CN114592984B - Rail pressure sensor verification method, device and equipment - Google Patents
Rail pressure sensor verification method, device and equipment Download PDFInfo
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- CN114592984B CN114592984B CN202210247091.3A CN202210247091A CN114592984B CN 114592984 B CN114592984 B CN 114592984B CN 202210247091 A CN202210247091 A CN 202210247091A CN 114592984 B CN114592984 B CN 114592984B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
- F02D2041/223—Diagnosis of fuel pressure sensors
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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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Abstract
A rail pressure sensor verification method, device and equipment, firstly obtain the maximum oil supply of the flow metering unit before the engine is synchronized; obtaining a first standard rail pressure rise caused by oil supply each time based on the maximum oil supply calculation; the total second standard rail pressure rise in the process before the engine is synchronized is calculated based on the obtained first standard rail pressure rise; calculating to obtain a first actual rail pressure variation and a second actual rail pressure variation through actual rail pressure values acquired in real time by a rail pressure sensor; based on the comparison result of the first standard rail pressure rise and the first actual rail pressure change amount and the comparison result of the second standard rail pressure rise and the second actual rail pressure change amount, a corresponding fault signal is generated. According to the scheme, the responsiveness and the accuracy of the rail pressure sensor are verified through the characteristic that rail pressure changes are caused according to oil quantity changes in the starting stage of the engine, so that the rail pressure sensor is verified.
Description
Technical Field
The application relates to the technical field of equipment detection, in particular to a rail pressure sensor verification method, a device and equipment for verifying a rail pressure sensor in a starting state.
Background
When the engine runs, the rail pressure sensor needs to be checked, the performance of the rail pressure sensor is detected, and the normal operation of the rail pressure control part of the engine is ensured, so that the normal oil spraying function is ensured.
How to verify the rail pressure sensor to ensure the normal operation of the engine is one of the technical problems to be solved urgently by those skilled in the art.
Disclosure of Invention
In view of the above, the embodiments of the present application provide a method, an apparatus, and a device for checking a rail pressure sensor, so as to implement checking of the rail pressure sensor.
In order to achieve the above object, the embodiment of the present application provides the following technical solutions:
a rail pressure sensor verification method, comprising:
acquiring the maximum oil supply amount of a flow metering unit before the synchronization of an engine;
the rail pressure rising amount caused by each oil supply is calculated based on the maximum oil supply amount and is recorded as a first standard rail pressure rising amount;
calculating the total rail pressure change amount before the synchronization of the engine based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount;
acquiring actual rail pressure values acquired in an oil supply interval of each oil supply pump before the synchronization of an engine in real time through a rail pressure sensor;
calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation;
and generating a corresponding fault signal based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change and a comparison result of the second standard rail pressure rise and the second actual rail pressure change.
Optionally, in the above rail pressure sensor verification method, generating a corresponding fault analysis result based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change amount and a comparison result of the second standard rail pressure rise and the second actual rail pressure change amount includes:
judging whether a first difference value between the first standard rail pressure rise and the first actual rail pressure change is within a first preset range or not;
judging whether a second difference value between the second standard rail pressure rise and the second actual rail pressure change is within a second preset range or not;
when the first difference value exceeds the first preset range and the second difference value exceeds the second preset range, generating a first fault signal;
and when the first difference value is in the first preset range and the second difference value exceeds the second preset range, generating a second fault signal.
Optionally, in the above rail pressure sensor verification method, the method further includes: the oil supply interval of the oil supply pump before the engine synchronization is calculated based on the engine speed and the number of oil supply per cycle.
Optionally, in the above rail pressure sensor verification method, the method further includes:
based on the oil injection quantity of the oil injector, calculating the rail pressure drop quantity at each oil injection moment after the synchronization of the engine, and recording the rail pressure drop quantity as a standard rail pressure drop quantity;
after the engine is synchronized, the rail pressure drop amount of the fuel injector before and after each fuel injection detected by the rail pressure sensor is obtained and recorded as the actual rail pressure drop amount;
and judging whether the difference between the standard rail pressure drop and the actual rail pressure drop exceeds a third preset range, and if so, generating a third fault signal.
