【正文】 負(fù)值發(fā)動(dòng)機(jī)不能起動(dòng)一、故障檢測：解碼器檢測：首先用解碼器調(diào)碼，無法進(jìn)入電腦，電腦被鎖死 萬用表檢測：把點(diǎn)火開關(guān)達(dá)到ON檔，用萬用表的紅表筆接ECU的KO1的端子，黑表筆接地，兩端子間如果有12V的電壓差，這說明導(dǎo)線是斷開。二、總結(jié)分析發(fā)動(dòng)機(jī)ECU的工作需要接受蓄電池電壓，并變壓成5V供給各個(gè)傳感器工作。如果不給ECU供電，所有需要電源的傳感器就會(huì)不能正常使用，顯示值為負(fù)值三、參考電路圖 V BOSCHECU故障設(shè)置 （42）ECU電源 故障現(xiàn)象所有傳感器傳感器和執(zhí)行器都不工作發(fā)動(dòng)機(jī)不能起動(dòng)一、故障檢測：解碼器檢測：首先用解碼器調(diào)碼，無法進(jìn)入電腦，電腦被鎖死 萬用表檢測：把點(diǎn)火開關(guān)達(dá)到ON檔，用萬用表的紅、黑表筆接ECU的接地的端子，，如果電阻無窮大，這說明導(dǎo)線是斷開。二、總結(jié)分析發(fā)動(dòng)機(jī)ECU的工作需要接受蓄電池電壓，并變壓成5V供給各個(gè)傳感器工作。如果不給ECU供電，所有需要電源的傳感器就會(huì)不能正常使用，顯示值為負(fù)值三、參考電路圖 結(jié) 論本文以博世柴油共軌發(fā)動(dòng)機(jī)電控系統(tǒng)為研究對(duì)象，通過對(duì)實(shí)驗(yàn)臺(tái)設(shè)計(jì)研究使實(shí)驗(yàn)臺(tái)從硬件結(jié)構(gòu)到故障控制更具合理性，從而使該實(shí)驗(yàn)臺(tái)無論是在性能指標(biāo)上還是在耐用程度上相對(duì)于已有的電控實(shí)驗(yàn)臺(tái)都具有一定的先進(jìn)性。故障的設(shè)計(jì)是斷路和模擬信號(hào)，采用比較成熟的技術(shù)，因此可以確保本實(shí)驗(yàn)臺(tái)的性能要求及其運(yùn)行的可靠性。本實(shí)驗(yàn)臺(tái)的故障設(shè)計(jì)是根據(jù)現(xiàn)實(shí)汽車發(fā)生故障設(shè)計(jì)出來的，將以較強(qiáng)的實(shí)踐應(yīng)用價(jià)值，在實(shí)訓(xùn)實(shí)驗(yàn)教學(xué)中發(fā)揮作用，服務(wù)教學(xué)，協(xié)助教師獲得良好教學(xué)效果，同時(shí)使學(xué)生獲得好的學(xué)習(xí)效果。由于時(shí)間倉促可能還有很多考慮不周的地方有待進(jìn)一步改進(jìn)，還會(huì)有很多地方有待于進(jìn)一步優(yōu)化。希望該設(shè)計(jì)方案的研究結(jié)果會(huì)為該實(shí)驗(yàn)臺(tái)的制作能夠起到一定的拋磚引玉的作用。參考文獻(xiàn)[1]徐家龍 柴油機(jī)電控噴油技術(shù)，第一版，人民交通出版社，2004[2]李紹安 中國柴油機(jī)電噴的發(fā)展戰(zhàn)略，第一版，人民交通出版社，2001[3]曾小珍 柴油機(jī)維修技術(shù)，電子工業(yè)出版社，2005[4]鄧東密 鄧杰 柴油機(jī)噴油系統(tǒng), 北京機(jī)械工業(yè)出版社，2004[5]楊妙梁 汽車發(fā)動(dòng)機(jī)與環(huán)境保護(hù)，中國物質(zhì)出版社，2001[6]王尚勇 楊青 柴油機(jī)電子控制技術(shù), 機(jī)械工業(yè)出版社 ,2005[7]趙雨旸 柴油發(fā)動(dòng)機(jī)，化學(xué)工業(yè)出版社，2005[8]賀建波 賀展開 汽車傳感器的檢測，第一版，機(jī)械工業(yè)出版社，2005[9]邵恩坡 柴油車使用維護(hù)一書通，第一版，廣東科技出版社，2004[10]楊 峰 國產(chǎn)轎車柴油電控發(fā)動(dòng)機(jī)維修手冊，第一版，遼寧科學(xué)技術(shù)出版社， 2006[11]欒琪文 汽車電控柴油機(jī)結(jié)構(gòu)原理與維修，第一版，機(jī)械工業(yè)出版社， 2006[12]宋福昌 電子控制高壓共軌柴油機(jī)故障檢修，第一版，國防工業(yè)出版社， 2007[13]馮崇毅 汽車電子控制技術(shù)，人民交通出版社，2005[14]嚴(yán)安輝 韋忠霞 汽車柴油發(fā)動(dòng)機(jī)電控系統(tǒng)原理與檢修，第一版，國防工業(yè)出版社，2007 [16]EFC.《Fachkunde Kraftfahrzeugtechnik》.德國EUROPA LEHRMITTEL,2000,4774致 謝通過本次畢業(yè)設(shè)計(jì)，我不但鞏固了以前學(xué)過的知識(shí)，還學(xué)到了很多課堂上沒有學(xué)到的知識(shí)，同時(shí)也培養(yǎng)了我們自學(xué)能力。讓我真正體會(huì)到理論聯(lián)系實(shí)際，學(xué)以致用的正確性，通過查閱大量的文獻(xiàn)資料及研究大量汽車的相關(guān)書籍，詳細(xì)的汽車柴油機(jī)技術(shù)知識(shí)，使我對(duì)當(dāng)前的許多新技術(shù)有了一定的了解。在尤明福老師的指導(dǎo)下，我學(xué)會(huì)了面對(duì)自己不熟悉的知識(shí)內(nèi)容時(shí)不慌張，要仔細(xì)去研究，理清它的思路，掌握它的脈絡(luò)，并學(xué)習(xí)相關(guān)的知識(shí)。在設(shè)計(jì)過程中，使我學(xué)會(huì)對(duì)待實(shí)際問題的方法及嚴(yán)謹(jǐn)?shù)墓ぷ鲬B(tài)度，提高了綜合運(yùn)用所學(xué)的知識(shí)的能力，也是我的另外一大收獲。我由最初的不懂，在不知道該如何入手的情況下，尤明福老師給了我細(xì)心的指點(diǎn)，還給我提供了一些相關(guān)的資料及書籍，給了我莫大的勇氣。但是，由于我的基礎(chǔ)知識(shí)還不夠扎實(shí)，再加上對(duì)汽車柴油機(jī)的理解還不夠，以致于我剛開始動(dòng)手設(shè)計(jì)時(shí)有所茫然。本次設(shè)計(jì)仍然存在著一些方面的缺點(diǎn)與不足，這些方面是我以后努力改正的地方。在尤明福老師的耐心指導(dǎo)和啟發(fā)下，最后，我圓滿完成了本文的畢業(yè)設(shè)計(jì)，但是由于時(shí)間倉促及水平有限，缺點(diǎn)和錯(cuò)誤在所難免，希望各位老師給予批評(píng)指正。在此，我表示忠心的感謝。附錄：英文翻譯Common Rail accumulator fuelinjection systemSystem overview Field of applicationThe introduction of the first seriesproduction inline fuelinjection pump in 1927 marked the beginning of diesel fuelinjection system manufacture at Bosch. The inline fuelinjection pump’s main area of application is still in all sizes of mercialvehicle diesel engines, stationary diesel engines, lootives and ships. Injection pressures of up to approx. 