Device and method for fault detection in a fuel supply system of a motor vehicle

专利摘要:
The invention relates to a method for error detection in a fuel-supply system comprising a feed device (260) for achieving a fuel-supply pressure (P-rail) in an engine (280) and a valve device (250) via which fuel is supplied to the feed device (260) from a container (230), in addition to devices (287) for identifying said fuel-supply pressure (P_rail) in said engine (280). The method comprises the steps of: - determining (s410) a prevailing operating status in said engine (280): - determining (s415) whether said determined operating status corresponds to a predetermined operating status, which operating status is regarded as stationary; - continuously determining (s420) a progression in said fuel-supply pressure (P_rail) during said predetermined operating status. The method also comprises the steps of: determining (s430) the number of occasions (N) within a specified period (DT) said fuel-supply pressure (P_rail) alternately reaches a maximum or minimum value (max1, mini, max2, min2, max3, min3) that deviates from a predetermined reference value (P_rail_ref) by more than a predetermined deviation value; - if said number of occasions (N) exceeds a specified value (TH), taking this as an indication that said valve device (250) is not functioning as intended. The invention relates also to a computer programme product comprising programme code (P) for a computer (200; 210) for implementing a method according to the invention. The invention relates also to a device and a motor vehicle equipped with the device.
公开号:SE1251395A1
申请号:SE1251395
申请日:2012-12-10
公开日:2013-06-14
发明作者:Rikard Dyrsch；Erik Rundqvist
申请人:Scania Cv Ab；
IPC主号:

专利说明:

