WO2012090315A1 - 内燃機関の異常検出装置 - Google Patents
内燃機関の異常検出装置 Download PDFInfo
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- WO2012090315A1 WO2012090315A1 PCT/JP2010/073760 JP2010073760W WO2012090315A1 WO 2012090315 A1 WO2012090315 A1 WO 2012090315A1 JP 2010073760 W JP2010073760 W JP 2010073760W WO 2012090315 A1 WO2012090315 A1 WO 2012090315A1
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- Prior art keywords
- fuel
- output value
- sensor
- internal combustion
- detection device
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- 230000005856 abnormality Effects 0.000 title claims abstract description 101
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 59
- 238000001514 detection method Methods 0.000 title claims abstract description 49
- 239000000446 fuel Substances 0.000 claims abstract description 521
- 238000002347 injection Methods 0.000 claims abstract description 55
- 239000007924 injection Substances 0.000 claims abstract description 55
- 239000002828 fuel tank Substances 0.000 claims abstract description 41
- 238000005259 measurement Methods 0.000 claims abstract description 24
- 239000000463 material Substances 0.000 claims abstract description 6
- 230000002159 abnormal effect Effects 0.000 claims description 23
- 230000001276 controlling effect Effects 0.000 claims description 5
- 238000007599 discharging Methods 0.000 claims description 5
- 230000001105 regulatory effect Effects 0.000 claims description 5
- 239000007788 liquid Substances 0.000 claims description 4
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 191
- 238000000034 method Methods 0.000 description 45
- 230000008569 process Effects 0.000 description 13
- 239000003502 gasoline Substances 0.000 description 10
- 238000010586 diagram Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
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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
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0626—Measuring or estimating parameters related to the fuel supply system
- F02D19/0634—Determining a density, viscosity, composition or concentration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/085—Control based on the fuel type or composition
- F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
- F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
- F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient conditions
-
- 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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/084—Blends of gasoline and alcohols, e.g. E85
-
- 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
- F02D2200/0611—Fuel type, fuel composition or fuel quality
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
- F02M37/0058—Returnless fuel systems, i.e. the fuel return lines are not entering the fuel tank
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/08—Feeding by means of driven pumps electrically driven
- F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
- F02M37/106—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir the pump being installed in a sub-tank
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
- G01N33/26—Oils; Viscous liquids; Paints; Inks
- G01N33/28—Oils, i.e. hydrocarbon liquids
- G01N33/2835—Specific substances contained in the oils or fuels
- G01N33/2852—Alcohol in fuels
-
- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
-
- 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
Definitions
- the present invention relates to an abnormality detection device for an internal combustion engine whose operation is controlled in accordance with the properties of the fuel used, and more particularly to an abnormality detection device capable of detecting an abnormality of a fuel property sensor used for determination of fuel properties.
- FFV Flexible Fuel Vehicle
- an internal combustion engine that can use fuels of various properties.
- ethanol mixed gasoline can be mentioned.
- an internal combustion engine using ethanol-mixed gasoline is provided with an ethanol concentration sensor, which is a kind of fuel property sensor, in order to determine the properties of the fuel being used, specifically, the ethanol concentration.
- a capacitance type sensor, a light transmission type sensor, and a light refractive index type sensor are suitable.
- the ethanol concentration of the fuel measured by the ethanol concentration sensor is used as a parameter in the air-fuel ratio control of the internal combustion engine. This makes it possible not only to obtain a desired torque, but also to ensure a satisfactory emission performance, regardless of the ethanol concentration used.
- the fuel property sensor in the internal combustion engine for FFV has an important role in ensuring the performance of the internal combustion engine.
- the fuel property sensor will always function normally. Some abnormality may occur in the fuel property sensor, such as disconnection or short circuit, or deterioration of the sensor element.
- the internal combustion engine is controlled using the output value of the fuel property sensor, it is not possible to perform an appropriate operation according to the properties of the fuel used, and the internal combustion engine such as the emission performance and the fuel consumption performance cannot be performed. The performance will be deteriorated.
- Patent Document 1 Japanese Patent Laid-Open No. 2010-038052 sets an upper threshold and a lower threshold for the output value of the ethanol concentration sensor, and the output value is the upper threshold or the lower threshold. If the value exceeds the value, a technique for determining that an abnormality has occurred in the ethanol concentration sensor is disclosed.
- the output value of the ethanol concentration sensor differs depending on the fuel temperature, and the upper and lower threshold values are set according to the fuel temperature measured by the fuel temperature sensor. Each value is also set to a different value.
- the technique described in Patent Document 1 cannot always detect an abnormality of the ethanol concentration sensor.
- One of the abnormalities that are particularly likely to occur in an ethanol concentration sensor and has a great influence on the control of an internal combustion engine is a phenomenon called “stack”.
- Stacking is a phenomenon in which the output value of the ethanol concentration sensor sticks to a fixed value. Such a stack can occur even when the output value of the ethanol concentration sensor is between the upper limit threshold and the lower limit threshold. Therefore, the technique described in Patent Literature 1 cannot detect the stack as abnormal. There is.
- Patent Document 2 a capacitance type temperature sensor is known.
- the method described in Patent Document 2 is a method of calculating the difference between the maximum water temperature and the minimum water temperature after the start of the internal combustion engine measured by the temperature sensor, and determining that the stack is generated when the difference is small. It is.
- Patent Document 3 As another method for detecting abnormality of the fuel property sensor, there is a method described in Japanese Patent Application Laid-Open No. 2008-014741 (hereinafter, Patent Document 3).
