GB2491592A - Method of diagnosing and recovering an injector failure in an internal combustion engine. - Google Patents
Method of diagnosing and recovering an injector failure in an internal combustion engine. Download PDFInfo
- Publication number
- GB2491592A GB2491592A GB201109464A GB201109464A GB2491592A GB 2491592 A GB2491592 A GB 2491592A GB 201109464 A GB201109464 A GB 201109464A GB 201109464 A GB201109464 A GB 201109464A GB 2491592 A GB2491592 A GB 2491592A
- Authority
- GB
- United Kingdom
- Prior art keywords
- exhaust gas
- injector
- gas temperature
- engine
- switched
- 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.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
A method for detecting and recovering an injector which is stuck in the open position in an internal combustion engine power-train system is disclosed. The method comprises detecting an exhaust gas temperature and temperature gradient and comparing it to the expected exhaust gas temperature and temperature gradient based on the engine operating parameters. The parameters include the fuel quantity requested and/or the rotary engine speed and/or the engine combustion mode. If the detected exhaust temperature and temperature gradient exceeds the expected temperature and temperature gradient then an engine recovery strategy is carried out. The recovery strategy may include switching off each injector in turn until it can be established which injector is faulty. Also disclosed is a computer program for carrying out the method and an apparatus including an engine control unit suitable for carrying out the method.
Description
S Method and apparatus for detecting and recovering an injector stuck open in a power-train system
FIELD OF THE INVENTION
The present invention relates to a method and apparatus for detecting and recovering an injector stuck open in a power-train system provided with a fuel injection system regulated by an Engine control unit (ECU). In particular, the claimed method and apparatus apply to a diesel poweretrain system provided with exhaust gas temperature sensors in the after-treatment system (e.g. the Diesel Particulate Filter in a diesel power-train) of said diesel power-train system.
BACKGROUND
Injector stuck open in a power-train system provided with a fuel injection system is a quite uncommon event that could be due to a mechanical or electrical fault. Injector stuck always, or for a long time, open in a fuel injection system leads to a permanent flow of fuel within the engine and within the after-treatment system of the power-train without any control.
Such a runaway fuel flow due to an injector stuck open may cause very serious damages to the fuel injection system, as well as to the whole power-train system and the vehicle, since in worst
I
cases such a fuel flow may cause burning of some apparatus of the after-treatment system.
Therefore, the need arises to provide within a power-train system having a fuel injection system an effective injector $ stuck open detection strategy as well as a recovery method and apparatus that are able to avoid heavy damages to the power--train system, as well as to the whole vehicle, in case one injector is stuck open.
Diagnostic and control methods for the fuel injection system, generally based on signals coming from sensors and processed by the ECU (Engine control unit), in a power-train system are known-in the art.
US 6,032,639 discloses a diagnostic system for a fuel injection system that monitors the actual fuel pressure by means of pressure sensors placed upstream from the injectors and checks, by means of the ECU, whether the actual fuel pressure differs from the desired fuel pressure. If a fuel pressure deviation, that is outside a normal pressure deviation range, is steadily detected, the ECU commands the engine to operate in a recovery mode, consisting in a homogeneous stoichiometric combustion mode.
US 2009/0140747 describes a method and apparatus for detecting faults in a fuel injection apparatus provided with piezoelectric actuated injectors. Such a method provides that high side isolation switches enable one of the injectors only, while the other injectors are disabled, such a way a diagnostic operation, based on electrical measuring, may be performed on said enabled inj ector US 5,035,225 refers to a fuel injection control apparatus in which the fuel injection amount is determined on a theoretical control law, with state variables calculated on the amount of fuel sticking to the walls of the intake passage and on the amount of fuel evaporating in the intake passage. The control law is corrected on the basis of detection of actual parameters like the values of the fuel rate sticking to the walls of the S intake passage and the rate of remainder of sticking fuel.
None of the cited prior art documents specifically addresses the problem of detecting an Injector stuck open in a fuel injection system of a power-train system.
It is therefore an object of the present invention to provide a method and a relevant apparatus that is able to detect and recover an injector stuck open in a fuel injection system of a power-train system of a vehicle.
It is another object of the present invention to provide a method and apparatus to detect and recover an injector stuck open in a power-train system provided with a fuel Injector system controlled by an ECU, that is reliable and effective.
SUMMARY
These and other objects are achieved by a method for detecting and recovering an injector stuck open in a power-train system according to Claim I and to the subsequent *dependent claims, and by a computer program, according to Claims 8-13, comprising a computer executable code for implementing the method of claims I and relevant dependent claims 2-7, as well as by the computer program product according to Claim 14, and by the apparatus for detecting and recovering an injector stuck open in a power-train system, according to Claim 15.
According to an embodiment of the present invention, the method for detecting and recovering an injector stuck open in a power-traIn system comprising an engine control unit regulating the injector operation and at least one exhaust gas temperature sensor, as well as means for detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode, provides the following step: S a. preliminary assessing by experimental tests temperature thresholds and temperature gradients thresholds for non faulty injector operations as a function of the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode; and durIng engIne operation, the method provides also the steps of: detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode; detecting the exhaust gas temperature and its gradient; d. checking whether the detected exhaust gas temperature and the detected exhaust gas temperature gradient exceed said temperature threshold and said temperature gradient threshold, respectively, corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode; e. carrying out an engIne recovery strategy if the detected exhaust gas temperature exceeds said temperature threshold and the detected exhaust gas temperature gradient exceeds the relevant temperature gradient threshold corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode.
In this way, a simple checkIng of the exhaust gas temperature may lead to a reliable detection of some improper operation of at least one injector in a power-train system, allowing the ECU to carry out a suitable engine recovery strategy, as the switch off of the engine or the limitation of the engine torque or other proper recovery strategies.
