DE102006000012B4 - Fuel injection control system - Google Patents

Fuel injection control system Download PDF

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Publication number
DE102006000012B4
DE102006000012B4 DE102006000012.9A DE102006000012A DE102006000012B4 DE 102006000012 B4 DE102006000012 B4 DE 102006000012B4 DE 102006000012 A DE102006000012 A DE 102006000012A DE 102006000012 B4 DE102006000012 B4 DE 102006000012B4
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Prior art keywords
fuel
fuel injection
pressure
injection valve
injection
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DE102006000012A1 (en
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Masayoshi Ito
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Denso Corp
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Denso Corp
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Priority to JP2005/10376 priority Critical
Priority to JP2005010376A priority patent/JP4483596B2/en
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/24Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425Particular ways of programming the data
    • F02D41/2429Methods of calibrating or learning
    • F02D41/2451Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464Characteristics of actuators
    • F02D41/2467Characteristics of actuators for injectors
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/06Fuel or fuel supply system parameters
    • F02D2200/0602Fuel pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/3809Common rail control systems

Abstract

A fuel injection control system for accumulating fuel which is pressurized and supplied by a fuel pump (4) in an accumulation chamber (6) in a high pressure state and injecting the fuel accumulated in the accumulation chamber (6) through a fuel injection valve (10) characterized by a memory means (80) for storing correction values of an injection start timing of a single fuel injection valve (10), which are set based on actual measurement values of deviations between the command time and the current injection start timing of the single fuel injection valve (10) at states where a pressure of the fuel supplied to the single fuel injection valve (10) is set at various different values; and means for variably setting the injection start timing of the single fuel injection valve (10) based on the correction value of the command time, measuring the current measured values and storing the correction values of the command time in the memory means (80), and the memory means (80), in which the correction values are stored, is provided at the fuel injection valve (10).

Description

  • The present invention relates to a fuel injection control system for compensating for changes in injection characteristics attributable to an individual difference of a fuel injection valve.
  • JP 2000-220 508 A describes a fuel injection control system that corrects an energization period of an electromagnetic fuel injection valve of a diesel engine. This control system aims to compensate for a change in the quantity of injected fuel due to an individual difference of the fuel injection valve. This control system can reduce the change in the fuel injection quantity regardless of the individual difference of the fuel injection valve.
  • An output capacity or emission characteristics of the engine are not uniquely determined by the quantity of fuel actually injected. In the case where a deviation between an instruction time and a current injection start time varies or an injection rate varies, a spray shape of the fuel injected into a combustion chamber of the engine varies even if the quantity of the injected fuel is the same. In such a case, the output capacity or the emission characteristics vary.
  • Therefore, even if the fuel injection control is executed to maintain a good output or emission characteristics based on operating conditions of the engine or the like, it is possible that a current fuel injection mode becomes inappropriate for maintaining good output performance or engine emission characteristics due to the individual difference of the fuel injection valve ,
  • A period for allowing the fuel injection is normally limited to maintain a good output performance or good emission characteristics of the engine. Therefore, a correction value or a valve opening period, which is determined by the in JP 2000-220 508 A described system is also limited. Accordingly, there is a possibility that a sufficient correction can not be performed.
  • Specifically, the injection characteristics such as an increase rate of the fuel injection rate at the start of injection, the maximum value of the fuel injection rate or the injection start timing will vary due to the individual difference. In the case where the fuel injection period (valve opening period of the fuel injection valve) is adjusted to compensate for the changes in the injection characteristics due to the individual difference, there is the possibility that the fuel injection time may deviate from the time at which the good injection shape is maintained or that the fuel injection quantity becomes insufficient because the fuel injection time is not within the allowable fuel injection period.
  • Further shows DE 102 57 686 A1 a system for adjusting an injection characteristic of a fuel injection valve of an internal combustion engine reproducing a reference injection behavior of age-related changes or production-related variations of an actual injection behavior.
  • DE 103 05 523 A1 shows a system for calibrating a fuel injection system of an internal combustion engine of a motor vehicle with at least one controllable injection factor.
