WO2011007772A1 - Procédé pour diagnostiquer une erreur d'un capteur de pression et dispositif de commande d'injection de carburant du type à rampe commune - Google Patents

Procédé pour diagnostiquer une erreur d'un capteur de pression et dispositif de commande d'injection de carburant du type à rampe commune Download PDF

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Publication number
WO2011007772A1
WO2011007772A1 PCT/JP2010/061820 JP2010061820W WO2011007772A1 WO 2011007772 A1 WO2011007772 A1 WO 2011007772A1 JP 2010061820 W JP2010061820 W JP 2010061820W WO 2011007772 A1 WO2011007772 A1 WO 2011007772A1
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WIPO (PCT)
Prior art keywords
pressure
rail
predetermined
correlation
pressure sensor
Prior art date
Application number
PCT/JP2010/061820
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English (en)
Japanese (ja)
Inventor
篤志 岸
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ボッシュ株式会社
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Priority to JP2011522812A priority Critical patent/JPWO2011007772A1/ja
Publication of WO2011007772A1 publication Critical patent/WO2011007772A1/fr

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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
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • 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
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/024—Means for varying pressure in common rails by bleeding fuel pressure between the low pressure pump and the high pressure pump
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail

Definitions

  • the present invention relates to sensor failure detection, and in particular, to improvements in speediness and simplicity.
  • an electronic control device for an internal combustion engine of an automobile typified by a diesel engine
  • various sensors are provided, and detection signals thereof are used for operation control of the internal combustion engine.
  • a pressure sensor for detecting a rail pressure in a common rail fuel injection control device is important for realizing appropriate fuel injection, and various measures for detecting a failure have been proposed. .
  • the present invention has been made in view of the above circumstances, and without providing a dedicated circuit or new parts for failure diagnosis, has a simple configuration, is quick and reliable, and affects vehicle operation.
  • a pressure sensor failure diagnosis method and a common rail fuel injection control device that are not given are provided.
  • the pressure adjustment valve is provided in the fuel return passage from the common rail, and the rail pressure detected by the pressure sensor is converted into the engine operation information by the drive control of the pressure adjustment valve.
  • a failure diagnosis method for the pressure sensor in a common rail fuel injection control device configured to be controllable so as to achieve a target rail pressure calculated on the basis of: The plurality of currents determined by a standard correlation representing a correlation between the current flowing through the actual pressure regulating valve at a plurality of rail pressures and a predetermined standard current regulating valve current flowing through the rail pressure.
  • the pressure sensor failure diagnosis method is provided in which the predetermined allowable range is determined based on a reference correlation obtained by correcting the standard correlation with the difference.
  • a high-pressure pump device that pumps fuel to the common rail
  • a pressure adjustment valve that is provided in a fuel return passage from the common rail
  • a pressure sensor that detects the pressure of the common rail
  • An electronic control unit for controlling the driving of the high-pressure pump device and the pressure regulating valve, The electronic control unit is configured to calculate a target rail pressure based on engine operation information and to drive and control the pressure adjustment valve so that the rail pressure detected by the pressure sensor becomes the target rail pressure.
  • a common rail fuel injection control device comprising: The electronic control unit is When the energizing current of the pressure regulating valve required to set the rail pressure to a plurality of predetermined diagnostic pressures under a predetermined driving condition of the vehicle is out of a predetermined allowable range more than a predetermined number of times, Configured to diagnose pressure sensor failure, The predetermined permissible range is obtained by correcting a standard correlation representing a correlation between a preset standard energizing current of the pressure regulating valve and the rail pressure based on an energizing characteristic of the actual pressure regulating valve.
  • a common rail fuel injection control apparatus defined based on the reference correlation is provided.
  • the present invention determines whether or not the energization current required for energizing the pressure regulating valve to obtain a predetermined rail pressure. Because of this, the presence or absence of a pressure sensor failure is determined, so that it is possible to realize a pressure sensor failure diagnosis more quickly than before with a simple configuration without providing a dedicated circuit for failure diagnosis. As a result, it is possible to provide a highly reliable common rail fuel injection control device.
