High-pressure common rail fuel system diagnostic method, device, electronic equipment and storage medium

Abstract

The present invention relates to a high-pressure common rail fuel system diagnosis method, device, electronic device and storage medium, belonging to the technical field of high-pressure common rail fuel system diagnosis. The method includes obtaining operating data of the high-pressure common rail fuel system during operation; the operating data includes an actual rail pressure, a first target rail pressure and a second target rail pressure; controlling the actual rail pressure to increase to the first target rail pressure, and obtaining a pressure increase time, which is used as a pressure buildup time; controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, and obtaining a pressure decrease time, which is used as a pressure relief time. Therefore, after the high-pressure common rail fuel system is subjected to pressure increase and pressure reduction processing as a whole, the high-pressure common rail fuel system can be diagnosed based on the pressure buildup time and pressure relief time, making the high-pressure common rail fuel system diagnosis process convenient and efficient.

Description

Technical Field

[0001] The present invention relates to the technical field of high-pressure common rail system diagnosis, and in particular to a high-pressure common rail fuel system diagnosis method, device, electronic equipment and storage medium. Background Art

[0002] With the continuous evolution of emission regulations, the precision and requirements of diesel engine control systems are constantly increasing. The electronically controlled high-pressure common rail system is a widely used fuel system control device in diesel engines. This system not only achieves high injection pressure but also independently and flexibly controls injection timing and pulse width, enabling optimal diesel combustion and injection results under various operating conditions. This significantly improves fuel economy and engine performance while reducing emissions. The diesel engine's high-pressure common rail system controls injection pressure. Achieving high and stable pressure control is key to ensuring accurate injection and optimizing combustion. Rail pressure control requires comprehensive consideration of factors such as the high-pressure pump's oil pumping, the injector's injection into the cylinder, dynamic leaks during injector operation, and static leaks throughout the high-pressure system. If an engine experiences abnormal operation, the cause of the problem must be identified and analyzed, typically to determine if the common rail fuel system is at fault.

[0003] The detection methods in the existing technology generally involve measuring with the help of external tools and testing individual components. The operation is not easy when measuring with external tools. Although accurate measurement data can be obtained by using precise measuring instruments, it is not convenient to disassemble and test the engine that has been assembled and installed on the vehicle, and there is no need to measure quantitative values ​​when troubleshooting the problem. The detection method for individual components does not take the overall situation into consideration, and it is impossible to roughly orient and eliminate the overall system, resulting in the problem that the diagnosis of the high-pressure common rail fuel system is not convenient and efficient enough.

[0004] Therefore, it is urgent to propose a high-pressure common rail fuel system diagnostic method, device, electronic equipment and storage medium to solve the technical problem that the high-pressure common rail fuel system detection method in the existing technology cannot roughly orient and eliminate the overall system, resulting in the diagnosis of the high-pressure common rail fuel system being inconvenient and inefficient. Summary of the Invention

[0005] In view of this, it is necessary to provide a high-pressure common rail fuel system diagnostic method, device, electronic equipment and storage medium to solve the technical problem that the high-pressure common rail fuel system detection method in the existing technology cannot roughly orient and eliminate the overall system, resulting in the diagnosis of the high-pressure common rail fuel system being inconvenient and inefficient.

[0006] In order to solve the above problems, the present invention provides a high-pressure common rail fuel system diagnosis method, comprising:

[0007] Acquiring operating data of the high-pressure common rail fuel system during operation; the operating data includes actual rail pressure, first target rail pressure, and second target rail pressure;

[0008] controlling the actual rail pressure to be boosted to the first target rail pressure, obtaining a boosting time, and using the boosting time as a pressure building time;

[0009] controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtaining a pressure reduction time, and using the pressure reduction time as a pressure relief time;

[0010] The high-pressure common rail fuel system is diagnosed according to the pressure build-up time and the pressure release time to obtain a diagnosis result.

