WO2014132508A1 - Dispositif de diagnostic de filtre à carburant et procédé de diagnostic - Google Patents

Dispositif de diagnostic de filtre à carburant et procédé de diagnostic Download PDF

Info

Publication number
WO2014132508A1
WO2014132508A1 PCT/JP2013/081956 JP2013081956W WO2014132508A1 WO 2014132508 A1 WO2014132508 A1 WO 2014132508A1 JP 2013081956 W JP2013081956 W JP 2013081956W WO 2014132508 A1 WO2014132508 A1 WO 2014132508A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
control unit
atmospheric pressure
fuel filter
pressure
Prior art date
Application number
PCT/JP2013/081956
Other languages
English (en)
Japanese (ja)
Inventor
泰治 高村
Original Assignee
日産ライトトラック株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産ライトトラック株式会社 filed Critical 日産ライトトラック株式会社
Priority to JP2015502717A priority Critical patent/JP5973055B2/ja
Priority to CN201380073604.2A priority patent/CN105008707A/zh
Publication of WO2014132508A1 publication Critical patent/WO2014132508A1/fr

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
    • F02M37/40—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements with means for detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • 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 a fuel filter diagnostic device and a diagnostic method for diagnosing whether or not a fuel filter is clogged.
  • a fuel filter that removes foreign matters mixed in fuel is disposed in a fuel pipe that communicates a fuel tank and a fuel pump. If the fuel filter is clogged, fuel supply to the engine cannot be performed smoothly. For this reason, as described in Japanese Patent Application Laid-Open No. 2010-255517 (Patent Document 1), when the fuel pressure on the downstream side of the fuel filter becomes lower than a predetermined threshold value (fixed value), the fuel filter is considered. Techniques for diagnosing clogging have been proposed.
  • the predetermined threshold value for diagnosing whether or not the fuel filter is clogged is a fixed value, the fuel filter is clogged even though the fuel filter is not clogged. There was a risk of misdiagnosis.
  • an object of the present invention is to provide a fuel filter diagnostic device and a diagnostic method that make it difficult for erroneous diagnosis to occur even when atmospheric pressure changes.
  • a fuel filter diagnostic device includes: a negative pressure sensor that detects a fuel negative pressure downstream of a fuel filter disposed in a fuel pipe that communicates a fuel tank and a fuel pump; an atmospheric pressure sensor that detects an atmospheric pressure; And a control unit for reading the output signals of the negative pressure sensor and the atmospheric pressure sensor and diagnosing whether or not the fuel filter is clogged.
  • the control unit sets a threshold value according to the atmospheric pressure, and diagnoses that the fuel filter is clogged when the fuel pressure obtained by adding the fuel negative pressure and the atmospheric pressure becomes equal to or lower than the threshold value.
  • the threshold value is switched according to the atmospheric pressure, it is possible to prevent a misdiagnosis from occurring even if the atmospheric pressure changes.
  • FIG. 1 shows an example of a common rail system equipped with a fuel filter diagnostic device.
  • Fuel (light oil) stored in the fuel tank 100 is supplied to a supply pump 130 driven by a diesel engine ENG through a low-pressure fuel pipe 120 in which two fuel filters 110 are disposed.
  • the fuel supplied to the supply pump 130 is increased to a specified pressure by the supply pump 130 and supplied to the common rail 150 via the high-pressure fuel pipe 140. Further, the fuel that has been boosted to a specified pressure or higher by the supply pump 130 for some reason is returned to the fuel tank 100 via the fuel return pipe 160 when the built-in relief valve is opened.
  • the low-pressure fuel pipe 120 and the supply pump 130 are examples of the fuel pipe and the fuel pump, respectively.
  • the number of fuel filters 110 provided in the low-pressure fuel pipe 120 is not limited to two, but may be other numbers.
  • the fuel supplied to the common rail 150 is diverted to an injector 170 attached to the cylinder head of each cylinder, and the fuel injection amount and fuel according to the operating state of the diesel engine ENG It is injected into the combustion chamber at the injection timing. Further, the fuel that has not been injected from the injector 170 is returned to the fuel tank 100 via the fuel return pipe 160.
  • the common rail 150 is provided with a fuel pressure sensor 180 for detecting the pressure (fuel pressure) of the fuel accumulated therein, and an output signal thereof is input to a control unit 190 incorporating a computer.
  • the control unit 190 electronically controls the flow control valve built in the supply pump 130 so that the fuel pressure detected by the fuel pressure sensor 180 becomes a specified pressure.
  • a relief valve 200 that opens when the fuel pressure reaches the allowable upper limit value is attached to the common rail 150. The fuel flowing out from the relief valve 200 is returned to the fuel tank 100 via the fuel return pipe 160.
  • the control unit 190 determines the fuel injection amount and the fuel injection timing according to the operating state of the diesel engine ENG, and outputs an operation signal to the injector 170 at a predetermined timing.
  • a negative pressure sensor 210 for detecting a fuel negative pressure is attached to the low pressure fuel pipe 120 located downstream of the fuel filter 110, that is, between the fuel filter 110 and the supply pump 130. Therefore, the negative pressure sensor 210 detects the fuel negative pressure sucked from the fuel tank 100 via the fuel filter 110 in accordance with the operation of the supply pump 130.