  • FIG. 1 It is a block diagram which shows the structural example of the internal combustion engine injection control apparatus with which the failure diagnosis method of the pressure sensor in embodiment of this invention is applied. It is a flowchart which shows the procedure of the initial learning process performed by the electronic control unit which comprises the internal combustion engine injection control apparatus shown by FIG. It is a subroutine flowchart which shows the procedure of the pressure sensor failure diagnosis process performed by the electronic control unit which comprises the internal combustion engine injection control apparatus shown by FIG. It is a characteristic diagram for demonstrating the tolerance
  • FIG. 5A is a schematic diagram schematically showing an example of changes in the accelerator opening, the fuel injection amount, and the rail pressure when executing the pressure sensor failure diagnosis process in the embodiment of the present invention.
  • FIG. 5B is a schematic diagram schematically showing an example of change in fuel injection amount
  • FIG. 5C is a schematic diagram showing an example of change in rail pressure. It is a schematic diagram shown.
  • Embodiments of the present invention will be described below with reference to FIGS. 1 to 5.
  • the members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
  • a configuration example of an internal combustion engine injection control apparatus to which a pressure sensor failure diagnosis method according to an embodiment of the present invention is applied will be described with reference to FIG.
  • the internal combustion engine injection control device shown in FIG. 1 is particularly configured as a common rail fuel injection control device.
  • the common rail type fuel injection control device includes a high pressure pump device 50 that pumps high pressure fuel, a common rail 1 that stores the high pressure fuel pumped by the high pressure pump device 50, and a high pressure fuel supplied from the common rail 1 as a diesel engine.
  • a plurality of fuel injection valves 2-1 to 2-n (hereinafter referred to as “engine”) for supplying fuel to three cylinders, and an electronic control unit for executing fuel injection control processing, pressure sensor failure diagnosis processing (to be described later), etc. 1 is represented as “ECU”) 4 as a main component.
  • ECU electronic control unit for executing fuel injection control processing, pressure sensor failure diagnosis processing (to be described later), etc.
  • Such a configuration itself is the same as the basic configuration of this type of fuel injection control apparatus that has been well known.
  • the high-pressure pump device 50 has a known and well-known configuration in which the supply pump 5, the metering valve 6, and the high-pressure pump 7 are configured as main components.
  • the fuel in the fuel tank 9 is pumped up by the supply pump 5 and supplied to the high-pressure pump 7 through the metering valve 6.
  • the metering valve 6 an electromagnetic proportional control valve is used, and the amount of energization is controlled by the electronic control unit 4, so that the flow rate of fuel supplied to the high-pressure pump 7, in other words, the discharge of the high-pressure pump 7. The amount is to be adjusted.
  • a return valve 8 is provided between the output side of the supply pump 5 and the fuel tank 9 so that surplus fuel on the output side of the supply pump 5 can be returned to the fuel tank 9. .
  • the supply pump 5 may be provided separately from the high-pressure pump device 50 on the upstream side of the high-pressure pump device 50 or may be provided in the fuel tank 9.
  • the fuel injection valves 2-1 to 2-n are provided for each cylinder of the engine 3, and are supplied with high-pressure fuel from the common rail 1 and perform fuel injection by injection control by the electronic control unit 4. Yes.
  • the common rail 1 in the embodiment of the present invention is provided with a pressure regulating valve 12 in a return passage (not shown) for returning surplus high-pressure fuel to the tank 9 and is used together with the metering valve 6 to control the rail pressure. It is supposed to be.
  • appropriate rail pressure control is realized by changing the operation states of the metering valve 6 and the pressure adjustment valve 12 in accordance with the operation state of the engine 3.
  • the rail pressure control in the embodiment of the present invention by the metering valve 6 and the pressure regulating valve 12 will be briefly described.
  • the pressure regulating valve 12 is fully closed, that is, While the flow path from the common rail 1 to the return passage is closed, there is a rail pressure control state in which a desired rail pressure is obtained by adjusting the fuel discharge amount from the metering valve 6.
