EP1201905A2 - Dispositif de detection de défaut dans un système d'alimentation en carburant haute pression - Google Patents

Dispositif de detection de défaut dans un système d'alimentation en carburant haute pression Download PDF

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Publication number
EP1201905A2
EP1201905A2 EP01125541A EP01125541A EP1201905A2 EP 1201905 A2 EP1201905 A2 EP 1201905A2 EP 01125541 A EP01125541 A EP 01125541A EP 01125541 A EP01125541 A EP 01125541A EP 1201905 A2 EP1201905 A2 EP 1201905A2
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EP
European Patent Office
Prior art keywords
fuel
pressure
period
pump
common
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
EP01125541A
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German (de)
English (en)
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EP1201905B1 (fr
EP1201905A3 (fr
Inventor
Motoichi Murakami
Tatsumasa Sugiyama
Eiji c/o Intellectual Property Center Takemoto
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Denso Corp
Toyota Motor Corp
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Denso Corp
Toyota Motor Corp
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Publication date
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Publication of EP1201905A2 publication Critical patent/EP1201905A2/fr
Publication of EP1201905A3 publication Critical patent/EP1201905A3/fr
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Publication of EP1201905B1 publication Critical patent/EP1201905B1/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
    • 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
    • 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
    • F02D2041/225—Leakage detection

Definitions

  • the present invention relates to a device for detecting a failure in a high-pressure fuel supply system. More specifically, the invention relates to a device for detecting a failure such as a leakage of fuel from a high-pressure fuel injection system of an internal combustion engine.
  • a common-rail type high-pressure fuel injection system is known in the art.
  • fuel is supplied to a common pressure-accumulating chamber (a common-rail) from a high-pressure fuel pump and the high-pressure fuel in the common-rail is injected into the respective cylinders from fuel injection valves connected to the common-rail.
  • the common-rail type fuel injection system uses fuel at a very high pressure. It is, hence, necessary to reliably detect a failure such as leakage of fuel from any part of the system. For this purpose, there have been proposed various methods of detecting a failure such as leakage of fuel.
  • the device of this publication includes a pressure sensor for detecting the fuel pressure in the common-rail, and failure detection means.
  • the failure detection means measures a difference in the fuel pressure in the common-rail before and after the fuel is injected from the fuel injection valve, i.e., measures a pressure drop in the common-rail due to the fuel injection.
  • the failure detection means further estimates the pressure drop in the common-rail due to the fuel injection based on the fuel injection amount determined by the engine operating conditions and a change in the bulk modulus of elasticity of fuel due to the temperature and pressure.
  • the failure detection means in the '557 publication determines that the fuel injection system has failed when a difference between the measured pressure drop and the estimated pressure drop is larger than a predetermined judging value.
  • K in the above formula is a bulk modulus of elasticity of the fuel
  • V is a volume of a high-pressure portion including a volume of the common-rail, a volume of a high-pressure supply pipe up to the common-rail and a volume of a pipe from the common-rail to a fuel injection valve
  • V is a constant.
  • the bulk modulus of elasticity K is determined based upon an actual fuel pressure detected by the pressure sensor before or after the fuel injection and upon a temperature.
  • the fuel pressure varies over a very wide range (e.g., from 10 MPa to 150 MPa) depending upon the operating conditions.
  • a drop of pressure in the common-rail before and after the fuel injection varies in proportion to the amount of fuel that flows out from the common-rail within a period for detecting the drop of pressure (within a judging period). Therefore, when the amount of fuel flowing out from the common-rail before and after the fuel injection is equal to Q, the measured drop of pressure in the common-rail before and after the fuel injection will become equal to the above estimated value ⁇ P. Therefore, when the difference between the measured drop of pressure in the common-rail and the estimated value ⁇ P thereof is larger than the predetermined judging value, e.g., when the actual drop of pressure is larger than the estimated value ⁇ P by more than a certain degree, it means that the amount of fuel actually flowing out from the common-rail is larger than the fuel injection amount Q. It can therefore be determined that the fuel is leaking from the fuel system (common-rail, fuel injection valves, etc.).
