CN101581253A - Fuel injection control device and fuel injection system with the same - Google Patents
Fuel injection control device and fuel injection system with the same Download PDFInfo
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- CN101581253A CN101581253A CNA2009101409096A CN200910140909A CN101581253A CN 101581253 A CN101581253 A CN 101581253A CN A2009101409096 A CNA2009101409096 A CN A2009101409096A CN 200910140909 A CN200910140909 A CN 200910140909A CN 101581253 A CN101581253 A CN 101581253A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/405—Multiple injections with post injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
- F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
- F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/04—Fuel pressure pulsation in common rails
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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
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The present invention provides a fuel injection system, wherein an electronic control unit (60) controls a pressure regulator (40) which is driven electromagnetically thereby opening and closing the connection between a control chamber (102) positioned at a fuel injection valve (30) and a low-pressure side. Furthermore the fuel cell in the control chamber (102) is regulated thereby reciprocating a valve component (34) relatively to the injection holes (36) of the fuel injection valve (30). The control unit (60) outputs a driving signal thereby commanding the pressure regulator (40) to drive the valve component (34) back and forth. Besides, based on the pressure fluctuation in the control chamber (102), the control unit (60) corrects the pulse signal when a back injection after the main injection is executed at the fuel injection valve (30) in each combustion cycle. The invention furthermore relates to a fuel injection control device which is used in the fuel injection system and is used for the fuel injection valve of an internal combustion engine.
Description
Technical field
The present invention relates to a kind of fuel injection control system and have the fuel injection system of described device.
Background technique
For example, Japanese unexamined patent publication No. communique No.2002-89330A has instructed a kind of Fuelinjection nozzle.In described Fuelinjection nozzle, pressurized and fuel that be accumulated in the common rail is supplied to spray-hole and control room, and go up the control room fuel pressure that fuel pressure is applied on the valve member at the spray-hole closing direction (direction of taking a seat) of valve member and be conditioned, so that valve member moves back and forth.When valve member moved back and forth, the fuel by spray-hole sprayed and is activated and is under an embargo.Be supplied to the electric power of electromagnetic actuator device (for example o) by control, the pressure in control room is conditioned, to open and close being connected between control room and the low voltage side (leading to the fuel discharge side in the Fuelinjection nozzle of fuel tank) by movable part.Supply to the electric power of electromagnetic actuator device is controlled by drive pulse signal.
The valve member of opening and closing spray-hole is opened direction (direction of improvement) at its spray-hole and is gone up the fuel pressure of accepting from the fuel that is supplied to spray-hole.Equally, valve member is accepted the fuel pressure from the fuel that is supplied to the control room on the spray-hole closing direction.When being communicated with between valve member start-up control chamber and the low voltage side, the fuel pressure in the control room reduces.Therefore, the power that the fuel from the control room is applied on the valve member on the spray-hole closing direction reduces.Like this, valve member is opened on the direction at spray-hole and is promoted, and makes fuel eject from spray-hole.When be under an embargo being communicated with between control room and the low voltage side, when promptly being blocked by valve member, the fuel pressure in the control room increases.Therefore, the power that the fuel from the control room is applied on the valve member on the spray-hole closing direction increases.Like this, thus valve member moves on the spray-hole closing direction closes spray-hole.Therefore, the fuel injection from spray-hole stops.
In addition, known to using aforesaid Fuelinjection nozzle to carry out the multi-stage jet operation, with in each burn cycle with the fuel multi-injection in the firing chamber.
In described multi-stage jet operation, carry out main injection, pre-spray, back injection (after-ijnection), pilot injection and postinjection (post-injection).Main injection produces the main torque of motor.Before main injection, carry out pre-spray.Carrying out the back after main injection sprays.Before pre-spray, carry out pilot injection.After spraying, the back carries out postinjection.
Thereby carry out before the lighting of air-fuel mixture that pilot injection carries out when carrying out main injection air and a spot of fuel premixing.
In pre-spray, thereby spraying before main injection, burn fuel in the firing chamber of a spot of fuel before the main injection, so that the rapid burning during the execution main injection is limited.Like this, combustion noise and vibration have been reduced.
In spray the back, thereby after main injection, spray a spot of fuel burning particles material, thereby and purifying exhaust gas, described particulate matter is the unburned composition that produces in the firing chamber when carrying out main injection.
In postinjection, thereby spray the particulate matter that a spot of fuel burning is trapped by diesel particulate filter (DPF).
Yet by using above-mentioned Fuelinjection nozzle to carry out under the situation of multi-stage jet operation, the fuel stream of supplying with and flow to from the control room low voltage side from rail altogether promptly gets clogged, thereby produces pressure pulsation in the control room.In the control room, produce during the pressure pulsation, be used to after executing main injection to carry out that the drive pulse signal that sprays the back is supplied to electromagnetic actuator device immediately so that the control room is when being communicated with the low-pressure side, owing to pressure pulsation makes that the lifting time and the lifting speed of valve member produce fluctuation when spray-hole is opened direction (direction of improvement) and gone up drive valve member, thereby the mobile of described valve member becomes unstable.Therefore, the actual ejection amount of fuel deviated from unfriendly to set and is used for the target emitted dose that spray the back during sprayed the back.In the back injection of spraying small amount of fuel, actual fuel injection quantities becomes bigger with respect to departing from of target emitted dose.Therefore, the emitted dose of fuel deviates from when setting the target emitted dose that is used for the back injection in spray the back, can not obtain desired effects.
