EP1039117B1 - Fehlererkennungverfahren für ein Hochdruck-Kraftstoffeinspritzsystem - Google Patents

Fehlererkennungverfahren für ein Hochdruck-Kraftstoffeinspritzsystem Download PDF

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Publication number
EP1039117B1
EP1039117B1 EP20000105642 EP00105642A EP1039117B1 EP 1039117 B1 EP1039117 B1 EP 1039117B1 EP 20000105642 EP20000105642 EP 20000105642 EP 00105642 A EP00105642 A EP 00105642A EP 1039117 B1 EP1039117 B1 EP 1039117B1
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Prior art keywords
fuel
force
abnormality
timing
pressure
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English (en)
French (fr)
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EP1039117A3 (de
EP1039117A2 (de
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Tatsumasa Sugiyama
Yuuichirou Katou
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • F02D41/22—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
    • 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
    • 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

Definitions

  • the present invention relates to a method of determining abnormality in a high-pressure fuel injection system for force-feeding high-pressure fuel from a fuel pump to an accumulator line and supplying, through injection, the fuel in the accumulator line to an internal combustion engine from fuel injection valves and, more specifically, relates to a method of determining abnormality in a high-pressure fuel injection system wherein occurrence of an abnormality is determined through a comparison between an actual measurement value and an estimated value relating to a state of fuel in the accumulator line.
  • accumulator type high-pressure fuel injection system As a high-pressure fuel injection system applied to a diesel engine or a cylinder direct injection gasoline engine, there is known a so-called accumulator type high-pressure fuel injection system which is designed to force-feed high-pressure fuel from a fuel pump to an accumulator line and to supply, through injection, the fuel to combustion chambers of the engine from fuel injection valves connected to the accumulator line.
  • Japanese Patent Application No. HEI 10-238392 and EP 0860600 disclose one such method of determining abnormality in an accumulator type high-pressure fuel injection system.
  • a change in fuel pressure in the accumulator line resulting from force-feeding of fuel is detected, and the change in fuel pressure resulting from the force-feeding of fuel is estimated based on a force-feed command value for the fuel pump.
  • a difference between the actual measurement value and the estimated value of the change in fuel pressure is calculated.
  • a change in fuel pressure resulting from fuel injection is detected, and the change in fuel pressure resulting from the fuel injection is estimated based on an injection command value for the fuel injection valves.
  • a difference between the actual measurement value and the estimated value of the change in fuel pressure is calculated. If the difference calculated at the time of the force-feeding of fuel has exceeded a predetermined determination value, it is determined that there is an abnormality occurring in the fuel pump. If the difference calculated at the time of the fuel injection has exceeded a predetermined determination value, it is determined that there is an abnormality occurring in the fuel injection valves.
  • the timing for force-feeding fuel from the fuel pump and the timing for injecting fuel from the fuel injection valves are usually changed based on an operational state of the engine.
  • the aforementioned method of determining abnormality is unable to distinguish between a change in fuel pressure resulting from the force-feeding of fuel and a change in fuel pressure resulting from the fuel injection.
  • the precision of abnormality determination may deteriorate.
  • the fuel force-feed timing and the fuel injection timing are restricted such that force-feeding of fuel and fuel injection are always carried out in separate periods, whereby the precision of abnormality determination is prevented from deteriorating.
  • the present invention has been made in the light of such circumstances. It is an object of the present invention to provide a method of determining abnormality in a high-pressure fuel injection system which is capable of enlarging a range where a fuel force-feed timing or a fuel injection timing can be changed, and of determining occurrence of an abnormality with high precision.
  • the range where the fuel force-feed timing or the fuel injection timing can be changed is not restricted. These timings can be set to optimal timings corresponding to a requirement on the side of the engine or the like.
  • the aforementioned method of determining abnormality makes it possible to enlarge a range where the fuel force-feed timing or the fuel injection timing can be changed, and to determine occurrence of an abnormality in the high-pressure fuel injection system with high precision.
  • a first embodiment of the present invention wherein a method of determining abnormality according to the present invention is applied to a high-pressure fuel injection system attached to a four-cylinder direct injection diesel engine (hereinafter referred to simply as the engine") will be described hereinafter.
  • Fig. 1 schematically shows structures of an engine 10 and a high-pressure fuel injection system thereof.
  • This high-pressure fuel injection system is composed of injectors 12 so provided as to correspond to respective cylinders #1 through #4 of the engine 10, a common rail 20 to which the injectors 12 are connected, a fuel pump 30 for force-feeding fuel in a fuel tank 14 to the common rail 20, and an electronic control unit (hereinafter referred to as the ECU") 60.
  • the common rail 20 has the function of accumulating fuel supplied from the fuel pump 30 at a predetermined pressure, and the fuel injection pressure of the injectors 12 is determined based on a fuel pressure (rail pressure) in the common rail 20.
  • a relief valve 22 is attached to the common rail 20.