Considering that exhaust gas temperature sensors are commonly present in a power-train system (e.g. in a DPF of a diesel power-train system), it should be clear that the claimed method may easily apply to already existent power-train systems and hence this method may be implemented as a computer program comprising computer executable codes run by a suitable ECU.
According to another embodiment of this invention, the step of carrying out an engine recovery strategy, when the detected exhaust gas temperature and the detected exhaust gas temperature gradient exceed respectively said temperature threshold and said temperature gradient threshold corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode, is preceded by the steps of: f. periodically switch off each one of said injectors for a relevant switch off period; g. for each switched off injector, detecting the exhaust gas temperature during the switch off period of said switched off injector; h. for each switched off injector, checking whether the exhaust gas temperature during the switch off period of said switched off injector increases above an experimental fault value; i. marking as faulty injector the switched off injector for which the detected exhaust gas temperature during the switch off period of the switched off injector does not increase or its increase is coincident or less than said experimental fault value.
As can be easily understood, this peculiar embodiment of the invention leads to an accurate detection of the faulty injector in the power-train system.
S
According to a further embodiment of the invention, the step (h) of checking, for each switched off injector; whether the exhaust gas temperature increases above an experimental fault value, includes the steps of: hl evaluating, for each switched off injector, the delta exhaust gas temperature value calculated as the difference between the exhaust gas temperature detected at the beginning of the switch off period for said switched off injector and the exhaust gas temperature at the end of said switch off period; h2. assuming that said experimental fault value is coincident to the minimum delta exhaust gas temperature value plus an experimental tolerance value, that is experimentally determined.
According to another embodiment of the claimed invention, the aforesaid increase in the detected exhaust gas temperature during the switch off period for each switched off injector in said step (i) is calculated -for each switched off injector -as the delta exhaust gas temperature value, that is the difference between the exhaust gas temperature detected at the beginning of the switch off period and the exhaust gas temperature at the end of said switch off period. In this way, said step (i) is preceded by the step of: repeating the steps (f) to (h) whether two or more delta exhaust gas temperature values of different injectors are coincident o.r less than said experimental fault value, said steps (f) to (h) being repeated only for said injectors having their delta exhaust temperature values coincident or less than said experimental fault value.
As can be easily ascertained, this ethbodiment allows the ECU to precisely detected the faulty injector, in case two or more injectors are at the same tIme suspected to be faulty by steps (h.l) and (h.2).
A further embodiment of the invention provides that said step (e) also comprises the step of: e.l. shutting-off the marked faulty injector; S and, after repeating the steps (a) to (d), the method further comprises the steps of k. forcing a power-train system torque limitation in case the detected exhaust gas temperature and its gradient don't exceed the relevant thresholds, respectively; or 1. forcing the engine idle for a given amount of time and then shutting down the engine, whether the detected exhaust gas temperature and its gradient exceed the relevant thresholds, respectively.
As the skilled person could understand, the accurate detection of a faulty injector stuck open by the above described method, may lead to the strategies indicated with (k) and (1), that prevent serious damages to the power-train system and to the vehicle and allow the user to submit the vehicle to a prompt service intervention.
According to another embodiment of this invention, it is provided a computer program comprising a computer executable code for implementing one or more embodiment of the method herein described.
According to a further embodiment, it is provided an apparatus comprising an ECU (Engine Control Unit) that is capable of regulating the injector system of a power-train system and that includes a microprocessor and a memory storage unit, wherein the at ore cited computer program may be stored and executed.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will become more apparent from the following detailed description of an exemplary embodiment thereof, provided with reference to the accompanying drawings, purely by way of a non-limiting example, wherein: figure 1 is a schematic layout of a diesel 4-cylinders engine to which an embodiment of the present invention may apply; figure 2 is another schematic layout of an engine to which embodiments of the present invention may apply; figure 3 is a schematic view of the engine layout of figure 2; figure 4 is a flow chart illustrating a method for detecting and recovering an injector stuck open in a power-train system according to a particular embodiment of the present invention: figure 5 is a flow àhart showing possible strategies for applying remedial actions when an injector stuck open has been identified by the method shown in figure 4.
DETAILED DESCRI PT ION
As already described, in case of some mechanical or electrical fault, at least one injector in a power-train system of a vehicle with an internal combustion engine provided with a fuel injection system, may be stuck open, this resulting in a permanent fuel flow flowing both in the relevant engine cylinder and in the after-treatment system of the power-train system.
Considering for example a diesel power-train system 1 provided with a common rail injection system and a Diesel Particulate Filter (DPF) 10, as the one shown in figure 1, the possible mechanical or electrical fault of one of the injectors 3 stuck open may lead to the clogging of the DPF 10 and to consequent exhaust gas temperature (EGT) rising without any control. In worst cases, this may result in the burning of the DPI' 10 and of the relevant vehicle.
In fact, as can be seen in figure 1, in case one of the injectors 3 in the engine block 2 is stuck open by some mechanical or electrical fault, fuel coming from tank 4 and flowing to the common rail B, thanks to the low pressure pump 5, filter 7 and high pressure pump 6, and then to the injectors 3, regulated by the Engine Control Unit (ECU) 45, continuously flows from'the stuck open injector to the engine cylinder and to the turbine 9 till it reaches the main catalyst and the relevant DPF 10.
Therefore, fuel flowing from the injector stuck open may lead to 1$ the clogging of the DPI' 10, this resulting in a runaway rising of the exhaust gas temperature.
It should be clear that the terms "injector stuck open" refer herein to any faulty injector that is permanently or for a long time stuck open, i.e. a faulty injector in which the real injection time duration is sensibly longer than the requested injection time duration (that should be coincident with the Energizing Time (ET), in a solenoid injector) set by the ECU 45.
The fact that unexpected raising of the exhaust gas temperature may be caused by one of the injectors 3 stuck open, is followed up by the method herein described in order to ascertain whether such an injector fault possibly happens.