For example, under the situation of the target emitted dose of spraying after actual fuel injection quantities is used for less than setting in spray the back, the particulate matter that in the firing chamber, produces behind the main injection that can not burn fully.Therefore, exhaust can not fully be purified.On the contrary, under the situation of the target emitted dose of spraying after actual fuel injection quantities is used for greater than setting in spray the back, burning produces sizable torque when spraying after execution.Therefore, the driven nature of vehicle worsens.
Summary of the invention
The present invention has considered above-mentioned shortcoming.Therefore, the purpose of this invention is to provide a kind of fuel injection control system, the deviation of actual fuel injection quantities and target fuel injection amount reduces or minimizes in the back injection after it carries out main injection.Another object of the present invention provides a kind of fuel injection system with such fuel injection control system.
In order to realize purpose of the present invention, a kind of fuel injection control system that is used for the Fuelinjection nozzle of internal-combustion engine is provided, described Fuelinjection nozzle is at the spray-hole burner oil that repeatedly passes through Fuelinjection nozzle after rail receives fuel altogether each burn cycle.Fuelinjection nozzle comprises valve member, control room and pressure regulator, wherein, thereby described valve member can move back and forth with respect to spray-hole and open and close spray-hole, described control room receives from the fuel of rail supply altogether and apply fuel pressure to valve member on the spray-hole closing direction of valve member when closing spray-hole, and described pressure regulator is driven by electromagnetic ground, thereby open and close being connected between control room and the low voltage side, and therefore regulate the fuel pressure in the control room, thereby valve member is moved back and forth with respect to spray-hole.Described fuel injection control system comprises driving-controlling device and correcting device.Described driving-controlling device is used to control described pressure regulator.Described driving-controlling device output drive pulse signal, thus reciprocally drive valve member of pressure regulator ordered.Described correcting device is used for when the back injection of each burn cycle after the Fuelinjection nozzle place carries out main injection based on the described drive pulse signal of pressure pulsation correction in the control room.
Description of drawings
From following description, appended claim and accompanying drawing, can understand the present invention best, and other purpose, feature and advantage, wherein:
Fig. 1 shows the skeleton diagram according to the fuel injection system of one embodiment of the invention;
Fig. 2 shows the schematic cross sectional views of this embodiment's of the present invention Fuelinjection nozzle;
Fig. 3 shows the time diagram of the variation in drive pulse signal, fuel injection rate, control room pressure pulsation, common rail pressure pulsation and correction according to this embodiment of the invention;
Fig. 4 A shows the schematic representation of part correction operation of the drive pulse signal of the correcting chartt that is used for control room pressure pulsation;
Fig. 4 B shows the schematic representation of another part correction of the drive pulse signal of the correcting chartt that is used for common rail pressure pulsation;
The plotted curve of the relation between the interval duration between spray fuel injection amount in spraying after Fig. 5 shows and main injection and back; And
Fig. 6 shows the flow chart according to the revision program of this embodiment's drive pulse signal.
Embodiment
One embodiment of the invention are described with reference to the accompanying drawings.
Fig. 1 shows fuel injection system according to this embodiment of the invention.
The fuel injection system 10 of present embodiment with fuel supply to the four-cylinder diesel engine of vehicle (abbreviating motor hereinafter as) 2 for example.Fuel injection system 10 comprises high-pressure service pump 14, is total to rail 20, a plurality of Fuelinjection nozzle 30 and electronic control unit (ECU) 60.High-pressure service pump 14 pump fuel are rail 20 extremely altogether, and rail 20 is accumulated the fuel under high pressure of being supplied with altogether.Fuelinjection nozzle 30 will be injected into the cylinder of motor 2 by the fuel under high pressure of rail 20 supplies altogether.The whole fuel injection system 10 of ECU 60 controls.High-pressure service pump 14 has from the transfer pump of fuel tank 12 suction of fuel.
The high-pressure service pump 14 that plays the effect of fuel supply pump is known type, and wherein each plunger reciprocally is driven by the rotation of the cam of camshaft, thereby fuel is aspirated pressurized chamber into and then with the described fuel pressurization that is sucked in the pressurized chamber into.In the present embodiment, high-pressure service pump 14 comprises a plurality of plungers around cam arrangement.
The metering valve 16 that plays the effect of metering final controlling element is arranged on the suction side of high-pressure service pump 14.When the electric current that supplies to metering valve 16 was conditioned, metering valve 16 was regulated the amount that is pumped into the fuel in the high-pressure service pump 14 during the induction stroke of each corresponding plunger.When regulating by this way when being pumped into the amount of the fuel in the high-pressure service pump 14, the amount of the fuel of carrying from high-pressure service pump 14 promptly is conditioned.
Except that pressure transducer 22, be provided with the speed probe 50 of the rotating speed (number of revolutions of time per unit) of sensing motor 2, it is as the sensor that is used for the working state of sensing motor 2.In addition, in fuel injection system 10, also be provided with other sensors of the working state of sensing motor 2.These sensors comprise accelerator sensor (the aperture ACCP of sensing accelerator, be the sensor of the volume under pressure of accelerator pedal) and temperature transducer (for example be used for the intake air temperature sensor of sensing intake temperature and be used for the coolant temperature sensor of sensing coolant temperature).