1015202530typically by means of a dedicated regulator and PWM signal. It's offmost important that rapid regulation of the IMV valve is possible to perform. It isalso important that a fuel pressure of said common-rail does not drop orincreases during transient processes in terms of metered amount of fuel in the enginecylinders. This places high demands on the IMV valve to react fairlyimmediately on control information in the PWM signal. A known problem that isassociated with said IMV valve is so-called "Slip-stick". This means thatthe valve is not able to change a continuous fuel flow in the desired manner.
A number of different sources of fuel system faults are possible. For example, canany of the feed pumps fail. Alternatively, an unwanted leak may occuroccur in e.g. fuel lines or the said common-rail. It is todaydifficult to diagnose a source of error in the fuel system, resulting in troubleshootingtime consuming. In some cases, even a properly functioning deviceincorrectly replaced, which is both time consuming and costly, in particularbecause an actual error in this regard is not remedied.
Today, an error code is generated in the event that the fuel system does not workintended manner. However, this error code is fairly general, therefore isolatedcomponents of the fuel system can not be clearly identified as probablesource of error. The error code that is generated today is thus not always fully helpfulfor a mechanic at a service station.
It should be pointed out in this context that the IMV valve is a relatively cheap onecomponent of the fuel system. It would therefore be beneficial to be able toisolate this particular component as a source of error in case it does not workintended manner. With today's more general error codes, this can not always be done.
DE102008044360 describes one in oneinternal combustion engine of a motor vehicle. The fuel injection system has onefuel injection systemfuel tank, fuel pump, control valve, common-rail and a control unit.1015202530The control unit is arranged to control the control valve to regulate fuel flowto said common-rail.
DE102006000483 describes oneinternal combustion engine of a motor vehicle. The fuel injection system has onefuel injection system of afuel tank, first fuel pump, control valve, second fuel pump, commonrail and a control unit. The control unit is arranged to control the control valve toregulate fuel flow to said second pump.
US20030084871 describes a fuel dosing system which is relevant toan excess feed of fuel to a common rail from a high pressure pumpdescribed. Said excess supply of fuel is caused by an incorrectIMV valve. With said excess feed, a setting of is changedmeasurement speed for engine idling.
SUMMARY OF THE INVENTIONThere is a need to be able to reliably identify a source of errorof the fuel system. In particular, it is desirable to be able to isolate IMVthe valve as a probable source of error in the event that it does not meet the desiredperformance, e.g. in a case where it starts to show too high slip-stick.
The IMV valve can be controlled, for example, with a PWM signal. Open IMV valvemeans that fuel is released to the high-pressure pump, which in turn means thatthe pressure in said common-rail increases. To lower the pressure, the fuel flow can be increasedthe high-pressure pump is throttled, in combination with fuel leaving the saidcommon-rail by dosing fuel to the engine cylinders. It's bigimportance that you can quickly regulate the desired fuel pressure, and that the pressure does notdecreases or increases with sudden changes in the dosed amount of fuel. Thisplaces high demands on the IMV valve to react quickly to changes in equipmentPWM signal. Slip-stick means that a change in PWM signal does not changeThe position of the IMV valve immediately, without a major change being required1015202530The PWM signal. The inventors of the present invention have found that whenThe IMV valve then finally moves, the control error in the control has been integratedup, which causes the position of the IMV valve to move too far. The inventors ofThe present invention has found that this can lead to large/ undershoots in the fuel pressure. Too high a pressure can cause thatthe pressure relief valve opens, an error code is formed and that the engine can onlyrun with limited performance. Even at too low a pressure, an error code canis generated, and if the pressure becomes too low, the engine may stop.
However, the mentioned error codes for high and low pressure, respectively, are not necessarily dueon an IMV valve (slip-stick) without a number of different sources of faultfuel system are possible. To facilitate troubleshooting providesthe present invention provides a diagnosis which clearly points out the IMV valve asincorrect, if so.
An object of the present invention is to provide a novel andadvantageous method for fault detection in a fuel supply system of amotor vehicle.
Another object of the invention is to provide a new and advantageousdevice and a new and advantageous computer program for error detection in onefuel supply system of a motor vehicle.
A further object of the invention is to provide a method, adevice and a computer program for unambiguously isolating a source of errorof a fuel system of a motor vehicle.provide onecost - effective procedure, device and computer program for error detection inA further object of the invention is thata fuel supply system of a motor vehicle.
Another object of the invention is to provide an alternativeprocedure, a new and advantageous device and a new and advantageous one1015202530computer programs for fault detection in a fuel supply system of amotor vehicle.procedure forThese objects are achieved with an error detection in onefuel supply system comprising a feed device forproviding a fuel supply pressure of an engine and avalve device via which fuel is supplied to the supply device from acontainers and devices for sensing said fuel supply pressure atsaid engine according to claim 1.
According tofault detection in a fuel supply system comprising a feed deviceone aspect of the invention there is provided a method ofto provide a fuel supply pressure to an engine and avalve device via which fuel is supplied to the supply device from acontainers and devices for sensing said fuel supply pressure atsaid motor, comprising the steps of:- determining a prevailing operating condition of said engine;determine whether the said operating license corresponds to apredetermined operating state, which operating state is to be regarded as stationary;continuously determining a course of said fuel supply pressure duringsaid predetermined operating condition. The method also includes the steps of:determine the number of times over a specified period of time as mentionedfuel supply pressure alternately reaches a maximum and minimum value, respectivelydeviates from a predetermined reference value by more than one predetermineddeviation value;if said number of times exceeds a certain value, take this asindication that said valve device does not work as intended.
The operating condition can be determined on the basis of an engine speed and / or to the enginedosed amount of fuel and / or request for desired pressure at a commonrail of the fuel supply system.1015202530That said operating condition is to be regarded as stationary includes that saidoperating condition is stationary or at least substantially stationary.
