WO2009154223A1 - Procédé pour le diagnostic d’une injection de carburant et dispositif de commande d’injection de carburant - Google Patents

Procédé pour le diagnostic d’une injection de carburant et dispositif de commande d’injection de carburant Download PDF

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Publication number
WO2009154223A1
WO2009154223A1 PCT/JP2009/061015 JP2009061015W WO2009154223A1 WO 2009154223 A1 WO2009154223 A1 WO 2009154223A1 JP 2009061015 W JP2009061015 W JP 2009061015W WO 2009154223 A1 WO2009154223 A1 WO 2009154223A1
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WO
WIPO (PCT)
Prior art keywords
fuel injection
amount
estimated
injection amount
internal combustion
Prior art date
Application number
PCT/JP2009/061015
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English (en)
Japanese (ja)
Inventor
哲也 新口
Original Assignee
ボッシュ株式会社
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Filing date
Publication date
Application filed by ボッシュ株式会社 filed Critical ボッシュ株式会社
Publication of WO2009154223A1 publication Critical patent/WO2009154223A1/fr

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection

Definitions

  • the present invention relates to a fuel injection control device for an internal combustion engine, and more particularly, to a device that simplifies the configuration, improves reliability, etc. in abnormality diagnosis of fuel injection.
  • FIG. 4 shows a diagnostic process for detecting an abnormality in fuel injection executed by an electronic control unit (ECU) constituting a fuel injection control device of an automobile engine.
  • ECU electronice control unit
  • the contents are represented by functional blocks.
  • This fuel injection abnormality diagnosis process is performed as a logic part that calculates and calculates engine torque (driver required torque) and fuel injection amount (indicated fuel injection amount) determined according to the driver's driving situation, in other words, software. It is characterized by the fact that the portion to be provided is doubled.
  • the parts labeled “LEVEL 1” and “LEVEL 2” are basically software having the same processing contents, and the amount of accelerator depression and engine rotation based on the output of the accelerator sensor input from the outside. Based on the number, etc., the magnitude of torque required for the engine according to the driver's operating status, that is, the driver's required torque, the indicated fuel injection amount that is the amount of fuel that should be injected according to the engine operating status, etc. It has a function to calculate and calculate.
  • the LEVEL 1 is actually used for fuel injection control, and the calculation result is supplied to a fuel injection amount control process for controlling the operation of an actuator (not shown) used for the fuel injection valve. (Not shown) is energized.
  • the same arithmetic processing as LEVEL1 is executed based on the same input data as LEVEL1.
  • LEVEL 2 also performs reverse calculation of the amount of fuel that would have been injected into the engine (not shown) based on the energization time of the actuator described above, and this reverse calculation result is similar to LEVEL 1.
  • the presence or absence of an abnormality in the fuel injection is diagnosed by comparing with the calculated fuel injection amount calculated in this way. If an abnormality is diagnosed, an injection stop command is output to the fuel injection amount control process, and the above-mentioned An energization stop of an actuator (not shown), that is, an injection stop is performed.
  • the present invention has been made in view of the above circumstances, and provides a fuel injection diagnosis method and a fuel injection control device having a simpler software configuration than conventional ones.
  • a fuel injection diagnostic method in a fuel injection control device configured to control a fuel injection amount to the internal combustion engine by a fuel injection valve in accordance with an operating state of the internal combustion engine.
  • a fuel injection amount estimated to have been injected by the fuel injection valve is calculated, the estimated fuel injection amount,
  • a comparison is made between the driver-requested fuel injection amount, which is the amount of fuel to be injected by the fuel injection valve determined according to the operating state of the internal combustion engine, and the fuel injection is abnormal when the estimated fuel injection amount is large.
  • a fuel injection diagnostic method configured to determine that is provided.
  • the fuel is configured such that the fuel injection amount from the fuel injection valve to the internal combustion engine is controlled by the electronic control unit in accordance with the operating state of the internal combustion engine.
