CN100575684C - The fuel injection quantity control system that is used for internal-combustion engine - Google Patents
The fuel injection quantity control system that is used for internal-combustion engine Download PDFInfo
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- CN100575684C CN100575684C CN200710091978A CN200710091978A CN100575684C CN 100575684 C CN100575684 C CN 100575684C CN 200710091978 A CN200710091978 A CN 200710091978A CN 200710091978 A CN200710091978 A CN 200710091978A CN 100575684 C CN100575684 C CN 100575684C
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- 239000000446 fuel Substances 0.000 title claims abstract description 443
- 238000002347 injection Methods 0.000 title claims abstract description 133
- 239000007924 injection Substances 0.000 title claims abstract description 133
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 44
- 238000001514 detection method Methods 0.000 claims description 42
- 230000005856 abnormality Effects 0.000 claims description 27
- 230000002159 abnormal effect Effects 0.000 claims description 17
- 230000001276 controlling effect Effects 0.000 claims description 6
- 230000007423 decrease Effects 0.000 claims description 3
- 230000001105 regulatory effect Effects 0.000 claims description 3
- 238000000034 method Methods 0.000 description 9
- 239000000498 cooling water Substances 0.000 description 7
- 239000003054 catalyst Substances 0.000 description 4
- 239000002828 fuel tank Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
A kind of fuel injection controller of internal-combustion engine comprises that valve opens Time Calculation equipment, and its valve according to the operational condition computing fuel injection valve of described internal-combustion engine is opened the time.Described calculating equipment is controlled the valve of described Fuelinjection nozzle and is opened time fuel metering emitted dose.Described control gear comprises the equipment of obtaining, and is used to obtain the rotating speed of petrolift, and estimating apparatus, is used for the rotating speed based on described petrolift, utilizes predetermined pump characteristics to estimate to be discharged into from described petrolift the fuel pressure of described Fuelinjection nozzle.Valve is opened the valve that time adjustment equipment proofreaies and correct described Fuelinjection nozzle based on estimated fuel pressure and is opened the time.
Description
Technical Field
The present invention relates to a fuel injection amount control apparatus for an internal combustion engine.
Background
In an electronically controlled fuel injection system, a reference fuel injection time of an injector is determined based on a load of an internal combustion engine, and the reference fuel injection time is corrected according to an operating condition of the internal combustion engine to determine a final fuel injection time. For the correction of the reference fuel injection time according to the operating condition of the internal combustion engine, the reference fuel injection time is corrected by, for example, the cooling water temperature, the atmospheric pressure, the air-fuel ratio (air-fuel ratio), and the like of the internal combustion engine. In general, fuel is injected according to the corrected fuel injection time to control the fuel injection quantity.
However, when the battery voltage is low, for example, at the time of start-up of the internal combustion engine, there is a case where the driving voltage of a fuel pump that supplies fuel to the injector is reduced to lower the pressure of the fuel applied to the injector. For this reason, there is a case where the fuel injection amount cannot be appropriately controlled even if the fuel is injected from the injector based on the fuel injection time determined in the above-described manner.
Thus, a technique of detecting a drive voltage of a fuel pump and correcting a fuel injection time of an injector according to the drive voltage has been known (for example, JP-63-235632A, JP-61-255234a (EP-0206485B1), JP-U-63-67639A).
However, the resistance of the coil of the motor for driving the fuel pump varies with temperature. For this reason, even if the same voltage is applied to the motor for driving the fuel pump, the rotation speed of the engine differs depending on the temperature. As a result, even if the same voltage is applied to the motor for driving the fuel pump, the pressure of the fuel applied to the injector differs. Therefore, even if the fuel injection time is corrected according to the driving voltage when the battery voltage is low, there is a case where the fuel injection amount cannot be appropriately controlled.
Disclosure of Invention
The present invention has been made in view of the above problems. A main object of the present invention is to provide a fuel injection amount control apparatus of an internal combustion engine capable of appropriately controlling a fuel injection amount by appropriately controlling a valve opening time of a fuel injection valve.
According to the present invention, a fuel injection amount control apparatus is applied to a fuel injection system of an internal combustion engine, the fuel injection system including an electrically operated fuel pump and a fuel injection valve for injecting fuel into the internal combustion engine. The fuel injection quantity control apparatus includes a valve-opening time calculation module that calculates a valve-opening time of the fuel injection valve in accordance with an operating condition of the internal combustion engine, and controls the valve-opening time of the fuel injection valve to adjust a fuel injection quantity. The fuel injection amount control apparatus of an internal combustion engine is characterized by comprising: a pump rotational speed acquisition module for acquiring a rotational speed of the fuel pump; a fuel pressure estimation module for estimating a pressure of fuel discharged from the fuel pump to the fuel injection valve using a predetermined pump characteristic based on the rotation speed of the fuel pump acquired by the pump rotation speed acquisition module; and a valve-open time correction module that corrects a valve-open time of the fuel injection valve based on the fuel pressure estimated by the fuel pressure estimation module, wherein the fuel pump is driven by a brushless motor whose rotation speed is controlled by a rotation speed control module that outputs a pulse width modulation signal, and the speed acquisition module calculates the rotation speed of the fuel pump based on the pulse width modulation signal output from the rotation speed control module.
According to the present apparatus, the pressure of the fuel discharged from the fuel pump to the fuel injection valve is estimated using a predetermined pump characteristic based on the rotation speed of the fuel pump. The rotation speed of the fuel pump is a more direct factor in determining the amount of fuel supplied from the fuel pump (pump flow rate) than the drive voltage of the fuel pump. For this reason, the accuracy of the estimated value of the fuel pressure can be improved by calculating the estimated value of the fuel pressure based on the rotation speed of the fuel pump. Correcting a valve-opening time of the fuel injection valve based on an estimated value of the fuel pressure, wherein the estimated value has high accuracy. Thereby, the fuel injection amount can be appropriately controlled.
