JP2011043123A - Abnormality diagnostic device for pressure sensor and method for diagnosing abnormality of pressure sensor - Google Patents

Abnormality diagnostic device for pressure sensor and method for diagnosing abnormality of pressure sensor Download PDF

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JP2011043123A
JP2011043123A JP2009192458A JP2009192458A JP2011043123A JP 2011043123 A JP2011043123 A JP 2011043123A JP 2009192458 A JP2009192458 A JP 2009192458A JP 2009192458 A JP2009192458 A JP 2009192458A JP 2011043123 A JP2011043123 A JP 2011043123A
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pressure
abnormality
pressure sensor
fuel
value
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JP2009192458A
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JP5342373B2 (en
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Muneyuki Yoshida
宗之 吉田
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Bosch Corp
ボッシュ株式会社
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an abnormality diagnostic device for a pressure sensor and a method for diagnosing abnormality of the pressure sensor, certainly detecting the abnormality of the pressure sensor detecting pressure in a common rail. <P>SOLUTION: This abnormality diagnostic device for the pressure sensor for diagnosing the presence or absence of the abnormality of the pressure sensor detecting the pressure in the common rail of an accumulator fuel injection device includes: a rail pressure storage section storing pressure in the common rail detected by the pressure sensor; an internal combustion engine stop detection section detecting the stop of an internal combustion engine; a power distribution control section distributing the holding current of a predetermined value with respect to a pressure control valve for adjusting the amount of fuel discharged from the common rail, when the internal combustion engine is stopped; and an abnormality determination section determining the presence or absence of the abnormality of the pressure sensor by using a pressure value in the common rail detected after lapse of a predetermined period after the holding current is distributed to the pressure control valve. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an abnormality diagnosis device and an abnormality diagnosis method for a pressure sensor for diagnosing the presence or absence of an abnormality in a pressure sensor that detects a pressure in a common rail provided in an accumulator fuel injection device.

  Conventionally, as an apparatus for injecting fuel into a cylinder of an internal combustion engine such as a diesel engine, an accumulator fuel injection apparatus having a common rail for accumulating high-pressure fuel supplied by a high-pressure pump has been used. . A plurality of fuel injection valves are connected to the common rail. In such an accumulator fuel injection device, various fuel injections to the internal combustion engine are performed by controlling the valve opening timing and valve opening time of each fuel injection valve while high pressure fuel is supplied to each fuel injection valve. A pattern can be realized.

  In the accumulator fuel injection device, the pressure in the common rail (hereinafter referred to as “rail pressure”) greatly affects the fuel injection characteristics. The rail pressure adjusts the flow rate of the high-pressure fuel that is returned from the common rail to the fuel tank by the pressure control valve provided on the common rail, or the flow rate of the fuel supplied from the high-pressure pump to the common rail by the flow control valve provided on the high-pressure pump. The control is performed by adjusting the control or by using these controls together.

  In the rail pressure control of such an accumulator fuel injection device, calculation is performed according to the rotational speed of the internal combustion engine and the amount of accelerator operation so that the rail pressure becomes a value commensurate with the operating state of the internal combustion engine at that time. A target value of rail pressure (hereinafter referred to as “target rail pressure”) is determined according to the required injection amount. Then, feedback control of the rail pressure is performed so that the actual rail pressure (hereinafter referred to as “actual rail pressure”) detected by the pressure sensor for detecting the rail pressure becomes the target rail pressure. ing.

  When such rail pressure feedback control is performed, if an abnormality occurs in the pressure sensor, accurate information on the actual rail pressure cannot be obtained. As a result, the feedback control of the rail pressure cannot be performed accurately, a desired fuel injection characteristic cannot be obtained, and problems such as a decrease in the output of the internal combustion engine and an increase in noise are caused. For this reason, various apparatuses for diagnosing the presence or absence of an abnormality in the pressure sensor that detects the rail pressure have been proposed.

  For example, there has been proposed a diagnostic device that determines the presence or absence of an abnormality in a pressure sensor based on rail pressure when a predetermined period has elapsed since the diesel engine was completely stopped. Specifically, since it is considered that the rail pressure decreases to the atmospheric pressure equivalent when the predetermined period has elapsed since the diesel engine stopped, the rail pressure after the predetermined period after the diesel engine stopped deviates from the atmospheric pressure. A diagnostic device is disclosed that determines that the pressure sensor is abnormal when the pressure sensor is on (see Patent Document 1 and Patent Document 2).

JP 2003-222045 A (the whole sentence, all figures) JP 2008-215138 A (full text, full diagram)

Here, the abnormality of the pressure sensor, as indicated by a broken line B in FIG. 11, in addition to the abnormality (hereinafter referred to as “offset drift”) in which the detected value appears offset from the actual pressure value, is shown in FIG. 11. As indicated by the broken line C, there is an abnormality (hereinafter referred to as “inclination drift”) in which the difference between the actual pressure value and the detected value increases as the actual pressure value increases.
In the diagnostic devices described in Patent Literature 1 and Patent Literature 2, abnormality diagnosis of the pressure sensor is performed only in a region where the rail pressure is reduced to an atmospheric pressure equivalent. Therefore, although offset drift can be easily detected, there is a problem that it is difficult to detect abnormality of inclination drift.

  Therefore, the inventor of the present invention diligently tries to determine whether there is an abnormality in the pressure sensor using the rail pressure at that time while maintaining the rail pressure at a high level each time the internal combustion engine is stopped. The present inventors have found that the above-described problems can be solved and completed the present invention. That is, an object of the present invention is to provide a pressure sensor abnormality diagnosis device and abnormality diagnosis method that can reliably detect abnormality of a pressure sensor that detects rail pressure.

  According to the present invention, in the pressure sensor abnormality diagnosis device for diagnosing the presence or absence of abnormality of the pressure sensor that detects the pressure in the common rail of the accumulator fuel injection device, the pressure in the common rail detected by the pressure sensor is stored. A rail pressure storage unit that detects a stop of the internal combustion engine, and a holding current having a predetermined value with respect to a pressure control valve that adjusts the amount of fuel discharged from the common rail when the internal combustion engine is stopped. And an abnormality determination unit that determines whether or not there is an abnormality in the pressure sensor using a pressure value in the common rail that is detected after a predetermined period has elapsed since the holding current was supplied to the pressure control valve. An abnormality diagnosis apparatus for a pressure sensor is provided, which can solve the above-described problems.

  Further, in configuring the pressure sensor abnormality diagnosis device of the present invention, the abnormality determination unit is the previous normal of the detected pressure value in the common rail and the pressure in the common rail stored in the rail pressure storage unit. It is preferable to determine that there is an abnormality in the pressure sensor when the difference from the value is equal to or greater than a predetermined value.

