EP1031721A2 - Dispositif de commande de pression pour système d'injection de carburant à haute pression - Google Patents

Dispositif de commande de pression pour système d'injection de carburant à haute pression Download PDF

Info

Publication number
EP1031721A2
EP1031721A2 EP00102054A EP00102054A EP1031721A2 EP 1031721 A2 EP1031721 A2 EP 1031721A2 EP 00102054 A EP00102054 A EP 00102054A EP 00102054 A EP00102054 A EP 00102054A EP 1031721 A2 EP1031721 A2 EP 1031721A2
Authority
EP
European Patent Office
Prior art keywords
fuel
control
injection
invalid
fuel injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00102054A
Other languages
German (de)
English (en)
Other versions
EP1031721A3 (fr
EP1031721B1 (fr
Inventor
Tatsumasa c/o Toyota Jidosha K.K. Sugiyama
Yuuichirou c/o Toyota Jidosha K.K. Katou
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP1031721A2 publication Critical patent/EP1031721A2/fr
Publication of EP1031721A3 publication Critical patent/EP1031721A3/fr
Application granted granted Critical
Publication of EP1031721B1 publication Critical patent/EP1031721B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • 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
    • F02D2250/31—Control of the fuel pressure
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off

Definitions

  • the present invention relates to a fuel pressure control apparatus for a high-pressure fuel injection system for controlling a pressure of fuel that is accumulated in an accumulator line such as a common rail and supplied through injection to an internal combustion engine by driving a fuel injection valve connected to the accumulator line.
  • the high-pressure fuel that is force-fed from a supply pump upon starting operation of the engine is temporarily accumulated in the accumulator line.
  • the accumulated high-pressure fuel is supplied through injection to respective combustion chambers of the engine in response to open-driving of a fuel injection valve connected to the accumulator line. At this moment, the injected fuel and the high-pressure fuel accumulated in the accumulator line are at an equal pressure level.
  • An electronic control unit controls a fuel pressure in the accumulator line, namely, an injection pressure of fuel injected from the fuel injection valve such that the fuel pressure suits an operational state of the engine such as an engine rotational speed and a required injection amount.
  • This control is normally performed through feedback control based on a detection value of a pressure sensor disposed in the accumulator line. That is, if the fuel pressure detected by the pressure sensor is lower than a target fuel pressure calculated based on an operational state of the engine, the amount of fuel force-fed from the supply pump is increased so that the fuel pressure in the accumulator line is increased. On the contrary, if the detected fuel pressure is higher than the target fuel pressure, the amount of fuel force-fed is reduced or the force-feeding of fuel is suspended so that the fuel pressure in the accumulator line is reduced.
  • the fuel injection valve is driven within an invalid injection period so as to exclusively perform pressure-release of the fuel in the accumulator line (invalid injection), whereby reduction of a surplus of fuel pressure is achieved.
  • the invalid injection control is extremely effective in reducing a surplus of fuel pressure in the accumulator line.
  • this control is performed, because of its property, making use of a period during which the normal fuel injection is not carried out, for example, a transitional period of restoration of normal injection out of the aforementioned fuel-cutting state. Accordingly, the control can only be performed at a limited number of timings, and the degree of freedom regarding performance of the control is severely restricted.
  • the present invention has been made in view of the aforementioned circumstances. It is an object of the present invention to provide a fuel pressure control apparatus for a high-pressure fuel injection system that is capable of securely reducing a surplus of fuel pressure making use of a limited period during which normal fuel injection is not performed.
  • the fuel pressure control apparatus for a high-pressure fuel injection system which is designed to control a fuel pressure of high-pressure fuel supplied to an internal combustion engine provided with an accumulator line, is characterized by comprising normal injection control means for supplying through injection fuel accumulated in the accumulator line to the internal combustion engine by driving a fuel injection valve connected to the accumulator line, invalid injection control means for releasing a pressure of fuel accumulated in the accumulator line by driving the fuel injection valve within an invalid injection period, and adjustment means for adjusting timings for driving the fuel injection valve through the fuel injection control means and the invalid injection control means.
  • the fuel injection valve under whatever condition the normal injection control of the fuel injection valve and the driving control of the fuel injection valve through the invalid injection control means are performed, the fuel injection valve is prevented from undergoing any interference at the time of a transition of those control operations.
  • the fuel injection valve is driven by the invalid injection control means making use of a limited period during which normal fuel injection is not carried out, for example, under a condition that the fuel pressure exceeds a target fuel pressure, the invalid injection control can securely be performed, and moreover, a surplus of fuel pressure in the accumulator line can securely be reduced.
  • Fig. 1 schematically shows the structure of a fuel pressure control apparatus of the present embodiment.
  • the apparatus is composed of a high-pressure fuel injection system 10 for supplying high-pressure fuel to a diesel engine 1 (having four cylinders) through injection, a control system 20 for controlling a fuel pressure of the high-pressure fuel injection system 10, and a detection system 30 made up of various sensors. Detection data obtained from the various sensors of the detection system 30 are inputted to the control system 20 as part of control data.
  • the high-pressure fuel injection system 10 is provided with a supply pump 13, which sucks fuel accumulated in a fuel tank 11 through a feed line 12, pressurizes the fuel and discharges it as high-pressure fuel.
  • the high-pressure fuel that has been pressurized and discharged by the supply pump 13 passes through a feed line 14 and is accumulated in a common rail 15, which is an accumulator line.
  • the high-pressure fuel accumulated in the common rail 15 is supplied to a fuel injection valve 17 through a feed line 16, and supplied through injection to a corresponding cylinder of the diesel engine 1 based on the driving of an electromagnetic valve 24 constituting the control system 20.
  • each one of the cylinders is supplied with fuel through a corresponding fuel injection valve.
  • the supply pump 13 has an intake port 13a connected to the feed line 12, a discharge port 13b connected to the feed line 14, and a return port 13c connected to a return line 18a.
  • the common rail 15, in which high-pressure fuel is accumulated, is provided with four output ports 15a through 15d corresponding to the respective cylinders of the diesel engine 1 and with a pressure regulator 15e.
  • the fuel that has been excessively pressurized for some reason is returned to the fuel tank 11 through the pressure regulator 15e and the return lines 18b, 18.
  • the fuel injection valve 17 has an internal structure shown in Fig. 2. This structure enables so-called invalid injection control wherein not only injection of fuel to the diesel engine 1 but also discharge of the fuel accumulated in the common rail 15 based on the driving of the electromagnetic valve 24 within an invalid injection period is performed.
  • the fuel injection valve 17 has a casing 71 provided with a feed port 17a.
  • the fuel accumulated in the common rail 15 passes through the feed port 17a and is introduced into a lower fuel reservoir chamber 72 that is formed in a lower portion of the casing 71.
  • the feed port 17a communicates with an upper fuel reservoir chamber 74 through an orifice 73.
  • the lower fuel reservoir chamber 72 and the upper fuel reservoir chamber 74 are slidably provided with a nozzle needle 75.
  • a nozzle hole 17b which is formed in a lowermost portion of the casing 71, comes into communication with the lower fuel reservoir chamber 72 through an upward movement of the nozzle needle 75.
  • the nozzle needle 75 is composed of a tip portion 76 serving as a valve body, a large-diameter portion 77, a small-diameter portion 78 and a piston portion 79, which are arranged in this order in a down-to-up direction.
  • the large-diameter portion 77 can vertically slide along an upper section of the lower fuel reservoir chamber 72, and the piston portion 79 can vertically slide along a lower section of the upper fuel reservoir chamber 74.
  • a spring 80 for the needle is provided around the small-diameter portion 78.
  • the nozzle needle 75 is urged downwards in Fig. 2 by an urging force of the spring 80.
  • the tip portion 76 of the nozzle needle 75 normally abuts on a seat portion 81 in the vicinity of the nozzle hole 17b.
  • the upper fuel reservoir chamber 74 communicates with an electromagnetic valve accommodation chamber 83 through an orifice 82.