  • the output signal of the negative pressure sensor 120 is input to the control unit 190.
  • the control unit 190 also detects an atmospheric pressure sensor 220 that detects atmospheric pressure, a rotation speed sensor 230 that detects the rotation speed of the diesel engine ENG (engine rotation speed), and a temperature (water temperature) of the cooling water of the diesel engine ENG. Each output signal of the water temperature sensor 240 is input.
  • the atmospheric pressure, the engine rotation speed, and the water temperature are not limited to the configuration that is directly detected by the atmospheric pressure sensor 220, the rotation speed sensor 230, and the water temperature sensor 240. You may make it read from the engine control unit (not shown) etc. which were made.
  • control unit 190 is an example of an alarm device attached to an instrument panel located in front of the driver's seat in order to notify the vehicle driver or the like that the fuel filter 110 is clogged.
  • a warning light 250 is connected.
  • control unit 190 executes a control program written in a non-volatile memory such as a flash ROM (Read Only Memory) to check whether or not the fuel filter 110 is clogged by the following logic. Diagnose.
  • a non-volatile memory such as a flash ROM (Read Only Memory)
  • diagnosis permission logic e.g., diagnosis permission logic
  • threshold setting logic e.g., threshold setting logic
  • filter diagnosis logic e.g., filter diagnosis logic.
  • FIG. 2 shows an example of a diagnosis permission logic for diagnosing whether or not a condition for diagnosing whether or not the fuel filter 110 is clogged.
  • the control unit 190 includes an atmospheric pressure condition (first condition) in which the atmospheric pressure is equal to or higher than a predetermined pressure, a rotation speed condition (second condition) in which the engine speed is within a predetermined range, and a water temperature at which the water temperature is equal to or higher than the predetermined temperature.
  • first condition in which the atmospheric pressure is equal to or higher than a predetermined pressure
  • second condition in which the engine speed is within a predetermined range
  • the flow rate of fuel supplied from the fuel tank 100 to the supply pump 130 is extremely small or extremely large.
  • a rotational speed condition in which the engine rotational speed is within a predetermined range is applied.
  • the possibility of misdiagnosis increases because the diesel engine ENG is not operating stably.
  • a water temperature condition is applied.
  • an abnormality such as a failure occurs in the negative pressure sensor 210
  • the fuel negative pressure downstream of the fuel filter 110 cannot be accurately detected. Therefore, an abnormality has occurred in the negative pressure sensor 210 as a diagnosis permission condition. Not applicable.
  • whether or not an abnormality has occurred in the negative pressure sensor 210 can be diagnosed by, for example, a known diagnostic function.
  • the clogging diagnosis of the fuel filter 110 is executed in a state where there is a high possibility that a misdiagnosis is performed. Can be suppressed, and the diagnostic accuracy can be improved. Note that it is also possible to apply that at least one of the atmospheric pressure condition, the rotation speed condition, the water temperature condition, and the sensor condition is satisfied as the diagnosis permission condition.
  • FIG. 3 shows an example of threshold setting logic for setting a first threshold for determining whether or not the fuel filter 110 is clogged.
  • the control unit 190 determines that the vehicle is traveling at a standard altitude that does not interfere with the clogging diagnosis of the fuel filter 110 if the atmospheric pressure is equal to or higher than the threshold value Hi. It is determined that the vehicle is traveling in a highland where the filter 110 is clogged.
  • the reason why the two threshold values Hi and Lo are used when determining the point where the vehicle is traveling is, for example, when the vehicle frequently travels between a lowland and a highland on a mountain road. This is to suppress control hunting.
  • the control unit 190 has a standard table and a high altitude table in which a control value suitable for the engine rotation speed is set in a nonvolatile memory, and according to a determination result of a point where the vehicle is traveling. The table is switched and a first threshold value corresponding to the engine speed is set.
  • the standard or high altitude table is appropriately switched according to the atmospheric pressure closely related to the altitude, and the atmospheric pressure is set by referring to the table and setting the first threshold value corresponding to the engine rotation speed. Even if changes, it is possible to make misdiagnosis difficult to occur.
  • FIG. 4 shows an example of filter diagnosis logic for diagnosing whether or not the fuel filter 110 is clogged.
  • the control unit 190 calculates the fuel pressure (absolute pressure) obtained by adding the atmospheric pressure and the fuel negative pressure, and the second threshold (which is equal to or less than the first threshold (variable value) or smaller than the first threshold ( It is determined whether or not it is less than (fixed value). If the control unit 190 determines that the fuel pressure is the first threshold value, the control unit 190 determines that the fuel filter 110 is clogged, and causes the warning light 250 attached to the instrument panel to move at a slow interval. Blink. Here, the control unit 190 outputs a first operation signal in order to blink the warning lamp 250 at a slow interval.
