pump 125 from the tank. This area is called the low pressure area It is. The high-pressure pump 125 transfers the fuel under high pressure to the rail 112 through the high-pressure pipe 122. Transport. Rail 112, Consequently, the pressure in the high pressure region is detected by the pressure sensor 110 and Supplied.   Depends on the pressure signal P generated by the pressure sensor 110, as well as the output signal of another sensor Then, the control unit 100 supplies a control signal to the injector 111, and this control signal Control fuel metering.   Using a pressure control valve 120, the pressure of the high-pressure pipe 122 and thus the rail 112 is regulated to a predetermined value. Value can be adjusted. The pressure control valve 120 is configured as follows. That is, connection to the feedback pipe 121 is performed when the pressure in the high-pressure region is a predetermined pressure. This is configured so that the pressure is reduced until it falls below a predetermined pressure value. Have been. The pressure value when the pressure control valve 120 makes the connection is determined by the coil 115. Can be adjusted. Various pressures depending on the current I flowing through the coil 115 The value is adjusted to the high pressure range.   Does fuel pressure P on rail 112 have a significant effect on fuel metering accuracy? Monitoring the output signal P of the pressure sensor 110 for errors and drift. And is important. For this purpose, the steps shown in FIG. 2 are performed.   In step 200, it is checked whether a predetermined operating state exists. This dynamic If the operating state exists, the actual pressure PI is detected by the pressure sensor 110 in step 210. Is detected. In step 220, the sensor 225 The expected value PS for the pressure based on the various parameters detected by It is. The value PS is advantageously read from a characteristic map memory based on appropriate parameters. Will be issued. Continuing at step 230, both pressure values PI and PS are validated. Inspected.   To check the validity, the absolute value of the deviation between the measured pressure PI and the expected pressure PS It is checked whether the value is greater than a threshold value S.   If the measured pressure value PI is valid, the program proceeds to step 200 . If the query 230 identifies that the value is not valid, then at step 250 The measured value PI is corrected or an error is identified.   With the configuration of the present invention, an error is identified if the pressure value is not valid. this child Is shown in step 250. This is, on the one hand, done by the display I can. On the other hand, in this case, an emergency running operation can also be started.   Another arrangement identifies and corrects for drift. For this, step 25 At 0, the difference between the expected value PS and the measured value PI is detected. Based on this difference, the measured value P A correction value for I is detected. The measurement value is continuously corrected by this correction value. You.   In the first configuration of the present invention, at step 200, it is checked whether or not a gliding motion exists. Is done. Normal for gliding motion No fuel is injected. When a gliding motion is identified, the pressure control valve 120 is moved to its open position. It is controlled to stay in place. The adjusted pressure value PS is relatively small. It has only a large variation. In the present invention, the expected value PS for this operating state is Is filed in the characteristic map depending on the rotation speed N. The measured pressure PI rotates If the value PS deviates from the number-dependent value PS by a predetermined threshold or more, an error occurs in step 250. Is identified.   In another embodiment of the invention, the checking is performed before starting the internal combustion engine or after stopping the internal combustion engine. Done. When the internal combustion engine is stopped, the pressure control valve 120 normally decreases in pressure. Is controlled as follows. Usually the pressure is reduced to atmospheric pressure or to a predetermined value I do. This predetermined value depends on the configuration of the pressure control valve. Therefore, in the present invention, At 200, it is checked whether the internal combustion engine has stopped. That is, the internal combustion engine It is checked whether the function is before starting or during starting.   Alternatively, the program can be run from step 210 before starting or after stopping, respectively. Can be processed automatically.   If the internal combustion engine is before or during startup, the pressure PI is detected and compared with a predetermined value. Are compared. This predetermined value depends on the pressure control valve 120 used. Pressure control valve If it is configured so that the pressure can be reduced to atmospheric pressure, Let the output signal be the comparison value PS Can be used.   If the expected value PS and the measured value PI deviate from each other beyond the tolerance, d. Error or drift is identified. If an error is identified, start the internal combustion engine. Movement can be interrupted.   In another configuration of the invention, the detected pressure value PI flows through the pressure control valve 115 It is compared with a value PS which depends on the current I. According to the present invention, the pressure P and the pressure control valve It has been found that there is a predetermined relationship with the flowing current I. Depending on the current I, In step 220, a target value PS for the pressure is set. Advantageously, the expected pressure value is Filed in the property map as a function of flow. By this means, the pressure sensor The correct function can be checked without using another sensor.