  • the relief valve 22 opens when the rail pressure becomes equal to or higher than a predetermined upper limit set value because of some abnormality, thus forcibly reducing the rail pressure.
  • the injectors 12 which are electromagnetic valves that are driven to be opened and closed by the ECU 60, inject fuel supplied from the common rail 20 into combustion chambers (not shown) of the respective cylinders #1 through #4.
  • the respective injectors 12 are also connected to the fuel tank 14 by a relief passage 21. Even when all the injectors 12 are closed, part of the fuel supplied to the respective injectors 12 from the common rail 20 constantly leaks out to the interior of the injectors 12. The fuel that has thus leaked is returned to the fuel tank 14 through the relief passage 21.
  • the ECU 60 performs force-feeding of fuel from the fuel pump 30 and control operations relating to fuel injection from the injectors 12.
  • the ECU 60 is composed of a memory 64 for storing various control programs, functional data and the like, a CPU 62 for performing various arithmetic processings, and the like.
  • Various sensors for detecting an operational condition of the engine 10, a fuel pressure in the common rail 20 and the like are connected to the ECU 60. Detection signals from those sensors are inputted to the ECU 60.
  • a rotational speed sensor 65 is provided in the vicinity of a crank shaft (not shown) of the engine 10, and a cylinder discriminating sensor 66 is provided in the vicinity of a cam shaft (not shown). Based on detection signals from the respective sensors 65 and 66, the ECU 60 detects a rotational speed of the crank shaft (engine rotational speed NE) and a rotational angle (crank angle CA) respectively.
  • an accelerator sensor 67 for outputting a detection signal corresponding to a depression amount of an accelerator pedal (accelerator opening degree ACCP) is provided in the vicinity of the accelerator pedal.
  • a fuel pressure sensor 68 for outputting a detection signal corresponding to a rail pressure is provided in the common rail 20.
  • a fuel temperature sensor 69 for outputting a detection signal corresponding to a temperature of fuel (fuel temperature THF) is provided in the vicinity of a discharge port 38 of the fuel pump 30. Based on detection signals from the respective sensors 67 through 69, the ECU 60 detects an accelerator opening degree ACCP, a rail pressure and a fuel temperature THF respectively.
  • the fuel pump 30 is provided with a drive shaft 40 rotationally driven by the crank shaft of the engine 10, a feed pump 31 operating based on rotation of the drive shaft 40, a pair of supply pumps (a first supply pump 50a and a second supply pump 50b) driven by an annular cam 42 formed on the drive shaft 40, and the like.
  • the feed pump 31 sucks fuel in the fuel tank 14 from a suction port 34 through a suction passage 24, and supplies the fuel to the first supply pump 50a and the second supply pump 50b at a predetermined feed pressure. A surplus of the thus-sucked fuel that is supplied to neither of the supply pumps 50a and 50b is returned to the fuel tank 14 from a relief port 36 through the relief passage 21.
  • the first supply pump 50a and the second supply pump 50b which are both so-called inner cam type pumps, pressurize fuel supplied from the feed pump 31 to a higher pressure (e.g. 25 to 180 MPa) based on reciprocating movements of a plunger (not shown) and force-feed the thus-pressurized fuel to the common rail 20 from the discharge port 38 through the discharge passage 23.
  • a higher pressure e.g. 25 to 180 MPa
  • the fuel pump 30 is provided with first and second adjusting valves 70a and 70b for adjusting amounts of fuel force-fed from the supply pumps 50a and 50b respectively.
  • the respective adjusting valves 70a and 70b are both electromagnetic valves that are driven and supplied with electric power by the ECU 60.
  • Fig. 2 is a timing chart showing a pattern of change in rail pressure during normal operation, timings for sucking fuel into and force-feeding fuel from the respective supply pumps 50a and 50b, timings for fuel injection, and the like.
  • the rail pressure changes because of fuel injection from the respective injectors 12 (see (b) in Fig. 2) and force-feeding of fuel from the respective supply pumps 50a and 50b (see (d) and (f) in Fig. 2). Even while force-feeding of fuel or fuel injection is not carried out, the rail pressure slightly decreases. This is because, as described above, part of the fuel that is supplied from the common rail 20 to the respective injectors 12 is returned to the fuel tank 14 through the relief passage 21.
  • the respective supply pumps 50a and 50b alternately suck fuel with phases being offset from each other by 180°CA (CA: Crank Angle). Also, the respective supply pumps 50a and 50b alternately force-feed fuel with phases being offset from each other by 180°CA.
  • CA Crank Angle
  • the respective adjusting valves 70a and 70b are opened during suction strokes of the respective supply pumps 50a and 50b, and closed at predetermined timings (crank angles CA) so as to stop sucking fuel. All the fuel thus sucked is pressurized during a force-feed stroke following the suction stroke, and is force-fed to the common rail 20 from the respective supply pumps 50a and 50b.