Optionally, in the above rail pressure sensor verification method, the method further includes:
based on the generated fault signals before and after the engine is synchronized, a fault analysis result is output.
Optionally, in the above rail pressure sensor verification method, outputting a fault analysis result based on a fault signal generated before and after synchronization of the engine includes:
outputting a first analysis result used for representing the verification passing of the rail pressure sensor when no fault signal is generated before the engine is synchronous and after the engine is synchronous;
when the engine is synchronous and no fault signal is generated, outputting a second analysis result which is used for representing that the rail pressure sensor passes verification and the flow metering unit fails;
when a first fault signal is generated before the engine is synchronous and a third fault signal is generated after the engine is synchronous, outputting a third analysis result for representing that the rail pressure sensor collects out-of-tolerance;
and when the second fault signal is generated before the engine is synchronous and the third fault signal is generated after the engine is synchronous, outputting a fourth analysis result for representing the response fault of the rail pressure sensor.
A rail pressure sensor verification apparatus comprising:
the first calculation unit is used for acquiring the maximum oil supply amount of the flow metering unit before the synchronization of the engine; the rail pressure rising amount caused by each oil supply is calculated based on the maximum oil supply amount and is recorded as a first standard rail pressure rising amount; calculating the total rail pressure change amount before the synchronization of the engine based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount;
the sensor data processing unit is used for acquiring the actual rail pressure value acquired in the oil supply interval of each oil supply pump before the synchronization of the engine in real time through the rail pressure sensor; calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation;
and the first fault analysis unit is used for generating a corresponding fault signal based on the comparison result of the first standard rail pressure rise and the first actual rail pressure change and the comparison result of the second standard rail pressure rise and the second actual rail pressure change.
Optionally, in the above rail pressure sensor verification device, the first fault analysis unit is specifically configured to:
judging whether a first difference value between the first standard rail pressure rise and the first actual rail pressure change is within a first preset range or not;
judging whether a second difference value between the second standard rail pressure rise and the second actual rail pressure change is within a second preset range or not;
when the first difference value exceeds the first preset range and the second difference value exceeds the second preset range, generating a first fault signal;
and when the first difference value is in the first preset range and the second difference value exceeds the second preset range, generating a second fault signal.
Optionally, in the above rail pressure sensor calibration device, the method further includes:
the second calculation unit is used for calculating the rail pressure drop at each injection moment after the synchronization of the engine based on the injection quantity of the injector, and recording the rail pressure drop as a standard rail pressure drop;
the sensor data processing unit is also used for acquiring rail pressure drop before and after each oil injection of the oil injector detected by the rail pressure sensor after the engine is synchronized, and recording the rail pressure drop as actual rail pressure drop;
and the second fault analysis unit is used for judging whether the difference value between the standard rail pressure drop and the actual rail pressure drop exceeds a third preset range or not, and generating a third fault signal if the difference value exceeds the third preset range.
Optionally, in the above rail pressure sensor calibration device, the method further includes:
and the fault output unit is used for outputting a fault analysis result based on the generated fault signals before and after the engine is synchronized.
A rail pressure sensor verification device comprises a memory and a processor;
the memory is used for storing programs;
the processor is configured to execute the program to implement each step of the rail pressure sensor verification method described in any one of the above.
Based on the technical scheme, when the rail pressure sensor is verified, the maximum oil supply amount of the flow metering unit before the engine is synchronized is firstly obtained; the rail pressure rising amount caused by each oil supply is calculated based on the maximum oil supply amount and is recorded as a first standard rail pressure rising amount; calculating the total rail pressure change amount before the synchronization of the engine based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount; acquiring actual rail pressure values acquired in an oil supply interval of each oil supply pump before the synchronization of an engine in real time through a rail pressure sensor; calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation; and finally, generating a corresponding fault signal based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change and a comparison result of the second standard rail pressure rise and the second actual rail pressure change. According to the scheme, the responsiveness and the accuracy of the rail pressure sensor are verified through the characteristic that rail pressure changes are caused according to oil quantity changes in the starting stage of the engine, so that the rail pressure sensor is verified.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a rail pressure sensor verification method disclosed in an embodiment of the application;
FIG. 2 is a flow chart of a rail pressure sensor verification method according to another embodiment of the present application;
FIG. 3 is a schematic structural view of a rail pressure sensor verification device according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of a rail pressure sensor verification device according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The embodiment of the application discloses a rail pressure sensor verification scheme, which is used for verifying the responsiveness and the accuracy of a rail pressure sensor according to the characteristic of rail pressure change caused by oil quantity change in an engine starting stage, so as to ensure that the sensor works normally.