  • the electromagnetic valve 24 is composed of a valve body 24a, a solenoid 24b, a spring 24c for the valve body, and the like, which are accommodated in the electromagnetic valve accommodation chamber 83.
  • the valve body 24a is provided in a lower section of the electromagnetic valve accommodation chamber 83.
  • the spring 24c for the valve body which is disposed so as to abut on the valve body 24a and a ceiling portion of the electromagnetic valve accommodation chamber 83, urges the valve body 24a downwards in Fig. 2. Thereby, the orifice 82 is normally closed by the thus-urged valve body 24a, so that the upper fuel reservoir chamber 74 is out of communication with the electromagnetic valve accommodation chamber 83.
  • An upper portion of the valve body 24a is shaped like a flange, in which a penetration hole H is formed.
  • a space where the spring 80 for the needle is provided communicates with the electromagnetic valve accommodation chamber 83 through a communication passage 84.
  • the fuel that gradually leaks out into the space where the spring 80 for the needle is provided flows into the electromagnetic valve accommodation chamber 83 through the communication passage 84, and gradually flows out into the return line 18c through the penetration hole H and the return port 17c.
  • Fig. 2A shows an internal state of the fuel injection valve 17 when the solenoid 24b of the electromagnetic valve 24 is not excited.
  • the valve body 24a is urged downwards by an urging force of the spring 24c for the valve body, so that the upper fuel reservoir chamber 74 is out of communication with the electromagnetic valve accommodation chamber 83.
  • the fuel that is introduced from the feed port 17a is evenly supplied to the lower fuel reservoir chamber 72 and the upper fuel reservoir chamber 74, whereby a balance of pressure is maintained.
  • the nozzle needle 75 is urged downwards by an urging force of the spring 80 for the needle, and the tip portion 76 also remains abutting on the seat portion 81 in the vicinity of the nozzle hole 17b. That is, in this case, there is no fuel injected from the nozzle hole 17b, and the fuel that is accumulated in the upper fuel reservoir chamber 74 does not flow out rapidly through the return port 17c.
  • valve body 24a moves upwards against an urging force of the spring 24c for the valve body, so that the upper fuel reservoir chamber 74 comes into communication with the electromagnetic valve accommodation chamber 83 (Fig. 2B).
  • the fuel accumulated in the fuel reservoir chamber 74 passes through the electromagnetic valve accommodation chamber 83 and the penetration hole H and flows out to the return port 17c. It is to be noted herein that fuel flows out to the electromagnetic valve accommodation chamber 83 from the fuel reservoir chamber 74 through the orifice 82.
  • the differential pressure between a fuel pressure in the lower fuel reservoir chamber 72 and a fuel pressure in the upper fuel reservoir chamber 74 is kept smaller than an urging force of the spring 80 for the needle for a while. While the urging force of the spring 80 for the needle is greater than the differential pressure, the nozzle needle 75 does not move, and the tip portion 76 remains abutting on the seat portion 81.
  • the fuel injection valve 17 constituting the high-pressure fuel injection system 10 assumes three states (a) to (c) depending on whether or not the electromagnetic valve 24 (solenoid 24b) is being driven and how long it has been driven.
  • the fuel injection valve 17 neither injects fuel to the diesel engine 1 nor discharges the fuel accumulated in the common rail 15 (Fig. 2A).
  • the fuel injection valve 17 only discharges the fuel accumulated in the common rail 15 (performs invalid injection) (Fig. 2B).
  • the fuel injection valve 17 injects fuel to the diesel engine 1 (performs normal injection) after the invalid injection (Fig. 2C).
  • the amount of fuel injected from the fuel injection valve 17 during the normal injection is controlled and set in accordance with an excess of the driving period of the electromagnetic valve 24 over the invalid injection period.
  • the control system 20 shown in Fig. 1 is composed of the electronic control unit 21, the electromagnetic valve 24 drivingly controlled through the electronic control unit 21, and the pressure control valve 25.
  • the electronic control unit 21 is mainly provided with a microcomputer 22 for controlling a fuel pressure of the high-pressure fuel accumulated in the common rail 15, and with a driver 23 for driving the electromagnetic valve 24 under the control of the microcomputer 22. Based on various control programs stored in a memory (not shown), the electronic control unit 21 performs crank angle synchronous control and temporal synchronous control, which will be described later.
  • the electronic control unit 21 is supplied with electric power from a vehicle-mounted battery B based on the turning-on of an IG (starter) switch 26, and thus becomes ready to perform its control operations.
  • IG starter
  • the microcomputer 22 In response to the turning-on of the IG switch 26, the microcomputer 22 turns on an internal contact of a relay 27, thereby supplying electric power from the vehicle-mounted battery B to the electronic control unit 21.
  • the microcomputer 22 turns off the internal contact of the relay 27 after having terminated a predetermined post-processing. That is, after the IG switch 26 has been turned off, the microcomputer 22 performs the predetermined post-processing and then stops supplying electric power from the vehicle-mounted battery B to the electronic control unit 21.
  • the detection system 30 is composed of an accelerator sensor 31, a coolant temperature sensor 32, a rotational speed sensor 33, a cylinder discriminating sensor 34 and a fuel pressure sensor 35.
  • the accelerator sensor 31 which is provided in the vicinity of an accelerator (not shown), detects an opening degree (depression amount) thereof.
  • the coolant temperature sensor 32 which is provided in a water jacket of the diesel engine 1, detects a temperature of coolant. Detection signals from the accelerator sensor 31 and the coolant temperature sensor 32 are both introduced into the microcomputer 22 as suitably A/D (analog-digital)-converted signals.
  • the rotational speed sensor 33 is, for example, composed of a rotor 33a attached to a crank shaft of the diesel engine 1, and of an electromagnetic pick-up 33b that is provided in the vicinity of the rotor 33a and detects passage of protrusions provided at predetermined intervals along the outer periphery of the rotor 33a.
  • an output from the electromagnetic pick-up 33b undergoes waveform shaping and is introduced into the microcomputer 22 as a pulse signal (NE pulse) corresponding to a rotational speed (rotational phase) of the crank shaft, as is apparent from Fig. 3.
  • NE pulses 0 through 17 are outputted for each cylinder of the diesel engine 1.
  • the processing for controlling a driving pattern of the fuel injection valve 17 is performed in synchronization with the "3" pulse and the "7" pulse of the NE pulses.
  • the cylinder discriminating sensor 34 is composed of a rotor 34a attached to the cam shaft of the diesel engine 1, and of an electromagnetic pick-up 34b that is provided in the vicinity of the rotor 34a and detects passage of protrusions provided along the outer periphery of the rotor 34a for the purpose of cylinder discrimination. Normally, an output from the electromagnetic pick-up 34b is also introduced into the microcomputer 22 as a waveform-shaped pulse signal.
  • the fuel pressure sensor 35 which is provided in the common rail 15, detects a pressure of high-pressure fuel accumulated inside the common rail 15.
  • a detection signal from the fuel pressure sensor 35 is also introduced into the microcomputer 22 as a suitably A/D-converted signal.
  • the fuel pressure control apparatus of the present embodiment performs invalid injection control of the fuel injection valve 17 while there is no requirement for cylinder injection by the diesel engine 1 and the fuel pressure in the common rail 15 is excessively high. In this manner, the fuel pressure control apparatus reduces the fuel pressure in the common rail 15 down to a suitable pressure.
  • the driving cycle of the fuel injection valve 17 during an invalid injection period is set to a predetermined length of time that does not depend on an operating condition of the diesel engine 1 or the like. As a result, the effect of reduction in fuel pressure is ensured.
  • the invalid injection control is performed not only during a temporary fuel-cutting period, such as a transition period from abrupt deceleration to low-load running of the vehicle, but also upon fulfillment of a condition for stopping the engine 1.
  • fuel injection may be carried out at an excessively high pressure, which results from the fact that the fuel pressure in the common rail 15 does not decrease to a target fuel pressure at the time of start of the engine even in the case where the engine restarting operation has been performed immediately after the turning-off of the IG switch 26 (IG-off operation) during the racing of the engine 1 (the operation of raising a rotational speed of the engine in the presence of an almost negligible external load), or in the case where the engine restarting operation has been performed immediately after stall of the engine 1 in a running state of the vehicle.
  • IG-off operation the operation of raising a rotational speed of the engine in the presence of an almost negligible external load