More in detail, with reference to figure 2 and 3, it should be pointed out that some embodiments of the method herein described, as well as the relevant computer program and apparatus, may include an automotive system 100 that includes an internal combustion engine (ICE) 110 having an engine block 120 defining at least one cylinder 125 having a piston 140 coupled to rotate a crankshaft 145. A cylinder head 130 cooperates with the piston 140 to define a combustion chamber 150. A fuel and air mixture (not shown) is disposed in the combustion chamber 150 and ignited, resulting in hot expanding exhaust gasses causing reciprocal movement of the piston 140. The fuel is provided by at least one fuel injector 160 and the air through at least one intake port 210. The fuel is provided at high pressure to the fuel injector 160 from a fuel rail 170 in fluid communication with a high pressure fuel pump 180 that increase the pressure of the fuel received a fuel source 190. Each of the cylinders 125 has at least two valves 215, actuated by a camshaft 135 rotating in time with the crankshaft 145. The valves 215 selectively allow air into the combustion chamber 150 from the port 210 and alternately allow exhaust gases to exit through a port 220. In some examples, a cam phaser 155 may selectively vary the timing between the camshaft 135 and the crankshaft 145.
The air may be distributed to the air intake port(s) 210 through an intake manifold 200. An air intake duct 205 may provide air from the ambient environment to the intake manifold 200. In other embodiments, a throttle body 330 rtay be provided to regulate the flow of air into the manifold 200. In still other embodiments, a forced air system such as a turbocharger 230, having a compressor 240 rotationally coupled to a turbine 250, may be provided. Rotation of the compressor 240 increases the pressure and temperature of the air in the duct 205 and manifold 200. An intercooler 260 disposed in the duct 205 may reduce the temperature of the air. The turbine 250 rotates by receiving exhaust gases from an exhaust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250. The exhaust gases exit the turbine 250 and are directed into an exhaust system 270. This example shows a variable geometry turbine (VGT) with a VGT actuator 290 arranged to move the vanes to alter the flow of the exhaust gases through the turbine 250. In other embodiments, the turbocharger 230 may be fixed geometry and/or include a waste gate.
The exhaust system 270 may include an exhaust pipe 25 having one or more exhaust aftertreatment devices 280. The aftertreatment devices may be any device configured to change the composition of the exhaust gases. Some examples of aftertreatment devices 280 include, but are not limited to, catalytic converters (two and three way), oxidation catalysts, lean NOx traps, hydrocarbon adsorbers, selective catalytic reduction (SCR) systems, and particulate filters. Other embodiments may include an exhaust gas recirculation (EGR) IS system 300 coupled between the exhaust manifold 225 and the intake manifold 200. The EGR system 300 may include an EGR cooler 310 to reduce the temperature of the exhaust gases in the EGF system 300. An EGR valve 320 regulates a flow of exhaust gases in the EUR system 300.
The automotive system 100 may further include an electronic control unit (ECU) 450 in communication with one or more sensors and/or devices associated with the ICE 110. The ECU 450 may receive input signals from various sensors configured to generate the sIgnals in proportion to various physical parameters associated with the ICE 110. The sensors Include, but are not limited to, a mass airflow and temperature sensor 340, a manifold pressure and temperature sensor 350, a combustion pressure sensor 360, coolant and oil temperature and level sensors 380, a fuel rail pressure sensor 400, a cam posItion sensor 410, a crank position sensor 420, exhaust pressure and temperature sensors 430, an EGR temperature sensor 440, and an accelerator pedal position sensor 445. Furthermore, the ECU 450 may generate output signals to various control devices that are arranged to control the operation of the ICE 110, including, but not limited to, the fuel Injectors 160, the throttle body 330, the EGR Valve 320, the VGT actuator 290, and the cam phaser 155. t4ote, dashed lines are used to indicate communication between the ECU 450 and the various sensors and devices, but some are omitted for clarity.
The automotive system 100 may also comprIse an exhaust gas temperature sensor placed at the aftertreatment device 280 or, in any case, downstream to the ICE 110, e.g. at exhaust manifold 225 or at the exhaust ports 220.
Turning now to the ECU 450, this apparatus may include a digital central processing unit (CPU) in communication with a memory system and an interface bus. The CPU is configured to execute.
instructions stored as a program in the memory system, and send IS and receive signals to/from the interface bus. The memory system may include various storage types including optical storage, magnetic storage, solid state storage, and other non-volatile memory. The interface bus may be configured to send, receive, and modulate analog and/or digital signals to/from the various sensors and control devices, The program may embody the methods disclosed herein, allowing the CPUS to carryout out the steps of such methods and control the ICE 110.
According to an embodiment of the present invention, with reference now also to figures 4 and 5, the method herein described for detecting and recovering an injector stuck open in a power-train system 1, assumes that the power-train system I is provided at least with an ECU 45 (or ECU 450) regulating the fuel injectors 1, an exhaust gas temperature sensor 12 placed downstream to the engine cylinders 2 (or the ICE 110), as well as means for detecting the fuel quantity (Q) requested by the user, the engine rotary speed (to), and the engine combustion mode (S) (e.g. normal running, regeneration mode, etc.), It should be clear that, since one or more exhaust gas temperature sensor(s) 12, besides one or more possible pressure sensors 11, are placed at the DPF 10 for its operation, exhaust gas temperature signals coning from said sensor(s) 12 may be S suitably used for carrying out the method herein described. This means that -in a diesel power-train system with DPF -there is usually no need to place additional temperature sensors in the power-train system in order to carry out such a method.
