KR101755933B1 - A method for deterioration of pressure sensor for common rail and an apparatus the same - Google Patents

A method for deterioration of pressure sensor for common rail and an apparatus the same Download PDF

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KR101755933B1
KR101755933B1 KR1020150176697A KR20150176697A KR101755933B1 KR 101755933 B1 KR101755933 B1 KR 101755933B1 KR 1020150176697 A KR1020150176697 A KR 1020150176697A KR 20150176697 A KR20150176697 A KR 20150176697A KR 101755933 B1 KR101755933 B1 KR 101755933B1
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common rail
pressure
sensor
pressure sensor
mean
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KR1020150176697A
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Korean (ko)
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KR20170069470A (en
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이광락
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/003—Measuring variation of fuel pressure in high pressure line
    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B3/00—Audible signalling systems; Audible personal calling systems
    • G08B3/10—Audible signalling systems; Audible personal calling systems using electric transmission; using electromagnetic transmission
    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B5/00—Visible signalling systems, e.g. personal calling systems, remote indication of seats occupied
    • G08B5/22—Visible signalling systems, e.g. personal calling systems, remote indication of seats occupied using electric transmission; using electromagnetic transmission
    • G08B5/36—Visible signalling systems, e.g. personal calling systems, remote indication of seats occupied using electric transmission; using electromagnetic transmission using visible light sources
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/228—Warning displays
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The present invention relates to a deterioration diagnosis method and apparatus for a common rail pressure sensor. The method for diagnosing deterioration of a common rail pressure sensor according to the present invention comprises the steps of: determining whether a condition for entry into a deterioration diagnosis method of a common rail pressure sensor is satisfied (S100); Calculating a reference average value (mean (H), mean (L)) when the entry condition is satisfied (S200); And diagnosing whether the common rail pressure sensor is deteriorated using the reference average value (mean (H), mean (L)) (S300). According to the present invention, it is possible to diagnose whether or not the common rail pressure sensor is deteriorated while the vehicle is running or in a stopped state. In addition, when the common rail pressure sensor is deteriorated, the actual pressure P_real can be derived by reflecting the deterioration compensation value P_compensation to the measured pressure P_sensor. Further, when the common rail pressure sensor is deteriorated, the driver can be warned.

Description

FIELD OF THE INVENTION The present invention relates to a method and apparatus for detecting a common rail pressure sensor,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for diagnosing deterioration of a common rail pressure sensor and, more particularly, to a method and an apparatus for diagnosing whether or not a common rail pressure sensor is deteriorated will be.

The common rail fuel injection system is one of the fuel injection systems of diesel engines. The fuel in the fuel tank is pumped by a high-pressure pump and charged into a high-pressure maintenance distribution pipe called a common rail, And the injector for each combustion chamber connected to the combustion chamber is operated, so that the high-pressure fuel injection can be performed from the common rail to the combustion chamber.

This common rail fuel injection system is a breakthrough system that improves fuel efficiency and reduces noise to the level of a gasoline engine, which is presented as one of the solutions to counter CO2 regulations related to global warming.

Hereinafter, the operation of the common rail fuel injection system will be described in detail. First, a common rail for filling high-pressure fuel is provided, and a plurality of injectors for a combustion chamber are connected to the common rail in accordance with the number of combustion chambers.

In the common rail, fuel pumped from a fuel tank by a high pressure pump (HP Pump) is charged to a high pressure state at the time of engine operation. When each injector is opened, fuel charged to a high- And injected into the corresponding combustion chamber through the injector.

Also, the fuel stored in the fuel tank is pumped to the common rail through the filter and then supplied to the common rail. At this time, the high-pressure pump compresses and supplies the fuel so that the high-pressure fuel can be charged to the common rail.

The ECU receives a signal indicative of the pressure state of the fuel in the common rail from a common rail pressure sensor provided on the common rail and controls opening and closing of the regulator valve in the high pressure pump unit based on the signal, Feedback control of the state.

In addition, the ECU controls the fuel injection timing and the injection amount by opening and closing the injector control valve in a timely manner.

A metering valve in the high-pressure pump unit is installed to prevent unnecessary work of the pump by preventing excessive fuel amount from flowing into the high-pressure pump in comparison with the required value of the injected fuel amount.