  • the invalid injection control of the fuel injection valve 17 that is performed on the basis of a predetermined length of time may interfere with the normal injection control of the fuel injection valve 17 that is performed on the basis of a crank angle (NE pulse) of the engine 1.
  • the invalid injection control that is performed during a fuel-cutting period may interfere with the invalid injection control that is performed upon fulfillment of a condition for stopping the engine.
  • the fuel injection valve 17 may end up being driven over an unnecessarily long period.
  • the stability in driven state of the fuel injection valve 17 may deteriorate.
  • Fig. 4 is a state transition table showing how adjustment including a retardation (delay) processing performed in the present embodiment is made in various states of the diesel engine 1 and the IG switch 26.
  • a state block C1 represents a control pattern of the fuel injection valve 17 during normal operation of the diesel engine 1.
  • a transition is made from a normal injection control mode to a state of performance of invalid injection control (an invalid injection control mode).
  • the aforementioned predetermined condition is met, for example, when the fuel pressure in the common rail 15 is higher than a target fuel pressure calculated based on an operational state at the time of a transition from a state of performance of normal injection control (a normal injection control mode) to a fuel-cutting state.
  • the timings for driving the fuel injection valve 17 are adjusted such that the periods for driving the fuel injection valve 17 through the respective control modes do not overlap with each other.
  • the normal injection control mode is restored. Also, at the time of such a transition from the invalid injection control mode to the normal injection control mode, the timings for driving the fuel injection valve 17 are adjusted such that the periods for driving the fuel injection valve 17 do not overlap with each other.
  • the state block C2 indicates a control pattern of the fuel injection valve 17 when the IG switch 26 is off.
  • the control pattern in the state block C1 is continued until a predetermined time T1 (e.g. about 0.2 sec) elapses after turning-off of the IG switch 26. After the lapse of the predetermined time T1, it is determined that the condition for stopping the diesel engine 1 has been met, and a transition to a state block C21 is made.
  • a predetermined time T1 e.g. about 0.2 sec
  • the driving of the fuel injection valve 17 is temporarily suspended upon fulfillment of the stop condition, as a measure for adjustment. After the delay processing has been performed for a predetermined length of time, if a later-described condition for performing the invalid injection control during suspension of the engine is met, the invalid injection control is performed. If the condition for performing the invalid injection control has not been met after the delay processing, the driving of the fuel injection valve 17 remains suspended.
  • state block C1 In a control state indicated by the state block C1, if the diesel engine 1 has stalled despite the fact that the IG switch 26 is on, a transition to a state block C3 is made.
  • the state block C3 indicates a control pattern of the fuel injection valve 17 at the time of stall of the engine 1 while the IG switch 26 is on.
  • the driving of the fuel injection valve 17 is temporarily suspended upon fulfillment of the condition for stopping the engine 1, and the delay processing is performed for a predetermined length of time. After that, if the later-described condition for performing the invalid injection control during suspension of the engine has been met, the invalid injection control is performed. If the condition for performing the invalid injection control has not been met, the driving of the fuel injection valve 17 remains suspended.
  • the state block C4 indicates a control pattern of the fuel injection valve 17 at the time of stall of the engine 1 while the IG switch 26 is off.
  • the driving of the fuel injection valve 17 is temporarily suspended upon fulfillment of the condition for stopping the engine 1, and the delay processing is performed for a predetermined length of time. After that, if the later-described condition for performing the invalid injection control during suspension of the engine has been met, the invalid injection control is performed. If the condition for performing the invalid injection control has not been met, the driving of the fuel injection valve 17 remains suspended. It is to be noted herein that in the state block C4, the control state immediately after a transition from the state block C2, C21 or C3 is continued. Therefore, for example, the delay processing (adjustment) upon fulfillment of the condition for stopping the engine is actually performed only once.
  • the microcomputer 22 turns off the relay 27 and stops supplying electric power to the electronic control unit 21 (in a state C5).
  • Figs. 5 and 6 show a flowchart of the overall control corresponding to the state transition table exemplified in Fig. 4.
  • step S10 the electronic control unit 21 starts driving control of the fuel injection valve 17 in the normal injection control mode.
  • step S10 the driving control of the fuel injection valve 17 in the normal injection control mode is maintained.
  • step S20 a transition to the invalid injection control mode is made and the driving control of the fuel injection valve 17 is started.
  • the aforementioned condition for performing the invalid injection control is met, for example, when the fuel pressure in the common rail 15 is higher than a target fuel pressure calculated based on an operational state at the time of a transition to the fuel-cutting state.
  • the timings for driving the fuel injection valve 17 are adjusted such that the last portion of the period for driving the fuel injection valve 17 in the normal injection control mode does not overlap with the first portion of the period for driving the fuel injection valve 17 in the invalid injection control mode. Then, if the engine 1 has not stalled and the IG switch 26 has not been turned off and the condition for restoring the normal injection has not been met (if the results in steps S21 through S23 are all negative), the driving control of the fuel injection valve 17 in the invalid injection control mode is maintained.
  • step S23 a transition to the normal injection control mode is made again (step S23 ⁇ step S10). Also at this moment, as described above, the timings for driving the fuel injection valve 17 are adjusted such that the last portion of the period for driving the fuel injection valve 17 in the invalid injection control mode does not overlap with the first portion of the period for driving the fuel injection valve 17 in the normal injection control mode.
  • step S30 If stall of the engine 1 has been confirmed in the normal injection control mode or in the invalid injection control mode (if the results in steps S11 and S21 are affirmative), it is determined that the condition for stopping the engine 1 has been met, and the delay processing is performed as a measure for adjustment (step S30). After that, it is determined whether or not the condition for performing the invalid injection control during suspension of the engine has been met (step S31).
  • step S12 or S22 if turning-off of the IG switch 26 has been confirmed in the normal injection control mode or in the invalid injection control mode (if the result in step S12 or S22 is affirmative), the lapse of the predetermined time T1 is judged to be fulfillment of the condition for stopping the engine 1 (the result in step S14 or S24 is affirmative). Then, likewise, the processings in steps S30 and S31 are performed.
  • step S31 if fulfillment of the condition for performing the invalid injection control during suspension of the engine has been confirmed in step S31 (if the result in step S31 is affirmative), the invalid injection control during suspension of the engine is performed (step S32), and then, the relay 27 is turned off (step S33). If the condition for performing the invalid injection control during suspension of the engine has not been met (if the result in step S31 is negative), the relay 27 is turned off without performing the invalid injection control.
  • Figs. 7 through 14 show concrete procedures and patterns of controlling a fuel pressure based on the invalid injection control of the fuel injection valve 17. With reference to these drawings, the fuel pressure control including the adjustment and the delay processing will be described in detail.
  • the timing for performing driving control of the fuel injection valve 17 in the normal injection control mode and the timing for starting driving the fuel injection valve 17 in the invalid injection control mode are determined based on crank angle synchronous control, which is performed on the basis of a crank angle of the diesel engine 1.
  • the driving cycle of the fuel injection valve 17 within the invalid injection period is set to a predetermined time that does not depend on an operational condition of the engine 1 or the like. Repeated driving of the fuel injection valve 17 based on the predetermined time is realized by pulse-off interruption of invalid injection pulses.
