CN113482823A - Method and device for diagnosing faults of fuel injection system and automobile with device - Google Patents
Method and device for diagnosing faults of fuel injection system and automobile with device Download PDFInfo
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- CN113482823A CN113482823A CN202110760739.2A CN202110760739A CN113482823A CN 113482823 A CN113482823 A CN 113482823A CN 202110760739 A CN202110760739 A CN 202110760739A CN 113482823 A CN113482823 A CN 113482823A
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- 239000000446 fuel Substances 0.000 title claims abstract description 122
- 238000002347 injection Methods 0.000 title claims abstract description 107
- 239000007924 injection Substances 0.000 title claims abstract description 107
- 238000000034 method Methods 0.000 title claims abstract description 40
- 230000003068 static effect Effects 0.000 claims description 18
- 239000002826 coolant Substances 0.000 claims description 11
- 238000006073 displacement reaction Methods 0.000 claims description 11
- 230000007257 malfunction Effects 0.000 claims 3
- 238000002485 combustion reaction Methods 0.000 abstract description 4
- 238000003745 diagnosis Methods 0.000 abstract description 4
- 239000003921 oil Substances 0.000 description 61
- 238000001514 detection method Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 238000013024 troubleshooting Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 206010017577 Gait disturbance Diseases 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 238000005336 cracking Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
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- 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
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
- F02M65/001—Measuring fuel delivery of a fuel injector
-
- 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
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
- F02M65/003—Measuring variation of fuel pressure in high pressure line
-
- 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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- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The application relates to a method and a device for diagnosing faults of a fuel injection system and an automobile with the device, relating to the technical field of internal combustion engines, wherein the method is applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector and comprises the following steps: determining whether the fuel injection system has a fault according to a first pressure and a second pressure which are sequentially collected by a rail pressure sensor at different moments; the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state. The method and the device can judge the comprehensive fault of the high-pressure common rail fuel injection system, so that the diagnosis result is more comprehensive and accurate, other parts in the high-pressure common rail fuel injection system are not required, and the adaptability is high.
Description
Technical Field
The application relates to the technical field of internal combustion engines, in particular to a method and a device for diagnosing faults of a fuel injection system and an automobile with the device.
Background
Along with the improvement of social environmental awareness and the code-adding upgrading of emission regulations, the precision and the requirement of an engine control system are gradually improved. As is well known, a high-pressure common rail fuel injection system is widely used in diesel engine control, can achieve high injection pressure, and independently controls fuel injection timing, injection pulse width, fuel injection quantity and the like so that diesel combustion can achieve ideal working conditions, and therefore a good injection effect is achieved.
In the high-pressure common rail fuel injection system, if the precise control of the injection quantity is to be realized, the rail pressure is also required to be controlled, and in the rail pressure control, a rail pressure sensor is an important ring of rail pressure closed-loop control, and the measurement accuracy of the rail pressure sensor influences the precision of the high-pressure common rail fuel injection system. Wherein, under the highly compressed operational environment of high temperature, the rail pressure sensor also can produce the phenomenon that the signal drifted after working for a long time, and then leads to the not accurate drawback of rail pressure control accuracy, directly influences emission quality.
Meanwhile, after the oil sprayer without static leakage works for a long time, the oil sprayer also has the defects of leakage increase or oil nozzle cracking and the like caused by abrasion of precision matching parts, and further has the phenomena of insufficient combustion, black smoke emission and the like; and the oil rail pressure release valve is easy to have faults such as leakage, clamping stagnation and the like under a long-time high-pressure and high-temperature environment, so that the energy waste of fuel oil is caused, the rail pressure fluctuation is generated, and the limping cannot be caused.
Therefore, it is desirable to fully diagnose faults in high pressure common rail fuel injection systems.
Disclosure of Invention
The embodiment of the application provides a method and a device for diagnosing faults of a fuel injection system and an automobile with the device, and aims to solve the problem that fault detection in a high-pressure common rail fuel injection system in the related technology is one-sided.
In a first aspect, a method for diagnosing a fault of a fuel injection system is provided, and the method is applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector and comprises the following steps:
determining whether the fuel injection system has a fault according to a first pressure and a second pressure which are sequentially collected by a rail pressure sensor at different moments;
the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state.