  Further, in configuring the pressure sensor abnormality diagnosis device of the present invention, the abnormality determination unit, the detected pressure value in the common rail, the reference value assumed when the holding current is energized to the pressure control valve, When the difference is equal to or greater than a predetermined value, it is preferable to determine that the pressure sensor is abnormal.

  Further, when configuring the pressure sensor abnormality diagnosis device of the present invention, the abnormality determination unit determines whether or not there is an abnormality in the pressure sensor using the pressure in the common rail detected when the temperature of the fuel is within a predetermined range. It is preferable to do.

  In configuring the pressure sensor abnormality diagnosis device of the present invention, the fuel injection valve has a configuration in which the injection hole is opened and closed by controlling the back pressure applied to the rear end side of the nozzle needle. In addition, a leak passage for leaking fuel other than the fuel used for back pressure control to the low pressure side is provided, and the abnormality diagnosis device for the pressure sensor detects the amount of fuel from the leak passage after the internal combustion engine is stopped. It is preferable that a pressure drop amount estimation unit for estimating a pressure drop amount in the common rail due to a leak is provided, and the abnormality determination unit determines whether or not there is an abnormality in the pressure sensor in consideration of the drop amount.

  In configuring the pressure sensor abnormality diagnosis device of the present invention, it is preferable that the internal combustion engine stop detection unit detects an automatic stop of the internal combustion engine when at least a predetermined idling stop condition is satisfied.

  Another aspect of the present invention provides a pressure sensor for diagnosing the presence or absence of an abnormality in a pressure sensor that detects pressure in a common rail of an accumulator fuel injection device that injects fuel from a fuel injection valve connected to the common rail. In the abnormality diagnosis method, when the internal combustion engine is stopped, a predetermined current is supplied to the pressure control valve for adjusting the fuel discharge amount from the common rail, and the predetermined current is supplied after the holding current is supplied to the pressure control valve. An abnormality diagnosis method for a pressure sensor, characterized in that the presence or absence of an abnormality in a pressure sensor is determined using a pressure value in a common rail detected after a period of time has elapsed.

  According to the pressure sensor abnormality diagnosis device and abnormality diagnosis method of the present invention, when the internal combustion engine is stopped, the pressure is detected using a pressure value detected after a predetermined period of time has passed since the holding current of a predetermined value is supplied to the pressure control valve. It is determined whether or not the sensor is abnormal. Therefore, not only the offset drift of the detected value of the pressure sensor but also the inclination drift can be detected, and the abnormality of the pressure sensor can be reliably detected.

  In the pressure sensor abnormality diagnosis device of the present invention, the abnormality determination unit determines that the pressure sensor has an abnormality when the difference between the detected pressure value and the stored previous normal value is equal to or greater than a predetermined value. By doing so, it is possible to determine the presence or absence of an abnormality of the pressure sensor by reducing the influence of characteristic variation and deterioration caused by individual differences for each pressure sensor. Therefore, the abnormality diagnosis of the pressure sensor is performed with higher accuracy.

  In the pressure sensor abnormality diagnosis device of the present invention, the abnormality determination unit determines that there is an abnormality in the pressure sensor when the difference between the detected pressure value and the assumed reference value is greater than or equal to a predetermined value. Therefore, even if the difference between the detected pressure value and the previous normal value is not greatly deviated, the detected pressure value gradually deviates from the reference value due to deterioration of the pressure sensor over time, etc. Even when the allowable range is exceeded, an abnormality of the pressure sensor is detected.

  Further, in the pressure sensor abnormality diagnosis device according to the present invention, the abnormality determination unit determines whether or not there is an abnormality in the pressure sensor by using the rail pressure detected when the temperature of the fuel is within a predetermined range. A decrease in the accuracy of abnormality diagnosis due to pressure variations due to temperature differences is avoided.

  Further, in the pressure sensor abnormality diagnosis device of the present invention, when the fuel injection valve has a leak passage of fuel other than fuel used for back pressure control, the pressure sensor abnormality diagnosis device includes a pressure drop amount estimation unit. Even if the rail pressure decreases due to a fuel leak after the internal combustion engine stops, the abnormality determination unit determines whether or not the pressure sensor is abnormal in consideration of the amount of decrease in the rail pressure after the internal combustion engine stops. Whether or not the pressure sensor is abnormal can be determined.

  Further, in the pressure sensor abnormality diagnosis device according to the present invention, if the predetermined pressure sensor abnormality diagnosis is performed even when the internal combustion engine is automatically stopped at the time of idling stop, the pressure accumulation fuel injection device is not completely turned off. Thus, abnormality diagnosis of the pressure sensor is performed. Therefore, compared with the case where abnormality diagnosis is performed when the pressure accumulation type fuel injection device is completely turned off, the frequency of execution of abnormality diagnosis is increased. Therefore, an abnormality that has occurred in the pressure sensor can be detected at an early stage.

1 is an overall view showing a configuration example of an accumulator fuel injection device. It is a block diagram for demonstrating the structural example of the abnormality diagnosis apparatus of the pressure sensor concerning the 1st Embodiment of this invention. It is a figure for demonstrating the abnormality diagnosis method of the pressure sensor concerning the 1st Embodiment of this invention. It is a flow which shows an example of the abnormality diagnosis method of the pressure sensor concerning the 1st Embodiment of this invention. It is a flow which shows the 1st specific example of the 1st abnormality determination of a pressure sensor. It is a flow which shows the 2nd specific example of the 1st abnormality determination of a pressure sensor. It is a flow which shows the 3rd specific example of the 1st abnormality determination of a pressure sensor. It is a flow which shows the specific example of the 2nd abnormality determination of a pressure sensor. This is for explaining a change in rail pressure when the internal combustion engine automatically stops. It is a block diagram for demonstrating the structural example of the abnormality diagnosis apparatus of the pressure sensor concerning the 2nd Embodiment of this invention. It is a figure for demonstrating the output abnormality of a pressure sensor.

  DESCRIPTION OF EMBODIMENTS Embodiments relating to a pressure sensor abnormality diagnosis device and abnormality diagnosis method according to the present invention will be specifically described below with reference to the drawings. However, this embodiment shows one aspect of the present invention and does not limit the present invention, and can be arbitrarily changed within the scope of the present invention. In addition, what attached | subjected the same code | symbol in each figure has shown the same member, and description is abbreviate | omitted suitably.

[First Embodiment]
1. Accumulated Fuel Injection Device FIG. 1 shows a configuration example of an accumulator fuel injection device 50. The accumulator fuel injector 50 is an accumulator fuel injector that injects fuel into a cylinder of a diesel engine of a vehicle, and includes a fuel tank 1, a low pressure pump 2, a high pressure pump 5, a common rail 10, and fuel. The injection valve 13 and the control device 40 are provided as main elements. Hereinafter, the accumulator fuel injection device 50 of the present embodiment will be described with reference to FIG.