- the abnormality detection method described in Patent Document 3 is premised on a configuration in which a measurement chamber is provided at the inlet of the fuel tank and a fuel property sensor is attached to the measurement chamber. It is also assumed that the fuel property sensor is configured to output different levels of signals depending on whether or not fuel is present in the measurement space of the measurement chamber. According to these assumptions, fuel does not accumulate in the normal measurement space, but fuel is temporarily accumulated in the measurement space when fuel is supplied to the fuel tank, and the presence of fuel in the measurement space is confirmed. In response, the signal level of the fuel property sensor changes. Therefore, if an appropriate signal is not output from the fuel property sensor during refueling, it can be determined that some abnormality has occurred in the fuel property sensor.
- the technique described in Patent Document 3 has a problem in that it accurately determines the properties of the fuel used.
- the fuel property required as information for controlling the internal combustion engine is the fuel property of the fuel supplied from the fuel tank to the internal combustion engine, more specifically, the fuel property injected from the injector.
- the fuel property determined by the fuel property sensor is for the fuel supplied to the fuel tank, not for the fuel injected from the injector.
- the fuel properties do not necessarily match between the fuel in the fuel tank and the newly supplied fuel.
- Patent Document 3 is sufficient in terms of accurately detecting an abnormality of a fuel property sensor, particularly a stack. For example, if the output value of the fuel property sensor sticks at the output level when there is no fuel in the measurement space, the occurrence of the stack can be detected from the output level of the fuel property sensor during refueling. However, if the output value of the fuel property sensor sticks at the output level when fuel is present in the measurement space, the output level is maintained even during refueling. It will be judged that it is operating. That is, the technique described in Patent Document 3 cannot detect it as a stack.
- the conventionally proposed technology for detecting abnormality of the fuel property sensor is not sufficient in terms of accurately detecting the abnormality of the fuel property sensor, particularly the stack.
- An object of the present invention is to make it possible to accurately detect an abnormality of a fuel property sensor used for determination of fuel properties, particularly a stack, in an internal combustion engine whose operation is controlled according to the properties of the fuel used. And in order to achieve such a subject, this invention provides the abnormality detection apparatus of the following internal combustion engines.
- a capacitance sensor, a light transmission sensor, or a light refractive index sensor is used as a fuel property sensor for determining the property of the fuel used, such as alcohol concentration and severity.
- a sensor having characteristics such as output characteristics is used. The characteristics of the output characteristics of these sensors are that the level of the output value differs depending on whether liquid is present in the measurement unit or when gas is present. The value is determined.
- the fuel property sensor having such an output characteristic is not at least provided in the main flow path of the fuel flow path connecting the fuel pump and the injector, but in a fuel container provided away from the main flow path. Arranged to accommodate the measuring unit.
- the fuel container can be arranged outside the fuel tank. However, from the viewpoint of a seal for preventing fuel leakage, the fuel container is preferably located inside the fuel tank.
- This abnormality detection device injects the fuel pumped up from the fuel tank into the fuel container, and takes in the output value of the fuel property sensor when the fuel is injected into the fuel container as the first sensor output value. Further, the abnormality detection device discharges the injected fuel from the fuel container, and takes in the output value of the fuel property sensor when the fuel is discharged from the fuel container as the second sensor output value. According to the output characteristics of the fuel property sensor described above, there is a difference between the output levels of these two sensor output values if there is no abnormality in the fuel property sensor. This abnormality detection device determines whether or not there is an abnormality in the fuel property sensor using these two sensor output values as judgment materials.
- the difference between the first sensor output value and the second sensor output value is compared with a predetermined reference difference, and the presence or absence of abnormality of the fuel property sensor is determined from the comparison result.
- a determination method can be used. According to this method, when the difference between the first sensor output value and the second sensor output value is smaller than the reference difference, it can be determined that the fuel property sensor is abnormal.
- the first sensor output value is compared with a predetermined first threshold value
- the second sensor output value is compared with a predetermined second threshold value
- the presence / absence of abnormality of the fuel property sensor is determined from the result of each comparison.
- the difference between the first sensor output value and the second sensor output value is compared with a predetermined reference difference, and the first sensor output value or the second sensor output value is compared with a predetermined threshold value.
- the presence or absence of abnormality of the fuel property sensor can also be determined from the result. According to this method, when the difference between the first sensor output value and the second sensor output value is smaller than the reference difference or when any one of the sensor output values exceeds the corresponding threshold value on the abnormal side, It can be determined that the fuel property sensor is abnormal.
- this abnormality detection device by using two sensor output values that should have different output levels as judgment materials for abnormality determination, even if a stack where the sensor output value sticks to a fixed value occurs, Can be accurately detected.
- the fuel whose fuel property is determined by the fuel property sensor is the fuel pumped up from the fuel tank, like the fuel supplied to the injector. Therefore, when there is no abnormality in the fuel property sensor, the operation of the internal combustion engine can be appropriately controlled according to the property of the fuel used.
- the fuel can be forcibly discharged by applying a negative pressure, for example.
- the fuel in the fuel container is naturally discharged from the fuel discharge port only by providing the fuel discharge port at the lower part of the fuel container and the air introduction port at the upper part of the fuel container.
- the measurement unit of the fuel property sensor can be immersed in the fuel by injecting a larger amount of fuel into the fuel container than the amount of fuel discharged from the fuel discharge port.
- air may remain in the measurement unit, but by providing an air release unit in the measurement unit for extracting air upward, the measurement unit is completely fueled by expelling air from the periphery of the measurement unit. Can be soaked in.
- the fuel property sensor measurement unit is exposed to air by making the fuel injection amount into the fuel container smaller than the fuel discharge amount from the fuel discharge port or by stopping the fuel injection into the fuel container. Can do. If it is desired to actively control the discharge of fuel from the fuel container, a fuel discharge valve may be connected to the fuel discharge port to control the opening / closing of the fuel discharge valve.
