CN108386286B - Fuel injection device for internal combustion engine - Google Patents
Fuel injection device for internal combustion engine Download PDFInfo
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- CN108386286B CN108386286B CN201810106733.1A CN201810106733A CN108386286B CN 108386286 B CN108386286 B CN 108386286B CN 201810106733 A CN201810106733 A CN 201810106733A CN 108386286 B CN108386286 B CN 108386286B
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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
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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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
- F02D2041/224—Diagnosis of the fuel system
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The present invention relates to a fuel injection device for an internal combustion engine. In a fuel injection device for an engine, which is provided with a failure determination unit (51) that performs fuel pressure increase-side control or fuel pressure decrease-side control for changing the distribution fuel pressure at the time of engine start and performs failure determination of a fuel pressure sensor (24) based on whether or not a detected value of the distribution fuel pressure changes by a predetermined value or more until a predetermined time elapses, the failure determination unit (51) resumes operation of the engine from the time elapsed until the engine stops and resumes measurement of the predetermined time when the engine is restarted after the stop when the engine stops until the predetermined time elapses during the process of performing the failure determination of the fuel pressure sensor (24).
Description
Technical Field
The present invention relates to a failure diagnosis technique for a high-pressure fuel supply device that supplies fuel to in-cylinder fuel injection valves of an internal combustion engine.
Background
An internal combustion engine is known which includes an in-cylinder fuel injection valve that injects fuel into a combustion chamber. In the in-cylinder fuel injection valve, fuel that has been pressurized by the high-pressure fuel supply device is supplied from the fuel tank, whereby the fuel can be injected into the high-pressure combustion chamber. The high-pressure fuel supply device includes a high-pressure fuel pump (plunger pump) driven by, for example, an internal combustion engine and a flow rate control valve (relief valve), and detects a discharge pressure from the flow rate control valve, that is, a pressure (delivery fuel pressure) of fuel supplied to the in-cylinder fuel injection valve by a fuel pressure sensor, and drives and controls the flow rate control valve so that the delivery fuel pressure becomes a target fuel pressure.
Further, in japanese patent No. 4355346, a failure diagnosis device is proposed as follows: when the internal combustion engine is started, the high-pressure fuel pump is operated to increase the delivery fuel pressure, and it is determined that any one of the fuel pressure sensor, the high-pressure fuel pump, and the flow rate control valve is abnormal based on the degree of increase in the detection value of the fuel pressure sensor.
When a failure determination is made based on the degree of increase in the detection value of the fuel pressure sensor as described in the above-mentioned publication, it is often determined whether or not a failure has occurred by determining whether or not the detection value has changed by a predetermined value or more within a predetermined time period, for example.
However, immediately after the engine is started, if the engine is stopped due to, for example, a shift operation failure in the MT vehicle or an actual delivery fuel pressure shortage, there is a problem that the failure diagnosis cannot be completed. In addition, for the failure diagnosis, it is desirable to end quickly after the start of the internal combustion engine.
Disclosure of Invention
The invention aims to provide a fuel injection device of an internal combustion engine, which can perform fault diagnosis even if the internal combustion engine stops temporarily during fault diagnosis and shorten the fault diagnosis time.
In order to achieve the above object, a fuel injection device for an internal combustion engine according to the present invention includes: a high-pressure fuel supply device that pressurizes fuel stored in a fuel tank; an in-cylinder fuel injection valve that supplies the fuel pressurized by the high-pressure fuel supply device and injects the fuel into a combustion chamber of an internal combustion engine; a pressure detector that detects a pressure of the fuel supplied from the high-pressure fuel supply device to the in-cylinder fuel injection valve; and a failure determination unit that controls a pressure of the fuel supplied to the in-cylinder fuel injection valve to be changed to an ascending side or a descending side after the internal combustion engine is started, and performs failure determination of the pressure detector based on a degree of change in a pressure detection value detected by the pressure detector until a predetermined time elapses, wherein, when the internal combustion engine is stopped from the start of the internal combustion engine until the predetermined time elapses, the failure determination unit continues to operate from an elapsed time until the internal combustion engine is stopped and resumes the control of the pressure of the fuel to be changed to the ascending side or the descending side after the internal combustion engine is restarted after the stop, and resumes the measurement of the predetermined time and performs the failure determination.