  • the fuel is not continuously supplied to the common-rail throughout the supply period by the fuel pump, and it is difficult to accurately calculate the amount of fuel actually supplied to the common-rail during the fuel injection period.
  • the discharge amount of the pump is controlled by adjusting the timing of an effective supply (discharge) stroke of the pump. Namely, the effective supply stroke in which the fuel is actually discharged from the pump starts some time after the mechanical (geometrical) supply stroke of the pump has started, and the time between the start of the effective supply stroke and the start of the mechanical supply stroke is adjusted in order to control the discharge amount of the pump.
  • the fuel injection device disclosed in the '557 publication uses a pump that supplies the fuel to a four-cylinder internal combustion engine twice per one revolution of the engine. Therefore, it is possible to set the fuel supply period of the pump so that the fuel supply period does not overlap the fuel injection period.
  • a fuel pump that injects fuel one time per a revolution of the engine is used, as the fuel is injected twice during one fuel supply period, it is inevitable that the fuel is supplied to the common-rail during the fuel injection period.
  • a change in the pressure is detected in a period in which it is expected that the amount of fuel flowing into the pressure-accumulating chamber from the fuel pump becomes a minimum.
  • a period in which no fuel is supplied from the pump to the pressure-accumulating chamber during the supply stroke in order to control the amount of supplying fuel into the pressure-accumulating chamber varies depending upon the engine operating conditions such as the load and the rotational speed of the engine, and is set to take place in the former half of the fuel supply stroke of the pump or in the latter half thereof depending upon the flow rate control system of the fuel pump.
  • the period in which the pressure in the pressure-accumulating chamber is detected is selected in such a manner that, considering the type of the capacity control of the pump, the expected fuel supply amount to the pressure-accumulating chamber becomes smallest, i.e., in a period in which it is most probable that no fuel is supplied to the pressure-accumulating chamber from the fuel pump. Therefore, the effect of fuel flowing into the pressure-accumulating chamber during the period of supplying fuel is minimized and the accuracy of failure detection can be increased even when a pump having an extended fuel supply period is used.
  • Fig. 1 is a diagram schematically illustrating the constitution of an embodiment of the present invention when it is applied to an automotive diesel engine.
  • reference numeral 1 denotes fuel injection valves for directly injecting the fuel into the cylinders of an internal combustion engine 10 (four-cylinder diesel engine in this embodiment), and 3 denotes a common pressure-accumulating chamber (common-rail) to which the fuel injection valves 1 are connected.
  • the common-rail 3 has a function of storing the pressurized fuel supplied from a high-pressure fuel supply pump (hereinafter referred to as "fuel pump") and distributing the fuel to each of the fuel injection valves 1. The fuel pump will be explained later.
  • reference numeral 7 denotes a fuel tank storing the fuel (diesel oil in this embodiment) of the engine 10
  • reference numeral 9 denotes a low-pressure feed pump for supplying the fuel to the fuel pump through a low-pressure pipe 13.
  • the fuel discharged from the fuel pump 5 is supplied to the common-rail 3 through a high-pressure pipe 17, and is injected into the cylinders of the internal combustion engine from the common-rail through the fuel injection valves 1.
  • reference numeral 20 denotes an electronic control unit (ECU) for controlling the engine.
  • the ECU 20 is a microcomputer of a known type including a read-only memory (ROM), a random access memory (RAM), micro processor (CPU) and an input/output port, which are connected together through a bi-directional bus.
  • the ECU 20 executes the fuel pressure control operation by adjusting the amount of fuel supplied to the common-rail 3 from the fuel pump 5 by controlling the opening/closing operation of a suction-regulating valve 5a of the fuel pump 5, and by controlling the fuel pressure in the common-rail 3 according to the load and rotational speed of the engine.
  • the ECU 20 further controls the amount of fuel injected into the cylinders by controlling the valve-opening time of the fuel injection valve 1.
  • the input port of the ECU 20 receives, through an AD converter 34, a voltage signal corresponding to the fuel pressure in the common-rail 3 from a fuel pressure sensor 31 disposed on the common-rail 3 and, further, receives, through another AD converter 34, a signal corresponding to the operation amount (amount of depression) of the accelerator pedal from an accelerator opening-degree sensor 35 provided for an engine accelerator pedal (not shown).