- the pressure adjustment valve is a valve that is provided in a branch flow path branched from the main flow path and automatically adjusts the pressure of fuel flowing through the main flow path by opening / closing. While the fuel pump is in operation by starting the internal combustion engine, the fuel is injected into the fuel container by opening the pressure regulating valve. Then, after the fuel pump is stopped along with the stop of the internal combustion engine, the injection of fuel into the fuel container is stopped by closing the pressure regulating valve.
- the output value of the fuel property sensor taken in at the timing when the ignition switch is turned off is set as the first sensor output value, and the internal combustion engine is stopped. Thereafter, the output value of the fuel property sensor captured at the timing when the ignition switch is turned on again can be used as the second sensor output value.
- the output value of the fuel property sensor captured at the timing when the ignition switch is turned on is set as the second sensor output value, and the output value of the fuel property sensor captured after a predetermined time has elapsed after the ignition switch is turned on is set to the first value. It can also be a sensor output value.
- a branch passage branched from the main passage is connected to the fuel container, and a fuel injection valve is provided in the branch passage to open / close the fuel injection valve. Can be controlled.
- the fuel pumped by the fuel pump is injected into the fuel container by opening the fuel injection valve, and the fuel injection into the fuel container is stopped by closing the fuel injection valve.
- a dedicated fuel injection pump may be installed separately from the fuel pump, and fuel may be pumped from the fuel tank by the fuel injection pump and supplied to the fuel container.
- the fuel in the fuel tank is injected into the fuel container by operating the fuel injection pump, and the fuel injection into the fuel container is stopped by stopping the fuel injection pump. Since the fuel injection pump is a dedicated pump, it may be operated only when determining the fuel properties.
- the fuel in the fuel tank enters into the fuel container depending on the amount of fuel stored in the fuel tank.
- the output value of the fuel property sensor in a state where the measurement unit is exposed to air that is, the second sensor output value cannot be captured at a correct value. Therefore, depending on the remaining amount of fuel in the fuel tank, it is desirable to prohibit the determination of whether the fuel property sensor is abnormal. This determination can be easily made by measuring the remaining amount of fuel in the fuel tank with a fuel remaining amount sensor and comparing the remaining amount of fuel with a predetermined reference remaining amount.
- Embodiment 1 of this invention It is the schematic which shows the structure of the fuel supply system of the internal combustion engine to which the abnormality detection apparatus of Embodiment 1 of this invention was applied. It is a flowchart which shows the routine for the abnormality determination performed in Embodiment 1 of this invention. It is a time chart which shows the preferable example of the taking-in timing of the sensor output value for the abnormality determination performed in Embodiment 1 of this invention. It is a time chart which shows another preferable example of the taking-in timing of the sensor output value for the abnormality determination performed in Embodiment 1 of this invention. It is a flowchart which shows the routine for the abnormality determination performed in Embodiment 2 of this invention.
- Embodiment 1 FIG. Embodiment 1 of the present invention will be described with reference to the drawings.
- FIG. 1 is a schematic diagram showing the configuration of such a fuel supply system for an internal combustion engine.
- a fuel pump 4 and a delivery pipe 8 arranged inside the fuel tank 2 are connected by a main flow path 6.
- the fuel pump 4 is an electric pump.
- the main flow path 6 is connected to one end of the delivery pipe 8.
- a plurality of injectors 10 prepared for each cylinder are connected to the delivery pipe 8 side by side. Pressurized fuel delivered from the fuel pump 4 is supplied to the delivery pipe 8 through the main flow path 6 and injected into each cylinder by the injector 10.
- the fuel flow path composed of the main flow path 6 and the delivery pipe 8 corresponds to the “main flow path of the fuel flow path” according to the present invention.
- a return flow path 12 is branched from the middle of the main flow path 6.
- a pressure regulator 14 is provided in the middle of the return flow path 12. The pressure regulator 14 automatically opens when the fuel pressure inside the main flow path 6 exceeds a predetermined relief pressure, and automatically closes when the fuel pressure falls below the relief pressure. Thereby, the pressure of the fuel supplied to the injector 10 is regulated to a predetermined pressure defined by the relief pressure. When the pressure regulator 14 is open, part of the pressurized fuel pumped from the fuel pump 4 is returned to the fuel tank 2 via the return flow path 12.
- a fuel container 18 is disposed in the fuel tank 2 at a position away from the main flow path 6.
- the position where the fuel container 18 is arranged is set to be easily exposed from the upper part in the fuel tank 2, that is, from the liquid level of the fuel.
- the upper part of the fuel container 18 is open, and serves as an air inlet 18 b for introducing air into the fuel container 18.
- a hole 18 a is formed in the bottom of the fuel container 18.
- the hole 18 a is a fuel discharge port for discharging the fuel accumulated in the fuel container 18.
- the tip of the return channel 12 is connected to the fuel container 18, and the fuel returned to the fuel tank 2 via the return channel 12 is once injected into the fuel container 18. .
- the hole diameter of the fuel discharge port 18a is set so that the flow rate of fuel discharged therefrom does not exceed the flow rate of fuel injected from the return flow path 12.
- the fuel overflows from the air inlet 18b at the top of the fuel container 18.
- the ethanol concentration sensor 16 is disposed inside the fuel container 18. More specifically, the ethanol concentration sensor 16 is positioned with respect to the fuel container 18 so that the electrode portion 16 a of the ethanol concentration sensor 16 is completely accommodated inside the fuel container 18.
- the ethanol concentration sensor 16 used in the present embodiment is a capacitive sensor. Since the output value of the ethanol concentration sensor 16 shows a continuous change with respect to the change of the ethanol concentration, the ethanol concentration of the fuel used can be measured from the output value. The output value of the ethanol concentration sensor 16 is taken into the ECU 20 and used as information for controlling the operation of the internal combustion engine.
