EP1036923A2 - Méthode de détermination des anormalités dans un système d'injection de combustible à haute pression - Google Patents

Méthode de détermination des anormalités dans un système d'injection de combustible à haute pression Download PDF

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Publication number
EP1036923A2
EP1036923A2 EP00104931A EP00104931A EP1036923A2 EP 1036923 A2 EP1036923 A2 EP 1036923A2 EP 00104931 A EP00104931 A EP 00104931A EP 00104931 A EP00104931 A EP 00104931A EP 1036923 A2 EP1036923 A2 EP 1036923A2
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European Patent Office
Prior art keywords
fuel
force
feed
abnormality
pressure
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Granted
Application number
EP00104931A
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German (de)
English (en)
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EP1036923A3 (fr
EP1036923B1 (fr
Inventor
Tatsumasa Sugiyama
Yuuichirou Katou
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP1036923A3 publication Critical patent/EP1036923A3/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/08—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by two or more pumping elements with conjoint outlet or several pumping elements feeding one engine cylinder
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F02D2200/0604—Estimation of fuel pressure
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • F02M63/027—More than one high pressure pump feeding a single common rail

Definitions

  • a change in fuel pressure in a common rail during operation of both two fuel force-feed systems is stored as a reference pressure pattern PSTD.
  • operation of one of the two high-pressure pumps is forcibly suspended, and a change in fuel pressure at this moment is stored as a first suspension pressure pattern P#1.
  • operation of the other high-pressure pump is forcibly suspended, and a change in fuel pressure at this moment is stored as a second suspension pressure pattern P#2.
  • Fig. 1 schematically shows the structures of an engine 10 and a high-pressure fuel injection device thereof.
  • the high-pressure fuel injection device is provided with injectors 12 corresponding to respective cylinders #1 through #4 of the engine 10, a common rail 20 to which the respective injectors 12 are connected, a fuel pump 30 for force-feeding fuel in a fuel tank 14 to the common rail 20, and an electronic control unit (hereinafter referred to as the ECU") 60.
  • injectors 12 corresponding to respective cylinders #1 through #4 of the engine 10
  • common rail 20 to which the respective injectors 12 are connected
  • a fuel pump 30 for force-feeding fuel in a fuel tank 14 to the common rail 20
  • an electronic control unit 60 hereinafter referred to as the ECU 60.
  • the injectors 12 which are electromagnetic valves that are driven to be opened and closed by the ECU 60, inject fuel supplied from the common rail 20 to combustion chambers (not shown) of the respective cylinders #1 through #4.
  • the respective injectors 12 are also connected to the fuel tank 14 through the relief passage 21. Even when the injectors 12 are all closed, part of the fuel supplied from the common rail 20 to the respective injectors 12 constantly leaks out to the interior of the injectors 12. The fuel that has thus leaked out is returned to the fuel tank 14 through the relief passage 21.
  • An accelerator sensor 67 which is provided in the vicinity of an accelerator (not shown), outputs a detection signal corresponding to a depression amount of the accelerator (accelerator opening degree ACCP).
  • a fuel pressure sensor 68 which is provided in the common rail 20, outputs a detection signal corresponding to a rail pressure.
  • a fuel temperature sensor 69 which is provided in the vicinity of a discharge port 38 of the fuel pump 30, outputs a detection signal corresponding to a temperature of fuel (fuel temperature THF). Based on detection signals from the respective sensors 67 through 69, the ECU 60 detects an accelerator opening degree ACCP, a rail pressure and a fuel temperature THF respectively.
  • the first supply pump 50a is provided with a cylindrical supporting portion 43 formed in a housing 41 (see Fig. 1) of the fuel pump 30, a pair of plungers 54a reciprocally movably supported on a through hole 43a formed in the supporting portion 43 and the like, a first pressurizing chamber 52a defined by inner end faces of the respective plungers 54a and an inner wall of the through hole 43a, and the like.