───────────────────────────────────────────────────── フロントページの続き (72)発明者 マルティン グロッサー ドイツ連邦共和国 70825 コルンタール −ミュンヒンゲン シュテッティナー シ ュトラーセ 37 (72)発明者 クラウス ヒンリクセン ドイツ連邦共和国 70435 シュツットガ ルト フランクリンシュトラーセ 30 (72)発明者 ヴィルヘルム アイベルク ドイツ連邦共和国 71229 レオンベルク アルベルトゥス−マグヌス−シュトラー セ 37────────────────────────────────────────────────── ─── Continuation of front page    (72) Inventor Martin Glosser             Germany 70825 Korntal             −Münchingen             Uttrath 37 (72) Inventor Klaus Hinrichsen             Germany 70435 Stuttga             Lut Franklinstrasse 30 (72) Inventor Wilhelm Eiberg             Germany 71229 Leonberg               Albertus-Magnus-Stral             C 37

Claims (1)

【特許請求の範囲】 １． 内燃機関の燃料調量装置の監視方法であって、 燃料をポンプによって低圧領域から高圧領域へ搬送し、そこから動作パラメー タに依存して制御可能なインジェクタによって内燃機関の燃焼室に調量可能であ り、 センサが圧力信号を生成し、該圧力信号は高圧領域の圧力を表す形式の方法に おいて、 所定の動作状態で前記圧力信号を予想値と比較し、 比較に基づいて圧力信号のエラーを識別する、ことを特徴とする監視方法。 ２． 圧力制御弁が設けられており、該圧力制御弁は高圧領域の圧力を所定の 値まで低下させ、 圧力信号が予想値まで低下したか否かを検査する、請求項１記載の方法。 ３． 予想値は回転数に依存して設定される、請求項２記載の方法。 ４． 予想値は大気圧センサにより生成される、請求項２記載の方法。 ５． 圧力制御弁に所定の電流が印加され、圧力信号が予想値まで低下したか 否かを検査する、請求項１記載の方法。 ６． 予想値は、圧力制御弁を流れる電流に依存し て設定される、請求項５記載の方法。 ７． 検査を始動中、滑走中および／または始動前に行う、請求項１から６ま でのいずれか１項記載の方法。 ８． 内燃機関の燃料調量装置の監視装置であって、 燃料がポンプによって低圧領域から高圧領域へ搬送され、そこから動作パラメ ータに依存して制御可能なインジェクタによって内燃機関の燃焼室に調量され、 センサが圧力信号を生成し、該圧力信号は高圧領域の圧力を表すものである形 式の装置において、 所定の動作状態で、前記圧力信号を予想値と比較する手段が設けられており、 該手段は比較に依存して圧力信号のエラーを識別する、ことを特徴とする監視装 置。[Claims]   1. A method for monitoring a fuel metering device of an internal combustion engine,   The fuel is pumped from the low-pressure area to the high-pressure area, from which the operating parameters Can be metered into the combustion chamber of the internal combustion engine by injectors that can be controlled And   A sensor generates a pressure signal which is represented in a manner representative of the pressure in the high pressure region. And   Comparing the pressure signal with an expected value under predetermined operating conditions;   A monitoring method comprising identifying an error in a pressure signal based on a comparison.   2. A pressure control valve is provided, and the pressure control valve controls the pressure in the high pressure region to a predetermined value. Value to   2. The method according to claim 1, wherein the method checks whether the pressure signal has dropped to an expected value.   3. 3. The method according to claim 2, wherein the expected value is set as a function of the speed.   4. 3. The method of claim 2, wherein the expected value is generated by an atmospheric pressure sensor.   5. Whether a predetermined current has been applied to the pressure control valve and the pressure signal has dropped to the expected value The method according to claim 1, wherein the method checks whether there is no error.   6. The expected value depends on the current flowing through the pressure control valve. The method according to claim 5, wherein the method is set.   7. 7. The inspection according to claims 1 to 6, wherein the inspection is performed during, during and / or before starting. The method according to any one of claims 1 to 4.   8. A monitoring device for a fuel metering device of an internal combustion engine,   Fuel is transported by the pump from the low pressure area to the high pressure area, from which operating parameters Metered into the combustion chamber of the internal combustion engine by injectors that can be controlled   A sensor generates a pressure signal, the pressure signal being representative of the pressure in the high pressure region. In the device of the formula   Means for comparing the pressure signal with an expected value in a predetermined operating state; Monitoring means for identifying errors in the pressure signal depending on the comparison. Place.
JP52239897A 1995-12-20 1996-07-18 Method and apparatus for monitoring fuel metering device for internal combustion engine Expired - Lifetime JP4073485B2 (en)

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WO1997022791A1 (en) 1997-06-26
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DE19547647A1 (en) 1997-06-26

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