  • the control unit 190 determines that the fuel pressure is equal to or lower than the second threshold value, the vehicle driver or the like ignores the fuel filter 110 and drives the vehicle even though the fuel filter 110 is clogged. It is determined that the operation has been continued, and the warning lamp 250 is blinked at an early interval, and a control signal for limiting the output torque is output to the engine control unit.
  • the control unit 190 outputs the second operation signal in order to change the operation state of the warning lamp 250 and blink at an early interval.
  • the second threshold value may be a value with some margin from the limit pressure at which the fuel filter 110 is clogged and the diesel engine ENG stalls, for example.
  • FIG. 5 shows an example of the diagnosis permission process.
  • step 1 abbreviated as “S1” in the figure, the same applies hereinafter
  • the control unit 190 reads the atmospheric pressure from the atmospheric pressure sensor 220.
  • step 2 the control unit 190 determines whether or not the atmospheric pressure is equal to or higher than a predetermined pressure, in other words, whether or not the vehicle is traveling at a point with an extremely high altitude.
  • a predetermined pressure for example, in consideration of the output characteristics of the negative pressure sensor 210, a value having a margin more than a limit pressure at which a misdiagnosis may be performed can be set. If the control unit 190 determines that the atmospheric pressure is equal to or higher than the predetermined pressure, the control unit 190 proceeds to step 3 (Yes), whereas if it determines that the atmospheric pressure is lower than the predetermined pressure, the control unit 190 proceeds to step 9. (No).
  • step 3 the control unit 190 reads the engine rotation speed from the rotation speed sensor 230.
  • step 4 the control unit 190 determines whether or not the engine speed is within a predetermined range. Then, if the control unit 190 determines that the engine speed is within the predetermined range, the control unit 190 proceeds to step 5 (Yes), whereas if it determines that the engine speed is out of the predetermined range, the control unit 190 performs the process. Proceed to 9 (No).
  • step 5 the control unit 190 reads the water temperature from the water temperature sensor 240.
  • step 6 the control unit 190 determines whether or not the water temperature is equal to or higher than a predetermined temperature, in other words, whether or not the warm-up operation of the diesel engine ENG has been completed. If the control unit 190 determines that the water temperature is equal to or higher than the predetermined temperature, the control unit 190 proceeds to step 7 (Yes), while if the water temperature is determined to be lower than the predetermined temperature, the control unit 190 proceeds to step 9 (No). ).
  • step 7 the control unit 190 determines whether or not an abnormality such as a failure has occurred in the negative pressure sensor 210 using, for example, a self-diagnosis function of the sensor. If the control unit 190 determines that no abnormality has occurred in the negative pressure sensor 210, the process proceeds to step 8 (Yes), while if it determines that an abnormality has occurred in the negative pressure sensor 210, the process proceeds. To step 9 (No).
  • step 8 the control unit 190 sets the diagnosis permission flag stored in the nonvolatile memory to 1 (permission).
  • step 9 the control unit 190 sets the diagnosis permission flag stored in the nonvolatile memory to 0 (prohibited).
  • the diagnosis permission flag is set to 1 when all of the atmospheric pressure condition, the rotation speed condition, the water temperature condition, and the sensor condition are satisfied. On the other hand, when at least one of the atmospheric pressure condition, the rotation speed condition, the water temperature condition, and the sensor condition is not satisfied, the diagnosis permission flag is set to 0.
  • FIG. 6 shows an example of the threshold setting process.
  • the control unit 190 reads the atmospheric pressure from the atmospheric pressure sensor 220.
  • step 12 the control unit 190 determines whether or not the atmospheric pressure is equal to or higher than the threshold value Hi. If the control unit 190 determines that the atmospheric pressure is greater than or equal to the threshold value Hi, the control unit 190 proceeds to step 13 (Yes), whereas if it determines that the atmospheric pressure is less than the threshold value Hi, the process proceeds to step 14. Advance (No).
  • step 13 the control unit 190 switches the table for determining the first threshold according to the engine speed to the standard table.
  • step 14 the control unit 190 determines whether or not the atmospheric pressure is equal to or lower than a threshold Lo that is smaller than the threshold Hi. If the control unit 190 determines that the atmospheric pressure is equal to or lower than the threshold value Lo, the control unit 190 proceeds to step 15 (Yes), while if it determines that the atmospheric pressure is higher than the threshold value Lo, the process proceeds to step 17 ( No).
  • step 15 the control unit 190 switches the table for determining the first threshold value according to the engine rotation speed to a table for high altitude.
  • step 16 the control unit 190 reads the engine rotation speed from the rotation speed sensor 230.
  • step 17 the control unit 190 refers to the currently selected table and sets a first threshold value corresponding to the engine speed.
