EP1371836B1 - Système de commande d'alimentation en carburant de moteur à explosion interne - Google Patents

Système de commande d'alimentation en carburant de moteur à explosion interne Download PDF

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Publication number
EP1371836B1
EP1371836B1 EP20030013060 EP03013060A EP1371836B1 EP 1371836 B1 EP1371836 B1 EP 1371836B1 EP 20030013060 EP20030013060 EP 20030013060 EP 03013060 A EP03013060 A EP 03013060A EP 1371836 B1 EP1371836 B1 EP 1371836B1
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EP
European Patent Office
Prior art keywords
fuel
pressure
control system
supply control
pump
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Expired - Fee Related
Application number
EP20030013060
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German (de)
English (en)
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EP1371836A3 (fr
EP1371836A2 (fr
Inventor
Kazuhiro Semii
Naoki Yamamoto
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Publication of EP1371836A3 publication Critical patent/EP1371836A3/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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • 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
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the present invention relates to a fuel supply control system for an internal combustion engine according to the preamble of independent claim 1 and to a method of controlling fuel discharge pressure of a fuel supplied to an internal combustion engine according to the preamble of independent claim 10.
  • a fuel supply control system for an internal combustion engine as well as such a method of controlling a fuel discharge pressure of fuel supplied to an internal combustion engine can be taken from prior art document EP 0 899 442 A2 .
  • said prior art document teaches a fuel pressure sensor, which senses a fuel pressure in a high pressure fuel passage and a control unit that controls fuel injection quantity by controlling pulse width of the fuel injection control signal to each other. Said control unit determines a pressure deviation of actual fuel pressure from the desired fuel pressure.
  • the fuel discharge quantity of the high pressure fuel pump is controlled in accordance with the feedback pressure control quantity, which is based on said pressure deviation. In case a pressure deviation being equal to or greater than a predetermined deviation value continues for a time duration being equal to or longer than a predetermined time length, it is judged that failure or abnormality occurs in the fuel system.
  • Japanese Patent Provisional Publication No. 10-176589 discloses a fuel supply control system which comprises a high-pressure fuel pump of a variable displacement type. This high-pressure fuel pump is arranged to execute a feedback control of a fuel discharge pressure. A diagnosis method based on a correspondence between a fuel discharge quantity and the fuel discharge pressure (fuel pressure) is employed for diagnosing the abnormality of the fuel supply control system. Further, this diagnosis method is arranged to determine the abnormality of the fuel supply control system when the fuel pressure with respect to the fuel discharge quantity becomes out of a normal zone.
  • a fuel supply control system for an internal combustion engine controlling a fuel discharge pressure according to an engine operating condition.
  • the fuel supply control system comprises a fuel pump capable of varying a fuel discharge quantity of fuel; a fuel passage connected to the fuel pump: a fuel injector injecting the fuel supplied through the fuel passage from the fuel pump into the internal combustion engine; a pressure detector connected to the fuel passage, the pressure detector detecting a fuel pressure of the fuel in the fuel passage; and a control unit connected to the fuel pump, the fuel injector and the pressure detector.
  • the controller is configured to determine a target fuel pressure according to the engine operating condition, to control the fuel pump to bring the fuel pressure closer to the target fuel pressure, and to diagnose an abnormality of the fuel supply control system on the basis of the fuel discharge quantity and a fuel injection quantity injected from the fuel injector.