In some embodiments, the step of determining whether the fuel injection system has a fault according to the first pressure and the second pressure which are sequentially collected by the rail pressure sensor at different times comprises:
according to first pressure and second pressure which are sequentially collected by a rail pressure sensor at different moments, obtaining the pressure difference between the first pressure and the second pressure;
and judging whether the obtained pressure difference is smaller than a calibrated pressure difference threshold value, if so, determining that the fuel injection system has a fault, otherwise, determining that the fuel injection system is normal.
In some embodiments, the pressure differential threshold is calibrated based on engine parameters including power, bore diameter, and/or displacement of the engine.
In some embodiments, the engine is off after the first pressure is collected until the second pressure is collected.
In some embodiments, the method further comprises the steps of:
the rail pressure sensor collects the first pressure after the engine is stopped and before an automobile ECU is powered off;
and the rail pressure sensor is used for collecting the second pressure when the high-pressure oil rail is in a complete oil drainage state after the automobile ECU is electrified and before the engine is started.
In some embodiments, the criterion for determining that the high-pressure oil rail is in the oil drainage complete state includes:
the engine stop time exceeds a set time threshold and/or the engine coolant temperature drop difference is above a calibrated temperature threshold.
In some embodiments, the failure comprises at least:
leakage of the rail relief valve, leakage of the injector without static leakage and/or signal drift of the rail pressure sensor.
In some embodiments, when the fuel injection system has a fault, after the control system is anti-shake, the method further comprises the following steps:
if the obtained differential pressure is still judged to be smaller than the calibrated differential pressure threshold value, a warning is sent out;
and if the pressure difference obtained by judgment is higher than the calibrated pressure difference threshold value, determining that the fuel injection system is normal.
In a second aspect, a system for diagnosing a fault of a fuel injection system is provided, which is applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector, and comprises:
the controller is used for determining whether the fuel injection system has faults or not according to first pressure and second pressure which are sequentially collected by the rail pressure sensor at different moments;
the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state.
In a third aspect, a vehicle having a system for diagnosing a fuel injection system fault as described above is also provided.
The beneficial effect that technical scheme that this application provided brought includes: the method has wide application range and can comprehensively identify the comprehensive faults of the high-pressure common rail fuel injection system.
The embodiment of the application provides a method and a device for diagnosing faults of a fuel injection system and an automobile with the device, and the method and the device are particularly suitable for a high-pressure common rail fuel injection system with a non-static leakage fuel injector.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a block flow diagram of a method for diagnosing a fault in a fuel injection system according to an embodiment of the present disclosure;
fig. 2 is a detailed flowchart of step S3;
fig. 3 is a block diagram of a system for diagnosing a fault of a fuel injection system according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The flow diagrams depicted in the figures are merely illustrative and do not necessarily include all of the elements and operations/steps, nor do they necessarily have to be performed in the order depicted. For example, some operations/steps may be decomposed, combined or partially combined, so that the actual execution sequence may be changed according to the actual situation.
The embodiment of the application provides a method for diagnosing faults of a fuel injection system, which can be used for comprehensively judging the faults of the high-pressure common rail fuel injection system, so that the diagnosis result is more comprehensive and accurate, other parts in the high-pressure common rail fuel injection system are not required to be specially required, and the adaptability is high.
The method for diagnosing faults of the fuel injection system is applied to a high-pressure common rail fuel injection system provided with a static-leakage-free fuel injector, and typically comprises a fuel tank, a coarse filter, a fine filter, a low-pressure fuel delivery pump, a high-pressure fuel pump electromagnetic valve (comprising a high-pressure fuel pump oil inlet metering valve and a high-pressure fuel pump oil outlet metering valve), a rail pressure sensor, a common rail pipe, a fuel rail pressure release valve and a static-leakage-free fuel injector. It is noted that the high pressure common rail fuel injection system described above is conventional and will not be described in detail.