Further, according to the present invention, the fuel injection quantity control apparatus includes a valve-opening time calculation module for calculating a valve-opening time of the fuel injection valve in accordance with an operating condition of the internal combustion engine, and controlling the valve-opening time of the fuel injection valve to adjust the fuel injection quantity. The fuel injection amount control apparatus is characterized by comprising: pump rotational speed obtaining means for obtaining a rotational speed of the fuel pump; a fuel supply system abnormality detection module for detecting an abnormality in a fuel supply system that supplies fuel to the fuel injection valve; an abnormal time fuel pressure estimation module for estimating a fuel pressure at a time of abnormality of a fuel supply system using a predetermined pump characteristic at the time of abnormality of the fuel supply system based on the rotation speed of the fuel pump acquired by the pump rotation speed acquisition module; and an abnormal time valve-opening time correction module that corrects the valve-opening time of the fuel injection valve based on the fuel pressure estimated by the abnormal time fuel pressure estimation module when the abnormality of the fuel supply system is detected, wherein the fuel pump is driven by a brushless motor whose rotation speed is controlled by a rotation speed control module that outputs a pulse width modulation signal, and the acquisition module calculates the rotation speed of the fuel pump based on the pulse width modulation signal output from the rotation speed control module.
When an abnormality occurs in the fuel supply system, the fuel pressure is brought to a state where the fuel pressure is different from a desired pressure. In this way, the fuel pressure is estimated based on the rotation speed of the fuel pump using a predetermined pump characteristic when the fuel supply system is abnormal, and the valve-open time of the fuel supply valve is corrected based on the estimated value of the fuel pressure. Thereby, the fuel injection amount can be made close to an appropriate value, and the internal combustion engine can be operated in a short period of time in a state where an abnormality occurs in the fuel supply system, so that the vehicle can be driven to a repair shop for repair.
Drawings
Other objects, features and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings in which like parts are designated by like reference numerals, and wherein:
FIG. 1 is a block diagram illustrating a general engine control system in an embodiment of the present invention;
fig. 2 is a flowchart showing a calculation routine of a final fuel injection time;
fig. 3 is a graph showing a relationship between the rotation speed of the motor for rotating and driving the pump body and the pressure of fuel supplied from the pump module;
FIG. 4 is a graph showing the relationship between voltage applied to the engine and pump flow;
FIG. 5 is a graph showing the relationship between the rotational speed of the engine and the pump flow rate;
fig. 6 is a flowchart showing a calculation routine of a final fuel injection time in the second embodiment; and
fig. 7 is a flowchart showing a failure detection routine of the pressure regulator in the third embodiment.
Detailed Description
[ first embodiment ]
A first embodiment for implementing the present invention will be described below with reference to the drawings. The present embodiment constructs an engine control system for a gasoline engine (which is an internal combustion engine) of a two-wheeled vehicle. In this control system, an electronic control unit (hereinafter referred to as ECU) as a central unit controls the fuel injection amount and the ignition timing. First, a general schematic configuration diagram of an engine control system will be described with reference to fig. 1.
In the engine 10 shown in fig. 1, an air filter 12 is disposed at the most upstream portion of an intake pipe 11, and a throttle valve 14 is disposed downstream of the air filter 12. The air filter 12 is provided with an intake air temperature sensor 13 for detecting the intake air temperature. The throttle valve 14 is provided with a throttle position sensor 15 for detecting the throttle opening degree. An intake pipe pressure sensor 16 for detecting an intake pipe pressure is arranged downstream of the throttle valve 14. Further, an electromagnetically driven injector 17 is arranged in the vicinity of the intake port of the intake pipe 11.
An intake port and an exhaust port of the engine 10 are provided with an intake valve 21 and an exhaust valve 22, respectively. An air-fuel mixture of air and fuel is introduced into the combustion chamber 23 by the opening operation of the intake valve 21. The burned exhaust gas is discharged to the exhaust pipe 24 by the opening operation of the exhaust valve 22. The ignition plug 25 is mounted in each of the respective cylinders of the cylinder head of the engine 10. A high voltage is applied to each of the ignition plugs 25 at a desired timing by an ignition unit 26 including an ignition coil or the like. By applying this high voltage, spark discharge is generated between the opposing electrodes of each spark plug 25, so that the air-fuel mixture introduced into the combustion chamber 23 is ignited and burned.
The exhaust pipe 24 is provided with a catalyst 31, such as a three-way catalyst (three-way catalyst), for removing CO, HC, NOx, and the like in the exhaust gas. An a/F sensor 32 for detecting the air-fuel ratio of the air-fuel mixture in the exhaust gas is disposed upstream of the catalyst 31. Further, the engine 10 is provided with a cooling water temperature sensor 33 for detecting the cooling water temperature, and a crank angle sensor 34 for outputting rectangular crank angle signals at specific crank angle intervals (for example, at intervals of 30 ° CA) with the rotation of the engine 10.
Further, in the fuel system, an in-tank type pump module 42 is disposed in the fuel tank 41. The delivery pipe 45 is connected to the fuel pump module 42 via a fuel pipe 43. The fuel pump module 42 includes a pump body 46 and a pressure regulator 44. Further, the fuel pump module 42 includes a fuel filter, a return conduit, an electric motor, and the like, which are not shown in fig. 1. The motor rotates and drives the pump body 46. In this embodiment, a known sensorless brushless motor capable of controlling the rotation speed without using a rotational position sensor may be used as the motor.
The pressure regulator 44 regulates the pressure of the fuel supplied from the fuel pump module 42. When the pressure of the fuel discharged from the pump body 46 of the fuel pump module 42 is greater than the set pressure of the pressure regulator 44, the surplus fuel is returned to the fuel tank 41 via the return pipe. That is, the fuel, the pressure of which is adjusted to a certain pressure by the pressure regulator 44, is discharged from the fuel pump module 42 to the delivery pipe 45 via the fuel pipe 43, and the surplus fuel is returned to the fuel tank 41 via the return pipe.