  • the table for determining the first threshold value is switched to the standard table, and when the atmospheric pressure becomes equal to or lower than the threshold value Lo, the first threshold value is changed.
  • the table for determination is switched to a table for high altitude. If the atmospheric pressure is higher than the threshold Lo and lower than the threshold Hi, the currently selected table is used as it is. Then, the currently selected table is referred to, and a first threshold value corresponding to the engine speed is set.
  • FIG. 7 shows an example of the filter diagnosis process.
  • the control unit 190 reads the diagnosis permission flag from the non-volatile memory, and whether or not the diagnosis permission flag is 1, that is, whether or not a diagnosis permission condition for diagnosing clogging of the fuel filter 110 is satisfied. Determine whether.
  • the control unit 190 advances the process to step 22 if it is determined that the diagnosis permission flag is 1 (permitted) (Yes), and performs the process if it is determined that the diagnosis permission flag is 0 (prohibited). End (No).
  • step 22 the control unit 190 reads the fuel negative pressure from the negative pressure sensor 210.
  • step 23 the control unit 190 reads the atmospheric pressure from the atmospheric pressure sensor 220.
  • control unit 190 calculates the fuel pressure (absolute pressure) of the low-pressure fuel pipe 120 located between the fuel filter 110 and the supply pump 130 by adding the fuel negative pressure and the atmospheric pressure.
  • step 25 the control unit 190 determines whether or not the fuel pressure is less than or equal to the second threshold, that is, whether or not the fuel filter 110 is clogged and the diesel engine ENG is about to stall. To do. Then, if the control unit 190 determines that the fuel pressure is equal to or lower than the second threshold value, the control unit 190 proceeds to step 26 (Yes), while if it determines that the fuel pressure is higher than the second threshold value, the process proceeds to step 28. Proceed to No (No).
  • step 26 the control unit 190 causes the warning light 250 attached to the instrument panel to blink at an early interval.
  • step 27 the control unit 190 outputs a control signal for limiting the output torque of the diesel engine ENG to the engine control unit.
  • step 28 the control unit 190 determines whether or not the fuel pressure is equal to or lower than the first threshold, in other words, whether or not the fuel filter 110 is clogged. If the control unit 190 determines that the fuel pressure is equal to or lower than the first threshold value, the control unit 190 advances the process to step 29 (Yes), whereas if it determines that the fuel pressure is higher than the first threshold value, the control unit 190 ends the process. (No).
  • step 29 the control unit 190 causes the warning light 250 attached to the instrument panel to blink at a slow interval.
  • the filter diagnosis process when the diagnosis permission flag is 1, it is diagnosed whether or not the fuel filter 110 is clogged. Therefore, the diagnosis in a state where a possibility of misdiagnosis is high is made. It is not executed, and the diagnostic accuracy can be improved. Further, when the fuel pressure obtained by adding the fuel pressure and the atmospheric pressure decreases to the first threshold value, it is determined that the fuel filter 110 is clogged. This utilizes the phenomenon that when the fuel filter 110 is clogged, the amount of fuel that can be supplied to the supply pump 130 decreases, and the fuel negative pressure on the downstream side of the fuel filter 110 decreases. When the fuel filter 110 is clogged, the warning light 250 blinks at a slow interval to notify the vehicle driver and the like. Accordingly, a vehicle driver who recognizes that the warning lamp 250 is blinking slowly can eliminate the clogging by replacing the element of the fuel filter 110, for example.
  • the warning lamp 250 blinks slowly but ignores the warning light 250 and continues to drive the vehicle, the fuel filter 110 is further clogged, and the fuel negative pressure on the downstream side further increases. descend.
  • the fuel pressure obtained by adding the fuel negative pressure and the atmospheric pressure becomes equal to or lower than the second threshold value, it is determined that the diesel engine ENG will soon be in a stalled state, and the warning lamp 250 blinks at an early interval. For this reason, the vehicle driver or the like can detect the danger that the diesel engine ENG will stall due to a change in the blinking state of the warning light 250, and can take prompt action.
  • control signal for limiting the output torque is output to the engine control unit along with the change of the blinking state of the warning lamp 250, the flow rate of the fuel flowing through the low-pressure fuel pipe 120 is reduced and the pressure loss is reduced. The time until the diesel engine ENG stalls can be increased. For this reason, it becomes possible to convey a vehicle to a service factory etc., for example, it can suppress that a vehicle stops on a road.
  • the limitation on the output torque may be that the vehicle can travel with no problem in traveling on a general road.
  • the fuel filter diagnostic device described above can be applied not only to diesel engines equipped with a common rail system, but also to other diesel engines, gasoline engines, and the like. Further, the number of tables for setting the first threshold is not limited to two according to the atmospheric pressure, and may be three or more.

