JP2014084810A - Pressure limit valve opened state detection method and common rail type fuel injection control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable an opened state of a pressure limit valve to be positively detected without depending on a pressure sensor.SOLUTION: In the case that a rate valve 6 is opened by an electronic control unit 4 to change into a limp home mode and a high pressure pump 7 is operated to attain a full pressure feeding state, the electronic control unit 4 judges whether or not an engine speed produces a dropped state exceeding over a predetermined amount of dropping-in speed Rs and an instructed injection amount is increased over a prescribed incremental amount Qs. Further, when it is judged that the engine speed shows a dropped amount exceeding over the prescribed dropping-in speed Rs and the instructed injection amount is increased by the prescribed incremental amount Qs, the electronic control unit 4 judges that the pressure limit valve 10 is opened and enables it to be transferred into the limp home mode.

Description

  The present invention relates to a method for detecting the opening of a pressure limiting valve used in a common rail fuel injection control apparatus, and more particularly to a method for improving the reliability of valve opening detection when a pressure sensor fails.

  A so-called common rail type fuel injection control device pressurizes fuel by a high pressure pump, pumps it to a common rail, which is an accumulator, accumulates the pressure, and supplies the accumulated high pressure fuel to the fuel injection valve, whereby an internal combustion engine by the fuel injection valve is used. It is well known as one that can inject high-pressure fuel into an engine and is excellent in fuel consumption and emission characteristics.

  In such a common rail fuel injection control device, the rail pressure is controlled by, for example, providing an electromagnetic metering valve for adjusting the fuel inflow on the inflow side of the high-pressure pump, so that the rail pressure can be controlled indirectly. In addition, a pressure limiting valve that opens at a predetermined pressure is provided on the fuel return passage side of the common rail, so that the fuel in the common rail can be released to the return side when the rail pressure reaches the predetermined pressure carelessly. In some cases, a configuration is adopted in which the safety of the apparatus can be ensured.

In the configuration provided with such a pressure limiting valve, for example, when the pressure limiting valve is opened, rail pressure control is performed based on the secondary pressure that appears after the opening of the pressure limiting valve, so that the minimum of the vehicle Some limp home modes can be executed to ensure the running of the vehicle.
In executing the limp home mode, it is necessary to detect the opening of the pressure limiting valve. As a detection method, for example, the amount of fuel leakage is calculated based on the common rail pressure detected by the pressure sensor, There has been proposed one that determines whether the pressure limiting valve is opened or closed based on the amount of leakage (see, for example, Patent Document 1).

JP 2008-50991 A (page 4-9, FIGS. 1 to 5)

  However, the above conventional method is based on the premise that the pressure sensor is normal. Therefore, if the pressure sensor fails, it will not be possible to detect the opening of the pressure limiting valve, and operation reliability and reliability will be reduced. There is a problem that sex is not enough.

  The present invention has been made in view of the above circumstances, and can reliably detect the opening of the pressure limiting valve without depending on the pressure sensor, and can perform highly reliable fuel injection control. A detection method and a common rail fuel injection control device are provided.

