Abstract:
A device and a method of monitoring a fuel metering system of an internal combustion engine, in particular a common rail system, are described. The fuel is compressed by a pump, and a pressure variable characterizing the fuel pressure is determined. An error is detected when a filtered pressure variable deviates from a threshold value.

Description:
FIELD OF THE INVENTION  
         [0001]    The present invention relates to a method and a device for monitoring a fuel metering system of an internal combustion engine.  
         BACKGROUND INFORMATION  
         [0002]    German Published Patent Application No. 195 20 300 and U.S. Pat. No. 5,715,786 discuss a method and a device for monitoring a fuel metering system of an internal combustion engine, in particular a common rail system. With such common rail systems, the fuel is compressed by a pump, and a pressure variable characterizing the fuel pressure is determined. A fault in the area of the fuel metering system is detected by monitoring the pressure signal in certain operating states.  
           [0003]    Pressure is often generated by high-pressure pumps which are configured in particular as radial piston pumps including at least two to three pump elements. To reduce the pump delivery rate, each of these is provided with an element shutdown valve. A corresponding common rail system is discussed, for example, in the publication MTZ Motortechnische Zeitschrift 58 (1997) no. 10, page 572ff.  
           [0004]    Malfunctions may cause one of the pump elements or an element shutdown valve not to operate properly. Such a pump element failure may not be detected reliably with other monitoring systems. Such a pump element failure is detected reliably only when the pump delivery rate is no longer adequate to cover the quantity of fuel to be injected. This is the case in particular only when large quantities of fuel are injected.  
         SUMMARY OF THE INVENTION  
         [0005]    With the exemplary method according to the present invention, a defect in the pump, in particular a failure of one or more pump elements, may be detected regardless of the operating point of the engine. This is achieved by analyzing a filtered pressure variable. When a fault is detected, the filtered pressure variable may deviate from a certain threshold value.  
           [0006]    Filtering may be performed in such a manner that frequencies which are in a certain ratio to the rpm of the engine are selected or the filtering may be performed in such a manner that frequencies corresponding to an integral multiple of a pump frequency are selected. This permits a method of detecting fluctuations in pressure due to the fact that one pump element is not delivering.  
           [0007]    In an exemplary embodiment, a fault in the area of the element shutdown valve and of the pump may be differentiated based on a triggering signal for an element shutdown valve. This is achieved through an appropriate plausibility check of the triggering signal for the element shutdown valve and the filtered pressure signal. If the filtered pressure signal indicates that one pump element is not delivering, then a fault is detected only if the triggering signal assumes a value for the element shutdown valve which is not characteristic of an element shutdown valve that has not been shut down. If the filtered pressure signal indicates that all pump elements are delivering, then a fault is detected when the triggering signal for the element shutdown valve assumes a value characterizing an element shutdown valve that has been shut down.  
           [0008]    A defect in the pump and a defect in another component may be differentiated, in particular a pressure regulating valve, by using this method. This allows for assignment of faults that occur and are detected by other methods to individual components of the system with a high reliability. In particular, faults in the pump area may be differentiated reliably from faults in other components. 
       
    
    
       [0009]    The present invention is explained below on the basis of the exemplary embodiments illustrated in the drawings.  
       BRIEF DESCRIPTION OF THE DRAWINGS  
       [0010]    [0010]FIG. 1 shows a block diagram of the exemplary fuel metering system according to the present invention.  
         [0011]    [0011]FIG. 2 shows a block diagram of the monitoring according to the present invention.  
         [0012]    [0012]FIG. 3 shows a flow chart of the exemplary method according to the present invention. 
     
    
     DETAILED DESCRIPTION  
       [0013]    [0013]FIG. 1 shows the components of a fuel supply system of an internal combustion engine having high-pressure injection. The system shown here is also referred to as a common rail system.  
         [0014]    A fuel supply tank  100  is connected to a high-pressure pump  125  by a presupply pump  110 . High-pressure pump  125  may include at least one element shutdown valve. High-pressure pump  125  is connected to a rail  130 . Rail  130  is also referred to as a reservoir and is in contact with various injectors  131  via fuel lines.  
         [0015]    Pressure P in the rail, i.e., in the entire high-pressure area, is determined by sensor  140 . Rail  130  is connected to fuel supply tank  100  by a pressure regulating valve  135 . Pressure regulating valve  135  is controllable by a coil  136 .  