  The low pressure pump 2 and the pressurizing chamber 5a of the high pressure pump 5 are connected by low pressure fuel passages 18a and 18b. The high pressure pump 5 and common rail 10, and the common rail 10 and fuel injection valve 13 are respectively connected by high pressure fuel passages 37 and 39. It is connected. Further, the high-pressure pump 5, the common rail 10, the fuel injection valve 13, and the like are connected to fuel return paths 30 a to 30 c for returning excess fuel not injected from the fuel injection valve 13 to the fuel tank 1.

  A flow control valve 8 is provided in the middle of the low-pressure fuel passage 18 b in the high-pressure pump 5. The flow rate control valve 8 is, for example, an electromagnetic proportional flow rate control valve in which the stroke amount of the valve body is variable depending on the magnitude of the supplied pulse voltage, and the flow rate of fuel sent to the pressurizing chamber 5a is adjusted. Is done.

A pressure adjusting valve 14 disposed in parallel with the flow control valve 8 is provided in the fuel passage branched from the low pressure fuel passage 18 b on the upstream side of the flow control valve 8. The pressure adjustment valve 14 is also connected to a fuel return path 30 a that communicates with the fuel tank 1.
The pressure regulating valve 14 is an overflow valve that opens when the difference between the front and rear differential pressures, that is, the pressure in the low pressure fuel passage 18b and the pressure in the fuel return passage 30a exceeds a predetermined value. ing. Therefore, in a state where the fuel is being pumped by the low pressure pump 2, the pressure in the low pressure fuel passages 18a and 18b is maintained so as to be larger than the pressure in the fuel return passage 30a by a predetermined differential pressure.

The low pressure pump 2 pumps up the fuel in the fuel tank 1 and pumps it, and supplies the fuel to the pressurizing chamber 5a of the high pressure pump 5 through the low pressure fuel passages 18a and 18b. A low-pressure pump 2 shown in FIG. 1 is an in-tank electric pump provided in a fuel tank 1 and is driven by a voltage supplied from a battery to pump fuel.
However, the low-pressure pump may be provided outside the fuel tank 1 or may be a gear pump connected to the camshaft of the high-pressure pump 5.

  The high pressure pump 5 pressurizes the fuel pumped by the low pressure pump 2 and introduced into the pressurizing chamber 5 a via the fuel intake valve 6 by the plunger 7, and supplies the high pressure fuel to the common rail via the fuel discharge valve 9 and the high pressure fuel passage 37. 10 to pump. In the accumulator fuel injection device 50 shown in FIG. 1, the fuel sent into the high-pressure pump 5 through the low-pressure fuel passage 18a once flows into the cam chamber 16, and from there further through the low-pressure fuel passage 18b, the pressurizing chamber 5a. Sent to.

  A cam 15 that drives the high-pressure pump 5 is fixed to a camshaft connected to a drive shaft of a diesel engine via a gear. In the pressure-accumulation fuel injection device 50 of this embodiment, the high-pressure pump 5 has two plungers 7. The two plungers 7 are pushed up by cams 15, and fuel is injected into the two pressurizing chambers 5a. Pressurized and high pressure fuel is pumped to the common rail 10.

  The high pressure pump 5 is provided with a temperature sensor 25 for detecting the fuel temperature Tf in the low pressure fuel passage 18b. However, the detected fuel temperature Tf is not limited to the fuel temperature in the low-pressure fuel passage, and may be the fuel temperature in the high-pressure fuel system. The temperature sensor 25 for detecting the fuel temperature Tf is the accumulator fuel injection device 50. It may be provided at any position in the inner fuel passage.

  The common rail 10 accumulates high-pressure fuel pumped from the high-pressure pump 5 and supplies the high-pressure fuel to the plurality of fuel injection valves 13 connected via the high-pressure fuel passage 39. The common rail 10 is provided with a pressure control valve 12 and a pressure sensor 21.

As the pressure sensor 21, a known pressure sensor such as a piezoelectric element sensor or a semiconductor sensor is used.
The pressure control valve 12 is, for example, an electromagnetic proportional control valve in which the stroke amount of the valve body is variable depending on the magnitude of the supplied pulse voltage. By controlling the pressure control valve 12 according to the target rail pressure and the required injection amount, the leak amount of the high-pressure fuel discharged from the common rail 10 to the fuel return path 30b is adjusted, and the rail pressure is adjusted.
In this embodiment, a normally open type electromagnetic control valve is used in which the valve opening is fully opened when energization of the pressure control valve 12 is stopped. However, when the control valve is energized, the valve opening is fully closed. A normally closed electromagnetic control valve can be used.

  The fuel injection valve 13 connected to the common rail 10 includes a nozzle body provided with an injection hole and a nozzle needle that closes the injection hole. The back pressure acting on the rear end side of the nozzle needle is released and the injection hole is formed. By being opened, the high-pressure fuel supplied from the common rail 10 is injected into the cylinder of the diesel engine.

  The fuel injection valve 13 is a piezo injector provided with a piezo element or a fuel injection valve employing an electromagnetic solenoid as back pressure control means. In this embodiment, a piezo injector is used, and this piezo injector employs a structure that prevents fuel from leaking to the low pressure side other than a passage for releasing back pressure.

2. Control device (pressure sensor abnormality diagnosis device)
FIG. 2 shows a configuration example in which a part related to an abnormality diagnosis of the pressure sensor is represented by a functional block in the control device 40 for controlling the accumulator fuel injection device 50 of the present embodiment.
The control device 40 includes an internal combustion engine stop detection unit 61, a fuel injection valve control unit 62, a fuel temperature detection unit 63, an idling stop control unit 64, a target rail pressure calculation unit 65, and a rail pressure detection unit 66. A rail pressure control unit 67, an abnormality determination unit 69, a timer counter 70, and an error counter 71 are provided. The control device 40 is configured around a microcomputer having a known configuration, and each unit is realized by executing a program by the microcomputer. In addition, the control device 40 is provided with a RAM (Random Access Memory) (not shown) for storing calculation results and detection results at each unit.

  The internal combustion engine stop detector 61 continuously detects the rotational speed Ne of the diesel engine from the sensor value of an angular velocity sensor provided in the diesel engine, and detects the stop of the diesel engine. The diesel engine is stopped mainly by turning off the engine switch or idling stop control, and the internal combustion engine stop detection unit 61 detects the stop of the diesel engine when the detected rotational speed Ne becomes a threshold value Ne0 or less. This threshold value Ne0 may be zero, or may be a value lower than the number of revolutions in the idling state in which the diesel engine is predicted to stop soon. When the stop of the diesel engine is detected, the internal combustion engine stop detection unit 61 sends a diagnosis start signal S1 to the rail pressure control unit 67 and the abnormality determination unit 69.