In order to achieve the above object of the present invention, a pressure limiting valve opening detection method according to the present invention comprises:
Fuel in the fuel tank is pressurized and pumped to a common rail by a high-pressure pump, and high-pressure fuel can be injected into the engine via a fuel injection valve connected to the common rail. A pressure control valve is provided on the downstream side of the high-pressure pump, and the rail pressure of the common rail can be controlled by driving control of the electromagnetic metering valve by an electronic control unit. A pressure limit valve opening detection method for detecting opening of the pressure limit valve in a common rail fuel injection control device configured to perform engine speed control by isochronous control by a unit,
When the high-pressure pump is brought into a full-pressure feeding state by opening the metering valve for shifting to the limp home mode, a drop exceeding a predetermined drop amount occurs in the engine speed, and the command injection It is determined whether or not an increase exceeding a predetermined increase has occurred in the amount, a decrease exceeding a predetermined decrease in the engine speed has occurred, and an increase exceeding the predetermined increase has occurred in the command injection amount When it is determined, it is determined that the pressure limiting valve is opened, and the transition to the limp home mode is made possible.
In order to achieve the above object of the present invention, a common rail fuel injection control device according to the present invention includes:
Fuel in the fuel tank is pressurized and pumped to a common rail by a high-pressure pump, and high-pressure fuel can be injected into the engine via a fuel injection valve connected to the common rail. A pressure control valve is provided on the downstream side of the high-pressure pump, and the rail pressure of the common rail can be controlled by driving control of the electromagnetic metering valve by an electronic control unit. A common rail fuel injection control device configured to perform engine speed control by isochronous control by a unit,
The electronic control unit is
When the metering valve is opened to shift to the limp home mode and the high pressure pump is fully pumped, a drop exceeding the predetermined drop amount occurs in the engine speed, and the indicated injection amount It is determined whether or not an increase exceeding a predetermined increase amount has occurred in the engine, and it is determined that a decrease exceeding the predetermined decrease amount has occurred in the engine speed, and an increase exceeding the predetermined increase amount has occurred in the command injection amount In this case, it is determined that the pressure limiting valve is opened, and the transition to the limp home mode is made possible.

  According to the present invention, unlike the conventional case, when shifting to the limp home mode, it is possible to reliably detect the opening of the pressure control valve without depending on the pressure sensor. However, the transition to the limp home mode can be surely and smoothly performed, and the fuel injection control with higher reliability can be achieved as compared with the conventional case.

It is a block diagram which shows the structural example of the common rail type fuel injection control apparatus to which the pressure limiting valve opening detection method in embodiment of this invention is applied. 3 is a subroutine flowchart showing a procedure of pressure limit valve opening detection processing in the embodiment of the present invention that is executed in the common rail fuel injection control device shown in FIG. 1. FIG. 3 is a characteristic diagram showing changes in rail pressure, engine speed, and commanded injection amount before and after opening a pressure limiting valve used in the common rail fuel injection control device shown in FIG. FIG. 3B is a characteristic diagram showing a change in engine speed, and FIG. 3C is a characteristic diagram showing a change in command injection amount. FIG. 2 is a characteristic diagram showing an example of a relative relationship between a flow rate of a pressure limiting valve used in the common rail fuel injection control device shown in FIG. 1 and rail pressure.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 4.
The members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
First, a configuration example of a common rail fuel injection control device to which the pressure limiting valve opening detection method according to the embodiment of the present invention is applied will be described with reference to FIG.

The common rail fuel injection control device includes a high pressure pump device 50 that pumps high pressure fuel, a common rail 1 that stores the high pressure fuel pumped by the high pressure pump device 50, and high pressure fuel supplied from the common rail 1 to the engine 3. A plurality of fuel injection valves 2-1 to 2-n for supplying fuel to the cylinders, and an electronic control unit ("ECU" in FIG. (Notation) 4 is configured as a main component. This configuration itself is the same as the basic configuration of this type of fuel injection control device that has been well known.
In the embodiment of the present invention, the common rail fuel injection control device is mounted on an agricultural vehicle, a building vehicle, or the like, and in particular, the fuel injection amount so that the engine speed is constant regardless of load fluctuations. It is assumed that isochronous control in which the above control is performed is executed.

The high-pressure pump device 50 has a known and well-known configuration in which the supply pump 5, the metering valve 6, and the high-pressure pump 7 are configured as main components.
In this configuration, the fuel in the fuel tank 9 is pumped up by the supply pump 5 and supplied to the high-pressure pump 7 through the metering valve 6. An electromagnetic proportional control valve is used for the metering valve (hereinafter referred to as “MPROP” if necessary) 6, and the energization amount is controlled by the electronic control unit 4, thereby supplying the high-pressure pump 7. The flow rate of the fuel, in other words, the discharge amount of the high-pressure pump 7 is adjusted.