The oil sprayer without static leakage has obvious advantages in the aspects of improving the oil injection rate, improving the atomization effect, reducing the energy loss of a fuel injection system and the like, and is gradually widely used. The oil sprayer without static leakage optimizes and improves the structures of parts such as a piston, a needle valve and the like in the oil sprayer so as to reduce the leakage between the gaps of the precision matching parts and realize the non-static leakage of the oil sprayer.
The oil rail pressure relief valve is used for realizing the pressure relief of the rail pressure in the oil rail and achieving the purposes of physical protection and limp driving on the high-pressure common rail fuel injection system. At the present stage, the oil rail pressure release valve mainly comprises an electric control pressure release valve and a mechanical pressure release valve; the electronic control pressure relief valve is controlled by an automobile ECU, and the automobile ECU sends a control instruction to the electronic control pressure relief valve to open or close according to rail pressure control and working condition requirements; meanwhile, in order to prevent the automobile from being anchored at a high speed, the oil rail pressure release valve generally has a mechanical pressure maintaining function, that is, under the condition that the engine is stopped or the oil rail pressure release valve fails, the oil rail pressure release valve maintains the rail pressure in the common rail pipe at the level of 300-500bar, so that a driver can conveniently drive the vehicle which has failed to the oil rail pressure release valve to a service station for maintenance and inspection.
As shown in fig. 1, the present embodiment provides a method for diagnosing a fault of a fuel injection system, which is applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector, and comprises the following steps:
s3: determining whether the fuel injection system has a fault according to a first pressure and a second pressure which are sequentially collected by a rail pressure sensor at different moments;
the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state.
The method for diagnosing the fault of the fuel injection system is particularly suitable for being used in a high-pressure common rail fuel injection system provided with a static leakage-free fuel injector, the automobile ECU compares the first pressure acquired before the automobile ECU is powered off after the engine is stopped, and after the automobile ECU is powered on, before the engine is started, the second pressure acquired when the high-pressure fuel rail is in a complete oil drainage state is used for carrying out comprehensive fault judgment on the high-pressure common rail fuel injection system, so that the diagnosis result is more comprehensive and accurate, other parts in the high-pressure common rail fuel injection system are not required to be specially required, and the adaptability is high.
As shown in fig. 2, further, the specific step of determining whether the fuel injection system has a fault according to the first pressure and the second pressure sequentially collected by the rail pressure sensor at different times includes:
s301: according to first pressure and second pressure which are sequentially collected by a rail pressure sensor at different moments, obtaining the pressure difference between the first pressure and the second pressure;
s302: judging whether the obtained pressure difference is smaller than a calibrated pressure difference threshold value, if so, turning to S3013, otherwise, turning to S304;
s303: a failure of the fuel injection system;
s304: the fuel injection system is normal.
As shown in fig. 1, further, the method further comprises the following steps:
s1: the rail pressure sensor collects the first pressure after the engine is stopped and before an automobile ECU is powered off;
s2: and the rail pressure sensor is used for collecting the second pressure when the high-pressure oil rail is in a complete oil drainage state after the automobile ECU is electrified and before the engine is started.
In the embodiment of the application, after the rail pressure sensor collects a first pressure P1 and a second pressure P2, the automobile ECU obtains a pressure difference according to the collected first pressure P1 and second pressure P2, then compares the obtained pressure difference with a calibrated pressure difference threshold value delta P, if P1-P2 <. DELTA.P, it is determined that the fuel injection system is in a fault, and if P1-P2 ≧ delta.P, it is determined that the fuel injection system is normal. Meanwhile, in the embodiment of the application, the pressure acquired each time is in a stop and non-start state of the engine, and the pressure detected by the rail pressure sensor can be changed greatly and unbalanced after the engine is started, so that normal comparison processing cannot be performed.
Specifically, the pressure difference threshold is calibrated according to parameters of the engine, wherein the parameters comprise power, cylinder diameter and/or displacement of the engine.
In the embodiment of the application, different engines have different corresponding pressure difference thresholds, the pressure difference thresholds need to be comprehensively calibrated according to different parameters such as power, cylinder diameter and displacement of the engines, and taking a certain engine as an example, the power is 400KW, the displacement is 13L, the cylinder diameter × the stroke is 130 × 170mm, and the corresponding pressure difference threshold is approximately 300 bar.