- the fuel whose ethanol concentration is discriminated by the ethanol concentration sensor 16 is the fuel pumped up from the fuel tank 2 by the fuel pump 4 in the same manner as the fuel supplied to the injector 10. It is. Therefore, when there is no abnormality in the ethanol concentration sensor 16, the operation of the internal combustion engine can be appropriately controlled according to the ethanol concentration of the fuel used.
- the ECU 20 receives signals from various sensors such as a signal from the remaining fuel sensor 22 in addition to a signal from the ethanol concentration sensor 16.
- the remaining fuel sensor 22 is a sensor that outputs a signal corresponding to the remaining amount of fuel in the fuel tank 2.
- a sensing method there are a capacitance type, a float type, and the like, but in the present embodiment, the method of the remaining fuel sensor 22 is not limited.
- the ECU 20 controls the operation of the internal combustion engine by operating various actuators according to a predetermined program based on signals from these various sensors.
- ECU20 also functions as an abnormality detection device for the internal combustion engine.
- abnormality detection of the ethanol concentration sensor 16 is performed as one of the detection items.
- the abnormality detection program incorporated in the ECU 20 the presence or absence of abnormality is determined by a method using the output characteristics of the ethanol concentration sensor 16.
- the output characteristic to be used is an output characteristic in which the level of the output value is different between the case where the liquid is present in the electrode part 16a which is the measurement part and the case where the gas is present. It is a characteristic output characteristic. According to such output characteristics, if the ethanol concentration sensor 16 is normal, there is a clear difference in the sensor output value between when the electrode portion 16a is immersed in fuel and when it is exposed to air.
- the ethanol concentration sensor 16 is abnormal can be determined by examining the validity of the sensor output value for each of the case where the electrode portion 16a is immersed in fuel and the case where the electrode portion 16a is exposed to air. If the sensor output value is outside the appropriate range in any case, it can be determined that some abnormality has occurred in the ethanol concentration sensor 16.
- the state in which the electrode portion 16a is immersed in the fuel is created by the operation of the fuel pump 4.
- the fuel pump 4 When the fuel pump 4 is activated and the fuel pressure is increased, the pressure regulator 14 is opened, and fuel is injected from the return channel 12 into the fuel container 18.
- the electrode portion 16a When the injected fuel is accumulated in the fuel container 18, the electrode portion 16a is completely immersed in the fuel.
- the fuel pump 4 is operating during the operation of the internal combustion engine, that is, from when the ignition switch is turned on until it is turned off.
- the state in which the electrode portion 16a is exposed to air is created by turning off the ignition switch and stopping the fuel pump 4.
- the pressure regulator 14 is closed when the fuel pressure is lowered by stopping the fuel pump 4, and fuel injection from the return flow path 12 to the fuel container 18 is stopped. By stopping the fuel injection and continuing to discharge the fuel from the fuel discharge port 18a, all the fuel in the fuel container 18 will eventually disappear and the electrode portion 16a will be exposed to the air.
- the ECU 20 as the abnormality detection device performs abnormality determination processing according to the routine shown in the flowchart of FIG.
- the remaining fuel amount is measured by the remaining fuel amount sensor 22 in the first step S102, and it is determined whether or not the measured value of the remaining fuel amount is smaller than a predetermined reference amount.
- the reference amount is a remaining amount of fuel that serves as a guide for determining whether or not fuel has accumulated in the fuel tank 2 to the extent that fuel enters the fuel container 18.
- the sensor output value in a state where the electrode portion 16a is exposed to air cannot be taken in at a correct value due to the penetration of fuel into the fuel container 18. Therefore, as a result of the determination in step S102, if the remaining fuel amount exceeds the reference amount, the determination of whether the ethanol concentration sensor 16 is abnormal is prohibited.
- step S104 it is determined whether or not there is no fuel in the electrode portion 16a.
- the presence or absence of fuel in the electrode portion 16 a is determined by the operation / stop of the fuel pump 4. The state where there is no fuel in the electrode portion 16a is created when the fuel pump 4 is stopped, and the state where the fuel is in the electrode portion 16a is created when the fuel pump 4 is operated.
- step S106 the sensor output value of the ethanol concentration sensor 16 is taken into the ECU 20.
- the sensor output value captured at this time is the sensor output value (the “first sensor output value” according to the present invention) in a state where the electrode portion 16a is immersed in the fuel.
- the captured sensor output value is compared with a predetermined threshold value ⁇ (“first threshold value” according to the present invention).
- the threshold value ⁇ is set based on a normal sensor output value when fuel is present in the electrode portion 16a of the ethanol concentration sensor 16.
- the sensor output value when the ethanol concentration sensor 16 is normal varies depending on the ethanol concentration of the fuel. Specifically, the sensor output value is minimized when the ethanol concentration is 0%. Therefore, the threshold value ⁇ is set based on the sensor output value when gasoline having an ethanol concentration of 0% is used.
- the flag F1 is set to 1 in step S108.
- This flag F1 is a flag indicating that the ethanol concentration sensor 16 may be normal, and its initial value is set to zero.
- the sensor output value is equal to or less than the threshold value ⁇ , the sensor output value is undoubtedly an abnormal value in that case, and therefore the ethanol concentration sensor 16 is abnormal in step S110. Judgment is made.
- step S104 If it is determined in step S104 that there is no fuel in the electrode portion 16a, the process proceeds to the Yes route and the process of step S112 is performed.
- step S112 the sensor output value of the ethanol concentration sensor 16 is taken into the ECU 20.
- the sensor output value captured at this time is the sensor output value (the “second sensor output value” according to the present invention) when the electrode portion 16a is exposed to air.
- the captured sensor output value is compared with a predetermined threshold ⁇ (“second threshold” according to the present invention).
- the threshold value ⁇ is set based on a normal sensor output value when the electrode portion 16a of the ethanol concentration sensor 16 is exposed to air.