  • An injection control device The electronic control unit inputs an intake air amount to the internal combustion engine and an oxygen concentration of exhaust gas of the internal combustion engine, and an estimated fuel injection amount estimated to be injected by the fuel injection valve based on the input While calculating Calculating and calculating a driver-requested fuel injection amount that is an amount of fuel to be injected by the fuel injection valve in accordance with an operating state of the internal combustion engine;
  • a fuel injection control device configured to compare the estimated fuel injection amount with the driver-requested fuel injection amount and determine that the fuel injection is abnormal when the estimated fuel injection amount is determined to be large. Is provided.
  • the logic (software) part for the calculation calculation processing of the injection amount is doubled with the completely same configuration, one for the actual control and the other for the estimated injection amount. Since it is not necessary to adopt a configuration for determining the presence or absence of injection abnormality by comparing the injection amount calculated in both, it can be a simpler configuration than conventional, Conventionally, when a change in the logic for the calculation calculation processing of the injection amount occurs, it is necessary to do a double correction work of the logic reflecting the change, resulting in an increase in cost. Cost increase associated with such work can be reduced.
  • the oxygen concentration of the intake air and exhaust gas which is a physical quantity that changes according to the actual injection result, is used to calculate the estimated value of the fuel injection amount, and whether or not there is an abnormality in the fuel injection.
  • FIGS. 1 to 3 a configuration example of a fuel injection control apparatus to which a fuel injection diagnosis method according to an embodiment of the present invention is applied will be described with reference to FIG.
  • the engine 1 as an internal combustion engine
  • intake air necessary for fuel combustion is secured via an intake system device 3.
  • the amount of air introduced into the engine 1 via the intake system device 3 is detected by an air mass sensor (indicated as “SA” in FIG. 1) 2 provided on the upstream side of the intake system device 3. It is input to an electronic control unit (indicated as “ECU” in FIG. 1) 8 for fuel injection control.
  • SA air mass sensor
  • ECU electronice control unit
  • the intake system device 3 is a known or well-known device such as a turbo, an intercooler, a throttle valve, etc., although not shown.
  • the exhaust gas after combustion is exhausted to the outside from the engine 1 through the exhaust system devices 4 and 6, but a lambda sensor (O 2 sensor) 5 is provided in the middle of the exhaust path. It is provided so that the oxygen concentration in the exhaust gas is detected, and its output signal is input to the electronic control unit 8 and used for fuel injection control.
  • the notation “S ⁇ ” means the lambda sensor 5.
  • the exhaust system devices 4 and 6 are known and well-known devices such as a turbo, an oxidation catalyst, a NOx catalyst, and a DPF, although not specifically shown.
  • the fuel injection control device 7 means a hardware part such as a fuel injection valve (not shown) except for an electronic control unit 8 which will be described later, and an electromagnetic actuator or the like provided on the fuel injection valve.
  • the operation control is executed by the electronic control unit 8, and the electronic control unit 8 also functions as the fuel injection control device 7.
  • the electronic control unit 8 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 is provided in an injector (not shown).
  • a drive circuit (not shown) or the like for driving the electromagnetic actuator is used as a main component.
  • the electronic control unit 8 receives the detection signals of the air mass sensor 2 and the lambda sensor 5 as well as various detection signals such as an accelerator sensor (not shown) and an engine speed. It is input to be used for the operation control and fuel injection control.
  • FIG. 2 shows a subroutine flowchart showing the procedure of the fuel injection diagnosis process executed in the electronic control unit 8 in the embodiment of the present invention.
  • the fuel injection diagnosis process will be described with reference to FIG. .
  • the driver required fuel injection amount Q1 is calculated (see step S100 in FIG. 2).
  • the driver-requested fuel injection amount Q1 (denoted as “driver request Q1” in step S100 in FIG. 2) is a calculated (theoretical) fuel injection amount determined by the operation of the vehicle by the driver of the vehicle, that is, the driver. .