[0011] In one possible implementation, the operating data further includes a third target rail pressure, where the third target rail pressure is less than the first target rail pressure; and after obtaining the operating data of the high-pressure common rail fuel system during operation, the method further includes:

[0012] The actual rail pressure is controlled to be adjusted to the third target rail pressure to obtain an adjusted actual rail pressure.

[0013] In a possible implementation, controlling the actual rail pressure to increase to the first target rail pressure includes:

[0014] Setting a preset change range and a required value; the required value is the same as the actual rail pressure;

[0015] controlling the demand value to be boosted to the first target rail pressure according to the preset variation range;

[0016] The actual rail pressure is controlled to be increased to the first target rail pressure according to a pressure increasing process of the demand value.

[0017] In a possible implementation, the controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtaining a pressure reduction time, and using the pressure reduction time as the pressure relief time further includes:

[0018] determining whether the actual rail pressure of the engine meets a first preset condition;

[0019] If so, the actual rail pressure is controlled to decrease from the first target rail pressure to the second target rail pressure, and a pressure reduction time is obtained, and the pressure reduction time is used as the pressure relief time.

[0020] In a possible implementation, the controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtaining a pressure reduction time, and using the pressure reduction time as a pressure relief time further includes:

[0021] determining whether the actual rail pressure of the engine meets a second preset condition;

[0022] If yes, diagnose the high-pressure common rail fuel system according to the pressure build-up time and the pressure relief time to obtain a diagnosis result;

[0023] If not, the operating data is updated according to the high-pressure common rail fuel system, and a diagnosis is performed according to the updated data to obtain a diagnosis result.

[0024] In a possible implementation, diagnosing the high-pressure common rail fuel system according to the pressure build-up time and the pressure relief time to obtain a diagnosis result includes:

[0025] Determine whether the pressure build-up time and the pressure relief time are both within a preset normal range:

[0026] If so, determining that the diagnosis result of the high-pressure common rail fuel system is normal;

[0027] If not, it is determined that the diagnosis result of the high-pressure common rail fuel system is abnormal, and the pressure build-up time and the pressure release time are judged respectively to obtain an abnormal diagnosis result of the high-pressure common rail fuel system.

[0028] In a possible implementation, respectively judging the pressure build-up time and the pressure release time to obtain an abnormality diagnosis result of the high-pressure common rail fuel system includes:

[0029] When the pressure relief time is less than the preset normal range and the pressure build-up time is greater than the preset normal range, determining that the abnormality diagnosis result of the high-pressure common rail fuel system is an abnormal leakage or a problem at the fuel inlet end;

[0030] When the pressure relief time is less than the preset normal range and the pressure build-up time is not greater than the preset normal range, determining that the abnormality diagnosis result of the high-pressure common rail fuel system is abnormal leakage;

[0031] When the pressure relief time is not less than the preset normal range, and the pressure build-up time is greater than the preset normal range, determining that the abnormality diagnosis result of the high-pressure common rail fuel system is a problem at the fuel inlet end;

[0032] When the pressure relief time is greater than the preset normal range, it is determined that the abnormal diagnosis result of the high-pressure common rail fuel system is that the oil pump oil inlet characteristic is offset.

[0033] On the other hand, the present invention also provides a high-pressure common rail fuel system diagnostic device, comprising:

[0034] A data acquisition module is used to acquire operating data of the high-pressure common rail fuel system during operation; the operating data includes actual rail pressure, first target rail pressure and second target rail pressure;

[0035] a rail pressure boosting module, configured to control the actual rail pressure to be boosted to the first target rail pressure, obtain a boosting duration, and use the boosting duration as a pressure building time;

[0036] a rail pressure relief module, configured to control the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtain a pressure reduction time, and use the pressure reduction time as a pressure relief time;

[0037] The result determination module is configured to diagnose the high-pressure common rail fuel system according to the pressure build-up time and the pressure relief time to obtain a diagnosis result.