  • the amounts of fuel thus force-fed from the respective supply pumps 50a and 50b are adjusted based on changes in valve-closing timing (crank angle CA) of the respective adjusting valves 70a and 70b.
  • valve-closing timing of the first adjusting valve 70a is retarded so as to increase an open-valve period thereof, the fuel suction period of the first supply pump 50a is prolonged and the fuel suction amount increases. Then the timing for starting force-feeding of fuel is advanced by an amount corresponding to retardation of the valve-closing timing of the first adjusting valve 70a, and the fuel force-feed period is prolonged. As a result, the fuel force-feed amount increases.
  • valve-closing timing of the first adjusting valve 70a is advanced so as to reduce an open-valve period thereof, the fuel suction period of the first supply pump 50a is shortened and the fuel suction amount decreases. Then the timing for starting force-feeding of fuel is retarded by an amount corresponding to advancement of the valve-closing timing of the first adjusting valve 70a, and the fuel force-feed period is shortened. As a result, the fuel force-feed amount decreases.
  • the fuel force-feed amount of the second supply pump 50b (see (f) in Fig. 2) can be changed by retarding or advancing a valve-closing timing of the second adjusting valve 70b (see (e) in Fig. 2).
  • the timing for terminating suction of fuel and the timing for starting force-feeding of fuel are changed respectively.
  • both the timing for starting suction of fuel and the timing for terminating force-feeding of fuel are set to constant timings (crank angles CA).
  • the amount of fuel force-fed from the fuel pump 30 per unit crank angle CA is set to a constant value regardless of the timing for starting force-feeding of fuel or the like. Accordingly, the timing for starting force-feeding of fuel and the fuel force-feed period (crank angle CA) can be calculated from valve-closing timings of the respective adjusting valves 70a and 70b. Furthermore, the amount of fuel force-fed during one cycle of force-feeding of fuel can be calculated based on the fuel force-feed period.
  • the ECU 60 performs feedback control of an amount of fuel force-fed from the fuel pump 30 based on a value of rail pressure detected immediately after termination of force-feeding of fuel from the fuel pump 30 (hereinafter referred to as a post-force-feed fuel pressure PCRP") and on a target rail pressure set on the basis of an operational condition of the engine.
  • a post-force-feed fuel pressure PCRP a value of rail pressure detected immediately after termination of force-feeding of fuel from the fuel pump 30
  • the fuel pump 30 is so controlled as to force-feed fuel of an amount greater than the sum of a fuel injection amount and a fuel leakage amount.
  • the fuel pump 30 is so controlled as to force-feed fuel of an amount smaller than the sum of a fuel injection amount and a fuel leakage amount. Accordingly, during transitional operation wherein the post-force-feed fuel pressure PCRP is different from the target pressure, the post-force-feed fuel pressure PCRP gradually increases or decreases and approaches the target pressure.
  • the fuel pump 30 is so controlled as to force-feed fuel of an amount equal to the sum of a fuel injection amount and a fuel leakage amount. Accordingly, during normal operation wherein the post-force-feed fuel pressure PCRP is equal to the target pressure, the post-force-feed fuel pressure PCRP is held at a substantially constant value, for example, as indicated by (a) in Fig. 2.
  • the reference character (g) in Fig. 2 represents a timing for detecting a post-force-feed fuel pressure PCRP.
  • the detection timing is set to a predetermined timing immediately after termination of force-feeding of fuel from the fuel pump 30 (e.g. a timing at which the crank angle CA reaches CAA0, CAA1, CAA2, CAA3, .or the like).
  • the reference character (h) in Fig. 2 represents a timing for detecting a post-injection fuel pressure PCRI.
  • the post-injection fuel pressure PCRI is a value of rail pressure immediately after termination of fuel injection in the respective cylinders #1 through #4. Even if the fuel injection timing or the fuel injection period has been changed in accordance with an operational condition of the engine, the detection timing is always set to a timing after termination of fuel injection (e.g. a timing at which the crank angle CA reaches CAB1, CAB2, CAB3, .or the like).
  • the post-force-feed fuel pressure PCRP and the post-injection fuel pressure PCRI are all detected by the ECU 60 through separate processing routines that are performed every time the crank shaft rotates by a predetermined crank angle (180°CA), and are stored in the memory 64.
  • This processing is designed to determine abnormality in the high-pressure fuel injection system by comparing an actual measurement value of rail pressure change amount with an estimated value of rail pressure change amount that is estimated based on a fuel force-feed amount or the like.
  • An abnormality determination routine shown in this flowchart is carried out by the ECU 60 as an interruption handling that is performed every time the crank shaft rotates by a predetermined crank angle (180 °CA), and the timing for interruption is set to a timing for detecting a post-force-feed fuel pressure PCRP (the timing CAA0, CAA1, CAA2 or CAA3 shown in Fig. 2).