Specifically, referring to fig. 1, the application discloses a rail pressure sensor verification method, which comprises the following steps: steps S101-S106.
Step S101: and obtaining the maximum oil supply quantity of the flow metering unit before the synchronization of the engine.
When the engine is started up to have a rotational speed, the amount of fuel in the rail is Q0, and the corresponding rail pressure is P0. When the flow metering unit is started, the flow metering unit is fully opened, namely, the maximum oil supply amount is supplied to the common rail pipe, and when the flow metering unit is determined, the maximum oil supply amount is determined accordingly, and is set as Q1.
When the engine is started up to have a rotational speed, the amount of fuel in the rail is Q0, and the corresponding rail pressure is P0. When the engine is started, the flow metering unit is fully opened, namely, the maximum oil supply amount is supplied to the common rail pipe, when the flow metering unit determines that the maximum oil supply amount is determined, Q1 is set, the flow metering unit is used for controlling the oil amount in the common rail pipe and is a control valve, in an engine starting state, the flow metering unit is in a fully opened state, and after the engine is successfully started, the flow metering unit enters closed-loop control, so that the maximum oil supply amount can be used for subsequent calculation in the whole engine starting state.
Step S102: and (3) calculating the rail pressure rising amount caused by each oil supply based on the maximum oil supply amount, and recording the rail pressure rising amount as a first standard rail pressure rising amount.
In this case, assuming that the engine speed is set to n, the engine speed may be obtained by the engine controller. In the starting process of the engine, the oil supply pump does not always supply oil, the oil supply pump rotates along with the engine, but the oil supply frequency per cycle is set to be N, namely, the oil supply interval is 60/(n×N), the oil quantity of each oil supply is the maximum oil supply quantity of the flow metering unit, for example, the value of N can be 3, namely, the oil supply pump supplies oil for about 3 times per revolution, and the oil quantity of each oil supply is the maximum oil supply quantity in the starting state. The liquid pressure in the common rail pipe is p=pgh. g. h is a fixed value, and the density rho of the liquid is proportional to the oil quantity under the condition of a certain volume. Therefore, the rail pressure rise Δp=kq1 caused by each oil supply, where k is a preset constant, can be obtained by data acquisition.
I.e. during normal engine start-up, the injector supplies oil once every 60/(N x N) times, i.e. every 60/(N x N) times, the rail pressure rises by Δp. The rail pressure rising time interval also changes from time to time due to the fact that the engine speed changes from time to time in the starting process, and the rail pressure rising time interval is shorter and shorter.
Step S103: and calculating the total rail pressure change amount in the process before the engine is synchronized based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount.
After the rail pressure rising amount delta P caused by each oil injection before the engine is synchronized is determined, the total rail pressure change amount in the process before the engine is synchronized can be obtained by counting the sum of the rail pressure rising amounts delta P.
Step S104: the actual rail pressure value acquired in each oil supply pump oil supply interval before the engine is synchronized is acquired in real time through a rail pressure sensor.
In the step, before the engine is synchronized, the rail pressure value is acquired in real time through a rail pressure sensor to be detected, and the rail pressure value acquired through the sensor is recorded as an actual rail pressure value.
Step S105: and calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation.