  • DE 197 26 100 A1 shows a fuel injection device that can directly compensate for changes in the fuel injection characteristic due to the differences between the cylinder characteristics and temporal factors.
  • Other fuel injection control systems according to the prior art are in JP H10-220 727 A . JP 2004-286 017 A . JP 2001-336 464 A such as JP 2003-314 355 A described.
  • Summary of the invention
  • It is therefore an object of the present invention to provide a fuel injection control system for adequately compensating a change in injection characteristics attributable to an individual difference of a fuel injection valve, whereby the output performance or the emission characteristics can be improved.
  • The object of the present invention is achieved by a fuel injection control system having the features of the independent claims.
  • Advantageous developments of the invention are described in the subclaims.
  • According to an advantage of the present invention, a fuel injection control system for accumulating fuel which is pressurized and supplied by a fuel pump is stored in an accumulation chamber in a high pressure state and for injecting the fuel accumulated in the accumulation chamber through a fuel injection valve, a storage means and a fixing means. The storage device stores information about an individual difference of the fuel injection valve. The setting device variably sets a fuel pressure within the accumulation chamber based on the information.
  • Therefore, by variably setting the fuel pressure within the accumulation chamber based on the individual difference of the fuel injection valve, the change of the injection characteristics due to the individual difference of the fuel injection valve can be appropriately compensated. As a result, the output performance or the emission characteristics can be improved.
  • Features and advantages of an embodiment as well as method of operation and the function of related parts will be appreciated upon reading the following detailed description, appended claims, and drawings, all of which form a part of this application. In the drawings:
  • 1 a schematic diagram showing a fuel injection control system according to an embodiment of the present invention;
  • 2 a diagram over time, the injection rate of a fuel injection valve according to the embodiment of 1 shows;
  • 3 a flowchart, the processing steps for compensating a change in the injection characteristics according to the embodiment of 1 shows;
  • 4 a diagram over time, the amount of energization and the injection rate of the fuel injection valve according to the embodiment of 1 shows;
  • 5 1 is a diagram illustrating a method of measuring injection characteristics according to the embodiment of FIG 1 shows;
  • 6 1 is a diagram illustrating a method of storing a correction value of the change in an electronic control unit according to the embodiment of FIG 1 shows;
  • 7 a flowchart, the processing steps for correcting a pressure in the common rail according to the embodiment of 1 shows;
  • 8th a flowchart, the processing steps for correcting an instruction time according to the embodiment of 1 shows; and
  • 9 a diagram over time, the amount of excitation, the pressure in the common rail and the injection rate according to the embodiment of 1 shows.
  • With reference to 1 A fuel injection system having a fuel injection control system according to an embodiment of the present invention is illustrated. As in 1 is shown sucks a fuel pump 4 Fuel from a fuel tank 1 through a filter 2 , The sucked fuel is pressurized and a common fuel line 6 fed. The common fuel line 6 is a pipe for accumulating the fuel which is pressurized and through the fuel pump 4 is supplied, namely in a high-pressure state, and for distributing the high-pressure fuel to the fuel injection valves 10 of corresponding cylinders (only one fuel injection valve 10 is in 1 shown).
  • The fuel injector 10 injects the high pressure fuel, which from the common fuel line 6 is supplied, and leads to a combustion chamber of an engine. A needle housing section 12 in the form of a cylindrical column is at a front end of the fuel injection valve 10 educated. The needle housing section 12 brings a nozzle needle 14 under, which can move in the axial direction. The nozzle needle 14 sits in an annular needle seat portion 16 at the front end portion of the fuel injection valve 10 is formed, namely for separating the Nadeleinbringungsabschnitts 12 from the outside (the combustion chamber of the engine). The nozzle needle 14 separates from the needle seat portion 16 for connecting the needle housing section 12 with the outside. The needle housing section 12 becomes the high-pressure fuel from the common rail 6 through a high pressure fuel passage 18 fed.
  • A back of the nozzle needle 14 belonging to the needle seat section 16 is opposite, is the back pressure chamber 20 facing. The back pressure chamber 20 The high-pressure fuel from the common fuel line 6 through the high pressure fuel passage 18 fed. A needle spring 22 is an intermediate portion of the nozzle needle 14 provided around. The needle spring 22 tenses the nozzle needle 14 toward the front end of the fuel injection valve 10 in front.