  • the ECU 60 retrieves a post-force-feed fuel pressure PCRP, a last-time value PCRPOLD of post-force-feed fuel pressure PCRP and a post-injection fuel pressure PCRI from the memory 64. After that, the ECU 60 determines in step 120 whether or not conditions for prohibiting abnormality determination are fulfilled.
  • the conditions for prohibiting abnormality determination include that there is an abnormality occurring in the fuel pressure sensor 68, that the engine rotational speed NE is equal to or lower than a predetermined rotational speed (e.g. an idling rotational speed), that invalid injection is being performed, and the like.
  • the invalid injection control is designed to release a rail pressure by driving the respective injectors 12 within an invalid injection period and to thereby reduce the rail pressure down to a pressure close to the target pressure. If those conditions for abnormality determination are fulfilled, the occurrence of abnormality cannot be determined precisely. Thus, the ECU 60 terminates the present routine temporarily.
  • the ECU 60 determines in step 130 whether or not a provisional abnormality flag XTFAIL is ON".
  • the provisional abnormality flag XTFAIL indicates that there is an abnormality occurring in the high-pressure fuel injection system. If it is determined in step 130 that there is an abnormality occurring in the fuel pump 30, the injectors 12 or the like, the provisional abnormality flag XTFAIL is turned ON" through later-described first abnormality determination.
  • the ECU 60 performs the first abnormality determination.
  • step 140 the ECU 60 calculates an actual fuel pressure change amount ⁇ PCR according to a formula (1) shown below.
  • ⁇ PCR PCRP - PCRPOLD
  • a difference (PCRP - PCRPOLD) between the post-fuel-pressure PCRP detected at the timing CAA2 and the last-time value PCRPOLD of post-force-feed fuel pressure PCRP detected at the last timing CAA1 for interruption is calculated as an actual fuel pressure change amount ⁇ PCR.
  • the thus-calculated actual fuel pressure change amount ⁇ PCR corresponds to an actual rail pressure change amount during each of periods (CAA0 to CAA1, CAA1 to CAA2, CAA2 to CAA3, Vietnamese, hereinafter referred to as a "first abnormality determination period APCR1") between respective timings (CAA0, CAA1, CAA2, CAA3, 7-8) for detecting the post-force-feed fuel pressure PCRP.
  • first abnormality determination period APCR1 both force-feeding of fuel and fuel injection are carried out unless they are suspended by other control operations.
  • the actual fuel pressure change amount ⁇ PCR changes in accordance with an amount of fall in rail pressure resulting from fuel injection and fuel leakage and with an amount of rise in rail pressure resulting from force-feeding of fuel.
  • step 150 the ECU 60 calculates an estimated fuel pressure change amount ⁇ PCRCAL.
  • the estimated fuel pressure change amount ⁇ PCRCAL which is an estimated value of rail pressure change amount during the first abnormality determination period APCR1, is estimated based on a fuel force-feed amount, a fuel injection amount and a fuel leakage amount during the abnormality determination period APCR1.
  • the ECU 60 calculates a fuel force-feed amount QPUMP of the fuel pump 30 based on command values for valve-closing timings of the respective adjusting valves 70a and 70b.
  • the fuel force-feed amount QPUMP changes based on the valve-closing timings of the respective adjusting valves 70a and 70b that are set during a suction stroke prior to the start of force-feeding of fuel. Therefore, when calculating the fuel force-feed amount QPUMP, the command values for the valve-closing timings that have been set prior to the timing for interruption of the present routine are used.
  • the ECU 60 calculates a fuel force-feed amount QPUMP based on a command value for the valve-closing timing of the second adjusting valve 70b that has been set in a period from the timing CAA0 to the timing CAA1.
  • the ECU 60 calculates a fuel force-feed amount QPUMP based on a command value for the valve-closing timing of the first adjusting valve 70a that has been set in a period from the timing CAA1 to CAA2.
  • the ECU 60 converts the first abnormality determination period APCR1, which is defined as a crank angle CA, into a time. Based on the time-converted value, the post-force-feed fuel pressure PCRP and the fuel temperature THF, the ECU 60 calculates a fuel leakage amount QLEAK. The relationship between the time-converted value and the like and the fuel leakage amount QLEAK is preliminarily calculated through an experiment or the like and stored in the memory 64 of the ECU 60.
  • the ECU 60 retrieves a fuel injection amount QINJ from the memory 64.
  • the fuel injection amount QINJ is set based on the accelerator opening degree ACCP, the engine rotational speed NE and the like in a fuel injection control routine other than the present routine, and is stored in the memory 64.
  • the ECU 60 calculates an estimated fuel pressure change amount ⁇ PCRCAL from the fuel force-feed amount QPUMP, the fuel leakage amount QLEAK and the fuel injection amount QINJ.
  • ⁇ PCRCAL E ⁇ (QPUMP - QLEAK - QINJ)/VCR
  • the volume elasticity coefficient-E is calculated based on the post-force-feed fuel pressure PCRP and the fuel temperature THF in a routine other than the present routine.