As shown in Figure 2, the valve body 32 of Fuelinjection nozzle 30 is fanging noz(zle) pin (playing valve member) 34 by this way, so that valve needle 34 can axially move back and forth in valve body 32.Spray-hole side end in the inside of valve body 32 has formed fuel chambers 100, to receive from the fuel of rail 20 altogether.Valve needle 34 can be seated on the valve seat 32a that forms in valve body 32.When valve needle 34 was seated on the valve seat 32a, spray-hole 36 was closed, thereby stops the injection of fuel from spray-hole 36.When valve needle 34 promoted away from valve seat 32a, spray-hole 36 was opened, thereby from spray-hole 36 burner oils.In order to close spray-hole 36, valve needle 34 by the spring (not shown) towards spray-hole closing direction (direction of taking a seat), promptly promote towards valve seat 32a.
On the opposition side of the valve needle 34 opposite, be formed with control room 102 with spray-hole 36.Fuel is supplied to control room 102 by first aperture (first segment discharge orifice) 104 from being total to rail 20.The fuel pressure in control room 102 is applying power to valve needle 34 on the spray-hole closing direction of valve seat 32a.
The orifice diameter in second aperture 106 is bigger than the orifice diameter in first aperture 104.Therefore, open when second aperture 106 and make that when being communicated with between control room 102 and the low voltage side, the flow fuel that flows out control rooms 102 by second aperture 106 is bigger than the flow fuel that flows into control rooms 102 by first aperture 104.Therefore, when control room 102 was communicated with low voltage side, the fuel pressure in the control room 102 reduced.
Power supply at coil 44 is turned off so that utilize movable member 42 to close under the situation in second aperture 106, has set up the relation of F1＜F2+F3, makes valve needle 34 be seated on the valve seat 32a.Here, F1 represents opening the power that is applied to valve needle 34 on the direction (direction of improvement) away from the spray-hole of valve seat 32a by the fuel in the fuel chambers 100.And F2 represents by the fuel in the control room 102 in the power that is applied to valve needle 34 on the spray-hole closing direction of valve seat 32a.In addition, F3 represents by spring in the power that is applied to valve needle 34 on the spray-hole closing direction of valve seat 32a.In this case, the fuel injection from each spray-hole 36 stops.
On the contrary, thereby open when opening second aperture 106 when the power supply of the coil 44 of pressure regulator 40, power F2 reduces from predetermined value (predetermined pressure).Therefore, set up the relation of F1＞F2+F3.Therefore, valve needle 34 promotes away from valve seat 32a, and therefore fuel ejects from spray-hole 36.
The ECU 60 that plays Fig. 1 of fuel ejection control device effect is the microcomputers that comprise CPU, RAM, ROM and flash memory.ECU 60 is based on the measurement signal that for example receives from pressure transducer 22, speed probe 50, accelerator sensor (the aperture ACCP of sensing accelerator, the i.e. sensor of the volume under pressure of accelerator pedal), intake air temperature sensor, coolant temperature sensor and the working state of sensing motor 2.In order to make motor 2 be in best working state, ECU 60 supplies with to drive motor 2 based on the electric power that the working state that senses is controlled to metering valve 16 and Fuelinjection nozzle 30.
Below, will each function (as means) of ECU 60 being described, described ECU 60 works based on the execution that is stored in the corresponding control program in ROM or the flash memory.
Working state based on the motor 2 that senses by the sensor that comprises pressure transducer 22 and speed probe 50, ECU 60 output drive pulse signals are to the coil 44 of the pressure regulator 40 of Fuelinjection nozzle 30, thereby execution (order) is used for the preset fuel injection amount and the preset fuel injection timing of each injection phase of multi-stage jet operation.Under the situation of drive pulse signal shown in Figure 3, ECU 60 order Fuelinjection nozzles 30 are carried out pre-spray, main injection and back and are sprayed.
In the present embodiment, basically, when carrying out the multi-stage jet operation, the interval duration between per two continuous injections is fixed, and only controls the emitted dose of fuel according to the working state of motor.ECU 60 has stored the emitted dose chart attirbutes in ROM or flash memory, it shows the pulse width of drive pulse signal of each prespecified range that is used for common rail pressure and the relation between the fuel injection amount.In response to the common rail pressure that is sensed by pressure transducer 22, based on fuel emitted dose chart attirbutes, ECU 60 are determined in each corresponding injection phase of multi-stage jet the pulse width corresponding to the drive pulse signal of target emitted dose.
Under the situation of pulse width of having determined based on the emitted dose chart attirbutes for each common rail pressure with the control fuel injection amount corresponding to the drive pulse signal of the target emitted dose in each respective spray stage of multi-stage jet operation, when in control room 102, producing pressure pulsation (hereinafter, also be known as control room pressure pulsation) time, the lifting timing and the lifting speed of valve needle 34 may fluctuate, thereby the instability that causes the valve needle 34 when valve needle 34 promotes moves.In this case, can't from Fuelinjection nozzle 30, eject target fuel injection amount by using the pulse width of determining based on the emitted dose chart attirbutes.Especially, carry out the back immediately and spray with under the situation that ejects small amount of fuel after main injection is finished, the emitted dose of fuel may fluctuate with respect to the target emitted dose owing to the influence of main injection.
The reason that causes the pressure pulsation in the control room 102 may comprise following two reasons.
(1) thus when the movable member 42 of the pressure regulator 40 of Fuelinjection nozzle 30 blocks from the control room that 102 high pressure fuel that are discharged to low voltage side stop main injection, in control room 102, produce pressure pulsation.
