Rail pressure sensor determination method, fuel system and readable storage medium

Abstract

The application provides a rail pressure sensor determination method, a fuel system and a readable storage medium. The method comprises the following steps: acquiring a maximum voltage signal value, the maximum voltage signal value being a voltage value sent by a rail pressure sensor to an ECU at a time when a pressure limiting valve is passively opened; determining a matching rail pressure value corresponding to the maximum voltage signal value according to the maximum voltage signal value; in the case that the matching rail pressure value is located in a preset rail pressure range, determining that the rail pressure sensor is a target sensor, and target range data is range data supporting normal operation of the fuel system; in the case that the matching rail pressure value is not located in the preset rail pressure range, determining that the rail pressure sensor is a non-target sensor, and the non-target sensor is a sensor with different range data from target range data stored in the ECU. The method uses the rail pressure at the time when the pressure limiting valve is opened to diagnose whether the rail pressure sensor is matched, and determines whether the rail pressure sensor is incorrectly installed by comparing a signal measured by the rail pressure sensor with the preset rail pressure range.

Description

Technical Field

[0001] This application relates to a method for determining a rail pressure sensor, specifically, to a method for determining a rail pressure sensor, a device for determining a rail pressure sensor, a fuel system, and a computer-readable storage medium. Background Technology

[0002] Currently, there are multiple fuel system pressure products coexisting for the same engine model. The rail pressure sensors of different common rails have different ranges and need to be matched with different engine calibration data. However, the rail pressure sensors of different pressures look exactly the same and cannot be distinguished by the naked eye. It is easy to install the wrong rail pressure sensor or the data sent by the ECU does not match the rail pressure sensor. Moreover, once the problem occurs, it is extremely difficult to troubleshoot, which is time-consuming and laborious. Summary of the Invention

[0003] The main objective of this application is to provide a method for determining a rail pressure sensor, a device for determining a rail pressure sensor, a fuel system, and a computer-readable storage medium, so as to at least solve the problem in the prior art that it is impossible to identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor.

[0004] To achieve the above objectives, according to one aspect of this application, a method for determining a rail pressure sensor is provided. The fuel system includes an ECU, an engine, and a rail pressure sensor, the rail pressure sensor being mounted on the common rail of the engine. The method includes: acquiring a maximum voltage signal value, the maximum voltage signal value being the voltage value sent by the rail pressure sensor to the ECU at the moment the pressure relief valve is passively opened; determining a matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value; if the matching rail pressure value is within a preset rail pressure range, determining the rail pressure sensor as a target sensor, the target sensor being a sensor with a range identical to target range data stored in the ECU, the target range data being range data supporting normal operation of the fuel system; if the matching rail pressure value is not within the preset rail pressure range, determining the rail pressure sensor as a non-target sensor, the non-target sensor being a sensor with a range different from the target range data stored in the ECU.

[0005] Optionally, determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value includes: acquiring a target characteristic curve, wherein the target characteristic curve characterizes the mapping relationship between the voltage value sent to the ECU by the target sensor and the rail pressure of the common rail, and the slope of the target characteristic curve corresponding to different rail pressure sensors is different; and determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value and the target characteristic curve.

[0006] Optionally, when the first axis of the target characteristic curve is the rail pressure of the common rail and the second axis of the target characteristic curve is the voltage value sent to the ECU by the target sensor, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve.

[0007] Optionally, if the matched rail pressure value is not within a preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor, where the non-target sensor is a sensor with a range different from the target range. This includes: if the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range, the rail pressure sensor is determined to be a first-type sensor, where the first-type sensor is a sensor with a range smaller than the target sensor; if the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range, the rail pressure sensor is determined to be a second-type sensor, where the second-type sensor is a sensor with a range larger than the target sensor.

[0008] Optionally, before obtaining the maximum voltage signal value, the method further includes: obtaining the actual running time of the engine; obtaining the cumulative number of times the pressure relief valve is opened, wherein the cumulative number of times the pressure relief valve is opened is the sum of the number of times the pressure relief valve is opened from the moment the engine is powered on to the current moment; and determining to obtain the maximum voltage signal value if the actual running time of the engine is less than a preset time and the cumulative number of times the pressure relief valve is opened is less than a preset number of times.

[0009] Optionally, the method further includes: determining that the engine is operating normally and the rail pressure sensor is the target sensor when the actual running time of the engine is greater than or equal to the preset time; determining that the engine is operating normally and the rail pressure sensor is the target sensor when the cumulative number of openings of the pressure relief valve is greater than or equal to the preset number of openings and less than the maximum limit number of openings; and determining that the engine is faulty when the cumulative number of openings of the pressure relief valve is equal to the maximum limit number of openings.

[0010] Optionally, the fuel system includes a fuel injection pump and a fuel metering valve, and the pressure relief valve is a mechanical valve. Obtaining the maximum voltage signal value includes: controlling the opening of the fuel metering valve to the maximum opening so that the amount of fuel injected by the fuel injection pump is maximized, so that the pressure relief valve is passively opened; and obtaining the maximum voltage signal value at the moment when the pressure relief valve is passively opened.

[0011] According to another aspect of this application, a fuel system is provided, comprising: an ECU for performing any of the rail pressure sensor determination methods described above; an engine communicatively connected to the ECU; a pressure relief valve mounted on the common rail of the engine; and a rail pressure sensor mounted on the common rail of the engine.

[0012] Optionally, the system further includes: a fuel tank; a fuel injection pump; and a fuel metering valve for controlling the amount of fuel injected by the fuel injection pump; wherein the fuel tank, the fuel injection pump, and the fuel metering valve are mechanically connected.

[0013] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform any of the described methods for determining the rail pressure sensor.

[0014] The technical solution of this application includes a fuel system comprising an ECU, an engine, and a rail pressure sensor. The rail pressure sensor is installed on the common rail of the engine. The method for determining the rail pressure sensor involves first acquiring the maximum voltage signal value, which is the voltage value sent by the rail pressure sensor to the ECU when the pressure relief valve is passively opened; secondly, determining the matching rail pressure value corresponding to the maximum voltage signal value; then, if the matching rail pressure value is within a preset rail pressure range, determining the rail pressure sensor as the target sensor, where the target sensor has the same range as the target range data stored in the ECU, and the target range data is the range data that supports the normal operation of the fuel system; finally, if the matching rail pressure value is not within the preset rail pressure range, determining the rail pressure sensor as a non-target sensor, where the non-target sensor has a different range than the target range data stored in the ECU. This method uses the rail pressure when the pressure relief valve is open to diagnose whether the rail pressure sensor is matched. By comparing the signal measured by the rail pressure sensor with the preset rail pressure range, it determines whether the rail pressure sensor is installed incorrectly, solving the problem in the prior art that it is impossible to identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0016] Figure 1 A schematic flowchart of a method for determining a rail pressure sensor according to an embodiment of this application is shown;

[0017] Figure 2 A schematic diagram of a fuel system according to an embodiment of this application is shown;

[0018] Figure 3 A flowchart illustrating another method for determining a rail pressure sensor according to an embodiment of this application is shown.

[0019] Figure 4 A comparison graph showing the output characteristic curves of a rail pressure sensor provided according to an embodiment of this application is shown;

[0020] Figure 5 A flowchart illustrating another method for determining a rail pressure sensor according to an embodiment of this application is shown.

[0021] Figure 6 A structural block diagram of a rail pressure sensor determination device provided according to an embodiment of this application is shown.

[0022] The above figures include the following reference numerals:

[0023] 01. Fuel tank; 02. Coarse filter; 03. Fuel injection pump; 04. Fine filter; 05. Fuel metering valve; 06. Rail pressure sensor; 07. Common rail; 08. Pressure relief valve; 09. High-pressure connector; 100. Fuel injector; 200. ECU. Detailed Implementation

[0024] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] For ease of description, the following explains some of the nouns or terms used in the embodiments of this application:

[0028] PLV valve: Pressure limit valve on common rail.

[0029] As described in the background section, existing technologies often involve the coexistence of multiple fuel system pressure products. Different common rail pressure sensors have different ranges and require matching with different engine calibration data. However, rail pressure sensors of different pressures appear identical and are indistinguishable to the naked eye. This easily leads to incorrect installation or mismatch between the rail pressure sensor and the data, and troubleshooting is extremely difficult, time-consuming, and labor-intensive. To address the problem of existing technologies being unable to identify whether a rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor, embodiments of this application provide a method for determining a rail pressure sensor, a device for determining a rail pressure sensor, a fuel system, and a computer-readable storage medium.

[0030] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0031] This embodiment provides a method for determining a rail pressure sensor that runs on an ECU or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0032] Figure 1 This is a flowchart of a method for determining a rail pressure sensor according to an embodiment of this application. Figure 1 As shown, the fuel system includes an ECU, an engine, and a rail pressure sensor. The rail pressure sensor is mounted on the engine's common rail. The method includes the following steps:

[0033] Step S101: Obtain the maximum voltage signal value. The maximum voltage signal value is the voltage value sent to the ECU by the rail pressure sensor when the pressure relief valve is passively opened.

[0034] Specifically, the engine ECU (Engine Control Unit) is an electronic control unit used to control and manage engine operation. It receives information from various sensors, such as the air flow sensor, oxygen sensor, and throttle position sensor, and adjusts engine parameters such as ignition timing, fuel injection quantity, and cylinder pressure based on this information to ensure normal engine operation and optimize performance. The engine ECU can also store fault codes and data for diagnostics and troubleshooting.

[0035] The aforementioned fuel system includes a fuel injection pump and a fuel metering valve. The aforementioned pressure relief valve is a mechanical valve. Obtaining the maximum voltage signal value includes: controlling the opening degree of the aforementioned fuel metering valve to the maximum opening degree so that the amount of fuel injected by the aforementioned fuel injection pump is maximized, so that the aforementioned pressure relief valve is passively opened; and obtaining the aforementioned maximum voltage signal value at the moment when the aforementioned pressure relief valve is passively opened.

[0036] Specifically, this allows us to obtain the voltage signal output by the rail pressure sensor when measuring the maximum rail pressure.

[0037] An engine rail pressure sensor is a sensor used to measure the pressure of the high-pressure fuel rails in an engine. It is typically installed in the engine's fuel system and monitors changes in fuel rail pressure in real time, transmitting the data to the engine control unit (ECU) to adjust fuel injection quantities and improve fuel economy and performance. The accuracy and stability of the engine rail pressure sensor are crucial for the normal operation and performance of the engine.

[0038] A fuel system is the fuel supply system of a vehicle or machine, used to store, deliver, and inject fuel to meet the fuel requirements of engine combustion. A fuel system typically includes components such as a fuel tank, fuel pump, fuel lines, fuel injectors, and fuel filter. The design and operating status of the fuel system directly affect engine performance and fuel efficiency.

[0039] Among them, such as Figure 2 As shown, the fuel system specifically includes a fuel tank 01, a coarse filter 02, a fuel injection pump 03, a fine filter 04, a fuel metering valve 05, a rail pressure sensor 06, a common rail pipe 07, a pressure relief valve 08, a high-pressure connector 09, a fuel injector 100, and an ECU 200.

[0040] The engine oil tank is a crucial component of the engine system, used to store the lubricating oil required by the engine. It is typically located above or to the side of the engine, and its main function is to store engine oil and distribute it to various parts of the engine via an oil pump, ensuring lubrication and cooling during engine operation. Engine oil tanks usually come with a dipstick and a cap for easy checking and adding of engine oil. The design and capacity of the engine oil tank vary depending on the vehicle type and engine specifications. The engine pre-filter, often called a fuel filter, filters impurities and contaminants from the fuel, ensuring clean and pure fuel to protect the engine's normal operation.

[0041] Fuel filters are typically installed on the line between the fuel tank and the engine, and their function is to filter the fuel. They are an important component of the engine's fuel system, and their main function is to deliver fuel from the fuel tank to the fuel injectors to meet the engine's fuel requirements.

[0042] The engine's fuel injection pump uses pressure to deliver fuel to the fuel injectors, ensuring that fuel is injected into the engine's combustion chamber at the appropriate pressure and flow rate, thus guaranteeing normal engine operation. The working principle of the engine's fuel injection pump is to use the pressure generated by the drive mechanism to deliver fuel to the fuel injectors, thereby achieving fuel injection. At the same time, the fuel injection pump also needs to adjust the fuel supply according to changes in engine load and speed to ensure that the engine receives an appropriate amount of fuel. Therefore, the engine's fuel injection pump plays a crucial role in the normal operation and performance of the engine.

[0043] The function of a fine filter is to filter fuel before it enters the fuel injection pump, ensuring the cleanliness and purity of the fuel. This effectively prevents impurities and particulate matter from entering the fuel injection pump and fuel metering system, thus protecting the normal operation of the fuel system and extending the service life of the fuel injection pump and fuel metering system. Fine filters are typically made of high-efficiency filter materials, capable of effectively filtering out tiny particles and impurities, ensuring fuel cleanliness. Therefore, fine filters play a very important role in the fuel system.

[0044] A fuel gauge is an instrument used to measure a vehicle's fuel consumption. It is typically installed on the vehicle's fuel tank or fuel line, allowing for real-time monitoring of fuel consumption. Fuel gauges help car owners accurately understand their vehicle's fuel consumption and refuel promptly to ensure normal vehicle operation. They also aid in fuel-saving management, reducing fuel costs. In the logistics and public transportation industries, fuel gauges are also widely used to monitor vehicle fuel consumption and improve transportation efficiency.

[0045] A common rail is a fuel injection system used in diesel engines. It delivers high-pressure fuel to each injector through a common fuel line, achieving more precise fuel injection and more efficient combustion. This system improves engine power and fuel economy while reducing emissions. The common rail system works by using a high-pressure pump to deliver fuel into the common rail, and then an electronic control unit controls the injection timing and quantity of the injectors based on engine operating conditions and driving requirements. This system allows for multiple injections and high-pressure injection, thereby improving combustion efficiency and power output.

[0046] An engine pressure relief valve is a device used to regulate engine fuel pressure. It limits the pressure of fuel entering the fuel injection system to ensure stable engine combustion efficiency and performance. A pressure relief valve typically consists of an adjustable spring and a piston. When the fuel pressure exceeds a set value, the valve opens and releases excess fuel, thus maintaining the system pressure within the set range. This effectively prevents engine problems caused by too much or too little fuel and also extends the lifespan of the fuel system.

[0047] An engine fuel injector is a device used to inject fuel into the combustion chamber of an engine. It typically consists of several parts, including a fuel injection pump, fuel injectors, and injection lines. Engine fuel injectors can precisely control the timing and amount of fuel injection based on engine operating conditions and load, thereby achieving efficient fuel combustion, reducing emissions, and improving engine power performance and fuel economy. In modern automotive engines, electronic control systems typically control the operation of the fuel injectors to achieve even more precise fuel injection control.

[0048] The high-pressure connector is a component that connects the engine injectors and the common rail. It withstands the high pressure of fuel and delivers fuel to the injectors. High-pressure connectors are typically made of high-pressure and corrosion-resistant materials to ensure no leakage or damage occurs under high pressure. Their design and manufacture must meet stringent standards and requirements to ensure the proper functioning and safety of the engine's fuel system.

[0049] Among them, such as Figure 3 As shown, before obtaining the maximum voltage signal value, the above method also includes the following steps:

[0050] Step S201: Obtain the actual running time of the engine.

[0051] Step S202: Obtain the cumulative number of times the pressure relief valve is opened. The cumulative number of times the pressure relief valve is opened is the sum of the number of times the pressure relief valve is opened from the moment the engine is powered on to the current moment.

[0052] Step S203: If the actual running time of the engine is less than the preset time and the cumulative number of times the pressure relief valve is opened is less than the preset number of times, determine to obtain the maximum voltage signal value.

[0053] Specifically, this determines the start time for the judgment. The preset time is generally 5 minutes. If the actual engine running time exceeds the preset time, it indicates that the engine has been running for some time. At this point, it's difficult to replace the rail pressure sensor to determine if it's installed incorrectly. Therefore, the above embodiment ensures that the rail pressure sensor judgment begins at the very beginning of engine operation (i.e., initial operation). Additionally, the cumulative number of openings also reflects the engine's running time. The preset number of openings can be set to 3. A high cumulative number of openings indicates a longer engine running time, while the pressure relief valve typically doesn't open many times during the initial engine operation phase.

[0054] The above method also includes the following steps:

[0055] Step S301: If the actual running time of the engine is greater than or equal to the preset time, determine that the engine is running normally and that the rail pressure sensor is the target sensor.

[0056] Step S302: If the cumulative number of times the pressure relief valve is opened is greater than or equal to the preset number of times it is opened but less than the maximum limit number of times, it is determined that the engine is operating normally and the rail pressure sensor is the target sensor.

[0057] Step S303: If the cumulative number of times the pressure relief valve is opened is equal to the maximum number of times it is opened, the engine malfunction is determined.

[0058] Specifically, this allows for accurate determination of the conditions for triggering the rail pressure sensor's judgment. If the actual engine running time is greater than or equal to the aforementioned preset time, it is not appropriate to proceed with the rail pressure sensor judgment. If the cumulative number of openings of the pressure relief valve is greater than or equal to the aforementioned preset number of openings but less than the maximum limit, it indirectly indicates that the engine has been running for some time, and it is not appropriate to proceed with the rail pressure sensor judgment. Conversely, if the cumulative number of openings of the pressure relief valve equals the aforementioned maximum limit, it proves that the pressure relief valve has opened too many times, indicating a malfunction in the engine.

[0059] Step S102: Determine the matching rail voltage value corresponding to the maximum voltage signal value based on the maximum voltage signal value.

[0060] Specifically, the ECU stores a mapping curve between the voltage of the rail pressure sensor and the rail pressure. Rail pressure sensors that do not meet the correspondence of this curve are mismatched. Therefore, the rail pressure value corresponding to the maximum voltage signal can be used to determine whether the rail pressure sensor is the target sensor that matches the data in the ECU.

[0061] The process of determining the matching rail voltage value corresponding to the maximum voltage signal value includes the following steps:

[0062] Step S1021: Obtain the target characteristic curve. The target characteristic curve represents the mapping relationship between the voltage value sent by the target sensor to the ECU and the rail pressure of the common rail. The slope of the target characteristic curve is different for different rail pressure sensors.

[0063] Step S1022: Based on the maximum voltage signal value and the target characteristic curve, determine the matching rail voltage value corresponding to the maximum voltage signal value.

[0064] Specifically, this allows obtaining the maximum voltage signal value output by the rail pressure sensor when measuring the maximum rail pressure within its range. By comparing this maximum voltage signal value with the target characteristic curve stored in the ECU, it can be determined whether the rail pressure sensor is a range-matched sensor. The rail pressure sensor measures the rail pressure of the common rail and outputs a voltage signal to the ECU. The ECU stores the correspondence between the rail pressure sensor's voltage signal and the corresponding rail pressure value. Rail pressure sensors with different ranges will output different voltage signal values ​​when measuring the same rail pressure value. For example... Figure 4 As shown in the figure, curve a represents the correspondence between the voltage value and the rail pressure value of a rail pressure sensor with a rail pressure measurement range of 0 bar to 2250 bar, and curve b represents the correspondence between the voltage value and the rail pressure value of a rail pressure sensor with a rail pressure measurement range of 0 bar to 2500 bar. It can be seen from the figure that when the output voltage value of the rail pressure sensor represented by curve a and the rail pressure sensor represented by curve b is both 4.5V, the rail pressure measured by the rail pressure sensor represented by curve a is 2000 bar, and the rail pressure measured by the rail pressure sensor represented by curve b is 2250 bar. Therefore, it can be seen that when rail pressure sensors with different ranges output the same voltage value to the ECU, the corresponding rail pressure value obtained by the ECU will be different. Therefore, if the installed rail pressure sensor does not match the data stored in the ECU, it will lead to a large deviation in the subsequent rail pressure measurement. Based on this relationship, it can be determined whether the installed rail pressure sensor matches the data stored in the ECU.

[0065] Wherein, when the first axis of the target characteristic curve is the rail pressure of the common rail and the second axis of the target characteristic curve is the voltage value sent by the target sensor to the ECU, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve.

[0066] Specifically, since the range of the rail pressure sensor is related to the slope of the target characteristic curve, this characteristic can be used to determine whether the rail pressure sensor installed on the common rail is the target sensor that matches the target characteristic curve stored in the ECU. For example... Figure 4 As shown, when the first coordinate axis is the x-axis and the second coordinate axis is the y-axis, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve. When the first coordinate axis is the y-axis and the second coordinate axis is the x-axis, the range of the rail pressure sensor is directly proportional to the slope of the target characteristic curve.

[0067] Step S103: When the above-mentioned matching rail pressure value is within the preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor whose range is the same as the target range data stored in the ECU. The target range data is the range data that supports the normal operation of the fuel system.

[0068] Specifically, the target range data stored in the ECU is generally the output characteristic curve of the rail pressure sensor. The output characteristic curve of the rail pressure sensor is usually a linear curve, with its output voltage being directly proportional to the rail pressure. Specifically, when the rail pressure increases, the sensor's output voltage also increases, forming a straight line.

[0069] Generally, the output characteristic curve of a rail pressure sensor can be represented by Formula 1:

[0070] (Formula 1)

[0071] in, This indicates the output voltage of the rail pressure sensor. This is the zero-point voltage of the sensor (i.e., the output voltage at zero pressure). This refers to the sensitivity of the rail pressure sensor (i.e., the change in output voltage corresponding to a unit change in pressure). This refers to rail pressure.

[0072] By measuring the output voltage under different pressures, the output characteristic curve of the rail pressure sensor can be plotted, thereby determining parameters such as the sensor's sensitivity and zero-point offset.

[0073] Step S104: If the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor whose range is different from the target range data stored in the ECU.

[0074] Specifically, different rail pressure sensors have different measurement ranges. The ECU only stores the output characteristic curve of the target sensor. If the rail pressure sensor is not the target sensor, its measurement range will be different from the output characteristic curve of the target sensor stored in the ECU.

[0075] In cases where the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor, meaning the non-target sensor has a range different from the target range. This process includes the following steps:

[0076] Step S1041: When the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range, the rail pressure sensor is determined to be a first type of sensor, and the first type of sensor is a sensor with a range smaller than the target sensor.

[0077] Step S1042: If the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range, the rail pressure sensor is determined to be a second type of sensor, and the second type of sensor is a sensor with a range greater than that of the target sensor.

[0078] Specifically, by comparing the matched rail pressure value with the preset rail pressure range, it is possible to accurately determine whether the sensor's range is too large or too small, which helps in replacing it with a rail pressure sensor that meets the requirements.

[0079] The method for determining the rail pressure sensor disclosed in this application includes a fuel system comprising an ECU, an engine, and a rail pressure sensor. The rail pressure sensor is installed on the common rail of the engine. First, the maximum voltage signal value is acquired; this maximum voltage signal value is the voltage value sent by the rail pressure sensor to the ECU when the pressure relief valve is passively opened. Second, based on the maximum voltage signal value, a matching rail pressure value corresponding to the maximum voltage signal value is determined. Then, if the matching rail pressure value is within a preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor with a range identical to the target range data stored in the ECU, and the target range data is the range data supporting the normal operation of the fuel system. Finally, if the matching rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor; the non-target sensor is a sensor with a range different from the target range data stored in the ECU. This method utilizes the rail pressure when the pressure relief valve is open to diagnose whether the rail pressure sensor is matched. By comparing the signal measured by the rail pressure sensor with the preset rail pressure range, it determines whether the rail pressure sensor is installed incorrectly, solving the problems in existing technologies that cannot identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor.

[0080] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the rail pressure sensor determination method of this application will be described in detail below with reference to specific embodiments.

[0081] This embodiment relates to a specific method for determining a rail pressure sensor, such as... Figure 5 As shown, it includes the following steps:

[0082] Step S1: Start the engine normally and run it to idle speed. Determine if the engine running time is less than t. If it is not less than t, the engine is considered to be running normally. If it is less than t, determine if the number of times the PLV valve (pressure relief valve) opens is less than n. If the number of times the PLV valve opens is not less than n, the engine is considered to be running normally. If the number of times the PLV valve opens is less than n, proceed to step S2.

[0083] Step S2: Fully open the fuel injection pump metering unit (fuel metering valve), so that the PLV valve is opened by high pressure. The rail pressure sensor detects the rail pressure at this time and sends the voltage signal to the ECU. According to the characteristic curve stored in the ECU, match the rail pressure corresponding to the voltage signal to obtain the opening pressure of the PLV valve.

[0084] Step S3: Determine whether the opening pressure of the PLV valve is greater than P1. If the opening pressure of the PLV valve is not greater than P1, it is determined that the rail pressure sensor is installed incorrectly, and that a small-range rail pressure sensor is installed incorrectly. The engine will report a rail pressure sensor mismatch fault.

[0085] Step S4: If the opening pressure of the PLV valve is greater than P1, determine if the opening pressure of the PLV valve is less than P2. If the opening pressure of the PLV valve is less than P2, confirm that the rail pressure sensor matches the characteristic curve in the ECU correctly and that the rail pressure sensor is installed correctly. If the opening pressure of the PLV valve is not less than P2, confirm that the rail pressure sensor is installed incorrectly, and that a large-range rail pressure sensor is installed incorrectly. The engine will report a rail pressure sensor mismatch fault.

[0086] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0087] This application also provides a fuel system, such as... Figure 2 As shown, the system includes: an ECU 200 for executing any of the above-described methods for determining the rail pressure sensor; an engine (not shown) connected in communication with the ECU; a pressure relief valve 08 installed on the common rail 07 of the engine; and a rail pressure sensor 06 installed on the common rail 07 of the engine.

[0088] In some embodiments, such as Figure 2 As shown, the system also includes: a fuel tank 01; a fuel injection pump 03; and a fuel metering valve 05 for controlling the amount of fuel injected by the fuel injection pump; wherein the fuel tank 01, the fuel injection pump 03, and the fuel metering valve 05 are mechanically connected.

[0089] In some embodiments, such as Figure 2 As shown, the system also includes: coarse filter 02, fine filter 04, high-pressure connector 09, and injector 100.

[0090] The fuel system of this application includes: an ECU for executing any of the above-described methods for determining the rail pressure sensor; an engine communicatively connected to the ECU; a pressure relief valve mounted on the common rail of the engine; and a rail pressure sensor mounted on the common rail of the engine. This system uses the rail pressure when the pressure relief valve is open to diagnose whether the rail pressure sensor is mismatched. By comparing the signal measured by the rail pressure sensor with a preset rail pressure range, it determines whether the rail pressure sensor is installed incorrectly, thus solving the problem in the prior art that it cannot identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor.

[0091] This application also provides an ECU. It should be noted that the ECU in this application embodiment can be used to execute the method for determining a rail pressure sensor provided in this application embodiment. This ECU is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0092] The ECU provided in the embodiments of this application will be described below.

[0093] Figure 6 This is a schematic diagram of an ECU according to an embodiment of this application. Figure 6 As shown, the fuel system includes an ECU, an engine, and a rail pressure sensor. The rail pressure sensor is mounted on the common rail of the engine. The device includes an acquisition unit 10, a first determination unit 20, a second determination unit 30, and a third determination unit 40. The acquisition unit 10 is used to acquire a maximum voltage signal value, which is the voltage value sent by the rail pressure sensor to the ECU when the pressure relief valve is passively opened. The first determination unit 20 is used to determine a matching rail pressure value corresponding to the maximum voltage signal value. The second determination unit 30 is used to determine the rail pressure sensor as a target sensor when the matching rail pressure value is within a preset rail pressure range. The target sensor is a sensor with a range the same as the target range data stored in the ECU, and the target range data is the range data that supports the normal operation of the fuel system. The third determination unit 40 is used to determine the rail pressure sensor as a non-target sensor when the matching rail pressure value is not within the preset rail pressure range. The non-target sensor is a sensor with a range different from the target range data stored in the ECU.

[0094] The ECU of this application includes an engine, a fuel system, and a rail pressure sensor. The rail pressure sensor is installed on the common rail of the engine. The device includes an acquisition unit, a first determination unit, a second determination unit, and a third determination unit. The acquisition unit is used to acquire a maximum voltage signal value, which is the voltage value sent by the rail pressure sensor to the ECU when the pressure relief valve is passively opened. The first determination unit is used to determine a matching rail pressure value corresponding to the maximum voltage signal value. The second determination unit is used to determine the rail pressure sensor as a target sensor when the matching rail pressure value is within a preset rail pressure range. The target sensor is a sensor with the same range as the target range data stored in the ECU, and the target range data is the range data that supports the normal operation of the fuel system. The third determination unit is used to determine the rail pressure sensor as a non-target sensor when the matching rail pressure value is not within the preset rail pressure range. The non-target sensor is a sensor with a range different from the target range data stored in the ECU. This ECU uses the rail pressure when the pressure relief valve is open to diagnose whether the rail pressure sensor is matched. By comparing the signal measured by the rail pressure sensor with the preset rail pressure range, it determines whether the rail pressure sensor is installed incorrectly. This solves the problem in the prior art that it cannot identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor.

[0095] In some optional solutions, the first determining unit includes a first acquiring module and a first determining module. The first acquiring module is used to acquire a target characteristic curve, which characterizes the mapping relationship between the voltage value sent by the target sensor to the ECU and the rail pressure of the common rail. Different rail pressure sensors correspond to different slopes of the target characteristic curve. The first determining module is used to determine the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value and the target characteristic curve. In this way, the maximum voltage signal value output when measuring the maximum rail pressure within the range of the rail pressure sensor can be obtained. By comparing the maximum voltage signal value with the target characteristic curve stored in the ECU, it can be determined whether the rail pressure sensor is a range-matched rail pressure sensor.

[0096] In some alternative solutions, where the first axis of the target characteristic curve represents the rail pressure of the common rail, and the second axis represents the voltage value sent to the ECU by the target sensor, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve. Since the range of the rail pressure sensor is related to the slope of the target characteristic curve, this characteristic can be used to determine whether the rail pressure sensor installed on the common rail is a target sensor that matches the target characteristic curve stored in the ECU.

[0097] In some optional solutions, the third determining unit includes a second determining module and a third determining module. The second determining module is used to determine that the rail pressure sensor is a first-type sensor when the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range. The first-type sensor is a sensor with a measurement range smaller than the target sensor. The third determining module is used to determine that the rail pressure sensor is a second-type sensor when the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range. The second-type sensor is a sensor with a measurement range greater than the target sensor. By comparing the matched rail pressure value with the preset rail pressure range, it is possible to accurately determine whether the sensor's measurement range is too large or too small, which helps in subsequent replacement with a rail pressure sensor that meets the requirements.

[0098] In this embodiment, the ECU further includes a second acquisition module, a third acquisition module, and a fourth determination module. The second acquisition module is used to acquire the actual operating time of the engine before acquiring the maximum voltage signal value. The third acquisition module is used to acquire the cumulative number of times the pressure relief valve opens, which is the sum of the number of times the pressure relief valve opens from the moment the engine is powered on to the current moment. The fourth determination module is used to determine whether to acquire the maximum voltage signal value if the actual operating time of the engine is less than a preset time and the cumulative number of times the pressure relief valve opens is less than a preset number of times. This allows the determination of when to start the judgment process.

[0099] In an optional embodiment, the ECU further includes a fifth determining module, a sixth determining module, and a seventh determining module. The fifth determining module is used to determine that the engine is operating normally and the rail pressure sensor is the target sensor if the actual operating time of the engine is greater than or equal to the preset time. The sixth determining module is used to determine that the engine is operating normally and the rail pressure sensor is the target sensor if the cumulative number of openings of the pressure relief valve is greater than or equal to the preset number of openings and less than the maximum limit number of openings. The seventh determining module is used to determine that the engine is malfunctioning if the cumulative number of openings of the pressure relief valve is equal to the maximum limit number of openings. This allows for accurate determination of the conditions for entering the rail pressure sensor judgment.

[0100] As an optional solution, the aforementioned fuel system includes a fuel injection pump and a fuel metering valve. The pressure relief valve is a mechanical valve. The acquisition unit includes a control module and an acquisition submodule. The control module controls the opening of the fuel metering valve to its maximum extent, maximizing the fuel injection volume from the fuel injection pump, thereby passively opening the pressure relief valve. The acquisition submodule acquires the maximum voltage signal value at the moment the pressure relief valve is passively opened. This allows the acquisition of the voltage signal output by the rail pressure sensor when measuring the maximum rail pressure.

[0101] The aforementioned ECU includes a processor and a memory. The aforementioned acquisition units, etc., are all stored as program units in the memory, and the processor executes these program units stored in the memory to achieve the corresponding functions. All of the aforementioned modules reside in the same processor; alternatively, the aforementioned modules may be located in different processors in any combination.

[0102] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and adjusting kernel parameters can solve problems in existing technologies that cannot identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor.

[0103] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0104] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the method for determining the rail pressure sensor.

[0105] Specifically, the methods for determining the rail pressure sensor include:

[0106] Step S101: Obtain the maximum voltage signal value. The maximum voltage signal value is the voltage value sent to the ECU by the rail pressure sensor when the pressure relief valve is passively opened.

[0107] Specifically, the engine ECU (Engine Control Unit) is an electronic control unit used to control and manage engine operation. It receives information from various sensors, such as the air flow sensor, oxygen sensor, and throttle position sensor, and adjusts engine parameters such as ignition timing, fuel injection quantity, and cylinder pressure based on this information to ensure normal engine operation and optimize performance. The engine ECU can also store fault codes and data for diagnostics and troubleshooting.

[0108] Step S102: Determine the matching rail voltage value corresponding to the maximum voltage signal value based on the maximum voltage signal value.

[0109] Specifically, the ECU stores a mapping curve between the voltage of the rail pressure sensor and the rail pressure. Rail pressure sensors that do not meet the correspondence of this curve are mismatched. Therefore, the rail pressure value corresponding to the maximum voltage signal can be used to determine whether the rail pressure sensor is the target sensor that matches the data in the ECU.

[0110] Step S103: When the above-mentioned matching rail pressure value is within the preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor whose range is the same as the target range data stored in the ECU. The target range data is the range data that supports the normal operation of the fuel system.

[0111] Specifically, the target range data stored in the ECU is generally the output characteristic curve of the rail pressure sensor. The output characteristic curve of the rail pressure sensor is usually a linear curve, with its output voltage being directly proportional to the rail pressure. Specifically, when the rail pressure increases, the sensor's output voltage also increases, forming a straight line.

[0112] Step S104: If the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor whose range is different from the target range data stored in the ECU.

[0113] Specifically, different rail pressure sensors have different measurement ranges. The ECU only stores the output characteristic curve of the target sensor. If the rail pressure sensor is not the target sensor, its measurement range will be different from the output characteristic curve of the target sensor stored in the ECU.

[0114] Optionally, determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value includes: acquiring a target characteristic curve, wherein the target characteristic curve characterizes the mapping relationship between the voltage value sent by the target sensor to the ECU and the rail pressure of the common rail, and the slope of the target characteristic curve corresponding to different rail pressure sensors is different; and determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value and the target characteristic curve.

[0115] Optionally, when the first axis of the target characteristic curve is the rail pressure of the common rail and the second axis of the target characteristic curve is the voltage value sent by the target sensor to the ECU, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve.

[0116] Optionally, if the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor, where the non-target sensor is a sensor with a range different from the target range. This includes: if the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range, the rail pressure sensor is determined to be a first-type sensor, where the first-type sensor is a sensor with a range smaller than the target sensor; if the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range, the rail pressure sensor is determined to be a second-type sensor, where the second-type sensor is a sensor with a range larger than the target sensor.

[0117] Optionally, before obtaining the maximum voltage signal value, the method further includes: obtaining the actual running time of the engine; obtaining the cumulative number of times the pressure relief valve is opened, wherein the cumulative number of times the pressure relief valve is opened is the sum of the number of times the pressure relief valve is opened from the moment the engine is powered on to the current moment; and determining to obtain the maximum voltage signal value if the actual running time of the engine is less than a preset time and the cumulative number of times the pressure relief valve is opened is less than a preset number of times.

[0118] Optionally, the above method further includes: determining that the engine is operating normally and the rail pressure sensor is the target sensor when the actual running time of the engine is greater than or equal to the preset time; determining that the engine is operating normally and the rail pressure sensor is the target sensor when the cumulative number of openings of the pressure relief valve is greater than or equal to the preset number of openings and less than the maximum limit number of openings; and determining that the engine is faulty when the cumulative number of openings of the pressure relief valve is equal to the maximum limit number of openings.

[0119] Optionally, the above-mentioned fuel system includes a fuel injection pump and a fuel metering valve, and the pressure relief valve is a mechanical valve. Obtaining the maximum voltage signal value includes: controlling the opening degree of the fuel metering valve to the maximum opening degree so that the amount of fuel injected by the fuel injection pump is maximized, so that the pressure relief valve is passively opened; and obtaining the maximum voltage signal value at the moment when the pressure relief valve is passively opened.

[0120] This invention provides a processor for running a program, wherein the program executes the method for determining the rail pressure sensor.

[0121] Specifically, the methods for determining the rail pressure sensor include:

[0122] Step S101: Obtain the maximum voltage signal value. The maximum voltage signal value is the voltage value sent to the ECU by the rail pressure sensor when the pressure relief valve is passively opened.

[0123] Specifically, the engine ECU (Engine Control Unit) is an electronic control unit used to control and manage engine operation. It receives information from various sensors, such as the air flow sensor, oxygen sensor, and throttle position sensor, and adjusts engine parameters such as ignition timing, fuel injection quantity, and cylinder pressure based on this information to ensure normal engine operation and optimize performance. The engine ECU can also store fault codes and data for diagnostics and troubleshooting.

[0124] Step S102: Determine the matching rail voltage value corresponding to the maximum voltage signal value based on the maximum voltage signal value.

[0125] Specifically, the ECU stores a mapping curve between the voltage of the rail pressure sensor and the rail pressure. Rail pressure sensors that do not meet the correspondence of this curve are mismatched. Therefore, the rail pressure value corresponding to the maximum voltage signal can be used to determine whether the rail pressure sensor is the target sensor that matches the data in the ECU.

[0126] Step S103: When the above-mentioned matching rail pressure value is within the preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor whose range is the same as the target range data stored in the ECU. The target range data is the range data that supports the normal operation of the fuel system.

[0127] Specifically, the target range data stored in the ECU is generally the output characteristic curve of the rail pressure sensor. The output characteristic curve of the rail pressure sensor is usually a linear curve, with its output voltage being directly proportional to the rail pressure. Specifically, when the rail pressure increases, the sensor's output voltage also increases, forming a straight line.

[0128] Step S104: If the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor whose range is different from the target range data stored in the ECU.

[0129] Specifically, different rail pressure sensors have different measurement ranges. The ECU only stores the output characteristic curve of the target sensor. If the rail pressure sensor is not the target sensor, its measurement range will be different from the output characteristic curve of the target sensor stored in the ECU.

[0130] Optionally, determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value includes: acquiring a target characteristic curve, wherein the target characteristic curve characterizes the mapping relationship between the voltage value sent by the target sensor to the ECU and the rail pressure of the common rail, and the slope of the target characteristic curve corresponding to different rail pressure sensors is different; and determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value and the target characteristic curve.

[0131] Optionally, when the first axis of the target characteristic curve is the rail pressure of the common rail and the second axis of the target characteristic curve is the voltage value sent by the target sensor to the ECU, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve.

[0132] Optionally, if the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor, where the non-target sensor is a sensor with a range different from the target range. This includes: if the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range, the rail pressure sensor is determined to be a first-type sensor, where the first-type sensor is a sensor with a range smaller than the target sensor; if the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range, the rail pressure sensor is determined to be a second-type sensor, where the second-type sensor is a sensor with a range larger than the target sensor.

[0133] Optionally, before obtaining the maximum voltage signal value, the method further includes: obtaining the actual running time of the engine; obtaining the cumulative number of times the pressure relief valve is opened, wherein the cumulative number of times the pressure relief valve is opened is the sum of the number of times the pressure relief valve is opened from the moment the engine is powered on to the current moment; and determining to obtain the maximum voltage signal value if the actual running time of the engine is less than a preset time and the cumulative number of times the pressure relief valve is opened is less than a preset number of times.

[0134] Optionally, the above method further includes: determining that the engine is operating normally and the rail pressure sensor is the target sensor when the actual running time of the engine is greater than or equal to the preset time; determining that the engine is operating normally and the rail pressure sensor is the target sensor when the cumulative number of openings of the pressure relief valve is greater than or equal to the preset number of openings and less than the maximum limit number of openings; and determining that the engine is faulty when the cumulative number of openings of the pressure relief valve is equal to the maximum limit number of openings.

[0135] Optionally, the above-mentioned fuel system includes a fuel injection pump and a fuel metering valve, and the pressure relief valve is a mechanical valve. Obtaining the maximum voltage signal value includes: controlling the opening degree of the fuel metering valve to the maximum opening degree so that the amount of fuel injected by the fuel injection pump is maximized, so that the pressure relief valve is passively opened; and obtaining the maximum voltage signal value at the moment when the pressure relief valve is passively opened.

[0136] This invention provides a device including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0137] Step S101: Obtain the maximum voltage signal value. The maximum voltage signal value is the voltage value sent to the ECU by the rail pressure sensor when the pressure relief valve is passively opened.

[0138] Step S102: Determine the matching rail voltage value corresponding to the maximum voltage signal value based on the maximum voltage signal value.

[0139] Step S103: When the above-mentioned matching rail pressure value is within the preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor whose range is the same as the target range data stored in the ECU. The target range data is the range data that supports the normal operation of the fuel system.

[0140] Step S104: If the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor whose range is different from the target range data stored in the ECU.

[0141] The devices mentioned in this article can be servers, PCs, tablets, mobile phones, etc.

[0142] Optionally, determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value includes: acquiring a target characteristic curve, wherein the target characteristic curve characterizes the mapping relationship between the voltage value sent by the target sensor to the ECU and the rail pressure of the common rail, and the slope of the target characteristic curve corresponding to different rail pressure sensors is different; and determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value and the target characteristic curve.

[0143] Optionally, when the first axis of the target characteristic curve is the rail pressure of the common rail and the second axis of the target characteristic curve is the voltage value sent by the target sensor to the ECU, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve.

[0144] Optionally, if the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor, where the non-target sensor is a sensor with a range different from the target range. This includes: if the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range, the rail pressure sensor is determined to be a first-type sensor, where the first-type sensor is a sensor with a range smaller than the target sensor; if the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range, the rail pressure sensor is determined to be a second-type sensor, where the second-type sensor is a sensor with a range larger than the target sensor.

[0145] Optionally, before obtaining the maximum voltage signal value, the method further includes: obtaining the actual running time of the engine; obtaining the cumulative number of times the pressure relief valve is opened, wherein the cumulative number of times the pressure relief valve is opened is the sum of the number of times the pressure relief valve is opened from the moment the engine is powered on to the current moment; and determining to obtain the maximum voltage signal value if the actual running time of the engine is less than a preset time and the cumulative number of times the pressure relief valve is opened is less than a preset number of times.

[0146] Optionally, the above method further includes: determining that the engine is operating normally and the rail pressure sensor is the target sensor when the actual running time of the engine is greater than or equal to the preset time; determining that the engine is operating normally and the rail pressure sensor is the target sensor when the cumulative number of openings of the pressure relief valve is greater than or equal to the preset number of openings and less than the maximum limit number of openings; and determining that the engine is faulty when the cumulative number of openings of the pressure relief valve is equal to the maximum limit number of openings.

[0147] Optionally, the above-mentioned fuel system includes a fuel injection pump and a fuel metering valve, and the pressure relief valve is a mechanical valve. Obtaining the maximum voltage signal value includes: controlling the opening degree of the fuel metering valve to the maximum opening degree so that the amount of fuel injected by the fuel injection pump is maximized, so that the pressure relief valve is passively opened; and obtaining the maximum voltage signal value at the moment when the pressure relief valve is passively opened.

[0148] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having at least the following method steps:

[0149] Step S101: Obtain the maximum voltage signal value. The maximum voltage signal value is the voltage value sent to the ECU by the rail pressure sensor when the pressure relief valve is passively opened.

[0150] Step S102: Determine the matching rail voltage value corresponding to the maximum voltage signal value based on the maximum voltage signal value.

[0151] Step S103: When the above-mentioned matching rail pressure value is within the preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor whose range is the same as the target range data stored in the ECU. The target range data is the range data that supports the normal operation of the fuel system.

[0152] Step S104: If the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor whose range is different from the target range data stored in the ECU.

[0153] Optionally, determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value includes: acquiring a target characteristic curve, wherein the target characteristic curve characterizes the mapping relationship between the voltage value sent by the target sensor to the ECU and the rail pressure of the common rail, and the slope of the target characteristic curve corresponding to different rail pressure sensors is different; and determining the matching rail pressure value corresponding to the maximum voltage signal value based on the maximum voltage signal value and the target characteristic curve.

[0154] Optionally, when the first axis of the target characteristic curve is the rail pressure of the common rail and the second axis of the target characteristic curve is the voltage value sent by the target sensor to the ECU, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve.

[0155] Optionally, if the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor, where the non-target sensor is a sensor with a range different from the target range. This includes: if the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range, the rail pressure sensor is determined to be a first-type sensor, where the first-type sensor is a sensor with a range smaller than the target sensor; if the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range, the rail pressure sensor is determined to be a second-type sensor, where the second-type sensor is a sensor with a range larger than the target sensor.

[0156] Optionally, before obtaining the maximum voltage signal value, the method further includes: obtaining the actual running time of the engine; obtaining the cumulative number of times the pressure relief valve is opened, wherein the cumulative number of times the pressure relief valve is opened is the sum of the number of times the pressure relief valve is opened from the moment the engine is powered on to the current moment; and determining to obtain the maximum voltage signal value if the actual running time of the engine is less than a preset time and the cumulative number of times the pressure relief valve is opened is less than a preset number of times.

[0157] Optionally, the above method further includes: determining that the engine is operating normally and the rail pressure sensor is the target sensor when the actual running time of the engine is greater than or equal to the preset time; determining that the engine is operating normally and the rail pressure sensor is the target sensor when the cumulative number of openings of the pressure relief valve is greater than or equal to the preset number of openings and less than the maximum limit number of openings; and determining that the engine is faulty when the cumulative number of openings of the pressure relief valve is equal to the maximum limit number of openings.

[0158] Optionally, the above-mentioned fuel system includes a fuel injection pump and a fuel metering valve, and the pressure relief valve is a mechanical valve. Obtaining the maximum voltage signal value includes: controlling the opening degree of the fuel metering valve to the maximum opening degree so that the amount of fuel injected by the fuel injection pump is maximized, so that the pressure relief valve is passively opened; and obtaining the maximum voltage signal value at the moment when the pressure relief valve is passively opened.

[0159] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0160] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0161] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0162] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0163] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0164] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0165] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0166] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0167] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0168] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0169] 1) The method for determining the rail pressure sensor in this application includes a fuel system comprising an ECU, an engine, and a rail pressure sensor. The rail pressure sensor is installed on the common rail of the engine. First, the maximum voltage signal value is acquired. This maximum voltage signal value is the voltage value sent by the rail pressure sensor to the ECU when the pressure relief valve is passively opened. Second, based on the maximum voltage signal value, a matching rail pressure value corresponding to the maximum voltage signal value is determined. Then, if the matching rail pressure value is within a preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor with a range identical to the target range data stored in the ECU, and the target range data is the range data supporting the normal operation of the fuel system. Finally, if the matching rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor with a range different from the target range data stored in the ECU. This method uses the rail pressure when the pressure relief valve is open to diagnose whether the rail pressure sensor is matched. By comparing the signal measured by the rail pressure sensor with the preset rail pressure range, it determines whether the rail pressure sensor is installed incorrectly, solving the problem in the prior art that it is impossible to identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor.

[0170] 2) The fuel system of this application includes: an ECU for executing any of the above-described methods for determining the rail pressure sensor; an engine communicatively connected to the ECU; a pressure relief valve installed on the common rail of the engine; and a rail pressure sensor installed on the common rail of the engine. This system uses the rail pressure when the pressure relief valve is open to diagnose whether the rail pressure sensor is mismatched. By comparing the signal measured by the rail pressure sensor with a preset rail pressure range, it determines whether the rail pressure sensor is installed incorrectly, thus solving the problem in the prior art of not being able to identify whether the rail pressure sensor is installed incorrectly or whether the data sent by the ECU matches the rail pressure sensor.

[0171] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for determining a rail pressure sensor, characterized in that, The fuel system includes an ECU, an engine, a pressure relief valve, and a rail pressure sensor, wherein the pressure relief valve and the rail pressure sensor are mounted on the engine's common rail. The method includes: Obtain the actual running time of the engine; The cumulative number of times the pressure relief valve is opened is obtained, where the cumulative number of times the pressure relief valve is opened is the sum of the number of times the pressure relief valve is opened from the moment the engine is powered on to the current moment; When the actual running time of the engine is less than a preset time and the cumulative number of openings of the pressure relief valve is less than a preset number of openings, the maximum voltage signal value is obtained. The maximum voltage signal value is the voltage value sent by the rail pressure sensor to the ECU at the moment when the pressure relief valve is passively opened. Based on the maximum voltage signal value, determine the matching rail voltage value corresponding to the maximum voltage signal value; If the matched rail pressure value is within the preset rail pressure range, the rail pressure sensor is determined to be the target sensor. The target sensor is a sensor whose range is the same as the target range data stored in the ECU. The target range data is the range data that supports the normal operation of the fuel system. If the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor whose range is different from the target range data stored in the ECU. Determining the matching rail voltage value corresponding to the maximum voltage signal value based on the maximum voltage signal value includes: A target characteristic curve is obtained, which represents the mapping relationship between the voltage value sent by the target sensor to the ECU and the rail pressure of the common rail. Different rail pressure sensors correspond to different slopes of the target characteristic curve. When the first axis of the target characteristic curve is the rail pressure of the common rail and the second axis of the target characteristic curve is the voltage value sent by the target sensor to the ECU, the range of the rail pressure sensor is inversely proportional to the slope of the target characteristic curve. Based on the maximum voltage signal value and the target characteristic curve, the matching rail voltage value corresponding to the maximum voltage signal value is determined.

2. The determination method according to claim 1, characterized in that, If the matched rail pressure value is not within the preset rail pressure range, the rail pressure sensor is determined to be a non-target sensor. The non-target sensor is a sensor whose range differs from the target range data stored in the ECU, including: If the matched rail pressure value is less than or equal to the minimum value of the preset rail pressure range, the rail pressure sensor is determined to be a first type of sensor, which is a sensor with a range smaller than that of the target sensor. If the matched rail pressure value is greater than or equal to the maximum value of the preset rail pressure range, the rail pressure sensor is determined to be a second type of sensor, which is a sensor with a range greater than that of the target sensor.

3. The determination method according to claim 1, characterized in that, The method further includes: If the actual running time of the engine is greater than or equal to the preset time, it is determined that the engine is operating normally, and the rail pressure sensor is the target sensor; If the cumulative number of openings of the pressure relief valve is greater than or equal to the preset number of openings but less than the maximum limit number of openings, it is determined that the engine is operating normally, and the rail pressure sensor is the target sensor. If the cumulative number of times the pressure relief valve opens equals the maximum limit number of times, the engine malfunction is determined.

4. The determination method according to claim 1, characterized in that, The fuel system includes a fuel injection pump and a fuel metering valve. The pressure relief valve is a mechanical valve that acquires the maximum voltage signal value, including: The opening degree of the fuel metering valve is controlled to the maximum opening degree so that the amount of fuel injected by the fuel injection pump is maximized, thereby causing the pressure relief valve to open passively. The maximum voltage signal value is acquired at the moment when the pressure relief valve is passively opened.

5. A fuel system, characterized in that, include: ECU, used to perform the method for determining the rail pressure sensor as described in any one of claims 1 to 4; The engine is communicatively connected to the ECU; A pressure relief valve is installed on the common rail of the engine; The rail pressure sensor is installed on the common rail of the engine.

6. The fuel system according to claim 5, characterized in that, The system also includes: tank; Fuel injection pump; A fuel metering valve is used to control the amount of fuel injected by the fuel injection pump; The fuel tank, the fuel injection pump, and the fuel metering valve are mechanically connected.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the method for determining the rail pressure sensor as described in any one of claims 1 to 4.

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