The method for detecting and recovering an injector stuck open in a power-train system 1 herein described, preliminary provides the step (step (a)) of assessing by experimental tests both a temperature thresholds (T) and a temperature gradient thresholds (grad(T)) for non-faulty injector operations, as a function of the fuel quantity requested (Q) and the engine rotary speed (to), as well as the engine combustion mode (S) More in details, such a preliminary experimental step aims at assessing both the maximum exhaust gas temperatures that may be reached during non-faulty operation of the engine, as a function f of the fuel quantity requested (Q), the engine rotary speed (to), and the engine combustion mode (S): T af(Q,5) and the relevant temperature gradients, as a function g of the same fuel quantity requested (Q), engine rotary speed (to), and engine combustion mode (5): prad(T,,.a) = g(Q. co1S).
Please note that while the engine rotary speed (to) may be detected by rotary speed sensors, well known in the art, e.g. associated to the engine shaft, the fuel quantity request (Q) and the engine combustion mode (5) are usually values calculated by the ECU 45, and thus they are values already present within the same ECU 45.
It should also be noticed that, even if in the particular embodiment of the invention herein described, values Trnax and grad(T) are assessed as a function of the fuel quantity S requested (Q), the engine rotary speed (w), and the engine combustion mode (S), said values and grad(Tg) might be alternatively assessed as a function of only one or two of those quantities (Q, w, S), or they might be assessed as a function of (Q, , S) plus other additional parameters that may be detected in the power-train systemS When, for a certain power-train system I, both (Tmax and (grad(T)) are experimentally assessed, the method according to an embodiment of the present invention provides, during the operation of the engine, the steps of; -detecting at each instant (t) -with a given sampling frequency -the fuel quantity requested (Q) and the engine rotary speed (ce) and the engine combustion mode (S) -step (b); and detecting at the same instant (t) the exhaust gas temperature (EGT) and its gradient (grad(EGT)) -step (c); computing the values (Tmax) and (grad(T)) as a function of the instant value of (Q, w, S), and considerIng these values as instant exhaust gas temperature threshold and instant exhaust gas temperature gradient threshold respectively; checking whether the detected exhaust gas temperature (EGT) and the detected exhaust gas temperature gradient (grad(EGT)) exceed said temperature threshold (Tgtax) and said temperature gradient threshold Cgrad(T8)) respectively -step (d) II the detected exhaust gas temperature exceeds said temperature threshold and the detected exhaust gas temperature gradient exceeds the relevant temperature gradient threshold, it is presumable that an injector stuck open is present. Therefore, according to a simplified implementation of this method, herein not descrIbed more, an engine recovery strategy may be carried out at this step of the method..
in any case, in order to have a more accurate detection of the injector fault, the method herein described comprises, in case the detected exhaust gas temperature (EGT) and the detected exhaust gas temperature gradient (grad(EGT)) exceed said temperature threshold (Trnax) and said temperature gradient threshold (grad(Tm)) respectively, the further steps of: -periodically switch off each one (inj) of the injectors for a relevant switch off period (D), the other injectors fully operating -step (f); -for each switched off injector (inj), detecting the exhaust gas temperature (EGT(Inj)) during the switch off period (U) of said switched off injector (inj) step (g); -then, for each switched off injector (inj), checking whether the exhaust gas temperature (EGT(inj)) during the switch off period (0) of said switched off injector (inj) increases above an experimental fault value (EFV) -step (h); -marking as faulty injector(s) Th3 the switched off injector(s) for which the detected exhaust gas temperature EGT(ThJ) during the switch off period of said switched off injector(s) does not increase or its increase is coincident or less than said experimental fault value (EFV) -step (I).
According to one embodiment of the present invention, before the step (i) of marking a faulty injector(s),, the method provides that, for each switched-off injector (inj) and during the relevant switch-off period (D), a delta exhaust gas temperature (EGT(inj)) value Is calculated as the difference between the exhaust gas temperature detected at the beginning (t0) of said switch-off period (0) and the exhaust gas temperature detected S at the end (t0+D) of the switch-off period: AEGT(inj) = (EGT(tnj. t0) EGT(bij 4 ÷ D1) Once the values AEGT(inj) are calculated for all the injectors 3, then the minimum delta exhaust gas temperature value EGTmjn, corresponding to that injector that is suspected to be the faulty one, is assumed to be coincident, when added to an experimental tolerance value (TV), to said experimental fault value (EFV): EPV = min(AEGT(tnj)) + TV = AffGTm + TV Once calculated said experimental fault value (EFV), the method herein illustrated, according to one embodiment of this invention, provides that the injector or injectors whose calculated AEGT(inj) is coincident or less than said experimental fault value (EFV) is/are marked as faulty injector(s) -Please note that the value TV is calculated with suitable tests and simulatIons and it depends on the engine peculiarities.
Value TV may be also set to zero.
According to another embodiment of the present invention, in case a high accuracy in detecting the faulty injector is required, when two or more Injectors show the relevant value AEGT(inj) coincident or less than the value EFV (as calculated above), then the method may provide the following further steps of: -switch off in turn each one of the injectors having its aEGT(inj)«=EFV for a relevant switch off period (0'), the other injectors fully operating; for each switched of f injector, detecting the exhaust gas temperature (EGT(inj)) during the switch off period (D') of said switched of I injector, and calculating the value: b.EGT(LrcJ) = [EGTQnj,4)-EGT(ffij,4 +17)) as the difference between the exhaust gas temperature detected at the beginning (t0) of said switch-off period (D) and the exhaust gas temperature detected at the end (to+D) of the switch-off period; once calculated the values AEGT(inj) for any switched off injector, marking as faulty injector that one to which corresponds the minimum value of the newly acquired values AEGT(inj) It should be noticed that ECU should preferably adjust the engine torque -by properly regulating the engine parameters -such a way no engine torque drop is generally felt by the user when in turn each one of the injectors is switched off.
In this way, since it is rare that more than one injector is faulty at the same time, the method allows to detect, with high accuracy, the faulty one.
When the faulty injector is marked, then a recovery strategy is carried out by the ECU 45.