(2) as shown in Figure 3, because the fuel of supplying with from rail 20 altogether and spray from the fuel of Fuelinjection nozzle 30, in the pipeline that is connected between common rail 20 and the Fuelinjection nozzle 30, also producing pulsation (being also referred to as the common rail pressure pulsation hereinafter) altogether between rail 20 and the Fuelinjection nozzle 30.Thereby the common rail pressure pulsation may be passed to control room 102 and cause control room pressure pulsation.The amplitude of common rail pressure pulsation and cycle when blocking being communicated with between control rooms 102 and the low voltage side at movable member 42 in control room 102 amplitude and the cycle of the pressure pulsation of generation different.When first aperture 104 was passed through in the common rail pressure pulsation, the amplitude of common rail pressure pulsation reduced.Therefore, when common rail pressure pulsation was passed to control room 102, the pressure pulsation that produces in the control room 102 when blocking being communicated with between control rooms 102 and the low voltage side at movable member 42 that becomes of the amplitude of common rail pressure pulsation was littler.Therefore, block the main cause that control rooms 102 and the termination that is communicated with the main injection that causes between the low voltage side are considered to the control room pressure surge by movable member 42 by pressure regulator 40.
Except that the pressure pulsation of control room, the common rail pressure pulsation of the fuel that sprays from spray-hole 36 also produces the fluctuation the fuel injection amount that sprays the back.Compare with common rail pressure pulsation, when valve needle 34 promoted, control room pressure pulsation had bigger influence to valve needle 34 mobile.The fluctuation of the fuel injection amount during therefore, pressure pulsation is sprayed the back has bigger influence.
In the present embodiment, obtain based on the emitted dose chart attirbutes corresponding to the pulse width of the drive pulse signal of the target fuel injection amount that is used for spraying the back by based on the pressure pulsation in control room 102 and the pressure pulsation between rail 20 and the Fuelinjection nozzle 30 and revising altogether.So, carry out the back injection by spraying the target fuel injection amount of ordering by drive pulse signal with corrected impulse width.
Below, will the exemplary cases of the pulse width of the drive pulse signal of revising the back injection that obtains based on the emitted dose chart attirbutes be described.
Now, the first exemplary correction situation will be described.
The amplitude of the amplitude of control room pressure pulsation and cycle and common rail pressure pulsation and cycle can be estimated based on the fuel injection amount in common rail pressure, the pre-spray, the volume (under the situation of control room pressure pulsation) in fuel injection amount, control room 102 in the main injection and other parameter.The amplitude of the amplitude of the control room pressure pulsation when in addition, spray the execution back and common rail pressure pulsation can be estimated based on the interval duration between main injection and the back injection.Fuel injection amount during spray the back depends on the amplitude of the amplitude of control room pressure pulsation and cycle (as variation characteristic) and common rail pressure pulsation and cycle (as variation characteristic) and fluctuates.Therefore, interval duration between spraying based on the fuel injection amount in common rail pressure, the pre-spray, fuel injection amount, main injection in the main injection and back, volume and other parameter in control room 102 can estimate the amplitude and the cycle of the amplitude of control room pressure pulsation and cycle and common rail pressure pulsation and the amplitude of control chamber pressure pulsation when spraying and the amplitude of common rail pressure pulsation after execution.Then, can revise the pulse width of the drive pulse signal that sprays the back based on the variation characteristic of the variation characteristic of the control room pressure pulsation that estimates and the common rail pressure that estimates pulsation.
Therefore, shown in Fig. 4 A, according to the correcting chartt that is used for control room pressure pulsation, interval duration between spraying based on the fuel injection amount in common rail pressure, the pre-spray, fuel injection amount, main injection in the main injection and back, volume and other parameter in control room 102, ECU 60 estimates the variation characteristic of control room pressure pulsation and the pulse width correction value Kc of the drive pulse signal that acquisition is used for control room pressure pulsation.Equally, shown in Fig. 4 B, correcting chartt according to the common rail pressure pulsation, interval duration and other parameter between spraying based on the fuel injection amount in common rail pressure, the pre-spray, fuel injection amount, main injection in the main injection and back, ECU 60 estimates the variation characteristic of common rail pressure pulsation and obtains the pulse width correction value Kr of the drive pulse signal of common rail pressure pulsation.
Then, shown in the below of Fig. 3, under the situation that does not change the interval duration between main injection and the back injection, based on the correction value Kc, the Kr that obtain, ECU 60 uses mathematical formulaes (function) or chart to obtain to be used for control room pressure pulsation and the common rail pressure pulsation pulse width correction value of the drive signal under the situation of mixing mutually.
Can obtain described chart and described mathematical formulae (function) in advance based on measured value or simulation result in the experiment.
Now, the second exemplary correction situation will be described.
The variation characteristic (with the form of round dot) that among Fig. 5, numeral 200 changes under the situation of the interval duration between main injection and the back injection when being illustrated in the pulse width of the drive pulse signal that sprays when fixing back, obtain during the fuel injection amount after measurement in the injection.According to variation characteristic 200, can be expressly understood that the fuel injection amount in the injection of back can change when the interval duration between main injection and the back injection changes with respect to fuel injection amount in the back injection of the interval duration between main injection and the back injection.
Even this may be because the pulse width of the drive pulse signal that spray the back is fixed, when the interval duration between spray main injection and back changes, the substantial variation (bigger change) of the pressure pulsation degree during the rise time of the drive pulse signal that sprays in the back in the control room 102.As mentioned above, control room pressure pulsation is owing to the common rail pressure pulsation transmission to control room 102 causes, and blocks from the control room 102 at the movable member 42 by pressure regulator 40 and produce when stopping main injection to the fuel under high pressure of low voltage side.
