EP0781912A2 - Dispositif pour identifier le malfonctionnement d'un système de commande d'injection de carburant - Google Patents

Dispositif pour identifier le malfonctionnement d'un système de commande d'injection de carburant Download PDF

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Publication number
EP0781912A2
EP0781912A2 EP96120868A EP96120868A EP0781912A2 EP 0781912 A2 EP0781912 A2 EP 0781912A2 EP 96120868 A EP96120868 A EP 96120868A EP 96120868 A EP96120868 A EP 96120868A EP 0781912 A2 EP0781912 A2 EP 0781912A2
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EP
European Patent Office
Prior art keywords
value
cylinder
fuel
compensation value
detecting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96120868A
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German (de)
English (en)
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EP0781912A3 (fr
EP0781912B1 (fr
Inventor
Akira Iwai
Yoshiyasu Ito
Shigeki Hidaka
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Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
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Publication of EP0781912A3 publication Critical patent/EP0781912A3/fr
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Publication of EP0781912B1 publication Critical patent/EP0781912B1/fr
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Classifications

    • 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
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the present invention relates to a fuel injection control system employed in a diesel engine for injecting fuel into cylinders in accordance with the operating state of the engine. More particularly, the present invention pertains to an apparatus for determining malfunctioning of the fuel injection.
  • a fuel injection control apparatus employed in a diesel engine is constituted by injection nozzles, fuel injection pumps, and other parts.
  • Japanese Unexamined Patent Publication 2-5736 describes a system for determining malfunctioning of a certain type of fuel injection control apparatus which compensates the amount of fuel injected in each cylinder.
  • the control system minimizes the difference in the amount of fuel injected in each cylinder. Dimensional differences, which are caused during production, and wear of various parts result in each nozzle having different injecting characteristics. As a result, the amount of injected fuel differs between each cylinder. This causes cyclic fluctuation of the engine speed and produces vibrations. In addition, the amount of injected fuel varies between cylinders and causes vibrations when the injecting characteristic of each cylinder is the same but the dimensions of the injection pump parts that are connected to each cylinder are different. To cope with such problems, the fuel injection control apparatus obtains the average value of the cyclic fluctuation of the crankshaft rotating speed produced by each cylinder.
  • the apparatus also obtains the average value of the cyclic fluctuation of all of the cylinders.
  • the control apparatus then reduces the deviation between the average values by compensating the amount of fuel injected in each cylinder. In other words, the difference of the injected fuel amount between each cylinder is absorbed by increasing or decreasing the amount of injected fuel therein based on a compensation value FCCB computed for each cylinder.
  • the injecting characteristic of each cylinder may be estimated from its compensation value FCCB. Accordingly, the existence of malfunctioning parts in the injection system may be presumed, or detected, from such estimations. That is, the determining apparatus determines the existence of malfunctioning parts when the compensation value FCCB of a certain cylinder becomes larger than a predetermined reference value.
  • the compensation value FCCB differs between cylinders. Therefore, erroneous determination of malfunctions may occur despite normal functioning of the injection system components when the value of the compensation value FCCB becomes large. Hence, it is necessary to provide a sufficient margin for the reference value so as to prevent such erroneous determinations. Accordingly, it is required that the reference value be set at a value larger than the anticipated maximum value of the compensation value FCCB under normal states.
  • the reference value be set at a value larger than the anticipated maximum value of the compensation value FCCB under normal states.