  • the input port of the ECU 20 further receives, from a crank angle sensor 37 disposed near the crank shaft (not shown) of the engine, two signals, i.e., a reference pulse signal generated when the crank shaft arrives at a reference rotational position (e.g., the top dead center of a first cylinder) and a rotational pulse signal that is generated at every predetermined rotational angle of the crank shaft.
  • a crank angle sensor 37 disposed near the crank shaft (not shown) of the engine.
  • two signals i.e., a reference pulse signal generated when the crank shaft arrives at a reference rotational position (e.g., the top dead center of a first cylinder) and a rotational pulse signal that is generated at every predetermined rotational angle of the crank shaft.
  • the ECU 20 calculates the rotational speed of the crankshaft from the interval between the rotational pulse signals and detects the rotational angle (phase) of the crankshaft by counting the number of the rotational pulse signals received after the reference pulse signal is received.
  • the output port of the ECU 20 is connected to the fuel injection valves 1, through a drive circuit 40, to control the operation of the fuel injection valves 1, and is further connected, through another drive circuit 40, to a solenoid actuator that controls the opening/closing of the suction-regulating valve 5a of the fuel pump 5 in order to control the fuel supply amount of the pump 5.
  • the fuel pump 5 is of a plunger type pump having two cylinders.
  • a plunger in each cylinder of the pump 5 reciprocates in the cylinder by being pushed by a cam formed on a plunger drive shaft in the pump.
  • the suction port of each cylinder is provided with a suction-regulating valve that is opened and closed by a solenoid actuator.
  • the plunger drive shaft is driven by the crankshaft (not shown) of the engine 10, and is rotated at a speed one-half that of the crank shaft in synchronism therewith.
  • a cam having a lifting portion at a portion that comes into engagement with the plunger.
  • the plunger of the pump 5 discharges the fuel in synchronism with the stroke of each cylinder of the engine 10.
  • the two cylinders of the pump 5 supply the pressurized fuel to the common-rail 3 one time, respectively, as the crankshaft rotates 720 degrees in synchronism with the engine revolution.
  • the pressurized fuel is supplied twice from the fuel pump 5 while the crank shaft of the engine 10 rotates 720 degrees, and the fuel is injected for the two cylinders (twice) per one time of fuel supply from the fuel pump 5.
  • This embodiment controls the discharge amount of the fuel pump by a so-called suction-regulating type control, in which the ECU 20 changes the valve-closing timing of the suction-regulating valve 5a in the down (suction) stroke of the plunger in each cylinder of the pump thereby to control the discharge amount of fuel in the supply stroke of the fuel pump 5. That is, in this embodiment, as the cylinder starts the suction stroke passing over the cam lift apex portion, the ECU 20 supplies an electric current to the solenoid actuator of the suction-regulating valve 5a for a predetermined period after the start of the suction stroke to maintain the suction-regulating valve 5a opened. Therefore, the fuel flows into the cylinder as the plunger descends.
  • the ECU 20 stops the supply of the electric current to the solenoid actuator, so that the suction-regulating valve 5a is closed.
  • the plunger is maintained lowered, and the plunger stays away from the cam.
  • the cam rotates up to a position to come into contact with the plunger held at the lowered position, the plunger is moved by being pushed by the cam. Accordingly, the fuel is actually discharged from the fuel pump 5 and is supplied to the common-rail 3 passing through a check valve 15. In this case, the fuel is supplied from each cylinder to the common-rail 3 by only an amount that is charged into a pump chamber during the suction stroke.
  • the amount of fuel supplied to the common-rail 3 can be controlled precisely.
  • the suction-regulating type control of the fuel pump 5 as described above, the supply of fuel to the common-rail 3 is stopped after the supply (discharge) stroke of the fuel pump starts for a period determined by the amount of fuel to be supplied to the common-rail 3.
  • the ECU 20 sets a target fuel pressure in the common-rail based on the engine load and the engine speed using the relationship stored in advance in the ROM, and feedback controls the discharge amount of the pump 5, so that the fuel pressure in the common-rail detected by the fuel pressure sensor 31 becomes equal to the target fuel pressure.