[0038] On the other hand, an embodiment of the present invention discloses an electronic device, comprising: a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the various steps of the above-mentioned high-pressure common rail fuel system diagnostic method embodiment.

[0039] On the other hand, an embodiment of the present invention discloses a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the computer program implements the various steps of the above-mentioned embodiment of the high-pressure common rail fuel system diagnostic method.

[0040] The beneficial effects of the present invention are as follows: operating data of a high-pressure common rail fuel system during operation is obtained; the operating data includes an actual rail pressure, a first target rail pressure, and a second target rail pressure; the actual rail pressure is controlled to be increased to the first target rail pressure, and a pressure increase time is obtained, which is used as a pressure buildup time; the actual rail pressure is controlled to be reduced from the first target rail pressure to the second target rail pressure, and a pressure reduction time is obtained, which is used as a pressure relief time; thereby, after the high-pressure common rail fuel system is pressure-raised and pressure-reduced as a whole, the high-pressure common rail fuel system can be diagnosed as a whole based on the pressure buildup time and the pressure relief time, making the diagnosis process of the high-pressure common rail fuel system convenient and efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 A schematic flow chart of an embodiment of a high-pressure common rail fuel system diagnostic method provided by the present invention;

[0042] Figure 2 For the present invention Figure 1 A schematic flow chart of an embodiment of step S102;

[0043] Figure 3 For the present invention Figure 1A schematic flow chart of an embodiment after step S103;

[0044] Figure 4 For the present invention Figure 1 A schematic flow chart of an embodiment of step S104;

[0045] Figure 5 A schematic structural diagram of an embodiment of a high-pressure common rail fuel system diagnostic device provided by the present invention;

[0046] Figure 6 This is a schematic structural diagram of an embodiment of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0047] The preferred embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, and are not used to limit the scope of the present invention.

[0048] like Figure 1 As shown, a specific embodiment of the present invention discloses a high-pressure common rail fuel system diagnostic method, comprising:

[0049] S101, obtaining operating data of the high-pressure common rail fuel system during operation; the operating data includes actual rail pressure, first target rail pressure, and second target rail pressure;

[0050] S102, controlling the actual rail pressure to increase to the first target rail pressure, and obtaining the pressure increase duration, which is used as the pressure buildup time;

[0051] S103, controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, and obtaining a pressure reduction time, which is used as a pressure relief time;

[0052] S104: Diagnose the high-pressure common rail fuel system according to the pressure build-up time and the pressure release time to obtain a diagnosis result.

[0053] It should be understood that the common rail fuel system (Common Rail) is an advanced diesel engine fuel supply system that delivers high-pressure fuel to a common fuel supply pipe (Rail) through a high-pressure fuel pump, and then precisely controls the injection amount and injection timing through the electronic control unit (ECU), thereby achieving efficient and environmentally friendly fuel injection.

[0054] In summary, the high-pressure common rail fuel system significantly improves the performance, efficiency and environmental friendliness of diesel engines through its advanced working principles and characteristics, and is one of the important technologies in modern automobile engines.

[0055] It should be understood that the operating data of the high-pressure common rail fuel system during operation obtained in step S101 may be obtained from devices or sensors at various locations, and the specific acquisition method may be set according to actual conditions.

[0056] In a specific embodiment of the present invention, operating data may include target speed, injection pressure, actual rail pressure, first target rail pressure, and second target rail pressure. The target speed indicates that the engine is operating at a fixed speed. Steps S101-S103 are performed at the target speed. If the injection pressure is too low, the engine may not be able to maintain the target speed, affecting rail pressure diagnosis. Therefore, the first, second, and third target rail pressures cannot be set too low. The specific values ​​of the first and second target rail pressures can be set according to actual conditions and are not limited in this embodiment of the present invention. The first target rail pressure can be in a high pressure state. The first target rail pressure is greater than the second target rail pressure. The engine can then be controlled to increase the actual rail pressure to the first target rail pressure, thereby determining the pressure buildup time from the actual rail pressure to the first target rail pressure. The engine can also be controlled to decrease the actual rail pressure from the first target rail pressure to the second target rail pressure, thereby determining the pressure release time from the first target rail pressure to the second target rail pressure. The high-pressure common rail fuel system can then be diagnosed based on the pressure buildup and pressure release times to obtain a diagnostic result.