That said operating condition is to be regarded as stationary includes that saidoperating condition is determined to be stationary or at least substantially stationary.
Said operating condition can be considered as stationary when the engine speed (n) and / orthe amount of fuel dosed to the engine (280) changes to a small extent.
The fuel supply system can be of the common-rail type.
Said reference value can be determined on the basis of said predeterminedoperating license.
Said time period may be within an interval [10, 50] seconds.
Said predetermined deviation value may be 20 bar or more.
The number of times can be a value within the range [5, 25] times.
When a prevailing operating condition of said engine corresponds to a predetermined oneoperating license, which operating license is to be regarded as stationary, is only neededvery small changes in equipped PWM are made to maintain the desiredUnder according to itAccording to the invention, an IMV valve with slip-stick is identified byfuel supply pressure. these conditions canthat established fuel supply pressures are relatively strong and relativelyslow oscillations / oscillations. This is because the initially small PWMthe changes do not cause the IMV valve to move, and as the control error becomeslarger also increases equipped PWM. Finally, the IMV valve "loosens" and becausethe control signal is integrated, this leads to an over- or under-throw onfuel supply pressure. When the fuel supply pressure is then regulated for othersthe corresponding phenomenon occurs again. This leads to a more or less1015202530"Sinusoidal" appearance of the measured fuel pressure, i.e. oneoscillation sequence. Other types of errors / sources of error, such as one too wornhigh pressure pump, does not give rise to corresponding oscillations.
The procedure may further comprise the step of:issue a predetermined error code for said indication.
The procedure may further comprise the step of:according to said indication, control said valve device for oscillating operationto avoid slip-stick. In this case, a control unit can be arranged tocontinuously control said valve device with a control signal so that a relativehigh-frequency oscillating operation of the valve device is achieved. Herebya valve of the valve device will not be in a constant positionbut rather oscillate around a predetermined position.
The procedure is easy to implement in existing motor vehicles. Software forfault detection in a fuel supply system of a motor vehicle comprisingat least one feeding device for producing onefuel supply pressure of an engine and a valve device via which fuelis supplied to the feeding device from a container as well as devices forsensing said fuel supply pressure of said engine according to the inventioncan be installed in a control unit of the vehicle during its manufacture. Onebuyers of the vehicle can thus be given the opportunity to choose the function of the procedureas an option. Alternatively, software may include program code to executethe innovative fault detection method of a fuel supply systemof a vehicle is installed in a control unit of the vehicle when upgrading at aservice station. In this case, the software can be loaded into a memory in the control unit.
Implementation of the innovative procedure is thus cost-effective, inespecially since no additional components of the vehicle are neededinstalled according to one aspect of the invention. Required hardware is todayalready presently arranged in the vehicle. The invention thus provides acost-effective solution to the above problems.1015202530Software that includes program code for error detection in oneThe fuel supply system of a motor vehicle can be easily updated or replaced.
Furthermore, different parts of the software can be replaced independently of each other. Thismodular configuration is advantageous from a maintenance perspective.
According tofault detection in a fuel supply system comprising a feed deviceone aspect of the invention provides a device forto provide a fuel supply pressure to an engine and avalve device via which fuel is supplied to the supply device from acontainers and devices for sensing said fuel supply pressure atsaid engine, comprising:means for determining a prevailing operating condition of said engine;means for determining whether the said operating license corresponds toa predetermined operating state, which operating state is to be regarded as stationary;bodies for the continuous establishment of afuel supply pressure under said predetermined operating condition;means for determining the number of times over a specified period of time such ascourse of the saidsaid fuel supply pressure alternately reaches a maximum andmin value that deviates from a predetermined reference value by more than onepredetermined deviation value; andmeans for taking, if said number of times exceeds a certain value,this as an indication that said valve device does not function as intended.
The device may further comprise means for determining the operating conditionbasis of an engine speed and / or the amount of fuel dosed to the engineand orthe fuel supply systemrequest for desired pressure at a common-rail atThe device may comprise a common-rail unit.1015202530The device may comprise means for determining said reference value ofbasis of said predetermined operating condition.
The device may further comprise:means for outputting a predetermined error code in said indication.
The device may further comprise:a further feeding device, which is arranged between saidcontainer and said valve device.
The device may further comprise an additional valve device, which maybe used independently of said valve device. Mentioned furthervalve device may be provided in the immediate vicinity of saidvalve device. Said additional valve device may be identical tosaid valve device. Said additional valve device may be aspare valve device. A control unit of the fuel supply system may bearranged to deactivate said valve device and activate saidadditional valve device in the event that said valve device does notworks as intended. In this case, said fuel can be led via saidfurther valve device for the feeding device from said containerinstead of via said valve device.
The device may further comprise:means for, according to said indication, directing said valve device tooscillating operation to avoid slip-stick.
The above objects are also achieved with a motor vehicle which includesthe special device for fault detection of a fuel supply system.
The motor vehicle can be a truck, bus or car.
According to one aspect of the invention, there is provided a computer program forfault detection of a fuel supply system of a motor vehicle, wherein said101520253010computer program includes program code stored on a computer readable by a computermedium to cause an electronic controller or another computer connectedto the electronic control unit to perform the steps according to any ofclaims 1-10.
According to one aspect of the invention, there is provided a computer program forfault detection of a fuel supply system of a motor vehicle, wherein saidcomputer programs include program code to cause an electronic controlleror another computer connected to the electronic control unit to performthe steps according to any one of claims 1-10.
According to one aspect of the invention, there is provided a computer software productcomprising a program code stored on a computer readable medium forperforming the method steps according to any one of claims 1-10, when saidcomputer programs run on an electronic controller or other computer connectedto the electronic control unit.