  • the ECU 20 further controls the valve-opening time (fuel injection time) of the fuel injection valve 1 based upon the engine load and the engine speed using a predetermined relationship stored, in advance, in the ROM.
  • the fuel pressure in the common-rail 3 is varied, depending upon the engine operating conditions, to adjust the injection rate of the fuel injection valve 1 in accordance with the operating conditions, and the amount of fuel injection is adjusted in accordance with the operating conditions by varying the fuel pressure and the fuel injection time.
  • the fuel pressure in the common-rail varies over a very wide range (over a range of, for example, from about 10 MPa to about 150 MPa) depending upon the operating conditions (such as engine load and speed) of the engine.
  • Fig. 2 is a diagram of timings illustrating a geometrical fuel supply rate of the fuel pump 5 and a change in the pressure in the common-rail when there is no fuel leakage.
  • the rate of fuel supply is expressed by a product of the amount of displacement of the plunger per a unit crank angle and the sectional area of the cylinder, i.e., a volume of the fuel discharged from the fuel pump per the unit crank angle when the fuel suction amount is not regulated.
  • the horizontal axis in Fig. 2 represents the crank angle CA.
  • Fig. 2 illustrates a change in the rate of fuel supply and pressure in one cycle of the fuel pump 5 (a crank rotational angle of the engine 10 of 720 degrees).
  • the two cylinders (cylinders #1 and #2) of the fuel pump 5 execute the fuel supply stroke one time, respectively.
  • the fuel is injected a total of four times. Therefore, the fuel is injected twice in each supply stroke of the fuel pump 5, i.e., the fuel is injected during the supply stroke.
  • symbols FJ1, FJ2, FJ3 and FJ4 denote fuel injection timings in the supply strokes.
  • the fuel is injected one time in each of the former halves (FJ1, FJ3) and in each of the latter halves (FJ12, FJ14) of the supply strokes of the cylinders #1 and #2.
  • a failure such as leakage in the fuel supply system is detected based on a change in the pressure in the common-rail within a predetermined period (judging period).
  • the amount of fuel QOUT flowing out from the common-rail 3 is, for example, the sum of the amount of fuel injected during the judging period and the steady leakage from the fuel injection valve.
  • the amount of fuel QIN flowing into the common-rail 3 is the amount of fuel supplied into the common-rail 3 from the fuel pump 5.
  • the volumes in the above formula are all expressed in terms of volumes calculated under a standard pressure (e.g., 0.1 MPa).
  • QOUT and QIN In order to judge the leakage based on the estimated value DPD of change in the pressure, however, QOUT and QIN must be accurately estimated.
  • the amount of fuel injection has been accurately controlled by the ECU 20 and can be precisely estimated.
  • the amount of steady leakage from the fuel injection valve can be accurately estimated to some extent, too. Therefore, the accuracy of in the estimation of QOUT is relatively high.
  • the rate of fuel supply at each moment in the supply stroke of the fuel pump 5 varies within manufacturing tolerance in the individual fuel pumps.
  • the sum of the amount of fuel supplied to the common-rail 3 per one time of supply stroke of the fuel pump 5 is feedback controlled based upon the pressure in the common-rail 3. If the whole supply stroke is considered, therefore, the amount of fuel supplied to the common-rail 3 is accurately controlled. Due to dispersion in the rate of fuel supply depending upon the fuel pumps, however, it is difficult to accurately calculate the amount of fuel flowing into the common-rail 3 from the fuel pump 5 within a specific period selected from the supply period. To correctly judge the leakage using the above formula (1), therefore, the tolerance must be strictly managed for each of the fuel pumps 5 to minimize the dispersion in the rate of fuel supply for each of the fuel pumps. This causes the increase in the manufacturing cost of the fuel pump 5.
  • an actual period for supplying the fuel to the common-rail 3 starts after the passage of a predetermined stop period from the start of the supply stroke of the fuel pump 5 (Fig. 2).
  • the stop period decreases with an increase in the amount of fuel supplied to the common-rail 3, i.e., decreases with an increase in the engine load.