After the actual rail pressure value before the engine synchronization is obtained, the actual rail pressure value is processed by adopting the oil supply interval of the oil supply pump before the engine synchronization, which is calculated based on the engine speed and the oil supply times per cycle, so as to obtain the rail pressure variation in each oil supply pump oil supply interval, then the rail pressure variation in each oil supply pump oil supply interval is processed by means of average value, so as to obtain the rail pressure variation in each oil supply pump oil supply interval, which is recorded as a first rail pressure variation, and then the calculation is performed based on the actual rail pressure value, so as to obtain the total rail pressure variation before the engine synchronization, and the rail pressure variation is recorded as a second actual rail pressure variation.
In this scheme, the actual rail pressure value is a rail pressure change curve with a time axis, and based on the calculated oil supply intervals of the oil pumps before the synchronization of the engine, the rail pressure change curve can be divided into a plurality of line segments, and the rail pressure rise of each line segment is the rail pressure change in the time segment.
Step S106: and generating a corresponding fault signal based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change and a comparison result of the second standard rail pressure rise and the second actual rail pressure change.
In this step, after a first standard rail pressure rise, the first actual rail pressure change, the second standard rail pressure rise, and the second actual rail pressure change before engine synchronization are obtained, the first standard rail pressure rise and the first actual rail pressure change are compared, the second standard rail pressure rise and the second actual rail pressure change are compared, a corresponding fault signal is generated based on the comparison result, and whether the rail pressure sensor is reliable or not can be preliminarily determined based on the fault signal.
Further, referring to table 1, in the foregoing solution, generating a corresponding failure analysis result based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change amount and a comparison result of the second standard rail pressure rise and the second actual rail pressure change amount may specifically include:
in the scheme, whether a first difference value between the first standard rail pressure rise and the first actual rail pressure change is within a first preset range is judged; judging whether a second difference value between the second standard rail pressure rise and the second actual rail pressure change is within a second preset range or not;
recording fault information D1 when a first difference between the first standard rail pressure rise and the first actual rail pressure change exceeds a first preset range, recording fault information D2 when a second difference between the second standard rail pressure rise and the second actual rail pressure change exceeds a second preset range,
when the D1 fault and the D2 fault occur, a first fault signal D3 is generated, that is, when the first difference value is out of the first preset range and the second difference value is out of the second preset range, the first fault signal D3 is generated.
When a D2 fault occurs and a D1 fault does not occur, a second fault signal D4 is generated, that is, when the first difference value is within the first preset range and the second difference value exceeds the second preset range, the second fault signal D4 is generated.
When neither the D1 fault nor the D2 fault occurs, it is indicated that the rail pressure sensor is normal.
TABLE 1
In the technical solution disclosed in another embodiment of the present application, in order to further perform fault analysis on the rail pressure sensor, in the above solution, analysis may also be performed on a rail pressure change condition after engine synchronization, specifically, referring to fig. 2, the above method may further include:
step S201: and calculating the rail pressure drop at each injection time after the synchronization of the engine based on the injection quantity of the fuel injector, and recording the rail pressure drop as the standard rail pressure drop.
In this step, when the engine is synchronized, the injector starts to operate, and the number of cylinders of the engine is set to N2, and at this time, the injection interval of the injector is set to 60/(n×n2/2), where N is the engine rotation speed according to the above principle, and it can be determined based on the formula that each injection of the injector will cause a drop Δp2 in rail pressure at each injection of the injector, and this Δp2 is referred to as the standard rail pressure drop.
Step S202: after the engine is synchronized, the rail pressure drop before and after each oil injection of the oil injector detected by the rail pressure sensor is acquired and is recorded as the actual rail pressure drop.
And after the engines are synchronized, acquiring a rail pressure value acquired by a rail pressure sensor, recording the rail pressure value as an actual rail pressure value, processing the actual rail pressure value based on the oil injection intervals to obtain the descending amount of each oil injection interval, carrying out average processing on each calculated rail pressure descending amount, and taking an average processing result of each rail pressure descending amount as an actual rail pressure descending amount.
Step S203: and judging whether the difference between the standard rail pressure drop and the actual rail pressure drop exceeds a third preset range, and if so, generating a third fault signal.