  • A low pressure fuel passage 24 stands with the fuel tank 1 in connection. A valve component 26 provides a connection and an interruption between the low pressure fuel passage 24 and the back pressure chamber 20 ready. When the valve component 26 an opening 28 blocked, which is the back pressure chamber 20 with the low pressure fuel passage 24 connects, the back pressure chamber 20 from the low pressure fuel passage 24 separated. If the opening 28 is open, is the back pressure chamber 20 with the low pressure fuel passage 24 connected.
  • The valve component 26 is by a valve spring 30 toward the front end of the fuel injection valve 10 pressed. The valve component 26 is due to an electromagnetic force of an electromagnetic solenoid 32 for moving backward with respect to the fuel injection valve 10 dressed.
  • The fuel injector 10 is with a plate 38 provided a QR code (registered trademark) 80 has the information of an individual difference of the fuel injector 10 stores.
  • The valve component 26 blocks the opening 28 because of the force of the valve spring 30 when the electromagnetic solenoid 32 is de-energized and the attraction of the electromagnetic solenoid 32 to adjust. The nozzle needle 14 is through the needle spring 22 toward the front end of the fuel injection valve 10 pressed and is on the needle seat section 16 put on (a valve closing state of the fuel injection valve 10 is provided).
  • When the electromagnetic solenoid 32 is energized, moves the valve member 26 to the rear with respect to the fuel injection valve 10 because of the attraction of the electromagnetic solenoid 32 , Therefore, the opening becomes 28 open. Accordingly, the high-pressure fuel flows in the back pressure chamber 20 in the low pressure fuel passage 24 through the opening 28 , Therefore, the pressure caused by the high-pressure fuel in the back pressure chamber 20 on the nozzle needle 14 is applied, less than the pressure, by the high-pressure fuel in the Nadeleinbringungsabschnitt 12 on the nozzle needle 14 is applied. When the pressure difference is the force of the needle spring 22 holding the nozzle needle 14 toward the front end of the fuel injection valve 10 pushes, passes, disconnects the nozzle needle 14 from the needle seat portion 16 (A valve opening state of the fuel injection valve 10 is provided).
  • Therefore, the fuel injection valve is 10 a normally closed fuel injection valve that is closed when the electromagnetic solenoid energization control 32 not executed.
  • The fuel injector 10 is a pressure balance valve. The needle housing section 12 and the back pressure chamber 20 are the two ends of the nozzle needle 14 facing along the direction of movement. The valve component 26 moves to control a balance between the pressures on the two ends of the nozzle needle 14 by the fuel entering the needle housing section 12 and in the back pressure chamber 20 is filled, is applied. In such a pressure-compensating injection valve, the valve-opening operation and the valve-closing operation of the fuel injection valve become 10 Controlled by affecting the balance of the pressures caused by the high pressure fuel on the two ends of the nozzle needle 14 be applied. Therefore, the energy passing through the valve body 26 and the electromagnetic solenoid 32 as an actuator for opening and closing the valve are required to be set low.
  • In addition to the fuel tank 1 is the low pressure fuel passage 24 with a pressure limiter 40 connected to the fuel pressure of the common rail 6 (Common rail pressure) is limited below a predetermined threshold. When the pressure in the common fuel line 6 becomes equal to or greater than the threshold value, the fuel becomes in the common rail 6 to the fuel tank 1 through the pressure limiter 40 recycled. Therefore, it prevents the pressure in the common rail 6 exceeds the threshold. The common fuel line 6 is with a pressure reducing valve 42 provided that the fuel pressure in the common rail 6 by properly returning the fuel from the common rail 6 to the fuel tank 1 regulated. The common fuel line is with a pressure sensor 44 equipped, the fuel pressure in the common fuel line 6 scans.
  • An electronic control unit (ECU) 50 has a central processing unit, a memory and the like. The ECU 50 receives samples from various sensors that sense operating conditions of the diesel engine and the operating environment. Based on the samples, the ECU controls 50 Output characteristics of the diesel engine. For example, the ECU performs 50 a fuel injection control for maintaining a good output performance or emission characteristics of the diesel engine in accordance with the operating conditions of the diesel engine.