  • a method of controlling a fuel discharge pressure of fuel supplied to an internal combustion engine according to an engine operating condition comprises an operation of determining a target fuel pressure according to the engine operating condition, an operation of controlling a fuel pump to bring a fuel pressure of the fuel pump closer to the target fuel pressure, and an operation of diagnosing an abnormality of a fuel supply control system on the basis of a fuel discharge quantity of the fuel pump and a fuel injection quantity of a fuel injector.
  • Fig. 1 is a schematic view showing a construction of a fuel supply control system according to an embodiment of the present teaching.
  • Fig. 2 is a flowchart showing a pump discharge quantity calculation processing executed by a control unit shown in Fig. 1 .
  • Fig. 3 is a graph showing a map for retrieving a target fuel pressure from an engine speed and a target torque.
  • Fig. 4 is a graph showing a map for retrieving a fuel injection quantity from the engine speed and the target torque.
  • Fig. 5 is a graph showing a map for retrieving a basic discharge quantity of a fuel pump from the engine speed and the fuel injection quantity corresponding to the load.
  • Fig. 6 is a flowchart showing a diagnosis processing executed by the control unit shown in Fig. 1 .
  • Fig. 7 is a graph showing a map employed in the first diagnosis of the processing shown in Fig. 6 .
  • Fig. 1 shows the fuel supply control system which is for an in-cylinder direct-injection internal combustion engine and which is provided with a high-pressure fuel pump, in accordance with the present teaching.
  • an electric low-pressure fuel pump (feed pump) 2 is disposed in a fuel tank 1 and feeds fuel to a low-pressure regulator 4 through a fuel filter 3.
  • Low-pressure regulator 4 regulates a pressure of the fuel at a predetermined low-pressure such as a pressure ranging from 0.3 to 0.5 MPa.
  • the pressure-regulated fuel is fed to a high-pressure fuel pump 6 through a low-pressure fuel passage 5, and is then fed to fuel injectors 8 through a high-pressure passage 7.
  • a fuel pressure sensor 9 is attached to high-pressure passage 7.
  • Fuel pressure sensor 9 detects the pressure P of the pressurized fuel and outputs a fuel pressure signal indicative of the pressure P in high-pressure passage 7 to a control unit 10.
  • Control unit 10 further receives a signal indicative of an engine speed N detected by a crank angle sensor 11, and a cylinder decision signal outputted from a cylinder decision sensor 12.
  • Control unit 10 outputs a control signal to an electromagnetic valve 6a of high-pressure fuel pump 6 so that a fuel discharge quantity Q discharged from a pump main body 6b of high pressure fuel pump 6 is variably controlled. Therefore, the pressure P in high-pressure passage 7 is capable of being controlled at a desired high pressure ranging from 3 to 15 MPa according to the control signal outputted from control unit 10.
  • the fuel supply control system is arranged such that fuel pressure P is feedback controlled according to a flow rate balance (ratio) between fuel discharge quantity Q of high-pressure fuel pump 6 and a fuel injection quantity Qi injected from fuel injectors 8. Therefore, a controlled factor of the fuel pressure feedback control is fuel discharge quantity Q of high-pressure fuel pump 6.
  • a flow rate balance ratio between fuel discharge quantity Q of high-pressure fuel pump 6 and a fuel injection quantity Qi injected from fuel injectors 8. Therefore, a controlled factor of the fuel pressure feedback control is fuel discharge quantity Q of high-pressure fuel pump 6.
  • control unit 10 controls the fuel pressure so as to bring actual fuel pressure P closer to target fuel pressure Pt by increasing fuel discharge quantity Q of high-pressure fuel pump 6.
  • control unit 10 controls the fuel pressure so as to bring actual fuel pressure P closer to target fuel pressure Pt by decreasing fuel discharge quantity Q of high-pressure fuel pump 6.
  • fuel pressure P in the high-pressure line is determined based on fuel discharge quantity Q of high-pressure fuel pump 6, fuel injection quantity Qi of fuel injectors 8, a bulk modulus of fuel, a rigidity of high pressure passage (conduit) 7, a volume of the high pressure portion.
  • Suction/discharge of high-pressure fuel pump 6 is executed by a pump drive cam interconnected with a camshaft of the engine, and high-pressure fuel pump 6 operates at times corresponding to the number of cylinders or half of the number of the cylinders of the engine per one rotation of pump drive cam.
  • a necessary discharge quantity of high-pressure fuel pump 6 is calculated from target fuel pressure Pt and fuel injection quantity Qi, and the closing operation timing of electromagnetic valve 6a which is controlled on the basis of engine speed N detected by crank angle sensor 11, and a pump cam phase detected from the cylinder decision signal outputted from cylinder decision sensor 12.