Further, after the first pressure is collected, until the second pressure is collected, the engine is in a shutdown state. In this application embodiment, the engine is all in the shutdown state in the time of gathering between first pressure and the second pressure, if the engine detects pressure by rail pressure sensor after the start again, and the pressure value can take place obvious change at this in-process, can't accurately judge whether the comprehensive trouble of high pressure common rail fuel injection system takes place when leading to the later stage to carry out the comparison of second pressure and first pressure.
Specifically, the basis for judging that the high-pressure oil rail is in the oil drainage complete state comprises the following steps:
the engine stop time exceeds a set time threshold and/or the engine coolant temperature drop difference is above a calibrated temperature threshold.
In this embodiment, the criterion for determining that the high-pressure oil rail is in the oil drainage complete state may only include one of "the stop time of the engine exceeds the set time threshold value" and "the difference in decrease in the coolant temperature of the engine is equal to or greater than the calibrated temperature threshold value".
For example, the time threshold is generally more than four hours, and the pressure of the rail pressure release valve can be basically fully released when the general time threshold is set to be eight hours; the temperature threshold is related to the altitude, so the temperature threshold needs to be calibrated according to the environment of the engine, and the general temperature threshold is approximately 60 ℃, namely the safety value of the temperature difference of the engine coolant from the last power-off to the power-on of the automobile ECU is 60 ℃.
Specifically, the failure includes at least:
leakage of the rail relief valve, leakage of the injector without static leakage and/or signal drift of the rail pressure sensor.
In the embodiment of the application, the comprehensive faults mainly comprise leakage of the oil rail pressure release valve, leakage of an oil injector without static leakage and signal drift of a rail pressure sensor, and after the existence of the faults is determined, specific fault troubleshooting is performed directionally and purposefully by inspectors in a limited number of faults.
Preferably, in order to ensure the accuracy of the fault result, when the fuel injection system has a fault, after the control system is anti-shaking, the method further comprises the following steps:
if the obtained differential pressure is still judged to be smaller than the calibrated differential pressure threshold value, a warning is sent out;
and if the pressure difference obtained by judgment is higher than the calibrated pressure difference threshold value, determining that the fuel injection system is normal.
In the embodiment, in order to prevent the occurrence of the misjudgment condition, when the pressure difference between the first pressure and the second pressure is compared with the pressure difference threshold value, the anti-shake operation of the control system is also added, so that the mathematical relationship between the pressure difference obtained by final comparison and the calibrated pressure difference threshold value is more accurate, the condition that the static leakage amount of the oil rail pressure release valve is increased due to shaking of the vehicle body can be eliminated by detection and judgment in the steady state of the vehicle, and the misjudgment of faults is avoided. By way of explanation, the control system is referred to as a vehicle ECU or an engine ECU, selected as appropriate.
As shown in fig. 3, an embodiment of the present application further provides a system for diagnosing a fault of a fuel injection system, which is applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector, and includes:
the controller is used for determining whether the fuel injection system has faults or not according to first pressure and second pressure which are sequentially collected by the rail pressure sensor at different moments;
the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state.
The system for diagnosing the fault of the fuel injection system is particularly suitable for being used in a high-pressure common rail fuel injection system provided with a non-static leakage fuel injector, the controller is an automobile ECU (electronic control unit), the automobile ECU compares a first pressure acquired before the automobile ECU is powered off after an engine is stopped, and a second pressure acquired before the high-pressure fuel rail is in a complete oil drainage state before the engine is started to comprehensively judge the fault of the high-pressure common rail fuel injection system after the automobile ECU is powered on, so that the diagnosis result is more comprehensive and accurate, other parts in the high-pressure common rail fuel injection system are not required to be specially required, and the adaptability is high.
As shown in fig. 2, further, the specific step of determining whether the fuel injection system has a fault according to the first pressure and the second pressure sequentially collected by the rail pressure sensor at different times includes:
according to first pressure and second pressure which are sequentially collected by a rail pressure sensor at different moments, obtaining the pressure difference between the first pressure and the second pressure;
and judging whether the obtained pressure difference is smaller than a calibrated pressure difference threshold value, if so, determining that the fuel injection system has a fault, otherwise, determining that the fuel injection system is normal.