FIG. 1 is a view for explaining a problem of the prior art, FIG. 2 is a view for explaining under-reading in FIG. 1, and FIG. 3 is a view for explaining over-reading in FIG. When the common rail pressure sensor is deteriorated in a conventional common rail fuel injection system, the characteristics of the sensor are changed. (See Figs. 1 (a) and 1 (b)

Thereby, an error occurs between the actual pressure P_real of the fuel in the common rail and the measured pressure P_sensor, and accordingly, the fuel amount injected according to the pressure state of the fuel in the common rail also causes an error. More specifically, when the characteristics of the common rail pressure sensor are changed as shown in Figs. 1A and 1B (1), the pressure P_sensor measured relative to the actual pressure P_real is measured to be lower (See FIG. 2). That is, since the deteriorated common rail pressure sensor follows the deterioration sensor characteristic line, a sensor voltage (V_sensor) corresponding to the actual pressure P_real is derived on the deterioration sensor characteristic line. However, since the ECU does not recognize that the common rail pressure sensor is in a deteriorated state, it recognizes the measurement pressure (P_sensor) corresponding to the sensor voltage (V_sensor) on the normal sensor characteristic line as the pressure of the common rail fuel. Since the amount of fuel injected based on the measured pressure (P_sensor) recognized as the pressure of the fuel in the common rail is determined, the amount of fuel injected increases when under-riding occurs. That is, the actual amount of fuel actually injected through the injector for the same period of time at the actual pressure P_real, compared with the amount of fuel to be injected through the injector for a predetermined time in the common rail internal pressure (i.e., the measured pressure P_sensor) recognized by the ECU The amount of fuel increases. As a result, there arises a problem that the exhaust gas can be discharged in excess of the set amount.

When the characteristic of the common rail pressure sensor changes as shown in Figs. 1 (a) and 1 (b) (2), overriding occurs in which the measured pressure P_sensor is higher than the actual pressure P_real (See FIG. 3). That is, since the deteriorated common rail pressure sensor follows the deterioration sensor characteristic line, a sensor voltage (V_sensor) corresponding to the actual pressure P_real is derived on the deterioration sensor characteristic line. However, since the ECU does not recognize that the common rail pressure sensor is in a deteriorated state, it recognizes the measurement pressure (P_sensor) corresponding to the sensor voltage (V_sensor) on the normal sensor characteristic line as the pressure of the common rail fuel. Since the amount of fuel injected is determined based on the measured pressure (P_sensor) recognized as the pressure of the fuel in the common rail, the amount of fuel injected decreases when overriding occurs. That is, the actual amount of fuel actually injected through the injector for the same period of time at the actual pressure P_real, compared with the amount of fuel to be injected through the injector for a predetermined period of time in the common rail interior (i.e., the measured pressure P_sensor) recognized by the ECU The amount of fuel is reduced. This causes a problem that the engine output does not reach the set value.

Patent Registration No. 10-0952788 (April 4, 2010)

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method and an apparatus for diagnosing whether or not a common rail pressure sensor is deteriorated while a vehicle is running or in a stationary state.

The method for diagnosing deterioration of a common rail pressure sensor according to the present invention comprises the steps of: determining whether a condition for entry into a deterioration diagnosis method of a common rail pressure sensor is satisfied (S100); Calculating a reference average value (mean (H), mean (L)) when the entry condition is satisfied (S200); And diagnosing whether the common rail pressure sensor is deteriorated using the reference average value (mean (H), mean (L)) (S300).

In the deterioration diagnosis method of the common rail pressure sensor, when the common rail pressure sensor is diagnosed as deterioration, the deterioration compensation value (P_compensation) is reflected in the pressure (P_sensor) measured by the common rail pressure sensor , And deriving an actual pressure P_real (S400).

The method for diagnosing a deterioration of the common rail pressure sensor includes the step (S500) of warning the driver when the common rail pressure sensor is diagnosed as deteriorated.

The warning step S500 may include at least one of a step S510 of turning on a warning light or a step S520 of generating a warning sound.

The determining step S100 may include: determining whether a running state of the vehicle is a another running state (S110); (S120) in which a diagnosis mode entry command is inputted in a stop state.