The fuel injection valve control unit 62 outputs a control signal to the fuel injection valve 13. In the normal operation state of the diesel engine, the fuel injection valve control unit 62 controls the fuel injection valve 13 according to the target fuel injection amount Qtgt calculated based on the engine speed Ne, the accelerator operation amount Acc, the rail pressure Pact, and the like. Take control.
The fuel temperature detector 63 continuously reads the sensor value of the temperature sensor 25 provided in the high-pressure pump 5 and detects the fuel temperature Tf.

  The idling stop control unit 64 outputs a control signal Sinj to the fuel injection valve 13 or the like so as to stop the diesel engine when a predetermined idling stop condition is satisfied during operation of the diesel engine. Further, the idling stop control unit 64 controls the fuel injection valve 13 and the like to return the diesel engine to the operating state again when a predetermined restart condition is satisfied while the diesel engine is automatically stopped by the idling stop control. In response, a control signal Sinj is output. This idling stop control is a control performed for the purpose of reducing air pollution caused by exhaust gas, noise caused by engine noise, improving fuel consumption, and the like.

  The idling stop control unit 64 sends a signal Siss to the rail pressure control unit 67 when the idling stop condition is satisfied and the diesel engine is automatically stopped. Further, the idling stop control unit 64 sends a signal Sisf to the rail pressure control unit 67 when the restart condition is satisfied during the automatic stop of the diesel engine and the operation of the diesel engine is resumed.

  The idling stop conditions are, for example, that the engine switch is on, that the gear is in the neutral position, that the side brake is applied, that the brake pedal is depressed, and that the rotational speed of the diesel engine Can be a condition that at least one of the following conditions is met, for example, that the vehicle speed is 0 or less and that the vehicle speed is 0 or more. It is not something. In addition, the restarting conditions include several conditions such as that the neutral state of the gear was released, the side brake was released, and the accelerator pedal was depressed during the automatic stop of the diesel engine. However, the present invention is not limited to this.

The target rail pressure calculation unit 65 calculates the target rail pressure Ptgt based on the rotational speed Ne of the diesel engine, the target fuel injection amount Qtgt into the cylinder, the accelerator operation amount Acc, and the like.
The rail pressure detection unit 66 continuously reads the sensor value of the pressure sensor 21 provided in the common rail 10 to obtain the detected rail pressure Psens and store it in the RAM. This RAM has a function as a rail pressure storage section in the present invention. These detected rail pressure Psens and target rail pressure Ptgt are used for rail pressure feedback control and pressure sensor abnormality diagnosis.

  The rail pressure control unit 67 is a flow rate control that controls energization to the pressure control valve control unit 68 that controls energization to the pressure control valve 12 provided in the common rail 10 and the flow rate control valve 8 that is provided in the high-pressure pump 5. A valve control unit (not shown) is provided. By controlling the energization of the pressure control valve 12, a part of the high pressure fuel pumped to the common rail 10 is returned to the fuel low pressure system, or by energizing the flow control valve 8, the pressurizing chamber 5 a of the high pressure pump 5 is controlled. Rail pressure feedback control is performed such that the actual rail pressure Pact becomes the target rail pressure Ptgt by adjusting the flow rate of the supplied low-pressure fuel.

In addition, when the pressure control valve control unit 68 of the rail pressure control unit 67 receives the diagnosis start signal S1 from the internal combustion engine stop detection unit 61, the pressure control valve control unit 68 performs control for continuously energizing the holding current A1 to the pressure control valve 12. . When the holding current A1 is energized to the pressure control valve 12, after the diesel engine is stopped, a part of the high-pressure fuel in the common rail 10 is maintained until the actual rail pressure Pact becomes a pressure Pra = a1 corresponding to the holding current A1. It is discharged to the fuel return path 30b. By continuously energizing the holding current A1 to the pressure control valve 12 even after the diesel engine is stopped, the abnormality of the pressure sensor can be diagnosed while the rail pressure is maintained higher than the atmospheric pressure. become able to. The pressure control valve control unit 68 sends an energization start signal S2 to the abnormality determination unit 69 when energization of the holding current A1 is started.

  In the control device 40 of the present embodiment, the holding current A1 is continuously supplied to the pressure control valve 12 mainly when the diesel engine is automatically stopped by idling stop control and when the diesel engine is stopped by turning off the engine switch. However, such control in which the holding current A1 is supplied to the pressure control valve 12 when the diesel engine is stopped is normally automatically stopped in the idling stop control in order to improve the restartability of the diesel engine. Done every time. Therefore, the value of the holding current A1 is set to a value at which appropriate injection of high-pressure fuel from the fuel injection valve can be quickly performed when the diesel engine is restarted.

When the abnormality determination unit 69 receives the energization start signal S2 from the rail pressure control unit 67, the abnormality determination unit 69 activates the timer counter 70 and then detects and stores the detected rail detected by the rail pressure detection unit 66 when a predetermined period has elapsed. Read pressure Psens. And the abnormality determination part 69 determines the presence or absence of abnormality of the pressure sensor 21 using the read detected rail pressure Psens. In the control device 40 of the present embodiment, the abnormality determination unit 69 compares the detected rail pressure Psens with the previous normal value Psens (i-1) stored in the RAM, and the detected rail pressure Psens. Is configured to be able to execute a second abnormality determination for comparing with a prestored reference value Pra = a1 .

  In the first abnormality determination, the difference ΔPr (i) between the read detected rail pressure Psens (i) and the previous normal value Psens (i−1) of the detected rail pressure Psens stored in the RAM is obtained. When the calculated absolute value of the difference ΔPr (i) is equal to or greater than the threshold value D1, it is determined that the pressure sensor has an abnormality. The previous normal value Psens (i-1) is a value stored in the detected rail pressure Psens stored in the RAM when it is determined that there is no abnormality in the pressure sensor during the past abnormality diagnosis. is there. However, in order to increase the accuracy of the first abnormality determination of this time, the previous normal value Psens (i-1) is the value among the values determined that there is no abnormality of the pressure sensor when the previous abnormality diagnosis is executed. The most recent value is preferred.

In the second abnormality determination, a difference ΔPr a1 between the read detected rail pressure Psens (i) and a reference value Pr a = a1 stored in advance is calculated, and the difference ΔPr a1 is greater than or equal to a threshold value D2. At some point, it is determined that there is an abnormality in the pressure sensor. The reference value Pra = a1 is a value that is assumed when the holding current A1 is supplied to the pressure control valve 12 while the diesel engine is stopped. In the present embodiment, since the holding current A1 is energized to the pressure control valve 12 every time the diesel engine stops, the holding current A1 is energized based on the characteristics of the pressure control valve 12. The rail pressure assumed at the time is determined as a reference value Pra = a1 .

