CN110067660B - Fault diagnosis and coping control method for rail pressure of high-pressure common rail diesel engine - Google Patents
Fault diagnosis and coping control method for rail pressure of high-pressure common rail diesel engine Download PDFInfo
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- CN110067660B CN110067660B CN201910198175.0A CN201910198175A CN110067660B CN 110067660 B CN110067660 B CN 110067660B CN 201910198175 A CN201910198175 A CN 201910198175A CN 110067660 B CN110067660 B CN 110067660B
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3827—Common rail control systems for diesel engines
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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
- F02D41/30—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
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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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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The invention discloses a fault diagnosis and coping control method for rail pressure of a high-pressure common rail diesel engine, which comprises the steps of obtaining a rail pressure value based on phase and time sampling and a rail pressure sensor fault signal from an ECU (electronic control Unit), monitoring the rail pressure signal based on the phase sampling, and outputting a target rail pressure value set last time as a substitute value if the rail pressure sensor has a power supply fault or the rail pressure pre-output signal based on the phase and time sampling has a fault; if the rail pressure sensor has no power supply fault and the rail pressure pre-output signal based on phase sampling has a fault, outputting a pre-output rail pressure signal based on time sampling; if the rail pressure sensor has no power supply fault and the rail pressure pre-output signal based on phase sampling is normal, outputting the rail pressure pre-output signal as a rail pressure signal; if the rail pressure sensor has poor contact faults, namely the rail pressure pre-output signal based on time sampling has jump, jump fault information is output. The invention can avoid the danger caused by the rail pressure signal failure.
Description
Technical Field
The invention relates to the technical field of diesel engine ECU signal fault automobiles, in particular to a fault diagnosis and coping control method for rail pressure of a high-pressure common rail diesel engine.
Background
With the continuous development of electronic control technology of high-pressure common rail diesel engines, various electronic control technologies greatly improve the dynamic property and the economical property of the diesel engines and simultaneously meet increasingly severe emission regulation requirements.
With the great use of the electric control technology on the vehicle, comfort is brought to automobile driving, and meanwhile, due to certain invalidity of the system design, a great amount of potential safety hazards are introduced to the driving vehicle, and personal safety of drivers, passengers, pedestrians and the like is seriously threatened.
Among them, rail pressure control is being developed as one of key technologies of a high-pressure common rail diesel engine, so that rail pressure control at the time of fuel injection becomes stable. In the high-pressure common rail diesel engine control, therefore, the input of the rail pressure signal is one of the most important inputs of the engine, and has a great determining effect on the running of the vehicle. When the rail pressure signal is wrong or even fails, the actual vehicle speed of the vehicle is different from the intended vehicle speed of the driver, for example, the driver wants to decelerate when encountering an intersection, for example, if the rail pressure signal fails, the vehicle may rush out, and the like, and especially in the running process of an expressway, unexpected damage is brought to the driver and the vehicle due to unexpected acceleration or insufficient power and the like.
Disclosure of Invention
The invention aims to provide a fault diagnosis and coping control method for rail pressure of a high-pressure common rail diesel engine, so as to avoid potential safety hazards caused by rail pressure faults.
Therefore, the invention provides the following technical scheme:
a method for diagnosing and dealing with rail pressure fault of a high-voltage common rail diesel engine comprises the steps of obtaining a voltage value of a rail pressure pre-output signal based on phase and time sampling and a rail pressure sensor power supply fault signal, judging whether the rail pressure pre-output signal voltage value based on phase sampling is in a normal range, and outputting a substitute value if the rail pressure sensor has a power supply fault or a rail pressure pre-output signal fault; if the rail pressure sensor has no power supply fault and the rail pressure pre-output signal based on phase sampling has a fault, outputting a rail pressure pre-output signal based on time sampling; if the rail pressure sensor has no power supply fault and the rail pressure signal based on the phase sampling has no fault, outputting the rail pressure signal based on the phase sampling; if the rail pressure sensor has poor contact faults, namely the rail pressure pre-output pressure signal based on time sampling jumps, jump fault information is output.
Further, the substitute value refers to a target rail pressure value set last time.