  • the driver-requested fuel injection amount Q1 is calculated by a predetermined arithmetic expression based on various signals corresponding to the operating state of the engine 1 such as an accelerator opening degree and an engine speed detected by an accelerator sensor (not shown).
  • This calculation calculation process is not specific to the fuel injection diagnosis process in the embodiment of the present invention, and is conventionally performed in the fuel injection control. Therefore, in the embodiment of the present invention, the driver required fuel injection amount calculated in the fuel injection control process (not shown) is not calculated and calculated again for the fuel injection diagnosis process. It is sufficient to read Q1 and use it.
  • the function of the electronic control unit 8 when viewed mainly with respect to the fuel injection diagnosis process in the embodiment of the present invention will be described with reference to the functional block diagram shown in FIG.
  • the electronic control unit 8 in the embodiment of the present invention includes a logic part that is actually used for fuel injection control and a logic part that calculates and calculates an estimated injection amount as described below. In this respect, it is configured to be in line with the conventional device.
  • the electronic control unit 8 has a logic part for calculating and calculating a so-called driver-requested fuel injection amount, in other words, a part executed as software (“LEVEL 1” in FIG. 3), as in the conventional apparatus shown in FIG. And a logic portion (indicated as “LEVEL 2” in FIG. 3) for calculating and calculating the estimated fuel injection amount based on the detection outputs of the air mass sensor 2 and the lambda sensor 5.
  • LEVEL 1 is an arithmetic processing part similar to the conventional one, and the magnitude of torque requested by the driver from the engine based on the accelerator opening, the engine speed, and the like based on the output of an accelerator sensor (not shown) input from the outside. That is, it has a function of calculating and calculating a driver request torque, a driver request fuel injection amount (indicated fuel injection amount) that is an amount of fuel that should be injected according to the operating state of the engine, and the like.
  • LEVLE1 is actually used for fuel injection control, and the calculation result is used for fuel injection amount control processing for controlling the operation of an electromagnetic actuator (not shown) used for fuel injection operation.
  • energization of an electromagnetic actuator (not shown) is performed.
  • LEVEL 2 in the embodiment of the present invention unlike LEVEL 1, at least an estimation to be described later is performed based on output signals of air mass sensor 2 and lambda sensor 5 instead of an input of an accelerator sensor (not shown) or the like. What is necessary is just to have a calculation calculation function of the fuel injection amount, and unlike the conventional case, it is not necessary to have the same processing function as LEVEL1.
  • the fuel injection amount calculated and calculated by LEVEL1 and LEVEL2 is used for diagnosis of the presence or absence of abnormality in fuel injection (details will be described later), and when it is determined as abnormal as a result of diagnosis, fuel injection amount control An injection stop command is output for the process, and the energization stop of the above-described electromagnetic actuator (not shown), that is, the injection stop is performed.
  • the estimated fuel injection amount Q2 is obtained (see step S102 in FIG. 2).
  • This estimated fuel injection amount Q2 is a fuel injection amount calculated in the processing of LEVEL 2 described in FIG. 3 based on the outputs of the air mass sensor 2 and the lambda sensor 5 and the theoretical air-fuel ratio. It has a meaning as a fuel injection amount that is estimated to have been actually injected under the actual measurement value of the sensor 5.
  • the estimated fuel injection amount Q2 is obtained as intake air amount detected by the air mass sensor 2 / (oxygen concentration of exhaust gas detected by the lambda sensor 5 ⁇ theoretical air-fuel ratio).
  • step S104 it is determined whether or not the estimated fuel injection amount Q2 obtained as described above exceeds an amount obtained by adding a predetermined margin (error deviation amount) ⁇ to the driver required fuel injection amount Q1 (FIG. 2). Step S104). If it is determined in step S104 that Q2> (Q1 + ⁇ ) (in the case of YES), the process proceeds to step S106 described later. On the other hand, if it is determined that Q2> (Q1 + ⁇ ) is not satisfied (in the case of NO), it is determined that the fuel injection is not in an abnormal state, and the count value (Counter) of the abnormality diagnosis counter is set to zero. Returning to the routine once (see step S112 in FIG. 2).