The pressure of the fuel supplied from the fuel pump module 42 will be further described. Fig. 3 is a graph showing the relationship between the rotation speed of the engine (NEP) (hereinafter referred to as "pump rotation speed") for rotating and driving the pump body 46 and the pressure (Pf) of the fuel supplied from the fuel pump module 42. As shown in fig. 3, when the pump rotation speed NEP becomes a certain rotation speed or more, the fuel supply from the fuel pump module 42 is started. As the pump speed NEP increases, the fuel pressure Pf linearly increases. When the fuel pressure Pf reaches the reference fuel pressure Pf0 of the set pressure of the pressure regulator 44, a part of the fuel discharged from the pump body 46 of the fuel pump module 42 is returned to the fuel tank as surplus fuel via the return pipe. Thus, even if the pump rotation speed NEP is greater than the pump rotation speed NEP0 corresponding to the reference fuel pressure Pf0, the fuel pressure Pf is increased only a little, and the fuel pressure Pf is substantially maintained at the reference fuel pressure Pf 0.
The ECU50 is mainly constructed by a microcomputer including a CPU, ROM, RAM, and the like. Detection signals of the various sensors described above and the like are input to the ECU 50. The ECU50 executes various control programs stored in the ROM to control the fuel injection timing of the injector 17 and the ignition timing of the ignition plug 25 based on the operating conditions of the engine. Specifically, in the fuel injection time control, the ECU50 calculates the fuel pressure correction factor FPf from the estimated value of the fuel pressure Pf based on the pump rotation speed NEP, and calculates the final fuel injection time TAU affected by the correction factor.
Here, the ECU50 controls the rotation speed of the pump body 46 and outputs a pulse width modulation signal to the motor so that the pump rotation speed NEP becomes a desired rotation speed. That is, the pump rotation speed NEP does not need to be found using a rotational position sensor or the like, but can be detected by observing the drive signal waveform (pulse width modulation signal waveform) of the motor output by the ECU50 itself.
Fig. 2 is a flowchart showing a calculation routine of the final fuel injection time TAU, and this calculation routine is executed for each specific angle by the ECU50, for example. In fig. 2, in step S101, it is determined whether it is the timing at which the final fuel injection time TAU is calculated. The final fuel injection time TAU needs to be calculated at each fuel injection timing. Therefore, in step S101, it is determined whether it is a specified timing based on the crank angle signal output from the crank angle sensor 34. When the determination in step S101 is no, the final fuel injection time TAU is not calculated and the process is ended. When the result of the determination in step S101 is yes, the routine proceeds to step S102.
In step S102, various operating condition parameters are read. Specifically, reading: the cooling water temperature THW calculated from the detection value of the cooling water temperature sensor 33, the intake air temperature THA calculated from the detection value of the intake air temperature sensor 13, the intake air pressure PM calculated from the detection value of the intake air pressure sensor 16, the atmospheric pressure PA calculated from the detection value of the atmospheric pressure sensor, the engine speed NE calculated based on the crank angle signal output from the crank angle sensor 34, and the air-fuel ratio a/F calculated from the detection value of the a/F sensor 32.
In step S103, correction factors according to the respective operating condition parameters are calculated. Specifically, a cooling water temperature correction factor FTHW, an atmospheric pressure correction factor FPA, an a/F sensor correction factor FAF are calculated. The relationship between the respective operating condition parameters and the correction factors is stored in advance as a map in the ECU 50. In step S103, the respective correction factors are calculated using the map stored in the ECU 50.
In step S104, the pump rotation speed NEP is calculated from the drive signal waveform of the motor output from the ECU 50. In step S105, an estimated value of the fuel pressure Pf is calculated from the pump rotation speed NEP. There is a relationship between the pump rotational speed NEP and the fuel pressure Pf as shown in fig. 3, which is stored in advance as a map in the ECU 50. In step S105, an estimated value of the fuel pressure Pf is calculated from the pump rotation speed NEP using a map stored in the ECU 50.
In step S106, a fuel pressure correction factor FPf is calculated from the reference fuel pressure Pf0, which is the set pressure of the pressure regulator 44 and is stored in advance in the ECU50, and the fuel pressure Pf calculated in step S105. In the present embodiment, according to the formula A fuel pressure correction factor FPf is calculated.
In step S107, the total correction factor FTOTAL is calculated using the following formula based on the respective operating condition parameters including the fuel pressure correction factor FPf and the like.
FTOTAL＝FPf×FTHW×FPA×FAF
In step S108, a reference fuel injection time TP is calculated from the engine speed NE and the engine load (intake air pressure PM). The relationship between the reference fuel injection time TP and the engine speed NE and the intake air pressure PM is stored as a map in the ECU 50. In step S108, the reference fuel injection time TP is calculated using the map.
Finally, in step S109, the final fuel injection time TAU is calculated from the total correction factor FTOTAL found in step S107 and step S108 and the reference fuel injection time TP using the following formula.
TAU＝TP×FTOTAL
The ECU50 outputs an injector drive signal to the injector 17 based on the final fuel injection time TAU. Thereby, the injector 17 is opened based on the injector drive signal to inject the fuel.
In this embodiment, the estimated value of the pressure Pf of the fuel supplied from the fuel pump module 42 is calculated, and the final fuel injection time TAU is calculated using the fuel pressure correction factor FPf calculated from the estimated value of the fuel pressure Pf. The estimated value Pf of the fuel pressure Pf is calculated based on not the drive voltage of the motor but the pump rotation speed NEP. Thereby, the estimated value of the fuel pressure Pf can be calculated more accurately. The final fuel injection time TAU is calculated using the highly accurate estimated value of the fuel pressure Pf, and thus the fuel injection amount can be appropriately controlled.