Thus, when the internal combustion engine is stopped during the failure determination of the pressure detector, and when the internal combustion engine is restarted after the stop, the failure determination unit continues the operation from the elapsed time until the engine is stopped and restarts the measurement for the predetermined time, and therefore, even if the internal combustion engine is temporarily stopped, the failure diagnosis can be performed. Further, at the time of restarting the internal combustion engine, the failure diagnosis is performed by continuing the measurement of the predetermined time period without restarting from the initial value, so that the failure diagnosis time can be shortened.
Further, preferably, the failure determination unit is configured to: when the pressure of the fuel is changed in the failure determination, the predetermined time on the rising side or the falling side differs.
Thus, the failure diagnosis time can be appropriately set when the failure determination is performed by changing the pressure of the fuel to the rising side and when the failure determination is performed by changing the pressure of the fuel to the falling side.
Further, in the case where the internal combustion engine is stopped before the predetermined time elapses, when the internal combustion engine is restarted after the stop, the failure determination unit preferably restarts the measurement of the predetermined time from a time when an elapsed time until the internal combustion engine is stopped is added to a predetermined time, and executes the failure determination.
Thus, when the internal combustion engine is stopped until a predetermined time elapses, the failure diagnosis time can be shortened and the failure determination can be easily performed.
In addition, it is preferable that the failure determination unit sets the predetermined time period to be longer when the pressure of the fuel is changed to a decreasing side in the failure determination than when the pressure of the fuel is changed to an increasing side.
Thus, when the pressure of the fuel is changed to the decreasing side to perform the failure determination, the failure diagnosis time can be made shorter than when the pressure of the fuel is changed to the increasing side to perform the failure determination.
In addition, it is preferable that the failure determination unit suspends restarting of the measurement of the predetermined time at the time of restarting the internal combustion engine when the number of times of stopping of the internal combustion engine reaches a predetermined number of times or more before the predetermined time elapses.
This makes it possible to stop the failure determination when the number of times the internal combustion engine is stopped is large, to improve the accuracy of the failure determination, and to prompt maintenance by giving a warning or the like.
Preferably, the failure determination unit sets the predetermined time to be shorter as a difference between the target fuel pressure and the pressure detection value when the pressure of the fuel is changed to the rising side or the falling side is larger.
Thus, the larger the difference between the target fuel pressure and the pressure detection value is, the quicker the failure determination can be ended.
Drawings
Fig. 1 is a schematic configuration diagram of a fuel injection device of an engine according to an embodiment of the present invention.
Fig. 2 is an example of a timing chart showing transition of the distribution fuel pressure, various modes, and various determinations at the time of engine start according to the present embodiment.
Detailed Description
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
Fig. 1 is a schematic configuration diagram of a fuel injection device of an internal combustion engine according to an embodiment of the present invention.
An engine (internal combustion engine) provided with the fuel injection device according to one embodiment of the present invention is, for example, a running drive engine of an automobile, and is a four-cylinder gasoline engine. In the engine, each cylinder has an intake passage fuel injection valve 10(10a to 10d) for injecting fuel into an intake passage and an in-cylinder fuel injection valve 11(11a to 11d) for injecting fuel into a combustion chamber.
The injection port of the intake passage fuel injection valve 10 is disposed at an intake port of the internal combustion engine. As shown in fig. 1, the intake passage fuel injection valve 10 is supplied with fuel from a fuel tank 12 by a supply pump 13 and injects low-pressure fuel into an intake port. The discharge pressure of the feed pump 13 is regulated by a regulator 14. The fuel injection from the intake passage fuel injection valve 10 is referred to as intake passage fuel injection (MPI).
The injection port of the in-cylinder fuel injection valve 11 is disposed in the combustion chamber of the engine. The in-cylinder fuel injection valve 11 injects the high-pressure fuel supplied from the high-pressure fuel supply device 20 into the combustion chamber. The high-pressure fuel supply device 20 pressurizes the low-pressure fuel supplied from the fuel tank 12 by the supply pump 13 and supplies the pressurized fuel to the in-cylinder fuel injection valves 11. Further, the fuel injection by this in-cylinder fuel injection valve 11 is referred to as in-cylinder fuel injection (DI).
Orifices 21a, 21b are provided in the fuel supply path between the supply pump 13 and the intake passage fuel injection valve 10, an orifice 22 is provided in the fuel supply path between the high-pressure fuel supply device 20 and the in-cylinder fuel injection valve 11, and the flow rates of the fuel are adjusted by these orifices 21a, 21b, and 22, respectively.