Additional objects, advantages and novel features of the present inventionthe invention will be apparent to those skilled in the art from the following details, as wellvia the practice of the invention. While the invention is described below,it will be apparent that the invention is not limited to those specifically describedthe details. Those who have access to the teachings herein will recognizeand incorporations into othersadditional applications, modificationsareas which are within the scope of the invention.SUMMARY DESCRIPTION OF THE DRAWINGSFor a more complete understanding of the present invention and furtherpurposes and benefits thereof, reference is now made to the following detaileddescription to be read together with the accompanying drawings there equallyreference numerals refer to equal parts in the various figures, and in which:101520253011Figure 1 schematically illustrates a vehicle, according to an embodiment ofthe invention;Figure 2 schematically illustrates a subsystem of the vehicle shown in Figure 1, according toan embodiment of the invention;Figure 3 schematically illustrates a diagram of a process according to an aspect ofpresent invention;Figure 4a schematically illustrates a flow chart of a method, according to aembodiment of the invention;Figure 4b schematically illustrates in further detail a flow chart over onemethod, according to an embodiment of the invention; andillustrates a computer,Figure 5 schematically according to an embodiment ofthe invention.
DETAILED DESCRIPTION OF THE FIGURESReferring to Figure 1, a side view of a vehicle 100 is shownThe exemplary vehicle 100 consists of a tractor 110 and a trailer 112.
The vehicle can be a heavy vehicle, such as a truck or a bus. The vehiclecan alternatively be a car.
Here, the term "link" refers to a communication link that may be onephysical wire, such as an opto-electronic communications wire, or anon-physical wiring, such as a wireless connection, such as a radio ormicrowave link.
Referring to Figure 2, a subsystem 299 of the vehicle 100 is shown.
The subsystem 299 is arranged in the tractor 110. The subsystem 299 consists of onefuel tank 230 to hold e.g. diesel, ethanol or petrol. The tank 230 canbe arranged to hold an arbitrarily suitable volume, e.g. 1500 liters.
A low pressure pump 240 is arranged to suck up fuel from the tank 230 viaa first line 231. The low pressure pump 240 is arranged to pressurize the fuel101520253012to approx. 8-12 bar. The position pressure pump 240 is arranged to supply fuel to onevalve device 250 via a second line 241.
The valve device 250 may include an IMV valve. The valve device 250may be an electromechanical valve that can be controlled by a first control unit200. The first control unit 200 is arranged for communication withthe valve device 250 via a link L285. The first control unit 200 isarranged to control the valve device 250 in such a way that a fuel flowthereby can be regulated. The valve device 250 may have a so-called slip-stickin certain circumstances, such as after some wear, aging or atpresence of unwanted particles in the fuel.
The valve device 250 is arranged in flow communication with ahigh pressure pump 260 via a third line 251. The high pressure pump 260 isarranged to pressurize the fuel further and thereby feed the fuel to as.k. common-rail unit 270 via a fourth line 261. Said common-railunit 270 is arranged to pour said pressurized fuel. One press P_railof the fuel present in said common-rail unit 270 may be within oneinterval [500, 3000] bar.
The fuel supply system may include an additional valve device (noshown), which can be used independently of said valve device 250.
Said additional valve device may be present in immediateproximity to said valve device 250. Said further valve devicemay be identical to said valve device 250. Said furthervalve device may be a spare valve device. A control unit atthe fuel supply system may be arranged to deactivate the saidvalve device 250 and activating said additional valve device inin the event that said valve device 250 does not function as intended.
In this case, said fuel can be led via said further valve device tothe feeding device from said container instead of via saidvalve device 250.101520253013The common-rail unit 270 is in flow communication with a pressure relief valve290 via a fifth line 271. The pressure relief valve 290 can be a so-called MDV-valve. The pressure relief valve 290 may be a mechanical valve providedto open at least in part at an abnormally or undesirably high pressure ofthe fuel in said common-rail unit 270. The pressure relief valve 290 isarranged in flow communication with the fuel tank 230 via a sixth line291.
The common-rail unit 270 is arranged to supply fuel to cylindersin an engine 280 of the vehicle. According to one example, the engine has 280 fivepieces of cylinders a, b, c, d, e.
The first control unit 200 is arranged for communication with the motor 280via a link L281. The first control unit 200 is arranged to control the motor280 by means of stored control routines.
A speed sensor 282 is currently 280.
The speed sensor 282 is arranged to continuously determine a prevailing speedof the motor 280. The speed sensor 282 is arranged for communication witharranged at the enginethe first control unit 200 via a link L283. The speed sensor 282 isarranged to continuously send signals including information about aprevailing speed of the motor 280 to the first control unit 200 via the linkL283.
A pressure sensor 287 is presently provided at the common-rail unit 270.
The pressure sensor 287 is arranged to continuously determine a prevailing pressureP_rail of the fuel in said common-rail unit 270. The pressure sensor 287 isarranged for communication with the first control unit 200 via a linkL288. The pressure sensor 287 is arranged to continuously send signalsincluding information about a prevailing press P_rail to the firstthe control unit 200 via the link L288.101520253014The first control unit 200 is arranged to continuously determine a metered doseamount of fuel for the engine 280. This refers to continuously determining onecurrent dosage amount of fuel to the engine 280. This can be done on the basis ofa requested throttle by means of an accelerator pedal 292. The throttle control 292 isarranged to continuously send signals including information about one ofa driver requests throttle via a link L293 to the first control unit 200.
The first control unit 200 may further be arranged to, after saidindication, steer said valve device to oscillating operation for avoidanceof slip-stick.
A display screen 294 may be provided in a cab of the vehicle 100. Itthe first control unit 200 is arranged for communication with the display screen294 via a link L295. The display screen is arranged to, where applicable,indicate to a driver that the valve device 250 is not working properly.
According to one embodiment, the first control unit 200 is arranged to determine onesetpoint P_rail _ref for said prevailing pressure P_rail. This can be done on a regular basisof a requested throttle by means of the accelerator pedal 292. The throttle control 292 isarranged to continuously send signals including information about one ofa driver requests throttle via the link L293 to the first control unit 200.