This will be further described below with reference to fig. 4 and 5. Fig. 4 is a graph showing the relationship between the voltage (V) applied to the motor and the pump flow rate (Q). In the graph, a single-dot broken line indicates an upper limit of variation, a solid line indicates an intermediate value of variation, and a broken line indicates a lower limit of variation. Fig. 5 is a graph showing the relationship between the pump rotation speed (NEP) and the pump flow rate (Q). In the graph, a single-dot broken line indicates an upper limit of variation, a solid line indicates an intermediate value of variation, and a broken line indicates a lower limit of variation. Thus, even if the same voltage is applied to the motor, the pump rotation speed NEP differs. When the pump rotation speed NEP is different, the amount of fuel supplied from the fuel pump module 42 (pump flow rate Q) is also different. Therefore, as shown in fig. 4, the pump flow rate Q corresponding to a given applied voltage changes within a certain range above and below the center value of the change.
In contrast, as shown in fig. 5, in the relationship between the pump rotational speed NEP and the pump flow rate Q, the change in the pump flow rate Q for a specific pump rotational speed NEP is small. This is because the pump speed NEP is a more direct factor in determining the pump flow Q. In this embodiment, the pressure Pf of the fuel, which is determined by the pump flow rate Q and supplied from the fuel pump module 42, is calculated by estimation based on the pump rotation speed NEP. For this reason, the fuel pressure Pf can be calculated more accurately than the fuel pressure Pf calculated from the voltage applied to the motor. As a result, the final fuel injection time TAU can be calculated based on the highly accurate estimated value of the fuel pressure Pf, and thus the fuel injection amount can be appropriately controlled.
In this embodiment, a sensorless brushless motor whose rotation speed can be controlled without using a rotational position sensor may be used as the motor for rotating and driving the pump body 46. In other words, the rotation speed of the brushless motor can be calculated by observing the waveform of the drive signal of the motor, which is output from the ECU50 itself. For this reason, the pump rotational speed NEP can be calculated without using an additional rotational position sensor or the like. Further, the need for a rotational position sensor is eliminated, which can simplify the structure of the motor.
[ second embodiment ]
In the first embodiment, when the final injection time TAU is calculated, the estimated value of the fuel pressure Pf is always calculated based on the pump rotation speed NEP. Then, a fuel pressure correction factor FPf is calculated by using the estimated value of the fuel pressure Pf.
In contrast, in the second embodiment, the estimated value of the fuel pressure Pf is calculated only when the pump rotational speed NEP is less than the specified rotational speed. When the pump rotation speed NEP is not less than the predetermined rotation speed, the fuel pressure correction factor FPf is not calculated based on the estimated value of the fuel pressure Pf, but the fuel pressure correction factor FPf is set to 1.0. That is, since the fuel pressure correction factor FPf is set to 1.0, the fuel pressure correction factor FPf does not actually contribute to the calculation of the total correction factor FTOTAL.
Fig. 6 is a flowchart showing a calculation routine of the final fuel injection time TAU in the present embodiment. In fig. 6, in step S201, it is determined whether it is the TAU calculation time. When the determination result in step S201 is "no", the process ends without performing any process. When the determination in step S201 is yes, the routine proceeds to step S202, and the respective operating condition parameters are read in step S202.
In step S203, correction factors according to the respective operating condition parameters are calculated. In step S204, the pump rotation speed NEP in the fuel pump module 42 is calculated from the drive signal waveform of the motor, which is output from the ECU 50. The processing of steps S201 to S204 is the same as the processing of steps S101 to S104 in fig. 2 of the first embodiment.
In step S205, it is determined whether the pump rotation speed NEP is less than a predetermined rotation speed. When the determination result in step S205 is yes, the routine proceeds to step S206. In step S206, an estimated value of the fuel pressure Pf is calculated based on the pump rotation speed NEP. In step S207, the fuel pressure correction factor FPf is calculated. The processing of step S206 and step S207 is the same as the processing of steps S105 and S106 in fig. 2 of the first embodiment. After the process of step S207 is performed, the routine proceeds to step S209. In contrast, when the determination result in step S205 is "no", the routine proceeds to step S208, where the fuel pressure correction factor FPf is set to 1.0 in step S208. Thereafter, the routine proceeds to step S209.
In step S209, the total correction factor FTOTAL is calculated. In step S210, a reference fuel injection time TP is calculated from the engine speed NE and the engine load (intake air pressure PM). In step S211, the final fuel injection time TAU is calculated from the total correction factor FTOTAL found in steps S209 and S210 and the reference fuel injection time TP. The processing of steps S209 to S211 is also the same as the processing of steps S107 to S109 in fig. 2 of the first embodiment.
The ECU50 outputs an injector drive signal to the injector 17 based on the final fuel injection time TAU. Thereby, the injector 17 is opened based on the injector drive signal to inject the fuel.
In this embodiment, the fuel pressure Pf based on the pump rotation speed NEP is calculated only when the pump rotation speed NEP is less than the specified speed, and the final fuel injection time TAU is calculated using the fuel pressure correction factor FPf calculated from the estimated value of the fuel pressure Pf. When the pump rotation speed NEP is not less than the specified speed, the estimated value of the fuel pressure Pf is not calculated, and the fuel pressure correction factor FPf based on the estimated value of the fuel pressure Pf is not calculated, but the fuel pressure correction factor FPf is set to 1.0. Thus, the fuel pressure correction factor FPf does not actually contribute to the calculation of the final fuel injection time TAU.
When the pump rotational speed NEP is less than the specified rotational speed, there is a case where the fuel pressure Pf supplied from the fuel pump module 42 is less than the reference fuel pressure Pf0, which is the set pressure of the pressure regulator 44. In this case, when the final fuel injection time TAU is determined without taking the fuel pressure Pf into consideration, a sufficient amount of fuel cannot be injected. In this regard, in the present embodiment, when the pump rotation speed NEP is less than the predetermined rotation speed, the fuel pressure correction factor FPf is calculated based on the pressure Pf of the fuel supplied from the fuel pump module 42, and the final fuel injection time TAU is calculated based on the fuel pressure correction factor FPf. Thus, even when the pressure Pf of the fuel supplied from the fuel pump module 42 is small because the pump rotation speed NEP is small, the fuel injection amount can be appropriately controlled.