The calculating step S200 includes: driving the starter motor to maintain the engine speed at a predetermined target speed (S210); (Hereinafter referred to as a high pressure maximum value max (H_i)) and a minimum value (hereinafter referred to as a high pressure minimum value) of the pressure measured by the common rail pressure sensor for a predetermined time when the pressure inside the common rail is maintained at the predetermined reference pressure P_H (hereinafter, referred to as "low pressure maximum value: max (H_i)") of the pressure measured by the common rail pressure sensor for a predetermined time when the pressure inside the common rail is maintained at the predetermined reference low pressure P_L (L_i)) and a minimum value (hereinafter referred to as a low-pressure minimum value min (L_i)) (S220); (H_i) and the average value (H_i) of the high-pressure minimum value (H_i) and the low-pressure maximum value max (L_i) and the low-pressure minimum value min (L_i (S230) calculating a mean value (hereinafter referred to as " low pressure average value: mean (L) (S240). ≪ / RTI >

In the calculating step S220, the first opening amount of the predetermined supply valve and the first opening amount of the predetermined pressure control valve are maintained to maintain the pressure inside the common rail at the reference high pressure P_H, The second supply amount of the set supply valve and the second supply amount of the predetermined pressure control valve are maintained to maintain the pressure inside the common rail at the reference low pressure P_L.

The method for diagnosing deterioration of the common rail pressure sensor may further include repeating the holding step S210 and the calculating steps S220 and S230 by the preset reference number n in the repeating step S240 , And performing the diagnosis (S300).

The diagnostic step S300 may include a first diagnostic step S310 for diagnosing whether the difference between the high pressure average value (mean (H)) and the reference high pressure P_H exceeds a predetermined pressure difference value (P_threshold). And a second diagnostic step (S320) of diagnosing whether the difference value between the low pressure average value (mean (L)) and the reference low pressure (P_L) exceeds the pressure difference value (P_threshold).

In the deterioration diagnosis method of the common rail pressure sensor, when either the difference value in the first diagnostic step (S310) or the difference value in the second diagnosis step (S320) exceeds the pressure difference value (P_threshold) Characterized in that the common rail pressure sensor is diagnosed as deteriorated.

The deriving step S400 may calculate the voltage value V_mean (H) of the common rail pressure sensor at the high pressure maximum value (mean (H)) and the high pressure maximum value (mean (H) (S410) a deterioration sensor characteristic line DD` connecting the voltage value V_mean (L) of the common rail pressure sensor at the low pressure maximum value (mean (L)) and the low pressure maximum value (mean (L)). (S400) of deriving a measured voltage (V_sensor) on a previously stored normal sensor characteristic line (NN) corresponding to the pressure (P_sensor) measured by the common rail pressure sensor (S420); Deriving (S430) an actual pressure (P_real) on the deteriorated sensor characteristic line (DD ') corresponding to the measured voltage (V_sensor); And adjusting the pressure inside the common rail according to the actual pressure (P_real) (S440); And a control unit.

The method for diagnosing deterioration of a common rail pressure sensor may further include the step of stopping the calculating step (S200) and repeating the determining step (S100) if the vehicle does not satisfy the entry condition during the calculating step (S200) .

The storage medium according to the present invention stores the deterioration diagnosis method of the common rail pressure sensor.

The apparatus for diagnosing deterioration of a common rail pressure sensor according to the present invention comprises: the storage medium (100); The common rail pressure sensor 200; A sensing unit 300 sensing the entry condition; And the common rail pressure sensor 200 and the sensing unit 300 according to the deterioration diagnosis method of the common rail pressure sensor stored in the storage medium 100 using the information sensed by the common rail pressure sensor 200 and the sensing unit 300, And an ECU 400 for diagnosing whether or not the deterioration of the fuel cell 100 is deteriorated.

The apparatus for diagnosing deterioration of the common rail pressure sensor includes a common rail 500 whose internal pressure is adjusted according to the actual pressure P_real derived from the ECU 400.

The common rail pressure sensor deterioration diagnosis apparatus includes a warning unit 600 for warning the driver when the ECU 400 diagnoses that the common rail pressure sensor 200 is deteriorated.

The warning unit 600 may be a warning light 610 or a warning sound generating unit 620.

The sensing unit 300 includes an accelerator pedal operation sensing unit 310, a brake pedal operation sensing unit 320, a vehicle speed sensing unit 330, and an engine speed sensing unit 340.

The deterioration diagnosis apparatus for the common rail pressure sensor includes a starter motor (700) for maintaining the engine speed at a predetermined target speed.

As described above, according to the present invention, it is possible to diagnose whether or not the common rail pressure sensor is deteriorated while the vehicle is running or in a stopped state.

In addition, when the common rail pressure sensor is deteriorated, the actual pressure P_real can be derived by reflecting the deterioration compensation value P_compensation to the measured pressure P_sensor.

Further, when the common rail pressure sensor is deteriorated, the driver can be warned.