Further, the rail pressure pre-output signal fault means that: the voltage value of the rail pressure pre-output signal sampled based on the phase is greater than the upper rail pressure threshold uMax or less than the lower rail pressure threshold uMin, and the voltage value of the rail pressure pre-output signal sampled based on the time is greater than the upper rail pressure threshold uMax or less than the lower rail pressure threshold uMin.
Further, the rail pressure jump refers to: and if the difference between the current rail pressure and the last rail pressure sampling value is greater than the threshold value dpMax, the rail pressure is considered to jump.
Further, the specific process of the rail pressure jump is as follows: when the track voltage jumps, the counting accumulator is added with 1, and the timer is cleared and times again; if the count of the counter exceeds a set value num1, carrying out fault detection on the track pressure jump test state flag position 1; and if the value of the counter is less than or equal to num1 and the value of the timer exceeds t1 and no jump is detected, resetting the position of the rail pressure jump test state flag at 0, and counting again when the jump occurs next time.
Further, after the rail pressure jump test state flag position 1, the rail pressure jump final fault confirmation further includes: marking the position 1 of the rail pressure jump temporary fault mark, and performing temporary fault alarm; if the rail pressure jump temporary fault duration is longer than the set fault confirmation time num2, the rail pressure jump final fault flag position 1 is cancelled, and final fault alarm is carried out; and if the rail pressure jump temporary fault duration is less than or equal to the set fault confirmation time num2, jumping the rail pressure to the final fault mark position 0, and if the rail pressure jump temporary fault is recovered and the temporary fault recovery time is greater than the set fault elimination time num3, canceling the rail pressure jump fault state and recovering the normal state of the rail pressure signal.
Compared with the prior art, the invention has the beneficial effects that: the invention can judge the rail pressure signal temporarily and finally and process the fault. When the rail pressure sensor is in poor contact, namely when the rail pressure frequently jumps, whether the monitoring fault duration is longer than a set threshold value or not is judged to determine fault information, if so, the rail pressure sensor is judged to be in poor contact fault, and therefore the problem that the ECU misjudges that the software system has the fault because the rail pressure signal exceeds the limit at the moment is avoided. Therefore, whether contact is poor or not can be judged, and the normal control effect can be ensured, so that the rail pressure signal fault caused by system faults is prevented, and the driving safety is ensured.
Drawings
FIG. 1 is a flow chart of a fault diagnosis and coping control method for rail pressure of a high-pressure common rail diesel engine.
FIG. 2 is a control flow chart of the rail pressure signal fault diagnosis of the high-pressure common rail diesel engine based on phase sampling.
FIG. 3 is a control flow chart of the rail pressure signal fault diagnosis of the high-pressure common rail diesel engine based on time sampling.
Fig. 4 is a control flow chart of the rail pressure jump fault diagnosis of the high-pressure common rail diesel engine.
Detailed Description
The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, and it should be understood that the preferred embodiments described below are only for the purpose of illustrating and explaining the present invention, and are not to be construed as limiting the present invention.
Fig. 1 is a schematic diagram of a method for diagnosing and responding to rail pressure faults of a high-pressure common rail diesel engine, as shown in fig. 1, the method comprises the following specific steps:
step S1: phase-based and time-based sampling of rail pressure values and rail pressure sensor power supply fault signals are obtained from an ECU
Acquiring whether the power supply of a rail pressure sensor is failed and voltage values of rail pressure pre-output signals from a CAN bus of an ECU (electronic control Unit), wherein the voltage values of the rail pressure pre-output signals comprise voltage values based on time sampling and phase sampling; when the power supply fault mark position of the rail pressure sensor is 1, the rail pressure does not have power supply fault, and when the power supply fault mark position is 0, the rail pressure sensor has power supply fault.
Step S2: judging whether the rail voltage pre-output signal voltage value based on phase sampling is in a normal range
Fig. 2 is a control flow chart of the rail pressure signal fault diagnosis of the high-pressure common rail diesel engine based on phase sampling, which comprises the following specific steps:
step S2.1: acquiring a rail pressure pre-output signal based on phase sampling;
step S2.2: judging whether the rail pressure pre-output signal is greater than uMax or less than uMin, if so, marking the position 1 of a rail pressure fault based on phase sampling; if not, normally controlling and outputting a rail pressure signal, specifically: and if the rail pressure pre-output signal voltage value based on the phase sampling is in a normal range and the rail pressure sensor has no power supply fault, converting the rail pressure pre-output signal voltage value based on the phase sampling into a pressure signal through a fuel pressure sensor MAP, and outputting the pressure signal as a currently output rail pressure signal.