  • This program shown in Fig. 2 is a routine executed by control unit 10 at predetermined time intervals.
  • control unit 10 reads engine operation indicative data including engine speed N, an output of an airflow meter, actual fuel pressure P detected by fuel pressure sensor 9, a detection value of an accelerator manipulation quantity, and other data relating to the engine operation.
  • control unit 10 calculates a load To (a target torque) of the engine on the basis of the engine operation data read in step S10.
  • control unit 10 calculates a target fuel pressure Pt by retrieving data indicative of target fuel pressure Pt from a map shown in Fig. 3 with reference to engine speed N and load To (target torque) of the engine.
  • the map of Fig. 3 shows a relationship among target fuel pressure Pt, engine speed N and load (target torque) To and has been previously stored in a memory of control unit 10.
  • target fuel pressure Pt is selected from predetermined several pressures A, B and C (MPa) according to engine speed N and load To, and the predetermined several pressures A, B and C (MPa) has been set to produce the optimal combustion state.
  • control unit 10 calculates a fuel injection quantity Qi by retrieving fuel injection quantity Qi from a map shown in Fig. 4 with reference to engine speed N and load To (target torque).
  • This map shown in Fig. 4 has been previously stored in the memory of control unit 10.
  • fuel injection quantity Qi tends to increase as engine speed N and/or load To increases.
  • the map shown in Fig. 5 shows a relationship among basic pump discharge quantity Qbas, engine speed N and load To (target torque) and has been previously stored in a memory of control unit 10. As is apparent from Fig. 5 , basic pump discharge quantity Qbas tends to increase as engine speed N and/or load To increases.
  • control unit 10 executes a diagnosis for accurately diagnose an abnormal state (troubleshoot) of the fuel supply system.
  • Fig. 6 shows such a diagnosis procedure executed by control unit 10.
  • control unit 10 determines whether or not a diagnosis start condition is satisfied. When the determination at step S110 is affirmative, the routine proceeds to step S120. When the determination at step S110 is negative, the routine repeats step S110 until the affirmative determination is made at step S110.
  • Control unit 10 executes the fuel feedback control so as to variably adjust the fuel discharge quantity Q of high-pressure fuel pump 6, with respect to a necessary fuel supply quantity calculated from the target fuel pressure Pt and the necessary fuel injection quantity. More specifically, when a ratio between the fuel injection quantity Qi and the fuel discharge quantity Q is 1:1, the flow rate balance therebetween is balanced, and therefore the fuel pressure is kept constant.
  • the fuel pressure should be increased, the fuel discharge quantity Q of high-pressure fuel pump 6 is temporally increased and is then controlled so that the flow rate balance is adjusted to 1:1 after a moment when the actual fuel pressure P reaches the target fuel pressure Pt.
  • the fuel discharge quantity Q of high-pressure fuel pump 6 is temporally decreased, and is then controlled so that the flow rate balance is adjusted to 1:1 at a moment when the actual fuel pressure P reaches the target fuel pressure Pt.
  • the signal lines employed to calculate the fuel discharge quantity Q such as lines to fuel pressure sensor 9, crank angle sensor 11, and cylinder decision sensor 12 are put in an abnormal state or in an unstable state just after the engine startup, it is difficult to correctly execute the fuel pressure control. Therefore, the fuel pressure feedback control is suspended under the abnormal state or during the unstable state.
  • the diagnosis start condition according to the present teaching is determined on the assumption that the fuel pressure feedback control is being executed.
  • the diagnosis program proceeds from step S110 to step S120.
  • control unit 10 starts a first diagnosis on the basis of the flow rate balance between fuel discharge quantity Q of high-pressure fuel pump 6 and fuel injection quantity Qi of fuel injectors 8. More specifically, control unit 10 determines whether the flow rate balance is in NG zone or OK zone with reference to a diagnosis map shown in Fig. 7 on the basis of fuel discharge quantity Q of high-pressure fuel pump 6 and fuel injection quantity Qi of fuel injectors 8.