1 is a view for explaining a problem of the prior art;
Fig. 2 is a view for explaining under-reading in Fig. 1; Fig.
FIG. 3 is a view for explaining overriding in FIG. 1; FIG.
4 is a simplified flowchart of a method for diagnosing deterioration of a common rail pressure sensor according to the present invention.
5 and 6 are flowcharts of a method for diagnosing deterioration of a common rail pressure sensor according to the present invention.
7 is a view for explaining a step of calculating a reference average value in the deterioration diagnosis method of the common rail pressure sensor according to the present invention.
8 is a view for explaining a step of diagnosing whether or not the common rail pressure sensor is deteriorated in the deterioration diagnosis method of the common rail pressure sensor according to the present invention.
9 and 10 are diagrams for explaining a step of deriving an actual pressure in a deterioration diagnosis method of a common rail pressure sensor according to the present invention.
11 is a block diagram of a deterioration diagnosis apparatus for a common rail pressure sensor according to the present invention.
12 is a view for explaining a block diagram of Fig. 11. Fig.

It is to be understood that the words or words used in the present specification and claims are not to be construed in a conventional or dictionary sense and that the inventor can properly define the concept of a term to describe its invention in the best way And should be construed in accordance with the meaning and concept consistent with the technical idea of the present invention. Therefore, the embodiments described in the present specification and the configurations shown in the drawings are merely the most preferred embodiments of the present invention and are not intended to represent all of the technical ideas of the present invention. Therefore, various equivalents It should be understood that water and variations may be present. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail. Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 4 is a simplified flowchart of a deterioration diagnosis method of a common rail pressure sensor according to the present invention, and FIGS. 5 and 6 are flowcharts of a deterioration diagnosis method of a common rail pressure sensor according to the present invention. 7 is a view for explaining a step of calculating a reference average value in the deterioration diagnosis method of the common rail pressure sensor according to the present invention and FIG. 8 is a graph showing the degradation of the common rail pressure sensor in the deterioration diagnosis method of the common rail pressure sensor according to the present invention. FIG. 9 and FIG. 10 are diagrams for explaining the step of deriving the actual pressure in the deterioration diagnosis method of the common rail pressure sensor according to the present invention.

4 to 10, a method for diagnosing deterioration of a common rail pressure sensor according to the present invention includes the steps of: determining whether a condition for entry into a deterioration diagnosis method of a common rail pressure sensor is satisfied (S100); Calculating a reference average value (mean (H), mean (L)) when the entry condition is satisfied (S200); And diagnosing whether the common rail pressure sensor is deteriorated using the reference average value (mean (H), mean (L)) (S300).

When the common rail pressure sensor is diagnosed to be deteriorated, the deterioration diagnosis method of the common rail pressure sensor may calculate a deterioration compensation value (P_compensation) to the pressure (P_sensor) measured by the common rail pressure sensor And deriving an actual pressure P_real in step S400.

The common rail pressure sensor deterioration diagnosis method may further include a step (S500) of warning the driver when the common rail pressure sensor is diagnosed as being deteriorated. The warning step S500 may include at least one of a step S510 of turning on a warning light or a step S520 of generating a warning sound. That is, the driver recognizes that the common rail pressure sensor has been deteriorated, thereby inducing repair or replacement of the common rail pressure sensor.

The determining step S100 may include: determining whether a running state of the vehicle is a another running state (S110); Alternatively, the determining step S100 may include inputting a diagnosis mode enter command in a stop state (S120). That is, when the vehicle is traveling in another direction or when there is an instruction to enter the diagnostic mode in the vehicle stop state, the deterioration diagnosis of the common rail pressure sensor is started. In this case, the accelerator pedal and the brake pedal do not operate in the case of traveling in the other traveling direction, and the vehicle speed is equal to or greater than a predetermined reference vehicle speed. In addition, the predetermined reference vehicle speed may be set differently according to the type of the vehicle or the like. If the vehicle is in the stopped state, the gear is neutral and the parking brake is ON.

The calculating step S200 includes: driving the starter motor to maintain the engine speed at a predetermined target speed (S210); (Hereinafter referred to as a high pressure maximum value max (H_i)) and a minimum value (hereinafter referred to as a high pressure minimum value min: H_i (H_i)) of the measured values of the common rail pressure sensor when the pressure inside the common rail is maintained at the predetermined reference pressure P_H ) And a maximum value (hereinafter referred to as a low pressure maximum value max (L_i)) and a minimum value (hereinafter referred to as a low pressure maximum value) of the common rail pressure sensor when the pressure in the common rail is maintained at the predetermined reference low pressure P_L Pressure minimum value min (L_i)) (S220); (H_i) and the average value (H_i) of the high-pressure minimum value (H_i) and the low-pressure maximum value max (L_i) and the low-pressure minimum value min (L_i (S230) of calculating the mean value (hereinafter referred to as " low pressure average value: mean (L) And repeating S240 by the set reference number n.