  That is, in the first abnormality determination by comparing the detected rail pressure Psens (i) with the previous normal value Psens (i-1), the normal value of the detected rail pressure Psens detected in the past under the same condition. Whether or not the current detected rail pressure Psens (i) is significantly deviated from Psens (i-1) is checked. By this first abnormality determination, an abnormality suddenly generated in the pressure sensor is detected while reducing the influence of the variation in the detection value due to the deterioration of the pressure sensor with time.

On the other hand, in the second abnormality determination based on the comparison between the detected rail pressure Psens (i) and the reference value Pr a = a1 , is the detected rail pressure Psens (i) largely deviated from the assumed reference value Pr a = a1 ? To come to see. Even if the detected rail pressure Psens (i) is not greatly deviated from the previous normal value Psens (i-1) under the same conditions by this second abnormality determination, An abnormal state in which the sensor value of the sensor gradually shifts and the shift width exceeds the allowable range is detected.

  The above-described threshold value D1 and threshold value D2 used for pressure sensor abnormality diagnosis are arbitrarily determined in consideration of the allowable range of pressure sensor abnormality. However, the threshold value D2 is larger than the threshold value D1.

  The control device 40 of the present embodiment supplies the holding current A1 to the pressure control valve 12 not only when the diesel engine is automatically stopped by idling stop control but also when the diesel engine is stopped by turning off the engine switch. The abnormality diagnosis of the pressure sensor is executed. However, when the control device 40 is configured to end the energization control to the pressure control valve 12 when the engine switch is turned off, the abnormality diagnosis when the engine switch is turned off is omitted. It may be.

3. Pressure Sensor Abnormality Diagnosis Method Next, an example of the pressure sensor abnormality diagnosis method executed by the control device 40 described above will be specifically described based on the time chart of FIG. 3 and the flows of FIGS.

The time chart of FIG. 3 shows changes over time in the rotational speed Ne, the actual rail pressure Pact, and the timer counter of the internal combustion engine. Pair in FIG. 3 indicates atmospheric pressure, and Pra = a1 indicates a rail pressure assumed when the holding current A1 is supplied to the pressure control valve 12. The detection timing of the detected rail pressure Psens (i) used for diagnosing the abnormality of the pressure sensor during the automatic stop of the diesel engine by the idling stop control is indicated by an arrow. FIG. 3 is a diagram used for explaining first and second specific examples of first abnormality determination described later.

  In the flow of FIG. 4, after the speed Ne of the diesel engine is read in Step S11 after the start, it is determined whether or not the speed Ne read in Step S12 is equal to or less than a threshold value Ne0. Steps S11 to S12 are steps for determining whether or not the diesel engine is stopped. When the diesel engine stops, energization of the holding current A1 to the pressure control valve is started in step S13, and a timer counter is activated in step S14 (t1 in FIG. 3).

  Next, after the current value Aact energized in the pressure control valve is read in step S15, it is determined whether or not the difference between the read current value Aact and the holding current A1 is within a predetermined range in step S16. The If the difference between the current value Aact and the holding current A1 exceeds the predetermined range, the pressure sensor abnormality diagnosis cannot be performed accurately, and the process proceeds to step S24 without performing the pressure sensor abnormality diagnosis.

  On the other hand, if the difference between the current value Aact and the holding current A1 is within the predetermined range in step S16, the process proceeds to step S17, and after the fuel temperature Tf is read, the fuel temperature Tf read in step S18 is set in advance. It is determined whether or not it is within the predetermined range. If the fuel temperature Tf is not within the predetermined range, the abnormality diagnosis of the pressure sensor cannot be performed accurately, so the process proceeds to step S24 without performing the abnormality diagnosis of the pressure sensor. The determination of the fuel temperature Tf may be performed at any timing after the diesel engine is stopped until the abnormality diagnosis of the pressure sensor is performed.

  When the fuel temperature Tf is within the predetermined range in step S18, the process proceeds to step S19, and it is determined whether or not the timer value set in the timer counter operated in step S14 has elapsed. If the timer counter has not passed the timer value, the process proceeds to step S27, and it is determined whether or not the automatic stop by the idling stop control is currently being performed. When the automatic stop by the idling stop control is currently in progress, the process proceeds to step S28, and it is further determined whether or not a restart condition is satisfied.

  If the automatic stop by the idling stop control is not currently stopped in step S27, or if the restart condition is not satisfied in step S28 even if the automatic stop by the idling stop control is not performed, the process returns to step S19, and the timer It is determined whether or not the timer value that has been set has elapsed. On the other hand, if the restart condition is satisfied in step S28, the process proceeds to step S26, where the diesel engine is started and returned to the start.

When the timer counter passes the timer value, it is assumed that after the diesel engine is stopped, the actual rail pressure Pact is held at the reference value Pra = a1 assumed according to the holding current A1. It takes about several seconds at the maximum until the actual rail pressure Pact stabilizes at the reference value Pr a = a1 that is assumed according to the holding current A1 after the holding current A1 is supplied to the pressure control valve. Is set to be about several seconds.

  On the other hand, when the timer counter has passed the timer value in step S19, the process proceeds to step S20, and the first abnormality for comparing the detected rail pressure Psens with the previous normal value Psens (i-1) stored in the RAM. A determination is made. Hereinafter, an example of a specific execution method of the first abnormality determination will be described.

  FIG. 5 shows a flow of a first specific example of the first abnormality determination. In the first specific example, first, in step S31, the detected rail pressure Psens (i) by the pressure sensor when the timer counter has passed the timer value is detected and stored (t2 in FIG. 3). Next, in step S32, it is determined whether or not the previous normal value Psens (i-1), which is the value stored when it is determined that there is no abnormality in the pressure sensor when the past abnormality diagnosis is executed, is stored. If the previous normal value Psens (i-1) is not stored, the first abnormality determination is terminated as it is. On the other hand, if the previous normal value Psens (i-1) is stored, a step is performed. Proceed to S33.

  In step S33, the current detected rail pressure Psens (i) is compared with the previous normal value Psens (i−n), and it is determined whether or not the difference ΔPr (i) is greater than or equal to a threshold value D1. If the difference ΔPr (i) is greater than or equal to the threshold value D1, the process proceeds to step S34, the pressure sensor abnormality is recorded, and the first abnormality determination is terminated. On the other hand, when the difference ΔPr (i) is less than the threshold value D1, no abnormality is observed in the pressure sensor, and thus the first abnormality determination is finished as it is.