  • the NG zone and the OK zone of Fig. 7 have been defined such that when it is possible to ensure the demand fuel injection quantity by converging the actual fuel pressure P into the target fuel pressure Pt within the normal increasing and decreasing range of the fuel discharge quantity Q, it is determined that the flow rate balance is in the OK zone. On the other hand, when it is not possible to ensure the required fuel injection quantity by converging the actual fuel pressure P into the target fuel pressure Pt within the normal increasing and decreasing range, it is determined that the flow rate balance is in the NG zone.
  • This OK or NG determination in the first diagnosis is executed taking account of the variations of parts, the degradation of the performance, the change of the circumstantial condition such as the property of the fuel and the fuel temperature.
  • an undecided zone adjacent to MAX side represents a zone where control unit 10 cannot make a NG decision although control unit 10 controls fuel discharge quantity Q toward an up-side when the fuel pressure P is decreased due to any trouble.
  • an undecided zone adjacent to MIN side represents a zone where control unit 10 cannot make a NG decision although control unit controls fuel discharge quantity Q toward a down-side when the fuel pressure P is increased due to any trouble.
  • control unit 10 determines whether or not the result of the first diagnosis indicates that the flow rate balance is in the NG zone. When the determination at step S130 is affirmative, that is, when it is determined that flow rate balance is in the NG zone, the program proceeds to step S140. When the determination at step S130 is negative, the program proceeds to step S150.
  • step S140 the control unit 10 makes the NG decision of the first diagnosis and thereafter the program proceeds to step S160.
  • control unit 10 determines whether or not the fuel discharge quantity Q of high-pressure fuel pump 6 approximately corresponds to a minimum value MIN or a maximum value MAX thereof.
  • the determination at step S150 is negative, that is, when the fuel discharge quantity Q is not a quantity adjacent to minimum value MIN or maximum value MAX, control unit 10 determines that the diagnosis result of the first diagnosis is normal. Therefore, the program returns to step S120 as a result of the negative determination at step S150, so as to continue the first diagnosis for the next change of the engine operating condition.
  • step S150 determines whether the fuel discharge quantity Q of high-pressure fuel pump 6 is close to the minimum value MIN or the maximum value MAX.
  • control unit 10 starts a second diagnosis on the basis of the fuel pressure. More specifically, control unit 10 diagnoses the normality of the fuel supply control system on the basis of an absolute value of the difference Pcal between target fuel pressure Pt and actual fuel pressure P.
  • control unit 10 determines whether or not the absolute value
  • step S170 When the determination at step S170 is negative, that is, when the absolute value
  • the determination at step S170 is affirmative, that is, when the absolute value
  • control unit 10 determines whether or not a condition of
  • control unit 10 makes the NG decision (a decision of the abnormality) in the second diagnosis.
  • step S190 When the program proceeds to step S190 after the program proceeds through step S130 and step S140, that is, when both of the first diagnosis and the second diagnosis were the NG decision indicative that the fuel supply control system is in the abnormal state, the flow rate control of high-pressure fuel pump 6 is put in a state that it is impossible to converge the actual fuel pressure P to the target fuel pressure Pt. Therefore, control unit 10 can diagnose that the fuel supply control system is put in a high-level abnormal state in this both NG state.
  • control unit 10 diagnoses that the fuel supply control system is put in a low-level abnormal state.
  • step S150 when the program proceeds through step S150 to step S190, that is, when the fuel discharge quantity Q of high-pressure fuel pump 6 is approximately the minimum value MIN or the maximum value MAX and when the second diagnosis is the NG decision, control unit 10 determines that it is impossible to diagnose the state of the fuel supply system from the first diagnosis using the flow rate balance and executes the second diagnosis. As a result of the second diagnosis, control unit 10 diagnoses that the fuel supply system is put in the abnormal state. Under this state, it is impossible to converge actual fuel pressure P to target fuel pressure Pt during when fuel discharge quantity Q is approximately the minimum value MIN or the maximum value MAX.