The step S210 of maintaining the pressure of the common rail pressure sensor is performed by maintaining the engine speed at a predetermined target rotational speed and performing the pressure P_sensor measured by the common rail pressure sensor in a stable state before performing the deterioration diagnosis of the common rail pressure sensor. .

In the calculating step S220, the maximum value max (H_i) and the minimum value min (H_i) of the pressure P_sensor measured by the common rail pressure sensor at the reference high pressure P_H are calculated. At this time, the reference high pressure P_H may be set to 1500 bar, but is not limited thereto. The first map data of the predetermined supply valve and the first map data of the predetermined pressure control valve for maintaining the pressure inside the common rail at the reference high pressure (P_H) can be obtained by the pre-stored map type data. Accordingly, by using the first supply amount of the supply valve and the first supply amount of the predetermined pressure control valve, the pressure inside the common rail can be maintained at the reference high pressure (P_H).

Even if the pressure inside the common rail is maintained at the reference high pressure (P_H), the pressure (P_sensor) measured by the common rail pressure sensor may fluctuate. Therefore, it is possible to calculate the maximum value (max (H_i)) and the minimum value min (H_i) of the pressures measured by the common rail pressure sensor for a predetermined time, and in the calculating step S230, The mean value (mean (H)) can be calculated as shown in the following equation (1).

Figure 112015121441788-pat00001

In the calculating step S220, the maximum value max (L_i) and the minimum value min (L_i) of the pressure P_sensor measured by the common rail pressure sensor at the reference low pressure P_L are calculated. At this time, the reference low pressure P_L may be set to 500 bar, but is not limited thereto. The second map of the preset supply valve for maintaining the pressure inside the common rail at the reference low pressure P_L and the second map magnitude information of the preset pressure regulating valve can be obtained by the pre-stored map type data. Therefore, the second supply amount of the predetermined supply valve and the second supply amount of the preset pressure regulating valve can be maintained by using this, and the pressure inside the common rail can be maintained at the reference low pressure P_L.

Even if the pressure inside the common rail is maintained at the reference low pressure P_L, the pressure P_sensor measured by the common rail pressure sensor may fluctuate. Therefore, it is possible to calculate the maximum value (max (L_i)) and the minimum value min (L_i) of the pressures measured by the common rail pressure sensor for a predetermined time, and in the calculating step S230, The mean value (mean (L)) can be calculated by the following equation (2).

Figure 112015121441788-pat00002

The predetermined time in the calculating step S220 may be set differently according to the type of the vehicle or the like.

Repeatedly performing step S240 repeatedly performs the holding step S210 and the calculating step S220 and S230 by the preset reference number n and then performs the diagnosis step S300 . This is to calculate a more stable high-pressure mean value (mean (H)) and a low-pressure mean value (mean (L)) by performing learning by the predetermined reference number of times (n). The predetermined reference number n may be set to 10, but is not limited thereto.

If the vehicle does not satisfy the entry condition during the calculating step S200, the calculating step S200 is stopped and the determining step S100 is performed again. That is, the dissatisfaction of the entry condition is the escape condition of the step S200.

The diagnostic step S300 may include a first diagnostic step S310 for diagnosing whether the difference between the high pressure average value (mean (H)) and the reference high pressure P_H exceeds a predetermined pressure difference value (P_threshold). And a second diagnostic step (S320) of diagnosing whether the difference value between the low pressure average value (mean (L)) and the reference low pressure (P_L) exceeds the pressure difference value (P_threshold).

That is, when either the difference value in the first diagnostic step (S310) or the difference value in the second diagnostic step (S320) exceeds the pressure difference value (P_threshold), the common rail pressure sensor deteriorates ).

In this case, the first diagnostic step S310 may be expressed by the following equation (3), and the second diagnostic step S320 may be expressed by the following equation (4).

Figure 112015121441788-pat00003

Figure 112015121441788-pat00004

The predetermined pressure difference value (P_threshold) may be set differently according to the type of the vehicle or the like.