Abstract

Dispositif de diagnostic de filtre à carburant comportant : un capteur de pression négative qui détecte la pression de carburant négative en aval d'un filtre à carburant situé dans un tuyau de carburant reliant un réservoir de carburant et une pompe à carburant ; un capteur de pression atmosphérique qui détecte la pression atmosphérique ; et une unité de commande qui lit les signaux de sortie respectifs provenant du capteur de pression négative et du capteur de pression atmosphérique, et détermine si le filtre à carburant s'est encrassé. L'unité de commande fixe une première valeur seuil conformément à la pression atmosphérique, et lorsque la pression de carburant obtenue par l'addition de la pression de carburant négative et de la pression atmosphérique est inférieure ou égale à la première valeur seuil, l'unité de commande détermine que le filtre à carburant s'est encrassé.
PCT/JP2013/081956 2013-02-27 2013-11-27 Dispositif de diagnostic de filtre à carburant et procédé de diagnostic WO2014132508A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2015502717A JP5973055B2 (ja) 2013-02-27 2013-11-27 燃料フィルタの診断装置及び診断方法
CN201380073604.2A CN105008707A (zh) 2013-02-27 2013-11-27 燃料过滤器的诊断装置和诊断方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013-037303 2013-02-27
JP2013037303 2013-02-27

Publications (1)

Publication Number Publication Date
WO2014132508A1 true WO2014132508A1 (fr) 2014-09-04

Family

ID=51427796

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/081956 WO2014132508A1 (fr) 2013-02-27 2013-11-27 Dispositif de diagnostic de filtre à carburant et procédé de diagnostic

Country Status (3)

Country Link
JP (1) JP5973055B2 (fr)
CN (1) CN105008707A (fr)
WO (1) WO2014132508A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7310657B2 (ja) * 2020-03-06 2023-07-19 トヨタ自動車株式会社 燃料性状診断装置
CN112012861B (zh) * 2020-08-28 2022-06-17 深圳拓邦股份有限公司 一种割草机的发动机控制方法、装置及割草机
US11898515B2 (en) 2022-03-18 2024-02-13 Ford Global Technologies, Llc Systems and methods for a vehicle engine fuel system
CN115100832A (zh) * 2022-06-20 2022-09-23 徐州徐工挖掘机械有限公司 一种发动机空滤堵塞报警的控制方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5935676U (ja) * 1982-08-31 1984-03-06 日産自動車株式会社 ディーゼルエンジンの燃料フィルタの詰まり警告装置
JP2006283724A (ja) * 2005-04-04 2006-10-19 Hitachi Constr Mach Co Ltd 建設機械の燃料フィルタ目詰まり検知装置
JP2010255517A (ja) * 2009-04-24 2010-11-11 Kobelco Contstruction Machinery Ltd エンジン制御装置