  • the ECU 60 After having thus calculated the actual fuel pressure change amount ⁇ PCR and the estimated fuel pressure change amount ⁇ PCRCAL, the ECU 60 compares in step 160 the difference ( ⁇ PCRCAL - ⁇ PCR) between the estimated fuel pressure change amount ⁇ PCRCAL and the actual fuel pressure change amount ⁇ PCR with a first determination value ⁇ (> 0).
  • the first determination value pressure ⁇ is used to determine whether or not there is any of the following abnormalities A through C occurring in the high-pressure fuel injection system.
  • the abnormality A is a deficiency in force-feed amount of the fuel pump 30 (deterioration of force-feed performance).
  • the abnormality B is an excess of fuel injection amount of the injectors 12 (excessive injection).
  • the abnormality C is an excess of amount of fuel leaking out from the injectors 12 or the like (fuel leakage).
  • the rail pressure changes, for example, as indicated by solid lines in (a) through (c) of Fig. 5 respectively. Accordingly, the rail pressure decreases in comparison with a pattern of change in rail pressure during normal operation (see a long and two short dashes line in Fig. 5), and the actual fuel pressure change amount ⁇ PCR decreases. As a result, the difference ( ⁇ PCRCAL - ⁇ PCR) increases. Accordingly, if the difference ( ⁇ PCRCAL - ⁇ PCR) becomes equal to or greater than the first determination value ⁇ , it can be determined that one of the abnormalities A through C has occurred.
  • the abnormality C includes, for example, a case where fuel in the common rail 20 leaks out from the relief valve 22 and is returned to the fuel tank 14.
  • step 160 If it is determined in step 160 that there is no abnormality occurring in the high-pressure fuel injection system, the ECU 60 temporarily terminates the present routine.
  • step 160 if it is determined that there is an abnormality occurring in the high-pressure fuel injection system (if the result in step 160 is affirmative), the ECU 60 shifts its operation to step 170 and sets the provisional abnormality flag XTFAIL ON.”
  • step 180 the ECU 60 controls a timing for terminating suction of fuel into the fuel pump 30, namely, valve-closing timings of the respective adjusting valves 70a and 70b such that the timing for starting force-feeding of fuel is always retarded with respect to the timing for detecting the post-injection fuel pressure PCRI (the timing CAB1, CAB2, CAB3, —, or the like shown in Fig. 2).
  • step 170 If the provisional abnormality flag XTFAIL is set ON" in step 170, the result in step 130 becomes affirmative in the subsequent processing of abnormality determination. In this case, the ECU 60 shifts its operation to step 200 shown in Fig. 4.
  • step 200 the ECU 60 increments a counter value CTFAIL by 1".
  • the counter value CTFAIL represents how many times the present routine has been activated after the setting ON" of the provisional abnormality flag XTFAIL and the start of restriction on suction of fuel.
  • step 210 the ECU 60 determines whether or not the counter value CTFAIL is set to "2".
  • the ECU 60 determines that the timing for starting force-feeding of fuel has been restricted to a timing that is retarded with respect to the timing for detecting the post-injection fuel pressure PCRI. Thus, the ECU 60 resets the counter value CTFAIL to zero in step 220 and then performs second abnormality determination through the respective processings in steps 230 through 250.
  • the ECU 60 calculates an actual fuel pressure change amount ⁇ PCRI according to a formula (3) shown below.
  • ⁇ PCRI PCRPOLD - PCRI
  • the difference (PCRPOLD - PCRI) between the last-time value PCRPOLD of the post-force-feed fuel pressure PCRP detected at the timing CAA1, which is the last-time timing for interruption, and the post-injection fuel pressure PCRI is calculated as the actual fuel pressure change amount ⁇ PCRI.
  • the actual fuel pressure change amount ⁇ PCRI calculated herein corresponds to an actual amount of change in rail pressure during the second abnormality determination period APCR2. Because only fuel injection is carried out during the second abnormality determination period APCR2, the actual fuel pressure change amount ⁇ PCRI changes only in accordance with an amount of fall in rail pressure resulting from fuel injection and fuel leakage during the second abnormality determination period APCR2.
  • step 240 the ECU 60 estimates an estimated fuel pressure change amount ⁇ PCRICAL based on the fuel injection amount QINJ and the fuel leakage amount QLEAK during the second abnormality determination period APCR2.
  • the estimated fuel pressure change amount ⁇ PCRICAL which is an estimated value of rail pressure change amount during the second abnormality determination period APCR2, is calculated according to a formula (4) shown below.
  • ⁇ PCRCAL E ⁇ (QLEAK + QINJ)/VCR
  • the ECU 60 After having thus calculated the actual fuel pressure change amount ⁇ PCRI and the estimated fuel pressure change amount ⁇ PCRICAL, the ECU 60 compares in step 250 the difference ( ⁇ PCRI - ⁇ PCRICAL) between the actual fuel pressure change amount ⁇ PCRI and the estimated fuel pressure change amount ⁇ PCRICAL with a second determination value ⁇ (> 0).
