CN112253322B - Engine control method based on oil rail pressure sensor fault - Google Patents
Engine control method based on oil rail pressure sensor fault Download PDFInfo
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- CN112253322B CN112253322B CN202011123385.2A CN202011123385A CN112253322B CN 112253322 B CN112253322 B CN 112253322B CN 202011123385 A CN202011123385 A CN 202011123385A CN 112253322 B CN112253322 B CN 112253322B
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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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/406—Electrically controlling a diesel injection pump
-
- 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
- F02D2041/223—Diagnosis of fuel pressure sensors
-
- 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
- F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses an engine control method based on oil rail pressure sensor faults, which is characterized by comprising the following steps: when the oil rail pressure sensor fails, the high-pressure oil pump is closed, the oil rail pressure closed-loop control program is quitted, the current oil rail pressure is controlled to be reduced to the target oil rail pressure in the failure period, the oil injection process is controlled to be completed in the air intake stroke, and the output torque of the engine is reduced. The engine is in a limp-home mode through the control process, so that the performance of the engine is limited, and the normal operation of the engine is ensured.
Description
Technical Field
The invention relates to the technical field of engine control, in particular to an engine control method based on faults of an oil rail pressure sensor.
Background
The vehicle is broken down when running, which may cause serious safety risk, and may also easily cause customer complaints, even the customer may have extreme right to maintain and require to leave the vehicle, which affects the brand image of the company. For a high-pressure direct injection engine, a fuel rail pressure sensor is one of the key components, and when the fuel rail pressure sensor fails, if the fuel rail pressure sensor is not properly controlled, the vehicle cannot be started or stalled during running.
In the prior art, when an oil rail pressure sensor fails, closed-loop control of oil rail pressure is closed, and torque is reduced.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method.
In order to achieve the above object, the present invention provides an engine control method based on a fault of an oil rail pressure sensor, which is characterized in that: when the oil rail pressure sensor has a fault, the high-pressure oil pump is closed, the oil rail pressure closed-loop control program is quitted, the transition oil rail pressure in the fault period is estimated, the oil injection quantity in the fault period is determined, the oil injection process is controlled to be completed in the air intake stroke, and the output torque of the engine is reduced.
Further, the method for closing the high-pressure oil pump comprises the steps of controlling the low side of a flow control valve of the high-pressure oil pump to be at a high level; a method of exiting the rail pressure closed-loop control routine includes controlling a target duty cycle of the flow control valve to 0.
Further, the method for estimating the fault-period transition oil rail pressure comprises the step of gradually reducing the fault-period transition oil rail pressure from the target oil rail pressure which is not in fault at the fault moment to the target oil rail pressure in the fault period.
Further, the method for estimating the transition oil rail pressure in the fault period comprises the step of carrying out low-pass filtering processing according to the target oil rail pressure which is not in fault at the moment when the fault occurs and the target oil rail pressure in the fault period to obtain the transition oil rail pressure in the fault period.
Further, the method for determining the target fuel rail pressure without the fault comprises the step of calibrating and obtaining the target fuel rail pressure without the fault according to the engine speed and the load when the fuel rail pressure sensor does not have the fault.
Further, the method for determining the target oil rail pressure in the fault period comprises the step of calibrating according to the engine speed and the load after the oil rail pressure sensor is not in fault.
Further, the fault period transition rail pressure PBkup(n) is
PBkup(n)＝(PrailsensBkup-PBkup(n-1))*(1-K)+PBkup(n-1)*K
Wherein, PrailsensBkupIs a fault period target rail pressure; pBkup(n-1) the fault period transition oil rail pressure of the previous calculation period, wherein the initial value is the target oil rail pressure without fault at the fault moment; and k is a filter coefficient which is obtained according to the engine speed calibration.
Further, the method for determining the output torque of the engine after the fault comprises the step of calibrating according to the rotating speed of the engine.
Further, a method of controlling completion of an injection event during an intake stroke includes adjusting a start angle of injection and increasing a maximum limit on a pulsewidth of injection.