The deriving step S400 may calculate the voltage value V_mean (H) of the common rail pressure sensor at the high pressure maximum value (mean (H)) and the high pressure maximum value (mean (H) (S410) a deterioration sensor characteristic line DD` connecting the voltage value V_mean (L) of the common rail pressure sensor at the low pressure maximum value (mean (L)) and the low pressure maximum value (mean (L)). (S420) a measured voltage (V_sensor) on a previously stored normal sensor characteristic line (NN) corresponding to the pressure (P_sensor) measured by the common rail pressure sensor; Deriving (S430) an actual pressure (P_real) on the deteriorated sensor characteristic line (DD ') corresponding to the measured voltage (V_sensor); And adjusting the pressure inside the common rail according to the actual pressure (P_real) (S440); .

In the forming step S410, a deterioration sensor characteristic line DD 'is formed. That is, since it is determined that the current common rail pressure sensor has deteriorated in the diagnosis step S300, the characteristic line of the common rail pressure sensor is changed from the normal sensor characteristic line NN 'to the deterioration sensor characteristic line DD' will be. At this time, the deterioration sensor characteristic line (DD`) connects the coordinates D (mean (H), V_mean (H)) and the coordinates D` (mean (L), V_mean (L)) in the sensor voltage and the common rail internal pressure graph It is a straight line. (See Fig. 8)

In step S420, the measured voltage V_sensor on the previously stored normal sensor characteristic line NN 'corresponding to the pressure P_sensor measured by the common rail pressure sensor is derived. That is, since the common rail pressure sensor is in a deteriorated state, the measured pressure P_sensor is an under-riding or over-riding pressure. Therefore, in order to derive the actual pressure P_real from this, it is first necessary to calculate the measurement voltage V_sensor. (V_sensor) corresponding to the pressure (P_sensor) measured by the deteriorated common rail pressure sensor is equal to the measured voltage V_sensor (V_sensor) on the normal sensor characteristic line NN 'since the common rail pressure sensor can not recognize that it is in a deteriorated state by itself. ). (See i and ii in Figs. 9 and 10)

In step S430, the actual pressure P_real on the deterioration sensor characteristic line DD 'corresponding to the measured voltage V_sensor is derived. That is, since the common rail pressure sensor is in a deteriorated state, it follows the deterioration sensor characteristic line DD '. In addition, the ECU has already diagnosed that the common rail pressure sensor is in a deteriorated state and formed the deterioration sensor characteristic line DD '. Therefore, the pressure corresponding to the measured voltage V_sensor on the deterioration sensor characteristic line DD 'becomes the actual pressure P_real in the common rail. (See iii and iv in Figs. 9 and 10)

In step S440, the pressure inside the common rail is adjusted according to the actual pressure P_real. That is, the ECU receives a signal indicating the pressure state of the fuel in the common rail from the common rail pressure sensor (i.e., the measured pressure P_sensor), and adjusts the pressure state of the fuel inside the common rail (i.e., feedback control). However, when it is diagnosed that the common rail pressure sensor is deteriorated, the actual pressure P_real derived by reflecting the deterioration compensation value (P_compensation) to the pressure (P_sensor) measured by the common rail pressure sensor is inputted, To control the pressure of the fuel inside the rail.

Accordingly, it is possible to solve the problem that the exhaust gas has been discharged due to an error between the actual pressure P_real and the measured pressure P_sensor exceeding the set amount, or the engine output does not reach the set value.

FIG. 11 is a block diagram of a deterioration diagnosis apparatus for a common rail pressure sensor according to the present invention, and FIG. 12 is a diagram for explaining a block diagram of FIG. 11 and 12, the apparatus for diagnosing deterioration of the common rail pressure sensor according to the present invention comprises: a storage medium 100 storing the deterioration diagnosis method of the common rail pressure sensor; The common rail pressure sensor 200; A sensing unit 300 sensing the entry condition; And the common rail pressure sensor 200 and the sensing unit 300 according to the deterioration diagnosis method of the common rail pressure sensor stored in the storage medium 100 using the information sensed by the common rail pressure sensor 200 and the sensing unit 300, And an ECU 400 for diagnosing whether or not the deterioration of the fuel cell 100 is deteriorated.

The apparatus for diagnosing deterioration of the common rail pressure sensor includes a common rail 500 whose internal pressure is adjusted according to the actual pressure P_real derived from the ECU 400.

The deterioration diagnosis apparatus for the common rail pressure sensor includes a warning unit 600 for warning the driver when the ECU 400 diagnoses that the common rail pressure sensor 200 is deteriorated. The warning unit 600 may be a warning light 610 or a warning sound generating unit 620.

The sensing unit 300 includes an accelerator pedal operation sensing unit 310, a brake pedal operation sensing unit 320, a vehicle speed sensing unit 330, and an engine speed sensing unit 340.