- step S114 If the sensor output value is smaller than the threshold value ⁇ as a result of the comparison in step S112, the flag F2 is set to 1 in step S114.
- This flag F2 is a flag indicating that the ethanol concentration sensor 16 may be normal, and its initial value is set to zero.
- the sensor output value is equal to or greater than the threshold value ⁇ , in that case, there is no doubt that the sensor output value indicates an abnormal value. Therefore, in step S116, the ethanol concentration sensor 16 is abnormal. Judgment is made.
- step S118 it is determined whether both the flag F1 and the flag F2 are 1. If any flag remains zero during execution of this step, the determination that the ethanol concentration sensor 16 is normal is carried forward. If both the flag F1 and the flag F2 are set to 1 together, it is determined in step S120 that the ethanol concentration sensor 16 is normal.
- the two sensor output values that should have different output levels are used as materials for determining abnormality, and the validity of each sensor output value is determined.
- the validity of each sensor output value is determined.
- the change in the output value when the ethanol concentration sensor 16 is normal indicates the time along with the on / off of the ignition switch and the accompanying changes in the engine speed and the operating state of the fuel pump 4. Shown in the chart. As shown in these drawings, the fuel pump 4 is stopped after the ignition switch is turned off, and then the fuel comes out of the fuel container 18 so that the output value of the ethanol concentration sensor 16 is the atmospheric output (the electrode part 16a is turned into the air). It takes a certain amount of time to reach the output value when exposed). For this reason, if the sensor output value is taken into the ECU 20 after the ignition switch is turned off, the ECU 20 must be operated until the fuel is removed from the fuel container 18. In this case, the power consumption is increased by the extra time for operating the ECU 20.
- the output value of the ethanol concentration sensor 16 is taken in at the timing when the ignition switch is turned off.
- the sensor output value captured at this time is the sensor output value (the “first sensor output value” according to the present invention) in a state where the electrode portion 16a is immersed in the fuel.
- the internal combustion engine is stopped when the ignition switch is turned off.
- the output value of the ethanol concentration sensor 16 is taken in at the timing when the ignition switch is turned on again.
- the sensor output value captured at this time is the sensor output value (the “second sensor output value” according to the present invention) when the electrode portion 16a is exposed to air.
- the output value of the ethanol concentration sensor 16 is taken in at the timing when the ignition switch is turned on.
- the sensor output value captured at this time is the sensor output value (the “second sensor output value” according to the present invention) when the electrode portion 16a is exposed to air.
- the output value of the ethanol concentration sensor 16 is taken in again at a timing when a predetermined time has elapsed since the ignition was turned on.
- the predetermined time is set to a time sufficient for fuel to accumulate in the fuel container 18 by the fuel discharged from the return flow path 12 when the pressure regulator 14 is opened by the increase in fuel pressure accompanying the operation of the fuel pump 4. ing.
- the sensor output value captured at this time is the sensor output value (the “first sensor output value” according to the present invention) in a state where the electrode portion 16a is immersed in the fuel.
- the sensor output value (the “first sensor output value” according to the present invention) in a state where the electrode portion 16a is immersed in the fuel.
- the abnormality detection device of the present embodiment is applied to an internal combustion engine including the fuel supply system shown in FIG. 1 as in the first embodiment. Therefore, in the following description, it is assumed that the system shown in FIG.
- the difference between the present embodiment and the first embodiment lies in the function of the ECU 20 as an abnormality detection device. Specifically, there is a difference in the method of determining whether the ethanol concentration sensor 16 is abnormal.
- the routine shown in the flowchart of FIG. 5 is a routine for abnormality determination processing performed by the ECU 20 in the present embodiment. This will be described below.
- the remaining fuel amount is measured by the remaining fuel amount sensor 22 in the first step S202, and it is determined whether or not the measured value of the remaining fuel amount is smaller than a predetermined reference amount. If the remaining fuel amount exceeds the reference amount as a result of the determination in step S202, the determination of whether the ethanol concentration sensor 16 is abnormal is prohibited.
- step S204 it is determined whether or not there is no fuel in the electrode portion 16a. Then, when there is fuel in the electrode part 16a, the process of step S206 is performed, and when there is no fuel in the electrode part 16a, the process of step S208 is performed.
- the sensor output value of the ethanol concentration sensor 16 is taken into the ECU 20 in each case.
- the sensor output value A captured in step S206 is a sensor output value (“first sensor output value” according to the present invention) in a state where the electrode portion 16a is immersed in fuel.
- the sensor output value B captured in step S208 is a sensor output value (“second sensor output value” according to the present invention) in a state where the electrode portion 16a is exposed to air.
- next step S210 it is confirmed whether both the sensor output value A and the sensor output value B are captured. If any sensor output value has not yet been captured at the time of execution of this step, the determination of the presence or absence of an abnormality performed in the following steps is carried over. Then, when both the sensor output value A and the sensor output value B are captured, the process of the next step S212 is performed.
- step S212 a difference between the sensor output value A and the sensor output value B is calculated, and the difference is compared with a predetermined reference difference ⁇ .
- the reference difference ⁇ is determined based on the difference between the sensor output values A and B that should occur if the ethanol concentration sensor 16 is normal. Specifically, when the ethanol concentration sensor 16 is normal, the difference between the sensor output values A and B varies depending on the ethanol concentration of the fuel. When the ethanol concentration is 0%, the difference between the sensor output values A and B is Be minimized. Therefore, the reference difference ⁇ is set with reference to the sensor output value when gasoline having an ethanol concentration of 0% is used.
- step S212 if the difference between the sensor output value A and the sensor output value B is larger than the reference difference ⁇ , it is determined in step S214 that the ethanol concentration sensor 16 is normal. On the other hand, if the difference between the sensor output value A and the sensor output value B is equal to or smaller than the reference difference ⁇ , it is determined in step S216 that the ethanol concentration sensor 16 is abnormal, more specifically, that a stack has occurred.