Further, the method for determining the starting angle of oil injection comprises the steps of keeping the enrichment factor of oil injection unchanged and continuously increasing the starting angle of oil injection under the condition that the oil injection process is finished in the air intake stroke, wherein the corresponding starting angle of oil injection is obtained when the air-fuel ratio is the minimum value.
The invention has the beneficial effects that: when the oil rail pressure sensor fails, the engine is in a limp mode by exiting an oil rail pressure closed-loop control program, reducing target oil rail pressure, controlling the oil injection process to be completed in an air intake stroke, reducing the output torque of the engine and the like, so that the performance of the engine is limited, and the normal operation of the engine is ensured.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
When the ECU does not detect that the oil rail pressure sensor fails, the ECU controls the low side of the flow control valve to be at a low level, the high-pressure oil pump enables the high-pressure oil pump and enters an oil rail pressure closed-loop control program, the actual oil rail pressure is equal to the target oil rail pressure which does not fail by controlling the target duty ratio of the flow control valve, and the target oil rail pressure which does not fail refers to the target oil rail pressure when the oil rail pressure sensor does not fail.
In the oil rail pressure closed-loop control program, firstly, the feedforward control duty ratio of the flow control valve is determined for feedforward control, and the feedforward control duty ratio F of the flow control valvefeedbackIs composed of
Ffeedback＝(f1(Neng,Ptarget)+Pinjdrop/Pelasticity*Vrailvol/Vpumpvol
Wherein f is1(Neng,Rrho) Volume change deviations for different engine speeds and target rail pressures, which are obtained by calibrating the engine speed and the target rail pressure without failure, are detailed in table 1; pinjdropThe pressure of the oil injection rail for the next oil pumping cycle; pelasticityThe fuel oil elastic pressure is 955Pa in the embodiment at normal temperature and normal pressure; vrailvol68.03ml in this example for the volume of the oil rail; vpumpvolThe maximum oil injection volume of the high-pressure oil pump is 0.21979ml in the embodiment.
TABLE 1 volume change deviation calibration chart
And then performing PI control according to the difference value between the non-fault target oil rail pressure and the actual oil rail pressure and the feedforward control duty ratio of the flow control valve to ensure that the actual oil rail pressure is equal to the non-fault target oil rail pressure and the target duty ratio F of the current flow control valve during PI controldsrd(n) is
Fdsrd(n)＝Ffeedback(n)+(Ptarget(n)-Pact(n))*Kp(n)+(Ptarget(n-1)-Pact(n))*Ki(n)
Wherein, Ffeedback(n) is the current flow control valve feedforward control duty cycle; ptarget(n) is the current target rail pressure without fault; ptarget(n-1) non-faulted target rail pressure, P, for the last calculation cycleact(n) is the current actual rail pressure, Kp(n) is the current P term, KiAnd (n) is the current I item.
P term Kp(n) is obtained according to the difference value between the target oil rail pressure and the actual oil rail pressure, and the calculation formula is as follows:
Kp(n)＝(Ptarget(n)-Pact(n))*f2(Neng)*f3(Ptarget(n),Tfuel)
wherein f is2(Neng) The engine speed is based on a partial table P, and the detailed table is shown in a table 2; f. of3(Ptarget(n),Tfuel) The details are shown in table 3 for a table P based on actual rail pressure and oil temperature.
TABLE 2 engine speed-based Pmin
| Engine speed rpm | 200 | 400 | 600 | 750 | 4000 | 5000 | 6000 |
| f2(Neng)％/MPa | 2 | 1.5 | 1 | 1 | 0.88 | 0.75 | 0.5 |
TABLE 3 actual oil rail pressure and oil temperature based P sub-table
I item Ki(n) is obtained according to the change rate of the target oil rail pressure, and the calculation formula is as follows:
Ki(n)＝(Ptarget(n)-Ptarget(n-1))*f4(Neng)*f5(Ptarget(n),Tfuel)
wherein f is4(Neng) The engine speed is based on the I branch table, and the details are shown in the table 4; f. of5(Ptarget(n),Tfuel) See table 5 for table I based on actual rail pressure and oil temperature.