A return valve 8 is provided between the output side of the supply pump 5 and the fuel tank 9 so that surplus fuel on the output side of the supply pump 5 can be returned to the fuel tank 9. .
Further, the supply pump 5 may be provided separately from the high pressure pump device 50 on the upstream side of the high pressure pump device 50 or may be provided in the fuel tank 9.
The fuel injection valves 2-1 to 2-n are provided for each cylinder of the engine 3, and are supplied with high-pressure fuel from the common rail 1, and perform fuel injection by injection control by the electronic control unit 4. Yes.

  In the common rail 1 in the embodiment of the present invention, a so-called mechanical pressure limiting valve 10 is provided in a return passage (not shown) for returning surplus fuel to the tank 9, and the rail pressure in the common rail 1 is When a predetermined pressure (opening pressure) set in the pressure limiting valve 10 is exceeded, the pressure limiting valve 10 is opened, and fuel in the common rail 1 is sent to the tank 9 via a return passage (not shown) on the low pressure side. By discharging, an inadvertent increase in rail pressure is restricted.

FIG. 4 shows an example of the pressure change characteristic with respect to the fuel flow rate of the pressure limiting valve 10, and the characteristic shown in the figure will be described here. In FIG. 4, the horizontal axis represents the passage flow rate and the vertical axis represents the pressure.
The pressure limiting valve 10 opens when the rail pressure exceeds the valve opening pressure Pop (see FIG. 4), and then the pressure rapidly decreases and converges to a relatively low pressure state called secondary pressure. It has become. Such a secondary pressure actually changes with a certain width due to a change in flow rate.
In FIG. 4, a portion where the rail pressure becomes the above-described valve opening pressure Pop is denoted by reference symbol A.

The electronic control unit 4 has, for example, a microcomputer (not shown) having a known and well-known configuration, a storage element (not shown) such as a RAM and a ROM, and a fuel injection valve 2- A circuit (not shown) for energizing and driving 1 to 2-n and a circuit (not shown) for energizing and driving the metering valve 6 and the like are configured as main components.
In addition to the detection signal of the rail pressure sensor 11 that detects the pressure of the common rail 1 being input to the electronic control unit 4, various detection signals such as the engine speed, the accelerator opening, the fuel temperature, etc. It is input for use in injection control, isochronous control, pressure limit valve opening detection processing described later, and the like.

Next, the procedure of the pressure limiting valve opening detection process executed by the electronic control unit 4 in the embodiment of the present invention will be described with reference to FIG.
When the processing by the electronic control unit 4 is started, it is first determined whether or not the pressure sensor 11 is out of order (see step S102 in FIG. 2).
Here, in the electronic control unit 4 in the embodiment of the present invention, failure diagnosis processing of various sensors is executed as in the conventional case, and failure diagnosis processing is also performed on the pressure sensor 11, and the failure Presence or absence is diagnosed.

For this reason, in step S102, it is not necessary to execute a unique fault diagnosis, and the determination result of the fault diagnosis process of the sensor separately executed as described above may be used.
In step S102, “RPS” means a pressure sensor.

In step S102, when it is determined that the pressure sensor 11 is out of order (in the case of YES), the process proceeds to the processing in step S104 described below, while in the case where it is determined that there is no outage (in the case of NO), In this case, if it is determined to be normal, the process is terminated as it is not necessary to execute a series of subsequent processes, and the process returns to the main routine (not shown).
When the pressure sensor 11 is normal, the opening of the pressure limiting valve 10 can be determined by a sudden drop in the actual rail pressure detected by the pressure sensor 11, and the pressure limiting valve opening detection process is executed. Since there is no need to do this, the pressure limiting valve opening detection process is terminated as described above.

  In step S104, since the pressure sensor 11 is out of order, the rail pressure control is shifted to the open loop control. That is, the fuel injection amount is set in advance for the open loop control and the rail pressure is set as a target, and the valve opening degree of the metering valve 6 is controlled to be the fuel injection amount. Such open-loop control of rail pressure is conventionally performed when the pressure sensor 11 fails or the like.