And comparing the actual rail pressure drop with the standard rail pressure drop, judging whether the difference value of the actual rail pressure drop and the standard rail pressure drop is within a third preset range, and if the difference value exceeds the third preset range, indicating that the rail pressure sensor possibly has a fault, and generating a third fault signal D5.
Furthermore, in order to reliably verify the rail pressure sensor, in the technical scheme disclosed in the embodiment of the application, analysis conditions before and after engine synchronization can be comprehensively considered, and a fault analysis result corresponding to the analysis conditions can be output. That is, the method may further include outputting a failure analysis result based on the failure signal generated before and after the engine synchronization.
Specifically, based on the generated fault signals before and after the engine synchronization, the fault analysis result is output, including:
outputting a first analysis result used for representing the verification passing of the rail pressure sensor when no fault signal is generated before the engine is synchronous and after the engine is synchronous;
when the engine is synchronous and no fault signal is generated, outputting a second analysis result which is used for representing that the rail pressure sensor passes verification and the flow metering unit fails;
when a first fault signal is generated before the engine is synchronous and a third fault signal is generated after the engine is synchronous, outputting a third analysis result for representing that the rail pressure sensor collects out-of-tolerance;
and when the second fault signal is generated before the engine is synchronous and the third fault signal is generated after the engine is synchronous, outputting a fourth analysis result for representing the response fault of the rail pressure sensor.
When the engine is started successfully, the rail pressure enters a closed-loop control state, the flow metering unit enters a closed-loop state, the maximum oil supply amount is not used for supplying oil, and the verification of the rail pressure sensor is stopped.
According to the scheme, the responsiveness and the accuracy of the rail pressure sensor are verified according to the characteristic that the rail pressure is changed due to the change of the oil quantity in the starting stage of the engine, so that the verification of the rail pressure sensor is realized.
In this embodiment, a rail pressure sensor calibration device is disclosed, and specific working contents of each unit in the device are referred to the contents of the above method embodiment.
The rail pressure sensor calibration device provided by the embodiment of the application is described below, and the rail pressure sensor calibration device described below and the rail pressure sensor calibration method described above can be referred to correspondingly.
Referring to fig. 3, a rail pressure sensor calibration device disclosed in an embodiment of the present application may include:
the first calculating unit A corresponds to the steps S101-S103 in the method and is used for acquiring the maximum oil supply amount of the flow metering unit before the synchronization of the engine; the rail pressure rising amount caused by each oil supply is calculated based on the maximum oil supply amount and is recorded as a first standard rail pressure rising amount; calculating the total rail pressure change amount before the synchronization of the engine based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount;
the sensor data processing unit B corresponds to the steps S104-S105 in the method and is used for acquiring the actual rail pressure value acquired in each oil supply pump oil supply interval before the engine is synchronized in real time through the rail pressure sensor; calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation;
a first fault analysis unit C, corresponding to step S106 in the above method, configured to generate a corresponding fault signal based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change amount and a comparison result of the second standard rail pressure rise and the second actual rail pressure change amount.
Corresponding to the above method, the first fault analysis unit is specifically configured to:
judging whether a first difference value between the first standard rail pressure rise and the first actual rail pressure change is within a first preset range or not;
judging whether a second difference value between the second standard rail pressure rise and the second actual rail pressure change is within a second preset range or not;
when the first difference value exceeds the first preset range and the second difference value exceeds the second preset range, generating a first fault signal;
and when the first difference value is in the first preset range and the second difference value exceeds the second preset range, generating a second fault signal.
Corresponding to the above method, the above device further comprises:
the second calculation unit is used for calculating the rail pressure drop at each injection moment after the synchronization of the engine based on the injection quantity of the injector, and recording the rail pressure drop as a standard rail pressure drop;
the sensor data processing unit is also used for acquiring rail pressure drop before and after each oil injection of the oil injector detected by the rail pressure sensor after the engine is synchronized, and recording the rail pressure drop as actual rail pressure drop;
and the second fault analysis unit is used for judging whether the difference value between the standard rail pressure drop and the actual rail pressure drop exceeds a third preset range or not, and generating a third fault signal if the difference value exceeds the third preset range.