  • the drive shaft 40 whose reduction ratio with respect to the crank shaft is set to 1/2, rotates by one revolution while the crank shaft rotates by two revolutions. Accordingly, as shown in Fig. 3, while one cycle of operation made up of intake, compression, explosion and exhaust is performed in the respective cylinders #1 through #4 based on rotation of the crank shaft by two revolutions (i.e. in the period over which the crank angle CA changes by 720°CA (CA: Crank Angle)), the suction stroke and the force-feed stroke are alternately performed twice in the first supply pump 50a.
  • CA crank Angle
  • the first adjusting valve 70a opens during a suction stroke of the first supply pump 50a, fuel is supplied from the feed pump 31 through the check valve 44a to the first pressurizing chamber 52a.
  • a force-feed stroke that follows, all the fuel that has been supplied to the first pressurizing chamber 52a is force-fed to the discharge port 38 from the first pressurizing chamber 52a through the check valve 46a.
  • a through hole 43b for reciprocally supporting the plunger 54b is formed in the second supply pump 50b in such a manner as to extend perpendicularly to a direction in which the through hole 43a of the first supply pump 50a extends.
  • the suction stroke and the force-feed stroke of the second supply pump 50b are offset from the suction stroke and the force-feed stroke of the first supply pump 50a respectively by a crank angle of 180°CA, as can be seen from Fig. 3.
  • the components described hitherto namely, the second supply pump 50b, the second adjusting valve 70b, the respective check valves 44b and 46b, the common rail 20, the feed pump 31 and the respective fuel passages connecting those components with one another, constitute a second fuel force-feed system.
  • the discharge port of the feed pump 31 is connected to a relief valve 32 as well as the respective adjusting valves 70a and 70b.
  • the relief valve 32 is further connected to the fuel tank 14 by the relief passage 21 through a relief port 36. If the adjusting valves 70a and 70b are closed in a suction stroke of the respective supply pumps 50a and 50b, the relief valve 32 opens due to a pressure of fuel discharged from the feed pump 31. The fuel is returned to the fuel tank 14 through the relief passage 21.
  • valve-closing timing of the first adjusting valve 70a is retarded so as to increase an open-valve period thereof, the fuel suction period of the first supply pump 50a is prolonged, so that the fuel suction amount increases.
  • the timing for starting force-feeding fuel is advanced by an amount of retardation of the valve-closing timing of the first adjusting valve 70a and the fuel force-feed period is prolonged, so that the fuel force-feed amount increases.
  • the timing for terminating sucking fuel and the timing for starting force-feeding fuel are changed.
  • both the timing for starting sucking fuel and the timing for terminating force-feeding fuel are set to constant timings (crank angles CA).
  • the amount of fuel force-fed per unit crank angle CA in a fuel force-feed period is constant regardless of the timing for starting force-feeding fuel. Accordingly, the total amount of fuel force-fed from the respective supply pumps 50a and 50b can be calculated based on a fuel force-feed period (crank angle CA) that is calculated from command values for valve-closing timings of the respective adjusting valves 70a and 70b.
  • (h) represents a timing for detecting a before-force-feed fuel pressure PCRI, which is a value of fuel pressure before the start of force-feeding of fuel from the respective supply pumps 50a and 50b after termination of fuel injection in the respective cylinders #1 through #4.
  • PCRI a before-force-feed fuel pressure
  • the timing for detecting a before-force-feed fuel pressure PCRI is always set to a timing before the start of force-feeding of fuel (a timing at which the crank angle CA reaches CAB1, CAB2, CAB3, ...in Fig. 3).
  • (i) represents a pattern of change in determination counter value CPCYLND.
  • the determination counter value CPCYLND is a counter value for determining which of the respective fuel force-feed systems is in the process of force-feeding fuel in a period in which the rail pressure changes from the before-force-feed fuel pressure PCRI to the after-force-feed fuel pressure PCPR.
  • the counter value is set through a processing routine that is performed by the ECU 60 every time the crank shaft rotates by a predetermined crank angle (180 °CA), according to a pattern such as [...0 ⁇ 1 ⁇ 2 ⁇ 3 ⁇ 0 ⁇ ...].
  • the determination counter value CPCYLND at the timing (CAA0 through CAA4) for detecting the after-force-feed fuel pressure PCPR is set to 1" or 3
  • the fuel force-feed period immediately before the detection timing can be determined to be a period during which the first supply pump 50a has performed force-feeding of fuel.
  • the determination counter value CPCYLND is set to 0" or 2