Further, the rail pressure sensor is used for collecting the first pressure after the engine is stopped and before the automobile ECU is powered off, and collecting the second pressure after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a full oil drainage state.
In the embodiment of the application, after the rail pressure sensor collects a first pressure P1 and a second pressure P2, the automobile ECU obtains a pressure difference according to the collected first pressure P1 and second pressure P2, then compares the obtained pressure difference with a calibrated pressure difference threshold value delta P, if P1-P2 <. DELTA.P, it is determined that the fuel injection system is in a fault, and if P1-P2 ≧ delta.P, it is determined that the fuel injection system is normal. Meanwhile, in the embodiment of the application, the pressure acquired each time is in a stop and non-start state of the engine, and the pressure detected by the rail pressure sensor can be changed greatly and unbalanced after the engine is started, so that normal comparison processing cannot be performed.
Specifically, the pressure difference threshold is calibrated according to parameters of the engine, wherein the parameters comprise power, cylinder diameter and/or displacement of the engine.
In the embodiment of the application, different engines have different corresponding pressure difference thresholds, the pressure difference thresholds need to be comprehensively calibrated according to different parameters such as power, cylinder diameter and displacement of the engines, and taking a certain engine as an example, the power is 400KW, the displacement is 13L, the cylinder diameter × the stroke is 130 × 170mm, and the corresponding pressure difference threshold is approximately 300 bar.
Further, the engine is at a shutdown state after the first pressure is collected until the second pressure is collected. In this application embodiment, the engine is all in the shutdown state in the time of gathering between first pressure and the second pressure, if the engine detects pressure by rail pressure sensor after the start again, and the pressure value can take place obvious change at this in-process, can't accurately judge whether the comprehensive trouble of high pressure common rail fuel injection system takes place when leading to the later stage to carry out the comparison of second pressure and first pressure.
Specifically, the basis for judging that the high-pressure oil rail is in the oil drainage complete state comprises the following steps:
the engine stop time exceeds a set time threshold and/or the engine coolant temperature drop difference is above a calibrated temperature threshold.
In this embodiment, the criterion for determining that the high-pressure oil rail is in the oil drainage complete state may only include one of "the stop time of the engine exceeds the set time threshold value" and "the difference in decrease in the coolant temperature of the engine is equal to or greater than the calibrated temperature threshold value".
For example, the time threshold is generally more than four hours, and the pressure of the rail pressure release valve can be basically fully released when the general time threshold is set to be eight hours; the temperature threshold is related to the altitude, so the calibration is needed according to the environment of the engine, and the temperature threshold is generally 60 ℃, namely the safety value of the temperature difference of the engine coolant is 60 ℃.
Specifically, the failure includes at least:
leakage of the rail relief valve, leakage of the injector without static leakage and/or signal drift of the rail pressure sensor.
In the embodiment of the application, the comprehensive faults mainly comprise leakage of the oil rail pressure release valve, leakage of an oil injector without static leakage and signal drift of a rail pressure sensor, and after the existence of the faults is determined, specific fault troubleshooting is performed directionally and purposefully by inspectors in a limited number of faults.
Preferably, in order to ensure the accuracy of the fault result, when the fuel injection system has a fault, after the control system is anti-shaking, the method further comprises the following steps:
if the obtained differential pressure is still judged to be smaller than the calibrated differential pressure threshold value, a warning is sent out;
and if the pressure difference obtained by judgment is higher than the calibrated pressure difference threshold value, determining that the fuel injection system is normal.
In the embodiment, in order to prevent the occurrence of the misjudgment condition, when the pressure difference between the first pressure and the second pressure is compared with the pressure difference threshold value, the anti-shake operation of the control system is also added, so that the mathematical relationship between the pressure difference obtained by final comparison and the calibrated pressure difference threshold value is more accurate, the condition that the static leakage amount of the oil rail pressure release valve is increased due to shaking of the vehicle body can be eliminated by detection and judgment in the steady state of the vehicle, and the misjudgment of faults is avoided. By way of explanation, the control system is referred to as a vehicle ECU or an engine ECU, selected as appropriate.