  • a rail pressure control state in which a desired rail pressure is obtained by adjusting the valve opening degree of the pressure adjustment valve 12 by feedback control while the metering valve 6 is fully opened. is there.
  • the third rail pressure control state there is a rail pressure control state in which the metering valve 6 and the pressure regulating valve 12 are respectively set to predetermined valve openings to obtain a desired rail pressure.
  • the electronic control unit 4 has, for example, a microcomputer (not shown) having a known and well-known configuration, a storage element (not shown) such as a RAM and a ROM, and a fuel injection valve 2-
  • a drive circuit (not shown) for driving 1 to 2-n and an energization circuit (not shown) for energizing the metering valve 6 and the pressure regulating valve 12 are configured as main components. It has become a thing.
  • various detection signals such as the engine speed and the accelerator opening are input to control the operation of the engine 3. It is used for fuel injection control.
  • FIG. 2 and 3 show a subroutine flowchart showing the procedure of the pressure sensor failure diagnosis process executed by the electronic control unit 4.
  • the sensor failure diagnosis process will be described.
  • This pressure sensor failure diagnosis is based on the correlation between the energization current of the pressure regulating valve 12 and the rail pressure that can be controlled by the energization current. When attention is paid and the correlation deviates from a predetermined range, a failure (error) of the pressure regulating valve 12 or the pressure sensor 11 occurs.
  • the energization of the pressure adjustment valve 12 is performed. Data is acquired regarding the correlation between the current and the rail pressure that can be controlled by the energization current, and this is stored as a reference correlation in the storage area of the electronic control unit 4. After that, when the vehicle is put into actual use, the pressure regulating valve 12 is energized at a predetermined time, and the rail pressure at that time is the correlation of the reference stored in advance as described above. When a predetermined amount deviates from the above, it is determined that a failure (error) of the pressure regulating valve 12 or the pressure sensor 11 has occurred.
  • FIG. 2 shows a subroutine flowchart showing the procedure of the initial learning process regarding the correlation between the energization current of the pressure regulating valve 12 and the rail pressure that can be controlled by the energization current, with reference to FIG.
  • the procedure of the initial learning process will be described.
  • the correlation between the standard pressure regulating valve energization current stored in advance in the electronic control unit 4 and the rail pressure (hereinafter referred to as “standard correlation” for convenience) is actually used.
  • the data is acquired for correction based on the correlation between the energization current of the pressure regulating valve 12 mounted on the rail and the rail pressure that can be controlled by the energization current.
  • the outline of this process will be described. For a plurality of rail pressures, the current value that actually flows through the pressure regulating valve 12 is obtained to obtain each rail pressure, and the difference from the current value obtained from the standard correlation is obtained. Are stored as correction data.
  • this series of processes is executed when shipped as a new vehicle or immediately after the pressure adjustment valve 12 is replaced due to a failure or the like, the execution of this series of processes is started. Is preferably performed in a factory by a method such as a predetermined command input to the electronic control unit 4 to start processing, for example.
  • the pressure regulating valve 12 is not actually replaced as a single unit, and is generally referred to as a rail assembly composed of a plurality of components such as the common rail 11 including the pressure regulating valve 12. The entire configuration is to be exchanged.
  • the processing is started by the electronic control unit 4, it is determined whether or not the vehicle is in a no-load running state (see step S102 in FIG. 2).
  • the reason why the no-load running state is set as such is that a state in which the rail pressure is stable is preferable in order to obtain the reference correlation.
  • the depression amount of an accelerator pedal (not shown) is suitable, and the accelerator pedal is not depressed (depression amount 0%). If it is, it can be in a no-load running state.
  • step S102 If it is determined in step S102 that the vehicle is in the no-load running state (in the case of YES), then the rail pressure control is set to the second rail pressure control state described above (see step S104 in FIG. 2). . That is, the rail pressure is controlled by the pressure regulating valve 12.