  • The ECU 50 sets a desired fuel pressure in the common rail 6 based on the operating conditions of the diesel engine or the operating environment. Based on the target fuel pressure, the ECU operates 50 the fuel pump 4 or the fuel reduction valve 42 for controlling the actual fuel pressure in the common rail 6 to the target fuel pressure. The ECU 50 calculates a fuel injection amount or an injection start command time based on a request from a driver, the operating states of the diesel engine, or the operating environment. The ECU 50 performs an energizing operation of the fuel injection valve 10 based on the calculated fuel injection quantity or the injection start command time.
  • Even if the fuel injection quantity and the injection start command time are set based on the operating conditions of the diesel engine or the operating environment, there is a possibility that good output performance or emission characteristics can not be maintained because the injection characteristics of the fuel injection valve 10 because of an individual difference of the fuel injection valve 10 vary.
  • Changes in injection rate R are as an example of change of injection characteristics in FIG 2 shown on the individual difference of the fuel injector 10 are attributed. The injection rate R is defined as a fuel injection quantity per unit time (or a change in fuel injection quantity).
  • As in 2 (a) is shown, because of the individual difference of the fuel injection valve 10 causes a change in an increasing degree of the injection rate R at the start of the fuel injection or at the maximum value of the fuel injection rate R. As in 2 B) is shown, a change in the injection start time due to the individual difference of the fuel injection valve 10 caused.
  • Therefore, in the present embodiment, the maximum value of the injection rate R of the fuel injection valve becomes 10 currently measured, with the fuel pressure in the common rail 6 is corrected based on the currently measured maximum value. In addition, a deviation of the current injection start time with respect to the injection start command time is currently measured, with the energization start time of the fuel injection valve 10 is corrected based on the currently measured deviation.
  • Processing steps for compensating the change in injection characteristics based on the individual difference of the fuel injection valve 10 are in a flowchart of 3 shown.
  • First, the injection characteristics of the fuel injection valve 10 at step S10 of the flowchart shown in FIG 3 shown is measured. For example, the maximum value Rm becomes the injection rate R of the fuel injection valve 10 measured as in 4 is shown, wherein the deviation delta t between the command time tc and the current time ta of the injection start of the fuel injection valve 10 is measured.
  • According to an excitation waveform, which in 4 (a) is shown, an excitation amount I reaches the maximum value first, then the excitation amount I is gradually reduced. The energization amount I is first maximized because the maximum energization amount necessary to start the movement of the valve member 26 is that in 1 is shown. In the present embodiment, the energization amount I is reduced to zero in three steps. The reduction of the energization amount I in the first step is performed to provide the energization amount I, which is for keeping the valve member moving 26 is necessary after the valve member 26 starts to move. The reduction in the second step is performed to provide the energization amount I necessary for holding the valve member 26 is at a position closest to the electromagnetic solenoid 32 is.
  • The measurement is carried out as in 5 is shown. The front end of the fuel injection valve 10 gets into a vessel 60 set that is a strain gauge 61 at an inner edge area thereof. The fuel injection rate R and the like are measured by converting a pressure into an electrical signal that is due to the injected fuel to the strain gauge 61 is applied.
  • In the present embodiment, the maximum value Rm of the fuel injection rate R or the deviation delta t of the current injection start time ta with respect to the injection start command time tc is measured at conditions where the fuel pressure P within the common rail becomes 6 is set to different different values. This is because the change of the injection characteristics is not unambiguous by the individual difference of the fuel injection valve 10 is determined. Specifically, the change of the injection characteristics also becomes by the fuel pressure P within the common rail 6 changed. Accordingly, a deviation of the fuel properties by the fuel pressure P within the common fuel line 6 changed. Therefore, in the present embodiment, the values currently measured at conditions where the fuel pressure P is within the common rail become 6 is set to different values. Therefore, the change of the injection characteristics due to the individual difference can be compensated while the influence of the fuel pressure P within the common rail becomes 6 adequately taken into account.