The lifting time of valve needle 34 is determined by the pressure in control room 102.Therefore, even under the pulse width of drive pulse signal keeps constant situation, when main injection and interval duration between the injection of back changed, the lifting time of valve needle 34 also can produce fluctuation.In addition, the lifting speed of valve needle 34 depend on control room 102 pressure variance ratio and fluctuate.
When the lifting time of valve needle 34 and lifting speed fluctuateed in spray the back, the fuel injection amount during spray the back changed.
In addition, as mentioned above, the fuel injection amount during spray the back is also owing to the common rail pressure pulsation that produces the fuel that ejects from spray-hole 36 is fluctuateed.
Therefore, the variation characteristic 200 of the fuel injection amount during spray the back by two types pressure wave, be that control room pressure pulsation and common rail pressure pulsation cause, and can calculate approx by the formula (1) below using.
A+b*exp (c*x) * sin (d*x+e)+f*exp (g*x) * sin (h*x+i) formula (1)
In above-mentioned formula (1), the interval duration between spray " x " expression main injection and back.In addition, " a " to " i " represents coefficient, and it is based on the fuel injection amount in common rail pressure, the pre-spray, the volume in control room 102 of fuel injection amount, each Fuelinjection nozzle 30 in the main injection and other parameters and be determined.
In addition, in the formula (1), b*exp (c*x) variation characteristic of the fuel injection amount in the back injection that causes by control room pressure pulsation of * sin (d*x+e) expression, and a f*exp (g*x) variation characteristic of the fuel injection amount in the back injection that causes by the common rail pressure pulsation of * sin (h*x+i) expression.In addition, exp (c*x) decay modular of the variation characteristic of the fuel injection amount in the back injection of representing to cause, and the exp (g*x) decay modular of the variation characteristic of the fuel injection amount in the back injection of representing to cause by the common rail pressure pulsation by control room pressure pulsation.In addition, the cycle of the variation characteristic of the fuel injection amount in the back injection that sin (d*x+e) represents to be caused by control room pressure pulsation, and the cycle of the variation characteristic of the fuel injection amount in the back injection that sin (h*x+i) represents to be caused by the common rail pressure pulsation.Among Fig. 5, the variation characteristic of numeral 210 expressions by using formula (1) to approach.
Under the situation that does not change the interval duration between main injection and the back injection, shown in the below of Fig. 3, ECU 60 revises the pulse width of the drive pulse signal that sprays the back by this way, so that the fuel injection amount in the injection of back is with consistent based on the fuel injection amount desired value of the variation characteristic 210 that approaches by use formula (1).For example, under the relatively large situation of the amplitude of variation characteristic 210, the pulse width shortened when the drive pulse signal that sprays in the back rose.In addition, under the less relatively situation of the amplitude of variation characteristic 210, the pulse width was elongated when the drive pulse signal that sprays in the back rose.
Equally, carrying out before the main injection under the situation of pre-spray, can imagine that control room pressure pulsation that produces and the common rail pressure pulsation that produces still exist during injection after execution between rail 20 altogether and Fuelinjection nozzle 30 when carrying out pre-spray in control room 102 when carrying out pre-spray.In addition,, can imagine that formula (1) approaches the variation characteristic of fuel injection amount in the back injection of the influence that comprises the pressure pulsation that produces when carrying out pre-spray because formula (1) approaches the variation characteristic 200 of fuel injection amount in the back injection of measuring.
In addition, carrying out before the pre-spray under the situation of pilot injection, the execution of pilot injection is regularly basically before the execution regularly of pre-spray.Therefore, under the situation of the drive pulse signal that obtains to be used for to spray the back, do not need to consider the influence of the pressure pulsation that produces by pilot injection.
Under the situation of the pulse width of revising the drive pulse signal that sprays the back based on the variation characteristic 210 that approaches by formula (1), be used to revise the drive pulse signal that sprays the back pulse width correction value by at the variable " x " of setting formula (1) and coefficient " a " to the situation of the value of " i ", use obtains based on the mathematical formulae (function) of the result of calculation of formula (1) or chart.
Alternatively, the variable of formula (1) and the value of coefficient can be set and be used for the described variation characteristic item that is caused by control room pressure pulsation, and the described variation characteristic item that is caused by the common rail pressure pulsation.Then, similar with the first exemplary correction situation, be used to revise the drive pulse signal that sprays the back pulse width correction value can by based on the described variation characteristic item that causes by control room pressure pulsation, use corresponding chart to obtain.Equally, be used to revise the drive pulse signal that sprays the back pulse width correction value can by based on the described variation characteristic item that causes by the common rail pressure pulsation, use another corresponding chart to obtain.Then, based on thus obtained correction value, the correction value of pulse width that is used for the drive pulse signal of the situation that the pulsation of control room pressure pulsation and common rail pressure mixes mutually can obtain by use mathematical formulae (function) or chart.
As mentioned above, in the above-mentioned formula (1), the interval duration between spray " x " expression main injection and back.In addition, the coefficient that is determined based on the fuel injection amount in common rail pressure, the pre-spray, the fuel injection amount in the main injection, control room 102 volumes that are used for each Fuelinjection nozzle 30 and other parameters of " a " to " i " expression.Therefore, when the variable " x " of suitably having set formula (1) and coefficient " a " to " i ", the variation characteristic of the variation characteristic of the control room pressure pulsation that estimates that can on the basis of formula (1), estimate and the common rail pressure pulsation that estimates, thereby the correction value of the pulse width of acquisition drive pulse signal based on each value of the interval duration between spraying according to the fuel injection amount in the pre-spray, the volume in fuel injection amount, control room 102 in the main injection and main injection and back.