  • the pressure regulating valve 12 is represented as “PCV”
  • PCV mode the second rail pressure control state described above
  • step S106 in order to obtain a correlation between the energization current of the pressure regulating valve 12 and the rail pressure, energization is performed on the pressure regulating valve 12 so as to obtain a predetermined rail pressure (test pressure) as one measurement point (see FIG. 2 step S106).
  • the electronic control unit 4 compares the rail pressure detected by the pressure sensor 11 at this time with the energization current of the pressure regulating valve 12 (see step S108 in FIG. 2). That is, the actual rail pressure (actual rail pressure) detected by the pressure sensor 11 is compared with the verification pressure set in step S106, and the energization of the pressure adjustment valve 12 is performed so that the actual rail pressure becomes a predetermined verification pressure. The current will be adjusted.
  • step S110 described below.
  • step S110 when it is determined that it is within the predetermined specified range (in the case of YES), the process proceeds to step S112 described below, and is determined not to be within the predetermined specified range. In the case (in the case of NO), the process proceeds to step S118 described later.
  • the completion flag is set to a predetermined value, for example, “1” (see step S116 in FIG. 2), and a series of initial learning processes is ended.
  • step S114 determines whether the difference storage at all the test pressure points has not yet been completed (in the case of NO). If it is determined in step S114 that the difference storage at all the test pressure points has not yet been completed (in the case of NO), the process returns to the previous step S106, and the process after step S108 is performed for the next test pressure. Will be repeated in the same way.
  • step S118 the actual energization current value Ipcv (x) is It is stored in a predetermined storage area of the electronic control unit 4, for example, a predetermined area of a storage element such as a ROM.
  • the storage area in the electronic control unit 4 is a different area from the storage area in which the difference is stored in the previous step S112.
  • step S110 it is determined whether or not the number of times that the actual energization current value Ipcv (x) is determined not to be within a predetermined specified range (the number of times that is not specified) exceeds a predetermined number N in the processing of the previous step S110 (FIG. 2).
  • a predetermined error notification is performed assuming that the pressure regulating valve 12 or the pressure sensor 11 is abnormal (failure). (See step S122 in FIG. 2), a series of processing ends.
  • step S120 a lighting display or character display (not shown) or a ringing of a ringing element such as a buzzer is suitable, and any one of these means or a combination thereof is used. You can choose.
  • step S120 if it is determined in step S120 that the non-regulated number does not exceed N (in the case of NO), the process returns to the previous step S106, and the processing after step S108 is similarly repeated for the next verification pressure. It will be.
  • the energization current for the verification pressure determined from the standard correlation between the energization current of the standard pressure adjustment valve and the rail pressure, and the energization current for the verification pressure in the pressure adjustment valve 12 actually used
  • the standard correlation is corrected by the stored difference and is subjected to the pressure sensor failure diagnosis process described below. That is, in other words, the standard correlation becomes an equivalent state when it is substantially rewritten by the reference correlation between the actual energization current of the pressure regulating valve 12 and the rail pressure obtained by the initial learning.
  • FIG. 3 shows a procedure of the pressure sensor failure diagnosis process in the embodiment of the present invention in a subroutine flowchart.
  • the process procedure will be described below with reference to FIG. Unlike the initial learning process described above with reference to FIG. 2, this series of processes is repeatedly executed when a predetermined condition is satisfied during vehicle operation, as will be described later.
  • step S202 when processing by the electronic control unit 4 is started, it is first determined whether or not the vehicle is in a no-load running state (see step S202 in FIG. 3).
  • the condition of the no-load running state is that the rail pressure is stable in order to obtain the reference correlation, and the specific determination criterion is as shown in FIG.
  • step S102 when the accelerator pedal is not depressed (the depression amount is 0%), the vehicle can be in a no-load traveling state.
  • step S202 If it is determined in step S202 that the vehicle is in the no-load running state (in the case of YES), the process proceeds to the processing in step S204 described below, whereas if it is determined that the vehicle is not in the no-load state (in the case of NO), A series of processing is terminated on the assumption that the pressure sensor failure diagnosis is not suitable, and the process returns to the main routine (not shown), and the subroutine of FIG. 3 is executed again after a predetermined time has elapsed. ing.