TABLE 4 Engine speed-based IDLE TABLE
| Engine speed rpm | 200 | 400 | 600 | 750 | 4000 | 5000 | 6000 |
| f4(Neng)％/MPa | 1 | 1 | 1 | 1 | 0.7 | 0.53 | 0.35 |
TABLE 5 actual rail pressure and oil temperature based I sub-table
The target rail pressure without fault is obtained according to the engine speed and load calibration, and is detailed in table 6.
Meter 6 calibration meter for pressure of non-fault target oil rail
When the oil rail pressure sensor fails, firstly, controlling the low side of a flow control valve of the high-pressure oil pump to be at a high level, and closing the high-pressure oil pump; and controlling the target duty ratio of the flow control valve to be 0, so as to quit the closed-loop control program of the oil rail pressure. And then, the following three measures are used for ensuring that the vehicle safely runs under the fault condition and does not flameout, so that the engine is in a limp mode, the performance of the engine is limited, and the normal operation of the engine is ensured.
The first measure is as follows: and predicting the transition oil rail pressure in the fault period and determining the fuel injection quantity in the fault period. After a fault occurs, the current oil rail pressure can be automatically and gradually reduced from the target oil rail pressure without the fault at the fault moment to the target oil rail pressure in the fault period, the target oil rail pressure in the fault period refers to the oil rail pressure output by an electric fuel pump in a fuel tank when a high-pressure oil rail pressure sensor fails, and the method for estimating the current oil rail pressure is that low-pass filtering processing is carried out according to the target oil rail pressure without the fault at the fault moment and the target oil rail pressure in the fault period to obtain the low-pass filtering processingFailure period transition oil rail pressure PBkup(n) transition oil rail pressure P during failureBkupAnd (n) gradually transitioning to the target oil rail pressure in the fault period, and determining the fuel injection quantity in the fault period according to the transition oil rail pressure in the current fault period.
In this embodiment, the fault period transition rail pressure PBkup(n) is
PBkup(n)＝(PrailsensBkup-PBkup(n-1))*(1-K)+PBkup(n-1)*K
Wherein, PrailsensBkupThe target oil rail pressure in the failure period is obtained according to the engine speed and load calibration and is detailed in a table 7; p isBkup(n-1) the fault period transition oil rail pressure of the previous calculation period, wherein the initial value is the target oil rail pressure without fault when the fault occurs; and k is a filter coefficient which is obtained according to the engine rotating speed calibration and is shown in the table 8 in detail.
Meter 7 calibration meter for target oil rail pressure in fault period
TABLE 8 calibration chart for filter coefficients
| Engine speed rpm | 600 | 1000 | 1500 | 2000 | 2500 | 3000 |
| Filter coefficient k | 0.84 | 0.44 | 0.2 | 0.08 | 0.02 | 0.02 |
The second measure is as follows: the initial angle of oil injection is increased and the maximum limit value of the pulse width of oil injection is increased, so that the oil injection process is completed in the intake stroke. When the oil rail pressure is reduced, the oil injection pulse width is increased, and meanwhile, the pressure in the compression stroke cylinder is higher, and the situation that fuel cannot enter the cylinder exists, so that the oil injection starting angle and the maximum limit value of the oil injection pulse width need to be reset when the oil rail pressure sensor fails. When the ECU detects the fault of the oil rail pressure sensor, single injection is adopted, the initial angle of the oil injection is adjusted to enable the oil injection to be completed before the compression stroke as far as possible, the latest end angle of the oil injection is reduced, the maximum allowable injection angle range is enlarged, and therefore the maximum limit value of the oil injection pulse width is enlarged.
In this embodiment, the method for determining the initial injection angle includes, under the condition that the completion of the injection process in the intake stroke is ensured, keeping the enrichment factor of the injected oil constant, and increasing the initial injection angle continuously, wherein the corresponding initial injection angle is obtained when the air-fuel ratio is the minimum value. In the embodiment, the initial injection angle is set to 520deg before top dead center, the latest injection ending angle is set to 180deg before top dead center, and the maximum allowable injection angle range is set to 340deg before top dead center.