Next, in step S106, the valve opening of the metering valve 6 is gradually increased, and finally, the fully pressurized state of the high pressure pump 7, that is, the discharge amount of the high pressure pump 7 is fully opened. State. This is because the pressure limiting valve 10 is opened.
In other words, in the present invention, when the pressure sensor 11 is determined to have failed as in the prior art, the electronic control unit 4 opens the pressure limiting valve 10 as in the prior art, and the rail pressure control based on the secondary pressure is performed. This is executed and a so-called limp home mode control state is set. Step S106 is one of the processes for shifting to the limp home mode.

Next, in step S108, it is determined whether or not a predetermined change has occurred in the engine speed and the command injection amount.
That is, a decrease in engine speed occurs, and the magnitude of the decrease, in other words, whether or not the amount of depression exceeds a predetermined amount of depression Rs (rpm) is determined, and the commanded injection amount is increased. Thus, it is determined whether or not the increase amount exceeds a predetermined increase amount Qs (mm ³ / st).

Here, the significance of determining the decrease amount of the engine speed and the increase amount of the command injection amount will be described with reference to FIG.
FIG. 3 shows a case where the common rail fuel injection control device is started and in a no-load state, and the pressure sensor 11 is out of order, so that the high-pressure pump 7 is fully pumped and the pressure limiting valve 10 is opened. 6 shows an example of changes in rail pressure, engine speed, command injection amount, and actual fuel injection amount.

  First, as described above, since the high pressure pump 7 is fully pumped by the metering valve 6 after the apparatus is started, the actual rail pressure rises as shown by the solid line in FIG. Then, since the actual rail pressure reaches the valve opening pressure of the pressure limiting valve 10, the pressure limiting valve 10 is opened, and thereafter the actual rail pressure is a pressure that converges after the pressure limiting valve 10 is opened. It shows a change that suddenly drops to the vicinity of the secondary pressure.

  Further, the engine speed increases from the start of the engine by isochronous control, and instantaneously decreases when the pressure limiting valve 10 is opened as in the case of the actual rail pressure. However, the following description is made to recover the drop in the engine speed. In response to the increase in the command injection amount, a change that returns relatively quickly to the vicinity of the engine speed before the decrease is shown (see FIG. 3B).

  On the other hand, in response to such changes in the actual rail pressure and engine speed, the command injection amount calculated in the fuel injection control process separately executed in the electronic control unit 4, that is, the target of the fuel injection amount, in other words, As indicated by a two-dot chain line in FIG. 3 (C), the value is a normal value for a relatively short time after the start of the apparatus (see the section marked with [a] in FIG. 3 (C)). The command injection amount corresponds to the start state. Thereafter, since the diagnosis result that the pressure sensor 11 is faulty is obtained, the command injection amount is set to a required command injection amount in the limp home mode (section marked with a symbol [b] in FIG. 3C) reference).

In the electronic control unit 4, the energization time (injector energization time) of the fuel injection valves 2-1 to 2-n corresponding to the commanded injection amount is determined by using the commanded injection amount and the rail pressure as input parameters. The fuel injection valves 2-1 to 2-n are energized, determined from the energization time calculation map set as described above. Here, it is assumed that the rail pressure, which is an input parameter of the energization time calculation map, is a secondary pressure, and a required value called a backup value is used. In FIG. 3A, a two-dot chain line indicates this backup value. As the backup value, an appropriate value near the secondary pressure that appears after the pressure limiting valve 10 is opened is selected.
On the other hand, when the command injection amount is set to the required command injection amount in the limp home mode, the actual rail pressure is higher than the secondary pressure before the pressure limiting valve 10 is opened, so the actual fuel injection amount is As indicated by a solid characteristic line in FIG. 3 (C), it is greater than the commanded injection amount (see the section labeled [b] in FIG. 3 (C)).