Conversely, when the pump rotational speed NEP is not less than the predetermined rotational speed, the pressure Pf of the fuel supplied from the fuel pump module 42 is a fuel pressure close to the reference fuel pressure Pf0 (which is the set pressure of the pressure regulator 44). Thus, even if the fuel pressure correction factor FPf is calculated based on the fuel pressure Pf, the fuel pressure correction factor FPf becomes a value close to 1.0, thereby slightly affecting the total correction factor FTOTAL and the final fuel injection time TAU. Therefore, when the pump rotation speed NEP is not less than the predetermined rotation speed, the fuel pressure Pf and the fuel pressure correction factor FPf are not calculated, and thus the calculation load of the ECU50 is reduced.
As for the specified rotation speed, it is recommended to set it to, for example, NEP0, which is the pump rotation speed NEP corresponding to the reference set pressure Pf0 of the pressure regulator 44.
[ third embodiment ]
In the second embodiment, the estimated value of the fuel pressure Pf is calculated only when the pump rotation speed NEP is less than the specified speed, and the fuel pressure correction factor FPf is calculated using the estimated value of the fuel pressure Pf. In contrast, in the third embodiment, only when a failure of the pressure regulator 44 in the fuel pump module 42 is detected, the estimated value of the fuel pressure Pf is calculated, and the fuel pressure correction factor FPf is calculated based on the estimated value of the fuel pressure Pf. When a failure of the pressure regulator 44 in the fuel pump module 42 is not detected, the fuel pressure correction factor FPf based on the estimated value of the fuel pressure Pf is not calculated, but the fuel pressure correction factor FPf is set to 1.0.
That is, in the present embodiment, the failure detection routine of the pressure regulator 44 is executed between step S204 and step S205 of the flowchart of fig. 6 of the second embodiment. Instead of step S205 in the flowchart of fig. 6, it is determined whether a failure of the pressure regulator 44 is detected.
Fig. 7 is a flowchart showing a failure detection routine of the pressure regulator 44 in the present embodiment. First, in step S301, it is determined whether the engine speed NE is within a specified range. When the determination result in step S301 is "yes", the routine proceeds to step S302, and when the determination result in step S301 is "no", the routine proceeds to step S303. In step S302, it is determined whether the intake air pressure is within a specified range. When the determination result in step S302 is "yes", the routine proceeds to step S306, and when the determination result in step S301 is "no", the routine proceeds to step S303. At steps S301 and S302, it is determined whether the failure detection condition of the pressure regulator 44 is satisfied. Specifically, it is determined whether the engine 10 is in a normal state. When the engine 10 is in a normal state, it is determined that the failure detection condition of the pressure regulator 44 is satisfied.
When it is determined that the failure detection condition of the pressure regulator 44 is not satisfied, that is, when the determination result of step S301 or step S302 is "no", the pressure regulator failure flag FPRCHK is set to 0 in step S303. Then, the routine proceeds to step S304, where the failure detection condition continuation count flag CPRCHK is set to 0 at step S304. Thereafter, the routine proceeds to step S305, sets the pressure regulator abnormality detection flag FPRJDG to 0 in step S305, and ends the processing.
In contrast, when it is determined that the failure detection condition of the pressure regulator 44 is satisfied, that is, when both the determination results of step S301 and step S302 are "yes", the routine proceeds to step S306. In step S306, it is determined whether the pressure regulator failure detection flag FPRCHK is 1. When the determination result in step S306 is yes, the routine proceeds to step S307, the failure detection condition continuation counter CPRCHK is incremented by 1 in step S307, and then the routine proceeds to step S309. In contrast, when the determination result of step S306 is "no", the routine proceeds to step S308, sets the pressure regulator failure detection flag FPRCHK to 1 at step S308, and then proceeds to step S309.
In step S309, it is determined whether the failure detection continuation flag CPRCHK is a specified value or more. Specifically, in step S309, it is determined whether the failure detection condition of the pressure regulator 44 continues for a specified period of time. In other words, at this step, it is determined whether the failure detection state of the pressure regulator 44 is at a level at which the failure detection state can be stably determined. When the determination result of step S309 is "no", it is determined that the failure detection state of the pressure regulator 44 is not at a level at which the failure detection state can be stably determined, the routine proceeds to step S305, sets the pressure regulator abnormality detection flag FPRJDG to 0 in step S305, and ends the processing. In contrast, when the determination result of step S309 is yes, it is determined that the failure detection state is at a level at which the failure detection state can be stably determined, and the routine proceeds to step S310.
In step S310, it is determined whether the a/F sensor correction factor FAF is 1.20 or more. The case where the a/F sensor correction factor FAF is 1.20 or more is a case where the fuel injection amount is too small for the target air-fuel ratio. That is, in step S310, it can be detected that the pressure regulating function of the pressure regulator 44 is malfunctioning and has a failure, so that the fuel pressure Pf is less than the reference fuel pressure Pf 0. When the determination result of step S310 is yes, the routine proceeds to step S311. In step S311, the pressure regulator failure detection flag FPRCHK is set to 1, and the process ends.
When the determination result of step S310 is "no", the routine proceeds to step 312. In step S312, it is determined whether the a/F sensor correction factor FAF is 0.8 or less. The case where the a/F sensor correction factor FAF is 0.8 or less is a case where the fuel injection amount is too large for the target air-fuel ratio. That is, in step S312, it can be detected that the fuel return function of the pressure regulator 44 is malfunctioning and has a failure, so that the fuel pressure Pf is greater than the reference fuel pressure Pf 0. When the determination result of step S312 is yes, the routine proceeds to step S311. In step S311, the pressure regulator failure detection flag FPRCHK is set to 1, and the process ends. On the contrary, when the determination result of step S312 is "no", the routine proceeds to step S305, sets the pressure regulator abnormality detection flag FPRJDG to 0 in step S305, and ends the process.