Further, a fuel pressure sensor 24 (pressure detector) is provided in a fuel supply line, i.e., a delivery pipe 23, from the high-pressure fuel supply device 20 to each of the in-cylinder fuel injection valves 11a to 11d, and the fuel pressure sensor 24 detects a delivery fuel pressure Pd (pressure detection value) which is a discharge pressure of the fuel from the high-pressure fuel supply device 20.
The high-pressure fuel supply device 20 includes a filter 30, a pulsation damping chamber 31, a relief valve 32, a plunger pump 33, a discharge valve 34, and a relief valve 35.
The plunger pump 33 is provided such that a plunger 37 is reciprocable in a cylinder-shaped cylinder 36. The plunger 37 is moved by a cam provided on an engine drive shaft, not shown. The drive shaft is coupled to, for example, an exhaust camshaft of an engine. Thus, the plunger 37 reciprocates in the cylinder 36 by the driving of the engine, and the volume of the pressurizing chamber 38 in the cylinder 36 increases and decreases.
The high-pressure fuel supply device 20 is provided with a supply passage 39 that supplies fuel from the supply pump 13 to the pressurizing chamber 38, and a discharge passage 40 that discharges fuel from the pressurizing chamber 38.
The filter 30, the pulsation damping chamber 31, and the relief valve 32 are disposed in this order from the upstream side in the supply passage 39.
The filter 30 has a function of filtering the fuel supplied from the fuel tank 12 by the supply pump 13. The pulsation damping chamber 31 has a function of suppressing pressure variation of the fuel in the supply passage 39.
The relief valve 32 is biased by a spring 41 to open and is closed by energizing a solenoid 42. The solenoid 42 closes the relief valve 32 by supplying electric power as a relief valve drive signal from the control unit 50.
The discharge valve 34 is disposed in the discharge passage 40. The discharge valve 34 is set to: the valve is biased by a spring to close, and is opened when the front-rear differential pressure is equal to or greater than a predetermined value, that is, when the pressure in the pressurizing chamber 38 is increased to or greater than the set supply pressure to the in-cylinder fuel injection valve 11.
The relief valve 35 is disposed in parallel with the discharge valve 34. The relief valve 35 is set to open when the pressure on the downstream side of the discharge valve 34 is equal to or higher than the relief pressure Pr.
In the high-pressure fuel supply device 20, when the plunger 37 moves downward, that is, when the volume of the pressurizing chamber 38 increases, the relief valve 32 opens, and fuel is supplied from the supply passage 39 into the pressurizing chamber 38. When the plunger 37 moves upward, that is, when the volume of the compression chamber 38 decreases, the relief valve drive signal is supplied to the solenoid 42 temporarily to close the relief valve 32, and therefore, when the subsequent plunger 37 moves upward, the closed state of the relief valve 32 is maintained, and the fuel in the compression chamber 38 is pressurized.
Therefore, in the high-pressure fuel supply device 20, the relief valve 32 repeats the opening and closing operation according to the vertical movement of the plunger 37 by inputting a relief valve drive signal for closing the relief valve 32 to the solenoid 42 every time the plunger 37 starts moving upward from the bottom dead center, and the high-pressure fuel can be discharged by repeatedly pressurizing the fuel.
In the high-pressure fuel supply device 20 of the present embodiment, fuel is supplied from the pulsation damping chamber 31 to the sub chamber located on the opposite side of the pressurizing chamber 38 from the plunger 37 in the cylinder 36 and is stored therein.
The control unit 50 includes an input/output device, a storage device (such as a ROM, a RAM, or a nonvolatile RAM), a Central Processing Unit (CPU), and the like. The control unit 50 controls the intake passage fuel injection valve 10 and the in-cylinder fuel injection valve 11 based on an accelerator operation, an engine speed, and the like to control the fuel injection amount, and also performs operation control of an ignition plug and the like, not shown, to control the operation of the engine.
Further, the control unit 50 determines the fuel injection mode based on the rotation speed and the load of the engine. The fuel injection mode is determined using a fuel injection pattern map. For example, the mode is determined as the MPI mode at the time of low load and low rotation, and is determined as the DI + MPI mode at the time of medium and high load operation. Note that the MPI mode is a mode in which fuel injection is not performed by the in-cylinder fuel injection valves 11 and fuel injection is performed only by the intake passage fuel injection valves 10, and in the DI + MPI mode, fuel is injected from both the in-cylinder fuel injection valves 11 and the intake passage fuel injection valves 10.