  • the second determination value ⁇ is used to determine which of the aforementioned abnormality A (deterioration of force-feed performance of the fuel pump 30) and the aforementioned abnormality B (excessive injection) or C (fuel leakage) occurs in the high-pressure fuel injection system. For example, if the abnormality detected in the first abnormality determination is the abnormality A and neither the abnormality B nor the abnormality C has occurred, the actual fuel pressure change amount ⁇ PCRI is equal to the estimated fuel pressure change amount ⁇ PCRICAL. Therefore, in this case, the difference ( ⁇ PCRI - ⁇ PCRICAL) is substantially equal to zero.
  • the abnormality detected in the first abnormality determination is the abnormality B or the abnormality C
  • the actual fuel pressure change amount ⁇ PCRI is greater than the estimated fuel pressure change amount ⁇ PCRICAL
  • the difference ( ⁇ PCRI - ⁇ PCRICAL) increases.
  • the second determination value ⁇ is suitably set so as to make a determination as follows. That is, if the difference ( ⁇ PCRI - ⁇ PCRICAL) is smaller than the second determination value ⁇ , it can be determined that the force-feed performance of the fuel pump 30 has deteriorated. If the difference ( ⁇ PCRI - ⁇ PCRICAL) is greater than the second determination value ⁇ , it can be determined that there is excessive injection or fuel leakage occurring.
  • the second determination value ⁇ is set to a value that is greater than zero and smaller than the first determination value ⁇ (0 ⁇ ⁇ ⁇ ⁇ ).
  • the first determination value ⁇ is set preliminarily taking estimation errors of the fuel force-feed amount QPUMP, the fuel injection amount QINJ and the fuel leakage amount QLEAK into account. On the contrary, the setting of the second determination value ⁇ does not require taking an estimation error of the fuel force-feed amount QPUMP into account.
  • the first determination value ⁇ and the second determination value ⁇ are set such that the aforementioned relationship is established.
  • step 250 If it is determined in step 250 that there is fuel leakage or excessive injection occurring (YES), the ECU 60 shifts its operation to step 260.
  • step 260 the ECU 60 sets the first abnormality flag XFAIL1 corresponding to the content of the abnormality ON".
  • step 270 that follows, operation of the engine 10 is forcibly suspended by stopping fuel injection in order to prevent the engine from operating with excessive injection or fuel leakage occurring. After that, the ECU 60 terminates the present routine temporarily.
  • step 250 if it is determined in step 250 that the force-feed performance of the fuel pump 30 has deteriorated (NO), the ECU 60 shifts its operation to step 265.
  • step 265 the ECU 60 sets the second abnormality flag XFAIL 2 corresponding to the content of the abnormality ON".
  • step 280 that follows, the ECU 60 then removes restriction on the timing for terminating suction of fuel.
  • the ECU 60 terminates the present routine temporarily.
  • the estimated fuel pressure change amount ⁇ PCRCAL is calculated according to the aforementioned formula (2), and the determination of abnormality is made (the first abnormality determination) by comparing the difference ( ⁇ PCRCAL - ⁇ PCR) between the estimated fuel pressure change amount ⁇ PCRCAL and the actual fuel pressure change amount ⁇ PCR with the first abnormality determination value ⁇ .
  • the estimated fuel pressure change amount ⁇ PCRICAL is calculated according to the aforementioned formula (4), and the determination of abnormality is made (the second abnormality determination) by comparing the difference ( ⁇ PCRI - ⁇ PCRICAL) between the estimated fuel pressure change amount ⁇ PCRICAL and the actual fuel pressure change amount ⁇ PCRI with the second determination value ⁇ .
  • the determination of abnormality is made according to determination procedures corresponding to the first abnormality determination period APCR1 in which both force-feeding of fuel and fuel injection are carried out and to the second abnormality determination period APCR2 in which only fuel injection is carried out, respectively. In this manner, the possibilities of misdetermination are eliminated.
  • the respective timings can be set to optimal timings corresponding to a requirement on the side of the engine or the like.
  • the relationship between the fuel force-feed timing and the fuel injection timing is changed as a preprocessing of the second abnormality determination (step 180).
  • a change is made only if it is determined in the first abnormality determination that there is an abnormality occurring. Therefore, performance of the processing of abnormality determination makes it possible to inhibit a range where the fuel force-feed timing or the fuel injection timing can be changed from being restricted frequently.
  • the processing of abnormality determination is performed every time force-feeding of fuel or fuel injection is carried out.
  • the processing of abnormality determination is performed every time force-feeding of fuel or fuel injection is carried out.
  • the number of times for performing the processing of abnormality determination may be restricted (e.g. the processing of abnormality determination is performed only at a specific timing after start of the engine), and the relationship between the fuel force-feed timing and the fuel injection timing may always be changed.
  • APCR2 it may be determined whether or not there is an abnormality relating to fuel injection occurring.