Corresponding to the above method, the above device further comprises:
and the fault output unit is used for outputting a fault analysis result based on the generated fault signals before and after the engine is synchronized.
Fig. 4 is a hardware structure diagram of a rail pressure sensor verification device according to an embodiment of the present application, as shown in fig. 4, may include: at least one processor 100, at least one communication interface 200, at least one memory 300, and at least one communication bus 400;
in the embodiment of the present application, the number of the processor 100, the communication interface 200, the memory 300 and the communication bus 400 is at least one, and the processor 100, the communication interface 200 and the memory 300 complete the communication with each other through the communication bus 400; it will be apparent that the communication connection schematic shown in the processor 100, the communication interface 200, the memory 300 and the communication bus 400 shown in fig. 4 is only optional;
alternatively, the communication interface 200 may be an interface of a communication module, such as an interface of a GSM module;
the processor 100 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present application.
Memory 300 may comprise high-speed RAM memory or may further comprise non-volatile memory (non-volatile memory), such as at least one disk memory.
The processor 100 is specifically configured to:
acquiring the maximum oil supply amount of a flow metering unit before the synchronization of an engine;
the rail pressure rising amount caused by each oil supply is calculated based on the maximum oil supply amount and is recorded as a first standard rail pressure rising amount;
calculating the total rail pressure change amount before the synchronization of the engine based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount;
acquiring actual rail pressure values acquired in an oil supply interval of each oil supply pump before the synchronization of an engine in real time through a rail pressure sensor;
calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation;
and generating a corresponding fault signal based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change and a comparison result of the second standard rail pressure rise and the second actual rail pressure change.
The processor is further configured to execute other processes disclosed in the foregoing method embodiments of the present application, which are not further described herein.
For convenience of description, the above system is described as being functionally divided into various modules, respectively. Of course, the functions of each module may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.
In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for a system or system embodiment, since it is substantially similar to a method embodiment, the description is relatively simple, with reference to the description of the method embodiment being made in part. The systems and system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present application without undue burden.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
It is further noted that 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. Moreover, 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 one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use 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 (11)
1. A rail pressure sensor verification method, comprising:
acquiring the maximum oil supply amount of a flow metering unit before the synchronization of an engine;
the rail pressure rising amount caused by each oil supply is calculated based on the maximum oil supply amount and is recorded as a first standard rail pressure rising amount; the first standard rail pressure rise is proportional to the maximum oil supply amount;
calculating the total rail pressure change amount before the synchronization of the engine based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount;
acquiring actual rail pressure values acquired in an oil supply interval of each oil supply pump before the synchronization of an engine in real time through a rail pressure sensor;
calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation;
and generating a corresponding fault signal based on a comparison result of the first standard rail pressure rise and the first actual rail pressure change and a comparison result of the second standard rail pressure rise and the second actual rail pressure change.
2. The rail pressure sensor verification method according to claim 1, wherein generating a corresponding failure analysis result based on a comparison result of the first standard rail pressure rise amount and the first actual rail pressure change amount and a comparison result of the second standard rail pressure rise amount and the second actual rail pressure change amount, includes:
judging whether a first difference value between the first standard rail pressure rise and the first actual rail pressure change is within a first preset range or not;
judging whether a second difference value between the second standard rail pressure rise and the second actual rail pressure change is within a second preset range or not;
when the first difference value exceeds the first preset range and the second difference value exceeds the second preset range, generating a first fault signal;
and when the first difference value is in the first preset range and the second difference value exceeds the second preset range, generating a second fault signal.
3. The rail pressure sensor verification method of claim 1, further comprising: the oil supply interval of the oil supply pump before the engine synchronization is calculated based on the engine speed and the number of oil supply per cycle.