         [0016]    A control unit  160  sends a triggering signal AP to element shutdown valve  126 , a triggering signal A to injectors  131  and a signal AV to pressure regulating valve  136 . Control unit  160  processes various signals from various sensors  165  which characterize the operating state of the engine and/or the vehicle driven by the engine. Such an operating state is, for example, rotational speed N of the engine.  
         [0017]    This device operates as follows. Fuel from the storage tank is conveyed by presupply pump  110  to high-pressure pump  125 .  
         [0018]    High-pressure pump  125  conveys fuel from the low-pressure area into the high-pressure area. High-pressure pump  125  builds up a very high pressure in rail  130 . In systems for internal combustion engines operated with spark ignition, pressure values of approximately 30 to 100 bar may be achieved, and pressures of approximately 1000 to 2000 bar are achieved in compression-ignition engines. The fuel may be metered under a high pressure to the individual cylinders of the engine through injectors  131 .  
         [0019]    Pressure P in the rail, i.e., in the entire high-pressure area, is determined by sensor  140  and compared with a setpoint value in control unit  160 . Pressure regulating valve  135  is controlled as a function of this comparison. When demand for fuel is low, the delivery of high-pressure pump  125  may be reduced incrementally through appropriate triggering of the element shutdown valve.  
         [0020]    The high-pressure pump rotates at a fixed transmission ratio I to the crankshaft of the engine. The pressure is detected in the control unit in synchronization with the rotational speed. In the event of a pump element failure, the plot of the rail pressure over time shows a characteristic dip which occurs with the pump frequency. The pump frequency is filtered out of the rail pressure signal by a digital bandpass filter.  
         [0021]    To do so, the pressure signal is sampled in synchronization with the rotational speed at at least twice the pump frequency, at at least four times the pump frequency. The rail pressure is sampled equidistantly  2 Z times, Z is the number of cylinders, per crankshaft revolution.  
         [0022]    The bandpass-filtered rail pressure signal is then rectified and lowpass filtered again in synchronization with the rotational speed. The output signal of this signal processing is a measure of the pressure oscillations at the pump frequency. If the signal filtered in this manner exceeds a threshold value, the pump delivers on only two elements or even on one element instead of three elements.  
         [0023]    The functioning of an element shutdown valve which deactivates a pump element may be monitored.  
         [0024]    On detection of a pump element failure, additional pump damage and engine damage is prevented by suitable emergency responses. The rail pressure and/or the fuel quantity and/or the engine rpm may be limited to a lower value than in normal operation. In addition, the driver may be informed of the emergency operation by a warning lamp, so that he may take the vehicle to a repair shop. In addition, the pump error is entered into an error memory. This simplifies the error diagnosis.  
         [0025]    [0025]FIG. 2 shows the exemplary method according to the present invention on the basis of a block diagram. Elements already described in FIG. 1, such as the pressure sensor, are shown with corresponding reference notation. The device shown here forms part of control unit  160 . Output signal P of pressure sensor  140  goes through a bandpass filter  200  to an absolute value forming unit  210  whose output signal goes through a lowpass filter  220  to a first input a of a first comparator  230 . Output signal S 1  of a first threshold value preselector  235  is applied to second input b of first comparator  230 . The arrangement of lowpass filter  220  has been selected only as an example, and the filter may also be arranged at any other location between sensor  140  and comparator  230 .  
         [0026]    The output signal of a pump trigger unit  161 , representing a part of control unit  160 , goes to a first input a of a second comparator  240  at whose second input b output signal S 2  of a second threshold value preselector  245  is applied. The output signals of comparators  230  and  240  are each sent to a first AND element and, inverted, to a second AND element  260 , which in turn send corresponding signals to control  160 .  
         [0027]    This device functions as follows. Output signal P of the pressure sensor goes to bandpass filter  200 . Bandpass filter  200  is configured so that it filters out frequencies which correspond to the pump revolution or to an integral multiple of the pump rotational speed. Absolute value-forming unit  210  rectifies the signal. Lowpass filter  220  smooths the signal. If comparator  230  recognizes that the signal filtered in this manner is greater than threshold value SI, the comparator detects an error.  