  • the period from the post-injection fuel pressure PCRI to the subsequent timing for detecting the post-force-feed fuel pressure PCRP (the period CAB1 to CAA1, CAB2 to CAA2, CAB3 to CAA3, «or the like shown in Fig. 2), it may be determined whether or not there is an abnormality relating to force-feeding of fuel occurring.
  • the fuel injection timing or both the fuel force-feed timing and the fuel injection timing may be restricted instead of restricting the timing for terminating suction of fuel.
  • the timing for terminating suction of fuel is restricted as a preprocessing of the second abnormality determination.
  • Figs. 6 and 7 are flowcharts showing a processing procedure of abnormality determination according to the second embodiment. Referring to Figs. 6 and 7, those steps marked with the same reference numerals as in Figs. 3 and 4 represent the same processings and thus will not be described below.
  • step 160 After having performed the processings in steps 110 through 150 shown in Fig. 6, if the ECU 60 determines in step 160 that there is an abnormality occurring in the high-pressure fuel injection system, the ECU 60 sets the provisional abnormality flag XTFAIL ON" in step 170 and then terminates the present routine temporarily. If the provisional abnormality flag XTFAIL is set ON", the ECU 60 shifts its operation from step 130 to step 215 shown in Fig. 7, in the subsequent processing of abnormality determination.
  • the ECU 60 determines in step 215 whether or not only fuel injection is carried out during the second abnormality determination period APCR2, namely, whether or not the timing for starting force-feeding of fuel is set to a timing after the lapse of the second abnormality determination period APCR2 from the timing for starting the abnormality determination processing routine. If it is determined herein that both force-feeding of fuel and fuel injection are carried out during the second abnormality determination period APCR2, the ECU 60 terminates the present routine temporarily.
  • step 215 if it is determined in step 215 that only fuel injection is carried out during the second abnormality determination period APCR2, the ECU 60 performs the second abnormality determination through the processings of step 230 and the following steps. Then, if it is determined in step 250 that fuel leakage or excessive injection has occurred, the ECU 60 performs the processings of steps 260 and 270 as is the case with the first embodiment. Further, if it is determined in step 250 that the force-feed performance of the fuel pump 30 has deteriorated, the ECU 60 sets the second abnormality flag XFAIL2 ON" (step 265), then resets the provisional abnormality flag XFAIL OFF" (step 290) and terminates the present routine temporarily.
  • abnormality determination of the second embodiment it is determined whether or not only fuel injection is carried out during the second abnormality determination period APCR2.
  • the second abnormality determination is made on condition that it has been determined that only fuel injection is carried out.
  • the range where the fuel force-feed timing or the fuel injection timing can be changed is not restricted even in the case where abnormality determination is made.
  • a rail pressure change amount during the period from the timing for detecting the post-injection fuel pressure PCRI to the subsequent timing for detecting the post-force-feed fuel pressure PCRP (during the period CAB1 to CAA1, CAB2 to CAA2, CAB3 to CAA3, «or the like shown in Fig. 2) may actually be measured.
  • the content of the abnormality can be determined to be either deterioration of the force-feed performance of the fuel pump 30 or leakage of fuel. Conversely, if it is determined that there is no abnormality occurring, the content of the abnormality can be determined to be excessive injection from the injectors 12.
  • the occurrence of an abnormality is determined by comparing an actual measurement value of rail pressure change amount with an estimated value of rail pressure change amount.
  • the occurrence of an abnormality may be determined, for example, based on a comparison between an actual measurement value and an estimated value relating to a rate of change in rail pressure or a pattern of change in rail pressure.
  • the respective embodiments deal with a diesel engine as an internal combustion engine.