Such a recovery strategy preliminary comprises the step of shutting-off the marked fault injector, and then repeating the above-described steps of: detecting at each instant Ct) -with a given sampling frequency -the fuel quantity requested (Q) and the engine rotary speed (@) and the engine combustion mode CS); and -detecting at the same instant (t) the exhaust gas temperature (EGT) and its gradient (grad (EGT)); computing the values (Tm) and (grad(T)) as a function of the instant values of (Q, u, S), and considering these values as instant exhaust gas temperature threshold and instant exhaust gas temperature gradient threshold respectively; S -checking whether the detected exhaust gas temperature (EGT) and the detected exhaust gas temperature gradient (grad(EGT)) exceed said temperature threshold (Trnax) and said temperature gradient threshold (grad(Ta)), respectively.
ECU, in this case too, should preferably regulate the engine parameters such a way the engine torque drop due to the faulty injector shutting-off is not substantially felt by the user.
Whether the newly monitored values of ECT and grad(EGT), afterwards the marked faulty injector has been shut-off, don't exceed the relevant values (T) and (grad(T*<))., respectively, then the recovery strategy of the claimed method provides for the step of a power-train system torque limitation, signaling to the user the need of repairing the vehicle, since an electrical fault is supposed to be the reason of the injector fault.
On the contrary, in case the detected values of EGT and grad(EGT) still exceed the relevant values (Trnax) and (grad(T)), respectively, then said recovery strategy of this method envisages the step of forcing the engine idle for a given (reduced) amount of time and then shutting off the engine, signaling to the user that a main engine damage occurs, since a mechanical fault is supposed.
According to another embodiment of the present invention, it is provided a computer program comprising computer executable codes -stored on a computer-readable medium, or on a suitable storage unit -for detecting and recovering an injector stuck open in a power-train system, e.g. a diesel common-rail power-train system I, which comprises an engine control unit (ECU) 45 regulating the injector 3 operation, at least one exhaust gas temperature sensor 12, as well as means for detecting the fuel quantity requested (Q) and/or the engine rotary speed (o) and/or the engine combustion mode (S) S The computer program according to this embodiment of the invention may be executed by a microprocessor and may be stored on a memory unit, both the memory unit and the microprocessor being present in the aforesaid ECU 45 The computer program herein described comprises a computer
executable code for:
-preliminary assessing and recording, by experimental tests, temperature thresholds (T,ax) and temperature gradient thresholds (grad(T1)) for non-fau1ty Injector operations as a function of the fuel quantity requested (Q) and/or the engine rotary speed (a) and/or the engine combustion mode (5) -step (a).
During the normal operation of the power-train system, the computer program also comprises computer executable code for: detecting the fuel quantity requested (Q) and/or the engine rotary speed (o) and/or the engine combustion mode (S), for any sampling time (t) -step (b); detecting, at any tIme (t) the exhaust gas temperature (EGT) and Its gradient (grad(EGT)) -step (c); checking whether the detected exhaust gas temperature (EGT) and the detected exhaust gas temperature gradient (grad(EGT)) exceed said temperature threshold (Tmax) and said temperature gradient threshold (grad(T)) respectively, calculated in correspondence to the detected fuel quantity requested (Q) and/or engine rotary speed (w) and/or engine combustion mode (5) -step (d); Whether the detected exhaust gas temperature (EGT) and the detected exhaust gas temperature gradient (grad(EGT)) exceed respectively said temperature threshold (Tmax) and said temperature gradient threshold (grad(T)), even if an engine S reco.very strategy (step Ce)) might be carried out at this point, in order to have a better accuracy in the detection and recovery of the fault, the computer program -according to another embodiment of this invention -comprises a computer executable code for: -periodically switch *off each one (inj) of said injectors 3 for a relevant switch off period (D) -step (f); -detecting, for each switched off injector (inj), the exhaust gas temperature (EGT) during the switch off period (D) of said switched off injector (inj) -step (g); for each switched off injector (inj), checking whether the exhaust gas temperature (EGT) during the switch off period of said switched off injector increases above an experimental fault value (EFV) step (h) According to this embodiment of the invention, said computer program comprises a computer executable code for calculating, for each switched-off injector (inj) and during the relevant switch-off period (D), a delta exhaust gas temperature (AEGT(inj)), that is calculated as the difference between the exhaust gas temperature detected at the beginning (t0) of said switch-off period (D) and the exhaust gas temperature detected at the end (t0±D) of the switch-off period: AEGT(inj) [EGTftnj, c0) -EGTQnj 4 + Dfl Once the values EGT(inj) are calculated for all the injectors 3, then the minimum delta exhaust gas temperature value AEGTm1n, corresponding to that injector that is suspected to be the faulty one, is assumed to be coincident, when added to an experimental tolerance value (TV), to said experimental fault value (6EV): LW *(MGTeJ)) + rv £FGT,, + TV Once calculated said experimental fault value (6EV), the computer program herein described, according to one embodiment of this invention, comprise a computer executable code for marking the injector or injectors whose calculated AEGT(inj) is coincident or less than said experimental fault value (6EV) as faulty injector Cs).
Please note that the value TV is calculated with suitable tests and simulations and it depends on the engine peculiarities.
Value TV may be also set to zero.
According to another embodiment of this invention, for the sake of having a high accuracy in detecting the faulty injector, when two or more injectors show the relevant value AEGT(inj) coincident or less than the value 6EV (as calculated above), then the computer program comprises a computer executable code for: switching off in turn each one of the injectors having its £EGT(inj)«=EFV for a relevant switch off period CD'), while the other injectors are kept fully operating; detecting, for each switched off injector (inj), the exhaust gas temperature (EGT (inj)) during the switch off period (D') of said switched off injector, and calculating the value: MGTOnj) = (EGT(Inj, 4) LGTOn/, 4+ D')j as the difference between the exhaust gas temperature detected at the beginning (to) of said switch-off period (D) and the exhaust gas temperature detected at the end (to+D) of the switch-off period; * once calculated the values AEGT(inj) for any switched off injector, marking as faulty injector that one to which corresponds the minimum value of the newly acquired values AEGT(inj) As already described, since there are many chances that that S just one injector is faulty, the computer executable code above described allows to detect, with high accuracy, such a faulty injector.