  • Then, in step S20, a correction value Cp of the fuel pressure P within the common rail becomes 6 and calculate a correction value Ct of the injection start command time tc based on the measurement results. A standard maximum value of the injection rate R is set, and the correction value Cp of the fuel pressure P is set such that the correction value Cp becomes zero when the measured injection rate maximum value Rm coincides with the standard injection rate maximum value. A standard deviation is set, and a correction value Ct of the command time tc is set so that the correction value Ct becomes zero when the measured deviation delta t coincides with the standard deviation.
  • Preferably, the correction value Cp of the fuel pressure P should be set first, and then the deviation delta t should be measured at the corrected fuel pressure p, and then the correction value Ct of the command time tc should be set based on the measured value. In the processing in step S10 and step S20, the measurement of the maximum value Rm of the injection rate R and the determination of the fuel pressure correction value Cp should be performed first, and then the measurement of the deviation delta t and the determination of the correction value Ct of the command time tc should be performed.
  • Then, at step S30, the correction values Cp, Ct in the QR code 80 stored at the fuel injector 10 is provided. The QR code 80 who in 6 is a kind of two-dimensional code containing information in both the vertical and horizontal directions.
  • Then, at step S40, the correction values Cp, Ct become the QR code 80 read out and in the ECU 50 stored when the fuel injector 10 attached to the diesel engine as in 6 is shown. As in 6 is shown, the QR code 80 of the fuel injection valve 10 by a QR code scanner 70 is read out and once in a personal computer 72 entered. The personal computer 72 converts the entered QR code 80 in data (correction data) by the ECU 50 can be processed and gives the correction data to the ECU 50 out.
  • Then, in step S50, the ECU controls 50 the fuel pressure within the common rail 6 based on the correction value Cp input in step S40. Then, at step S60, the injection start command time tc is corrected based on the correction value Ct, and the fuel injection control is executed.
  • The processing at step S50 will be explained in more detail by the flowchart of FIG 7 shown. The ECU 50 repeatedly executes the processing that is in 7 is shown, namely in a predetermined cycle.
  • First, at step S52, a sample of the fuel pressure P within the common rail becomes 6 entered. Then, in step S54, for the fuel injection valve 10 performing the fuel injection, the correction value Cp of the fuel pressure P within the common rail 6 based on the fuel pressure P, which is input at step S52, and the correction values Cp, which at step 140 of the flowchart shown in 3 shown is stored, calculated. This processing is performed in time when the fuel injection is performed in any cylinder of the diesel engine. At this time, from the correction values Cp stored at step S40, the correction value Cp for compensating a deviation of the maximum value Rm of the injection rate R of the corresponding fuel injection valve becomes 10 read. The correction values Cp for compensating the individual difference of the corresponding fuel injection valve 10 are stored for different values of the fuel pressure P. Therefore, an optimum correction value Cp is read from the stored correction values Cp based on the fuel pressure input at step S52. At this time, the correction value Cp may be calculated by interpolation, for example, when the input fuel pressure P does not coincide with any of the various values.
  • After the correction value Cp is calculated, the fuel pump becomes 4 or the pressure reducing valve 42 operated based on the correction value Cp. For example, the pressure reducing valve becomes 42 for reducing the fuel pressure P within the common rail 6 is actuated when the correction value Cp is less than zero or when the maximum value Rm of the injection rate R of the fuel injection valve 10 is greater than the standard injection rate maximum value. When the correction value Cp is greater than zero or when the maximum value Rm of the injection rate R of the fuel injection valve 10 smaller than that Default injection rate is the fuel pump 4 for increasing the fuel pressure P within the common rail 6 actuated.
  • The correction of the fuel pressure P within the common rail 6 may be performed by a feedforward control (feed forward control) or a feedback control. In the feedforward control, the pressure reducing valve 42 or the fuel pump 4 be pressed before the corresponding fuel injector 10 inject the fuel. In the feedback control, the target fuel pressure may be corrected based on the correction value Cp before the corresponding fuel injection valve 10 Injecting fuel.
  • The processing at step S60 is explained in more detail by a flowchart of FIG 8th shown. The ECU 50 repeatedly executes the processing that is in 8th is shown, namely in a predetermined cycle.