  • the margin ⁇ has an appropriate value that varies depending on the scale of the fuel injection control device, and is preferably determined based on the specific conditions of each device. A value that can clearly be determined to be abnormal fuel injection beyond the changing fuel injection amount should be selected.
  • step S106 it is determined that there is a possibility of abnormality in the fuel injection, and the count value of the counter for abnormality diagnosis is incremented by one, and it is determined whether or not this count value is equal to or greater than a predetermined threshold (FIG. 2). (See step S108).
  • step S108 if it is determined that the count value is not equal to or greater than the predetermined threshold value (in the case of NO), the routine returns to a main routine (not shown) that the fuel injection is not abnormal.
  • the count value of the abnormality diagnosis counter is equal to or greater than the predetermined threshold value (in the case of YES)
  • processing is executed (see step S110 in FIG. 2).
  • the abnormal state of the fuel injection means a state in which an unintended fuel injection exceeding the driver-requested fuel injection amount Q1 is performed for some reason.
  • the cause is not only a so-called hardware failure represented by a failure of a fuel injection valve (not shown), but also various control constants in a fuel injection control process executed in the electronic control unit 8, for example. This may include a so-called software failure caused by an abnormal value suddenly due to some cause.
  • the abnormality handling process is specifically, for example, an output of an injection stop command first, whereby an injector (not shown) is stopped and fuel injection is stopped. Become. As the fuel injection is stopped, the fuel pressure instruction value in the fuel injection control process is forcibly set to the minimum value, the fuel pump (not shown) is stopped, and the throttle valve (not shown) is fully closed. Is preferably executed. Needless to say, the specific content of the abnormality handling process is not limited to the above-described content.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un procédé de diagnostic d’une injection de carburant, la configuration du logiciel étant plus simple par rapport à l’art antérieur. Une unité de commande électronique (8) calcule une injection de carburant demandée par un conducteur, à savoir, une quantité de carburant devant être injectée à partir d’une soupape d’injection de carburant en fonction de l’état opérationnel d’un moteur (1) déterminé, par exemple, par une ouverture d’accélérateur détectée par un capteur d’accélération (S100), fait fonctionner une injection de carburant estimée pour être injectée à partir de la soupape d’injection de carburant sur la base d’un air d’admission détecté par un capteur de masse d’air (2) et de la concentration en oxygène du gaz d’échappement détectée par un capteur lambda (5) (S102), compare l’injection de carburant demandée par le conducteur avec l’injection de carburant estimée (S104) et, lorsqu’il est évalué un nombre prédéterminé de fois ou plus que l’injection de carburant estimée est plus grande (S108), évalue que l’injection de carburant est anormale et réalise un traitement permettant de résoudre l’anomalie de façon qu’un arrêt d’injection soit réalisé (S110).
PCT/JP2009/061015 2008-06-21 2009-06-17 Procédé pour le diagnostic d’une injection de carburant et dispositif de commande d’injection de carburant WO2009154223A1 (fr)

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JP2008-162623 2008-06-21
JP2008162623A JP2011163118A (ja) 2008-06-21 2008-06-21 燃料噴射診断方法及び燃料噴射制御装置

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011144763A (ja) * 2010-01-15 2011-07-28 Denso Corp 内燃機関用制御装置

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6016257B2 (ja) * 2011-12-27 2016-10-26 ボッシュ株式会社 車両用エンジン制御装置
JP2013209951A (ja) * 2012-03-30 2013-10-10 Panasonic Corp 原動機及びガスヒートポンプエアコン
JP6699960B2 (ja) * 2015-12-24 2020-05-27 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツングＲｏｂｅｒｔ Ｂｏｓｃｈ Ｇｍｂｈ 燃料噴射弁の制御装置、燃料噴射弁の制御方法

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007154741A (ja) * 2005-12-05 2007-06-21 Honda Motor Co Ltd 内燃機関の燃料供給制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007154741A (ja) * 2005-12-05 2007-06-21 Honda Motor Co Ltd 内燃機関の燃料供給制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011144763A (ja) * 2010-01-15 2011-07-28 Denso Corp 内燃機関用制御装置

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