  • the judging period for measuring the change in the pressure in the common-rail 3 is started simultaneously with the start of the supply stroke of the fuel pump 5 as shown in Fig. 2 (point a), in order to increase the probability that the measuring of the change in the pressure is carried out during the stop period in the former half of the supply stroke.
  • QOUT in the above formula (2) is the sum of the amount of fuel injected from the fuel injection valve and the amount of the steady leakage.
  • the length of the judging period i.e., the timing for ending the judging period(point b in Fig. 2) is very important.
  • a minimum value (accuracy for pressure detection) of change in the pressure that can be detected by the pressure sensor 31 is determined by an error (resolution) in the AD conversion of the analog output of the pressure sensor 31. For example, when the width of drop in the common-rail pressure (DPDA - DPD) due to the leakage during the judging period is not larger than D in the case where the resolution in the AD conversion is D (Pa), it is not possible to detect the change in the pressure by using the pressure sensor 31. In this case, even if the fuel leakage of the amount D ⁇ (VPC/K) exists, it may be determined that there is no leakage from the fuel system.
  • the magnitude QL of leakage is expressed by the amount of fuel leaking from the common-rail in a unit time.
  • the accuracy D of pressure detection of the pressure sensor 31 remains constant and, hence, the magnitude of leakage that can be detected by the pressure sensor 31 decreases in reverse proportion to the length T of the judging period. That is, the leakage detection error QL1 based on the accuracy of detection of the pressure sensor 31 decreases with an increase in the judging period, i.e., decreases as the timing (point b) for ending the judging period of Fig. 2 is delayed.
  • the judging period T is expressed by the time (second).
  • the leakage detection error QE becomes a function of the judging period TCA and varies depending upon the length of the judging period. In order to improve the accuracy of leakage detection, therefore, the judging period TCA must be so set that the leakage detection error QE is minimized.
  • Q represents the amount of fuel that flows into the common-rail during the period between the start of the effective fuel supply stroke and the end of the judging period.
  • the effective fuel supply stroke of the fuel pump varies depending upon the operating conditions (load) of the engine and does not remain constant. Even when the effective fuel supply stroke is the same, the amount Q of fuel flowing into the common-rail 3 during the judging period varies due to dispersion of tolerance for each of the fuel pumps 5, and it is virtually difficult to correctly calculate the amount Q. Therefore, a value that could actually happen (expected value) is presumed and used as the value Q, and the judging period is so set that the error QE is minimized.
  • a maximum possible value of the amount of fuel flowing into the common-rail during the judging period is used for the expected value of Q in order to set the judging period in such a manner that the detection error QE is as small as possible even when the amount of fuel flowing into the common-rail becomes the maximum.
  • the amount Q of fuel flowing from the fuel pump 5 to the common-rail 3 becomes a maximum when there is no stop period, i.e., when the effective fuel supply stroke starts simultaneously with the start of the supply stroke of the fuel pump 5 (from the point a in Fig. 2).
  • This condition is sometimes referred to as a full supply state.
  • Q becomes equal to the geometrical discharge amount of the fuel pump 5 during the judging period.
  • the geometrical discharge amount of the fuel pump 5 is a function of the crank angle.
  • the timing for ending the judging period (point b in Fig. 2) is so set that the detection error QE becomes a minimum by taking into consideration the case where the amount Q becomes a maximum.
  • Fig. 3 is a graph illustrating a relationship among the leakage detection error QL1 due to the accuracy of detection of the pressure sensor, the leakage detection error QL2 due to the geometrical discharge amount of the fuel pump 5, and the judging period (crank angle) TCA.
  • the leakage detection error QL1 due to the accuracy of detection of the pressure sensor decreases nearly in reverse proportion to the judging period TCA, whereas the leakage detection error QL2 due to the geometrical discharge amount of the fuel pump 5 increases with an increase in the judging period TCA.
  • a judging period length TCA0 at which the leakage detection error QE QL1 + QL2 as a whole becomes a minimum.
  • QL1 and QL2 are calculated as functions of the judging period length TCA based on the geometrical discharge amount of the pump and the detection precision (AD conversion resolution) of the pressure sensor 31, and the judging period length TCA0 is determined so that the sum QE becomes a minimum.