When the pressure regulator abnormality detection flag FPRJDG set by the failure detection routine of the pressure regulator 44 is 0, the fuel pressure correction factor FPf is not calculated based on the estimated value of the fuel pressure Pf but is set to 1.0. On the contrary, when the pressure regulator abnormality detection flag FPRJDG is 1, the estimated value of the fuel pressure Pf is calculated based on the pump rotation speed NEP, and the fuel pressure correction factor FPf is calculated using the estimated value of the fuel pressure Pf. The ECU50 outputs an injection drive signal to the injector 17 based on the fuel injection time TAU manipulated by the fuel pressure correction factor FPf. Thereby, the injector 17 is opened based on the injector drive signal to inject the fuel.
When the pressure injector 44 fails, the relationship between the pump rotation speed NEP and the fuel pressure Pf is not the relationship shown in fig. 3. In this way, when the pressure regulator 44 fails, the estimated value of the fuel pressure Pf is calculated from the pump rotation speed NEP using a map in which a relationship different from that shown in fig. 3 is stored.
In this embodiment, only when a failure of the pressure regulator 44 in the fuel pump module 42 is detected, the estimated value of the fuel pressure Pf is calculated based on the pump rotation speed NEP, and the final fuel injection time TAU is calculated using the fuel pressure correction factor FPf calculated from the estimated value of the fuel pressure Pf. When the failure of the pressure regulator 44 is not detected, the estimated value of the fuel pressure Pf and the fuel pressure correction factor FPf based on the estimated value of the fuel pressure Pf are not calculated, but the fuel pressure correction factor FPf is set to 1.0, so the fuel pressure correction factor FPf does not actually contribute to the calculation of the final fuel injection time TAU.
When the pressure regulator 44 fails, even if the pump rotational speed NEP reaches the predetermined rotational speed, the fuel pressure Pf cannot be regulated to the reference fuel pressure Pf0, and the actual fuel pressure is brought into a state different from the desired fuel pressure. Therefore, in this case, the final fuel injection time TAU can be determined by using the fuel pressure correction factor FPf based on the estimated value of the fuel pressure Pf so that the fuel injection quantity approaches an appropriate value. Thus, a vehicle with a failed pressure regulator 44 can be driven to a repair facility for repair.
[ other examples ]
In various embodiments, a brushless motor is used as the motor for rotating and driving the pump body 46. In various embodiments, a sensorless brushless motor is used as the brushless motor. Thus, the pump rotation speed NEP can be detected without specially providing a rotational position sensor or the like. However, the mode of the motor is not limited to this. That is, it is possible to provide a sensor for detecting the rotational position of the electric motor, detect the rotational speed of the electric motor based on the rotational position of the electric motor detected by the sensor, and calculate the estimated value of the fuel pressure Pf from the rotational speed of the electric motor. Further, the motor may not be a brushless motor but a motor with brushes.
In each embodiment, the final fuel injection time TAU is calculated using the cooling water temperature correction factor FTHW, the atmospheric pressure correction factor FPA and the a/F sensor correction factor FAF, and the fuel pressure correction factor FPf. However, the final fuel injection time TAU may also be calculated by further using a correction factor based on the detected values of the other operating condition parameters.
In the second embodiment, only when the pump rotation speed NEP is less than the predetermined rotation speed, the estimated value of the fuel pressure Pf is calculated based on the pump rotation speed NEP, and the fuel pressure correction factor FPf is calculated using the estimated value of the fuel pressure Pf. Further, in the third embodiment, only when a failure of the pressure regulator 44 is detected, the estimated value of the fuel pressure Pf is calculated based on the pump rotation speed NEP, and the fuel pressure correction factor FPf is calculated using the estimated value of the fuel pressure Pf. However, the case where the estimated value of the fuel pressure Pf is calculated based on the pump rotation speed NEP and the fuel pressure correction factor FPf is calculated using the estimated value of the fuel pressure Pf is not limited to the above-described case.
For example, only when the engine speed NE is a predetermined speed or less, an estimated value of the fuel pressure Pf based on the pump speed NEP is calculated, and the fuel pressure correction factor FPf is calculated using the estimated value of the fuel pressure Pf. When the engine speed NE is a predetermined speed or more, the estimated value of the fuel pressure Pf based on the pump speed NEP may not be calculated. In a state where the engine speed NE is large, the calculation load of the ECU50 is also large. However, if the estimated value of the fuel pressure Pf and the fuel pressure correction factor FPf are not calculated, the calculation load of the ECU50 can be reduced.
When the pump rotation speed NEP increases with the start of the engine 10, an estimated value of the fuel pressure Pf based on the pump rotation speed NEP may be calculated, and the fuel pressure correction factor FPf may be calculated using the estimated value of the fuel pressure Pf. When the starter motor is operated at the time of engine start, the battery voltage is lowered and thus sufficient electric power is not supplied to the motor. Further, the engine speed is not sufficiently increased at the time of starting, so that sufficient electric power is not supplied from the generator to the motor. In this way, when the pump rotation speed NEP is in the process of increasing with the start of the engine 10, the fuel pressure Pf supplied from the fuel pump module 42 does not become sufficiently large, so that the fuel injection time based on the fuel pressure Pf needs to be corrected. In this way, if the fuel pressure correction factor FPf is calculated using the fuel pressure Pf at which the pump rotation speed NEP increases with the start of the engine, and the final fuel injection time TAU is calculated using the fuel pressure correction factor FPf, the fuel injection amount can be appropriately controlled.
