Fuel rail pressure sensor diagnostic techniques

Patent metadata

Field	Value
Publication number	US-9394845-B2
Application number	US-201314101966-A
Country	US
Kind code	B2
Filing date	Dec 10, 2013
Priority date	Dec 10, 2013
Publication date	Jul 19, 2016
Grant date	Jul 19, 2016

Abstract

A first computer-implemented diagnostic method can run in response to an imminent deceleration fuel cutoff (DFCO) event. A second computer-implemented diagnostic method can run on engine shutdown. Both diagnostic methods involve controlling fuel injectors and a fuel pump to make the fuel rail pressure change from a desired minimum to a desired maximum. Measurements from the fuel rail pressure sensor at these endpoints can then be used to detect a fault of the fuel rail pressure sensor. One or both diagnostic methods can be implemented.

First claim

What is claimed is:

1. A method, comprising:
detecting, at a controller for an engine, the controller having one or more processors, an upcoming deceleration fuel cutoff (DECO) event; and
executing, by the controller, a first diagnostic routine for a fuel rail pressure sensor in response to detecting the upcoming DECO event, the first diagnostic routine including:
deactivating a fuel pump;
commanding fuel injectors to inject fuel into the engine to decrease a pressure in a fuel rail to a desired minimum pressure;
receiving a first measured fuel rail pressure from the fuel rail pressure sensor;
deactivating the fuel injectors;
reactivating the fuel pump;
commanding the fuel pump to supply fuel to the fuel rail to increase the fuel rail pressure to a desired maximum pressure;
receiving a second measured fuel rail pressure from the fuel rail pressure sensor; and
detecting a fault of the fuel rail pressure sensor based on a pressure difference between the second and first measured fuel rail pressures.

2. The method of claim 1 , wherein the upcoming DECO event is an imminent DECO event, and wherein the controller detects the fault of the fuel rail pressure sensor when the pressure difference between the second and first measured fuel rail pressures is less than a predetermined threshold indicative of an appropriate pressure difference for the fuel rail pressure sensor.

3. The method of claim 2 , further comprising at least one of:
actuating, by the controller, a malfunction indicator lamp in response to detecting the fault of the fuel rail pressure sensor; and
adjusting, by the controller, operation of the engine in response to detecting the fault of the fuel rail pressure sensor.

4. The method of claim 1 , wherein commanding the fuel injectors to inject fuel into the engine to decrease the fuel rail pressure to the desired minimum pressure includes commanding, by the controller, the fuel injectors to perform a specific number of fuel injections based on engine operating conditions when entering the DFCO event.

5. The method of claim 1 , wherein commanding the fuel pump to supply fuel to the fuel rail to increase the fuel rail pressure to the desired maximum pressure includes commanding, by the controller, the fuel pump to supply fuel to the fuel rail at a specific rate for a specific period.

6. The method of claim 1 , further comprising adjusting, by the controller, fuel injection in response to the DFCO event ending to compensate for high fuel rail pressure.

7. The method of claim 1 , further comprising executing, by the controller, a second diagnostic routine for the fuel rail pressure sensor in response to an engine off event.

8. The method of claim 7 , wherein the second diagnostic routine for the fuel rail pressure sensor is executed by the controller in response to the engine off event when the DFCO event is not detected during a previous vehicle trip.

9. The method of claim 8 , wherein the second diagnostic routine for the fuel rail pressure sensor includes:
deactivating the fuel injectors;
commanding the fuel pump to supply fuel to the fuel rail to increase the fuel rail pressure to the desired maximum pressure;
deactivating the fuel pump;
receiving a third measured fuel rail pressure from the fuel rail pressure sensor;
reactivating the fuel injectors;
commanding the fuel injectors to inject fuel into the engine to decrease the fuel rail pressure to the desired minimum pressure;
deactivating the fuel injectors;
receiving a fourth measured fuel rail pressure from the fuel rail pressure sensor; and
detecting a fault of the fuel rail pressure sensor based on a pressure difference between the third and fourth measured fuel rail pressures.

10. The method of claim 9 , wherein the controller detects the fault of the fuel rail pressure sensor when the pressure difference between the third and fourth measured fuel rail pressures is less than a predetermined threshold indicative of an appropriate pressure difference for the fuel rail pressure sensor.

11. The method of claim 10 , further comprising at least one of:
actuating, by the controller, a malfunction indicator lamp in response to detecting the fault of the fuel rail pressure sensor; and
adjusting, by the controller, operation of the engine in response to detecting the fault of the fuel rail pressure sensor.

12. The method of claim 1 , wherein detecting, by the controller, the fault of the fuel rail pressure sensor based on the pressure difference between the second and first measured fuel rail pressures occurs during each of a plurality of DFCO events in a single vehicle trip.

13. The method of claim 1 , wherein the fuel pump, the fuel rail, and the fuel injectors collectively form a variable pressure fuel system.

Assignees

• Stack Robert
• Stoffer Jonathan D
• Fca Us Llc

Inventors

• Stack Robert
• Stoffer Jonathan D

Classifications

• G01M15/09

  by monitoring pressure in fluid ducts, e.g. in lubrication or cooling parts · CPC title

• F02D41/26

  using computer, e.g. microprocessor · CPC title

• F02D2041/228

  Warning displays · CPC title

• F02D41/123

  the fuel injection being cut-off · CPC title

• F02D2041/223

  Diagnosis of fuel pressure sensors · CPC title