  • the timing for starting the judging period (point a in Fig. 2) is brought into agreement with the timing for starting the supply stroke of the fuel pump 5, and the timing for ending the judging period (point b in Fig. 2) is so set that the judging period length becomes TCA0.
  • This embodiment is different from the above-mentioned embodiment only with regard to the calculation of the expected value Q of the amount of fuel flowing into the common-rail during the judging period, that serves as a basis for setting the judging period TCA.
  • This embodiment is the same as the above embodiment in regard to other respects.
  • the geometrical discharge amount of the fuel pump 5 during the full supply state in which Q becomes a maximum is used for the expected value Q.
  • the fuel pump 5 is operated in the full supply state only under particular conditions such as when the engine load is very high. Usually, therefore, the fuel pump is rarely operated in the full supply state.
  • the expected value Q is determined taking into consideration the probability of the occurrence of the start of the effective supply stroke at the respective point in the supply stroke of the fuel pump. By considering the probability of occurrence of the start of the effective supply stroke, the accuracy of the expected value Q is increased.
  • Figs. 4A to 4C are diagrams illustrating how to calculate an expected value Q of the fuel amount according to the present embodiment.
  • Fig. 4A is a diagram schematically illustrating a change in the geometrical fuel supply rate (amount of fuel discharged from the fuel pump per a unit rotational angle of the crank) during the supply stroke of a cylinder of the fuel pump 5, wherein the vertical axis represents the rate of fuel supply and the horizontal axis (x-axis) represents the crank angle.
  • the horizontal axis represents the start of the geometrical supply stroke of the cylinder (bottom dead center of the plunger) and S represents the end of the geometrical supply stroke (top dead center of the plunger).
  • QG(x) becomes equal to the area of the hatched region in Fig. 4A. Therefore, if the crank angle at the end (point b in Fig. 2) of the judging period is denoted by XB, the amount of fuel flowing into the common-rail during the judging period is denoted by QG(XB) when the fuel pump is in the full supply state.
  • Fig. 4B illustrates a change, depending upon the crank angle x, of the value of the probability density function F(x) representing the probability of start of the effective supply stroke at a moment of crank angle x during the supply stroke of the cylinder.
  • the value of the probability density function F(x) is found by operating the engine while changing the load and the rotational speed in a manner of actual operation, by measuring the number of times of the start of the effective supply stroke at the individual crank angles, and by dividing the number of times by the total number of times of measurement.
  • the probability density function becomes a smaller value as the crank angle x becomes smaller, i.e., as the crank angle X approaches the starting point of the supply stroke and, becomes the greatest value near the center of the supply stroke, and becomes smaller as the crank angle x approaches the ending point of the supply stroke.
  • Q(x) obtained by the above formula is the amount of fuel that flows in when the effective supply stroke starts at the crank angle x.
  • the expected value Q of the amount that flows in becomes a function of the end of the judging period XB and is expressed, for example, as shown in Fig. 4C.
  • the leakage detection error QL2 due to the fuel flowing in is calculated by using the expected value Q of the amount of fuel flowing in (Fig. 4C) found as described above in the same manner as in the above-mentioned embodiment, and the judging period end timing TCA0 is calculated to minimize the sum QE of the leakage detection errors QL1 and QL2 due to the accuracy of detection of the pressure sensor (Fig. 5).
  • the accuracy of leakage detection is further improved.
  • the invention can also be applied to the case where the fuel pump of the discharge-regulating type capacity control is used.
  • a spill valve connected to the discharge side of the pump is opened during the supply stroke of the pump to stop the supply of fuel to the common-rail.
  • the discharge pressure of the fuel pump drops, whereby the discharge check valve 15a of the pump is closed.
  • the fuel supply stop period occurs in the latter half of the supply stroke of the pump.
  • the judging period is set in the latter half of the supply stroke of the pump, the judging period end timing is brought into agreement with the supply stroke end timing of the pump, and the judging period start timing is so set that the error of leakage detection becomes a minimum.
  • the judging period (timing for starting the judging period) for minimizing the error of leakage detection can be set quite in the same manner as in the above-mentioned embodiment, and is not described here again in detail.