In the engine without the battery, the estimated value of the fuel pressure Pf based on the pump rotation speed NEP may be calculated at the time of start or idling, and the fuel pressure correction factor FPf may be calculated using the estimated value of the fuel pressure Pf. In an engine without a battery, electric power is supplied to the motor by a generator mounted in the vehicle. When the rotation of the engine 10 is transmitted to a generator installed in the vehicle, the motor is rotated to generate electric power. For this reason, when the engine speed NE is small, for example, at the time of starting or idling, the amount of electric power generated by the generator is also small. Thus, also in this case, the fuel pressure Pf supplied from the fuel pump module 42 becomes small. Therefore, if the fuel pressure correction factor FPf is calculated using the fuel pressure Pf at startup or idling and the final fuel injection time TAU is calculated by the fuel pressure correction factor FPf, the fuel injection amount can be appropriately controlled.
When a failure of the pressure regulator 44 is detected in the third embodiment, the estimated value of the fuel pressure Pf may be calculated from the pump rotational speed NEP using a map in which a relationship other than that shown in fig. 3 is stored. Specifically, when the pressure regulator abnormality detection flag FPRJDG is set to 1 at step S311, that condition which satisfies step S310 or step S312 is stored. Further, a relationship in which the fuel pressure Pf increases compared to the relationship shown in fig. 3 and a relationship in which the fuel pressure Pf decreases compared to the relationship shown in fig. 3 are stored as maps, respectively.
When the pressure regulator 44 is out of order such that the fuel pressure Pf is greater than the reference fuel pressure Pf0 (when the condition of step S312 is satisfied), the estimated value of the fuel pressure Pf is calculated from the pump rotational speed NEP by using a map in which the fuel pressure Pf is increased as compared with the relationship shown in fig. 3. Further, when the pressure regulator 44 is malfunctioning such that the fuel pressure Pf is smaller than the reference fuel pressure Pf0 (when the condition of step S310 is satisfied), the estimated value of the fuel pressure Pf is calculated from the pump rotational speed NEP by using a map in which the fuel pressure Pf is reduced as compared with the relationship shown in fig. 3. In this way, by calculating the estimated value of the fuel pressure Pf using different maps according to the fact whether the pressure regulator 44 has failed so that the fuel pressure rises or the pressure regulator 44 has failed so that the fuel pressure falls, the estimated value of the fuel pressure Pf can be made the actual fuel pressure. As a result, the fuel injection amount can be controlled better.
Further, the degree of abnormality of the pressure regulator 44 can be detected by dividing the a/F sensor correction factor FAF of step S310 and step S312 more finely. The estimated value of the fuel pressure Pf can be calculated using different maps according to the degree of abnormality of the pressure regulator 44.
In the above-described embodiment, the present control system is applied to the two-wheeled vehicle engine. However, the application of the present control system is not limited to the two-wheeled vehicle, but may be applied to other vehicles. Specifically, the present control system can be applied to small-sized vehicles, such as agricultural vehicles, and two-wheeled vehicles. Thus, even in a vehicle of a simple system, the fuel injection amount can be appropriately controlled by using as few additional units as possible.
Claims (11)
1. A fuel injection amount control apparatus of an internal combustion engine, which is applied to a fuel injection system of an internal combustion engine including an electrically operated fuel pump and a fuel injection valve for injecting fuel discharged from the fuel pump into the internal combustion engine, the fuel injection amount control apparatus comprising:
a calculation module for calculating a valve opening time of the fuel injection valve according to an operating condition of the internal combustion engine;
a control module for controlling a valve opening time of the fuel injection valve to adjust a fuel injection quantity;
an acquisition module for acquiring a rotation speed of the fuel pump;
an estimation module for estimating a pressure of fuel discharged from the fuel pump to the fuel injection valve using a predetermined pump characteristic based on a rotation speed of the fuel pump; and
a correction module for correcting a valve-opening time of the fuel injection valve based on the fuel pressure estimated by the fuel pressure estimation module,
wherein,
the fuel pump is driven by a brushless motor, the rotational speed of which is controlled by a rotational speed control module for outputting a pulse width modulation signal, and
the acquisition module calculates a rotational speed of the fuel pump based on a pulse width modulation signal output from the rotational speed control module.
2. The fuel injection amount control apparatus of an internal combustion engine according to claim 1, wherein
The correction module corrects a valve opening time of the fuel injection valve when a rotation speed of the fuel pump is less than a predetermined rotation speed.
3. The fuel injection amount control apparatus of an internal combustion engine according to claim 1, wherein
The correction module corrects a valve opening time of the fuel injection valve when a rotation speed of the fuel pump increases with a start of the internal combustion engine.
4. The fuel injection amount control apparatus of an internal combustion engine according to claim 1, wherein
The fuel pump is driven by electric energy from a generator driven by the internal combustion engine, and
the correction module corrects a valve opening time of the fuel injection valve at a start or an idle of the internal combustion engine.
5. The fuel injection quantity control apparatus of an internal combustion engine according to claim 1, further comprising:
an abnormality detection module that detects an abnormality in a fuel supply system that supplies fuel to the fuel injection valve;
an abnormal time fuel pressure estimation module for estimating the fuel pressure using a predetermined pump characteristic when the fuel supply system is abnormal, based on the rotation speed of the fuel pump acquired by the acquisition module; and
an abnormal time valve-opening time correction module that corrects a valve-opening time of the fuel injection valve based on the fuel pressure estimated by the abnormal time fuel pressure estimation module when an abnormality in the fuel supply system is detected.
6. A fuel injection amount control apparatus of an internal combustion engine, which is applied to a fuel injection system of an internal combustion engine including an electrically operated fuel pump and a fuel injection valve for injecting fuel discharged from the fuel pump into the internal combustion engine, the fuel injection amount control apparatus comprising:
a calculation module for calculating a valve opening time of the fuel injection valve according to an operating condition of the internal combustion engine;
a control module for controlling a valve opening time of the fuel injection valve to adjust a fuel injection quantity;
an acquisition module for acquiring a rotation speed of the fuel pump;
an abnormality detection module that detects an abnormality in a fuel supply system that supplies fuel to the fuel injection valve;
an abnormal time fuel pressure estimation module for estimating a fuel pressure at the time of abnormality of the fuel supply system using a predetermined pump characteristic at the time of abnormality of the fuel supply system, based on the rotation speed of the fuel pump acquired by the acquisition module; and
an abnormal-time valve-opening-time correction module that corrects a valve opening time of the fuel injection valve based on the fuel pressure estimated by the abnormal-time fuel pressure estimation module when an abnormality in the fuel supply system is detected, wherein,
the fuel pump is driven by a brushless motor, the rotational speed of which is controlled by a rotational speed control module for outputting a pulse width modulation signal, and
the acquisition module calculates a rotational speed of the fuel pump based on a pulse width modulation signal output from the rotational speed control module.