In addition, the control unit 50 has the following functions: the delivery fuel pressure Pd is input from the fuel pressure sensor 24, and the delivery fuel pressure Pd is feedback-controlled so as to become a predetermined target fuel pressure Pdt during the operation of the engine with respect to the high-pressure fuel supply device 20. The target fuel pressure Pdt is set to a basic target fuel pressure Pdta based on the fuel injection mode at the time of engine operation. In addition, the control unit 50 also has the following functions: in the case where the delivery fuel pressure Pd is higher than the target fuel pressure Pdt, fuel is injected from the in-cylinder fuel injection valves 11 so that the delivery fuel pressure Pd is decreased to the target fuel pressure Pdt.
The control unit 50 of the present embodiment is further provided with a failure determination unit 51, and the failure determination unit 51 diagnoses a failure of the high-pressure fuel supply device 20, and more specifically determines sticking of the pressure sensor 24. The failure diagnosis of the fuel pressure sensor 24 by the failure determination unit 51 at the time of engine start will be described below with reference to fig. 2.
Fig. 2 is a timing chart showing an example of the distribution fuel pressure, various modes, and transition of various determinations when the failure determination unit 51 performs failure diagnosis of the high-pressure fuel supply device 20 at the time of engine start.
Starting from a state in which a stall mode in which the engine is stopped is established (up to a in fig. 2), a start mode is established by, for example, an engine start operation, so that the engine is started (a → b in fig. 2).
When the common implementation condition for the sticking diagnosis of the fuel pressure sensor is satisfied after the engine start is completed, the control unit 50 inputs the distribution fuel pressure Pd from the fuel pressure sensor 24 and selects one of the fuel pressure increase side determination (first failure determination) and the fuel pressure decrease side determination (second failure determination) based on the distribution fuel pressure Pd (b in fig. 2). The common implementation conditions for the cementation diagnosis of the fuel pressure sensor are as follows: such as conditions of vehicle power on, key-off mode or non-start mode, non-completion of normal or failure determination of the fuel pressure sensor 24 from the start of the engine, short circuit of the fuel pressure sensor 24, grounding, disconnection failure, etc. Whether the fuel pressure sensor 24 is short-circuited, grounded, or broken can be determined by the output of the fuel pressure sensor 24 being equal to or greater than a predetermined value or being other than 0.
The fuel pressure increase determination is selected when the delivered fuel pressure Pd is equal to or less than the maximum fuel pressure value Pdmax — the third predetermined value α, and the fuel pressure decrease determination is selected when the delivered fuel pressure Pd is higher than the maximum fuel pressure value Pdmax — the third predetermined value α. The maximum fuel pressure value Pdmax is a value higher than a basic target fuel pressure Pdta, which is a target fuel pressure Pdt set at the time of normal engine operation, and lower than the relief pressure Pr of the relief valve 35. The third predetermined value α is set to a value larger than a first predetermined value (fuel pressure increase side determination value) γ described later.
As shown by the short dashed line in the graph of the fuel pressure increase side determination in fig. 2, the fuel pressure increase side determination performs the fuel pressure increase control in which the target fuel pressure Pdt is set to the value (Pd + α) obtained by adding the current delivered fuel pressure Pd to the third predetermined value α, and the fuel pressure increase side determination is measured by reducing the fuel pressure increase side determination counter from the initial value Xu (for example, 30 ignitions) (b in the fuel pressure increase side determination in fig. 2). The fuel pressure increase-side determination counter and the fuel pressure decrease-side determination counter described later are counters for measuring the number of ignition times, but may be devices for measuring time instead of the number of ignition times. As shown in fig. 2 (a) when the delivered fuel pressure Pd rises by the first predetermined value (fuel pressure rise side normality determination value) γ or more after the start of fuel pressure rise side determination before the fuel pressure rise side determination counter reaches 0, the fuel pressure sensor sticking normality determination is established, and it is determined that the fuel pressure sensor 24 is normal (c in fig. 2). The first predetermined value γ may be set to be as follows: the value necessary for determining whether or not the distribution fuel pressure is normal is determined based on a change in the detected value (distribution fuel pressure Pd) of the fuel pressure sensor 24 that performs the fuel pressure increase control for increasing the distribution fuel pressure.