Step S3: if the rail pressure sensor has power supply faults or rail pressure pre-output signal faults based on phase sampling and time sampling, outputting a target rail pressure value set last time as a substitute value, and if the rail pressure is in open-loop control of a limping mode last time, checking an MAP (MAP) MAP according to volume flow to obtain a substitute value and outputting a rail pressure signal; if the fault occurs during the running process and a corresponding processing mode is not adopted, the rail pressure may be lower than the actual rail pressure, but due to the existence of negative feedback, the system can increase oil injection to cause sudden acceleration of the vehicle, and the safety is affected.
The target rail pressure value set last time is used as a substitute value, namely the target rail pressure value pset set last time by rail pressure, if the last rail pressure is in open-loop control of the limp mode, the substitute value is obtained by checking a MAP (MAP) by open-loop control volume flow in the limp mode, wherein the volume flow is equal to the sum of the set flow of the last fuel metering unit and the total fuel demand of the last fuel injection system. The rail pressure pre-output signal fault means that the rail pressure pre-output signal voltage value based on phase sampling is greater than a rail pressure upper limit threshold value uMax or less than a rail pressure lower limit threshold value uMin; the rail pressure pre-output signal voltage value based on time sampling is larger than a rail pressure upper limit threshold value uMax or smaller than a rail pressure lower limit threshold value uMin.
Fig. 3 is a control flow chart of the rail pressure signal fault diagnosis of the high-pressure common rail diesel engine based on time sampling, which comprises the following specific steps:
step S3.1: acquiring a rail pressure pre-output signal based on time sampling;
step S3.2: judging whether the rail pressure pre-output signal is greater than uMax or less than uMin, if not, executing the step S3.3; if the value is greater than uMax or less than uMin, executing a step S3.4;
step S3.3: normally controlling, and outputting a rail pressure signal;
step S3.4: setting the temporary fault flag bit with the rail pressure exceeding the upper limit or exceeding the lower limit to be 1, judging whether the final fault is the final fault, if so, setting the final fault flag bit with the rail pressure exceeding the upper limit or exceeding the lower limit to be 1, and canceling the temporary fault flag bit; if not, setting the final fault flag bit of the rail pressure exceeding the upper limit or the lower limit to be 0;
the method specifically comprises the following steps: if the rail pressure sensor has no power supply fault, judging that the rail pressure exceeds the upper limit final fault if the rail pressure exceeds the upper limit temporary fault duration is longer than the set fault confirmation time t2Def, and marking the rail pressure exceeds the upper limit final fault to be at a position 1; when the rail pressure exceeds the upper limit temporary fault recovery time and is greater than the set fault recovery time t2OK, clearing the upper limit final fault and marking the rail pressure exceeding the upper limit final fault at a position 0; if the duration time of the rail pressure over-lower limit temporary fault is longer than the set fault confirmation time t3Def, judging the rail pressure over-lower limit final fault, and marking the rail pressure over-lower limit final fault at a position 1; when the rail pressure exceeding lower limit temporary fault recovery time is greater than the set fault recovery time t3OK, clearing the exceeding lower limit final fault, and marking the rail pressure exceeding lower limit final fault at a position 0; if the rail pressure sensor has power supply faults, the rail pressure overrun temporary fault mark position 1 and the final fault mark position 0 are determined;
step S3.5: any fault mark position 1 exceeding the upper limit or the lower limit and the rail pressure fault mark position 1
And if the rail pressure exceeds the upper limit or the lower limit, namely the final fault mark position or the temporary fault mark position 1, the rail pressure exceeds the final fault mark position 1 or the temporary fault mark position 1.
Step S4: and if the rail pressure sensor has no power supply fault and the rail pressure pre-output signal based on the phase sampling has a fault, outputting the rail pressure pre-output signal based on the time sampling as an output rail pressure signal.