  • the fuel force-feed period immediately before the detection timing can be determined to be a period in which the second supply pump 50a has performed force-feeding of fuel.
  • This processing of determining abnormality is designed to detect an amount of rise in rail pressure resulting from force-feeding of fuel from the respective fuel force-feed systems, to estimate an amount of rise in rail pressure based on operation of the respective fuel force-feed systems, and to individually determine abnormality in the respective fuel force-feed systems by comparing the detected value with the estimated value.
  • the fuel force-feed systems operate normally, there is a certain correlation between an actually detected fuel pressure and a force-feed command value for the fuel force-feed systems or a change in fuel pressure estimated based on the command value. However, once an abnormality occurs in the fuel force-feed systems, the correlation is weakened. Such weakening of the correlation can be determined with ease by comparing an actually detected change in fuel pressure with a force-feed command value or a change in fuel pressure estimated based on the force-feed command value.
  • the change in fuel pressure may be an amount of change in fuel pressure, a rate of change in fuel pressure, a pattern of change in fuel pressure, or the like.
  • the ECU 60 calculates a fuel force-feed amount QPUMP for the respective supply pumps 50a and 50b based on a command value for valve-closing timings of the respective adjusting valves 70a and 70b.
  • the fuel force-feed amount QPUMP changes based on valve-closing timings of the respective adjusting valves 70a and 70b in a suction stroke prior to the start of force-feeding of fuel.
  • the present timing of interruption is, for example, the timing CAA2 shown in Fig.
  • the volume elasticity coefficient E which is a volume elasticity coefficient of fuel in the common rail 20, is calculated through a processing routine other than the present routine, based on a before-force-feed fuel pressure PCRI, an after-force-feed fuel pressure PCPR and a fuel temperature THF.
  • the fuel leak amount QLEAK which is an amount of fuel returned to the fuel tank 14 from the common rail 20 through the respective injectors 12 during the rail pressure estimation period APCR, is calculated through a processing routine other than the present routine, based on a rail pressure, a fuel temperature THF, an engine rotational speed NE and the like.
  • the ECU 60 After having calculated the estimated value ⁇ PCPRCAL of rail pressure rise amount, the ECU 60 determines in step 400 whether or not the determination counter value CPCYLND is 1" or 3", namely, whether or not the fuel force-feed period immediately before the present timing of interruption is a period in which fuel has been force-fed from the first fuel force-feed system.
  • step 400 the ECU 60 shifts its operation to step 500 where a first abnormality determining value PCRD1 for determining abnormality in the first fuel force-feed system is calculated according to a calculation formula (2) shown below.
  • PCRD1 ( ⁇ PCPRCAL - ⁇ PCPR) ⁇ K+ PCRD1OLD ⁇ (1 - K)
  • step 400 if the result in step 400 is negative, namely, if the fuel force-feed period immediately before the present timing of interruption is a period in which fuel has been force-fed from the second fuel force-feed system, the ECU 60 shifts its operation to step 550.
  • step 550 the ECU 60 calculates a second abnormality determining value PCRD2 for determining abnormality in the second fuel force-feed system, according to a calculation formula (3) shown below.
  • PCRD2 ( ⁇ PCPRCAL - ⁇ PCPR) ⁇ K + PCRD2OLD ⁇ (1 - K)
  • the respective abnormality determining values PCRD1 and PCRD2 are obtained by subjecting the difference ( ⁇ PCPRCAL - ⁇ PCPR) between the estimated value ⁇ PCPRCAL of rail pressure rise amount and the after-force-feed fuel pressure PCPR to a smoothing processing" based on the constant K, individually for the respective fuel force-feed systems.
  • the abnormality determining values PCRD1 and PCRD2 change depending on whether or not there is an abnormality occurring in the respective fuel force-feed systems. If there is an abnormality occurring, those abnormality determining values further change depending on whether the amounts of fuel force-fed in the respective fuel force-feed systems are insufficient or excessive.
  • the rail pressure rise amount ⁇ PCPR is smaller than the estimated value ⁇ PCPRCAL of rail pressure rise amount, and the first abnormality determining value PCRD1 is greater than 1".
  • step 510 or 560 the abnormality determining values PCRD1 and PCRD2 that have been calculated this time are set to previous values PCRD1OLD and PCRD2OLD respectively in preparation for the subsequent processing.