  • control unit 10 cannot determine the degree of the abnormality of the fuel supply control system, control unit 10 can diagnose that the fuel supply control system has an abnormality that it is impossible to converge the actual fuel pressure P to the target fuel pressure Pt in the flow rate control within the normal range.
  • this fuel supply control system may be arranged to execute the second diagnosis only when fuel discharge quantity Q is approximately the minimum value MIN or the maximum value MAX, without executing the second diagnosis when the first diagnosis is the NG decision.
  • the first diagnosis for diagnosing the abnormality from fuel discharge quantity Q of high-pressure fuel pump 6 and fuel injection quantity Qi of fuel injectors 8 is executed as to the fuel supply control system of the internal combustion engine for executing the feedback control of actual fuel pressure P while variably controlling fuel discharge quantity Q of high-pressure fuel pump 6 according to the demand fuel injection quantity of fuel injector 8. Accordingly, it becomes possible to set the decision value (NG zone) for the diagnosis according to the operating condition corresponding to the demand fuel injection quantity. This arrangement improves the accuracy of the diagnosis of the fuel supply control system.
  • the first diagnosis is arranged to set the NG zone and the OK zone as shown in Fig. 7 and to determine that the fuel supply control system is put in the abnormal state when a difference between the fuel discharge quantity Q of high-pressure fuel pump 6 and the fuel injection quantity Qi of fuel injector 8 is greater than or equal to the predetermined value, it becomes possible to easily execute the first diagnosis.
  • the first diagnosis is arranged to vary a ratio (a width of the OK zone) between the NG zone and the OK zone shown in Fig. 7 according to the operating condition corresponding to the demand fuel injection quantity, and to vary the predetermined value of the first diagnosis according to the operating condition corresponding to the demand fuel injection quantity, it becomes possible to easily and accurately execute the diagnosis.
  • the diagnosis executed by the fuel supply control system is arranged to execute the second diagnosis different from the first diagnosis when the controlled variable of high-pressure fuel pump 6 is maintained at an adjacent value of the upper limit value or lower limit value, that is, when the fuel discharge quantity Q of high-pressure fuel pump 6 is approximately minimum value MIN or maximum value MAX. That is, it becomes possible to change the diagnosis from the first diagnosis to the second diagnosis when it is impossible that the first diagnosis cannot determine the state of the fuel supply control system. This extends the diagnosis executable area.
  • the second diagnosis executed by the fuel supply control system is arranged to diagnose that the fuel supply control system is put in the abnormal state when a magnitude of the difference Pcal between the actual fuel pressure P and the target fuel pressure Pt is greater than or equal to the predetermined pressure ⁇ P, it becomes possible to accurately diagnose the abnormality of the fuel supply control system by executing the second diagnosis even if the first diagnosis based on the flow rate balance diagnoses that the fuel supply control system is put in the normal state when the controlled variable (fuel discharge quantity Q) of high-pressure fuel pump 6 is maintained at an adjacent value of the upper limit or the lower limit.
  • the predetermined pressure AP of the second diagnosis is set at a value greater than a dead-zone width in the variable control of the fuel discharge pressure, the determination as to the abnormality of the fuel supply control system is certainly executed.
  • the predetermined pressure ⁇ P may be set at a magnitude (absolute value) ranging from 0.3 through 0.5 MPa (
  • the second diagnosis according to the present invention is arranged to diagnose that the fuel supply control system is put in the abnormal state when the abnormal state is maintained for the predetermined time period T, an erroneous diagnosis caused by the transient deviation of the fuel pressure is prevented. Therefore, the reliability of the diagnosis is further improved.