According to one embodiment, the first control unit is arranged to:- determining a prevailing operating condition of said motor 280;determine whether the said operating license corresponds to apredetermined operating state, which operating state is to be regarded as stationary;- continuously determining a course of said fuel supply pressure P_railunder said predetermined operating condition;determine the number of times N during a certain period of time DT as mentionedfuel supply pressure P_rail alternately reaches a maximum and a minimum value, respectively101520253015which deviates from a predetermined reference value P_rail_ref by more than onepredetermined deviation value;- if the said number of times N exceeds a certain value TH, take this asindication that said valve device 250 is not functioning as intended.
A second control unit 210 is provided for communication with the firstthe control unit 200 via a link L211. The second control unit 210 may bedetachably connected to the first control unit 200. The second control unit210 may be an external control unit for the vehicle 100. The second control unit210 may be arranged to perform the innovative process steps according tothe invention. The second control unit 210 can be used to overloadsoftware for the first control unit 200, in particular software for performingthe innovative procedure. The second control unit 210 may alternatively bearranged for communication with the first control unit 200 via an internalnetwork in the vehicle. The second control unit 210 may be arranged to performsubstantially the same functions as the first control unit 200, such as e.g.to determine the number of times over a specified period of time as a course offuel supply pressure in the common-rail unit alternately reaches a maximumrespective minimum value that to a certain extent deviates from a predetermined onereference value and if said number of times exceeds a certain value,take this as an indication that an IMV valve of the fuel supply system does notworks as intended.
Figure 3 schematically illustrates a diagram describing a process ofdetected pressure P_rail of the fuel in the common-rail unit 270. According to thisprocess, the valve device 250 has a so-called slip-stick.
The diagram shows a reference level P_rail_ref for the pressure of the fuel incommon-rail unit 270. This reference level can be determined by itfirst control unit 200. This reference level corresponds to a desired setpointat the pressure of the fuel in the common-rail unit 270.101520253016This illustrates how the pressure P_rai | varies with time T. At times whenvalve device 250 has a slip-stick, the pressure will be P_rai | anta ensubstantially sinusoidal curve, as illustrated in Figure 3.
According to one aspect of the invention, threshold values P_TH1 andP_TH2. Said threshold values can be determined to correspond to a pressure P_TH1= P_rail-2O bar and P_TH2 = P_rail + 2O bar respectively. According to an alternative cansaid threshold values P_TH1 and P_TH2 are defined as arbitrarily appropriateway.
According to one aspect of the invention, a number of times N is determined aspeak values and bottom values of the curve representing the pressure, respectivelyP_rai | exceeds and falls below said threshold values P_TH1respectively P_TH2 during a predetermined time period DT.
According to this example, the number of times N is determined to be 6, namely for thosedetermined peak and bottom values max1, max2, max3, min1, min2 andmin3. These values exceed the abovethreshold values P_TH1 and P_TH2.respectively less thanThe determined number of times N can then be compared with a predetermined onevalue TH. TH can according to this example be 3. Since it is determinedthe number of times N exceeds TH, it can be determined that the valve device 250does not work as intended (due to slip-stick).
Figure 4a schematically illustrates a flow chart of a method forfault detection in a fuel supply system of a motor vehicle comprisingat least one feeding device for producing onefuel supply pressure of an engine and a valve device via which fuelis supplied to the feeding device from a container as well as devices forsensing said fuel supply pressure of said engine, according to a101520253017embodiment of the invention. The method comprises a first process steps401. Step s401 includes the steps of:determine whether a particular operating condition of said engine prevails, whichoperating condition is to be regarded as stationary;continuously determining a course of said fuel supply pressure duringsaid determined operating condition,determine the number of times over a specified period of time that the course ofsaid fuel supply pressure alternately reaches a maximum andmin value that deviates to a certain extent from a predetermined onereference value;if said number of times exceeds a certain value, take this asindication that said valve device does not work as intended. After the rises401 terminates the procedure.
Figure 4b schematically illustrates a flow chart of a method forfault detection in a fuel supply system of a motor vehicle comprisingat least one feeding device for producing onefuel supply pressure of an engine and a valve device via which fuelis supplied to the feeding device from a container as well as devices forsensing said fuel supply pressure of said engine, according to aembodiment of the invention.
The method includes a first method step s410. Procedure step s410includes the step of determining a prevailing operating condition of said engine.
The operating condition can e.g. determined on the basis of engine speed, to the enginedosed amount of fuel and / or request for desired pressure at a commonrail 270 of the fuel supply system. After the procedure step s410, one is performedsubsequent procedure step s415.
The method step s415 includes the step of determining whether saiddetermined operating license corresponds to a predetermined operating license, whichoperating license is to be regarded as stationary. The operating condition can be considered as101520253018stationary then the engine speed of the engine and / or fuel supply to the enginechanges to a small extent. According to one example, it can be considered thatthe engine speed of the engine changes to a small extent as this does not change withmore than +/- 50 rpm for a predetermined period of time. According to an example canit is considered that the engine speed of the engine changes to a small extent then thisdoes not change by more than +/- 20 rpm for a predetermined period of time. According toFor example, it can be considered that the fuel supply to the engine changes slightlyextent as this does not change by more than +/- 20 milligrams / injectionfor a predetermined period of time. After the procedure step s415, one is performedsubsequent procedure step s420.
The process step s420 includes the step of continuously determining a processat said particularoperating license. In this case, the pressure sensor 287 can continuously detect a prevailingpressure of the fuel in said common-rail 270. After the process step s420fuel supply pressure P_rail below saida subsequent procedure step s430 is performed.
Method step s430 includes the step of determining the number of times N belowa fixed period of time DT as said fuel supply pressure P_railalternately reaches a maximum and a minimum value (eg max1, min1, max2,min2, max3, min3) which deviates from a predetermined reference value P_rail_refwith more than a predetermined deviation value. Said time period DT can e.g.be 30 seconds. Said time period DT can be shorter than 30 seconds.