  • malfunctions are not detected when the value of the compensation value FCCB is small due to the large gap existing between the compensation value FCCB and the reference value. In such cases, the amount of fuel becomes abnormally high. This may lead to undesirable emissions from the engine. Thus, such a malfunctioning determining apparatus may not be useful when a high detecting accuracy is required to prevent degradation of the emission from the engine.
  • the present invention provides a system for detecting malfunctions in an apparatus for controlling a fuel injection mechanism of a diesel engine provided with a plurality of cylinders is disclosed.
  • Each cylinder accommodates a piston for producing rotation of a crankshaft and a nozzle for performing fuel injection during each reciprocation cycle of the piston.
  • Injection amount of the fuel is altered based on a compensation value computed for each cylinder so as to minimize a value indicating cyclic rotating speed fluctuation of the crankshaft produced by each cylinder.
  • the system is characterized by memory means for storing an initial data indicative of the compensation value of each, cylinder computed during an initial injection stage of each nozzle, comparing means for comparing a malfunction judgement value with a magnitude obtained by computing the difference or ratio between an actual compensation value and the initial data, and determining means for determining the malfunctioning of the apparatus when the computed magnitude exceeds the predetermined range.
  • a vane-type fuel feed pump 6 (shown in a state rotated 90 degrees in Fig. 1) is arranged on the drive shaft 5 in the injection pump 1.
  • a disc-like pulser 7 is secured to the basal end of the drive shaft 5 (right end as viewed in Fig. 1).
  • a plurality of teeth are provided along the periphery of the pulser 7. The teeth are missing at several positions (the number of positions coincides with the number of the cylinders provided in the engine 2). In other words, opened spaces are provided along the periphery of the pulser 7. The angular intervals between the opened spaces are equal. An equal number of teeth are provided between each pair of adjacent opened spaces.
  • the basal end of the drive shaft 5 is coupled to a cam plate 8 by means of a coupling (not shown).
  • a roller ring 9 is arranged between the pulser 7 and the cam plate 8.
  • the cam plate 8 has a plurality of face cams 8a.
  • the number of face cams 8a coincides with the number of the cylinders C.
  • Cam rollers 10 are arranged along the periphery of the roller ring 9.
  • the face cams 8a are opposed to the cam rollers 10.
  • a spring 11 constantly urges the cam plate 8 toward the cam rollers 10. This causes constant engagement between the face cams 8a and the cam rollers 10.
  • a fuel pressurizing plunger 12 is coupled to the cam plate 8.
  • the cam plate 8 and the plunger 12 rotate integrally with the drive shaft 5.
  • the rotating force of the drive shaft 5 is transmitted to the cam plate 8 by means of the coupling.
  • the engagement moves the cam plate 8 back and forth along the cam rollers 10. That is, the cam plate 8 reciprocates for a number of times equal to the number of face cams 8a, or the number of cylinders C.
  • the reciprocating movement of the cam plate 8 simultaneously reciprocates the plunger 12 in a corresponding manner as it rotates.
  • the plunger 12 is fitted into the cylinder 14 of a pump housing 13.
  • a high pressure chamber 15 is defined between the distal end of the plunger 12 and the inner surface of the cylinder 14.
  • Intake grooves 16 and distribution ports 17 are defined in the plunger 12 at its distal end. The number of both the intake grooves 15 and the distribution ports 17 are equal to the number of the cylinders C.
  • Distribution passages 18, which correspond to the distribution ports 17, and intake ports 19, which correspond to the intake grooves 15, are provided in the pump housing 13.
  • Rotation of the drive shaft 5 and actuation of the feed pump 6 sends the fuel, which is reserved in a fuel tank (not shown), to a fuel chamber 21 via a fuel supply port 20.
  • the pressure chamber 15 is depressurized. In this state, communication between the intake grooves 16 and the suction ports 19 draws fuel into the pressure chamber 15 from the fuel chamber 21 via a fuel supply port 20.