As shown in the failure state of fig. 2B, when the delivered fuel pressure Pd does not change by the first predetermined value (fuel pressure increase side normality determination value) γ or more after the start of the fuel pressure increase side determination even when the fuel pressure increase side determination counter reaches 0, the sticking failure determination of the fuel pressure sensor is established, and it is determined that the fuel pressure sensor 24 is stuck (d in fig. 2).
On the other hand, in the fuel pressure decrease side determination, as shown by the broken line in the graph of the fuel pressure decrease side determination of fig. 2, the target fuel pressure Pdt is the same as the basic target fuel pressure Pdta. It is determined that the delivery pressure Pd is higher than the maximum pressure value Pdmax- α and the fuel injection mode is switched from the MPI mode to the MPI + DI mode after the prescribed time ta elapses (e in fig. 2). Here, the basic target fuel pressure Pdta is set higher than the MPI mode to perform the MPI + DI mode, but is still a value lower than the maximum fuel pressure value Pdmax- α. Therefore, by executing the MPI + DI mode, the fuel pressure drop control for injecting fuel from the in-cylinder fuel injection valves 11 is performed, and the delivery fuel pressure Pd is decreased. In the fuel pressure decrease control, the fuel pressure decrease determination is performed when the delivered fuel pressure Pd is greater than the target fuel pressure Pdt + the fourth predetermined value β, and the fuel pressure decrease determination counter is decreased from the initial value Xd (for example, 100 ignitions). The initial value Xu of the fuel pressure increase determination counter and the initial value Xd of the fuel pressure decrease determination counter correspond to predetermined times in the present invention.
As shown in fig. 2C when the fuel pressure is normal, when the dispensed fuel pressure Pd decreases by the second predetermined value (fuel pressure decrease side normal determination value) δ or more before the fuel pressure decrease side determination counter reaches 0, the fuel pressure sensor sticking normal determination is established, and it is determined that the fuel pressure sensor 24 is normal (f in fig. 2).
The second predetermined value δ may be set to be as follows: the value necessary for determining whether or not the fuel pressure is normal is determined based on a change in the detection value (the delivered fuel pressure Pd) of the fuel pressure sensor 24 that performs fuel pressure drop control. The fourth predetermined value β is set to a value greater than the second predetermined value δ as a fuel pressure decrease side determination execution condition. Thus, if the fuel pressure decrease control is executed when the delivered fuel pressure Pd is greater than the target fuel pressure Pdt + the fourth predetermined value β, the delivered fuel pressure Pd can be reliably changed by the second predetermined value δ or more, and the fuel pressure decrease side determination can be performed.
The first predetermined value (fuel pressure increase-side determination value) γ is set to be smaller than the third predetermined value α, and the second predetermined value (fuel pressure decrease-side determination value) δ is set to be smaller than the fourth predetermined value β, both of which are performed to avoid a dead zone set in the vicinity of the target fuel pressure Pdt in the feedback control of the fuel pressure.
In the present embodiment, the counting method of the fuel pressure increase side determination counter and the fuel pressure decrease side determination counter is characterized.
As shown in fig. 2 (D) at the time of failure, when the engine is stopped in a state where the delivered fuel pressure Pd does not decrease by the second predetermined value δ or more until the fuel pressure decrease side determination counter reaches 0, the count value of the fuel pressure decrease side determination counter in the stopped state is held (g in fig. 2). Thereafter, the engine is restarted (h → i in fig. 2), the mode is switched from the MPI mode to the MPI + DI mode after a predetermined time ta, and the fuel pressure decrease side determination is restarted (j in fig. 2). Here, the fuel pressure decrease side determination counter continues from the value held when the engine is stopped.
When the delivered fuel pressure Pd does not decrease by the second predetermined value δ or more even when the fuel pressure decrease side determination counter reaches 0, the sticking failure determination of the fuel pressure sensor is established, and it is determined that the fuel pressure sensor 24 is stuck (k in fig. 2).
In the timing chart of fig. 2, the control of holding the count value of the pressure-decreasing-side determination counter is performed when the engine is stopped in the fuel pressure decreasing-side determination, but the control of holding the count value of the pressure-increasing-side determination counter is similarly performed in the fuel pressure increasing-side determination.