Said time period DT may be longer than 30 seconds. This is definedmentioned maximum and minimum values as peak values respectivelybottom values of periodic oscillations of said continuously determinedcourse of said fuel supply pressure P_rail. Every time a topor bottom value exceeds or falls below the P_TH2 described aboveand P_TH1 this is registered for an accumulated count of the numbertimes during said fixed time period DT. After the procedure step s430a subsequent procedure step s440 is performed.101520253019The step step s440 includes the step of comparing the number determinedstep s430 with onepredetermined value may be any suitable value TH, such as e.g.3 or 10, depending on the frequency F of the determined process and saidfixed time period DT. After the procedure step s440, a subsequent is performedprocedure step s450.deviations according to predetermined value. Mentioneds450 fixthe valve device 240 operates as intended. About the said fixed numberThe procedural step includes the step of whethertimes said suitable value exceeds TH, it can be determined thatthe valve device 240 does not function as intended. If the aforesaid determinednumber of times falls below said suitable value TH, it can be determined thatthe valve device 240 operates as intended. If it is determined thatthe valve device 240 does not function as intended, i.e. no, one is performedsubsequent procedure step s460. If it is determined that the valve device 240works as intended, i.e. yes, the procedure ends.
The method step s460 includes the step of indicating that saidvalve device 240 does not work as intended. This can be done visually by means of adisplay screen arranged in the cab. According to one embodiment, one is generatederror code of the first control unit 200, which code indicates thatthe valve device 250 does not function as intended. After the procedure step s460a subsequent procedure step s470 is performed.
The step step s470 includes the step of taking an action. Thisprocedure step is optional. Said action may be any suitablemeasure. Said action may involve changing a prevailing mode of operation of itfirst control unit 200 to a suitable other operating mode, such as e.g. a limp-home operating mode. After process step s470, the process is terminated.
Referring to Figure 5, a diagram of an embodiment of one is showndevice 500. The control units 200 and 210 described with reference to101520253020Figure 2 may in one embodiment comprise the device 500. The device 500includes a non-volatile memory 520, a data processing unit 510, and aread / write memory 550. The non-volatile memory 520 has a first memory portion 530wherein a computer program, such as an operating system, is stored for controlthe function of the device 500. Furthermore, the device 500 comprises a buscontroller, a serial communication port, an I / O device, an A / D converter, atime and date input and transfer unit, an event counter andan interrupt controller (not shown). The non-volatile memory 520 also hasa second memory part 540.
A computer program P is provided which comprises routines for:- determining a prevailing operating condition of said engine;determine whether the said operating license corresponds to apredetermined operating state, which operating state is to be regarded as stationary;continuously determining a course of said fuel supply pressure duringsaid predetermined operating condition;determine the number of times over a specified period of time as mentionedfuel supply pressure alternately reaches a maximum and minimum value, respectivelydeviates from a predetermined reference value by more than one predetermineddeviation value;if said number of times exceeds a certain value, take this asindication that said valve device does not work as intended.
According to one embodiment, the program P comprises routines for determiningthe operating condition on the basis of an engine speed of the engine 230 and / or toengine dosed amount of fuel and / or request for desired pressure at acommon-rail of the fuel supply system.
According to one embodiment, the program P comprises routines for generating onepredetermined error code in said indication.101520253021According to one embodiment, the program P comprises routines for activating onefurther valve device and deactivate valve device 250 at saidindication. In this case, a valve device which does not function properly canreplaced by a spare valve device.
According to one embodiment, the program P comprises routines for following the aboveindication, steer the valve device 250 to oscillating operation to avoidslip-stick.
The program P can be stored in an executable way or in a compressed wayin a memory 560 and / or in a read / write memory 550.
When it is described that the data processing unit 510 performs a certain functionit should be understood that the data processing unit 510 performs a certain part ofthe program which is stored in the memory 560, or a certain part of the program whichis stored in the read / write memory 550.
The data processing device 510 can communicate with a data port 599 viaa data bus 515. The non-volatile memory 520 is for communicationwith the data processing unit 510 via a data bus 512. The separate memory560 is intended to communicate with the data processing unit 510 via adata bus 511.the data processing unit 510 via a data bus 514. To the data port 599 canfor example links L211, L281, L283, L288, L293 and L295 are connected (see Figure 2).
The read / write memory 550 is arranged to communicate withWhen data is received on data port 599, it is temporarily stored in the otherthe memory part 540. When the received input is temporarily stored, isthe data processing unit 510 is prepared to perform code execution ona manner described above. According to one embodiment, signals include receivedon the data port 599 information a prevailing fuel pressure P_rai | and common-railunit 270. According to one embodiment, it includes signals received at the data port599 information on the current engine speed of the vehicle. According to one10152022embodiment, the data processing device comprises 500 routines forcontinuously determine a prevailing dosage amount of fuel into the engine fromcommon-rail unit 270. According to one embodiment includesthe data processing device 500 routines for continuously determining arequesting the desired pressure P_rail of the common-rail 270 ofthe fuel supply systemParts of the methods described herein may be performed by the device 500 by means ofof the data processing unit 510 running the program stored in the memory 560or read / write memory 550. When the device 500 is running the program, it is executedprocedures described herein.
The foregoing description of the preferred embodiments ofthe present invention has been provided for the purpose of illustrating and describingthe invention. It is not intended to be exhaustive or restrictivethe invention to the described variants. Obviously many will comemodifications and variations to be apparent to those skilled in the art. The embodimentswas selected and described to best explain the principles of the invention andits practical applications, thus enabling professionals to understandthe invention for different embodiments and with the different modifications asare suitable for the intended use.