- the ethanol concentration sensor can be obtained by using the two sensor output values A and B, which should have different output levels, as the determination material for abnormality determination. Even when a stack in which the output value of 16 sticks to a fixed value occurs, the stack can be accurately detected as abnormal.
- Embodiment 3 FIG. Next, Embodiment 3 of the present invention will be described with reference to the drawings.
- the abnormality detection device of this embodiment is characterized by the configuration of the fuel supply system to which it is applied.
- FIG. 6 is a schematic diagram showing a configuration of a fuel supply system for an internal combustion engine to which the abnormality detection device of the present embodiment is applied.
- elements common to the fuel supply system shown in FIG. 6 elements common to the fuel supply system shown in FIG.
- a fuel discharge valve 30 is attached to the fuel discharge port 18a of the fuel container 18.
- the fuel discharge valve 30 is an electromagnetic valve or a mechanical valve that is operated by fuel pressure, and its opening / closing is controlled by a signal from the ECU 20.
- By closing the fuel discharge valve 30, the fuel injected from the return flow path 12 into the fuel container 18 can be stored in the fuel container 18.
- the fuel stored in the fuel container 18 can be discharged from the inside of the fuel container 18 to the fuel tank 2 by opening the fuel discharge valve 30.
- the fuel discharge valve 30 is designed so that the maximum flow rate of the fuel that can be discharged when it is opened is larger than the flow rate of the fuel injected from the return flow path 12. That is, when the fuel discharge valve 30 is opened, fuel does not accumulate in the fuel container 18 even when fuel is flowing from the return flow path 12 into the fuel container 18.
- the ECU 20 controls the opening / closing of the fuel discharge valve 30 so that the state where the fuel is stored in the fuel container 18 and the state where there is no fuel are intentionally set. Can be produced. According to this, it is possible to determine the presence or absence of abnormality of the ethanol concentration sensor 16 at an arbitrary timing without being affected by the operating state of the internal combustion engine. As a specific procedure of the abnormality determination process by the ECU 20, the procedure shown in the flowchart of FIG. 2 or the procedure shown in the flowchart of FIG. 5 can be adopted.
- the abnormality detection device of this embodiment is characterized by the configuration of the fuel supply system to which it is applied.
- FIG. 7 is a schematic diagram showing a configuration of a fuel supply system for an internal combustion engine to which the abnormality detection device of the present embodiment is applied. In FIG. 7, elements common to the fuel supply system shown in FIG. 7, elements common to the fuel supply system shown in FIG.
- a difference of the present embodiment from the first embodiment is that, apart from the return flow path 12, a dedicated flow path (hereinafter referred to as fuel injection flow path) 32 for injecting fuel into the fuel container 18 is provided. It is that you are.
- the fuel injection flow path 32 is a branch flow path branched from the main flow path 6 which is the main flow path inside the fuel pump 4. Therefore, a part of the fuel pressurized by the fuel pump 4 is supplied to the fuel injection passage 32.
- a fuel injection valve 34 whose opening / closing is controlled by a signal from the ECU 20 is attached to the fuel injection flow path 32. By opening the fuel injection valve 34, the fuel pressurized by the fuel pump 4 is injected into the fuel container 18 from the fuel injection flow path 32, and the fuel is stored in the fuel container 18.
- the fuel injection valve 34 is closed, the fuel injection from the fuel injection passage 32 to the fuel container 18 is stopped, and the fuel stored in the fuel container 18 is discharged from the fuel discharge port 18a to the fuel tank 2.
- the ECU 20 controls the opening / closing of the fuel injection valve 34 so that the state in which the fuel is stored in the fuel container 18 and the state in which there is no fuel are intentional. Can be produced. According to this, as in the case of the third embodiment, it is possible to determine whether there is an abnormality in the ethanol concentration sensor 16 at any timing without being affected by the operating state of the internal combustion engine. As a specific procedure of the abnormality determination process by the ECU 20, the procedure shown in the flowchart of FIG. 2 or the procedure shown in the flowchart of FIG. 5 can be adopted.
- Embodiment 5 FIG. Next, a fifth embodiment of the present invention will be described with reference to the drawings.
- the abnormality detection device of this embodiment is characterized by the configuration of the fuel supply system to which it is applied.
- FIG. 8 is a schematic diagram showing a configuration of a fuel supply system for an internal combustion engine to which the abnormality detection device of the present embodiment is applied. In FIG. 8, elements common to the fuel supply system shown in FIG.
- a dedicated pump hereinafter referred to as a fuel injection pump
- the fuel injection pump 36 whose operation is controlled by the ECU 20 is provided as means for injecting fuel into the fuel container 18. It is that you are.
- the fuel injection pump 36 is connected to the fuel container 18 by a dedicated channel (hereinafter referred to as fuel injection channel) 38.
- fuel injection channel a dedicated channel
- the fuel injection pump 36 By operating the fuel injection pump 36, the fuel pressurized by the fuel injection pump 36 is injected into the fuel container 18 from the fuel injection flow path 38, and the fuel is stored in the fuel container 18.
- fuel injection pump 36 is stopped, fuel injection from the fuel injection flow path 38 to the fuel container 18 is stopped, and the fuel stored in the fuel container 18 is discharged from the fuel discharge port 18a to the fuel tank 2.
- the ECU 20 controls the operation of the fuel injection pump 36 to intentionally create a state where fuel is stored in the fuel container 18 and a state where there is no fuel. Can do. According to this, as in the case of the third embodiment and the fourth embodiment, it is possible to determine whether or not the ethanol concentration sensor 16 is abnormal at an arbitrary timing without being affected by the operating state of the internal combustion engine. .