The volume in control room 102 with change under the situation of another Fuelinjection nozzle from a Fuelinjection nozzle, the variation characteristic 200 of the fuel injection amount in the back injection shown in Fig. 5 can be recorded, to be used for correspondingly having each Fuelinjection nozzle in not isometric control room 102.Then, for each Fuelinjection nozzle,, can revise the pulse width of the drive pulse signal that sprays the back based on the variation characteristic 210 of fuel injection amount in the back injection that approaches by use formula (1).
When the fuel injection amount in the main injection reduced, the amplitude of control room pressure pulsation reduced.Equally, when the interval duration between main injection and the back injection was elongated, the amplitude of control room pressure pulsation reduced.Therefore, fuel injection amount in main injection is than under the littler situation of predetermined value, perhaps under the situation longer than predetermined value of the interval duration between main injection and the back injection, the variation of the fuel injection amount in the less relatively injection then of the amplitude of control room pressure pulsation is less relatively.Therefore, do not need to revise the pulse width of the drive pulse signal of the fuel injection amount that is used for the back injection.
In the first and second exemplary correction situations, the interval duration between ECU 60 sprays based on main injection and back, the volume in control room 102 and the pre-spray before main injection, carried out and estimate the amplitude of control room pressure pulsation and the amplitude and the cycle of cycle and common rail pressure pulsation.Then, ECU 60 is based on control room pressure pulsation that estimates and the pulsation of the common rail pressure that estimates and revise the pulse width of the drive pulse signal that sprays the back.Therefore, can carry out point-device correction.
Next, the correction of the drive pulse signal that sprays the back is described with reference to the revision program of Fig. 6.The revision program of Fig. 6 is the program that is used to carry out the aforesaid second exemplary correction situation, and each burn cycle is carried out once.
In the step S300 of Fig. 6, ECU 60 determines whether jet mode is to set to be used to carry out that a kind of pattern that spray the back.When determining that in step S300 jet mode is not that ECU 60 forwards step S308 to when setting that a kind of pattern (being not at step S300 promptly) that is used for carrying out the back injection.In step S308, ECU 60 carries out the conventional control operation of spraying, and does not carry out the correction of the pulse width of drive pulse signal therein.Then, ECU 60 stops this program.
On the contrary, when determining that in step S300 jet mode is to set when being used for carrying out that a kind of pattern of spraying the back (promptly at step S300 for being), ECU 60 forwards step S302 to.In step S302, determine whether the fuel injection amount in the main injection is equal to or greater than predetermined value.Fuel injection amount when determine main injection in step S302 in is during less than predetermined value (promptly in step S302 for not), ECU60 determines that the fluctuation of the fuel injection amount in the injection of back is less relatively, and forward ECU 60 to and carry out the conventional step S308 that sprays control operation, do not carry out the correction of the pulse width of drive pulse signal therein.Then, ECU 60 stops this program.
On the contrary, when the fuel injection amount when determine main injection in step S302 in was equal to or greater than predetermined value (promptly in step S302 for being), ECU 60 forwarded step S304 to.In step S304, determine whether the interval duration between main injection and the back injection is equal to or less than predetermined value (scheduled duration).When determining that in step S304 duration is than predetermined value long (promptly being not) at interval in step S304, ECU 60 determines that the fluctuation of the fuel injection amount in the injection of back is less relatively, and forward ECU 60 to and carry out the conventional step S308 that sprays control operation, do not carry out the correction of the pulse width of drive pulse signal therein.Then, ECU 60 stops this program.
When determining in step S304 that at interval duration (gap periods) is equal to or less than predetermined value (promptly in step 304 for being), ECU 60 forwards step S306 to.In step S306, ECU 60 is by using amplitude and the amplitude of cycle and common rail pressure pulsation and the variation characteristic that the formula in cycle (1) approaches the fuel injection amount in the injection of back according to control room pressure pulsation.Then, ECU 60 by using formula (1) by this way so that the fuel injection amount of back in spraying is consistent with the target fuel injection amount that is used for spraying the back, thereby revise the pulse width of the drive pulse signal of back injection.
Here, it should be noted that, when the processing of step S306 replaced with the correction of pulse width of drive pulse signal of the back injection of using the correcting chartt shown in Fig. 4 A and the 4B, the revision program of Fig. 6 can be considered to be used to carry out the program of the aforesaid first exemplary correction situation.
In the above-described embodiments, based on control room pressure pulsation and common rail pressure pulsation, highly precisely revised the pulse width of the drive pulse signal of back injection.When the fluctuation based on fuel injection amount during the back is sprayed has the control room pressure pulsation of considerable influence and when having revised the pulse width of drive pulse signal of back injection, can eject target fuel injection amount in spray the back.Therefore, can be by spray burn fully unburned composition (for example particulate matter) and purifying exhaust gas with the back.Equally, can generation of torque minimize when spraying in the back by making, thus the deterioration of restriction vehicle traction.
Now, will the version of the foregoing description be described.
In the above-described embodiments, the pulse width of the drive pulse signal that sprays of back is based on control room pressure pulsation and common rail pressure pulsation and be corrected.Alternatively, can only have the control room pressure pulsation of considerable influence and revise the pulse width of the drive pulse signal of injection afterwards based on fluctuation to the emitted dose in back the injection.