  • the ECU 60 determines abnormality in the respective fuel force-feed systems by comparing the respective abnormality determining values PCRD1 and PCRD2 with a plurality of predetermined values ⁇ , ⁇ and ⁇ .
  • the abnormality determining values PCRD1 and PCRD2 are greater than the first predetermined value ⁇ (> 0), it is determined that the amounts of fuel force-fed from the fuel force-feed systems are insufficient.
  • of the abnormality determining values PCRD1 and PCRD2 are equal to or smaller than the second predetermined value ⁇ (0 ⁇ ⁇ ⁇ ⁇ ), namely, if the relationship of( - ⁇ ⁇ PCRD1 ⁇ ⁇ , - ⁇ ⁇ PCRD2 ⁇ ⁇ ) is established, it is determined that there is no abnormality occurring in the fuel force-feed systems.
  • the abnormality determining values PCRD1 and PCRD2 are smaller than the third predetermined value ⁇ ( ⁇ 0), it is determined that the amounts of fuel force-fed from the fuel force-feed systems are excessive.
  • the ECU 60 By comparing thus-obtained results of abnormality determination with one another, the ECU 60 then specifies the type of the abnormality occurring. This processing will be described hereinafter in further detail.
  • step 600 the respective abnormality determining values PCRD1 and PCRD2 are compared with the first predetermined value ⁇ . It is determined in step 600 whether or not both the abnormality determining values PCRD1 and PCRD2 are greater than the first predetermined value ⁇ , namely, whether or not the amounts of fuel force-fed from both the fuel force-feed systems are insufficient.
  • the fuel leakage in the mechanism commonly used for both the fuel force-feed systems includes:
  • the operational failure in the mechanism commonly used for both the fuel force-feed systems includes:
  • the ECU 60 specifies the type of the abnormality by determining that the force-feed performance of the first supply pump 50a has deteriorated or that there is some abnormality occurring in the first adjusting valve 70a. Then in step 710, the ECU 60 turns on a second abnormality flag X2 corresponding to the type of the abnormality, and stores the state of the flag X2 into the memory 64.
  • the ECU further determines in step 800 whether or not the amount of fuel force-fed from the second fuel force-feed system is insufficient and there is no abnormality occurring in the first fuel force-feed system, by comparing the second abnormality determining value PCRD2 with the first predetermined value a and the absolute value
  • the abnormality in the adjusting valves 70a and 70b includes:
  • step 900 the ECU 60 determines whether or not the amount of fuel force-fed from the first fuel force-feed system is excessive and there is no abnormality occurring in the second fuel force-feed system, by comparing the first abnormality determining value PCRD1 with the third predetermined value ⁇ and the absolute value
  • step 900 If the result in step 900 is affirmative, the amount of fuel force-fed from the first supply pump 50a is excessive. Thus, it can be determined that the force-feed performance of the first supply pump 50a has not deteriorated. Accordingly, in this case, the ECU 60 specifies the type of the abnormality by determining that there is some abnormality occurring only in the first adjusting valve 70a. Then in step 910, the ECU 60 turns on an abnormality flag X4 corresponding to the type of the abnormality, and stores the state of the flag X4 into the memory 64.
  • step 1000 the ECU 60 determines in step 1000 whether or not the amount of fuel force-fed from the second fuel force-feed system is excessive and there is no abnormality occurring in the first fuel force-feed system, by comparing the second abnormality determining value PCRD2 with the third predetermined value ⁇ and the absolute value
  • step 1000 the ECU 60 specifies the type of the abnormality by determining that there is some abnormality occurring in the second adjusting valve 70b. Then in step 1010, the ECU 60 turns on a fifth abnormality flag X5 corresponding to the type of the abnormality, and stores the state of the flag X5 into the memory 64.
  • step 920 the ECU 60 restricts an output of the engine 10 by setting an upper limit value of fuel injection amount. Due to such restriction of the fuel injection amount, the required amount of fuel to be force-fed from the fuel pump 30 decreases relatively.
  • fuel is force-fed from one of the respective supply pumps 50a and 50b.
  • the ECU 60 After having carried out any of the processings in steps 620, 710, 810 and 920, or after having made a negative determination in step 1000, the ECU 60 temporarily terminates the processings of the present routine.