Step S5: and if the rail pressure sensor has no power supply fault and the rail pressure pre-output signal based on the phase sampling is normal, taking the rail pressure pre-output signal based on the phase sampling as an output rail pressure signal.
Step S6: if the rail pressure sensor has poor contact faults, namely the rail pressure pre-output signal based on time sampling has jump, jump fault information is output; and the rail pressure jump means that the rail pressure jumps when the difference between the current rail pressure and the last rail pressure sampling value is larger than a threshold value dpMax.
FIG. 4 is a control flow chart of the rail pressure jump fault diagnosis of the high-pressure common rail diesel engine of the invention:
when the engine is in an operating condition, the rail pressure sensor has no power supply fault, and the rail pressure jumps, the counting accumulator is added with 1, and the timer is cleared and times again; if the count of the counter exceeds a set value num1, carrying out fault detection on the track pressure jump test state flag position 1; and if the value of the counter is less than or equal to num1, judging whether the timing time of the timer is greater than the set time t1, if the value of the timer exceeds t1 and no jump is detected, resetting the rail pressure jump test state flag position 0, resetting the counter, counting again when jump occurs next time, and setting the rail pressure jump temporary fault position 0, and if the value of the timer does not exceed t1, continuing timing by the timer.
After the rail pressure jump test state flag position 1, the rail pressure jump final fault confirmation step further includes:
marking the position 1 of the rail pressure jump temporary fault mark, and performing temporary fault alarm; if the rail pressure jump temporary fault duration is longer than the set fault confirmation time num2, judging a rail pressure jump final fault, marking the rail pressure jump final fault at position 1, canceling the temporary fault marking bit, and performing final fault alarm; if the rail pressure jump temporary fault duration is less than or equal to the set fault confirmation time num2, jumping the rail pressure to the final fault mark position 0, and if the rail pressure jump temporary fault is recovered, namely: and when the rail pressure jump temporary fault flag bit is 0 and the temporary fault recovery time is greater than the set fault elimination time num3, canceling the rail pressure jump fault state and recovering the normal state of the rail pressure signal.
The above-described final failure and temporary failure do not exist simultaneously, i.e., when the final failure is confirmed, the temporary failure flag is set to 0. And when the temporary fault flag bit or the final fault flag bit is 1 caused by any reason, performing temporary fault alarm or final fault alarm. And if the temporary fault flag bit is changed from 1 to 0, canceling the alarm and recording historical fault information. The fault alarm comprises a temporary fault alarm lamp, a final fault alarm lamp and a fault recovery lamp.
The present invention has been described in detail, but the above description is only for the understanding of the present invention and is not limited thereto, and can be modified by those skilled in the art according to the principle of the present invention. Therefore, modifications made in accordance with the principles of the present invention should fall within the scope of the present invention.
Claims (4)
1. A rail pressure fault diagnosis and coping control method of a high-voltage common rail diesel engine is characterized in that a voltage value of a rail pressure pre-output signal based on phase and time sampling and a rail pressure sensor power supply fault signal are obtained, whether the rail pressure pre-output signal voltage value based on phase sampling is in a normal range or not is judged, and if the rail pressure sensor has a power supply fault or a rail pressure pre-output signal fault, a substitute value is output; if the rail pressure sensor has no power supply fault and the rail pressure pre-output signal based on phase sampling has a fault, outputting a rail pressure pre-output signal based on time sampling; if the rail pressure sensor has no power supply fault and the rail pressure signal based on the phase sampling has no fault, outputting the rail pressure signal based on the phase sampling; if the rail pressure sensor has poor contact faults, namely the rail pressure pre-output pressure signal based on time sampling jumps, outputting jump fault information;
the specific process of the rail pressure jump is as follows: when the track voltage jumps, the counting accumulator is added with 1, and the timer is cleared and times again; if the count of the counter exceeds a set value num1, carrying out fault detection on the track pressure jump test state flag position 1; if the value of the counter is less than or equal to num1 and the value of the timer exceeds t1 and no jump is detected, resetting the counter to zero at the position of the rail pressure jump test state flag 0, and counting again when jump occurs next time;
after the rail pressure jump test state flag position 1, the rail pressure jump final fault confirmation further includes: marking the position 1 of the rail pressure jump temporary fault mark, and performing temporary fault alarm; if the rail pressure jump temporary fault duration is longer than the set fault confirmation time num2, the rail pressure jump final fault flag position 1 is cancelled, and final fault alarm is carried out; and if the rail pressure jump temporary fault duration is less than or equal to the set fault confirmation time num2, jumping the rail pressure to the final fault mark position 0, and if the rail pressure jump temporary fault is recovered and the temporary fault recovery time is greater than the set fault elimination time num3, canceling the rail pressure jump fault state and recovering the normal state of the rail pressure signal.