权利要求:
Claims (26)
[1]
A method for fault detection in a fuel supply system comprising a feed device (260) for providing a fuel supply pressure (P_rai |) of an engine (280) and a valve device (250) via which fuel is supplied to the feed device (260) from a container (230) and means (287) for sensing said fuel supply pressure (P_rai |) of said engine (280), comprising the steps of: - determining (s410) a prevailing operating state of said engine (280); - determining (s415) whether said determined operating state corresponds to a predetermined operating state, which operating state is to be regarded as stationary; - continuously determining (s420) a course of said fuel supply pressure (P_rai |) during said predetermined operating condition; characterized by the steps of: - determining (s430) the number of times (N) during a certain period of time (DT) that said fuel supply pressure (P_rai |) alternately reaches a maximum and minimum value (max1, min1, max2, min2, max3, min3) as deviates from a predetermined reference value (P_rail_ref) by more than one predetermined deviation value; - if said number of times (N) exceeds a certain value (TH), take this as an indication that said valve device (250) does not work as intended.
[2]
A method according to claim 1, wherein the operating condition is determined on the basis of an engine speed (n) and / or the amount of fuel and / or pressure (P_rail_ref) dosed to the engine (280) of a common-rail at the request of the desired fuel supply system.
[3]
A method according to claim 1 or 2, wherein said operating condition is considered stationary when the engine speed (n) and / or the amount of fuel dosed to the engine (280) changes to a small extent. 10 15 20 25 30 24
[4]
A method according to any one of the preceding claims, wherein the fuel supply system is of the common-rail type.
[5]
A method according to any one of the preceding claims, wherein said reference value (P_rai | _ref) is determined on the basis of said predetermined operating state.
[6]
A method according to any one of the preceding claims, wherein said time space (DT) is within an interval [10, 50] seconds.
[7]
A method according to any one of the preceding claims, wherein said predetermined deviation value is 20 bar or more.
[8]
A method according to any one of the preceding claims, wherein the number of times (N) is a value within the range [5, 25] times.
[9]
A method according to any one of the preceding claims, further comprising the step of: - outputting (s460) a predetermined error code at said indication.
[10]
A method according to any one of the preceding claims, further comprising the step of: - after said indication, controlling (s470) said valve device for oscillating operation.
[11]
An error detection device in a fuel supply system comprising a feed device (260) for providing a fuel supply pressure (P_rail) of an engine (280) and a valve device (250) via which fuel is supplied to the feed device (260) from a container (230) and devices (287) for sensing said fuel supply pressure of said engine (280), comprising: - means (200; 210; 500) for determining a prevailing operating condition of said engine (280); Means (200; 210; 500) for determining whether said determined operating condition corresponds to a predetermined operating condition, which operating condition is to be regarded as stationary; means (200; 210; 500) for continuously determining a course of said fuel supply pressure (P_rail) during said predetermined operating condition; characterized by: - means (200; 210; 500) for determining the number of times (N) during a certain period of time (DT) that said fuel supply pressure (P_rail) alternately reaches a maximum and minimum value (max1, min1, max2, min2, max3, respectively). , min3) which deviates from a predetermined reference value (P_rail_ref) by more than one predetermined deviation value; and - means (200; 210; 500) for, if said number of times (N) exceeds a certain value (TH), take this as an indication that said valve device (250) does not function as intended.
[12]
Apparatus according to claim 11, further comprising means (200; 210; 500) for determining the operating condition on the basis of an engine speed (n) and / or the amount of fuel dosed to the engine (280) and / or requesting the desired pressure (P_rail_ref) of a common rail of the fuel supply system.
[13]
Device according to claim 11 or 12, wherein said operating condition is considered stationary when the engine speed (n) and / or the amount of fuel dosed to the engine (280) changes to a small extent.
[14]
Device according to any one of claims 11-13, wherein the fuel supply system is of the common-rail type.
[15]
Device according to any one of claims 11-14, comprising means (200; 210; 500) for determining said reference value (P_rail_raf) on the basis of said predetermined operating state. 10 15 20 25 30 26
[16]
Device according to any one of claims 11-15, wherein said time space (DT) is within an interval [10, 50] seconds.
[17]
Device according to any one of claims 11-16, wherein said predetermined deviation value consists of 20 bar or more.
[18]
Device according to any one of claims 11-17, wherein the number of times (N) is a value within the range [5, 25] times.
[19]
Device according to any one of claims 11-19, further comprising: - means (200; 210; 500) for outputting a predetermined error code in said indication.
[20]
The device according to any one of claims 11-19, further comprising: - a further feeding device (240), which is arranged between said container (230) and said valve device (250).
[21]
Device according to any one of claims 11-20, further comprising: - a further valve device, which can be used independently of said valve device (250).
[22]
A device according to any one of claims 11-21, further comprising: - means (200; 210; 500) for, according to said indication, controlling said valve device (250) for oscillating operation.
[23]
Motor vehicle (100; 110) comprising a device according to any one of claims 11-22.
[24]
A motor vehicle (100; 110) according to claim 23, wherein the motor vehicle is something of a truck, bus or passenger car. 10 27
[25]
A computer program (P) for fault detection in a fuel supply system of a motor vehicle, said computer program (P) comprising program code for causing an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200 500) to perform the steps according to any one of claims 1-10.
[26]
A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-10, when said computer program is run on an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500).