  • the occurrence of abnormality is determined individually for the respective fuel force-feed systems, by determining which of the fuel force-feed systems is in the process of force-feeding fuel in a fuel force-feed period.
  • the occurrence of abnormality in the respective fuel force-feed systems can be determined individually, for example, by forcibly suspending force-feeding of fuel from the respective fuel force-feed systems and without changing operational states thereof. Consequently, without causing fluctuations of rail pressure, a fuel force-feed system subject to abnormality can be specified. Therefore, it is possible to prevent the precision of fuel injection control from deteriorating due to fluctuations of rail pressure and the combustion state of the engine from deteriorating correspondingly.
  • the respective abnormality determining values PCRD1 and PCRD2 are calculated by subjecting the difference (the estimated value ⁇ PCPRCAL of rail pressure rise amount - the rail pressure rise amount ⁇ PCPR) between the estimated value and the actual measurement value to the smoothing processing". Therefore, even if the detection values of rail pressure (the before-force-feed fuel pressure PCRI, the after-force-feed fuel pressure PCPR) have fluctuated independently of the respective fuel force-feed systems, the abnormality determining values PCRD1 and PCRD2 are inhibited from changing due to the fluctuation. Thus, the determination of abnormality can be performed with higher precision, and the reliability of the result of abnormality determination can be enhanced.
  • the amount of fuel force-fed from only one of the fuel force-feed systems is determined to be excessive due to sticking of the first adjusting valve 70a or the second adjusting valve 70b in its open state or the like, operation of the fuel force-feed system subject to the abnormality is suspended and the engine output is restricted as the fail-safe processing, whereby the required amount of fuel to be force-fed is reduced. Accordingly, even after the suspension of the operation, it is possible to inhibit an excessively high load from being applied to the fuel force-feed system that performs force-feeding of fuel, and to prevent the occurrence of a secondary abnormality such as a failure in the fuel force-feed systems.
  • the valve-closing timings of the respective adjusting valves 70a and 70b are limited within a certain range so as to prevent force-feeding of fuel and fuel injection from being carried out simultaneously.
  • the method of determining abnormality according to the present embodiment can also be applied to a high-pressure fuel injection device wherein the period of force-feeding of fuel overlaps with the period of fuel injection.
  • a processing of determining whether or not the period of force-feeding of fuel overlaps with the period of fuel injection is performed, for example, prior to the performance of the processing of step 100 in the abnormality determining routine" shown in Fig. 4. Only if it is determined that those periods do not overlap with each other, the processings following step 100 are performed.
  • a warning lamp indicative of the occurrence of an abnormality may be lit.
  • the estimated value of rail pressure rise amount is compared with the actual measurement value of rail pressure rise amount so as to determine the occurrence of the abnormality.
  • the determination can also be made by comparing estimated and actual measurement values of a rate of change in rail pressure or a pattern of change in rail pressure, with each other.
  • the high-pressure fuel injection device provided with two fuel force-feed systems has been described in the aforementioned embodiment.
  • the present invention can also be applied to a high-pressure fuel injection device provided with three or more fuel force-feed systems.
  • an operation is performed to find a period in which there is no such overlapping and one of the fuel force-feed systems alone performs force-feeding of fuel. In the thus-found period, the occurrence of an abnormality is determined.
  • the rail pressure rise amount is estimated based on the fuel force-feed amount QPUMP and the fuel leak amount QLEAK. However, if the fuel leak amount QLEAK is much smaller than the fuel force-feed amount QPUMP, the rail pressure rise amount may be estimated based on only the fuel force-feed amount QPUMP.
  • the aforementioned embodiment deals with a diesel engine as an internal combustion engine.
  • the method of determining abnormality according to the present invention can also be applied to, for example, a high-pressure fuel injection device of a cylinder direct injection gasoline engine wherein fuel is directly injected to combustion chambers.