  • Fig. 6 is a diagram illustrating the rate of fuel supply of the fuel pump of when there is provided a section of zero cam lift in a predetermined period in the initial stage of the supply stroke in setting the cam profile of the fuel pump.
  • failure in the high-pressure fuel supply system can be accurately detected by minimizing the effect of fuel that flows into the common-rail during the judging period.
  • Fuel of a high pressure is supplied from a high-pressure fuel injection pump 5 into a common-rail 3, and is, then, supplied to the fuel injection valves 1 from the common-rail.
  • a control circuit (ECU) 20 compares a change in the fuel pressure in the common-rail detected by a fuel pressure sensor 31 during a judging period with an estimated value of change in the pressure during the judging period to judge the leakage of fuel from the common-rail.
  • the judging period is set to take place in a period in which it is estimated that the fuel flows in the least amount into a pressure-accumulating chamber in the former half or in the latter half of the fuel supply stroke of the fuel pump. This minimizes the effect of fuel flowing into the common-rail, and improves the accuracy of leakage detection.

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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)
  • Fuel-Injection Apparatus (AREA)
EP20010125541 2000-10-27 2001-10-25 Dispositif de detection de défaut dans un système d'alimentation en carburant haute pression Expired - Lifetime EP1201905B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000329448A JP3798615B2 (ja) 2000-10-27 2000-10-27 高圧燃料供給系の異常検出装置
JP2000329448 2000-10-27

Publications (3)

Publication Number Publication Date
EP1201905A2 true EP1201905A2 (fr) 2002-05-02
EP1201905A3 EP1201905A3 (fr) 2003-09-24
EP1201905B1 EP1201905B1 (fr) 2005-12-14

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EP (1) EP1201905B1 (fr)
JP (1) JP3798615B2 (fr)
DE (1) DE60115812T2 (fr)
ES (1) ES2252131T3 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1526269A2 (fr) * 2003-10-20 2005-04-27 Siemens Aktiengesellschaft Méthode et dispositif de surveillance d'un capteur de pression de carburant
WO2006053852A1 (fr) * 2004-11-18 2006-05-26 Robert Bosch Gmbh Procede et dispositif pour verifier l'etancheite d'une soupape d'injection de carburant d'un moteur a combustion interne
EP1867859A1 (fr) * 2005-04-06 2007-12-19 Denso Corporation Systeme de commande d'injection de carburant
DE10334776B4 (de) * 2002-07-30 2008-01-31 Mitsubishi Fuso Truck And Bus Corp. Kraftstoffeinspritzsystem mit Druckerhöhungsfunktion
WO2008147319A1 (fr) * 2007-06-01 2008-12-04 Scania Cv Ab (Publ) Procédé d'identification d'un injecteur de carburant défaillant d'un moteur à combustion multicylindres
DE102010027675B4 (de) * 2010-07-20 2013-07-18 Continental Automotive Gmbh Verfahren zur Erkennung fehlerhafter Komponenten oder fehlerhafter Teilsysteme eines elektronisch geregelten Kraftstoffeinspritzsystems eines Verbrennungsmotors durch Evaluierung des Druckverhaltens
CN110121589A (zh) * 2016-12-19 2019-08-13 世倍特集团有限责任公司 具有燃料识别功能的用于运行内燃机的方法
CN111237072A (zh) * 2020-03-27 2020-06-05 潍柴动力股份有限公司 一种电控柴油机喷嘴故障识别方法、系统及电子控制单元
CN111765014A (zh) * 2020-06-30 2020-10-13 潍柴重机股份有限公司 一种高压燃油系统泄漏的监控方法及系统