When the faulty injector is marked, then the computer program according to an embodiment of the present invention provides a computer executable code for carrying out a recovery strategy.
Such a recovery strategy preliminary comprises a computer executable code for shutting-off the marked fault injector, and then repeating the above-described steps of: -detecting at each instant (t) -with a given sampling frequency -the fuel quantity requested (Q) and the engine rotary speed (o) and the engine combustion mode (5); and -detecting at the same instant (t) the exhaust gas temperature (EGT) and its gradient (grad(EGTfl; computing the values (T) and (grad(Tx)) as a function of the instant values of (0, o, S), and considering these values as instant exhaust gas temperature threshold and instant exhaust gas temperature gradient threshold respectively; -checking whether the detected exhaust gas temperature (EGT) and the detected exhaust gas temperature gradient (grad(EGT)) exceed said temperature threshold (T.} and said temperature gradient threshold (grad(T)), respectively.
In case the monItored values of EGT and grad(EGT), following the shut-off of the marked faulty injector, don't exceed the relevant values (Tmax) and (grad(Ta)), respectively, then the computer program implementing said recovery strategy herein described provides that a computer executable code is executed for limiting the power-train system torque and for signaling to the user the need of repairing the vehicle.
S On the contrary,. in case the detected values of EGT and grad(CGT) still exceed the relevant values (Tmax) and (grad(T)), respectively, then the computer program according to this embodiment of the invention comprises a computer executable code for forcing the engine idle for a given (reduced) amount of time and then for shutting off the engine, signaling to the user that a main engine damage occurs According to a further embodiment of the present invention, it is also provided an apparatus for detecting and recovering an injector stuck open in a power-train system comprising an engine IS control unit (ECU) for regulating the injector operation, at least one exhaust gas temperature sensor, as well as means for detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode, wherein the ECU includes a microprocessor and a storage memory unit for storing a computer program comprising computer executable codes for driving the injectors in a power-train system, according to the method and relevant computer program above described, said microprocessor being able to receive and to execute said computer executable codes of said computer programS
Claims (7)
- CLAIMS1. A method for detecting and recovering an injector stuck open in a power-train system comprising an engine control unit regulating the injector operation, at least one exhaust gas temperature sensor, as well as means for detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode, wherein the method comprises the step of: a preliminary assessing, by experimental tests, temperature thresholds and temperature gradients thresholds for non-faulty injector operations as a function at least of the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode; and during the power-train system operation, the method further comprises the steps of: b. detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode; c. detecting the exhaust gas temperature and its gradient; d. checking whether the detected exhaust gas temperature and the detected exhaust gas temperature gradient exceed said temperature threshold and said temperature gradient threshold, respectively, corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode; e. carrying out an engine recovery strategy if the detected exhaust gas temperature exceeds said temperature threshold and the detected exhaust gas temperature gradient exceeds the relevant temperature gradient threshold corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode.
- 2. A method according to claim 1, wherein whether the detected exhaust gas temperature and the detected exhaust gas temperature gradient exceed respectively said temperature S threshold and said temperature gradient threshold corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode, before the step (e) -of carrying out an engine recovery strategy -is carried out, the method further comprises the steps of: f. periodically switch off each one of said injectors for a relevant switch off period; for each switched off injector, detecting the exhaust gas temperature during the switch off period of said switched off injector; h. for each switched off injector, checking whether the exhaust gas temperature during the switch off period of said switched off injector increases above an experimental fault value; i. marking as faulty injector(s) the switched off injector(s) for which the detected exhaust gas temperature during the switch off period of said switched off injector(s) does not increase or its increase is coincident or less than said experimental fault value.
- 3. A method according to claim 2, wherein said step (h) -of checking, for each switched off injector, whether the exhaust gas temperature and its gradient in time during the switch off period of said switched off injector increases above an experimental value -comprises the steps of: h.1. evaluating, for each switched off injector, the delta exhaust gas temperature value calculated as the difference between the exhaust gas temperature detected at the beginning of the switch off period for said switched off injector and the exhaust gas temperature at the end of said switch off period; h.2. assuming that said experimental fault value is coincident to the minimum delta exhaust gas temperature value plus an experimental tolerance value.
- 4. A method according to claim 3, wherein said increase in the detected exhaust gas temperature during the switch off period for each switched off injector in said step (i) -of marking as faulty injector(s) the switched off injector(s) for which the detected exhaust gas temperature during the switch off period of said switched off injector(s) does not increase or its increase is coincident or less than said experimental fault value -is calculated as said delta exhaust gas temperature value, that is the difference between the exhaust gas temperature detected at the beginning of the switch off period for said switched off injector and the exhaust gas temperature at the end of said switch off period.
- 5. A method according to claim 4, wherein said step (i) -of marking as faulty injector the switched off injector(s) for which the detected exhaust gas temperature during the switch off period of said switched off injector(s) does not increase or its increase is coincident or less than said experimental fault value -is preceded by the step of: j. repeating the steps (f) to (h) whether two or more delta exhaust gas temperature values of different injectors are coincident or less than said experimental fault value, said steps (f) to (h) being repeated only for said injectors having their delta exhaust temperature values coincident or less than said experimental fault value.