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同族专利:

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公开号 | 公开日

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US20140352416A1|2014-12-04|

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WO2013089621A1|2013-06-20|

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BR112014014260A2|2017-06-13|

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CN104114849A|2014-10-22|

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SE536319C2|2013-08-20|

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法律状态:
2021-08-03| NUG| Patent has lapsed|

优先权:

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申请号 | 申请日 | 专利标题

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SE1151190|2011-12-13|

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SE1251395A|SE536319C2|2011-12-13|2012-12-10|Device and method for fault detection in a fuel supply system of a motor vehicle|US14/364,172| US20140352416A1|2011-12-13|2012-12-10|Device and method for fault detection in a fuel supply system of a motor vehicle|

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BR112014014260A| BR112014014260A2|2011-12-13|2012-12-10|device and method for failure detection in a motor vehicle fuel supply system|

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CN201280069641.1A| CN104114849A|2011-12-13|2012-12-10|Device and method for fault detection in a fuel supply system of a motor vehicle|

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SE1251395A| SE536319C2|2011-12-13|2012-12-10|Device and method for fault detection in a fuel supply system of a motor vehicle|

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PCT/SE2012/051367| WO2013089621A1|2011-12-13|2012-12-10|Device and method for fault detection in a fuel supply system of a motor vehicle|