  • the timing for confirming fulfillment of the condition for stopping the engine 1 and the timing for starting driving the fuel injection valve 17 in the invalid injection control mode during suspension of the engine based on fulfillment of the stop condition are determined based on temporal synchronous control, which is performed on the basis of a predetermined time.
  • the driving cycle of the fuel injection valve 17 during the invalid injection period is set to a predetermined time. Repeated driving of the fuel injection valve 17 is realized by pulse-off interruption of invalid injection pulses.
  • the period for performing the control is also supervised.
  • crank angle synchronous control will be described in detail based on Figs. 7 and 9.
  • the processing for controlling a driving pattern of the fuel injection valve 17 is performed in synchronization with the "3" pulse and the "7" pulse of the NE pulses that are outputted in accordance with a rotational angle of the crank shaft of the engine 1.
  • a fuel injection period Tq required in a momentary operational state of the engine 1 is calculated.
  • the injection period Tq is calculated as a value obtained by converting an amount, which is obtained by suitably correcting a basic injection amount calculated based on outputs from the accelerator sensor 31, the rotational speed sensor 33 and the like, into a driving period of the fuel injection valve 17.
  • the fuel injection timing namely, the timing for starting driving the fuel injection valve 17 is preliminarily calculated through a separate processing. Normally, this fuel injection timing is calculated in the form of "x ms (milliseconds) or x ⁇ s (microseconds) after the y-th pulse of the NE pulses".
  • step S102 it is determined whether or not the condition for restoring the normal injection control mode has been met.
  • step S102 only if a requirement for restoring the normal injection control has just arisen for the first time after the invalid injection control of the fuel injection valve 17, an affirmative determination is made (YES). In all the other circumstances, a negative determination is made (NO).
  • step S103 If the affirmative determination has been made, as a processing of the following step S103, the fuel injection period Tq (> 0 ⁇ s) that has been calculated this time is unconditionally set to "0 ⁇ s". Then, the normal injection restoration flag is turned on and the routine is terminated temporarily. On the other hand, if the negative determination has been made in the processing of step S102, the routine is terminated temporarily without performing any other processings.
  • step S201 it is first determined as a processing of step S201 whether or not a prerequisite for the invalid injection control during normal operation has been established.
  • step S202 If the affirmative determination has been made, as a processing of step S202, the prerequisite flag for the invalid injection control during normal operation is turned on. If the negative determination has been made, as a processing of step S203, the prerequisite flag for the invalid injection control during normal operation is turned off.
  • step S204 it is determined whether or not the condition for performing the invalid injection control during normal operation has been met.
  • step S204 it is determined whether or not the condition for performing the invalid injection control during normal operation, such as a transition to the aforementioned fuel-cutting state, has been met.
  • step S205 it is determined whether or not a normal-time invalid injection performing flag XN is off (step S205). If the result is NO in step S205, the routine is terminated temporarily. If the result is YES, the invalid injection performing flag XN is turned on (step S206), and a first one of invalid injection pulses, which is a driving pulse for the invalid injection control of the fuel injection valve 17, is set (step S207). Then, the routine is terminated temporarily.
  • the invalid injection pulse is set as two periods of time, namely, an off-time Ta prior to the rising of the invalid injection pulse and an on-time Tb from the rising to the falling of the invalid injection pulse.
  • the on-time Tb corresponds to what is called a pulse width.
  • the microcomputer 22 itself sets the invalid injection pulse for an output port corresponding to the driver 23. Due to the setting of the driving pulse, the driver 23 drives the fuel injection valve 17 (the electromagnetic valve 24) for the on-time (Tb) after the lapse of the off-time (Ta).
  • step S204 If a negative determination is made in the processing of step S204, as processings of steps S208 and S209, the invalid injection performing flag XN and the normal injection restoration flag are turned off respectively. Then, the routine is terminated temporarily.
  • the invalid injection control during normal operation is performed on the aforementioned condition (C4) that "there is no requirement for injection this time".
  • the control operations relating to the driving of the fuel injection valve 17 do not interfere with each other.
  • Fig. 8 shows a procedure relating to the invalid injection pulse-off interruption.
  • the microcomputer 22 Every time an invalid injection pulse that has been set in advance is turned off, the microcomputer 22 starts the interruption handling shown in Fig. 8. At the time of the interruption handling, the microcomputer 22 monitors a state of the invalid injection performing flag (including a later-described stop-time invalid injection performing flag XT). If the flag is on (if the result in step S401 is affirmative), the microcomputer 22 sets the second and following pulses at the output port corresponding to the driver 23 (step S402). The interruption handling is then terminated temporarily.
  • a state of the invalid injection performing flag including a later-described stop-time invalid injection performing flag XT.
  • the invalid injection pulse-off interruption is activated on the condition that the invalid injection pulses are preliminarily set at the output port corresponding to the driver 23. Then, if the invalid injection performing flag (XN/XT) remains turned on, the subsequent (the second and following) invalid injection pulses are set.
  • the driving of the fuel injection valve 17 is repeated based on a set of invalid injection pulses, thus on the invalid injection pulses at intervals of the sum of the off-time Ta and the on-time Tb, as long as the invalid injection performing flag (XN/XT) remains turned on.
  • the off-time Ta represents a period of time for securing accumulation of electric power necessary and sufficient for the driver 23 to drive the fuel injection valve 17.
  • the on-time Tb represents an arbitrary length of time within the invalid injection period of the fuel injection valve 17.
  • the aforementioned operation alone cannot prevent a final driving timing in the invalid injection control from becoming unclear in the ease where the fuel injection valve 17 restores the driving through the normal injection control out of the driving through the invalid injection control.
  • Fig. 10 is a timing chart showing changes in the normal-time invalid injection performing flag XN (a), the invalid injection pulse (b), the normal injection restoration flag (c) and the normal injection pulse (d) based on the crank angle synchronous control and the invalid injection pulse-off interruption handling, in the case of the aforementioned (i), namely, in the case of a transition from the normal injection control to the invalid injection control of the fuel injection valve 17.
  • the invalid injection performing flag XN is turned on at a timing t11 (see Fig. 10(a)) and the first pulse of the invalid injection pulses is set (see Fig. 10 (b)).
  • the invalid injection pulses are repeatedly set based on the invalid injection pulse-off interruption handling, and the fuel injection valve 17 is repeatedly driven in the invalid injection control mode through the invalid injection pulses that have been set.
  • Fig. 11 shows a timing chart in the case of the aforementioned (ii), namely, in the case where the fuel injection valve 17 restores the normal injection control out of the invalid injection control.
  • the invalid injection control is performed again according to the pattern exemplified in Fig. 10 on the condition that the aforementioned conditions (B1) to (B2) and (C1) through (C4) are met.
  • the driving period of the fuel injection valve 17 relating to the normal injection control and the first driving timing of the fuel injection valve 17 relating to the invalid injection control are managed unitarily. As a result, such adjustment is facilitated.
  • temporal synchronous control which manages the driving of the fuel injection valve 17 in the invalid injection control mode during suspension of the engine based on confirmation of fulfillment of the condition for stopping the engine 1 and on fulfillment of the stop condition, will be described in detail with reference to Fig. 12.
  • the temporal synchronous control is repeatedly performed at intervals of a predetermined time (e.g. 16 ms) through the microcomputer 22 constituting the electronic control unit 21.
  • step S301 it is first determined whether or not the prerequisite condition of the temporal synchronous control has been met.
  • the prerequisite condition for the temporal synchronous control a logical product (AND) of the following conditions is adopted. These conditions are:
  • step S301 it is determined whether or not the diesel engine 1 or the IG switch 26 assumes any of the states indicated by the state blocks C21, C3 and C4 exemplified in Fig. 4. If it is confirmed that the diesel engine 1 or the IG switch 26 assumes any of those states, an affirmative determination is made. In all the other circumstances, a negative determination is made.