  FIG. 6 shows a flow of a second specific example of the first abnormality determination. In the second specific example, first, in step S41, the detected rail pressure Psens (i) by the pressure sensor when the timer counter has passed the timer value is detected and stored (t2 in FIG. 3). Next, in step S42, it is determined whether or not the previous normal value Psens (i-1), which is the value stored when it is determined that there is no abnormality in the pressure sensor at the time of the past abnormality diagnosis, is stored. If the previous normal value Psens (i-1) is not stored, the first abnormality determination is terminated as it is. On the other hand, if the previous normal value Psens (i-1) is stored, a step is performed. Proceed to S43.

  In step S43, the current detected rail pressure Psens (i) is compared with the previous normal value Psens (i−n), and it is determined whether or not the difference ΔPr (i) is greater than or equal to the threshold value D1. When the difference ΔPr (i) is less than the threshold value D1, no abnormality is observed in the pressure sensor. Therefore, after the error counter is reset in step S47, the first abnormality determination is terminated.

  If the difference ΔPr (i) is greater than or equal to the threshold value D1 in step S43, the process proceeds to step S44 and the error counter is incremented by 1. Then, in step S45, whether the error counter has reached the preset counter value N. It is determined whether or not. When the error counter reaches the set value N of the counter value, the process proceeds to step S46, where the abnormality of the pressure sensor is recorded and the first abnormality determination is terminated. On the other hand, if the error counter has not reached the set value N of the counter value in step S45, the first abnormality determination is terminated without determining that the pressure sensor is abnormal at this time.

  The second specific example is an example in which occurrence of an abnormality in the pressure sensor is determined when a state where the difference ΔPr (i) is equal to or greater than the threshold value D1 is detected N times continuously. By performing the first abnormality determination of the pressure sensor as in the second specific example, although there is no serious abnormality in the pressure sensor due to a single error that may occur as a result of some disturbance, It is avoided that it is determined that an abnormality has occurred in the pressure sensor.

  FIG. 7 shows a flow of a third specific example of the first abnormality determination. In the third specific example, first, in step S51, the initial value Psens (i = 0) of the rail pressure detected by the pressure sensor when the timer counter has passed the timer value is detected and stored. Next, in step S52, the detected rail pressure Psens (i = 1) is further detected and stored.

  Next, in step S53, the detected rail pressure Psens (i = 1) is compared with the initial value Psens (i = 0), which is the previous value of the detected rail pressure, and the difference ΔPr (i = 1) is the threshold D1 abnormality. It is determined whether or not there is. If the difference ΔPr (i = 1) is greater than or equal to the threshold value D1, the process proceeds to step S54 and the error counter is incremented by 1. Then, in step S55, whether or not the error counter has reached the preset counter value N. Is determined. If the error counter has not reached the set value N of the counter value, the process returns to step S52 to detect and store the detected rail pressure Psens (i = 2), and then in step S53, the detected rail pressure Psens (i = 2 ) And the previous value detected rail pressure Psens (i = 1), it is determined whether or not a difference ΔPr (i = 2) is equal to or greater than a threshold value D1.

  Thereafter, the detection of the detected rail pressure Psens (i) and the previous value Psens (i) until the difference ΔPr (i) becomes less than the threshold value D1 in step S53 or until the error counter reaches the set value N of the counter value in step S55. The comparison with -1) is repeated. In step S53, when the difference ΔPr (i = 1) is less than the threshold value D1, no abnormality is observed in the pressure sensor. Therefore, after the error counter is reset in step S57, the first abnormality determination is terminated. On the other hand, when the error counter reaches the set value N of the counter value in step S55, the process proceeds to step S56, the abnormality of the pressure sensor is recorded, and the first abnormality determination is finished.

  In the third specific example, when the diesel engine is stopped once, the detected rail pressure Psens (i) is detected at a plurality of points, and compared with the previous value Psens (i-1), the difference ΔPr (i) This is an example in which the occurrence of an abnormality in the pressure sensor is determined when a state where the value is equal to or greater than the threshold value D1 is detected N times continuously. In this third specific example, the fuel injection valve provided in the pressure accumulation fuel injection device does not have a leak passage for leaking fuel other than fuel used for back pressure control to the low pressure side, The present invention can be applied to a pressure accumulating fuel injection device in which the rail pressure Prail is unlikely to decrease while the holding current A1 is applied to the pressure control valve. In this case, the comparison target of the detected rail pressure Psens (i) is not limited to the previous detected rail pressure Psens (i-1), and may be any detected rail pressure detected after the diesel engine is stopped. .

Returning to FIG. 4, when the first abnormality determination is completed in step S20, a second abnormality determination is performed in step S21, in which the detected rail pressure Psens is compared with a previously stored reference value Pra = a1. The

As shown in FIG. 8, in the second abnormality determination, after reading the detected rail pressure Psens (i) detected and stored when the timer counter has passed the timer value in step S61, in step S62, The detected rail pressure Psens (i) is compared with a reference value Pr a = a1 of rail pressure assumed according to the holding current A1, and it is determined whether or not the difference ΔPr a1 is equal to or greater than a threshold value D2.

When the difference ΔPr a1 is less than the threshold value D2, no abnormality is observed in the output of the pressure sensor itself, so the second abnormality determination is terminated as it is. On the other hand, when the difference ΔPr a1 is greater than or equal to the threshold D2, the deviation width between the rail pressure Psens (i) detected by the pressure sensor and the assumed rail pressure reference value Pr a = a1 exceeds the allowable range. For this reason, the abnormality of the pressure sensor is recorded in step S63, and the second abnormality determination is terminated.

  Returning to FIG. 4, when the first abnormality determination and the second abnormality determination are completed, whether or not the abnormality of the pressure sensor is recorded in either the first abnormality determination or the second abnormality determination in step S22. Is determined. If no abnormality of the pressure sensor is recorded, the process proceeds to step S24 as it is. On the other hand, if an abnormality of the pressure sensor is recorded, a warning unit such as an alarm lamp is activated in step S23, and then the process proceeds to step S24. When it is determined that an abnormality has occurred in the pressure sensor, in addition to operating the warning means, it is possible to take a countermeasure such as switching the rail pressure control from feedback control to open control.

  In step S24, it is determined whether the automatic stop by the idling stop control is currently being performed. When the automatic stop by the idling stop control is not currently in progress, the power supply to the pressure control valve is also stopped, the abnormality diagnosis flow is terminated, and the process returns to the start (t4 in FIG. 3). On the other hand, when the automatic stop by the idling stop control is currently in progress, the process proceeds to step S25, and it is further determined whether or not the restart condition is satisfied. And it will be in a standby state until it determines with restart conditions being satisfied by step S25, and when restart conditions are satisfied, it will progress to step S26 and a diesel engine will be started and will return to a start (t3 of FIG. 3).