In addition, in the above-described embodiments, in spraying, the back ejects target fuel injection amount by the pulse width of revising the drive pulse signal that sprays the back.Alternatively, can be under the situation of the pulse width of not revising the drive pulse signal that sprays the back, by revising the rise time of the drive pulse signal that sprays the back, the interval duration between promptly spraying by correction main injection and back ejects target fuel injection amount in spray the back.In addition, alternatively, can be by the pulse width of not only revising the drive pulse signal that sprays the back but also the rise time of revising the drive pulse signal that sprays the back, thus in spraying, the back ejects target fuel injection amount.
In the above-described embodiments, by the function of ECU 60 realization driving-controlling devices, correcting device and pulsation estimation unit, and the function of ECU 60 is by the corresponding control programs specified in more detail.On the contrary, the partial function at least of driving-controlling device, correcting device and pulsation estimation unit can realize by hardware, therein the specified in more detail of circuit structure own its function.
As mentioned above, the present invention is not limited to the foregoing description, and the foregoing description can be changed within the spirit and scope of the present invention.
Claims (7)
1. fuel injection control system that is used for the Fuelinjection nozzle (30) of internal-combustion engine, described Fuelinjection nozzle is at spray-hole (36) burner oil that repeatedly passes through Fuelinjection nozzle (30) after rail (20) receives fuel altogether each burn cycle, wherein said Fuelinjection nozzle (30) comprises valve member (34), control room (102) and pressure regulator (40), wherein, described valve member (34) can move back and forth with respect to described spray-hole (36), thereby open and close described spray-hole (36), described control room (102) receives the fuel supplied with from described rail (20) altogether and fuel pressure is applied to described valve member (34) on the spray-hole closing direction of valve member (34) when closing described spray-hole (36), and described pressure regulator (40) is driven by electromagnetic ground, thereby open and close being connected (106) and therefore regulating fuel pressure in the control room (102) between control rooms (102) and the low voltage side, thereby described valve member (34) is moved back and forth with respect to described spray-hole (36), and described fuel injection control system comprises:
Be used to control the driving-controlling device (60) of described pressure regulator (40), wherein said driving-controlling device (60) output drive pulse signal, thus order described pressure regulator (40) reciprocally to drive described valve member (34); And
Correcting device (60), it is used for revising drive pulse signal based on the pressure pulsation in control room (102) when the back injection of each burn cycle after described Fuelinjection nozzle (30) is located to carry out main injection.
2. fuel injection control system according to claim 1, it is characterized in that, based on the pressure pulsation in being connected between described altogether rail (20) and the described Fuelinjection nozzle (30), correction drive pulse signal when described correcting device (60) sprays after execution.
3. fuel injection control system according to claim 1, it is characterized in that, also comprise pulsation estimation unit (60), interval duration between it is used for spraying based on the fuel injection amount of main injection and main injection and back and estimate the pressure pulsation of control room (102), wherein said correcting device (60) are revised drive pulse signal when being sprayed after execution by the pressure pulsation that estimates in the estimated control room (102) that goes out of described pulsation estimation unit (60).
4. fuel injection control system according to claim 1, it is characterized in that, also comprise pulsation estimation unit (60), it is used for estimating based on the volume of control room (102) pressure pulsation of control room (102), and wherein said correcting device (60) is revised drive pulse signal when being sprayed after execution by the pressure pulsation that estimates in the estimated control room (102) that goes out of described pulsation estimation unit (60).
5. fuel injection control system according to claim 1, it is characterized in that, carry out the pressure pulsation that in described control room (102), is produced when pre-spray is carried out before based on locate main injection at described Fuelinjection nozzle (30), revise drive pulse signal when described correcting device (60) sprays after execution.
6. fuel injection control system according to claim 1, it is characterized in that, based on locate at described Fuelinjection nozzle (30) main injection carry out before the pressure pulsation that in being connected between described rail (20) altogether and the described Fuelinjection nozzle (30), produced when carrying out of pre-spray, correction drive pulse signal when described correcting device (60) sprays after execution.