  • step S302 the prerequisite flag for the temporal synchronous control is turned on (step S302) and the normal-time invalid injection performing flag XN is turned off (step S303). Also, a delay counter internally defined in a temporal synchronous control program is incremented (step S304). The delay counter is a counter used for the delay processing that has been described with reference to Fig. 4 or Fig. 6.
  • step S301 If the negative determination is made in the processing of step S301, the prerequisite flag for the temporal synchronous control is turned off (step S305) and the delay counter is cleared (step S306).
  • step S307 it is determined whether or not the condition for performing the temporal synchronous control has been met.
  • condition for performing the temporal synchronous control a logical product (AND) of the following conditions is adopted. These conditions are:
  • step S204 it is determined whether or not the condition for performing the invalid injection control during suspension of the engine has been met.
  • a comparison value DCa in the aforementioned condition (E1) which corresponds to the delay period in the delay processing
  • a value more or less equal to "2" is adopted. That is, in the case where the temporal synchronous control is activated in a cycle of 16 ms, the comparison value DCa is set to a value corresponding to a period of time equal to about "32 ms", which is twice as long as the cycle.
  • step S307 if an affirmative determination is made in the processing of step S307, on the condition that the stop-time invalid injection performing flag XT has been turned off, the invalid injection performing flag XT is turned on and the first pulse of the invalid injection pulses is set (steps S308 through S310).
  • the invalid injection pulse is set as an off time Ta and an on-time Tb.
  • the first pulse of the invalid injection pulses is set in step S310, whereby the invalid injection pulse-off interruption handling is activated at the time of the pulse-off.
  • the invalid injection pulse is repeatedly set and thus the fuel injection valve 17 is repeatedly driven based on the pulse at intervals of a predetermined time, namely, in a cycle of the sum of the off time Ta and the on-time Tb.
  • step S310 After the first pulse of the invalid injection pulses has been set in step S310, the temporal synchronous control performing counter is incremented as a processing of step S311, and the routine is terminated temporarily. Every time an affirmative determination is made in the processing of the aforementioned step S307, the processing in step S311 is repeated.
  • step S307 If a negative determination is made in the processing of step S307, the stop-time invalid injection performing flag XT is turned off (step S312), and the temporal synchronous control performing counter is cleared (step S313). The routine is then terminated temporarily.
  • the normal-time invalid injection performing flag XN is turned off. Then, the delay processing is started on the basis of a counter value of the delay counter.
  • the fuel injection valve 17 After the lapse of the predetermined delay period, if the condition for performing the invalid injection control during suspension of the engine has been met, as in the case of the aforementioned crank angle synchronous control, the fuel injection valve 17 starts being driven in the invalid injection control mode through the setting of the invalid injection pulses.
  • the period for performing the invalid injection control (the active period) is also monitored on the basis of a counter value of the temporal synchronous control performing counter. Even if the aforementioned condition (E2) is met, the stop-time invalid injection performing flag XT is turned off when the counter value reaches the aforementioned value ECa.
  • Fig. 13 is a timing chart showing changes in the stop-time invalid injection performing flag XT (a), the temporal synchronous control prerequisite flag (b), the counter value of the delay counter (c), the invalid injection/normal injection pulse (d) and the counter value of the temporal synchronous control performing counter (e) based on the temporal synchronous control and the invalid injection pulse-off interruption handling, in the case of the aforementioned (iii), namely, in the case of a transition from the normal injection control of the fuel injection valve 17 to the invalid injection control during suspension of the engine.
  • the delay processing is continued through repeated performance of the temporal synchronous control, until the counter value of the delay counter reaches the predetermined value DCa.
  • the delay processing is terminated. Meanwhile, at least the fuel injection valve 17 is not driven in the invalid injection control mode. Thus, even if the final driving of the fuel injection valve 17 based on the normal injection control has been carried out, the fuel injection valve 17 undergoes no control interference.
  • the invalid injection performing flag XT is turned on through the temporal synchronous control at a timing t32 ((c) and (a)).
  • the first pulse of the invalid injection pulses is set (d) and the operation of incrementing the temporal synchronous control performing counter is started (e).
  • the aforementioned condition (E3) is met undoubtedly.
  • the invalid injection performing flag XT is turned off at the timing t33 ((e) and (a)) so that the invalid injection control is terminated.
  • the subsequent invalid injection pulse is already set through the invalid injection pulse-off interruption handling in response to the pulse-off of the invalid injection pulse that has risen immediately before the turning-off of the invalid injection performing flag XT. Therefore, even after the timing t33 when the invalid injection performing flag XT is turned off, the driving of the fuel injection valve 17 based on the last invalid injection pulse PLSr is carried out. However, after the timing t33, the fuel injection valve 17 is not driven again until the engine 1 is restarted. Thus, in this case, the fuel injection valve 17 undergoes no control interference.
  • Fig. 14 is a timing chart showing changes in the invalid injection performing flag XN/XT (a), the temporal synchronous control prerequisite flag (b), the counter value of the delay counter (c), the invalid injection/normal injection pulse (d) and the counter value of the temporal synchronous control performing counter (e) based on the temporal synchronous control and the invalid injection pulse-off interruption handling of the present embodiment, in the case of the aforementioned (iv), namely, in the case of a transition from the normal-time invalid injection control of the fuel injection valve 17 to the invalid injection control during suspension of the engine.
  • the normal-time invalid injection performing flag XN and the stop-time invalid injection performing flag XT are illustrated along a single time axis.
  • the normal-time invalid injection performing flag XN which has been turned on, is turned off (a), and the delay processing through the aforementioned counting operation of the delay counter is started (c). Thereafter, the delay processing is terminated when the counter value of the delay counter reaches the predetermined value DCa.
  • the subsequent invalid injection pulse is already set through the invalid injection pulse-off interruption handling in response to the pulse-off of the invalid injection pulse that has risen immediately before the turning-off of the invalid injection performing flag XN. Therefore, even after the timing t41 when the invalid injection performing flag XN is turned off, the driving of the fuel injection valve 17 based on the last invalid injection pulse PLSr is carried out.
  • the driving control of the fuel injection valve 17 is not started again at least until the delay processing is terminated.
  • the fuel injection valve 17 undergoes no control interference.
  • the stop-time invalid injection performing flag XT is turned on at the timing t42 ((c) and (d)).
  • the first pulse of the invalid injection pulses is set (d) and the counting (incrementing) operation of the temporal synchronous performing counter is started (e).
  • the performance of the invalid injection control during suspension of the engine is retarded by a predetermined length of time through the delay processing based on the temporal synchronous control.
  • the driving of the fuel injection valve 17 through the invalid injection control can be carried out securely while preventing the fuel injection valve 17 from undergoing any control interference.
  • the period for performing the invalid injection control (the active period) is also managed based on the counter value of the temporal synchronous control performing counter. Therefore, it is possible to suitably inhibit the unnecessary invalid injection control from being performed when the diesel engine 1 is out of operation.
  • the relay 27 is turned off as described above, so that the electronic control unit 21 is stopped from being supplied with electric power.
  • the fuel pressure control apparatus As described hitherto, the fuel pressure control apparatus according to the present embodiment enables achievement of many spectacular effects which will be described hereinafter.
  • the fuel injection valve 17 is driven in the invalid injection control mode in a cycle of a predetermined length of time that does not depend on an operational condition of the diesel engine 1 or the like.