[0057] Compared with the prior art, this embodiment provides a method for obtaining operating data of a high-pressure common rail fuel system during operation; the operating data includes an actual rail pressure, a first target rail pressure, and a second target rail pressure; controlling the actual rail pressure to increase to the first target rail pressure, and obtaining a pressure increase time, which is used as a pressure buildup time; controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, and obtaining a pressure decrease time, which is used as a pressure relief time; thereby, after the high-pressure common rail fuel system is pressure-increased and pressure-reduced as a whole, the high-pressure common rail fuel system can be diagnosed based on the pressure buildup time and the pressure relief time, making the diagnosis process of the high-pressure common rail fuel system convenient and efficient.

[0058] In some embodiments of the present invention, the operating data further includes a third target rail pressure, and the third target rail pressure is less than the first target rail pressure; after step S101, the following steps are further included:

[0059] The actual rail pressure is controlled to be adjusted to the third target rail pressure to obtain the adjusted actual rail pressure.

[0060] In a specific embodiment of the present invention, the operating data may further include a third target rail pressure, which is lower than the first target rail pressure and is in a low pressure state. The specific values ​​of the first target rail pressure and the third target rail pressure are not limited. After obtaining the operating data of the high-pressure common rail fuel system during operation, the engine is controlled to adjust the actual rail pressure according to the third target rail pressure. The adjustment process may be a pressure increase or a pressure decrease, and the specific situation may be determined based on the difference between the actual rail pressure and the third target rail pressure. The engine is brought to the starting rail pressure (i.e., the third target rail pressure) in preparation for engine testing.

[0061] In some embodiments of the present invention, Figure 2 As shown, step S102 includes:

[0062] S201, setting a preset change range and a demand value; the demand value is the same as the actual rail pressure;

[0063] S202, controlling the demand value to be boosted to a first target rail pressure according to a preset variation range;

[0064] S203 : Control the actual rail pressure to be boosted to the first target rail pressure according to a boosting process of the demand value.

[0065] In a specific embodiment of the present invention, during the rail pressure increase process, if the demand value changes too much, overshoot and other situations may occur in order to achieve a rapid response. Therefore, it is necessary to set a preset change range and demand value for the rail pressure increase process. The preset change range may include a change rate and a step size. This allows the demand value to be increased to the first target rail pressure according to the change rate (with a fixed slope), or to be increased to the first target rail pressure in a step-by-step manner with a fixed step size and interval time. This allows the actual rail pressure to be controlled to increase according to the demand value increase process, and then to the first target rail pressure. The specific change rate and step size are set according to actual conditions and are not limited in this embodiment of the present invention. This allows the time required for the actual engine rail pressure to reach the first target rail pressure to be determined.

[0066] In some embodiments of the present invention, before step S103, the method further includes:

[0067] Determining whether the actual rail pressure of the engine meets a first preset condition;

[0068] If so, the actual rail pressure is controlled to decrease from the first target rail pressure to the second target rail pressure, and the pressure reduction time is obtained, and the pressure reduction time is used as the pressure relief time.

[0069] In a specific embodiment of the present invention, the actual rail pressure of the engine can be judged to determine whether the actual rail pressure of the engine meets a first preset condition. The first preset condition may be waiting for the actual rail pressure of the engine to stabilize at the first target rail pressure or the actual rail pressure cannot reach the first target rail pressure after a sufficiently long time (preset time). If so, step S103 and subsequent steps are performed; if not, the waiting process continues until the first preset condition is met.