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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)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP00104931A 1999-03-17 2000-03-08 Méthode de détermination des anormalités dans un système d'injection de combustible à haute pression Expired - Lifetime EP1036923B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP7225899A JP2000265896A (ja) 1999-03-17 1999-03-17 高圧燃料噴射装置の異常判定方法
JP7225899 1999-03-17

Publications (3)

Publication Number Publication Date
EP1036923A2 true EP1036923A2 (fr) 2000-09-20
EP1036923A3 EP1036923A3 (fr) 2001-08-08
EP1036923B1 EP1036923B1 (fr) 2003-09-17

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EP00104931A Expired - Lifetime EP1036923B1 (fr) 1999-03-17 2000-03-08 Méthode de détermination des anormalités dans un système d'injection de combustible à haute pression

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EP (1) EP1036923B1 (fr)
JP (1) JP2000265896A (fr)
DE (1) DE60005235T2 (fr)
ES (1) ES2207434T3 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1201905A3 (fr) * 2000-10-27 2003-09-24 Toyota Jidosha Kabushiki Kaisha Dispositif de detection de défaut dans un système d'alimentation en carburant haute pression
WO2004031561A1 (fr) * 2002-09-30 2004-04-15 Yanmar Co., Ltd. Detecteur de pression de carburant conçu pour dispositif d'injection de carburant type rampe commune, et dispositif d'injection de carburant type rampe commune equipe d'un tel detecteur de pression de carburant
EP1411240A1 (fr) * 2002-10-16 2004-04-21 Wärtsilä Finland Oy Appareil et procédé en relation avec un système d'injection de carburant
WO2007097226A1 (fr) * 2006-02-21 2007-08-30 Aisan Kogyo Kabushiki Kaisha Système de diagnostic de panne dans un dispositif de commande de charge et système de commande de pompe à carburant
EP1870586A1 (fr) * 2006-06-16 2007-12-26 Delphi Technologies, Inc. Appareil pour détecter et identifier les défaillances de composants dans un système de carburant
GB2486417A (en) * 2010-12-13 2012-06-20 Gm Global Tech Operations Inc Method for diagnosing a clogging of an injector in an internal combustion engine
DE10342268B4 (de) * 2002-09-13 2015-08-20 Denso Corporation Pumpenanormalitätsdiagnosevorrichtung
CN106168178A (zh) * 2015-05-21 2016-11-30 铃木株式会社 内燃机的控制装置
US10591379B2 (en) 2017-12-27 2020-03-17 Cummins Inc. System and method for identifying a source of high pressure leakage
CN113107694A (zh) * 2021-05-11 2021-07-13 潍柴动力股份有限公司 一种轨压传感器故障处理方法及共轨系统
CN115387903A (zh) * 2022-05-20 2022-11-25 潍柴动力股份有限公司 柴油机的故障检测方法、装置、动力装置及介质