In a third aspect, a vehicle having a system for diagnosing a fuel injection system fault as described above is also provided. Wherein, the system for diagnosing the fault of the fuel injection system is applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector, and comprises:
the controller is used for determining whether the fuel injection system has faults or not according to first pressure and second pressure which are sequentially collected by the rail pressure sensor at different moments;
the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state.
Further, the specific step of determining whether the fuel injection system has a fault according to the first pressure and the second pressure which are sequentially collected by the rail pressure sensor at different times includes:
according to first pressure and second pressure which are sequentially collected by a rail pressure sensor at different moments, obtaining the pressure difference between the first pressure and the second pressure;
and judging whether the obtained pressure difference is smaller than a calibrated pressure difference threshold value, if so, determining that the fuel injection system has a fault, otherwise, determining that the fuel injection system is normal.
Further, the rail pressure sensor is used for collecting the first pressure after the engine is stopped and before the automobile ECU is powered off, and collecting the second pressure after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a full oil drainage state.
In the embodiment of the application, after the rail pressure sensor collects a first pressure P1 and a second pressure P2, the automobile ECU obtains a pressure difference according to the collected first pressure P1 and second pressure P2, then compares the obtained pressure difference with a calibrated pressure difference threshold value delta P, if P1-P2 <. DELTA.P, it is determined that the fuel injection system is in a fault, and if P1-P2 ≧ delta.P, it is determined that the fuel injection system is normal. Meanwhile, in the embodiment of the application, the pressure acquired each time is in a stop and non-start state of the engine, and the pressure detected by the rail pressure sensor can be changed greatly and unbalanced after the engine is started, so that normal comparison processing cannot be performed.
Specifically, the pressure difference threshold is calibrated according to parameters of the engine, wherein the parameters comprise power, cylinder diameter and/or displacement of the engine.
In the embodiment of the application, different engines have different corresponding pressure difference thresholds, the pressure difference thresholds need to be comprehensively calibrated according to different parameters such as power, cylinder diameter and displacement of the engines, and taking a certain engine as an example, the power is 400KW, the displacement is 13L, the cylinder diameter × the stroke is 130 × 170mm, and the corresponding pressure difference threshold is approximately 300 bar.
Further, the engine is at a shutdown state after the first pressure is collected until the second pressure is collected. In this application embodiment, the engine is all in the shutdown state in the time of gathering between first pressure and the second pressure, if the engine detects pressure by rail pressure sensor after the start again, and the pressure value can take place obvious change at this in-process, can't accurately judge whether the comprehensive trouble of high pressure common rail fuel injection system takes place when leading to the later stage to carry out the comparison of second pressure and first pressure.
Specifically, the basis for judging that the high-pressure oil rail is in the oil drainage complete state comprises the following steps:
the engine stop time exceeds a set time threshold and/or the engine coolant temperature drop difference is above a calibrated temperature threshold.
In this embodiment, the criterion for determining that the high-pressure oil rail is in the oil drainage complete state may only include one of "the stop time of the engine exceeds the set time threshold value" and "the difference in decrease in the coolant temperature of the engine is equal to or greater than the calibrated temperature threshold value".
For example, the time threshold is generally more than four hours, and the pressure of the rail pressure release valve can be basically fully released when the general time threshold is set to be eight hours; the temperature threshold is related to the altitude, so the calibration is needed according to the environment of the engine, and the temperature threshold is generally 60 ℃, namely the safety value of the temperature difference of the engine coolant is 60 ℃.
Specifically, the failure includes at least:
leakage of the rail relief valve, leakage of the injector without static leakage and/or signal drift of the rail pressure sensor.
In the embodiment of the application, the comprehensive faults mainly comprise leakage of the oil rail pressure release valve, leakage of an oil injector without static leakage and signal drift of a rail pressure sensor, and after the existence of the faults is determined, specific fault troubleshooting is performed directionally and purposefully by inspectors in a limited number of faults.