- the procedure shown in the flowchart of FIG. 2 or the procedure shown in the flowchart of FIG. 5 can be adopted.
- the fuel discharge valve 30 of the third embodiment can be applied to the fuel supply system of the fourth embodiment and the fuel supply system of the fifth embodiment. By attaching the fuel discharge valve 30 to the fuel container 18, the fuel discharge from the fuel container 18 can be controlled also in those fuel supply systems.
- the ethanol concentration sensor 16 is disposed inside the fuel tank 2 together with the fuel container 18. According to such a configuration, there is an advantage that a seal for preventing fuel leakage can be simplified as compared with the case where the ethanol concentration sensor 16 and the fuel container 18 are installed outside the fuel tank 2.
- the fuel container 18 may be disposed inside the fuel tank 2, and the ethanol concentration sensor 16 may be attached to the fuel tank 2. In that case, the electrode part 16a of the ethanol concentration sensor 16 should just be accommodated in the fuel container 18.
- the structure of the electrode portion 16a of the ethanol concentration sensor 16 has a preferable structure in terms of accuracy of the sensor output value.
- the structure of the electrode portion 16a shown in FIGS. 10 and 11 is an example of such a preferable structure.
- an air release portion 43 for extracting air upward is provided in the upper portion of the space sandwiched between the two plate-like electrodes 41 and.
- an air release part 53 is provided in the upper part of the space surrounded by the cylindrical outer electrode 51 and the inner electrode 52 for extracting air upward. According to these configurations, it is possible to prevent air from remaining in the electrode portion 16a when fuel is injected into the fuel container 18 and the accuracy of the sensor output value from being deteriorated due to the influence.
- the two threshold values ⁇ and ⁇ used in the abnormality determination process of the first embodiment may be the same.
- the threshold value clearly distinguishes between the sensor output value when the electrode portion 16a of the ethanol concentration sensor 16 is immersed in fuel and the sensor output value when the electrode portion 16a is exposed to air. It can be set to a possible value.
- an electric pump is used as the fuel pump 4, but the fuel pump 4 may be a mechanical pump driven by an internal combustion engine.
- the fuel can be forcibly discharged by applying a negative pressure to the fuel discharge port 18a, for example.
- a jet pump for supplying the fuel in the fuel tank 2 to the suction port of the fuel pump 4 can be used.
- the ethanol concentration sensor is used as the fuel property sensor, but what kind of sensor is used may be determined according to the fuel used. For example, if there is variation in the quality of gasoline used in a gasoline engine, a sensor for determining whether the fuel is heavy or light, or a sensor for determining the octane number may be used as the fuel property sensor.
- the fuel property sensor is not limited to a capacitance type sensor. As long as the sensor has the output characteristics as described above, a sensor other than a capacitance type sensor such as a photorefractive index type sensor may be used.
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Abstract
Description
本発明の実施の形態1について図を参照して説明する。
次に、本発明の実施の形態2について図を参照して説明する。
次に、本発明の実施の形態3について図を参照して説明する。
次に、本発明の実施の形態4について図を参照して説明する。
次に、本発明の実施の形態5について図を参照して説明する。
以上、本発明の実施の形態について説明したが、本発明は上述の実施の形態に限定されるものではない。本発明は、その趣旨を逸脱しない範囲で、上述の実施の形態ものから種々変形して実施することができる。
4 燃料ポンプ
6 メイン流路
8 デリバリパイプ
10 インジェクタ
12 リターン流路
14 プレッシャレギュレータ
16 エタノール濃度センサ
16a 電極部
18 燃料容器
18a 燃料排出口
18b 空気導入口
20 ECU
22 燃料残量センサ
30 燃料排出弁
32 燃料注入流路
34 燃料注入弁
36 燃料注入ポンプ
38 燃料注入流路
Claims (13)
- 使用燃料の性状に応じて運転が制御される内燃機関のための異常検出装置であって、
計測部に液体が存在する場合と気体が存在する場合とでは出力値のレベルが異なり、前記計測部に燃料が存在する場合にはその性状に応じて出力値が決まる燃料性状センサと、