- 6. A method according to anyone of claims 2 to 5, wherein said step (e) -of carrying out an engine recovery strategy comprises the step of: e.l. shutting-off the marked faulty injector(s); and wherein steps (a) to (d) are repeated, and the method further comprises the steps of k. forcing a power-train system torque limitation in case the detected exhaust gas temperature and its gradient don' t exceed the relevant thresholds, respectively; or $ 1. forcing the engine idle for a given amount of time and then shutting down the engine, whether the detected exhaust gas temperature and its gradient exceed the relevant thresholds, respectively a
- 7. A method according to anyone of the preceding claims, wherein the power-train system is a diesel power-train system provided with at least a diesel particulate filter (DPF) and said exhaust gas temperature sensor is the DPF temperature sensor B A computer program comprising computer executable codes for detecting and recovering an injector stuck open in a power-train system comprising an engine control unit (ECU) regulating the injector operation, at least one exhaust gas temperature sensor, as well as means for detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode, said computer program being stored on a computer-readable medium or on a suitable storage unit, and comprising: a. a computer executable code for preliminary assessing, by experimental tests, temperature thresholds and temperature gradients thresholds for non-faulty injector operations as a function at least of the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode; and during the power-train system operation: b. a computer executable code for detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode; c. a computer executable code for detecting the exhaust gas temperature and its gradient; d. a computer executable code for checking whether the detected exhaust gas temperature (EGT) and the detected exhaust gas temperature gradient exceed said S temperature threshold and said temperature gradient threshold, respectively, corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode; a computer executable code for carrying out an engine recovery strategy if the detected exhaust gas temperature exceeds said temperature threshold and the detected exhaust gas temperature gradient exceeds the relevant temperature gradient threshold corresponding to the detected fuel quantity requested and/or engine IS rotary speed and/or engine combustion mode.9+ A computer program according to claim 8, wherein whether the dete:cted exhaust gas temperature and the detected exhaust gas temperature gradient exceed respectively said temperature threshold and said temperature gradient threshold corresponding to the detected fuel quantity requested and/or engine rotary speed and/or engine combustion mode, before the *step (e) -of carrying out an engine recovery: strategy -is carried out, the computer program comprises computerexecutable code for:f. periodically switch off each one of said injectors for a relevant switch off period; g. for each switched off injector, detecting the exhaust gas temperature during the switch off period of said switched off injector; h. for each switched off injector, checking whether the exhaust gas temperature during the switch off period of said switched off injector increases above an experimental fault value; i. marking as faulty injector(s) the switched off injector(s) for which the detected exhaust gas temperature during the switch of f period of said switched off injector(s) does not increase or its increase is coincident or less than said experimental S fault value.10. A computer program according to claim 9, wherein the computer executable code for implementing said step (h) of checking, for each switched off injector, whether the exhaust gas temperature and its gradient in time during the switch off period of said switched off injector increases above an experimental value -comprises computer executable code for: h.1. evaluating, for each switched off injector, the delta exhaust gas temperature value calculated as the difference between the exhaust gas temperature detected at the beginning of the switch off period for said switched off injector and the exhaust gas temperature at the end of said switch off period; h.2. assuming that said experimental fault value is coincident to the mInimum delta exhaust gas temperature value plus an experimental tolerance value.11. A computer program according to claim 10, comprising computer executable code for calculating said increase in the detected exhaust gas temperature during the switch off period for each switched off injector in said step (i) -of marking as faulty injector(s) the switched off injector(s) for which the detected exhaust gas temperature during the switch off period of said switched off injector(s) does not increase or its increase is coincident or less than said experimental fault value -as said delta exhaust gas temperature value, that is the difference between the exhaust gas temperature detected at the beginning of the switch off period for said switched off injector and the exhaust gas temperature at the end of said switch off period.12. A computer program according to claim II, wherein the computer executable code for implementing said step (1) of marking as faulty injector the switched off injector(s) for which the detected exhaust gas temperature during the switch off period of said switched off injector(s) does not increase S or its increase is coincident or less than said experimental fault value -is preceded by computer executable code for: k. repeating the steps (f) to (h) whether two or more delta exhaust gas temperature values of different Injectors are coinci dent or less than said experimental fault value, said steps (f) to (h) being repeated only for said injectors having their delta exhaust temperature values coincident or less than said experimental fault value.13. A computer program according to anyone of claims 9 to 12, wherein the computer executable code of said step (e) -of carrying out an engine recovery strategy comprises computerexecutable code for:e.l. shutting-off the marked faulty injector(s); and wherein the computer executable codes of steps (a) to (d) are repeated, and the computer program further comprises the computer executable code for: m. forcing a power-train system torque limitation in case the detected exhaust gas temperature and its gradient don't exceed the relevant thresholds, respectively; or n. forcing the engine idle for a given amount of time and then shutting down the engine, whether the detected exhaust gas temperature and its gradient exceed the relevant thresholds, respectively.14. A computer program product including a readable medium in which a computer program according to claims S to 13 is stored.15. An apparatus for detecting and recovering an injector stuck open in a power-train system comprising an engine control unit (ECU) for regulating the injector operation, at least one exhaust gas temperature sensor, as well as means for detecting the fuel quantity requested and/or the engine rotary speed and/or the engine combustion mode, said engine control unit including a microprocessor and a storage memory S for storing a computer program according to claims 8 to 14, wherein the computer program comprises computer executable codes for driving the injectors in a power-train system, said microprocessor being able to receive and to execute said computer executable codes of said computer program.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB201109464A GB2491592A (en) | 2011-06-07 | 2011-06-07 | Method of diagnosing and recovering an injector failure in an internal combustion engine. |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB201109464A GB2491592A (en) | 2011-06-07 | 2011-06-07 | Method of diagnosing and recovering an injector failure in an internal combustion engine. |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201109464D0 GB201109464D0 (en) | 2011-07-20 |