  • the pressure chamber 15 is pressurized. In this state, fuel is pressurized and sent to the injection nozzles 4 via the distribution passages 18.
  • the spill valve 23 includes a coil 24 and a valve body 25. When the coil 24 is de-energized, the valve body 25 is opened. This allows fuel to spill into the fuel chamber 21. When the coil 24 is energized, the valve body 25 is closed. This restricts the spilling of the fuel.
  • the opening and closing of the spill valve 23 is controlled by altering its energized time. This, in turn, adjusts the spilling of fuel from the pressure chamber 15 to the fuel chamber 21.
  • the spill valve 23 is opened to depressurize the fuel in the fuel chamber 15 and stop the injection of fuel from the injection nozzles 4.
  • opening of the spill valve 23 prevents the fuel pressure from increasing and stops the injection of fuel from the injection nozzles 4. Therefore, during the compression stroke of the plunger 12, the timing to terminate the injection of fuel from the injection nozzles 4 is altered by controlling the opening and closing timing of the spill valve 23. This adjusts the amount of fuel injected from the nozzles 4.
  • a timer 26 (shown in a state rotated 90 degrees in Fig. 1) is provided below the pump housing 13 to alter the timing of the fuel injection.
  • the timer 26 alters the timing of engagement between the face cams 8a and the cam rollers 10, or the reciprocating timing of the cam plate 8 and the plunges 12 by varying the position of the roller ring 9 with respect to the rotating direction of the drive shaft 5.
  • the timer 26 is driven by hydraulic pressure and includes a housing 27 and a piston 28 retained in the housing 27.
  • a low pressure chamber 29 is defined in one side (left side as viewed in Fig. 1) of the housing 27 while a pressurizing chamber 30 is defined in the other side (right side as viewed in Fig. 1) of the housing 27.
  • a spring 31 urges the piston 28 toward the pressurizing chamber 30.
  • the piston 28 is connected to the roller ring 9 by a slide pin 32.
  • the fuel pressurized by the feed pump 6 is sent to the pressurizing chamber 30.
  • the position of the piston 28 is determined by the balance between the fuel pressure and the urging force of the spring 31. This effects the position of the roller ring 9 and determines the reciprocating timing of the plunger 12.
  • a turbo charger 48 is provided for the engine 2.
  • the turbo charger 48 includes a turbine 51 located in an exhaust passage 50, a compressor 49 located in an air intake passage 47, and a shift connecting the turbine 51 and the compressor 50.
  • a waste gate valve 52 is provided in the exhaust passage 50 to adjust the pressure of the exhaust gas boosted by the turbo charger 48.
  • the electromagnetic valve 23, the TCV 33, the glow plugs 46, and the VSVs 56, 61, 62, which ore provided in the injection pump 1 and the diesel engine 2, and the warning lamp 65 are each connected to an electronic control unit (ECU) 71.
  • the ECU 71 controls the operation timing of these members.
  • An intake air temperature sensor 72 is provided in the vicinity of an air cleaner 64, which is located near the inlet of the intake passage 47. The temperature sensor 72 detects the intake air temperature THA.
  • the diesel engine is further provided with a coolant temperature sensor 75, which detects the coolant temperature THW, and a crank angle sensor 76, which detects a reference rotational position of the crankshaft 40 (e.g, the rotational position of the crankshaft 40 with respect to the top dead center of the piston 42 in a designated cylinder C).
  • a transmission (not shown) is provided with a vehicle speed sensor 77, which detects the vehicle speed SP.
  • the speed sensor 77 includes a magnet 77a, which is rotated by the rotation of a gear provided in the transmission, and a reed switch 77b.
  • the vehicle speed SP is detected by the activation and deactivation of the reed switch 77b during rotation of the magnet 77a.
  • Each of the above sensors 35, 72-77 are connected to the ECU 71.
  • the ECU 71 controls the electromagnetic spill valve 23, the TCV 33, the glow plugs 46, and the VSVs 56, 61, 62 in accordance with the signals sent from the sensors 35, 72-77.
  • the ECU 71 includes a central processing unit (CPU) 81, a predetermined control program, a read only memory (ROM) 82, a random access memory (RAM) 83, and a backup RAM 84.
  • the CPU 81, the ROM 82, the RAM 83, and the backup RAM 4 are each connected to an input interface 85 and an output interface 86 by a bus 87.
  • the electromagnetic spill valve 23, the TCV 33, the glow plugs 46, the VSVs 56, 61, 62, and the warning lamp 65 are connected to drive circuits 96, 97, 98, 99, 100, 101, 102, respectively.
  • the drive circuits 96-102 are each connected to the output interface 86.
  • the CPU 81 optimally controls the electromagnetic spill valve 23, the TCV 33, the glow plugs 46, the VSVs 56, 61, 62, and the warning lamp 65 based on the detected values read through the input interface 85.
  • the flowchart of Fig. 3 illustrates a routine for computing a compensation value FCCB(p) (where p is an integer 1-4 corresponding to one of the four cylinders C) for each cylinder C.
  • the flowchart of Fig. 5 illustrates a routine for controlling the fuel injection amount.
  • the flowchart of Fig. 6 illustrates a routine for storing an initial compensation value BFCCB(p), which is the initial reading of the compensation value FCCB(p).
  • the flowchart of Fig. 8 illustrates a routine for detecting malfunctioning of various parts in the fuel injection system, such as the injection nozzles 4 and the fuel injection pump 1.
  • the CPU 81 first executes step 101 and measures time ⁇ T based on the pulses output from the engine speed sensor 35.
  • Time ⁇ T is the time required for the drive shaft 5 (crankshaft 40) to rotate for a predetermined angle (e.g., 45 degrees).
  • the CPU 81 computes a rotating speed (instantaneous rotating speed) NEi (where i is an integer corresponding to one of the four cylinders C) required for each piston 42 to rotate the drive shaft 6 by 45 degrees.
  • step 103 the CPU 81 computes an average value WNDLT of the cyclic fluctuation DNEp of every cylinder C. For example, the sum of the cyclic fluctuations DNE1, DNE2, DNE3, DNE4 is divided by four to obtain the average value WNDLT.
  • the CPU 81 reads the values of the engine speed NE, the acceleration pedal angle ACCP, the intake pressure PiM, and the cylinder compensation value FCCB(p).
  • the engine speed NE may be obtained from the average value of the instantaneous rotating speed NEi, which is computed in step 101 of the cylinder compensation computing routine, during a 180 degree rotation of the crankshaft 40. In this case, the sum of the instantaneous rotating speeds NE1, NE2, NE3, NE4 is divided by four to obtain the engine speed NE.
  • the CPU 81 refers to a map stored in the ROM 82 to compute a basic injection amount QBASE corresponding to the acceleration pedal angle ACCP, the engine speed NE, and other data.
  • the CPU 81 computes a maximum injection amount QFULL from the engine speed NE and the intake pressure PiM.
  • the injection amount QFULL is the maximum value of the amount of injected fuel combusted by the intake air in the diesel engine.
  • the CPU 81 computes the injection amount QBASE1 by adding the basic injection amount QBASE obtained in step 202 to the product of the compensation value FCCB(p) and the compensation coefficient K5. At step 206, the CPU 81 determines whether the injection amount QBASE1 is smaller than the maximum injection amount QFULL obtained in step 203.
  • the CPU 81 proceeds to step 207 and sets the value of the injection amount QBASE1 as the terminal injection amount QFIN.
  • the CPU 81 proceeds to step 208 and sets the value of the maximum injection amount QFULL as the terminal injection amount QFIN. In this manner, the CPU 81 selects the smaller value among the injection amounts QBASE1, QFULL to set the terminal injection amount QFIN.
  • the CPU 81 and the processing of step 202 in the fuel injection control routine correspond to a means for computing a basic injection amount. Furthermore, the CPU 81, the processing of steps 101 to 105 in the cylinder compensation control routine, and the processing of step 205 in the fuel injection control routine correspond to a means for compensating the injection amount.
  • the CPU 81 terminates the execution of the present cycle.
  • the CPU 81 stops further counting with the counter and proceeds to step 304.
  • the CPU 81 reads the compensation values FCCB(p) and stores them as the initial compensation values BFCCB(p) in the backup RAM 84. The CPU 81 then proceeds to step 305 and switches the flag FBFCC to one from zero. Afterwards, the CPU 81 terminates this routine.
  • the CPU 81 and the processing of steps 301 to 305 in the initial compensation storing routine correspond to a means for reading the initial data.