7. The fuel injection amount control apparatus of an internal combustion engine according to claim 6, wherein
The abnormality detection module determines an abnormal state of the fuel supply system, and
the abnormal-time fuel pressure estimation module estimates a fuel pressure based on one of a plurality of predetermined pump characteristics when the fuel supply system is abnormal, according to an abnormal state of the fuel supply system.
8. The fuel injection amount control apparatus of an internal combustion engine according to claim 6, wherein
The abnormality detection module determines whether the fuel supply system is brought to an abnormal state on a fuel pressure increase side or an abnormal state on a fuel pressure decrease side,
the abnormal time valve-opening time correction module corrects the valve-opening time of the fuel injection valve to shorten the valve-opening time when the fuel supply system is brought to an abnormal state on the fuel pressure increase side, and
wherein the abnormal-time valve-opening-time correction module corrects the valve opening time of the fuel injection valve to lengthen the valve opening time when the fuel supply system is brought to an abnormal state at the fuel pressure decrease side.
9. The fuel injection amount control apparatus of an internal combustion engine according to claim 6, wherein
The fuel injection amount control apparatus is applied to a fuel injection system of an internal combustion engine having a pressure regulator for regulating the pressure of fuel discharged from the fuel pump, and
the abnormality detection module detects an abnormality in the pressure regulator.
10. The fuel injection quantity control apparatus of an internal combustion engine according to claim 6, further comprising:
a speed detection module for detecting a rotational speed of the internal combustion engine,
wherein the estimation module stops estimating the fuel pressure and the correction module stops correcting the valve-opening time of the fuel injection valve when the speed detection module detects that the rotation speed of the internal combustion engine is greater than a predetermined rotation speed.
11. The fuel injection amount control apparatus of an internal combustion engine according to claim 6, wherein
The fuel injection amount control apparatus is applied to a fuel injection system of an internal combustion engine mounted in an agricultural vehicle or a two-wheeled vehicle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP093079/2006 | 2006-03-30 | ||
| JP2006093079A JP4635938B2 (en) | 2006-03-30 | 2006-03-30 | Fuel injection amount control device for internal combustion engine |
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| CN101046175A CN101046175A (en) | 2007-10-03 |
| CN100575684C true CN100575684C (en) | 2009-12-30 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN200710091978A Active CN100575684C (en) | 2006-03-30 | 2007-03-30 | The fuel injection quantity control system that is used for internal-combustion engine |
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| JP (1) | JP4635938B2 (en) |
| CN (1) | CN100575684C (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP4930454B2 (en) * | 2008-05-20 | 2012-05-16 | 株式会社デンソー | Fuel supply control device and fuel supply system using the same |
| JP5246003B2 (en) * | 2009-04-14 | 2013-07-24 | 株式会社デンソー | Fuel supply control device and fuel supply system using the same |
| DE102009029546A1 (en) * | 2009-09-17 | 2011-03-31 | Robert Bosch Gmbh | Method for operating injection pump unit of fuel injection system of internal-combustion engine, involves controlling injection pressure and fuel quantity by force over period of injection process, and actuating piston by actuator |
| JP5059894B2 (en) * | 2010-03-19 | 2012-10-31 | 日立オートモティブシステムズ株式会社 | Fuel pump control device |
| JP5591679B2 (en) * | 2010-12-17 | 2014-09-17 | 愛三工業株式会社 | Fuel supply device |
| JP5461380B2 (en) * | 2010-12-17 | 2014-04-02 | 愛三工業株式会社 | Pumping unit |
| JP5911316B2 (en) * | 2012-01-30 | 2016-04-27 | ダイハツ工業株式会社 | Control device for internal combustion engine |
| JP7334680B2 (en) * | 2020-06-09 | 2023-08-29 | トヨタ自動車株式会社 | Fuel supply system controller |
| CN113202651B (en) * | 2021-04-27 | 2022-08-05 | 潍柴动力股份有限公司 | Injection valve fault detection method and device |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3398978B2 (en) * | 1992-08-07 | 2003-04-21 | 株式会社デンソー | Motor drive |
| JP3843484B2 (en) * | 1995-07-31 | 2006-11-08 | 株式会社デンソー | Returnless internal combustion engine fuel supply device and adjustment method thereof |
| DE19780251C2 (en) * | 1996-02-29 | 2001-02-22 | Mitsubishi Motors Corp | Fuel supply system for an internal combustion engine |
| JP3427683B2 (en) * | 1997-07-24 | 2003-07-22 | 日産自動車株式会社 | Fuel supply device for internal combustion engine |
| JPH11182371A (en) * | 1997-12-19 | 1999-07-06 | Unisia Jecs Corp | Fuel supply device for internal combustion engine |
| JP4186369B2 (en) * | 2000-02-10 | 2008-11-26 | 株式会社デンソー | Electronically controlled fuel injection system |
| EP1359072A1 (en) * | 2002-04-30 | 2003-11-05 | Siemens Aktiengesellschaft | An apparatus for providing drive-off security in a motor vehicle environment |
| JP4372466B2 (en) * | 2003-06-19 | 2009-11-25 | 株式会社デンソー | Abnormality diagnosis device for high pressure fuel supply system of internal combustion engine |
-
2006
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| Publication number | Publication date |
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| JP2007263090A (en) | 2007-10-11 |
| JP4635938B2 (en) | 2011-02-23 |
| CN101046175A (en) | 2007-10-03 |
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