2. The method for fault diagnosis and handling of rail pressure of a high pressure common rail diesel engine according to claim 1, wherein the substitute value refers to a last set target rail pressure value.
3. The method for diagnosing and dealing with the rail pressure fault of the high-pressure common rail diesel engine according to claim 1, wherein the rail pressure pre-output signal fault is that: the voltage value of the rail pressure pre-output signal sampled based on the phase is greater than the upper rail pressure threshold uMax or less than the lower rail pressure threshold uMin, and the voltage value of the rail pressure pre-output signal sampled based on the time is greater than the upper rail pressure threshold uMax or less than the lower rail pressure threshold uMin.
4. The method for fault diagnosis and handling of rail pressure of a high pressure common rail diesel engine according to claim 1, wherein the rail pressure jump refers to: and if the difference between the current rail pressure and the last rail pressure sampling value is greater than the threshold value dpMax, the rail pressure is considered to jump.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910198175.0A CN110067660B (en) | 2019-03-15 | 2019-03-15 | Fault diagnosis and coping control method for rail pressure of high-pressure common rail diesel engine |
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| CN201910198175.0A CN110067660B (en) | 2019-03-15 | 2019-03-15 | Fault diagnosis and coping control method for rail pressure of high-pressure common rail diesel engine |
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| CN110067660B true CN110067660B (en) | 2021-12-21 |
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| CN111022231B (en) * | 2019-11-26 | 2021-02-26 | 潍柴重机股份有限公司 | V-type engine master-slave train rail pressure synchronous control method and control system |
| CN112253322B (en) * | 2020-10-20 | 2022-05-31 | 东风汽车集团有限公司 | Engine control method based on oil rail pressure sensor fault |
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| CN1920282A (en) * | 2005-08-25 | 2007-02-28 | 株式会社电装 | Common rail fuel injection system designed to avoid error in determining common rail fuel pressure |
| CN101876280A (en) * | 2009-04-28 | 2010-11-03 | 通用汽车环球科技运作公司 | The control system of detecting sensor signal out of range and method |
| CN202055926U (en) * | 2011-02-01 | 2011-11-30 | 潍柴动力股份有限公司 | Rail pressure control device in high-pressure common-rail system |
| CN108708796A (en) * | 2017-12-29 | 2018-10-26 | 南岳电控（衡阳）工业技术股份有限公司 | A kind of Pressure Limiter of High-pressure Common Rail System control method |
| DE102017209893A1 (en) * | 2017-06-12 | 2018-12-13 | Robert Bosch Gmbh | Method for regulating the rail pressure in a common rail system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003328835A (en) * | 2002-05-14 | 2003-11-19 | Mitsubishi Electric Corp | Fuel pressure sensor device for internal combustion engine control system |
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- 2019-03-15 CN CN201910198175.0A patent/CN110067660B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1920282A (en) * | 2005-08-25 | 2007-02-28 | 株式会社电装 | Common rail fuel injection system designed to avoid error in determining common rail fuel pressure |
| CN101876280A (en) * | 2009-04-28 | 2010-11-03 | 通用汽车环球科技运作公司 | The control system of detecting sensor signal out of range and method |
| CN202055926U (en) * | 2011-02-01 | 2011-11-30 | 潍柴动力股份有限公司 | Rail pressure control device in high-pressure common-rail system |
| DE102017209893A1 (en) * | 2017-06-12 | 2018-12-13 | Robert Bosch Gmbh | Method for regulating the rail pressure in a common rail system |
| CN108708796A (en) * | 2017-12-29 | 2018-10-26 | 南岳电控（衡阳）工业技术股份有限公司 | A kind of Pressure Limiter of High-pressure Common Rail System control method |
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