Further, the deterioration diagnosis apparatus for the common rail pressure sensor includes a starter motor 700 for maintaining the engine speed at a predetermined target speed.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory only and are not restrictive of the invention, as claimed, and will be fully understood by those of ordinary skill in the art. The present invention is not limited thereto. It will be apparent to those skilled in the art that various substitutions, modifications and variations are possible within the scope of the present invention, and it is obvious that those parts easily changeable by those skilled in the art are included in the scope of the present invention .

100 storage medium
200 Common rail pressure sensor
300 sensing unit
310 Excel Pedal Operation Detection Unit
320 Brake pedal operation detection part
330,
340 engine rotation speed sensing unit
400 ECU
500 common rail
600 warning section
610 warning lights
620 Beep generator
700 starter motor

Claims (26)

A step (S100) of judging whether or not an entry condition of a deterioration diagnosis method of the common rail pressure sensor is satisfied;
Calculating a reference average value (mean (H), mean (L)) when the entry condition is satisfied (S200);
(S300) diagnosing whether or not the common rail pressure sensor is deteriorated using the reference mean value (mean (H), mean (L)). And
When the common rail pressure sensor is diagnosed as being deteriorated, deriving the actual pressure P_real by reflecting the deterioration compensation value (P_compensation) to the pressure (P_sensor) measured by the common rail pressure sensor (S400)
The calculating step S200 may calculate the maximum value of the pressure measured by the common rail pressure sensor (hereinafter, referred to as a high pressure maximum value: max (H_i (max)) during a predetermined time when the pressure inside the common rail is maintained at the predetermined reference pressure P_H Of the pressure measured by the common rail pressure sensor for a predetermined time when the pressure inside the common rail is maintained at the predetermined reference low pressure P_L, and a maximum value (hereinafter referred to as " Calculating a value (hereinafter referred to as low pressure maximum value: max (L_i)) and a minimum value (hereinafter referred to as low pressure minimum value: min (L_i));
Wherein the deterioration diagnosis method comprises the steps of: The method according to claim 1,
(S500) warning the driver if the common rail pressure sensor is diagnosed as being deteriorated;
Wherein the deterioration diagnosis method comprises the steps of: 3. The method of claim 2,
Wherein the warning step S500 includes at least one of a step S510 of turning on a warning lamp or a step S520 of generating a warning sound. The method according to claim 1,
The determining step S100 may include: determining whether a running state of the vehicle is a another running state (S110);
Wherein the deterioration diagnosis method comprises the steps of: The method according to claim 1,
The determining step S100 may include a step S120 of inputting a diagnosis mode entering command in a stationary state;
Wherein the deterioration diagnosis method comprises the steps of: The method according to claim 1,
The calculating step S200 includes: driving the starter motor to maintain the engine speed at a predetermined target speed (S210);
Wherein the deterioration diagnosis method comprises the steps of: delete The method according to claim 1,
In the calculating step S220, the first opening amount of the predetermined supply valve and the first opening amount of the predetermined pressure control valve are maintained, and the pressure inside the common rail is maintained at the reference high pressure P_H Wherein the deterioration diagnosis method comprises the steps of: The method according to claim 1,
In the calculating step S220, the second opening amount of the predetermined supply valve and the second opening amount of the predetermined pressure adjusting valve are maintained, and the pressure inside the common rail is maintained at the reference low pressure P_L Wherein the deterioration diagnosis method comprises the steps of: The method according to claim 1,
The calculating step S200 calculates the average value H_i of the high pressure minimum value H_i and the average value H_i of the high pressure minimum value H_i, And calculating a mean value (hereinafter referred to as low pressure average value: mean (L)) of the low pressure minimum value min (L_i) (S230);
Wherein the deterioration diagnosis method comprises the steps of: 11. The method of claim 10,
The calculating step S200 may include repeating the step S210 of holding and the calculating step S220 and S230 by a predetermined reference number n of step S240.
Wherein the deterioration diagnosis method comprises the steps of: 12. The method of claim 11,
In the repeating step S240, the maintaining step S210 and the calculating step S220 and S230 are repeated for the preset reference number n, and then the diagnosis step S300 is performed Wherein the deterioration diagnosis method comprises the steps of: 13. The method of claim 12,
The step of diagnosing (S300)