         [0028]    This signal may be subjected to a plausibility check with a signal which indicates that a pump element is shut down, i.e., one element shutdown valve is appropriately triggered. This signal is supplied by second comparator  240 . To do so, triggering signal A for element shutdown valve  126  is compared with second threshold value S 2 . If signal A is larger than the second threshold value, i.e., the element shutdown valve is receiving a triggering signal such that it is not usually activated, then a signal indicating that the element shutdown valve has not been activated appears at the output of the comparator. This signal is associated with the output signal of comparator  230  in AND element  250 , i.e., comparator  230  delivers a signal which indicates that pressure fluctuations are occurring with a certain frequency, and if the output signal of second comparator  240  indicates that an element shutdown valve is not activated, AND element  250  and thus the device detects failure of a pump element.  
         [0029]    Furthermore, the two signals are inverted and sent to second AND element  260 , which detects a defect in the element shutdown valve if no pressure fluctuations occur and the output signal of second comparator  240  indicates that an element shutdown valve is activated.  
         [0030]    In an exemplary embodiment, elements  200 ,  210 ,  220 ,  230  and  235  are sufficient. In this case, the possibility of the test being performed with the element shutdown valve shut down is ruled out by an external logic in the area of control unit  160 . The same thing is also true if no element shutdown valve is provided. In these cases, the device will provide only a signal which indicates that a pump element is not operating.  
         [0031]    In common rail systems, the rail pressure is checked for plausibility. If an implausibility occurs in driving operation, this will result in the driven engine being shut down. If such an implausibility is detected before startup or at the time of the startup, e.g., because the rail pressure does not rise to an expected level, then the engine will not start. The cause of this error is not readily discernible. Such an error may be based on the fact that an error has occurred in the area of the high-pressure pump or that an error has occurred in the area of pressure regulating valve  135 . Troubleshooting is therefore very complex in part. Therefore, according to the present invention, starting with the exemplary method described in FIG. 2, different errors may be differentiated.  
         [0032]    The ability to differentiate between errors permits a better diagnosis and thus simplified troubleshooting. In addition, in an exemplary embodiment errors may be detected when they are about to occur and corresponding measures may be initiated.  
         [0033]    [0033]FIG. 3 illustrates a corresponding method. According to the present invention, on the basis of the pressure fluctuations detected, not only are errors detected but also the type of error, on the basis of the pressure oscillations, is detected.  
         [0034]    [0034]FIG. 3 a  illustrates a method by which pressure oscillations are detected and a corresponding error bit is set. FIG. 3 b  shows how the type of error is detected on the basis of the pressure oscillations detected.  
         [0035]    The rail pressure is analyzed in a first step  300 . To do so, the rail pressure is filtered with bandpass filter  200 . The frequency of the bandpass depends on the number of cylinders of the engine, the transmission ratio between the crankshaft and the pump and the number of pump elements of the pump. This frequency is applied in a customer-specific manner. Accordingly, threshold values S 1  of threshold value preselector  235  are preselected so that the usual fluctuations in the rail pressure do not result in detection of errors. The check is performed only in certain rpm ranges. The check is performed only at an rpm below a preselectable rpm threshold.  
         [0036]    Subsequent query  310  checks on whether rail pressure oscillations having a significant period have been detected. If this is the case, then in step  320  a counter Z is incremented. If no oscillations are detected, the counter is decreased by a certain value in step  325 . Following steps  325  and  320 , a query  330  is issued to check on whether counter Z is greater than a threshold value ZS. If this is the case, then in step  340  an error bit FB is set at 1. Otherwise the program continues with step  300 .  
         [0037]    If an error is detected in step  350  on the basis of a rail pressure implausibility or another error check, then a check is performed in step  360  to determine whether error bit FB has been set at 1. If this is the case, then in step  370  an error of pump  125  is detected. If this is not the case then in step  365  an error of pressure regulating valve  135  is detected. If query  350  recognizes that there is no error, the program continues with step  355  in normal operation.  
         [0038]    In step  350 , errors within the context of implausibility in ongoing operation as well as an error in startup of the engine are detected.  
         [0039]    In an exemplary embodiment of the method according to the present invention which is illustrated with dotted lines in FIG. 3 a , another query  335  is issued after query  330 , checking on whether counter Z is greater than a second threshold value ZS 2 . This value ZS 2  is considerably smaller than value ZS. This value ZS 2  indicates that an error might have occurred in the area of high-pressure pump  125 , because pressure fluctuations are occurring at an increased frequency. If this is detected, substitute responses and emergency operating methods, e.g., limiting fuel quantity and/or limiting rail pressure may be implemented even before shutting down the engine. These measures are then implemented in step  338 .