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08200119A (ja) * 1995-01-23 1996-08-06 Toyota Motor Corp 内燃機関の燃料噴射量制御装置
FR2787143B1 (fr) * 1998-12-14 2001-02-16 Magneti Marelli France Detection de l'encrassement d'un filtre a carburant d'un circuit d'alimentation d'un moteur a combustion interne
JP2004068763A (ja) * 2002-08-08 2004-03-04 Toyota Motor Corp 内燃機関の燃料供給制御装置
JP2005104392A (ja) * 2003-10-01 2005-04-21 Komatsu Ltd タンク内燃料清浄処理装置
JP4135666B2 (ja) * 2004-03-24 2008-08-20 トヨタ自動車株式会社 エンジンの燃料供給制御装置
JP4407611B2 (ja) * 2005-10-06 2010-02-03 株式会社デンソー 燃料噴射制御装置
JP4306722B2 (ja) * 2006-11-24 2009-08-05 トヨタ自動車株式会社 燃料噴射装置
JP2010203330A (ja) * 2009-03-04 2010-09-16 Denso Corp 燃料供給経路の異常診断装置
JP5168222B2 (ja) * 2009-04-27 2013-03-21 株式会社デンソー 燃料噴射装置
JP2012122336A (ja) * 2010-12-06 2012-06-28 Ud Trucks Corp 内燃機関用エアフィルタの目詰まり判定装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5935676U (ja) * 1982-08-31 1984-03-06 日産自動車株式会社 ディーゼルエンジンの燃料フィルタの詰まり警告装置
JP2006283724A (ja) * 2005-04-04 2006-10-19 Hitachi Constr Mach Co Ltd 建設機械の燃料フィルタ目詰まり検知装置
JP2010255517A (ja) * 2009-04-24 2010-11-11 Kobelco Contstruction Machinery Ltd エンジン制御装置

Also Published As

Publication number Publication date
CN105008707A (zh) 2015-10-28
JPWO2014132508A1 (ja) 2017-02-02
JP5973055B2 (ja) 2016-08-23

Similar Documents

Publication Publication Date Title
US5773716A (en) Method and unit for diagnosing leakage of an internal combustion engine high-pressure injection system
US9051893B2 (en) Method for detecting a malfunction in an electronically regulated fuel injection system of an internal combustion engine
US8695411B2 (en) Oil-pressure determination apparatus of engine
JP4831015B2 (ja) 内燃機関の異常診断装置
JP4207994B2 (ja) 負圧発生装置の故障判定装置
US20020112528A1 (en) Method of diagnosing leakage in an internal combustion engine common-rail injection system
JP5973055B2 (ja) 燃料フィルタの診断装置及び診断方法
JP6354734B2 (ja) 内燃機関の異常検出装置
KR20150113002A (ko) 특히 자동차의 연료 분사 장치를 작동하기 위한 방법 및 장치
US20120072092A1 (en) Fuel control diagnostic system and method
CN101629526A (zh) 一种节气门位置传感器故障诊断处理方法
US11661900B2 (en) Method for monitoring a fuel supply system of an internal combustion engine and internal combustion engine for carrying out such a method
JP4900328B2 (ja) 燃料分離器の異常判定装置
JP4534865B2 (ja) 燃料供給装置の吸入経路監視装置
JP2010275912A (ja) 可変バルブタイミング制御システムの異常診断装置
JP7119473B2 (ja) 異常診断装置および異常診断方法
JP2010071081A (ja) 燃料レベル検出器の異常診断装置
JP2010001846A (ja) 内燃機関の異常診断装置
DE102011102282A1 (de) Kraftstoffeinspritzvorrichtung eines Kraftfahrzeugs
JP5804639B2 (ja) 燃料漏れ検出方法及びコモンレール式燃料噴射制御装置
JP4962430B2 (ja) 燃料分離器の異常判定装置
JP2003531999A (ja) 内燃機関たとえば車両内燃機関のための燃料供給システム作動方法
JP6498000B2 (ja) 圧力センサ故障診断方法及びコモンレール式燃料噴射制御装置
JP5744634B2 (ja) 燃料添加弁の故障検出装置
JP2011052664A (ja) 蓄圧式燃料噴射システム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13876592

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2015502717

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13876592

Country of ref document: EP

Kind code of ref document: A1