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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)

Claims (10)

  1. Système de commande d'alimentation en carburant pour un moteur à combustion interne commandant une pression de refoulement du combustible selon un état de fonctionnement du moteur, le système de commande d'alimentation en carburant comprenant:
    une pompe de carburant (6) apte à modifier une quantité de décharge de carburant (Q);
    un passage de carburant (7) relié à la pompe de carburant (6);
    un injecteur de carburant (8) injectant le carburant fourni à travers le passage de carburant (7) de la pompe de carburant (6) dans le moteur à combustion interne;
    un détecteur de pression (9) connecté au passage de carburant (7), le détecteur de pression (9) détectant une pression du carburant dans le passage de carburant (7); et
    une unité de commande (10) reliée à la pompe de carburant (6), l'injecteur de carburant (8) et le détecteur de pression (9), l'unité de commande (10) étant configurée,
    pour déterminer une quantité d'injection de carburant (Qi) injectée par l'injecteur de carburant (8),
    pour déterminer une pression de carburant cible (Pt) selon l'état de fonctionnement du moteur,
    pour commander à la pompe de carburant (6) d'amener la pression du carburant (P) plus proche d'une pression de carburant cible (Pt), caractérisé en ce que
    l'unité de commande (10) est configurée pour diagnostiquer une anomalie du système de commande d'alimentation en carburant sur la base de la quantité de décharge de carburant (Q) évacuée par la pompe de carburant (6) et la quantité d'injection de carburant (Qi) injectée par l'injecteur de carburant (8).
  2. Système de commande d'alimentation en carburant selon la revendication 1, caractérisé en ce que l'unité de commande (10) est configurée pour diagnostiquer que le système de commande d'alimentation en carburant est anormal lorsqu'une différence entre la quantité de décharge de carburant (Q) de la pompe de carburant (6) et la quantité d'injection de carburant (Qi) de l'injecteur de carburant (8) est plus grande ou égale à une valeur prédéterminée.
  3. Système de commande d'alimentation en carburant selon la revendication 2, caractérisé en ce que la valeur prédéterminée est modifiée en accord avec l'état de fonctionnement du moteur.
  4. Système de commande d'alimentation en carburant selon l'une quelconque des revendications 1 à 3, caractérisé en ce que, lorsqu'une variable commandée de la pompe de carburant (6) est maintenue à une valeur adjacente à une d'une limite supérieure (MAX) et d'une limite inférieure (MIN) de la variable commandée, l'unité de commande (10) exécute un deuxième diagnostic pour le diagnostic de l'anomalie du système de commande d'alimentation en carburant.
  5. Système de commande d'alimentation en carburant selon la revendication 4, caractérisé en ce que le deuxième diagnostic exécuté par l'unité de commande (10) diagnostique que le système de commande d'alimentation en carburant est anormal lorsqu'une valeur absolue d'une différence (Pcal) entre une pression de carburant actuelle (P) et une pression de carburant cible (Pt) est supérieure à une valeur prédéterminée (ΔP).
  6. Système de commande d'alimentation en carburant selon la revendication 5, caractérisé en ce que la valeur prédéterminée est établie à une valeur supérieure à une largeur d'une zone morte dans une commande variable d'une pression de carburant actuelle (P).
  7. Système de commande d'alimentation en carburant selon l'une quelconque des revendications 4 à 6, caractérisé en ce que le deuxième diagnostic exécuté par l'unité de commande (10) diagnostique que le système de commande d'alimentation en carburant est anormal, lorsque l'état anormal est maintenu pendant une période de temps prédéterminée (T).
  8. Système de commande d'alimentation en carburant selon la revendication 1, caractérisé en ce que l'unité de commande (10) est configurée pour diagnostiquer que le système de commande d'alimentation en carburant est anormal lorsqu'un rapport entre la quantité de décharge de carburant (Q) de la pompe de carburant (6) et la quantité d'injection de carburant (Qi) de l'injecteur de carburant (8) est dans une zone prédéterminée incluant le rapport de 1.
  9. Système de commande d'alimentation en carburant selon la revendication 8, caractérisé en ce qu'une largeur de la zone prédéterminée est modifiée en accord avec l'état de fonctionnement du moteur.
  10. Procédé de commande d'une pression de décharge de carburant fourni à un moteur à combustion interne selon un état de fonctionnement du moteur, le procédé comprenant:
    détecter une pression du carburant dans un passage de carburant (7) relié à une pompe de carburant (6),
    déterminer une quantité d'injection de carburant (Qi),
    déterminer une pression de carburant cible (Pt) selon l'état de fonctionnement du moteur,
    amener la pression du carburant (P) plus proche de la pression de carburant cible (Pt),
    caractérisé par
    le diagnostic d'une anomalie du système de commande d'alimentation en carburant sur la base d'une quantité de décharge de carburant (Q) évacuée par la pompe de carburant (6) et la quantité d'injection de carburant (Qi) injectée par un injecteur de carburant (8).
EP20030013060 2002-06-10 2003-06-10 Système de commande d'alimentation en carburant de moteur à explosion interne Expired - Fee Related EP1371836B1 (fr)