燃料ポンプとインジェクタとを接続する燃料流路の本流路から離れて設けられた、前記燃料性状センサの前記計測部が収容される燃料容器と、
燃料タンクから汲み上げられた燃料を前記燃料容器に注入する燃料注入手段と、
注入された燃料を前記燃料容器から排出する燃料排出手段と、
前記燃料容器に燃料が注入されたときの前記燃料性状センサの出力値(以下、第1センサ出力値)を取り込む第1センサ出力値取得手段と、
前記燃料容器から燃料が排出されたときの前記燃料性状センサの出力値(以下、第2センサ出力値)を取り込む第2センサ出力値取得手段と、
前記第1センサ出力値と前記第2センサ出力値とを判断材料にして前記燃料性状センサの異常の有無を判定する異常判定手段と、
を備えることを特徴とする内燃機関の異常検出装置。 - 前記燃料容器は、前記燃料タンクの内部に配置されていることを特徴とする請求項1に記載の内燃機関の異常検出装置。
- 前記燃料排出手段は、
前記燃料容器の下部に設けられて、注入された燃料を前記燃料容器から排出する燃料排出口と、
前記燃料容器の上部に設けられて、前記燃料容器の内側に空気を導入する空気導入口と、
を含むことを特徴とする請求項2に記載の内燃機関の異常検出装置。 - 前記燃料排出手段は、
前記燃料排出口に接続された燃料排出弁と、
前記燃料排出弁の開/閉を制御する燃料排出弁制御手段と、
をさらに含むことを特徴とする請求項3に記載の内燃機関の異常検出装置。 - 前記燃料注入手段は、
前記本流路から分岐して前記燃料容器に接続される支流路と、
前記支流路に設けられて、その開/閉によって前記本流路を流れる燃料の圧力を自動調整する圧力調整弁と、
を含むことを特徴とする請求項2乃至4の何れか1項に記載の内燃機関の異常検出装置。 - 前記燃料注入手段は、
前記本流路から分岐して前記燃料容器に接続される支流路と、
前記支流路に設けられた燃料注入弁と、
前記燃料注入弁の開/閉を制御する燃料注入弁制御手段と、
を含むことを特徴とする請求項2乃至4の何れか1項に記載の内燃機関の異常検出装置。 - 前記燃料注入手段は、
前記燃料タンクから燃料を汲み上げて前記燃料容器に供給する燃料注入ポンプと、
前記燃料注入ポンプの運転を制御する燃料注入ポンプ制御手段と、
を含むことを特徴とする請求項2乃至4の何れか1項に記載の内燃機関の異常検出装置。 - 前記燃料タンク内の燃料の残量に応じて出力値が決まる燃料残量センサと、
前記燃料残量センサの出力値から計測された燃料残量を所定の基準残量と比較することにより、前記燃料容器内に燃料が浸入する程度まで前記燃料タンク内に燃料が溜まっているかどうか判断する燃料浸入判定手段と、
前記燃料タンク内の燃料残量が前記基準残量を超える場合には、前記異常判定手段による前記燃料性状センサの異常の有無の判定を禁止する異常判定禁止手段と、
をさらに備えることを特徴とする請求項2乃至7の何れか1項に記載の内燃機関の異常検出装置。 - 前記第1センサ出力値取得手段は、イグニッションスイッチがオフにされたタイミングで前記燃料性状センサの出力値を取り込み、
前記第2センサ出力値取得手段は、前記内燃機関の停止後、前記イグニッションスイッチが再びオンにされたタイミングで前記燃料性状センサの出力値を取り込む
ことを特徴とする請求項5に記載の内燃機関の異常検出装置。 - 前記第2センサ出力値取得手段は、イグニッションスイッチがオンにされたタイミングで前記燃料性状センサの出力値を取り込み、
前記第1センサ出力値取得手段は、前記イグニッションスイッチがオンにされてから所定時間経過後において前記燃料性状センサの出力値を取り込むことを特徴とする請求項5に記載の内燃機関の異常検出装置。 - 前記燃料性状センサの前記計測部は、前記燃料容器内に燃料が注入された場合に前記計測部の空気を上方に抜くための空気開放部を備えていることを特徴とする請求項3に記載の内燃機関の異常検出装置。
- 前記異常判定手段は、前記第1センサ出力値と前記第2センサ出力値との差と所定の基準差との比較結果から前記燃料性状センサの異常の有無を判定することを特徴とする請求項1乃至11の何れか1項に記載の内燃機関の異常検出装置。
- 前記異常判定手段は、前記第1センサ出力値と所定の第1閾値との比較結果、及び、前記第2センサ出力値と所定の第2閾値との比較結果から前記燃料性状センサの異常の有無を判定することを特徴とする請求項1乃至11の何れか1項に記載の内燃機関の異常検出装置。
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JP2012525785A JP5240414B2 (ja) | 2010-12-28 | 2010-12-28 | 内燃機関の異常検出装置 |
CN201080067084.0A CN102918244B (zh) | 2010-12-28 | 2010-12-28 | 内燃机的异常检测装置 |
BR112012016680A BR112012016680B1 (pt) | 2010-12-28 | 2010-12-28 | dispositivo de detecção de anormalidade para motor de combustão interna. |
US13/519,633 US8763587B2 (en) | 2010-12-28 | 2010-12-28 | Abnormality detection device for internal combustion engine |
PCT/JP2010/073760 WO2012090315A1 (ja) | 2010-12-28 | 2010-12-28 | 内燃機関の異常検出装置 |
EP10857091.2A EP2660447B1 (en) | 2010-12-28 | 2010-12-28 | Abnormality detection device for internal combustion engines |
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CN103299057B (zh) * | 2010-12-28 | 2015-09-30 | 丰田自动车株式会社 | 内燃机的异常检测装置 |
JP5941077B2 (ja) * | 2014-01-31 | 2016-06-29 | 富士重工業株式会社 | 燃料噴射装置 |
KR102053363B1 (ko) * | 2018-10-26 | 2019-12-06 | 현대오트론 주식회사 | Ffv 차량의 에탄올 센서의 타당성 진단방법 및 이를 통해 운용되는 ffv 차량 |
JP7294236B2 (ja) * | 2020-05-21 | 2023-06-20 | トヨタ自動車株式会社 | 燃料供給装置の制御装置 |
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- 2010-12-28 JP JP2012525785A patent/JP5240414B2/ja not_active Expired - Fee Related
- 2010-12-28 CN CN201080067084.0A patent/CN102918244B/zh not_active Expired - Fee Related
- 2010-12-28 BR BR112012016680A patent/BR112012016680B1/pt not_active IP Right Cessation
- 2010-12-28 EP EP10857091.2A patent/EP2660447B1/en not_active Not-in-force
- 2010-12-28 WO PCT/JP2010/073760 patent/WO2012090315A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
---|---|
EP2660447A1 (en) | 2013-11-06 |
EP2660447B1 (en) | 2016-10-19 |
JPWO2012090315A1 (ja) | 2014-06-05 |
JP5240414B2 (ja) | 2013-07-17 |
US20130263824A1 (en) | 2013-10-10 |
BR112012016680B1 (pt) | 2019-12-10 |
BR112012016680A2 (ja) | 2018-06-05 |
EP2660447A4 (en) | 2014-07-02 |
US8763587B2 (en) | 2014-07-01 |
CN102918244A (zh) | 2013-02-06 |
CN102918244B (zh) | 2014-03-12 |
BR112012016680A8 (pt) | 2019-11-19 |
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