  • FIGS. 5A and 5B show a change example of the accelerator opening and a change example of the fuel injection amount when it is determined that there is no load as described above. That is, a change example is shown in which the fuel injection amount becomes zero (FIG. 5 (B)) when the accelerator opening is made zero (see FIG. 5 (A)) at a certain time point. Is no load.
  • step S204 it is determined whether or not an initial learning completion flag is set.
  • the initial learning completion flag is as described above in step S116 in FIG. 2. For example, when it is set to “1”, the initial learning completion flag is set.
  • step S204 If it is determined in step S204 that the initial learning completion flag is set (in the case of YES), it is assumed that the series of processes described above with reference to FIG. On the other hand, if it is determined that the initial learning completion flag has not yet been set (in the case of NO), the initial learning process described with reference to FIG. 2 is executed.
  • step S206 the rail pressure control mode is set to the PCV mode as in step S104 of FIG.
  • energization is performed on the pressure control valve 12 so as to achieve one predetermined rail pressure of a plurality of pressures (diagnostic pressures) determined in advance as pressures for diagnosis (see step S208 in FIG. 3).
  • FIG. 5C shows a characteristic line showing an example of a change when the rail pressure is changed to a diagnostic pressure.
  • three diagnostic pressures P1 to P3 are defined. An example is shown.
  • step S208 described above when this step S208 is executed for the first time, in the example of FIG. 5C, energization is performed to the pressure adjustment valve 12 so that the rail pressure becomes the diagnostic pressure P1. Will be.
  • the magnitude of the energization current that is energized at the start of energization of the pressure regulating valve 12 to obtain the diagnostic pressure P1 as the rail pressure is set based on the result of the previous initial learning process (see FIG. 2). It will be.
  • the energizing current determined in this way is hereinafter referred to as “reference energizing current” for convenience of explanation.
  • an energization current with respect to the rail pressure P1 in the standard correlation described above is obtained. That is, it is assumed that the standard energization current with respect to the rail pressure P1 is obtained as Ist1 in the standard correlation.
  • the difference in the rail pressure P1 (the energizing current determined by the standard correlation and the energizing current in the actual characteristics of the pressure regulating valve 12) Difference).
  • the difference with respect to the rail pressure P1 is + ⁇ Ip1
  • the reference energization current in this case is (Ist1 + ⁇ Ip1).
  • the difference is a negative value, that is, for example, ⁇ Ip1, the reference energization current is (Ist1 ⁇ Ip1).
  • the electronic control unit 4 compares the rail pressure detected by the pressure sensor 11 at this time with the energization current of the pressure regulating valve 12 (see step S210 in FIG. 3). That is, the energization current of the pressure regulating valve 12 is adjusted so that the actual rail pressure (actual rail pressure) detected by the pressure sensor 11 becomes the diagnostic pressure set in step S208. Accordingly, when it is determined that the actual rail pressure has reached the predetermined verification pressure, the process proceeds to step S212 described below.
  • step S212 it is determined whether or not the difference between the reference energization current and the actually detected energization current is within a predetermined allowable range. That is, in the example of the diagnosis pressure P1, the reference energization current (Ist1 + ⁇ Ip1) and the energization current of the pressure regulating valve 12 finally detected to obtain the rail pressure P1 (assuming I1a). It is determined whether or not the difference is within a predetermined allowable range.
  • FIG. 4 is a characteristic diagram showing an example of an allowable range with respect to the reference correlation.
  • the horizontal axis represents the energization current of the pressure regulating valve 12, and the vertical axis represents the rail pressure.
  • the solid characteristic line represents the reference correlation. That is, the difference (see step S110 in FIG. 2) is added to the standard correlation mentioned in the description of FIG.
  • the standard energization current with respect to the rail pressure P1 is obtained as Ist1 in the standard correlation as described above, if the difference with respect to the rail pressure P1 is + ⁇ Ip1, add ⁇ Ip1 to Ist1.