  With the abnormality diagnosis device and abnormality diagnosis method according to the first embodiment described above, detection is performed after a predetermined period has elapsed since the diesel engine is in a stopped state and a predetermined holding current A1 is applied to the pressure control valve. Since the presence / absence of the abnormality of the pressure sensor is determined using the rail pressure, the presence / absence of the abnormality of the pressure sensor can be diagnosed when the rail pressure is relatively high. Therefore, it is possible to reliably detect an abnormality when not only an offset drift but also an inclination drift occurs as an abnormality of the pressure sensor.

  Further, with such an abnormality diagnosis device and abnormality diagnosis method, the pressure sensor abnormality diagnosis is performed not only when the diesel engine is stopped by turning off the engine switch but also when the diesel engine is automatically stopped by the idling stop control. The frequency of abnormality diagnosis is increased compared to the case where abnormality diagnosis is performed only when the fuel injection control device is completely turned off. Therefore, an abnormality that has occurred in the pressure sensor is detected early.

Further, in the abnormality diagnosis method of the present embodiment, according to the diagnosis method for comparing the detected rail pressure Psens (i) with the previous normal value Psens (i-1), it occurs due to individual differences of the pressure sensors, deterioration with time, etc. It is possible to determine whether or not there is an abnormality in the pressure sensor by eliminating the influence on the detection value. Further, in the present embodiment, the detection rail pressure Psens (i) is compared with the previous normal value Psens (i-1), together with the diagnosis method for comparing the detection rail pressure Psens (i) with the assumed reference value Pra = A diagnostic method to compare with a1 is performed. Therefore, even if the difference between the detected rail pressure Psens (i) and the previous normal value Psens (i-1) is small, if the detected rail pressure Psens (i) shows a value exceeding the allowable range, It is determined that an abnormality has occurred in the pressure sensor.

  In the embodiment described above, an example is shown in which the difference ΔPr (i) between the detected rail pressure Psens (i) and the previous normal value Psens (i−1) is calculated to diagnose the presence or absence of an abnormality in the pressure sensor. However, the abnormality of the pressure sensor may be diagnosed by calculating the ratio between the detected rail pressure Psens (i) and the previous normal value Psens (i-1).

Also, a diagnostic method for comparing the detected rail pressure Psens (i) with the previous normal value Psens (i-1) and a diagnostic method for comparing the detected rail pressure Psens (i) with the reference value Pra = a1. When carrying out together, either diagnostic method may be carried out first. Further, the diagnostic method for comparing the detected rail pressure Psens (i) with the reference value Pra = a1 may be omitted.

[Second Embodiment]
The abnormality diagnosis device and abnormality diagnosis method according to the second embodiment of the present invention includes a leak passage provided in a fuel injection valve even when a pressure control valve provided in a fuel injection valve or a common rail is closed. The pressure sensor provided on the common rail of the pressure accumulating fuel injection device having a configuration in which the rail pressure is reduced due to fuel leakage from the fuel is a diagnosis target. In the pressure sensor abnormality diagnosis device and abnormality diagnosis method of the present embodiment, the amount of decrease in rail pressure after the diesel engine is automatically stopped by the idling stop control is estimated, and the abnormality diagnosis of the pressure sensor is performed in consideration of the amount of decrease. Configured to be done. Hereinafter, the description of the same part as the configuration of the pressure-accumulation fuel injection device according to the first embodiment will be omitted as appropriate, and the description will focus on the points different from the first embodiment.

1. Accumulated Fuel Injector The basic configuration of the accumulator fuel injector of this embodiment is the same as that of the accumulator fuel injector 50 described in the first embodiment. However, in the pressure accumulation type fuel injection device of the present embodiment, a fuel injection valve employing an electromagnetic solenoid as a back pressure control means is used as the fuel injection valve 13. The fuel injection valve 13 includes a leak passage for leaking fuel from a sliding portion such as a nozzle needle and a valve piston to the fuel recirculation passage 30c, in addition to a passage for releasing fuel used for back pressure control. ing. Therefore, even when the pressure control valve 12 provided in the fuel injection valve 13 or the common rail 10 is closed, the fuel leaks from the high pressure side to the low pressure side, and the rail pressure decreases.

  FIG. 9 shows the change over time of the actual rail pressure Pact when the holding current A1 is supplied to the pressure control valve 12 after the diesel engine is stopped. In FIG. 9, a solid line A indicates the change over time of the actual rail pressure Pact in the accumulator fuel injection device of the first embodiment, and a broken line B indicates the actual rail pressure Pact in the accumulator fuel injection device of the present embodiment. The change with time is shown. In addition, this FIG. 9 has shown the time-dependent change of the actual rail pressure Pact until a diesel engine restarts after the diesel engine is automatically stopped by idling stop control. Times t1 to t3 correspond to t1 to t3 in FIG.

As shown by a solid line A in FIG. 9, in the accumulator type fuel injection device in which the fuel injection valve has no leak passage other than the passage for releasing the back pressure, after the time point t1 when the diesel engine is stopped by the idling stop control, After the rail pressure Pact becomes the pressure Pra = a1 assumed in accordance with the holding current A1, it does not decrease greatly, and is stably maintained until the time point t3 when the diesel engine is restarted. Even with such an accumulator fuel injection device, a slight fuel leak may occur, but since the amount is very small, the actual rail pressure Pact is hardly affected.

On the other hand, as shown by the broken line B in FIG. 9, in the pressure accumulation type fuel injection device in which the fuel injection valve is provided with a leak passage other than the passage for releasing the back pressure, the diesel engine is stopped by the idling stop control. After the time t1, the actual rail pressure Pact continues to decrease until the time t3 when the diesel engine is restarted after the actual rail pressure Pact reaches the reference value Pr a = a1 assumed according to the holding current A1. .

  Therefore, in the pressure accumulation type fuel injection device of the present embodiment, when performing abnormality diagnosis of the pressure sensor, it is possible to accurately diagnose abnormality of the pressure sensor unless a change in the actual rail pressure Pact due to leakage of high pressure fuel is excluded. Can not. The amount of decrease ΔPleak in the actual rail pressure Pact due to this high-pressure fuel leak varies depending on the length of time from when the diesel engine stops until the rail pressure is detected by the pressure sensor. It also changes depending on the actual rail pressure Pact. In the control device 140 of this embodiment, abnormality diagnosis of the pressure sensor is performed in consideration of the decrease amount ΔPleak of the actual rail pressure Pact.