4. The rail pressure sensor verification method according to claim 2, further comprising:
based on the oil injection quantity of the oil injector, calculating the rail pressure drop quantity at each oil injection moment after the synchronization of the engine, and recording the rail pressure drop quantity as a standard rail pressure drop quantity;
after the engine is synchronized, the rail pressure drop amount of the fuel injector before and after each fuel injection detected by the rail pressure sensor is obtained and recorded as the actual rail pressure drop amount;
and judging whether the difference between the standard rail pressure drop and the actual rail pressure drop exceeds a third preset range, and if so, generating a third fault signal.
5. The rail pressure sensor verification method of claim 4, further comprising:
based on the generated fault signals before and after the engine is synchronized, a fault analysis result is output.
6. The rail pressure sensor verification method according to claim 5, wherein outputting the failure analysis result based on the failure signals generated before and after the engine synchronization, comprises:
outputting a first analysis result used for representing the verification passing of the rail pressure sensor when no fault signal is generated before the engine is synchronous and after the engine is synchronous;
when the engine is synchronous and no fault signal is generated, outputting a second analysis result which is used for representing that the rail pressure sensor passes verification and the flow metering unit fails;
when a first fault signal is generated before the engine is synchronous and a third fault signal is generated after the engine is synchronous, outputting a third analysis result for representing that the rail pressure sensor collects out-of-tolerance;
and when the second fault signal is generated before the engine is synchronous and the third fault signal is generated after the engine is synchronous, outputting a fourth analysis result for representing the response fault of the rail pressure sensor.
7. A rail pressure sensor verification device, comprising:
the first calculation unit is used for acquiring the maximum oil supply amount of the flow metering unit before the synchronization of the engine; the rail pressure rising amount caused by each oil supply is calculated based on the maximum oil supply amount and is recorded as a first standard rail pressure rising amount; calculating the total rail pressure change amount before the synchronization of the engine based on the obtained first standard rail pressure rise amount, and recording the total rail pressure change amount as a second standard rail pressure rise amount; the first standard rail pressure rise is proportional to the maximum oil supply amount;
the sensor data processing unit is used for acquiring the actual rail pressure value acquired in the oil supply interval of each oil supply pump before the synchronization of the engine in real time through the rail pressure sensor; calculating the rail pressure variation in each oil supply interval of the oil supply pump and the total rail pressure variation before the synchronization of the engine based on the actual rail pressure value, and sequentially recording the rail pressure variation as a first actual rail pressure variation and a second actual rail pressure variation;
and the first fault analysis unit is used for generating a corresponding fault signal based on the comparison result of the first standard rail pressure rise and the first actual rail pressure change and the comparison result of the second standard rail pressure rise and the second actual rail pressure change.
8. The rail pressure sensor verification device according to claim 7, wherein the first fault analysis unit is specifically configured to:
judging whether a first difference value between the first standard rail pressure rise and the first actual rail pressure change is within a first preset range or not;
judging whether a second difference value between the second standard rail pressure rise and the second actual rail pressure change is within a second preset range or not;
when the first difference value exceeds the first preset range and the second difference value exceeds the second preset range, generating a first fault signal;
and when the first difference value is in the first preset range and the second difference value exceeds the second preset range, generating a second fault signal.
9. The rail pressure sensor verification device of claim 8, further comprising:
the second calculation unit is used for calculating the rail pressure drop at each injection moment after the synchronization of the engine based on the injection quantity of the injector, and recording the rail pressure drop as a standard rail pressure drop;
the sensor data processing unit is also used for acquiring rail pressure drop before and after each oil injection of the oil injector detected by the rail pressure sensor after the engine is synchronized, and recording the rail pressure drop as actual rail pressure drop;
and the second fault analysis unit is used for judging whether the difference value between the standard rail pressure drop and the actual rail pressure drop exceeds a third preset range or not, and generating a third fault signal if the difference value exceeds the third preset range.
10. The rail pressure sensor verification device of claim 9, further comprising:
and the fault output unit is used for outputting a fault analysis result based on the generated fault signals before and after the engine is synchronized.
11. A rail pressure sensor verification device, comprising a memory and a processor;
the memory is used for storing programs;
the processor is configured to execute the program to implement the steps of the rail pressure sensor verification method of any one of claims 1-6.
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