  • the reference energization current at the rail pressure P1 is obtained as (Ist1 + ⁇ Ip1).
  • a characteristic line represented by a one-dot chain line is a characteristic line indicating an allowable range with respect to the reference correlation.
  • the allowable range is thus defined as a linear function.
  • the linear function that defines the allowable range (hereinafter referred to as “allowable linear function” for convenience) is defined on the side where the slope of the linear function becomes smaller than the reference correlation. It has been made. Specifically, for example, from an allowable linear function with respect to the energizing current determined from the reference correlation required for the pressure regulating valve 12 in order to obtain the diagnostic pressure P1, which is the rail pressure at one diagnostic pressure point, for example.
  • the energization current at the fixed rail pressure P1 is larger by ⁇ I1.
  • the energizing current of the pressure regulating valve 12 at the rail pressure P1 is in a range that does not exceed the tolerance ⁇ I1 with respect to the energizing current determined from the reference correlation, it is determined to be normal.
  • the tolerance is ⁇ I2 at the diagnostic pressure point P2, and the tolerance is ⁇ I3 at the diagnostic pressure point P3.
  • step S212 if it is determined in step S212 that the actual energization current of the pressure regulating valve 12 is within the allowable range as described above (in the case of YES), the following is performed. On the other hand, the process proceeds to step S214 to be described. On the other hand, if it is determined that the actual energization current of the pressure regulating valve 12 is not within the allowable range (NO), the process proceeds to step S218 described later.
  • vs. reference correlation difference is a predetermined storage area of the electronic control unit 4, such as a ROM. Is stored in a predetermined area of the storage element.
  • step S216 in FIG. 3 If it is determined that the reference correlation difference has been stored (in the case of YES), a series of processing is terminated assuming that there is no abnormality in the pressure sensor 11 and the pressure regulating valve 12, and the process returns to the main routine (not shown).
  • step S216 if it is determined in step S216 that the reference correlation differences at all the diagnostic pressure points are not yet stored (in the case of NO), the process returns to the previous step S208, and the next diagnostic pressure is stepped.
  • the processes after S210 will be repeated in the same manner.
  • the rail pressure is set to the next diagnostic pressure P2 (FIG. 5C) in step S208.
  • Energization of the pressure regulating valve 12 is performed so that In FIG. 5C, the change in the diagnostic pressure is expressed so as to change linearly for the sake of convenience.
  • the rail pressure gradually decreases according to a predetermined change characteristic. It is preferable to set the diagnostic pressure by applying so-called smoothing correction for correcting the pressure change so as to increase.
  • the reference correlation difference is determined to be a predetermined storage area of the electronic control unit 4 in step S218.
  • the predetermined storage area in this case is an area different from the storage area in the previous step S214.
  • step S212 it is determined whether or not the number of times that the actual energization current value is determined not to be within the predetermined allowable range (unspecified number) exceeds the predetermined number N (see step S220 in FIG. 3). ), When it is determined that the predetermined number of times N has been exceeded (in the case of YES), a predetermined error notification is performed assuming that the pressure regulating valve 12 or the pressure sensor 11 is abnormal (failure) (see FIG. 3). A series of processes will be complete
  • the error notification lighting display of a display element (not shown), character display, ringing of a ringing element such as a buzzer, etc.
  • step S220 if it is determined in step S220 that the non-specified number of times does not exceed N (in the case of NO), the process returns to the previous step S208, and the processing after step S210 is similarly repeated for the next diagnostic pressure. It will be.
  • the failure diagnosis of the pressure sensor is possible without requiring a dedicated circuit, it can be applied to a common rail fuel injection control device having a pressure sensor.