  • a surplus of fuel pressure in the common rail 15 can securely be reduced. Because the surplus of fuel pressure in the common rail 15 is thus reduced securely, the amount of pressure decrease can easily be estimated.
  • diagnosis of the high-pressure fuel injection system 10 and the like are also performed, the estimation of an amount of pressure decrease also constitutes an important factor.
  • the driving of the fuel injection valve 17 in the normal injection control mode and the timing for starting driving the fuel injection valve 17 in the invalid injection control mode are controlled based on the crank angle synchronous control that is performed on the basis of the crank angle. Therefore, the normal injection control mode and the invalid injection control mode can be managed unitarily. Thus, the fuel injection valve 17 is prevented from undergoing control interference in the respective control modes, whereby the overall adjustment is also facilitated.
  • the first driving of the fuel injection valve 17 in the invalid injection control mode is permitted.
  • the fuel injection valve 17 is securely prevented from undergoing interference of control operations in the respective control modes.
  • the off-time Ta of the invalid injection pulse relating to the first driving of the fuel injection valve 17 in the invalid injection control mode is set to a time that is necessary and sufficient for the driver 23 to drive the fuel injection valve 17. Therefore, the first driving of the fuel injection valve 17 is secured at least in the invalid injection control mode.
  • the crank angle synchronous control at the time of restoration of the driving of the fuel injection valve 17 in the normal injection control mode out of the driving of the fuel injection valve 17 in the invalid injection control mode, only the first driving of the fuel injection valve 17 in the normal injection control mode is unconditionally prohibited.
  • the period of prohibition can be set arbitrarily.
  • the period of prohibition is just set to an amount corresponding to the first driving movement.
  • the first timing for driving the fuel injection valve 17 in the invalid injection control mode during suspension of the engine based on the fulfillment of the stop condition is set based on the temporal synchronous control, which separately manages the timing with a predetermined time being set as a criterion. Therefore, after fulfillment of the condition for stopping the engine 1, the driving of the fuel injection valve 17 in the invalid injection control mode is securely carried out regardless of a rotational speed of the engine 1.
  • the fuel pressure in the common rail 15 can preliminarily be reduced down to a suitable value. If the engine is left as it is for a sufficient period of time after it has been stopped, the fuel pressure in the common rail 15 also decreases sufficiently.
  • the first timing for driving the fuel injection valve 17 in the invalid injection control mode through the delay processing is retarded by a predetermined length of time.
  • the period for performing the invalid injection control (the active period) is also managed. If the active period has reached a predetermined period, the invalid injection control is suspended. In this manner, it is also possible to suitably inhibit the unnecessary invalid injection control from being performed when the engine 1 is out of operation.
  • This condition is:
  • the predetermined pressure value Pa may be set as a variable which is the function of a coolant temperature detected by the coolant temperature sensor 32.
  • the target fuel pressure in the common rail 15 is calculated using the coolant temperature as a parameter, for example, according to a pattern exemplified in Fig. 15.
  • the coolant temperature during suspension of the engine is normally maintained substantially at the same level as the coolant temperature at the time of the start of the engine.
  • the predetermined pressure value Pa serving as a threshold value may be set to a variable which is the function of a coolant temperature.
  • the target fuel pressure ⁇ the actual fuel pressure the target fuel pressure
  • Fig. 16 shows a relationship between the predetermined pressure value Pa and the aforementioned temporal synchronous control in the form of a timing chart corresponding to Figs. 13 and 14.
  • (f) represents changes of fuel pressure in the common rail 15 detected by the fuel pressure sensor 35, and a relationship of the predetermined value Pa to such changes. That is, as indicated by (a), the invalid injection performing flag XT during suspension of the engine is turned on through the temporal synchronous control at a timing t51. If the invalid injection control is performed according to a pattern indicated by (d), as long as the force-feeding of fuel through the supply pump 13 is not carried out during this period, the fuel pressure in the common rail 15 decreases according to a pattern exemplified by (f) in accordance with the driving of the fuel injection valve 17 in the invalid injection control.
  • the invalid injection performing flag XT is turned off at the timing t52 (a). This does not apply if a timing t53 when the counter value of the temporal synchronous control performing counter reaches the predetermined value ECa is earlier than the timing t52. That is, as exemplified in Fig. 13 or 14, the invalid injection performing flag XT is turned off at the timing when the counter value reaches the predetermined value ECa.
  • the predetermined pressure value Pa under the aforementioned condition (E2) can also be set to a predetermined value corresponding to a target fuel pressure based on experiments or the like. Also in this case, the fuel pressure in the common rail 15 can suitably be prevented from becoming abnormally high in restarting the engine.
  • the predetermined value ECa may be set as a variable which is the function of an engine rotational speed (NE) detected by the rotational speed sensor 33.
  • the operation noise of the fuel injection valve 17 is not displeasing to the passenger.
  • the operation noise of the fuel injection valve 17 in the invalid injection control mode remains in stopping the engine, the operation noise causes discomfort to the passenger.
  • the predetermined value ECa is set as a variable which is the function of an engine rotational speed (NE)
  • the driving of the fuel injection valve 17 in the invalid injection control mode can be prohibited, for example, on the condition that the rotational speed of the engine 1 drops below a certain rotational speed. Hence, such discomfort can be eliminated.
  • the first driving of the fuel injection valve 17 can securely be carried out while preventing control interference of the fuel injection valve 17.
  • TDC top dead center
  • the first pulse of the invalid injection pulses is set through the crank angle control or the temporal synchronous control, and then the second and following pulses of the invalid injection pulses are sequentially set through the invalid injection pulse-off interruption handling exemplified in Fig. 8.
  • the pattern of producing invalid injection pulses can be determined arbitrarily, as long as the produced pulses rise only within an invalid injection period in a cycle of a predetermined time under a predetermined condition that the invalid injection performing flag XN or XT is kept on. That is, a known pulse-producing circuit using a logic element or the like can also be employed suitably.
  • the cycle time of the invalid injection pulse does not have to be constant.
  • the time serving as the repetition cycle of the pulses maybe set as a variable that changes in accordance with a momentary fuel pressure, a momentary fuel temperature, other requirements and the like.
  • the response characteristic associated with a decrease in fuel pressure in the common rail 15 is also basically constant all the time. As a result, estimation of the aforementioned amount of decrease in fuel pressure and the like can further be facilitated.
  • the means for adjustment performs the following processings through the crank angle synchronous control and the temporal synchronous control. These processings include:
  • the means for adjustment can be designed such that the setting of periods in which neither the invalid injection control nor the normal injection control is performed is controlled within the range of control demands at the time of respective transitions. In this case, even though the fuel injection valve 17 is also driven through the invalid injection control, the driving control of the fuel injection valve 17 exhibits enhanced reliability.
  • the high-pressure fuel injection system designed to control a fuel pressure in the present invention is not limited to a high-pressure fuel injection system whose main component is a common rail of a diesel engine system.
  • a high-pressure fuel injection system whose main component is a common rail of a diesel engine system.
  • the fuel pressure control apparatus of the present invention can also be applied to that engine in a manner similar to the aforementioned embodiment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
EP20000102054 1999-02-24 2000-02-02 Dispositif de commande de pression pour système d'injection de carburant à haute pression Expired - Lifetime EP1031721B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP04619799A JP4122615B2 (ja) 1999-02-24 1999-02-24 高圧燃料噴射系の燃料圧力制御装置
JP4619799 1999-02-24