A first diagnostic step (S310) of diagnosing whether the difference value between the high pressure average value (mean (H)) and the reference high pressure (P_H) exceeds a predetermined pressure difference value (P_threshold); And
A second diagnostic step (S320) of diagnosing whether the difference value between the low pressure average value (mean (L)) and the reference low pressure (P_L) exceeds the pressure difference value (P_threshold);
Wherein the deterioration diagnosis method comprises the steps of: 14. The method of claim 13,
If either the difference value in the first diagnostic step (S310) or the difference value in the second diagnostic step (S320) exceeds the pressure difference value (P_threshold), the common rail pressure sensor is deterioration- And a diagnosis of the deterioration diagnosis of the common rail pressure sensor is made. 15. The method of claim 14,
The step of deriving (S400)
The voltage value V_mean (H) of the common rail pressure sensor at the high pressure average value (mean (H)) and the high pressure average value (mean (H)
Forming a deterioration sensor characteristic line DD 'connecting the voltage value V_mean (L) of the common rail pressure sensor at the low pressure average value (mean (L)) and the low pressure average value (mean (L) S410);
Wherein the deterioration diagnosis method comprises the steps of: 16. The method of claim 15,
(S400) of deriving a measured voltage (V_sensor) on a previously stored normal sensor characteristic line (NN) corresponding to a pressure (P_sensor) measured by the common rail pressure sensor (S420);
Wherein the deterioration diagnosis method comprises the steps of: 17. The method of claim 16,
The deriving S400 may include deriving an actual pressure P_real on the deterioration sensor characteristic line DD` corresponding to the measured voltage V_sensor S430;
Wherein the deterioration diagnosis method comprises the steps of: 18. The method of claim 17,
The deriving step S400 includes adjusting a pressure inside the common rail according to the actual pressure P_real S440;
Wherein the deterioration diagnosis method comprises the steps of: The method according to claim 1,
Wherein when the vehicle does not satisfy the entry condition during the calculating step S200, the calculating step S200 is stopped and the determining step S100 is performed again. Deterioration diagnostic method. A storage medium storing a deterioration diagnosis method for a common rail pressure sensor according to any one of claims 1 to 6 and 8 to 19. A storage medium (100) according to claim 20;
A common rail pressure sensor (200) for measuring the pressure of fuel inside the common rail;
A sensing unit 300 sensing the entry condition; And
The common rail pressure sensor 200 detects the common rail pressure sensor 200 according to the deterioration diagnosis method of the common rail pressure sensor stored in the storage medium 100 using the information sensed by the common rail pressure sensor 200 and the sensing unit 300, An ECU 400 for diagnosing whether or not the deterioration of the vehicle is deteriorated;
Wherein the deterioration diagnosis apparatus comprises: 22. The method of claim 21,
A common rail 500 whose internal pressure is controlled according to the actual pressure P_real derived from the ECU 400;
Wherein the deterioration diagnosis apparatus further comprises: 22. The method of claim 21,
A warning unit 600 for alerting the driver when the ECU 400 diagnoses that the common rail pressure sensor 200 is deteriorated;
Wherein the deterioration diagnosis apparatus further comprises: 24. The method of claim 23,
Wherein the warning unit (600) is any one of a warning light (610) or a warning sound generating unit (620). 22. The method of claim 21,
The sensing unit 300 includes an accelerator pedal operation sensing unit 310, a brake pedal operation sensing unit 320, a vehicle speed sensing unit 330, and an engine speed sensing unit 340. Deterioration diagnostic device of sensor. 22. The method of claim 21,
A starter motor (700) for maintaining the engine speed at a predetermined target speed;
Wherein the deterioration diagnosis apparatus further comprises:
KR1020150176697A 2015-12-11 2015-12-11 A method for deterioration of pressure sensor for common rail and an apparatus the same KR101755933B1 (en)

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CN111456873B (en) * 2020-04-09 2021-09-10 北京工业大学 Multi-cylinder oil injection consistency online diagnosis method based on rail pressure characteristics caused by oil injection
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WO2011007772A1 (en) * 2009-07-15 2011-01-20 ボッシュ株式会社 Method for diagnosing error of pressure sensor and common rail type fuel injection control device
JP2014084754A (en) * 2012-10-22 2014-05-12 Bosch Corp Rail pressure sensor output characteristic diagnostic method, and common rail-type fuel injection control device

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011007772A1 (en) * 2009-07-15 2011-01-20 ボッシュ株式会社 Method for diagnosing error of pressure sensor and common rail type fuel injection control device
JP2014084754A (en) * 2012-10-22 2014-05-12 Bosch Corp Rail pressure sensor output characteristic diagnostic method, and common rail-type fuel injection control device

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