As described above, in the present embodiment, the target fuel pressure Pdt is changed immediately after the engine is started, and the failure diagnosis of whether or not the fuel pressure sensor 24 has failed is performed based on the change in the delivered fuel pressure Pd, which is the detection value of the fuel pressure sensor 24. In particular, in the present embodiment, the fuel pressure increase side determination and the fuel pressure decrease side determination are selected based on the delivered fuel pressure Pd after the engine start, and the delivered fuel pressure is decreased to monitor the change in the detection value (delivered fuel pressure Pd) of the fuel pressure sensor 24 by performing the fuel pressure increase control of increasing the target fuel pressure Pdt by the third predetermined value α from the current delivered fuel pressure Pd, or by performing the fuel pressure decrease control of injecting fuel from the in-cylinder fuel injection valve 11 while suppressing the target fuel pressure Pdt to the basic target fuel pressure Pdta in the MPI + DI mode, which is a value lower than the current value.
In this way, since either one of the fuel pressure increase side determination and the fuel pressure decrease side determination is selected based on the delivery fuel pressure Pd at the time of the start of the monitor immediately after the engine start and the target fuel pressure Pdt is set to a value different from each other, the target fuel pressure Pdt can be set to an appropriate value in either determination. Specifically, even when the delivery fuel pressure Pd is equal to or less than the maximum fuel pressure value Pdmax- α, the fuel pressure increase side determination is performed using the target fuel pressure Pdt as the delivery fuel pressure Pd + α, and the delivery fuel pressure Pd can be prevented from exceeding the maximum fuel pressure value Pdmax. On the other hand, when the delivered fuel pressure Pd exceeds the maximum fuel pressure value Pdmax- α, the fuel pressure increase determination is not performed, but the fuel pressure decrease determination is performed by performing in-cylinder fuel injection with the target fuel pressure Pdt as the basic target fuel pressure Pdta, whereby the delivered fuel pressure Pd can be made not to exceed the maximum fuel pressure value Pdmax.
This can prevent the delivered fuel pressure Pd from exceeding the relief pressure Pr of the relief valve 35 in the failure diagnosis of the fuel pressure sensor 24, and can prolong the life of the relief valve 35.
Further, since the fuel pressure increase side determination is performed when the delivered fuel pressure Pd is equal to or less than the maximum fuel pressure value Pdmax — α, the fuel pressure increase side determination can be performed as soon as possible immediately after the engine is started. Thus, for example, when the fuel pressure sensor 24 is stuck and the actual distribution fuel pressure Pd is low, the fuel pressure increase side determination is performed, so that the opportunity of the fuel pressure decrease side determination is reduced, and the possibility of engine stop due to the fuel pressure decrease determined by the fuel pressure decrease side determination can be avoided.
As described above, by selecting the fuel pressure increase side determination and the fuel pressure decrease side determination immediately after the engine start, the opportunities for failure diagnosis at the time of engine start are increased, and the failure diagnosis during the engine operation other than at the time of start is suppressed, whereby the influence on the engine output can be suppressed.
In the present embodiment, when the engine is stopped in a state where the delivered fuel pressure Pd does not decrease by the second predetermined value δ or more before the fuel pressure decrease side determination counter reaches 0, the count value of the fuel pressure decrease side determination counter in the stopped state is held, and the engine is restarted from the value in which the count value is held after the restart of the engine. Further, at the time of restarting the engine, the measurement of the count value is continued, and the failure diagnosis is performed without restarting from the initial value, so that the failure diagnosis time can be shortened.
In the above embodiment, the initial value Xu of the counter in the fuel pressure increase determination is set to be short, and the initial value Xd of the counter in the fuel pressure decrease determination is set to be long. In the fuel pressure increase side determination, the high-pressure fuel supply device 20 can increase the distribution fuel pressure Pd relatively quickly, so the initial value Xu can be set short, and the fuel pressure increase side determination can be ended as soon as possible. In contrast, in the fuel pressure decrease side determination, since the delivery fuel pressure Pd is decreased by fuel injection from the in-cylinder fuel injection valve 11 in the idling state immediately after the engine start, the delivery fuel pressure Pd is decreased late, and therefore the initial value Xd of the counter needs to be set long. Further, when the relief valve 35 fails and the actual delivery fuel pressure Pd significantly increases from the detectable upper limit value of the fuel pressure sensor 24, it takes time until the fuel pressure Pd becomes detectable by the fuel pressure sensor 24, and the initial value Xd is set long, so that it is possible to avoid the erroneous determination that the fuel pressure sensor 24 has failed.