1350bar are used to generate output powers of up to about 160kW per cylinder. Over the years, a wide variety of different requirements, such as the installation of directinjection (DL) engines in small delivery vans and passenger cars, have led to the development of various diesel fuelinjection systems which are aligned to the requirements of a particular application. Of major importance in these developments are not only the increase in specific power, but also the demand for reduced fuel consumption, and the call for lower noise and exhaustgas emissions. Compared to conventional camdriven systems, the Bosch “Common Rail” fuelinjection system for directinjection (DL) diesel engines provides for considerably higher flexibility in the adaptation of the injection system to the engine, for instance: Extensive area of application (for) passenger cars and light mercial vehicles with output powers of up to 30kW/cylinder, as well as for heavyduty vehicles, lootives, and ships with outputs of up to approx, 200 kW/cylinder, High injection pressures of up to approx, 1400 bar, Variable start of injection, Possibility of pilot injection, main injection, and post injection, Matching of injection pressure to the operating mode.FunctionsPressure generation and fuel injection are pletely decoupled from each other in the “Common Rail” accumulator injection system. The injection pressure is generated independent of engine speed and injected fuel quantity. The fuel is stored under pressure in the highpressure accumulator (the “Rail”) ready for injection. The injected fuel quantity is defined by the driver, and the start of injection and injection pressure are calculated by the ECU on the basis of the stored maps. The ECU then triggers the solenoid valves so that the injector (injection unit) at each engine cylinder injects accordingly. The ECU and sensor stages of such a CR fuelinjection system prise: ECU Crankshaftsensor, Camshaftspeed sensor, Acceleratorpedal sensor, Boostpressure sensor, Railpressure sensor, Coolant sensor and Airmass meter.Using the input signals from the above sensors, the ECU registers the driver’s requirements (acceleratorpedal setting) and defines the instantaneous operating performance of the engine and the vehicle as a whole. It processes the signals which have been generated by the sensors and which it receives via data lines. On the basis of this information, it can then intervene with open and closedloop controlling action at the vehicle and particularly at the engine. The engine speed is measured by the crankshaftspeed sensor, and the camshaftspeed sensor determines the firing sequence (phase length). The electrical signal generated across a potentiometer in the acceleratorpedal module informs the ECU about how far the driver has depressed the pedal, in other words about his (her) torque requirement.The airmass meter provides the ECU with data on the instantaneous air flow in order that bustion can be adapted so as to ply with the emissions regulations. Insofar as the engine is equipped with an exhaustgas turbocharger and boostpressure control, the boostpressure sensor also measures boostpressure. At low outside temperatures and with the engine cold, the ECU applies the data from the coolanttemperature and airtemperature sensors to adapt the set point values for start of injectio