  • First, at step S61 of the flowchart shown in FIG 8th 2, the samples of the various sensors relating to the request from the user are entered, the operating states of the diesel engine and the operating environment. Then, at step S63, the fuel injection quantity Q is calculated based on the samples of the various sensors input at step S61. Then, at step S65, the fuel injection start command time tc is calculated based on the samples of the various sensors input at step S61.
  • Then, at step S67, the correction value Ct for compensating the individual difference of the fuel injection valve 10 that injects the fuel based on the fuel pressure P calculated. From the correction values Ct generated at step S40 of the flowchart shown in FIG 3 is shown, the correction value Ct for compensating the deviation in the injection start time ta, which is based on the individual difference of the corresponding fuel injection valve 10 is due, read. The correction values Ct for compensating the change of the injection characteristics of the corresponding fuel injection valve 10 are stored for the various values of the fuel pressure P. Therefore, the appropriate correction value Ct is read from the stored correction values Ct based on the fuel pressure P input at step S61. If the input fuel pressure P does not agree with any of the various values, the correction value Ct may be calculated by the interpolation, for example.
  • After the correction value Ct is calculated, the command time tc calculated at step S65 is corrected based on the correction value Ct at step S69. The energizing operation of the fuel injection valve 10 is executed based on the corrected command time tc at step S69.
  • Therefore, in the present embodiment, the fuel pressure P becomes within the common rail 6 based on the current measured value of the maximum value Rm of the fuel rate R of the fuel injection valve 10 corrected before the fuel injector 10 from the respective cylinder performs the fuel injection. The command time tc is based on the current measured value of the deviation delta t of the current time ta with respect to the command timing tc of the injection start of the fuel injection valve 10 corrected. Therefore, regardless of the individual difference of the fuel injection valve 10 , as in 9 is shown, the injection characteristics of the fuel injection valve 10 be substantially aligned. The energization amount I of the fuel injection valve 10 is in 9 (a) shown. In this example, the fuel injection in the first, second, third, and fourth cylinders is executed in this sequence.
  • The injection rate or the injection start time of the fuel injection valve 10 is related to the fuel injection quantity. However, the change in the injection characteristics can not be sufficiently corrected when the fuel injection quantity is measured and the energization period of the fuel injection valve is corrected based only on the measured fuel injection quantity. In contrast, in the present embodiment, the maximum value of the injection rate or the deviation is currently measured, the correction being performed based on the maximum value or deviation. Accordingly, the change of the injection characteristics can be appropriately inhibited. A basic injection control may be set so as to achieve an adequate output capability or emission characteristics at the standard injection rate maximum value or the standard deviation at which the correction values become zero. Therefore, good output performance or emission characteristics can be adequately maintained regardless of the individual difference.
  • The scheme of the following embodiment can achieve the following effects (a) to (i), for example.
    • Effect (a): As explained above, the fuel pressure within the common rail becomes 6 based on the current measured value of the maximum value of the injection rate of the fuel injection valve 10 controlled. Of the The maximum value of the fuel injection rate mainly represents the change of the fuel injection rate due to the individual difference. Therefore, the change in the fuel injection rate during the fuel injection period can be appropriately understood based on the maximum value of the fuel injection rate. Therefore, in the present embodiment, the change of the fuel injection rate can be easily compensated for.
    • Effect (b): The maximum values of the fuel injection rate are currently measured at the conditions where the fuel pressure within the common rail is 6 is determined to the various different values, and will be in the ECU 50 saved. Therefore, the change of the fuel injection rate due to the individual difference can be compensated while the influence of the fuel pressure within the common rail becomes 6 is considered appropriate.
    • Impact (c): The ECU 50 stores the correction values of the fuel pressure within the common rail 6 based on the current measurements of the maximum value of the fuel injection rate. Therefore, the calculation charge of the ECU 50 be reduced.
    • Effect (d): The fuel injector 10 has the QR code 80 which determines the correction values of the fuel pressure within the common rail 6 based on the current measured values of the maximum value of the fuel injection rate. Accordingly, the coordination between the fuel injection valve 10 and the ECU 50 facilitated. There is no need for the fuel injector 10 with the ECU 50 to coordinate during production. Therefore, complications during production can be reduced.