Applications Claiming Priority (4)

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JP2002169008 2002-06-10
JP2002169008 2002-06-10
JP2003134554A JP4222097B2 (ja) 2002-06-10 2003-05-13 内燃機関の燃料系診断装置
JP2003134554 2003-05-13

Publications (3)

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EP1371836A2 EP1371836A2 (fr) 2003-12-17
EP1371836A3 EP1371836A3 (fr) 2006-05-17
EP1371836B1 true EP1371836B1 (fr) 2009-10-21

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EP (1) EP1371836B1 (fr)
JP (1) JP4222097B2 (fr)
DE (1) DE60329733D1 (fr)

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JP4539503B2 (ja) * 2005-09-06 2010-09-08 スズキ株式会社 エンジンの高圧燃料系システムの故障診断装置
JP4492508B2 (ja) * 2005-09-29 2010-06-30 株式会社デンソー 燃料噴射制御装置
KR100749241B1 (ko) 2006-06-30 2007-08-13 지멘스 오토모티브 주식회사 엘피아이 차량의 연료 공급 장치의 고장 진단 장치 및 방법
WO2008002100A1 (fr) * 2006-06-30 2008-01-03 Siemens Automotive Systems Co., Ltd. Procédé et dispositif de diagnostic pour système d'alimentation en gpl dans une automobile équipée d'un système lpi
JP5088609B2 (ja) * 2007-05-28 2012-12-05 トヨタ自動車株式会社 燃料電池システム
DE102008024956B4 (de) * 2008-05-23 2011-02-10 Continental Automotive Gmbh Verfahren zur Überprüfung eines Drucksensors einer Kraftstoffspeichervorrichtung
JP5059894B2 (ja) * 2010-03-19 2012-10-31 日立オートモティブシステムズ株式会社 燃料ポンプ制御装置
DE102011004378B4 (de) * 2011-02-18 2013-08-08 Continental Automotive Gmbh Verfahren zur Funktionskontrolle eines Speichereinspritzsystems
JP5798796B2 (ja) * 2011-05-25 2015-10-21 日立オートモティブシステムズ株式会社 エンジンの制御装置
CN102817733B (zh) * 2012-09-11 2015-06-17 潍柴动力股份有限公司 一种喷孔磨损工况下喷油速率的控制方法及装置
JP5988031B2 (ja) * 2012-11-05 2016-09-07 三菱自動車工業株式会社 高圧ポンプの異常判定装置
JP7091757B2 (ja) 2018-03-22 2022-06-28 いすゞ自動車株式会社 異常診断装置および異常診断方法

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DE19534051A1 (de) * 1995-09-14 1997-03-20 Bosch Gmbh Robert Verfahren zum Betrieb einer Kraftstoffeinspritzeinrichtung
US5720260A (en) 1996-12-13 1998-02-24 Ford Global Technologies, Inc. Method and system for controlling combustion stability for lean-burn engines
JP3680515B2 (ja) * 1997-08-28 2005-08-10 日産自動車株式会社 内燃機関の燃料系診断装置
DE60045229D1 (de) * 1999-02-15 2010-12-30 Toyota Motor Co Ltd Krafstoffdrucksteuervorrichtung und Verfahren für ein Hochdruckkraftstoffeinspritzsystem
DE19928548A1 (de) * 1999-06-22 2001-01-04 Hydraulik Ring Gmbh Verfahren zur Erfassung einer Leckage
US6715468B2 (en) * 2001-11-07 2004-04-06 Denso Corporation Fuel injection system

Also Published As

Publication number Publication date
JP4222097B2 (ja) 2009-02-12
JP2004068810A (ja) 2004-03-04
DE60329733D1 (de) 2009-12-03
EP1371836A3 (fr) 2006-05-17
EP1371836A2 (fr) 2003-12-17

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