7. fuel injection system that is used for internal-combustion engine, it comprises:
Fuel feed pump (14), the described fuel of its pressurized fuel and pumping;
Accumulate from the common rail (20) of the fuel of described fuel feed pump (14) pumping;
The fuel that will receive from described rail (20) altogether is injected into the Fuelinjection nozzle (30) in the cylinder of internal-combustion engine; And
According to each described fuel injection control system (60) in the claim 1 to 6.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP128295/2008 | 2008-05-15 | ||
| JP2008128295A JP4582191B2 (en) | 2008-05-15 | 2008-05-15 | Fuel injection control device and fuel injection system using the same |
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| Publication Number | Publication Date |
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| CN101581253A true CN101581253A (en) | 2009-11-18 |
| CN101581253B CN101581253B (en) | 2012-11-28 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN2009101409096A Active CN101581253B (en) | 2008-05-15 | 2009-05-12 | Fuel injection control device and fuel injection system with the same |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP4582191B2 (en) |
| CN (1) | CN101581253B (en) |
| DE (1) | DE102009003121B4 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102269070A (en) * | 2011-08-16 | 2011-12-07 | 联合汽车电子有限公司 | Fuel injection control method of engine |
| CN102359418A (en) * | 2011-10-28 | 2012-02-22 | 联合汽车电子有限公司 | Method for controlling fuel injection of engine |
| CN102364075A (en) * | 2010-06-18 | 2012-02-29 | 株式会社电装 | Fuel injection control system used for internal combustion engine |
| CN102812227A (en) * | 2010-03-12 | 2012-12-05 | 丰田自动车株式会社 | Fuel injection control apparatus |
| CN104246189A (en) * | 2012-04-20 | 2014-12-24 | 罗伯特·博世有限公司 | Method and device for operating an internal combustion engine |
| CN106368833A (en) * | 2015-07-24 | 2017-02-01 | 温特图尔汽柴油公司 | Method and device for inspecting an electronically controlled injection device for injecting a fuel into a cylinder of an internal combustion engine |
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| CN102656427B (en) * | 2009-12-18 | 2015-06-24 | 国际商业机器公司 | Cost evaluation system and method |
| JP5720513B2 (en) * | 2011-09-27 | 2015-05-20 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP5928380B2 (en) * | 2013-03-21 | 2016-06-01 | マツダ株式会社 | Engine fuel injection control device |
| EP3150832B1 (en) * | 2014-05-27 | 2018-09-19 | Nissan Motor Co., Ltd | Diesel engine control device and control method |
| JP6482162B2 (en) * | 2015-05-11 | 2019-03-13 | ボッシュ株式会社 | Micro fuel injection amount correction method and common rail fuel injection control device |
| CN105257418B (en) * | 2015-10-27 | 2018-07-03 | 潍柴动力股份有限公司 | A kind of fuel oil injection control method |
| EP3608526A4 (en) * | 2017-05-17 | 2020-04-15 | Mazda Motor Corporation | Fuel injection control method and fuel injection control device for diesel engine |
| JP2018193919A (en) * | 2017-05-17 | 2018-12-06 | マツダ株式会社 | Fuel injection control method and fuel injection control device for diesel engine |
| JP2018193916A (en) * | 2017-05-17 | 2018-12-06 | マツダ株式会社 | Fuel injection control method and fuel injection control device for diesel engine |
| JP2018193918A (en) * | 2017-05-17 | 2018-12-06 | マツダ株式会社 | Fuel injection control method and fuel injection control device for diesel engine |
| JP6716101B2 (en) | 2017-05-17 | 2020-07-01 | マツダ株式会社 | Fuel injection control method and fuel injection control device for diesel engine |
| JP2018193914A (en) * | 2017-05-17 | 2018-12-06 | マツダ株式会社 | Fuel injection control method and fuel injection control device for diesel engine |
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|---|---|---|---|---|
| DE19937148B4 (en) * | 1999-08-06 | 2012-12-27 | Robert Bosch Gmbh | Method for determining the fuel injection quantities |
| JP2002089330A (en) | 2000-09-19 | 2002-03-27 | Daihatsu Motor Co Ltd | Fuel injection timing control method for diesel engine |
| JP4118652B2 (en) * | 2002-02-20 | 2008-07-16 | 株式会社デンソー | Accumulated fuel injection system |
| DE10316811A1 (en) * | 2003-04-11 | 2004-11-04 | Siemens Ag | Method for determining the injection period in an internal combustion engine with a map value and a correction value and method for determining the correction value |
| JP4258490B2 (en) * | 2005-05-25 | 2009-04-30 | 株式会社デンソー | Fuel injection device |
| JP2007132315A (en) * | 2005-11-14 | 2007-05-31 | Denso Corp | Fuel injection control device |
-
2008
- 2008-05-15 JP JP2008128295A patent/JP4582191B2/en not_active Expired - Fee Related
-
2009
- 2009-05-12 CN CN2009101409096A patent/CN101581253B/en active Active
- 2009-05-14 DE DE102009003121.9A patent/DE102009003121B4/en not_active Expired - Fee Related
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102812227A (en) * | 2010-03-12 | 2012-12-05 | 丰田自动车株式会社 | Fuel injection control apparatus |
| CN102812227B (en) * | 2010-03-12 | 2015-08-05 | 丰田自动车株式会社 | Fuel injection control system |
| CN102364075A (en) * | 2010-06-18 | 2012-02-29 | 株式会社电装 | Fuel injection control system used for internal combustion engine |
| CN102364075B (en) * | 2010-06-18 | 2014-10-22 | 株式会社电装 | Fuel injection control system used for internal combustion engine |
| CN102269070A (en) * | 2011-08-16 | 2011-12-07 | 联合汽车电子有限公司 | Fuel injection control method of engine |
| CN102269070B (en) * | 2011-08-16 | 2013-11-13 | 联合汽车电子有限公司 | Fuel injection control method of engine |
| CN102359418A (en) * | 2011-10-28 | 2012-02-22 | 联合汽车电子有限公司 | Method for controlling fuel injection of engine |
| CN102359418B (en) * | 2011-10-28 | 2013-11-06 | 联合汽车电子有限公司 | Method for controlling fuel injection of engine |
| CN104246189A (en) * | 2012-04-20 | 2014-12-24 | 罗伯特·博世有限公司 | Method and device for operating an internal combustion engine |
| CN104246189B (en) * | 2012-04-20 | 2017-07-18 | 罗伯特·博世有限公司 | Method and apparatus for running internal combustion engine |
| CN106368833A (en) * | 2015-07-24 | 2017-02-01 | 温特图尔汽柴油公司 | Method and device for inspecting an electronically controlled injection device for injecting a fuel into a cylinder of an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2009275621A (en) | 2009-11-26 |
| CN101581253B (en) | 2012-11-28 |
| DE102009003121A1 (en) | 2009-11-26 |
| JP4582191B2 (en) | 2010-11-17 |
| DE102009003121B4 (en) | 2015-02-05 |
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