    • Effect (s): The injection start command time for the fuel injection valve 10 becomes variable based on the currently measured deviation between the command time and the actual time of injection start of the fuel injection valve 10 established. Accordingly, the change of the injection characteristics due to the individual difference can be further compensated properly. As a result, the output performance or the emission characteristics can be improved.
    • Impact (f): The ECU 50 stores the deviations that are currently measured at the conditions where the fuel pressure within the common rail 6 is set at different values. Therefore, the variation of the deviation due to the individual difference can be compensated while adequately the influence of the fuel pressure within the common rail 6 is looked at.
    • Impact (g): The ECU 50 stores the correction values of the fuel pressure within the common rail 6 based on the current measured values of the deviation. Therefore, the calculation charge of the ECU 50 be reduced.
    • Effect (h): The fuel injector 10 has the QR code 80 which stores the correction values of the injection start command time based on the current measured values of the deviation. Therefore, the fuel injection valve 10 easy with the ECU 50 be coordinated. There is no need for the fuel injector 10 with the ECU 50 to coordinate during production. Accordingly, complications during production can be reduced.
    • Effect (i): The fuel injection control system according to the present embodiment is applied to the diesel engine. In the diesel engine, the change of the injection shape or the like due to the individual difference of the fuel injection valve tends 10 to affect greatly the output capacity or the emission characteristics. Therefore, the above effects can be suitably achieved by applying the fuel injection control system according to the present embodiment to the diesel engine.
  • Instead of storing the correction value of the fuel pressure within the common rail 6 based on the maximum value of the injection rate at the QR code 80 , the QR code can 80 store the current measured value of the maximum value of the injection rate itself. Also, in this case, the above effects (a), (b) and (d) can be achieved.
  • Instead of storing the correction value of the command time based on the deviation of the current time, the QR code may 80 save the current measured value of the deviation yourself. Also, in this case, the above effects (e), (f) and (h) can be achieved.
  • The injection characteristics are not limited to the maximum value of the injection rate or the deviation. For example, the fuel pressure within the common rail may be 6 be variably set based on a current measurement of the fuel injection quantity at which the individual difference of the fuel injection valve 10 is reproduced. Therefore, the injection rate or the like can be adjusted, and the variation of the fuel injection quantity can be compensated. In addition, the change of the injection molding can be suitably suppressed compared with the case where the energization period of the fuel injection valve 10 lengthened or shortened.
  • When the change of the currently injected fuel quantity remains even after the correction by calculating the correction value of the fuel pressure within the common rail 6 Based on the maximum value of the injection rate or by calculating the correction value of the command time based on the deviation is executed, the energization period of the fuel injection valve 10 be corrected as well.
  • Means for storing the information about the individual difference of the fuel injection valve 10 is not on the QR code 80 limited. For example, a resistor that is in the fuel injector 10 is equipped as the means for storing the information. Even if the means for storing the information in the ECU 50 is equipped in place of the fuel injection valve 10 , the above effects (a) to (c), (e) to (g) can be achieved. Instead of the correction of the basic fuel injection control based on the information on the individual difference, a basic control mode of the ECU 50 be set in advance in accordance with the information about the individual difference. For example, a setting method of the command time or a method of fixing the fuel pressure within the common rail may be used 6 be set in advance based on the information about the individual difference during the production of the ECU.
  • A device for controlling the fuel pressure within the common rail 6 is not on the fuel pump 4 or the pressure reducing valve 42 limited. For example, the fuel pressure within the common rail may be 6 by performing an inadmissibility drive of the fuel injection valve 10 to be controlled. The inadmissibility drive is made by connecting the back pressure chamber 20 with the low pressure fuel passage 24 by exciting the electromagnetic solenoid 32 and stopping the excitation on the electromagnetic solenoid 32 be executed before the nozzle needle 14 from the needle seat portion 16 separates (before the fuel injector 10 opens). Therefore, the fuel that is pressurized from the common fuel line 6 is applied to the fuel tank 1 being injected, without being injected, with the fuel pressure within the common rail 6 can be controlled.