The initial value Xd of the fuel pressure decrease determination counter may be changed based on the delivered fuel pressure Pd at the start of the monitor. For example, in the fuel pressure decrease side determination, the initial value Xd may be set to be long when the delivered fuel pressure Pd at the time of starting the monitor is higher than the detectable upper limit value of the fuel pressure sensor 24, and may be set to be short when the delivered fuel pressure Pd is equal to or lower than the detectable upper limit value of the fuel pressure sensor 24. In this way, it is possible to avoid erroneous determination of the fuel pressure sensor 24 and to end the determination of the failure as soon as possible.
In the above embodiment, when the engine is stopped in a state where the delivered fuel pressure Pd does not decrease by the second predetermined value δ or more until the fuel pressure decrease side determination counter reaches 0, the count value of the fuel pressure decrease side determination counter in the stopped state is held, and the engine is restarted from the value where the count value is held after the restart of the engine. Since the counter is advanced by subtracting the predetermined time tb in this manner, the failure diagnosis time is shortened and the failure determination is facilitated when the engine is stopped. Further, by prohibiting fuel injection from the in-cylinder fuel injection valve 11 and operating the engine by intake passage fuel injection in association with the failure determination, repetition of engine stop can be suppressed even if the actual delivery fuel pressure Pd decreases. The predetermined time tb corresponds to the predetermined time of the present invention.
When the predetermined time tb is subtracted from the held value after the engine is restarted, the predetermined time tb may be set to different values in the fuel pressure increase side determination and the fuel pressure decrease side determination. For example, in the case of the fuel pressure decrease side determination, the predetermined time tb is set to be longer than that in the case of the fuel pressure increase side determination, and the counter at the time of engine restart is set to be shorter. Thus, even when the initial value of the counter is set to be larger in the fuel pressure decrease determination than in the fuel pressure increase determination as described above, the time for failure diagnosis in the fuel pressure decrease determination can be shortened.
Further, the number of times of engine stop from the start of the engine to the end of the fuel pressure increase side determination or the fuel pressure decrease side determination may be counted, and when the number of times of engine stop is equal to or greater than a predetermined number of times, the count value of the fuel pressure increase side determination counter or the fuel pressure decrease side determination counter may be returned to the initial value, and the restart of measurement from the elapsed time may be suspended. Thus, when the number of times of engine stop is large, the failure determination is suspended, the accuracy of the failure determination can be improved, and maintenance can be promoted by performing a warning or the like. Further, for example, when the condition for carrying out the sticking diagnosis of the fuel pressure sensor is not satisfied in addition to the stop of the engine, the count value may be returned to the initial value.
Further, in the above-described embodiment, the failure diagnosis of the fuel pressure sensor 24 by the failure determination unit 51 is performed when the engine is started by, for example, the engine starting operation, but not only when the engine is started, but also when the engine is restarted by the automatic engine stop/start device, the running mode may be switched from the EV mode to the series mode or the parallel mode in the hybrid vehicle, or the like.
The invention of the present application is widely applicable to an internal combustion engine that includes a high-pressure fuel supply device that supplies high-pressure fuel to an in-cylinder fuel injection valve and that controls the high-pressure fuel supply device by detecting the pressure of the fuel supplied to the in-cylinder fuel injection valve.
Claims (9)
1. A fuel injection device for an internal combustion engine, comprising:
a high-pressure fuel supply device that pressurizes fuel stored in a fuel tank;
an in-cylinder fuel injection valve to which the fuel pressurized by the high-pressure fuel supply device is supplied and which injects the fuel into a combustion chamber of an internal combustion engine;
a pressure detector that detects a pressure of the fuel supplied from the high-pressure fuel supply device to the in-cylinder fuel injection valve; and
a failure determination unit that controls a pressure of the fuel supplied to the in-cylinder fuel injection valve to change to an ascending side or a descending side after the internal combustion engine is started, and performs a failure determination of the pressure detector based on a degree of change in a pressure detection value detected by the pressure detector until a predetermined time elapses, the failure determination unit being characterized in that,
when the internal combustion engine is stopped before the predetermined time elapses after the internal combustion engine is started, after the internal combustion engine is restarted after the stop and control for changing the pressure of the fuel to the rising side or the falling side is restarted, the failure determination unit continues the operation from the elapsed time until the internal combustion engine is stopped, restarts measurement of the predetermined time, and executes the failure determination.
2. The fuel injection apparatus of an internal combustion engine according to claim 1,
the failure determination unit is configured to: when the pressure of the fuel is changed in the failure determination, the predetermined time on the rising side or the falling side differs.