CN115126637A (zh) * 2022-07-20 2022-09-30 潍柴动力股份有限公司 一种喷油泵检测装置、高压共轨燃油系统及汽车

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JP4595854B2 (ja) * 2006-03-22 2010-12-08 株式会社デンソー 燃料噴射装置
KR101180800B1 (ko) 2006-12-11 2012-09-10 현대자동차주식회사 커먼레일 연료분사 시스템의 인젝터 연료누출 진단 방법
JP5353670B2 (ja) * 2009-12-07 2013-11-27 株式会社デンソー 燃料噴射制御装置
DE102011015154B4 (de) * 2011-03-25 2017-01-12 Continental Automotive Gmbh Verfahren zur Überwachung einer elektromotorisch angetriebenen Kraftstoffpumpe und Kraftstofffördereinheit mit einer Kraftstoffpumpe
DE102014214033A1 (de) * 2014-07-18 2016-01-21 Ksb Aktiengesellschaft Bestimmung des Förderstroms einer Pumpe
CN107255052B (zh) * 2017-07-04 2019-08-13 潍柴西港新能源动力有限公司 燃气发动机喷射装置泄露监测策略
CN109113882B (zh) * 2018-08-27 2020-08-18 车行天下网络科技股份有限公司 一种柴油车发动机传感器智能数据优化装置

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Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10334776B4 (de) * 2002-07-30 2008-01-31 Mitsubishi Fuso Truck And Bus Corp. Kraftstoffeinspritzsystem mit Druckerhöhungsfunktion
EP1526269A3 (fr) * 2003-10-20 2006-09-06 Siemens Aktiengesellschaft Méthode et dispositif de surveillance d'un capteur de pression de carburant
EP1526269A2 (fr) * 2003-10-20 2005-04-27 Siemens Aktiengesellschaft Méthode et dispositif de surveillance d'un capteur de pression de carburant
US7937988B2 (en) 2004-11-18 2011-05-10 Robert Bosch Gmbh Method and device for checking for leakage in a fuel injection valve of an internal combustion engine
WO2006053852A1 (fr) * 2004-11-18 2006-05-26 Robert Bosch Gmbh Procede et dispositif pour verifier l'etancheite d'une soupape d'injection de carburant d'un moteur a combustion interne
EP1867859A1 (fr) * 2005-04-06 2007-12-19 Denso Corporation Systeme de commande d'injection de carburant
EP1867859A4 (fr) * 2005-04-06 2009-09-30 Denso Corp Systeme de commande d'injection de carburant
DE112008001486B4 (de) * 2007-06-01 2021-05-12 Scania Cv Ab (Publ) Verfahren zum Erkennen einer Kraftstoffeinspritzeinrichtung mit einer Fehlfunktion eines mehrzylindrigen Verbrennungsmotors und Computerprogrammprodukt
WO2008147319A1 (fr) * 2007-06-01 2008-12-04 Scania Cv Ab (Publ) Procédé d'identification d'un injecteur de carburant défaillant d'un moteur à combustion multicylindres
DE102010027675B4 (de) * 2010-07-20 2013-07-18 Continental Automotive Gmbh Verfahren zur Erkennung fehlerhafter Komponenten oder fehlerhafter Teilsysteme eines elektronisch geregelten Kraftstoffeinspritzsystems eines Verbrennungsmotors durch Evaluierung des Druckverhaltens
CN110121589A (zh) * 2016-12-19 2019-08-13 世倍特集团有限责任公司 具有燃料识别功能的用于运行内燃机的方法
CN111237072A (zh) * 2020-03-27 2020-06-05 潍柴动力股份有限公司 一种电控柴油机喷嘴故障识别方法、系统及电子控制单元
CN111237072B (zh) * 2020-03-27 2022-08-05 潍柴动力股份有限公司 一种电控柴油机喷嘴故障识别方法、系统及电子控制单元
CN111765014A (zh) * 2020-06-30 2020-10-13 潍柴重机股份有限公司 一种高压燃油系统泄漏的监控方法及系统
CN111765014B (zh) * 2020-06-30 2022-10-25 潍柴重机股份有限公司 一种高压燃油系统泄漏的监控方法及系统
CN115126637A (zh) * 2022-07-20 2022-09-30 潍柴动力股份有限公司 一种喷油泵检测装置、高压共轨燃油系统及汽车
CN115126637B (zh) * 2022-07-20 2024-02-20 潍柴动力股份有限公司 一种高压共轨燃油系统及汽车

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EP1201905B1 (fr) 2005-12-14
JP3798615B2 (ja) 2006-07-19
DE60115812T2 (de) 2006-08-10
ES2252131T3 (es) 2006-05-16
EP1201905A3 (fr) 2003-09-24
JP2002130023A (ja) 2002-05-09

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