Preferably, in order to ensure the accuracy of the fault result, when the fuel injection system has a fault, after the control system is anti-shaking, the method further comprises the following steps:
if the obtained differential pressure is still judged to be smaller than the calibrated differential pressure threshold value, a warning is sent out;
and if the pressure difference obtained by judgment is higher than the calibrated pressure difference threshold value, determining that the fuel injection system is normal.
In this embodiment, in order to prevent the occurrence of misjudgment, when comparing the differential pressure between the first pressure and the second pressure with the differential pressure threshold, an automobile anti-shake operation is further added, so that the mathematical relationship between the differential pressure obtained by the final comparison and the calibrated differential pressure threshold is more accurate, and the condition that the static leakage amount of the oil rail pressure release valve is increased due to the shake of the automobile body can be eliminated by detection and judgment under the stable state of the automobile, thereby avoiding the occurrence of misjudgment due to failure. By way of explanation, the control system is referred to as a vehicle ECU or an engine ECU, selected as appropriate.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A method for diagnosing faults of a fuel injection system is applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector, and is characterized by comprising the following steps of:
determining whether the fuel injection system has a fault according to a first pressure and a second pressure which are sequentially collected by a rail pressure sensor at different moments;
the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state.
2. The method of diagnosing a fuel injection system fault as set forth in claim 1, wherein the step of determining whether the fuel injection system is faulty based on the first pressure and the second pressure sequentially collected by the rail pressure sensor at different times includes:
according to first pressure and second pressure which are sequentially collected by a rail pressure sensor at different moments, obtaining the pressure difference between the first pressure and the second pressure;
and judging whether the obtained pressure difference is smaller than a calibrated pressure difference threshold value, if so, determining that the fuel injection system has a fault, otherwise, determining that the fuel injection system is normal.
3. A method of diagnosing a fault in a fuel injection system as claimed in claim 2, wherein the threshold pressure difference is calibrated in accordance with engine parameters including power, bore and/or displacement of the engine.
4. The method of diagnosing a fuel injection system fault of claim 1 wherein the engine is off after the first pressure is collected and until the second pressure is collected.
5. The method of diagnosing a fuel injection system fault of claim 4, further comprising the steps of:
the rail pressure sensor collects the first pressure after the engine is stopped and before an automobile ECU is powered off;
and the rail pressure sensor is used for collecting the second pressure when the high-pressure oil rail is in a complete oil drainage state after the automobile ECU is electrified and before the engine is started.
6. The method of diagnosing a fuel injection system fault as set forth in claim 5 wherein the act of determining that the high pressure rail is in a drain-complete condition comprises:
the engine stop time exceeds a set time threshold and/or the engine coolant temperature drop difference is above a calibrated temperature threshold.
7. The method of diagnosing a fuel injection system fault as set forth in claim 1, wherein the fault includes at least:
leakage of the rail relief valve, leakage of the injector without static leakage and/or signal drift of the rail pressure sensor.
8. The method of diagnosing a malfunction of a fuel injection system according to claim 1, wherein when there is a malfunction of the fuel injection system, after a control system is anti-trembled, further comprising the steps of:
if the obtained differential pressure is still judged to be smaller than the calibrated differential pressure threshold value, a warning is sent out;
and if the pressure difference obtained by judgment is higher than the calibrated pressure difference threshold value, determining that the fuel injection system is normal.
9. A system for diagnosing faults of a fuel injection system, applied to a high-pressure common rail fuel injection system provided with a non-static-leakage fuel injector, is characterized by comprising:
the controller is used for determining whether the fuel injection system has faults or not according to first pressure and second pressure which are sequentially collected by the rail pressure sensor at different moments;
the first pressure is acquired after the engine is stopped and before the ECU of the automobile is powered off; and the second pressure is acquired after the automobile ECU is powered on and before the engine is started and the high-pressure oil rail is in a complete oil drainage state.
10. A vehicle having a system for diagnosing a malfunction of a fuel injection system according to claim 9.
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| CN202110760739.2A CN113482823B (en) | 2021-07-02 | 2021-07-02 | Method and device for diagnosing fault of fuel injection system and automobile with device |
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Cited By (1)
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| CN113482823B (en) | 2023-03-03 |
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