  • the method of determining abnormality according to the present invention can also be applied to, for example, a high-pressure fuel injection device of a cylinder direct injection gasoline engine wherein fuel is directly injected into combustion chambers.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (6)

  1. Fehlererkennungsverfahren, das auf ein Hochdruck-Kraftstoffeinspritzsystem zur Bereitstellung von Hochdruck-Kraftstoff durch Einspritzung angewandt wird, der von einer Kraftstoffpumpe (30) zu einer Akkumulatorleitung (20) eines Kraftstoffeinspritzventils (12) zwangseingespeist wird, das mit der Akkumulatorleitung mit einem Verbrennungsmotor (10) verbunden ist, wobei das Auftreten eines Fehlers im Hochdruck-Kraftstoffeinspritzsystem durch einen Vergleich zwischen einem momentanen Zustand des Kraftstoffs in der Akkumulatorleitung (20) während einer vorbestimmten Bestimmungszeitspanne und einem Zustand des Kraftstoffs, der auf dem Betrieb des Hochdruck-Kraftstoffeinspritzsystems basierend geschätzt wird, bestimmt wird,
    wobei eine erste Fehlererkennung in einer ersten Zeitspanne ausgeführt wird, in der sowohl die Kraftstoffzwangseinspeisung von der Kraftstoffpumpe (30) und die Kraftstoffeinspritzung durch das Kraftstoffeinspritzventil (12) innerhalb einer Erkennungszeitspanne ausgeführt wird, dadurch gekennzeichnet, daß, wenn der Fehler durch die erste Erkennung in der ersten Zeitspanne bestimmt wird, eine zweite Fehlererkennung, die sich von der ersten Fehlererkennung unterscheidet, in einer zweiten Zeitspanne ausgeführt wird, in der entweder die Kraftstoffzwangseinspeisung oder die Kraftstoffeinspritzung innerhalb der Erkennungszeitspanne ausgeführt werden.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet:
    daß ein momentaner Betrag der Kraftstoffdruckänderung in der Akkumulatorleitung (20) als der momentane Kraftstoffzustand berechnet wird;
    daß ein geschätzter Betrag der Kraftstoffdruckänderung in der Akkumulatorleitung (20) als der geschätzte Kraftstoffzustand berechnet wird;
    daß eine Differenz zwischen dem berechneten geschätzten Änderungsbetrag und dem momentanen Änderungsbetrag in der ersten und zweiten Zeitspanne berechnet wird; daß die Differenz, die in der ersten Zeitspanne berechnet wird, mit einem ersten Erkennungswert in der ersten Fehlererkennung verglichen wird; und
    daß die Differenz, die in der zweiten Zeitspanne berechnet wird, mit einem zweiten Erkennungswert, der sich vom ersten Erkennungswert unterscheidet, in der zweiten Fehlererkennung verglichen wird;
  3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß
    der zweite Erkennungswert kleiner als der erste Erkennungswert ist.
  4. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß
    in der zweiten Fehlererkennung wenigstens entweder ein Kraftstoffzwangseinspeisezeitpunkt oder ein Kraftstoffeinspritzzeitpunkt derart verändert werden, daß nur entweder die Kraftstoffzwangseinspeisung von der Kraftstoffpumpe (30) oder die Kraftstoffeinspritzung vom Kraftstoffeinspritzventil (12) innerhalb der Erkennungszeit ausgeführt werden.
  5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, daß
    wenigstens entweder ein Kraftstoffzwangseinspeisezeitpunkt oder ein Kraftstoffeinspritzzeitpunkt nur verändert werden, wenn das Auftreten eines Fehlers durch die erste Fehlerbestimmung bestätigt worden ist.
  6. Verfahren nach Anspruch 4 oder 5, dadurch gekennzeichnet, daß nur der Kraftstoffzwangseinspeisezeitpunkt verändert wird.
EP20000105642 1999-03-26 2000-03-16 Fehlererkennungverfahren für ein Hochdruck-Kraftstoffeinspritzsystem Expired - Lifetime EP1039117B1 (de)

Applications Claiming Priority (2)

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JP8382499 1999-03-26
JP08382499A JP4158272B2 (ja) 1999-03-26 1999-03-26 高圧燃料噴射系の異常判定方法

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DE10136706B4 (de) 2000-07-28 2019-06-13 Denso Corporation Diagnosevorrichtung zur Ermittlung eines unnormalen Zustands für ein Hochdruck-Kraftstoffzufuhrsystem einer Brennkraftmaschine
JP3798615B2 (ja) * 2000-10-27 2006-07-19 トヨタ自動車株式会社 高圧燃料供給系の異常検出装置
JP3965098B2 (ja) * 2002-09-30 2007-08-22 ヤンマー株式会社 コモンレール式燃料噴射装置の燃料圧力検出装置及びその燃料圧力検出装置を備えたコモンレール式燃料噴射装置
JP4595854B2 (ja) * 2006-03-22 2010-12-08 株式会社デンソー 燃料噴射装置
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JP5353670B2 (ja) * 2009-12-07 2013-11-27 株式会社デンソー 燃料噴射制御装置
DE102010013602B4 (de) * 2010-03-31 2015-09-17 Continental Automotive Gmbh Verfahren zur Erkennung eines Fehlverhaltens eines elektronisch geregelten Kraftstoffeinspritzsystems eines Verbrennungsmotors
DE102010027675B4 (de) * 2010-07-20 2013-07-18 Continental Automotive Gmbh Verfahren zur Erkennung fehlerhafter Komponenten oder fehlerhafter Teilsysteme eines elektronisch geregelten Kraftstoffeinspritzsystems eines Verbrennungsmotors durch Evaluierung des Druckverhaltens
JP5718829B2 (ja) * 2012-01-13 2015-05-13 トヨタ自動車株式会社 燃料供給系の異常判定装置
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JP2000282932A (ja) 2000-10-10
DE60014997T2 (de) 2005-03-10
DE60014997D1 (de) 2004-11-25
EP1039117A2 (de) 2000-09-27
JP4158272B2 (ja) 2008-10-01
ES2228321T3 (es) 2005-04-16

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