2. Control device (pressure sensor abnormality diagnosis device)
FIG. 10 shows a configuration example in which a portion related to the abnormality diagnosis of the pressure sensor is represented by a functional block in the configuration of the control device 140 that controls the accumulator fuel injection device of the present embodiment.
In the control device 140 of the present embodiment, the internal combustion engine stop detection unit 61, the fuel injection valve control unit 62, the fuel temperature detection unit 63, the idling stop control unit 64, the target rail pressure calculation unit 65, the rail pressure The detection part 66 and the rail pressure control part 67 are comprised similarly to the control apparatus 40 of 1st Embodiment. In addition, the control device 140 according to the present embodiment also includes a RAM, a timer counter 70, and an error counter 71, as in the control device 40 according to the first embodiment.

  On the other hand, the abnormality determination unit 169 of the control device 140 according to the present embodiment indicates that the information about the decrease ΔPleak in the actual rail pressure Pact with respect to the elapsed time from the automatic stop of the diesel engine by the idling stop control is the rail when the diesel engine is stopped. Stored for each pressure.

  In the control device 140 of this embodiment, the rail pressure is detected when the timer counter 70 that starts to operate when the rotational speed of the diesel engine becomes equal to or less than the threshold value Ne0 has passed the timer value. Calculates the decrease ΔPleak of the actual rail pressure Pact when the timer value elapses, based on the detected rail pressure Psens read when the diesel engine is stopped.

Then, the abnormality determination unit 169 reads the detected rail pressure Psens (i) when the timer value has elapsed, and adds the obtained decrease amount ΔPleak of the actual rail pressure Pact to obtain the diagnostic rail pressure Pdig (i). To do. The abnormality diagnosis of the pressure sensor by the abnormality determination unit 169 of the control device 140 of the present embodiment uses the diagnostic rail pressure Pdig (i) instead of the detected rail pressure Psens (i), and the first embodiment As described above, comparison with the previous normal value Pdig (i-1) and comparison with the reference value Pra = a1 are performed.

  As described above, even if the pressure control valve provided on the fuel injection valve or the common rail is closed, even if it is an accumulator fuel injection device that causes fuel leakage, the rail during the automatic stop of the diesel engine by idling stop control By considering the amount of pressure decrease, it is possible to accurately detect abnormality of the pressure sensor.

  In addition, like the accumulator fuel injector of the second embodiment, the accumulator fuel injector in which the rail pressure gradually decreases while the holding current is applied to the pressure control valve after the diesel engine is stopped. Even if the abnormality diagnosis is started with the rail pressure at the time when the stop of the diesel engine is detected always being a constant value, the first and second of the first abnormality determination described in the first embodiment are performed. The specific example can be executed as it is.

1: Fuel tank, 2: Low pressure pump, 5: High pressure pump, 5a: Pressurization chamber, 6: Fuel intake valve, 7: Plunger, 8: Flow control valve, 9: Fuel discharge valve, 10: Common rail, 12: Pressure Control valve, 13: Fuel injection valve, 14: Overflow valve, 15: Cam, 18a / 18b: Low pressure fuel passage, 21: Pressure sensor, 30a / 30b / 30c: Fuel return passage, 37/39: High pressure fuel passage, 40 140: control device, 50: accumulator fuel injection device, 61: internal combustion engine stop detection unit, 62: fuel injection valve control unit, 63: fuel temperature detection unit, 64: idling stop control unit, 65: target rail pressure calculation , 66: rail pressure detection unit, 67: rail pressure control unit, 68: pressure control valve control unit, 69/169: abnormality determination unit, 70: timer counter, 71: error counter

Claims (7)

  1. In the pressure sensor abnormality diagnosis device for diagnosing the presence or absence of abnormality of the pressure sensor that detects the pressure in the common rail of the accumulator fuel injection device,
    A rail pressure storage unit for storing the pressure in the common rail detected by the pressure sensor;
    An internal combustion engine stop detection unit for detecting the stop of the internal combustion engine;
    An energization control unit for energizing a holding current of a predetermined value to a pressure control valve for adjusting the amount of fuel discharged from the common rail when the internal combustion engine is stopped;
    An abnormality determination unit that determines whether or not there is an abnormality in the pressure sensor using a pressure value in the common rail that is detected after a predetermined period has elapsed since the holding current is supplied to the pressure control valve;
    An abnormality diagnosis apparatus for a pressure sensor, comprising:
  2.   The abnormality determination unit is configured such that a difference between a detected pressure value in the common rail and a previous normal value among the pressures in the common rail stored in the rail pressure storage unit is a predetermined value or more. 2. The pressure sensor abnormality diagnosis device according to claim 1, wherein the pressure sensor is determined to have an abnormality.
  3.   When the difference between the detected pressure value in the common rail and a reference value assumed when the holding current is supplied to the pressure control valve is equal to or greater than a predetermined value, the abnormality determination unit The pressure sensor abnormality diagnosis apparatus according to claim 1, wherein the pressure sensor abnormality is determined to be abnormal.
  4.   The said abnormality determination part determines the presence or absence of abnormality of the said pressure sensor using the pressure in the said common rail detected when the temperature of the said fuel exists in a predetermined range, The pressure sensor abnormality diagnosis device according to any one of the preceding claims.
  5. The fuel injection valve has a configuration in which the injection hole is opened and closed by controlling a back pressure applied to the rear end side of the nozzle needle, and fuel other than the fuel used for the control of the back pressure is provided. It has a leak passage for leaking to the low pressure side,
    The abnormality diagnosis device for the pressure sensor includes a pressure drop amount estimation unit that estimates a pressure drop amount in the common rail due to fuel leak from the leak passage after the internal combustion engine is stopped.
    5. The pressure sensor abnormality diagnosis device according to claim 1, wherein the abnormality determination unit determines whether or not the pressure sensor is abnormal in consideration of the amount of decrease.
  6.   The abnormality of the pressure sensor according to any one of claims 1 to 5, wherein the internal combustion engine stop detection unit detects an automatic stop of the internal combustion engine when at least a predetermined idling stop condition is satisfied. Diagnostic device.
  7. In the pressure sensor abnormality diagnosis method for diagnosing the presence or absence of abnormality of the pressure sensor for detecting the pressure in the common rail of the accumulator type fuel injection device for injecting fuel from the fuel injection valve connected to the common rail,
    When the internal combustion engine is stopped, a predetermined current is supplied to the pressure control valve for adjusting the fuel discharge amount from the common rail, and a predetermined period after the holding current is supplied to the pressure control valve. An abnormality diagnosis method for a pressure sensor, wherein the presence or absence of an abnormality of the pressure sensor is determined using a pressure value in the common rail detected after elapse.
JP2009192458A 2009-08-21 2009-08-21 Abnormality diagnosis apparatus and abnormality diagnosis method for pressure sensor Expired - Fee Related JP5342373B2 (en)

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