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

Abstract

Selon l'invention, pour permettre d'obtenir le diagnostic d'une erreur d'un capteur de pression de façon plus rapide et plus fiable que dans l'état antérieur au moyen d'une structure simple et sans prévoir un circuit dédié pour l'analyse de l'erreur ni prévoir de composants additionnels, si un véhicule est dans un état de roulement de charge nulle (S202), et lorsque des courants qui sont délivrés à une soupape de régulation de pression (12), et dont on exige qu'ils règlent une pression de rampe sur une pluralité de pressions de diagnostic prédéterminées, sont en dehors d'une certaine plage admissible prédéterminée plus d'un nombre de fois prédéterminé (S208 à S212), un avertissement d'erreur est donné en tant qu'erreur d'un capteur de pression (11) (S220, S222). La plage admissible prédéterminée est déterminée par référence à une corrélation de référence qui est obtenue en corrigeant une corrélation standard qui représente une corrélation entre un courant délivré à une soupape de régulation de pression standard préréglée et la pression de la rampe, sur la base des caractéristiques d'alimentation de courant d'une soupape de régulation de pression réelle (12).
PCT/JP2010/061820 2009-07-15 2010-07-13 Procédé pour diagnostiquer une erreur d'un capteur de pression et dispositif de commande d'injection de carburant du type à rampe commune WO2011007772A1 (fr)

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CN103047125A (zh) * 2012-12-11 2013-04-17 潍柴动力股份有限公司 一种高压柱塞油泵供油故障检测方法及装置
US20130167809A1 (en) * 2010-07-12 2013-07-04 Robert Bosch Gmbh Method and device for operating a fuel injection system
JP2014084754A (ja) * 2012-10-22 2014-05-12 Bosch Corp レール圧センサ出力特性診断方法及びコモンレール式燃料噴射制御装置
KR101755933B1 (ko) * 2015-12-11 2017-07-19 현대자동차주식회사 커먼레일 압력센서의 열화 진단방법 및 장치
JP2017193226A (ja) * 2016-04-19 2017-10-26 トヨタ自動車株式会社 燃圧センサ診断装置
US10364770B2 (en) 2015-03-26 2019-07-30 Toyota Jidosha Kabushiki Kaisha Fuel pressure sensor diagnostic during engine stopping
JP2019532213A (ja) * 2016-10-13 2019-11-07 シー・ピー・ティー グループ ゲー・エム・ベー・ハーＣＰＴ Ｇｒｏｕｐ ＧｍｂＨ 自動車の噴射システムの圧力センサの較正をチェックするための方法、制御装置、高圧噴射システム、および自動車
CN112196685A (zh) * 2020-09-29 2021-01-08 东风商用车有限公司 一种介入式轨压传感器故障诊断方法及装置

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JPH10227268A (ja) * 1997-02-12 1998-08-25 Nippon Soken Inc 蓄圧式燃料噴射装置
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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130167809A1 (en) * 2010-07-12 2013-07-04 Robert Bosch Gmbh Method and device for operating a fuel injection system
JP2014084754A (ja) * 2012-10-22 2014-05-12 Bosch Corp レール圧センサ出力特性診断方法及びコモンレール式燃料噴射制御装置
CN103047125A (zh) * 2012-12-11 2013-04-17 潍柴动力股份有限公司 一种高压柱塞油泵供油故障检测方法及装置
US10364770B2 (en) 2015-03-26 2019-07-30 Toyota Jidosha Kabushiki Kaisha Fuel pressure sensor diagnostic during engine stopping
KR101755933B1 (ko) * 2015-12-11 2017-07-19 현대자동차주식회사 커먼레일 압력센서의 열화 진단방법 및 장치
JP2017193226A (ja) * 2016-04-19 2017-10-26 トヨタ自動車株式会社 燃圧センサ診断装置
US10344731B2 (en) 2016-04-19 2019-07-09 Toyota Jidosha Kabushiki Kaisha Fuel pressure sensor diagnosis device
JP2019532213A (ja) * 2016-10-13 2019-11-07 シー・ピー・ティー グループ ゲー・エム・ベー・ハーＣＰＴ Ｇｒｏｕｐ ＧｍｂＨ 自動車の噴射システムの圧力センサの較正をチェックするための方法、制御装置、高圧噴射システム、および自動車
CN112196685A (zh) * 2020-09-29 2021-01-08 东风商用车有限公司 一种介入式轨压传感器故障诊断方法及装置

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