[0070] Furthermore, the engine may be controlled to reduce the actual rail pressure according to the second target rail pressure, thereby obtaining the pressure relief time from the actual rail pressure starting to reduce from the first target rail pressure to the end of the reduction to the second target rail pressure. The target rail pressure may not be limited in its rate of change during the pressure reduction process.

[0071] In some embodiments of the present invention, Figure 3 As shown, after step S103, the following steps are further included:

[0072] S301, determining whether the actual rail pressure of the engine meets a second preset condition;

[0073] S302: If yes, diagnose the high-pressure common rail fuel system based on the pressure build-up time and the pressure release time to obtain a diagnosis result;

[0074] S303: If not, update the operating data according to the high-pressure common rail fuel system, and perform diagnosis based on the updated data to obtain a diagnosis result.

[0075] In a specific embodiment of the present invention, a number of loops can be set, with steps S101 to S103 constituting one loop, and the number of loops being updated. After controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure and obtaining the pressure reduction time, which is used as the pressure relief time, it is determined whether the actual rail pressure of the engine meets a second preset condition. The second preset condition may be that the actual rail pressure of the engine remains stable at the second target rail pressure, or the actual rail pressure fails to decrease to the second target rail pressure after a sufficiently long period of time, and then it is determined whether the number of loops is the preset number. If so, step S104 is executed based on stable values ​​during multiple loops. For example, if the preset number of loops is 10, if the results of all 10 times are the same, it is determined to be stable. If there are two differences and eight of the same results, it is determined that the values ​​in the eight times are stable. If not, the process returns to step S101 again to cycle. The loop test is performed because a single test may be sporadic, and a comprehensive judgment of multiple tests can eliminate sporadicity and avoid misdiagnosis.

[0076] In some embodiments of the present invention, Figure 4 As shown, step S104 includes:

[0077] S401: Determine whether the pressure build-up time and pressure relief time are both within a preset normal range:

[0078] S402: If yes, determine that the diagnosis result of the high-pressure common rail fuel system is normal;

[0079] S403: If not, determine that the diagnosis result of the high-pressure common rail fuel system is abnormal, and judge the pressure build-up time and the pressure release time respectively to obtain the abnormal diagnosis result of the high-pressure common rail fuel system.

[0080] In a specific embodiment of the present invention, the pressure build-up time and the pressure release time can be judged to determine whether they are both within a preset normal range. The preset normal range can be the normal pressure build-up time and pressure release time range of the engine under the same operating conditions at the target speed. If so, it means that the high-pressure common rail fuel system is in a normal state and the diagnosis result is normal. If not, it can be determined that the diagnosis result of the high-pressure common rail fuel system is abnormal, and then the pressure build-up time and the pressure release time can be further judged to obtain the abnormal diagnosis result of the high-pressure common rail fuel system.

[0081] In some embodiments of the present invention, step S403 includes:

[0082] When the pressure relief time is less than the preset normal range and the pressure build-up time is greater than the preset normal range, it is determined that the abnormal diagnosis result of the high-pressure common rail fuel system is an abnormal leakage or a problem at the fuel inlet end;

[0083] When the pressure relief time is less than the preset normal range and the pressure build-up time is not greater than the preset normal range, the abnormal diagnosis result of the high-pressure common rail fuel system is determined to be abnormal leakage;

[0084] When the pressure relief time is not less than the preset normal range and the pressure build-up time is greater than the preset normal range, it is determined that the abnormal diagnosis result of the high-pressure common rail fuel system is a problem at the fuel inlet end;

[0085] When the pressure relief time is greater than a preset normal range, it is determined that the abnormal diagnosis result of the high-pressure common rail fuel system is that the oil pump oil inlet characteristic is offset.

[0086] In a specific embodiment of the present invention, the pressure relief time can be judged first. When the pressure relief time is less than the preset normal range, it means that the pressure relief time is too short. When the pressure building time is greater than the preset normal range, it means that the pressure building time is too long. In this case, if the pressure building process finally reaches the first target rail pressure, it is classified as an abnormal leakage. If the first target rail pressure cannot be reached within the limit time, it may be that there is a problem at the oil inlet end, the oil intake is insufficient to complete the pressure increase, and the pressure relief is not started from the first target rail pressure, the pressure relief time will be too short and the pressure building time will be too long; it may also be an abnormal leakage, and the abnormal leakage will cause the pressure to be unable to be completed, the pressure relief time will be too short and the pressure building time will be too long. When the pressure relief time is less than the preset normal range and the pressure building time is not greater than the preset normal range, it means that the pressure relief time is too short and the pressure building time is not too long, and the abnormal diagnosis result of the high-pressure common rail fuel system is determined to be an abnormal leakage. If the pressure relief time is not less than the preset normal range and the pressure build time is greater than the preset normal range, it indicates that the pressure relief time is not too short and the pressure build time is too long. The abnormal diagnosis result of the high-pressure common rail fuel system is determined to be a problem at the fuel inlet end, which may be a deviation in the fuel pump characteristics (deviation in the direction of small fuel inlet volume) or a blocked fuel inlet oil path. If the pressure relief time is greater than the preset normal range, it indicates that the pressure relief time is too long. The abnormal diagnosis result of the high-pressure common rail fuel system is determined to be a deviation in the fuel pump fuel inlet characteristics (deviation in the direction of large fuel inlet volume).

[0087] In order to better implement the high-pressure common rail fuel system diagnostic method in the embodiment of the present invention, based on the high-pressure common rail fuel system diagnostic method, the embodiment of the present invention also provides a high-pressure common rail fuel system diagnostic device, such as Figure 5 As shown, the high-pressure common rail fuel system diagnostic device 500 includes:

[0088] The data acquisition module 501 is used to acquire the operating data of the high-pressure common rail fuel system during operation; the operating data includes the actual rail pressure, the first target rail pressure and the second target rail pressure;

[0089] The rail pressure boosting module 502 is used to control the actual rail pressure to be boosted to the first target rail pressure, and obtain the boosting time, and use the boosting time as the pressure building time;

[0090] The rail pressure relief module 503 is used to control the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, and obtain the pressure reduction time, and use the pressure reduction time as the pressure relief time;

[0091] The result determination module 504 is configured to diagnose the high-pressure common rail fuel system according to the pressure build-up time and the pressure release time to obtain a diagnosis result.

[0092] The high-pressure common rail fuel system diagnostic device 500 provided in the above embodiment can implement the technical solution described in the above embodiment of the high-pressure common rail fuel system diagnostic method. The specific implementation principles of each of the above modules or units can be found in the corresponding content of the above embodiment of the high-pressure common rail fuel system diagnostic method, and will not be repeated here.

[0093] like Figure 6 As shown, the present invention also provides an electronic device 600. The electronic device 600 includes a processor 601, a memory 602 and a display 603. Figure 6 Only some of the components of the electronic device 600 are shown, but it should be understood that implementation of all of the shown components is not required, and more or fewer components may be implemented instead.

[0094] In some embodiments, the memory 602 may be an internal storage unit of the electronic device 600, such as a hard disk or memory of the electronic device 600. In other embodiments, the memory 602 may also be an external storage device of the electronic device 600, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 600.

[0095] Furthermore, the memory 602 may include both an internal storage unit of the electronic device 600 and an external storage device. The memory 602 is used to store application software installed in the electronic device 600 and various data.

[0096] In some embodiments, the processor 601 may be a central processing unit (CPU), a microprocessor, or other data processing chip, configured to execute program codes or process data stored in the memory 602 , such as the high-pressure common rail fuel system diagnostic method of the present invention.

[0097] In some embodiments, the display 603 can be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. The display 603 is used to display information about the electronic device 600 and to display a visual user interface. Components 601-603 of the electronic device 600 communicate with each other via a system bus.

[0098] In some embodiments of the present invention, when the processor 601 executes the high pressure common rail fuel system diagnostic program in the memory 602, the following steps may be implemented:

[0099] Obtaining operating data of the high-pressure common rail fuel system during operation; the operating data includes actual rail pressure, first target rail pressure, and second target rail pressure;

[0100] Controlling the actual rail pressure to increase to the first target rail pressure, and obtaining the pressure increase duration, which is used as the pressure buildup time;

[0101] Controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, and obtaining the pressure reduction time, which is used as the pressure relief time;

[0102] The high-pressure common rail fuel system is diagnosed based on the pressure build-up time and the pressure release time to obtain a diagnosis result.

[0103] It should be understood that, when executing the high-pressure common rail fuel system diagnostic program in the memory 602 , the processor 601 may implement other functions in addition to the above functions. For details, please refer to the description of the corresponding method embodiment above.

[0104] Furthermore, the embodiments of the present invention do not specifically limit the type of electronic device 600 mentioned. The electronic device 600 may be a portable electronic device such as a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, or laptop computer. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The portable electronic devices mentioned above may also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, the electronic device 600 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0105] Accordingly, an embodiment of the present application further provides a computer-readable storage medium, which is used to store computer-readable programs or instructions. When the program or instructions are executed by a processor, the steps or functions of the high-pressure common rail fuel system diagnostic method provided by the above-mentioned method embodiments can be implemented.

[0106] Those skilled in the art will appreciate that all or part of the process flow of the above-described method embodiment can be implemented by instructing related hardware (such as a processor, controller, etc.) through a computer program, and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a magnetic disk, an optical disk, a read-only memory, or a random access memory.

[0107] The high-pressure common rail fuel system diagnostic method, device, electronic device, and storage medium provided by the present invention are described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the method and core concept of the present invention. At the same time, for those skilled in the art, according to the concept of the present invention, there may be changes in the specific implementation methods and application scope. In summary, the contents of this specification should not be understood as limiting the present invention.

Claims

1. A high-pressure common rail fuel system diagnostic method, characterized in that: include: Acquiring operating data of the high-pressure common rail fuel system during operation; the operating data includes actual rail pressure, a first target rail pressure, and a second target rail pressure; controlling the actual rail pressure to be boosted to the first target rail pressure, obtaining a boosting time, and using the boosting time as a pressure building time; controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtaining a pressure reduction time, and using the pressure reduction time as a pressure relief time; diagnosing the high-pressure common rail fuel system according to the pressure build-up time and the pressure relief time to obtain a diagnosis result; The diagnosing the high-pressure common rail fuel system according to the pressure build-up time and the pressure relief time to obtain a diagnosis result includes: Determine whether the pressure build-up time and the pressure relief time are both within a preset normal range: If so, determining that the diagnosis result of the high-pressure common rail fuel system is normal; If not, determining that the diagnosis result of the high-pressure common rail fuel system is abnormal, and judging the pressure build-up time and the pressure release time respectively, to obtain an abnormal diagnosis result of the high-pressure common rail fuel system; The determining of the pressure build-up time and the pressure release time to obtain abnormality diagnosis results of the high-pressure common rail fuel system includes: When the pressure relief time is less than the preset normal range and the pressure build-up time is greater than the preset normal range, determining that the abnormality diagnosis result of the high-pressure common rail fuel system is an abnormal leakage or a problem at the fuel inlet end; When the pressure relief time is less than the preset normal range and the pressure build-up time is not greater than the preset normal range, determining that the abnormality diagnosis result of the high-pressure common rail fuel system is abnormal leakage; When the pressure relief time is not less than the preset normal range, and the pressure build-up time is greater than the preset normal range, determining that the abnormality diagnosis result of the high-pressure common rail fuel system is a problem at the fuel inlet end; When the pressure relief time is greater than the preset normal range, it is determined that the abnormal diagnosis result of the high-pressure common rail fuel system is that the oil pump oil inlet characteristic is offset.

2. The high-pressure common rail fuel system diagnostic method according to claim 1, characterized in that: The operating data further includes a third target rail pressure, wherein the third target rail pressure is less than the first target rail pressure; After obtaining the operating data of the high-pressure common rail fuel system during operation, the method further includes: The actual rail pressure is controlled to be adjusted to the third target rail pressure to obtain an adjusted actual rail pressure.

3. The high-pressure common rail fuel system diagnostic method according to claim 1, characterized in that: The controlling the actual rail pressure to increase to the first target rail pressure includes: Setting a preset change range and a required value; the required value is the same as the actual rail pressure; Controlling the demand value to be boosted to the first target rail pressure according to the preset variation range; The actual rail pressure is controlled to be increased to the first target rail pressure according to a pressure increasing process of the demand value.

4. The high-pressure common rail fuel system diagnostic method according to claim 1, characterized in that: The controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtaining a pressure reduction time, and using the pressure reduction time as a pressure relief time further includes: determining whether the actual rail pressure of the engine meets a first preset condition; If so, the actual rail pressure is controlled to decrease from the first target rail pressure to the second target rail pressure, and a pressure reduction time is obtained, and the pressure reduction time is used as the pressure relief time.

5. The high-pressure common rail fuel system diagnostic method according to claim 1, characterized in that: The controlling the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtaining a pressure reduction time, and using the pressure reduction time as a pressure relief time further includes: determining whether the actual rail pressure of the engine meets a second preset condition; If yes, diagnose the high-pressure common rail fuel system according to the pressure build-up time and the pressure relief time to obtain a diagnosis result; If not, the operating data is updated according to the high-pressure common rail fuel system, and a diagnosis is performed according to the updated data to obtain a diagnosis result.

6. A high-pressure common rail fuel system diagnostic device, characterized in that: include: A data acquisition module is used to acquire operating data of the high-pressure common rail fuel system during operation; the operating data includes actual rail pressure, first target rail pressure and second target rail pressure; a rail pressure boosting module, configured to control the actual rail pressure to be boosted to the first target rail pressure, obtain a boosting duration, and use the boosting duration as a pressure building time; a rail pressure relief module, configured to control the actual rail pressure to decrease from the first target rail pressure to the second target rail pressure, obtain a pressure reduction time, and use the pressure reduction time as a pressure relief time; a result determination module, configured to diagnose the high-pressure common rail fuel system according to the pressure build-up time and the pressure relief time to obtain a diagnosis result; The result determination module is further configured to determine whether both the pressure buildup time and the pressure relief time are within a preset normal range: if so, the diagnosis result of the high-pressure common rail fuel system is determined to be normal; if not, the diagnosis result of the high-pressure common rail fuel system is determined to be abnormal, and when the pressure relief time is less than the preset normal range and the pressure buildup time is greater than the preset normal range, the abnormal diagnosis result of the high-pressure common rail fuel system is determined to be abnormal leakage or a problem at the oil inlet end; when the pressure relief time is less than the preset normal range and the pressure buildup time is not greater than the preset normal range, the abnormal diagnosis result of the high-pressure common rail fuel system is determined to be abnormal leakage; when the pressure relief time is not less than the preset normal range and the pressure buildup time is greater than the preset normal range, the abnormal diagnosis result of the high-pressure common rail fuel system is determined to be a problem at the oil inlet end; and when the pressure relief time is greater than the preset normal range, the abnormal diagnosis result of the high-pressure common rail fuel system is determined to be a deviation in the oil pump oil inlet characteristic.

7. An electronic device, characterized in that: include: A processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein when the computer program is executed by the processor, the steps of the high-pressure common rail fuel system diagnostic method according to any one of claims 1 to 5 are implemented.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the high-pressure common rail fuel system diagnostic method according to any one of claims 1 to 5 are implemented.

Images