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JP2002309994A (ja) * 2001-04-12 2002-10-23 Nissan Motor Co Ltd タイミング巻掛け部材の異常検知装置
JP2006200478A (ja) * 2005-01-21 2006-08-03 Denso Corp 燃料噴射装置
JP2010071133A (ja) * 2008-09-17 2010-04-02 Hitachi Automotive Systems Ltd エンジンの燃料供給装置

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US5241933A (en) * 1992-02-28 1993-09-07 Fuji Jukogyo Kabushiki Kaisha Abnormality warning system for a direct fuel injection engine
EP0860600A2 (fr) * 1997-02-21 1998-08-26 Toyota Jidosha Kabushiki Kaisha Système d'injection de combustible pour moteur à combustion interne
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Cited By (19)

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EP1201905A3 (fr) * 2000-10-27 2003-09-24 Toyota Jidosha Kabushiki Kaisha Dispositif de detection de défaut dans un système d'alimentation en carburant haute pression
DE10342268B4 (de) * 2002-09-13 2015-08-20 Denso Corporation Pumpenanormalitätsdiagnosevorrichtung
WO2004031561A1 (fr) * 2002-09-30 2004-04-15 Yanmar Co., Ltd. Detecteur de pression de carburant conçu pour dispositif d'injection de carburant type rampe commune, et dispositif d'injection de carburant type rampe commune equipe d'un tel detecteur de pression de carburant
US7267106B2 (en) 2002-09-30 2007-09-11 Yanmar Co., Ltd. Fuel pressure detector for common rail type fuel injection apparatus, and common rail type fuel injection apparatus equipped with the fuel pressure detector
CN100357584C (zh) * 2002-09-30 2007-12-26 洋马株式会社 共轨式燃料喷射装置的燃料压力检测装置以及共轨式燃料喷射装置
EP1411240A1 (fr) * 2002-10-16 2004-04-21 Wärtsilä Finland Oy Appareil et procédé en relation avec un système d'injection de carburant
US6845752B2 (en) 2002-10-16 2005-01-25 Wartsila Finland Oy Fuel injection system
WO2007097226A1 (fr) * 2006-02-21 2007-08-30 Aisan Kogyo Kabushiki Kaisha Système de diagnostic de panne dans un dispositif de commande de charge et système de commande de pompe à carburant
US8195355B2 (en) 2006-02-21 2012-06-05 Aisan Kogyo Kabushiki Kaisha Fault diagnosis system in load driving arrangement and fuel pump control system
US7835852B2 (en) 2006-06-16 2010-11-16 Delphi Technologies Holding S.Arl Apparatus for detecting and identifying component failure in a fuel system
EP1870586A1 (fr) * 2006-06-16 2007-12-26 Delphi Technologies, Inc. Appareil pour détecter et identifier les défaillances de composants dans un système de carburant
GB2486417A (en) * 2010-12-13 2012-06-20 Gm Global Tech Operations Inc Method for diagnosing a clogging of an injector in an internal combustion engine
US8897996B2 (en) 2010-12-13 2014-11-25 GM Global Technology Operations LLC Method for diagnosing a clogging of an injector in an internal combustion engine
CN106168178A (zh) * 2015-05-21 2016-11-30 铃木株式会社 内燃机的控制装置
CN106168178B (zh) * 2015-05-21 2019-11-08 铃木株式会社 内燃机的控制装置
US10591379B2 (en) 2017-12-27 2020-03-17 Cummins Inc. System and method for identifying a source of high pressure leakage
CN113107694A (zh) * 2021-05-11 2021-07-13 潍柴动力股份有限公司 一种轨压传感器故障处理方法及共轨系统
CN115387903A (zh) * 2022-05-20 2022-11-25 潍柴动力股份有限公司 柴油机的故障检测方法、装置、动力装置及介质
CN115387903B (zh) * 2022-05-20 2024-04-19 潍柴动力股份有限公司 柴油机的故障检测方法、装置、动力装置及介质

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DE60005235T2 (de) 2004-07-08
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JP2000265896A (ja) 2000-09-26
EP1036923A3 (fr) 2001-08-08
EP1036923B1 (fr) 2003-09-17

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