  • The fuel injection valve is not limited to the pressure compensating injection valve. The engine to which the fuel injection control system is applied, the fuel injection valve or the fuel injection control adjusting method of the above embodiment is not limited to the diesel engine.
  • A fuel injection control system measures a maximum value of an injection rate and a deviation between a command time and a current injection start timing of a fuel injection valve. The control system calculates a correction value of a target fuel pressure within a common rail ( 6 ) based on the maximum value of the injection rate. The control system calculates a correction value of the command time based on the deviation. The correction values are stored in a QR code ( 80 ) of the fuel injection valve ( 10 ) saved. When the fuel injector ( 10 ) is set up in a motor, the correction values are read from the QR code and stored in an electronic control unit ( 50 ) which controls the motor.

Claims (4)

  1. Fuel injection control system for accumulating fuel, which is pressurized and by a fuel pump ( 4 ) is, in an accumulation chamber ( 6 ) in a high-pressure state and for injecting the in the accumulation chamber ( 6 ) accumulated fuel through a fuel injection valve ( 10 ), characterized by: a memory device ( 80 ) for storing correction values of a command time of an injection start of a single fuel injection valve (FIG. 10 ) based on actual measurements of deviations between the command time and the actual time of injection start of the individual fuel injection valve (FIG. 10 ) at conditions where a pressure of the fuel delivered to the individual fuel injector ( 10 ) is set at different different values; and means for variably setting the instruction timing of the start of injection of the single fuel injection valve (FIG. 10 ) based on the correction value of the command time, wherein the current measured values are measured and the correction values of the command time in the memory device ( 80 ) and the memory device ( 80 ), in which the correction values are stored, at the fuel injection valve ( 10 ) is provided.
  2. Fuel injection control system for accumulating fuel, which is pressurized and by a fuel pump ( 4 ), in an accumulation chamber ( 6 ) in a high-pressure state and for injecting the in the accumulation chamber ( 6 ) accumulated fuel through a fuel injection valve ( 10 ), characterized by: a memory device ( 80 ) for storing correction values of the fuel pressure within the accumulation chamber ( 6 determined based on current measurements of maximum values of a fuel injection rate at conditions where a pressure of the fuel flowing to the fuel injection valve ( 10 ) is set at different different values, the memory device ( 80 ) Correction values of a command time of an injection start of a single fuel injection valve ( 10 ) based on actual measurements of deviations between the command time and the actual time of injection start of the individual fuel injection valve ( 10 ) at conditions where a pressure of the fuel delivered to the individual fuel injector ( 10 ) is set at different different values; a device for controlling the fuel pressure within the accumulation chamber ( 6 ) before the fuel injection by the fuel injection valve ( 10 ) based on the correction value of the fuel pressure corresponding to the present fuel pressure within the accumulation chamber (FIG. 6 from the correction values of the fuel pressure corresponding to the various values of the fuel pressure; and means for variably setting the instruction timing of the start of injection of the single fuel injection valve (FIG. 10 ) based on the correction value of the command time, wherein both the current measured values of maximum values of a fuel injection rate and the current measured values of deviations between the command time and the current time of the start of injection are measured, and both the correction values of the fuel pressure within the accumulation chamber ( 6 ) as well as the correction values of the command time of the start of injection of the individual fuel injection valve (FIG. 10 ) in the storage device ( 80 ) and the memory device ( 80 ), in which the respective correction values are stored, at the fuel injection valve ( 10 ) is provided.
  3. The fuel injection control system according to claim 2, wherein the actual measurement of the deviation between the command time and the actual time of injection start of the single fuel injection valve (FIG. 10 ) is performed at the fuel pressure corrected with the correction value of the fuel pressure.
  4.  The fuel injection control system according to any one of claims 1 to 3, wherein the fuel injection control system is arranged in a diesel engine.
DE102006000012.9A 2005-01-18 2006-01-18 Fuel injection control system Active DE102006000012B4 (en)

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JP4784592B2 (en) 2007-12-06 2011-10-05 株式会社デンソー Fuel injection control device and method of adjusting injection characteristics of fuel injection valve
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