The third measure is as follows: the engine output torque is reduced. Because the end time of the injection pulse width required for the acceleration process may exceed the compression stroke even though the injection start angle and the maximum limit of the injection pulse width are adjusted under the low rail pressure, the output torque of the engine needs to be limited, and the output torque of the engine is obtained by calibrating the engine speed, which is shown in table 9.
TABLE 9 Engine output Torque calibration chart
| Engine speed rpm | 600 | 1000 | 1500 | 2000 | 2500 | 3000 |
| Torque Nm | 100 | 100 | 100 | 100 | 100 | 100 |
Limiting the torque of the engine limits the required air inflow, so that the opening of a throttle valve or the opening of a supercharger actuator is limited, and the size of the oil injection quantity is further limited. The throttle opening and the fuel injection amount under the condition of torque limitation can be calculated by the prior art.
Claims (5)
1. An engine control method based on faults of an oil rail pressure sensor is characterized by comprising the following steps: when the oil rail pressure sensor has a fault, the high-pressure oil pump is closed, the oil rail pressure closed-loop control program is quitted, the transition oil rail pressure in the fault period is estimated, the oil injection quantity in the fault period is determined, the oil injection starting angle is increased, the latest oil injection ending angle is reduced, the maximum limit value of the oil injection pulse width is increased, the oil injection process is completed in the air inlet stroke, and the output torque of the engine is reduced; the method for determining the initial injection angle comprises the following steps: under the condition of ensuring that the oil injection process is completed in the air intake stroke, keeping the oil injection enrichment factor unchanged, and continuously increasing the oil injection initial angle, wherein the corresponding oil injection initial angle is the oil injection initial angle when the air-fuel ratio is the minimum value;
the method for estimating the fault period transition oil rail pressure comprises the steps of gradually reducing the fault period transition oil rail pressure from the non-fault target oil rail pressure at the fault occurrence moment to the fault period target oil rail pressure, wherein the fault period transition oil rail pressure PBkup(n) is
PBkup(n)＝(PrailsensBkup-PBkup(n-1))*(1-K)+PBkup(n-1)*K
Wherein, PrailsensBkupIs a fault period target rail pressure; p isBkup(n-1) the fault period transition oil rail pressure of the previous calculation period, wherein the initial value is the target oil rail pressure without fault at the fault moment; and k is a filter coefficient which is obtained according to the engine speed calibration.
2. The engine control method based on the failure of the rail pressure sensor according to claim 1, characterized in that: the method for closing the high-pressure oil pump comprises the steps of controlling the low side of a flow control valve of the high-pressure oil pump to be at a high level; a method of exiting the rail pressure closed-loop control routine includes controlling a target duty cycle of the flow control valve to 0.
3. The engine control method based on the failure of the rail pressure sensor according to claim 1, characterized in that: the method for determining the target fuel rail pressure without faults comprises the step of obtaining the target fuel rail pressure without faults according to the engine speed and load calibration when the fuel rail pressure sensor does not have faults.
4. The engine control method based on the failure of the rail pressure sensor according to claim 1, characterized in that: the method for determining the target oil rail pressure in the fault period comprises the step of obtaining the target oil rail pressure according to the engine speed and the load calibration after the oil rail pressure sensor is not in fault.
5. The engine control method based on the failure of the rail pressure sensor according to claim 1, characterized in that: the method for determining the output torque of the engine after the fault comprises the step of obtaining the output torque according to the engine speed calibration.
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| CN202011123385.2A CN112253322B (en) | 2020-10-20 | 2020-10-20 | Engine control method based on oil rail pressure sensor fault |
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| CN202011123385.2A CN112253322B (en) | 2020-10-20 | 2020-10-20 | Engine control method based on oil rail pressure sensor fault |
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| CN113719368B (en) * | 2021-08-25 | 2023-05-12 | 东风商用车有限公司 | Method for diagnosing clamping stagnation fault of mechanical pressure release valve of fuel rail and fuel system |
| CN114738075B (en) * | 2022-05-05 | 2023-03-17 | 一汽解放汽车有限公司 | Engine output torque control method and device based on engine oil pressure and vehicle |
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