3. The fuel injection apparatus of an internal combustion engine according to claim 1 or 2,
when the internal combustion engine is stopped before the predetermined time elapses and the internal combustion engine is restarted after the stop, the failure determination unit restarts the measurement of the predetermined time from a time when an elapsed time until the internal combustion engine is stopped is added to a predetermined time, and executes the failure determination.
4. The fuel injection apparatus of an internal combustion engine according to claim 3,
in the failure determination, when the pressure of the fuel is changed to a decreasing side, the failure determination unit sets the predetermined time period to be longer than when the pressure of the fuel is changed to an increasing side.
5. The fuel injection apparatus of an internal combustion engine according to claim 1, 2, or 4,
when the number of times of stopping the internal combustion engine reaches a predetermined number of times or more before the predetermined time elapses, the failure determination unit suspends restarting of measurement of the predetermined time at the time of restarting the internal combustion engine.
6. The fuel injection apparatus of an internal combustion engine according to claim 3,
when the number of times of stopping the internal combustion engine reaches a predetermined number of times or more before the predetermined time elapses, the failure determination unit suspends restarting of measurement of the predetermined time at the time of restarting the internal combustion engine.
7. The fuel injection apparatus of an internal combustion engine according to claim 1, 2, 4, or 6,
the failure determination unit sets the predetermined time to be shorter as a difference between the target fuel pressure and the pressure detection value when the pressure of the fuel is changed to the rising side or the falling side is larger.
8. The fuel injection apparatus of an internal combustion engine according to claim 3,
the failure determination unit sets the predetermined time to be shorter as a difference between the target fuel pressure and the pressure detection value when the pressure of the fuel is changed to the rising side or the falling side is larger.
9. The fuel injection apparatus of an internal combustion engine according to claim 5,
the failure determination unit sets the predetermined time to be shorter as a difference between the target fuel pressure and the pressure detection value when the pressure of the fuel is changed to the rising side or the falling side is larger.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017-017731 | 2017-02-02 | ||
| JP2017017731A JP6823286B2 (en) | 2017-02-02 | 2017-02-02 | Internal combustion engine fuel injection system |
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| Publication Number | Publication Date |
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| CN108386286A CN108386286A (en) | 2018-08-10 |
| CN108386286B true CN108386286B (en) | 2021-04-09 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810106733.1A Active CN108386286B (en) | 2017-02-02 | 2018-02-02 | Fuel injection device for internal combustion engine |
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| JP (1) | JP6823286B2 (en) |
| CN (1) | CN108386286B (en) |
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| JP7054712B2 (en) * | 2020-01-29 | 2022-04-14 | 本田技研工業株式会社 | Fuel pressure control device for internal combustion engine |
| JP7096852B2 (en) * | 2020-02-25 | 2022-07-06 | 本田技研工業株式会社 | Engine control unit |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN101598073A (en) * | 2009-07-10 | 2009-12-09 | 奇瑞汽车股份有限公司 | A kind of collection of pressure signal of oil rail and monitoring method |
| JP2011043123A (en) * | 2009-08-21 | 2011-03-03 | Bosch Corp | Abnormality diagnostic device for pressure sensor and method for diagnosing abnormality of pressure sensor |
| CN106246385A (en) * | 2015-06-11 | 2016-12-21 | 丰田自动车株式会社 | Control system |
| CN106368834A (en) * | 2016-08-30 | 2017-02-01 | 潍柴动力股份有限公司 | Fuel system monitoring method and device, fuel system and engine |
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2017
- 2017-02-02 JP JP2017017731A patent/JP6823286B2/en active Active
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- 2018-02-02 CN CN201810106733.1A patent/CN108386286B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN101598073A (en) * | 2009-07-10 | 2009-12-09 | 奇瑞汽车股份有限公司 | A kind of collection of pressure signal of oil rail and monitoring method |
| JP2011043123A (en) * | 2009-08-21 | 2011-03-03 | Bosch Corp | Abnormality diagnostic device for pressure sensor and method for diagnosing abnormality of pressure sensor |
| CN106246385A (en) * | 2015-06-11 | 2016-12-21 | 丰田自动车株式会社 | Control system |
| CN106368834A (en) * | 2016-08-30 | 2017-02-01 | 潍柴动力股份有限公司 | Fuel system monitoring method and device, fuel system and engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2018123790A (en) | 2018-08-09 |
| CN108386286A (en) | 2018-08-10 |
| JP6823286B2 (en) | 2021-02-03 |
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