Therefore, when the pressure limiting valve 10 is opened, the actual rail pressure is decreased, and the actual fuel injection amount is also decreased (refer to the section labeled [c] in FIG. 3C). As the actual fuel injection amount decreases, the engine speed also decreases (see FIG. 3B).
Then, the commanded injection amount is increased in order to recover the decrease in the engine speed (see the section labeled [c] in FIG. 3C).
The rail pressure at this time is the secondary pressure as described above, and the rail pressure recognized by the electronic control unit 4 and the actual rail pressure are almost the same. Accordingly, the actual fuel injection amount also increases (see the solid characteristic line in the section marked with [c] in FIG. 3C).

After the engine speed is recovered, the command injection amount is again set to the command injection amount corresponding to the limp home mode described above (in FIG. 3 (C), the reference symbol [d] is attached). See section). As described above, since the rail pressure recognized in the electronic control unit 4 and the actual rail pressure substantially coincide with each other, the actual fuel injection amount substantially coincides with the commanded injection amount. (Refer to the section marked with the code [d] in FIG. 3C).
The engine speed then reaches the target speed, and the speed becomes substantially constant (see FIG. 3B).

In step S108, focusing on the changes in the engine speed and the command injection amount when the pressure limiting valve 10 is opened, particularly in the changes in the rail pressure, the engine speed, and the command injection amount as described above, By detecting this change, the valve opening of the pressure limiting valve 10 is detected.
Note that the predetermined drop amount Rs (rpm) and the predetermined increase amount Qs (mm ³ / st), which serve as a reference for detecting the opening of the pressure limiting valve 10, depend on the specific specifications of the common rail fuel injection control device. Therefore, it is preferable to select an appropriate value based on a test result, a simulation result, and the like while considering individual specific specifications.

Accordingly, in step S108, the amount of decrease in engine speed exceeds a predetermined amount of decrease Rs (rpm), and the amount of increase in the indicated injection amount exceeds a predetermined amount of increase Qs (mm ³ / st). If it is determined (YES), it is determined that the pressure limiting valve 10 has been opened (step S112 in FIG. 2), and the process returns to the main routine (not shown).
In the main routine, the rail pressure control is in a so-called secondary pressure control state based on the determination result that the pressure limiting valve 10 is opened, and the common rail fuel injection control device is in a so-called limp home mode. It is supposed to be in the driving state.

On the other hand, in step S108, it is determined that the engine speed drop amount does not exceed the predetermined drop amount Rs (rpm), or the command injection amount increase amount is the predetermined increase amount Qs (mm ³ / st. ) Is determined not to exceed (in the case of NO), it is determined that the pressure limiting valve 10 is not yet opened despite the high pressure pump 7 being fully pumped, and the process proceeds to step S112. Thus, the engine speed is gradually increased by isochronous control.

Next, as in the previous step S108, it is again determined whether or not a predetermined change has occurred in the engine speed and the command injection amount (see step S114 in FIG. 2).
Accordingly, in step S114, the engine speed drop amount exceeds a predetermined drop amount Rs (rpm), and the command injection amount increase amount exceeds a predetermined increase amount Qs (mm ³ / st). If it is determined (YES), it is determined that the pressure limiting valve 10 has been opened (step S112 in FIG. 2), and the process returns to the main routine (not shown).

On the other hand, in step S114, it is determined that at least the amount of decrease in the engine speed does not exceed the predetermined amount of decrease Rs (rpm), or the increase in the command injection amount is equal to the predetermined amount Qs (mm ^3). / St) is determined not to exceed (NO), it is determined that the pressure limiting valve 10 is in an abnormal (failure) state (see step S116 in FIG. 2), and then for safety assurance The engine 3 is stopped (see step S118 in FIG. 2), and a series of processes is terminated.

  The present invention can be applied to a common rail fuel injection control device in which reliable opening detection of the pressure limiting valve is desired.