Publications (3)

Publication Number Publication Date
EP1031721A2 true EP1031721A2 (fr) 2000-08-30
EP1031721A3 EP1031721A3 (fr) 2003-04-09
EP1031721B1 EP1031721B1 (fr) 2005-01-12

Family

ID=12740363

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20000102054 Expired - Lifetime EP1031721B1 (fr) 1999-02-24 2000-02-02 Dispositif de commande de pression pour système d'injection de carburant à haute pression

Country Status (4)

Country Link
EP (1) EP1031721B1 (fr)
JP (1) JP4122615B2 (fr)
DE (1) DE60017299T2 (fr)
ES (1) ES2232335T3 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2833654A1 (fr) * 2001-12-17 2003-06-20 Renault Procede de commande d'injecteur
EP1365136A3 (fr) * 2002-05-24 2006-06-07 Denso Corporation Système de commande de la répartition d'injection pour moteur à combustion interne
FR2915774A1 (fr) * 2007-05-04 2008-11-07 Peugeot Citroen Automobiles Sa Systeme d'injection a faible pression
WO2014138955A1 (fr) 2013-03-15 2014-09-18 Westport Power Inc. Prévention de la défaillance de régulation de carburant
FR3012177A1 (fr) * 2013-10-23 2015-04-24 Peugeot Citroen Automobiles Sa Procede de decharge d'un rail d'injection de carburant haute pression de moteur a combustion interne en cas d'intervention apres-vente