  • the CPU 81 reads the current compensation value FCCB(p) and the initial compensation value BFCCB(p) of each cylinder C.
  • the CPU 81 computes a deviation value ⁇ FCCB(p) of the compensation values FCCB(p), BFCCB(p).
  • the CPU 81 judges whether the absolute value of the deviation value ⁇ FCCB(p) is greater than a predetermined malfunctioning judgement value ThFCCB.
  • corresponds to a change in the flow rate of the fuel injected from each injection nozzle 4. In other words, wear of the injection system parts increases the difference between the flow rate of the nozzles 4 during initial usage and the flow rate of the same nozzles 4 in the current state.
  • the CPU 81 determines whether the testing of each and every cylinder C has been carried out. If it is determined that the testing of each and every cylinder C has not yet been carried out, the CPU 81 repeats steps 401 to 403. When it is determined that the testing of each and every cylinder C has been carried out, the CPU 81 terminates this routine.
  • the CPU 81 and the processing of steps 401 to 404 in the malfunction detecting routine correspond to a means for determining malfunctions.
  • the initial compensation value BFCCB(p) of each cylinder C is used to confirm malfunctioning in the fuel injection system.
  • the value of the initial compensation value BFCCB(p) for each cylinder C is taken during the initial stage of usage (normal functioning) of the injection system parts.
  • the actual compensation value FCCB(p) of each cylinder is monitored to confirm the difference with respect to the corresponding initial compensation value BFCCB(p) and determine whether the fuel injection parts are functioning normally or abnormally. Malfunctioning is determined when the difference between the compensation value FCCB(p) and the corresponding initial compensation value BFCCB(p) is large.
  • the initial compensation value BFCCB(p) of each cylinder C is employed as a reference value to detect malfunctions, the testing of the fuel injection system is accurate and highly reliable. Thus, erroneous detection of malfunctioning in the fuel injection system that is related to each cylinder C is avoided even when the value of the compensation value FCCB(p) of each cylinder C becomes maximum or minimum.
  • the present invention improves the detecting accuracy and eliminates the necessity to provide a margin of the malfunctioning judgement value ThFCCB. Therefore, erroneous detection of malfunctions caused by the judgement value ThFCCB being larger than the compensation value FCCB(p) of each cylinder C is avoided.
  • the present invention enables detection of malfunctions under such conditions. Accordingly, the present invention may be applied to a fuel injection control apparatus that requires high detecting accuracy to prevent degradation of the emissions from the engine 2.
  • the present invention also includes the features described below.
  • a system for detecting malfunctions in an apparatus for controlling a fuel injection mechanism of a diesel engine (2) provided with a plurality of cylinders (C) is disclosed.
  • Each cylinder (C) accommodates a piston (42) for producing rotation of a crankshaft (40) and a nozzle (4) for performing fuel injection during each reciprocation cycle of the piston (42).
  • Injection amount of the fuel is altered based on a compensation value computed for each cylinder (C) so as to minimize a value indicating cyclic rotating speed fluctuation of the crankshaft (40) produced by each cylinder (C).
  • the system is characterized by memory means for storing an initial data indicative of the compensation value of each cylinder (C) computed during an initial injection stage of each nozzle (4), comparing means for comparing a malfunction judgement value with a magnitude obtained by computing the difference or ratio between an actual compensation value and the initial data, and determining means for determining the malfunctioning of the apparatus when the computed magnitude exceeds the predetermined range.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP19960120868 1995-12-25 1996-12-24 Dispositif pour identifier le malfonctionnement d'un système de commande d'injection de carburant Expired - Lifetime EP0781912B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP33734895A JPH09177587A (ja) 1995-12-25 1995-12-25 燃料噴射制御装置の異常判定装置
JP337348/95 1995-12-25
JP33734895 1995-12-25