DESCRIPTION OF SYMBOLS 1 ... Common rail 4 ... Electronic control unit 6 ... Metering valve 10 ... Pressure limit valve 11 ... Pressure sensor

Claims (4)

Fuel in the fuel tank is pressurized and pumped to a common rail by a high-pressure pump, and high-pressure fuel can be injected into the engine via a fuel injection valve connected to the common rail. A pressure control valve is provided on the downstream side of the high-pressure pump, and the rail pressure of the common rail can be controlled by driving control of the electromagnetic metering valve by an electronic control unit. A pressure limit valve opening detection method for detecting opening of the pressure limit valve in a common rail fuel injection control device configured to perform engine speed control by isochronous control by a unit,
When the high-pressure pump is brought into a full-pressure feeding state by opening the metering valve for shifting to the limp home mode, a drop exceeding a predetermined drop amount occurs in the engine speed, and the command injection It is determined whether or not an increase exceeding a predetermined increase has occurred in the amount, a decrease exceeding a predetermined decrease in the engine speed has occurred, and an increase exceeding the predetermined increase has occurred in the command injection amount When it is determined, it is determined that the pressure limiting valve is opened, and the shift to the limp home mode is enabled. In determining whether or not a drop exceeding a predetermined amount of drop has occurred in the engine rotation speed and an increase in the command injection amount exceeding a predetermined increase amount has occurred, at least the drop amount of the engine rotation speed, or If any of the increase amounts of the command injection amount does not exceed the predetermined amount, the engine speed is increased by isochronous control, and again, the engine speed decreases more than the predetermined amount. It is determined whether or not there has been an increase in the command injection amount that exceeds the predetermined increase amount, a decrease in the engine speed that exceeds the predetermined decrease amount occurs, and the command injection amount has a predetermined increase amount When it is determined that an increase exceeding the value has occurred, it is determined that the pressure limiting valve is opened, and the transition to the limp home mode is enabled,
If at least one of the amount of decrease in the engine speed or the increase in the commanded injection amount is determined not to exceed the predetermined amount, it is determined that the pressure limiting valve has failed, and the engine The pressure limiting valve opening detection method according to claim 1, further comprising: Fuel in the fuel tank is pressurized and pumped to a common rail by a high-pressure pump, and high-pressure fuel can be injected into the engine via a fuel injection valve connected to the common rail. A pressure control valve is provided on the downstream side of the high-pressure pump, and the rail pressure of the common rail can be controlled by driving control of the electromagnetic metering valve by an electronic control unit. A common rail fuel injection control device configured to perform engine speed control by isochronous control by a unit,
The electronic control unit is
When the metering valve is opened to shift to the limp home mode and the high pressure pump is fully pumped, a drop exceeding the predetermined drop amount occurs in the engine speed, and the indicated injection amount It is determined whether or not an increase exceeding a predetermined increase amount has occurred in the engine, and it is determined that a decrease exceeding the predetermined decrease amount has occurred in the engine speed, and an increase exceeding the predetermined increase amount has occurred in the command injection amount In this case, the common rail fuel injection control device is configured to determine that the pressure limiting valve is opened and to shift to the limp home mode. The electronic control unit is
In determining whether or not a drop exceeding a predetermined amount of drop has occurred in the engine rotation speed and an increase in the command injection amount exceeding a predetermined increase amount has occurred, at least the drop amount of the engine rotation speed, or When it is determined that any of the increase amounts of the command injection amount does not exceed the predetermined amount, the engine speed is increased by isochronous control, and a predetermined amount of decrease in the engine speed is again performed. It is determined whether or not a decrease exceeding the predetermined amount has occurred, and a decrease exceeding the predetermined amount has occurred in the engine speed, and the indicated injection amount When it is determined that an increase exceeding a predetermined increase amount has occurred, it is determined that the pressure limiting valve is opened, and the transition to the limp home mode is enabled.
If at least one of the amount of decrease in the engine speed or the increase in the commanded injection amount is determined not to exceed the predetermined amount, it is determined that the pressure limiting valve has failed, and the engine The common rail fuel injection control device according to claim 3, wherein the common rail fuel injection control device is configured to stop the operation.

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