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4304887B2 (ja) * 2001-06-19 2009-07-29 株式会社デンソー 代替燃料用の燃料供給システム
JP3724392B2 (ja) 2001-07-26 2005-12-07 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
JP4857372B2 (ja) * 2009-08-31 2012-01-18 日立オートモティブシステムズ株式会社 燃料圧力制御装置
US8950379B2 (en) * 2012-08-28 2015-02-10 GM Global Technology Operations LLC Measured fuel rail pressure adjustment systems and methods
JP2014227929A (ja) * 2013-05-23 2014-12-08 トヨタ自動車株式会社 インジェクタ通電遮断機能の故障検出装置
DE102013220336B4 (de) * 2013-10-09 2019-02-07 Continental Automotive Gmbh Verfahren zum Mildern von Auswirkungen eines zu hohen Drucks in einem Common-Rail-Einspritzsystem

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02191865A (ja) 1989-01-20 1990-07-27 Nippondenso Co Ltd 燃料噴射装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4445586A1 (de) * 1994-12-20 1996-06-27 Bosch Gmbh Robert Verfahren zur Reduzierung des Kraftstoffdruckes in einer Kraftstoffeinspritzeinrichtung
EP0886058B1 (fr) * 1997-06-19 2004-11-17 Toyota Jidosha Kabushiki Kaisha Dispositif de contrôle de pression de carburant pour un système d'injection de moteur à combustion interne
DE19731102C2 (de) * 1997-07-19 2003-02-06 Bosch Gmbh Robert System zum Betreiben eines Kraftstoffversorgungssystems für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs
JP3546285B2 (ja) * 1997-08-04 2004-07-21 トヨタ自動車株式会社 蓄圧式エンジンの燃料噴射制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02191865A (ja) 1989-01-20 1990-07-27 Nippondenso Co Ltd 燃料噴射装置

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2833654A1 (fr) * 2001-12-17 2003-06-20 Renault Procede de commande d'injecteur
WO2003054370A1 (fr) * 2001-12-17 2003-07-03 Renault S.A.S. Procede de commande d'injecteur
EP1365136A3 (fr) * 2002-05-24 2006-06-07 Denso Corporation Système de commande de la répartition d'injection pour moteur à combustion interne
FR2915774A1 (fr) * 2007-05-04 2008-11-07 Peugeot Citroen Automobiles Sa Systeme d'injection a faible pression
WO2014138955A1 (fr) 2013-03-15 2014-09-18 Westport Power Inc. Prévention de la défaillance de régulation de carburant
CN105189982A (zh) * 2013-03-15 2015-12-23 西港电力公司 阻止燃料调节故障
EP2971709A4 (fr) * 2013-03-15 2016-11-16 Westport Power Inc Prévention de la défaillance de régulation de carburant
US9885299B2 (en) 2013-03-15 2018-02-06 Westport Power Inc. Method and apparatus for fuel regulation
CN105189982B (zh) * 2013-03-15 2019-05-07 西港电力公司 用于燃料调节的方法和装置
FR3012177A1 (fr) * 2013-10-23 2015-04-24 Peugeot Citroen Automobiles Sa Procede de decharge d'un rail d'injection de carburant haute pression de moteur a combustion interne en cas d'intervention apres-vente

Also Published As

Publication number Publication date
EP1031721A3 (fr) 2003-04-09
JP4122615B2 (ja) 2008-07-23
EP1031721B1 (fr) 2005-01-12
DE60017299T2 (de) 2005-06-02
JP2000248983A (ja) 2000-09-12
ES2232335T3 (es) 2005-06-01
DE60017299D1 (de) 2005-02-17

Similar Documents

Publication Publication Date Title
EP1031721B1 (fr) Dispositif de commande de pression pour système d'injection de carburant à haute pression
US5918578A (en) Fuel feeding system for internal combustion engine
US7891342B2 (en) Method and system for controlling operating pressure in a common-rail fuel injection system, particularly for a diesel engine
EP0947686B1 (fr) Système d' injection de carburant
US7596447B2 (en) Control apparatus for internal-combustion engine
US7801672B2 (en) After-stop fuel pressure control device of direct injection engine
DE102006000167B4 (de) Startsteuerungsvorrichtung und Startsteuerungsverfahren für eine Brennkraftmaschine mit zylinderinterner Einspritzung
EP1832737B1 (fr) Dispositif déterminant une anomalie et procédé pour système d'alimentation en combustible
US8100109B2 (en) Control device for in-cylinder injection internal combustion engine
EP1030048B1 (fr) Dispositif de commande de pression pour un system d'injection de carburant à haute pression
JP2000161115A (ja) 内燃機関の燃料ポンプ制御装置
EP0896145B1 (fr) Dispositif de commande d'injection de combustible pour moteur à combustion interne à accumulateur
JP3339326B2 (ja) 燃料供給装置
JP3546285B2 (ja) 蓄圧式エンジンの燃料噴射制御装置
JP2009079514A (ja) 筒内噴射式内燃機関の燃圧制御装置
JP4032356B2 (ja) 燃料噴射装置
US20130024092A1 (en) Device for preventing the engine from stalling in a vehicle equipped with a diesel injection system
JP3960260B2 (ja) エンジン制御システム
JP2010001815A (ja) 車載内燃機関の制御装置
JP4218218B2 (ja) コモンレール式燃料噴射装置
EP3061956B1 (fr) Dispositif et procédé de commande de pression de carburant de moteur
JP4321495B2 (ja) 蓄圧式燃料噴射装置
JPH11173192A (ja) 蓄圧式燃料噴射装置及びその蓄圧室内圧力低減方法
JPH11125140A (ja) 内燃機関の蓄圧式燃料供給装置
EP1681450B1 (fr) Système d'injection de carburant

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20000211

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

17Q First examination report despatched

Effective date: 20030707

AKX Designation fees paid

Designated state(s): DE ES FR GB IT

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES FR GB IT

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 60017299

Country of ref document: DE

Date of ref document: 20050217

Kind code of ref document: P

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2232335

Country of ref document: ES

Kind code of ref document: T3

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20051013

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20100226

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20100216

Year of fee payment: 11

Ref country code: FR

Payment date: 20100223

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20100202

Year of fee payment: 11

Ref country code: DE

Payment date: 20100211

Year of fee payment: 11

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20110202

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20111102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110202

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 60017299

Country of ref document: DE

Effective date: 20110901

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110228

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110202

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110901

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20131029

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110203