Publications (3)

Publication Number Publication Date
EP0781912A2 true EP0781912A2 (fr) 1997-07-02
EP0781912A3 EP0781912A3 (fr) 1999-06-02
EP0781912B1 EP0781912B1 (fr) 2002-10-30

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EP19960120868 Expired - Lifetime EP0781912B1 (fr) 1995-12-25 1996-12-24 Dispositif pour identifier le malfonctionnement d'un système de commande d'injection de carburant

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Country Link
EP (1) EP0781912B1 (fr)
JP (1) JPH09177587A (fr)
DE (1) DE69624549T2 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0907016A3 (fr) * 1997-09-16 2000-11-29 Toyota Jidosha Kabushiki Kaisha Moteur à allumage par compression
EP1065363A1 (fr) * 1999-07-02 2001-01-03 Renault Procédé de contrôle du couple d'un moteur à combustion interne
WO2001063111A1 (fr) * 2000-02-25 2001-08-30 Robert Bosch Gmbh Procede et dispositif pour commander un moteur a combustion interne multicylindre
EP1972769A2 (fr) * 2007-03-15 2008-09-24 Delphi Technologies, Inc. Dispositif et procédé de diagnostic d'un système de distribution de carburant dans un moteur à combustion interne
GB2531155A (en) * 2015-09-21 2016-04-13 Gm Global Tech Operations Llc Method of identifying a faulty fuel injector in an internal combustion engine
CN111997771A (zh) * 2020-08-27 2020-11-27 重庆潍柴发动机有限公司 一种多点喷射电控发动机的单缸功率自动修正方法
CN112282952A (zh) * 2020-10-30 2021-01-29 潍柴动力股份有限公司 发动机燃烧故障判定方法及装置
CN114687859A (zh) * 2022-03-29 2022-07-01 武汉理工大学 一种发动机做功不均匀补偿方法、装置、设备及存储介质

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Publication number Priority date Publication date Assignee Title
US7647915B2 (en) * 2007-04-23 2010-01-19 Gm Global Technology Operations, Inc. System for controlling fuel injectors
KR20160111939A (ko) * 2014-01-27 2016-09-27 바르질라 스위츠랜드 리미티드 주입 컨트롤러 및 디젤 엔진에서의 주입 장치 오류의 감지 방법

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JPS6125947A (ja) * 1984-07-16 1986-02-05 Nippon Denso Co Ltd 燃料噴射量修正制御方法
JPH0586956A (ja) * 1991-09-27 1993-04-06 Mitsubishi Electric Corp 内燃機関の失火検出装置
DE4335700A1 (de) * 1993-10-20 1995-04-27 Bosch Gmbh Robert Verfahren und Vorrichtung zur Funktionsüberwachung eines Sensors

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0907016A3 (fr) * 1997-09-16 2000-11-29 Toyota Jidosha Kabushiki Kaisha Moteur à allumage par compression
EP1065363A1 (fr) * 1999-07-02 2001-01-03 Renault Procédé de contrôle du couple d'un moteur à combustion interne
FR2795819A1 (fr) * 1999-07-02 2001-01-05 Renault Procede de controle du couple d'un moteur a combustion interne
WO2001063111A1 (fr) * 2000-02-25 2001-08-30 Robert Bosch Gmbh Procede et dispositif pour commander un moteur a combustion interne multicylindre
US6941930B2 (en) 2000-02-25 2005-09-13 Robert Bosch Gmbh Method and device for controlling a multicylinder internal combustion engine
EP1972769A2 (fr) * 2007-03-15 2008-09-24 Delphi Technologies, Inc. Dispositif et procédé de diagnostic d'un système de distribution de carburant dans un moteur à combustion interne
EP1972769A3 (fr) * 2007-03-15 2009-12-23 Delphi Technologies, Inc. Dispositif et procédé de diagnostic d'un système de distribution de carburant dans un moteur à combustion interne
GB2531155A (en) * 2015-09-21 2016-04-13 Gm Global Tech Operations Llc Method of identifying a faulty fuel injector in an internal combustion engine
CN111997771A (zh) * 2020-08-27 2020-11-27 重庆潍柴发动机有限公司 一种多点喷射电控发动机的单缸功率自动修正方法
CN112282952A (zh) * 2020-10-30 2021-01-29 潍柴动力股份有限公司 发动机燃烧故障判定方法及装置
CN114687859A (zh) * 2022-03-29 2022-07-01 武汉理工大学 一种发动机做功不均匀补偿方法、装置、设备及存储介质

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EP0781912A3 (fr) 1999-06-02
EP0781912B1 (fr) 2002-10-30
DE69624549T2 (de) 2003-06-18
DE69624549D1 (de) 2002-12-05
JPH09177587A (ja) 1997-07-08

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