| GB2491592A true GB2491592A (en) | 2012-12-12 |
Family
ID=44343478
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB201109464A Withdrawn GB2491592A (en) | 2011-06-07 | 2011-06-07 | Method of diagnosing and recovering an injector failure in an internal combustion engine. |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2491592A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11459972B1 (en) | 2021-09-22 | 2022-10-04 | Caterpillar Inc. | Monitoring system for identifying an engine bank with a malfunctioning fuel injector |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115387903B (en) * | 2022-05-20 | 2024-04-19 | 潍柴动力股份有限公司 | Fault detection method and device, power device and medium for diesel engine |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2230874A (en) * | 1989-04-29 | 1990-10-31 | Daimler Benz Ag | Regulating the injection quantity of a fuel-injection device |
| JPH1144220A (en) * | 1997-07-22 | 1999-02-16 | Komatsu Ltd | Device and method for detecting abnormality of exhaust gas temperature of engine with supercharger |
| JP2000257497A (en) * | 1999-03-05 | 2000-09-19 | Isuzu Motors Ltd | Internal combustion engine control system |
| JP2007032327A (en) * | 2005-07-25 | 2007-02-08 | Toyota Motor Corp | Controller of internal combustion engine |
| JP2007032319A (en) * | 2005-07-25 | 2007-02-08 | Toyota Motor Corp | Fuel injection control device of internal combustion engine |
| US20070289584A1 (en) * | 2006-06-14 | 2007-12-20 | Caterpillar Motoren Gmbh & Co. Kg | Exhaust temperature based control strategy for balancing cylinder-to-cylinder fueling variation in a combustion engine |
| DE102008004078A1 (en) * | 2008-01-12 | 2009-07-23 | Man Diesel Se | Test method for ignition fluid injectors |
| US20100199644A1 (en) * | 2009-02-12 | 2010-08-12 | Gm Global Technology Operations, Inc. | Exhaust treatment diagnostic system and method |
| JP2011080399A (en) * | 2009-10-06 | 2011-04-21 | Toyota Motor Corp | Exhaust emission control device for internal combustion engine |
-
2011
- 2011-06-07 GB GB201109464A patent/GB2491592A/en not_active Withdrawn
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2230874A (en) * | 1989-04-29 | 1990-10-31 | Daimler Benz Ag | Regulating the injection quantity of a fuel-injection device |
| JPH1144220A (en) * | 1997-07-22 | 1999-02-16 | Komatsu Ltd | Device and method for detecting abnormality of exhaust gas temperature of engine with supercharger |
| JP2000257497A (en) * | 1999-03-05 | 2000-09-19 | Isuzu Motors Ltd | Internal combustion engine control system |
| JP2007032327A (en) * | 2005-07-25 | 2007-02-08 | Toyota Motor Corp | Controller of internal combustion engine |
| JP2007032319A (en) * | 2005-07-25 | 2007-02-08 | Toyota Motor Corp | Fuel injection control device of internal combustion engine |
| US20070289584A1 (en) * | 2006-06-14 | 2007-12-20 | Caterpillar Motoren Gmbh & Co. Kg | Exhaust temperature based control strategy for balancing cylinder-to-cylinder fueling variation in a combustion engine |
| DE102008004078A1 (en) * | 2008-01-12 | 2009-07-23 | Man Diesel Se | Test method for ignition fluid injectors |
| US20100199644A1 (en) * | 2009-02-12 | 2010-08-12 | Gm Global Technology Operations, Inc. | Exhaust treatment diagnostic system and method |
| JP2011080399A (en) * | 2009-10-06 | 2011-04-21 | Toyota Motor Corp | Exhaust emission control device for internal combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11459972B1 (en) | 2021-09-22 | 2022-10-04 | Caterpillar Inc. | Monitoring system for identifying an engine bank with a malfunctioning fuel injector |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201109464D0 (en) | 2011-07-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106168151B (en) | Control system for diagnosing pressure sensor faults in an aftertreatment system of an internal combustion engine | |
| US20180128145A1 (en) | Method and system for an exhaust diverter valve | |
| US9051866B2 (en) | Method and apparatus for monitoring a particulate filter | |
| US9458789B2 (en) | Missed fuel injection diagnostic systems and methods | |
| US10138791B2 (en) | Method of cleaning up a particulate filter of an internal combustion engine | |
| US8397697B2 (en) | Method and device for operating an injection valve | |
| GB2530738A (en) | Method of controlling an injection dwell time between two injections of a fuel injector | |
| JP6395116B2 (en) | Engine misfire determination device | |
| GB2516656A (en) | A control apparatus for controlling fuel injection into an internal combustion engine | |
| US10344703B2 (en) | Injector delivery measurement with leakage correction | |
| GB2498783A (en) | A method of operating an internal combustion engine to provide correction of fuel injection times and indication of injector failure | |
| GB2543473A (en) | Method of diagnosing a fuel rail pressure sensor | |
| GB2491592A (en) | Method of diagnosing and recovering an injector failure in an internal combustion engine. | |
| GB2526322A (en) | Method of diagnosing clogged fuel injectors | |
| US11959432B2 (en) | Exhaust valve failure diagnostics and management | |
| US10801400B2 (en) | Method and device for water injection | |
| US10487768B2 (en) | Method and system for controlling injections by fuel injectors | |
| GB2536951A (en) | Method and system of diagnosing efficiency of an aftertreatment system of an internal combustion engine | |
| US20130080028A1 (en) | Method for operating an internal combustion engine | |
| US10125713B2 (en) | Method of detecting a clogging of a fuel injector in an internal combustion engine | |
| JP4176853B2 (en) | Fault detection method and apparatus | |
| US8573189B2 (en) | Method for operating an internal combustion engine, computer program product, computer program, and control and/or regulation device for an internal combustion engine | |
| GB2533464A (en) | Method of operating a fuel injector of an internal combustion engine | |
| GB2523317A (en) | A control apparatus for operating a fuel injector of an internal combustion engine | |
| GB2490942A (en) | Controlling an electrically driven compressor |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |