WO2012090316A1 - 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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- WO2012090316A1 WO2012090316A1 PCT/JP2010/073761 JP2010073761W WO2012090316A1 WO 2012090316 A1 WO2012090316 A1 WO 2012090316A1 JP 2010073761 W JP2010073761 W JP 2010073761W WO 2012090316 A1 WO2012090316 A1 WO 2012090316A1
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- fuel
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- output value
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- internal combustion
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
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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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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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
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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
- 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
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- 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 output characteristics is provided not in the main flow path of the fuel flow path connecting the fuel pump and the injector, but in a branch flow path that is branched from the main flow path. It is done.
- the branch flow path is a branch flow path in which a situation in which fuel has escaped from the inside between the start of the internal combustion engine and the next start after the stop is possible.
- a branch channel can be newly established for the present abnormality detection device, but can be found in an existing existing fuel channel.
- the fuel flow path for guiding the fuel discharged from the main flow path by the pressure regulating valve can be cited as one of such branch flow paths.
- a fuel flow path connected to a jet pump for sending fuel to the suction port of the fuel pump can be cited as one of such branch flow paths.
- the abnormality detection device takes in the output value of the fuel property sensor when the fuel is flowing through the branch flow path provided with the fuel property sensor as the first sensor output value, and the fuel when the fuel escapes from the branch flow path.
- the output value of the property sensor is captured as the second sensor output value.
- the timing for taking in the first sensor output value is from the operation of the fuel pump accompanying the start of the internal combustion engine to the stop of the fuel pump accompanying the stop of the internal combustion engine, that is, the fuel is sent from the main flow path to the branch flow path by the fuel pump The period is preferred.
- the timing for taking in the second sensor output value is preferably from the stop of the internal combustion engine to the next start, that is, the period during which fuel is not sent from the main flow path to the branch flow path by the fuel pump.
- this abnormality detection apparatus determines the presence or absence of abnormality of the fuel property sensor using the first sensor output value and the second sensor output value as judgment materials.
- a method of comparing the difference between the first sensor output value and the second sensor output value with a predetermined reference difference and determining the presence or absence of abnormality of the fuel property sensor from the comparison result is used. It can. 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. Further, in the abnormality detection device, the fuel whose fuel property is determined by the fuel property sensor is the fuel pumped up from the fuel tank by the fuel pump, 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 property sensor is an alcohol concentration sensor for measuring the alcohol concentration of the fuel
- the following function can be added to the abnormality detection device.
- the function that can be added to the abnormality detection device is a function that diagnoses the rationality of the alcohol concentration sensor.
- the stack can be accurately detected.
- the output characteristics of the sensor have shifted even if they are not stacked.
- the abnormality detection device estimates the alcohol concentration of the fuel injected from the injector using the integrated value of the fuel injection amount by the injector and the output value of the alcohol concentration sensor.
- the abnormality detection device learns the alcohol concentration of the fuel injected from the injector by air-fuel ratio feedback control based on the output value of the air-fuel ratio sensor arranged in the exhaust passage of the internal combustion engine.
- the abnormality detection device verifies whether the difference between the estimated value of alcohol concentration and the learned value of alcohol concentration is within a predetermined determination value. To determine whether the rationality of the alcohol concentration sensor is maintained. If there is no deviation in the relationship between the output value of the air-fuel ratio sensor and the output value of the alcohol concentration sensor, the difference between the estimated value of alcohol concentration and the learned value should be within the determination value.
- the rationality of the alcohol concentration sensor can be quickly diagnosed. This is because, according to the configuration of the abnormality detection device, it is possible to obtain a sensor output value corresponding to the alcohol concentration in the fuel tank without starting the internal combustion engine by merely driving the fuel pump immediately after refueling.
- 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 module 12 is provided inside the fuel tank 10.
- the fuel pump module 12 has a reservoir cup 14 in which an electric feed pump (fuel pump) 16 and a filter 20 are housed.
- the fuel pressurized by the feed pump 16 is sent to the filter 20 through the check valve 18 and further sent to the main flow path 24 through the check valve 22.
- the fuel pump module 12 further includes a jet pump 28 for feeding fuel outside the reservoir cup 14 to the inside of the reservoir cup 14. A part of the fuel pressurized by the feed pump 16 is diverted in the filter 20, and the diverted pressurized fuel is supplied to the jet pump 28 by the jet pump flow path 26. Yes.
- the fuel pump module 12 is provided with a low-pressure pressure regulator (pressure regulating valve) 44 and an ethanol concentration sensor (fuel property sensor) 52.
- the main flow path 24 extends outside the fuel tank 10 and is connected to a delivery pipe 30 on the left bank side.
- a delivery pipe 34 on the right bank side is connected to the delivery pipe 30 via a communication channel 32.
- Each delivery pipe 30, 34 is connected with four injectors 36 prepared for each cylinder in each bank.
- the pressurized fuel delivered from the feed pump 16 is supplied to the delivery pipe 30 through the main flow path 24 and is injected into each cylinder of the left bank by the injector 36. Further, the pressurized fuel is also supplied from the delivery pipe 30 to the delivery pipe 34 through the communication flow path 32 and is injected into each cylinder of the right bank by the injector 36.
- the fuel flow path from the discharge port of the feed pump 16 to each injector 36, that is, the filter 20, the main flow path 24, the delivery pipe 30, the communication flow path 32, and the delivery pipe 34 is formed.
- the fuel flow path corresponds to the “main flow path of the fuel flow path” according to the present invention.
- a first return flow path 38 extending to the inside of the fuel tank 10 is connected to the end of the delivery pipe 34.
- the first return flow path 38 is provided with a high-pressure pressure regulator 42.
- the high pressure pressure regulator 42 automatically opens when the fuel pressure inside the delivery pipe 34 exceeds a predetermined high relief pressure, and automatically closes when the fuel pressure falls below the high relief pressure. Thereby, the inside of the main flow path of the fuel flow path from the discharge port of the feed pump 16 to each injector 36 is regulated to a predetermined high pressure defined by the high relief pressure.
- the fuel discharged to the first return flow path 38 by opening the high-pressure pressure regulator 42 is returned to the fuel tank 10 through the first return flow path 38.
- the second return flow path 40 is branched from the middle of the main flow path 24.
- the second return flow path 4 extends to the inside of the fuel tank 10, and the low-pressure pressure regulator 44 described above is provided in the middle thereof.
- the low pressure regulator 44 automatically opens when the fuel pressure inside the main flow path 24 exceeds a predetermined low relief pressure, and automatically closes when the fuel pressure falls below the low relief pressure. Thereby, the inside of the main flow path of the fuel flow path from the discharge port of the feed pump 16 to each injector 36 is regulated to a predetermined low pressure defined by the low relief pressure.
- the low pressure regulator 44 is opened, part of the pressurized fuel pumped from the feed pump 16 is returned to the fuel tank 10 via the second return flow path 40.
- a fuel pressure switching valve 46 is provided upstream of the low pressure pressure regulator 44 in the second return flow path 40.
- the fuel pressure switching valve 46 When the fuel pressure switching valve 46 is open, the fuel pressure inside the main flow path 24 acts on the low pressure regulator 44.
- the low-pressure pressure regulator 44 functions in preference to the high-pressure pressure regulator 42, and the fuel pressure in the main flow path from the discharge port of the feed pump 16 to each injector 36 is adjusted to a low pressure.
- the fuel since the high-pressure pressure regulator 42 is maintained in the closed state, the fuel is not discharged to the first return flow path 38.
- the fuel pressure switching valve 46 when the fuel pressure switching valve 46 is closed, the fuel pressure inside the main flow path 24 does not act on the low-pressure pressure regulator 44, and the low-pressure pressure regulator 44 does not function. Therefore, the fuel pressure in the main flow path of the fuel flow path from the discharge port of the feed pump 16 to each injector 36 is adjusted to a high pressure by the high pressure pressure regulator 42.
- the ethanol concentration sensor 52 is provided downstream of the low pressure pressure regulator 44 in the second return flow path 40.
- the ethanol concentration sensor 52 used in the present embodiment is a capacitive sensor. Since the output value of the ethanol concentration sensor 52 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 52 is taken into the ECU 50 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 52 is the fuel pumped up from the fuel tank 10 by the feed pump 16 in the same manner as the fuel supplied to the injector 36. It is. Therefore, when there is no abnormality in the ethanol concentration sensor 52, the operation of the internal combustion engine can be appropriately controlled according to the ethanol concentration of the fuel used.
- the ECU 50 functions as a control device that controls the operation of the internal combustion engine, and also functions as an abnormality detection device for the internal combustion engine.
- abnormality detection of the ethanol concentration sensor 52 is performed as one of the detection items.
- the abnormality detection program incorporated in the ECU 50 the presence or absence of abnormality is determined by a method using the output characteristics of the ethanol concentration sensor 52.
- the output characteristics to be used are output characteristics in which the level of the output value differs depending on whether there is a liquid between the electrodes as the measurement unit or gas, which is a feature of the capacitive sensor. Output characteristics.
- a difference occurs in the sensor output value between when the fuel is present between the electrodes of the ethanol concentration sensor 52 and when there is no fuel. It should be. Therefore, by comparing the sensor output value between when the fuel is present between the electrodes and when no fuel is present, and checking whether there is a clear difference in the sensor output value, whether the ethanol concentration sensor 52 is abnormal or not. Can be determined. If there is no difference in the sensor output value, it can be determined that the ethanol concentration sensor 52 is abnormal, specifically, a stack has occurred.
- a state where fuel exists between the electrodes of the ethanol concentration sensor 52 is created while the feed pump 16 is operating. Since the fuel pressure switching valve 46 is open by default, the low pressure pressure regulator 44 is opened by operating the feed pump 16 and increasing the fuel pressure, so that the fuel flows through the place where the ethanol concentration sensor 52 is installed.
- the feed pump 16 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 ECU 50 as the abnormality detection device performs abnormality determination processing according to the routine shown in the flowchart of FIG.
- the routine shown in FIG. 2 is executed every time the ignition switch is turned on and the internal combustion engine is started.
- the output value of the ethanol concentration sensor 52 is captured when a certain amount of time has elapsed since the start of the internal combustion engine.
- the certain amount of time here means a sufficient time until the fuel pressure increases and the low pressure regulator 44 opens.
- the sensor output value captured at this time is a sensor output value in a state where fuel exists between the electrodes of the ethanol concentration sensor 52 (“first sensor output value” according to the present invention).
- first sensor output value a sensor output value in a state where fuel exists between the electrodes of the ethanol concentration sensor 52
- step S104 it is determined whether or not the ignition switch is turned off. This determination is performed at a constant cycle until the ignition switch is turned off.
- the output value of the ethanol concentration sensor 52 is captured when a certain amount of time has passed since the ignition switch was turned off.
- the term “a certain amount of time” as used herein means a sufficient time until the fuel pressure is reduced, the low pressure pressure regulator 44 is closed, and the fuel comes out of the second return flow path 40.
- the sensor output value captured at this time is a sensor output value (“second sensor output value” according to the present invention) in a state where no fuel exists between the electrodes of the ethanol concentration sensor 52.
- this is referred to as a sensor output value B.
- the 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 52 is normal.
- the difference between the sensor output values A and B varies depending on the ethanol concentration of the fuel. Specifically, when the ethanol concentration is 0%, the difference between the sensor output values A and B is minimized. Accordingly, the reference difference ⁇ is set based on gasoline having an ethanol concentration of 0%.
- step S108 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 S110 that the ethanol concentration sensor 52 is normal. On the other hand, if the difference between the sensor output value A and the sensor output value B is less than or equal to the reference difference ⁇ , it is determined in step S112 that the ethanol concentration sensor 52 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 52 sticks to a fixed value occurs, the stack can be accurately detected as abnormal.
- 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 is in the function of the ECU 50 as an abnormality detection device. Specifically, there is a difference in the method of determining whether or not the ethanol concentration sensor 52 is abnormal.
- the routine shown in the flowchart of FIG. 3 is a routine for abnormality determination processing performed by the ECU 50 in the present embodiment. This will be described below.
- the output value (sensor output value A) of the ethanol concentration sensor 52 when a certain amount of time has elapsed since the start of the internal combustion engine is captured.
- An output value (sensor output value B) is captured. The contents of the processing so far are the same as those in the first embodiment.
- the sensor output value A is compared with the threshold ⁇ (“first threshold” according to the present invention), and the sensor output value B is compared with the threshold ⁇ (“second threshold” according to the present invention). Is done.
- the threshold value ⁇ is set on the basis of the minimum value of a normal sensor output value when fuel is present between the electrodes of the ethanol concentration sensor 52.
- the threshold value ⁇ is set on the basis of a normal sensor output value when air exists between the electrodes of the ethanol concentration sensor 52.
- step S210 If the sensor output value A is larger than the threshold value ⁇ and the sensor output value B is smaller than the threshold value ⁇ as a result of the determination in step S208, it is determined in step S210 that the ethanol concentration sensor 52 is normal. On the other hand, if the sensor output value A is less than or equal to the threshold value ⁇ or the sensor output value B is greater than or equal to the threshold value ⁇ , the ethanol concentration sensor 52 is abnormal in step S212. More specifically, a stack has occurred. Judgment is made.
- the validity of each of the two sensor output values A and B is determined, so that it is compared with the abnormality determination process performed in the first embodiment.
- the abnormality of the ethanol concentration sensor 52 can be detected more accurately.
- 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. 4 is a schematic diagram showing the 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. 4 are common to the fuel supply system shown in FIG. 4
- the difference between the present embodiment and the first embodiment is the position where the ethanol concentration sensor is attached.
- the ethanol concentration sensor 54 is provided in the jet pump flow path 26 of the fuel pump module 12.
- the ignition switch When the ignition switch is turned on and the feed pump 16 is operating, part of the pressurized fuel pumped by the feed pump 16 flows into the jet pump flow path 26. This creates a state in which fuel exists between the electrodes of the ethanol concentration sensor 54.
- the ignition switch is turned off and the feed pump 16 is stopped, the fuel does not flow into the jet pump flow passage 26, and the fuel inside the jet pump flow passage 26 is eventually caused by the action of gravity. Get out naturally. As a result, a state in which no fuel exists between the electrodes of the ethanol concentration sensor 54 is created.
- the information necessary for determining the abnormality of the ethanol concentration sensor 54 is obtained by capturing the output value of the ethanol concentration sensor 54 in each case of turning on and off the ignition switch. I can get it.
- the procedure shown in the flowchart of FIG. 2 can be adopted.
- the procedure shown in the flowchart of FIG. 3 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. 5 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. 5 are common to the fuel supply system shown in FIG.
- the difference between the present embodiment and the first embodiment is the position where the ethanol concentration sensor is attached.
- the ethanol concentration sensor 56 is provided in the first return flow path 38.
- the flow of fuel inside the first return flow path 38 is determined by whether the fuel pressure switching valve 46 is open or closed.
- the fuel pressure switching valve 46 When the fuel pressure switching valve 46 is closed, the fuel flows into the first return flow path 38 by opening the high pressure regulator 42. Thereby, a state in which fuel exists between the electrodes of the ethanol concentration sensor 56 is created.
- the fuel pressure switching valve 46 is open, the high-pressure pressure regulator 42 remains closed by opening the low-pressure pressure regulator 44. Therefore, the fuel inside the first return flow path 38 naturally escapes due to the action of gravity, and a state where no fuel exists between the electrodes of the ethanol concentration sensor 55 is created.
- the ECU 50 as the abnormality detection device performs abnormality determination processing according to the routine shown in the flowchart of FIG.
- the routine shown in FIG. 6 is executed each time the internal combustion engine is started with the ignition switch turned on.
- the output value of the ethanol concentration sensor 56 is captured when a certain amount of time has elapsed since the start of the internal combustion engine.
- the certain amount of time here means a sufficient time until the fuel pressure increases and the low pressure regulator 44 opens. Since the initial setting of the fuel pressure switching valve 46 is in the open state, the low pressure pressure regulator 44 is first opened between the two pressure regulators 44 and 46.
- the sensor output value captured at this time is a sensor output value (“second sensor output value” according to the present invention) in a state where no fuel exists between the electrodes of the ethanol concentration sensor 56.
- this is referred to as a sensor output value B.
- step S304 it is determined whether or not the fuel pressure switching valve 46 is closed.
- the fuel pressure switching valve 46 is switched from the open state to the closed state in accordance with the operating state of the internal combustion engine such as the load and the rotational speed.
- the determination in step S304 is performed at a constant cycle until the fuel pressure switching valve 46 is closed.
- the output value of the ethanol concentration sensor 56 is captured when a certain amount of time has elapsed since the fuel pressure switching valve 46 was closed.
- the term “a certain amount of time” here means a sufficient time until the fuel pressure increases and the high-pressure pressure regulator 42 opens and the fuel flows into the first return flow path 38.
- the sensor output value captured at this time is a sensor output value (“first sensor output value” according to the present invention) in a state where fuel exists between the electrodes of the ethanol concentration sensor 56.
- first sensor output value first sensor output value
- the 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 setting of the reference difference ⁇ is as described in the first embodiment.
- step S308 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 S310 that the ethanol concentration sensor 56 is normal. On the other hand, if the difference between the sensor output value A and the sensor output value B is less than or equal to the reference difference ⁇ , it is determined in step S312 that the ethanol concentration sensor 56 is abnormal, more specifically, that a stack has occurred.
- the content of the determination performed in step S308 can be replaced with the content of the determination performed in step S208 of the routine shown in FIG. That is, the sensor output value A may be compared with the threshold value ⁇ , and the sensor output value B may be compared with the threshold value ⁇ . In this case, if the sensor output value A is larger than the threshold value ⁇ and the sensor output value B is smaller than the threshold value ⁇ , it can be determined that the ethanol concentration sensor 56 is normal. On the other hand, if the sensor output value A is equal to or less than the threshold value ⁇ or the sensor output value B is equal to or greater than the threshold value ⁇ , it can be determined that the ethanol concentration sensor 56 is abnormal.
- Embodiment 5 FIG. Next, a fifth embodiment of the present invention will be described with reference to the drawings.
- 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 is that a function as a rationality diagnosis device is added to the ECU 50.
- the stack of ethanol concentration sensors 52 can be accurately detected.
- the output characteristics of the ethanol concentration sensor 52 change.
- the output characteristics change due to foreign matter adhering between the electrodes, corrosion of the electrode surface, or loss of part of the electrode. May occur.
- whether or not the output characteristic of the ethanol concentration sensor 52 has changed is determined from the relationship with the output values of other sensors.
- Another sensor used in the present embodiment is an air-fuel ratio sensor (not shown) arranged in the exhaust passage of the internal combustion engine.
- FIG. 7 is a diagram showing a control process at the start of the internal combustion engine provided with the fuel supply system shown in FIG.
- the uppermost chart in FIG. 7 shows the change over time of the integrated value of the amount of fuel injected from each injector 36 after the internal combustion engine is started.
- the second chart in FIG. 7 shows the change over time of the output value of the ethanol concentration sensor 52 when refueling is performed while the internal combustion engine is stopped.
- the ethanol concentration of the fuel stored in the fuel tank 10 is changed by refueling.
- the change in the ethanol concentration of the fuel is reflected in the output value of the ethanol concentration sensor 52 immediately after the operation of the feed pump 16.
- the ethanol concentration that is, the ethanol concentration in the delivery pipe can be estimated.
- the third chart in FIG. 7 shows the time change of the estimated value of the ethanol concentration in the delivery pipe.
- the time delay d1 from when the output value of the ethanol concentration sensor 52 changes until the estimated ethanol concentration in the delivery pipe starts to change changes until the fuel corresponding to the volume of the main flow path 24 is consumed. It is time delay.
- the time delay d2 from when the estimated ethanol concentration in the delivery pipe starts to change until it finishes changing is the time delay until the fuel in the delivery pipes 30 and 34 is completely replaced.
- the above-described air-fuel ratio sensor is used in air-fuel ratio feedback control for realizing the target air-fuel ratio.
- the air-fuel ratio feedback control in the FFV internal combustion engine the ethanol concentration of the fuel being used is learned based on the deviation between the actual air-fuel ratio estimated from the output value of the air-fuel ratio sensor and the target air-fuel ratio.
- the fourth chart in FIG. 7 shows the time change of the learned value of the ethanol concentration. The learning value changes in a step shape because the ethanol concentration learning is performed at a constant period.
- the estimated value of the ethanol concentration based on the output value of the ethanol concentration sensor 52 and the learned value of the ethanol concentration based on the output value of the air-fuel ratio sensor should substantially match. It is.
- the lowermost chart in FIG. 7 shows the change over time in the deviation between the estimated value of ethanol concentration and the learned value. In this chart, it can be seen that the deviation between the two is within the range of plus or minus ⁇ .
- the value of ⁇ is a limit value of an allowable error
- the output value of the ethanol concentration sensor 52 is suspected, that is, the ethanol concentration sensor 52. It can be judged that the rationality of is lost.
- the routine shown in the flowchart of FIG. 8 is a routine for rationality determination processing performed by the ECU 50 in the present embodiment. This routine is executed each time the internal combustion engine is started by turning on the ignition switch. This will be described below.
- the routine shown in FIG. 8 in the first step S402, it is determined whether or not the output value of the ethanol concentration sensor 52 has changed. When there is no change in the output value, there is no possibility that fuels having different ethanol concentrations were refueled when the internal combustion engine was stopped. Accordingly, in this case, this routine is terminated.
- the refueling condition is a condition that proves that refueling was performed when the internal combustion engine was stopped.
- the fuel supply condition may be that the remaining amount of fuel in the fuel tank 10 measured by the remaining fuel sensor is increased, or that the fuel cap is detected by a sensor or switch. If the oil supply condition is not satisfied despite the change in the output value of the ethanol concentration sensor 52, there is a possibility that some problem other than the determination target by this routine has occurred. Accordingly, in this case, this routine is terminated.
- step S406 When there is a change in the output value of the ethanol concentration sensor 52 and the refueling condition is satisfied, the process of step S406 is performed.
- step S406 the amount of fuel injected from each injector 36 is integrated.
- step S408 it is determined whether the integrated value of the fuel injection amount has become larger than the volume of the main flow path 24 (fuel pipe volume). This determination is performed to confirm that the fuel whose ethanol concentration has changed due to refueling has reached the delivery pipe 30.
- the process of step S406 is repeatedly performed at predetermined time steps until the condition of step S408 is satisfied.
- step S410 the estimated value of the ethanol concentration in the delivery pipe at the present time is calculated using the integrated value of the fuel injection amount and the output value of the ethanol concentration sensor 52.
- step S412 the ethanol concentration value (learned value) learned based on the deviation between the actual air-fuel ratio estimated from the output value of the air-fuel ratio sensor and the target air-fuel ratio is acquired from the memory.
- step S414 the deviation between the estimated value of the ethanol concentration in the delivery pipe calculated in step S410 and the learned value of the ethanol concentration obtained in step S412 is calculated. Then, it is determined whether or not the magnitude of the deviation is smaller than an allowable error limit value ⁇ . If the deviation between the two is within the range of ⁇ , the determination in step S416 is performed. In step S416, it is determined whether or not the integrated value of the fuel injection amount is larger than the sum of the volume obtained by multiplying the delivery pipe volume by a predetermined coefficient k and the fuel pipe volume. The coefficient k is set to a value of 2 or more, for example, 3. This determination is performed to confirm that the fuel in the delivery pipes 30 and 34 has been completely replaced with the fuel after refueling.
- step S406 to step S414 are repeatedly performed at predetermined time steps until the condition of step S416 is satisfied. If the condition of step S416 is satisfied without the magnitude of deviation between the estimated value of the ethanol concentration in the delivery pipe and the learned value of the ethanol concentration exceeding ⁇ , the rationality of the ethanol concentration sensor 52 is maintained. This routine is terminated.
- step S416 it is determined that the rationality of the ethanol concentration sensor 52 has been lost, and this routine ends.
- the rationality of the ethanol concentration sensor 52 can be quickly diagnosed.
- the sensor output value corresponding to the ethanol concentration in the fuel tank 10 can be obtained only by driving the feed pump 16 immediately after refueling without starting the internal combustion engine. Because you can get. Since the same applies to the configuration of the fuel supply system shown in FIG. 4, the above-described rationality determination method can also be applied to the rationality diagnosis of the ethanol concentration sensor 54 in the fuel supply system. .
- the fuel pressure switching valve 46 if the fuel pressure switching valve 46 is closed before the ignition is turned off, the output value of the ethanol concentration sensor 52 is changed to the sensor output value B without waiting for the ignition to be turned off. You may capture as. This is because closing the fuel pressure switching valve 46 also closes the low-pressure pressure regulator 44 and creates a state in which no fuel exists between the electrodes of the ethanol concentration sensor 52.
- the two threshold values ⁇ and ⁇ used in the abnormality determination process of the second embodiment may be the same.
- the threshold value is a value that can clearly distinguish the sensor output value when fuel exists between the electrodes of the ethanol concentration sensor and the sensor output value when air exists between the electrodes of the ethanol concentration sensor. To do.
- an electric pump is used as the fuel pump.
- the fuel pump may be a mechanical pump driven by an internal combustion engine.
- the present invention is also applicable to a fuel supply system that does not have a fuel pressure switching valve and is provided with only one type of pressure regulator.
- 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.
- Fuel tank 16 Feed pump (fuel pump) 24 Main flow path 26 Jet pump flow path (branch flow path) 28 Jet pump 36 Injector 38 First return flow path (branch flow path) 40 Second return channel (branch channel) 42 High pressure regulator (pressure regulating valve) 44 Low pressure regulator (pressure regulating valve) 46 Fuel pressure switching valve 50 ECU 52, 54, 56 Ethanol concentration sensor (fuel property sensor)
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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。
16 フィードポンプ(燃料ポンプ)
24 メイン流路
26 ジェットポンプ用流路(支流路)
28 ジェットポンプ
36 インジェクタ
38 第1リターン流路(支流路)
40 第2リターン流路(支流路)
42 高圧プレッシャレギュレータ(圧力調整弁)
44 低圧プレッシャレギュレータ(圧力調整弁)
46 燃圧切替弁
50 ECU
52,54,56 エタノール濃度センサ(燃料性状センサ)
Claims (6)
- 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、
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分岐して設けられ、前記内燃機関の始動から停止後の次回の始動までの間に内部から燃料が抜け出た状況が生じうる支流路と、
前記支流路に配置された燃料性状センサであって、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、
前記支流路に燃料が流れている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、
前記支流路から燃料が抜け出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。 - 前記支流路は、圧力調整弁により前記本流路から排出された燃料を案内するための燃料流路であ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。
- 前記支流路は、前記燃料ポンプの吸込み口に燃料を送り込むためのジェットポンプに接続される燃料流路であ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3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3の何れか1項に記載の内燃機関の異常検出装置。
- 前記燃料性状センサは燃料のアルコール濃度を計測するためのアルコール濃度センサであり、
前記異常検出装置は、
前記インジェクタによる燃料噴射量の積算値と前記アルコール濃度センサの出力値とを用いて前記インジェクタから噴射される燃料のアルコール濃度を推定するアルコール濃度推定手段と、
前記内燃機関の排気通路に配置された空燃比センサの出力値に基づく空燃比フィードバック制御によって前記インジェクタから噴射される燃料のアルコール濃度を学習するアルコール濃度学習手段と、
給油によって前記アルコール濃度センサの出力値が変化した場合に、前記アルコール濃度推定手段によるアルコール濃度の推定値と前記アルコール濃度学習手段によるアルコール濃度の学習値との差が所定値内になっているかどうか検証することによって前記アルコール濃度センサの合理性が保たれているかどうか判定する合理性判定手段と、
をさらに備えることを特徴とする請求項1乃至5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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BR112013011421-5A BR112013011421B1 (pt) | 2010-12-28 | 2010-12-28 | dispositivo de detecção de anormalidade para motor de combustão interna |
JP2012550638A JP5429407B2 (ja) | 2010-12-28 | 2010-12-28 | 内燃機関の異常検出装置 |
EP10861323.3A EP2660448B1 (en) | 2010-12-28 | 2010-12-28 | Error detection device for internal combustion engine |
CN201080070957.3A CN103299057B (zh) | 2010-12-28 | 2010-12-28 | 内燃机的异常检测装置 |
US13/881,060 US9395271B2 (en) | 2010-12-28 | 2010-12-28 | Abnormality detection device for internal combustion engine |
PCT/JP2010/073761 WO2012090316A1 (ja) | 2010-12-28 | 2010-12-28 | 内燃機関の異常検出装置 |
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US9423392B1 (en) * | 2011-10-10 | 2016-08-23 | The Boeing Company | Methods and systems for indicating and determining fuel properties |
JP6268487B2 (ja) * | 2014-09-29 | 2018-01-31 | トヨタ自動車株式会社 | 内燃機関の燃圧センサ異常診断装置 |
JP6384500B2 (ja) * | 2016-02-12 | 2018-09-05 | 株式会社デンソー | 燃料ポンプ、燃料供給装置及び燃料供給制御システム |
US20180025278A1 (en) * | 2016-07-22 | 2018-01-25 | Exxonmobil Research And Engineering Company | System and method for fueling location recommendations |
KR101967453B1 (ko) * | 2017-11-23 | 2019-04-09 | 현대오트론 주식회사 | Ffv 차량의 에탄올 센서 고장 대처 시스템 및 방법 |
KR102042817B1 (ko) * | 2018-09-27 | 2019-11-08 | 현대오트론 주식회사 | Ffv 차량의 연료시스템 진단방법 및 이를 통해 운용되는 ffv 차량 |
KR102053363B1 (ko) | 2018-10-26 | 2019-12-06 | 현대오트론 주식회사 | Ffv 차량의 에탄올 센서의 타당성 진단방법 및 이를 통해 운용되는 ffv 차량 |
DE202019106004U1 (de) | 2019-10-29 | 2021-02-01 | Paul Müller GmbH & Co. KG Unternehmensbeteiligungen | Freilaufelement |
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Also Published As
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EP2660448B1 (en) | 2019-11-13 |
US9395271B2 (en) | 2016-07-19 |
BR112013011421B1 (pt) | 2021-03-09 |
EP2660448A1 (en) | 2013-11-06 |
JPWO2012090316A1 (ja) | 2014-06-05 |
JP5429407B2 (ja) | 2014-02-26 |
CN103299057A (zh) | 2013-09-11 |
EP2660448A4 (en) | 2018-03-07 |
US20130268209A1 (en) | 2013-10-10 |
CN103299057B (zh) | 2015-09-30 |
BR112013011421A2 (pt) | 2016-08-02 |
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