EP1304470B1 - Einrichtung zur Brennstoffdrucksteuerung - Google Patents

Einrichtung zur Brennstoffdrucksteuerung Download PDF

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Publication number
EP1304470B1
EP1304470B1 EP03001463A EP03001463A EP1304470B1 EP 1304470 B1 EP1304470 B1 EP 1304470B1 EP 03001463 A EP03001463 A EP 03001463A EP 03001463 A EP03001463 A EP 03001463A EP 1304470 B1 EP1304470 B1 EP 1304470B1
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EP
European Patent Office
Prior art keywords
fuel
relief valve
pressure
valve
fuel pressure
Prior art date
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Expired - Lifetime
Application number
EP03001463A
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English (en)
French (fr)
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EP1304470A3 (de
EP1304470A2 (de
Inventor
Tatsumasa Sugiyama
Yuuichirou Katou
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP1304470A3 publication Critical patent/EP1304470A3/de
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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
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
    • 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
    • F02D41/30—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

Definitions

  • the present invention relates to a fuel pressure control apparatus according to claim 1.
  • an accumulator fuel injector in which pressure of fuel supplied from a fuel pump is accumulated in a common rail and ejected from an injector.
  • a solenoid valve is provided in a fuel return passage from the common rail, in which pressure of fuel supplied by the fuel pump is accumulated to a fuel tank.
  • the solenoid valve is controlled to be opened/closed in correspondence to a control signal to the injector.
  • the solenoid valve is arranged on the upstream side of an orifice in a fuel return passage and is controlled together with the injector by a control circuit.
  • phase is shifted from the control pulse of the injector, the control pulse of the solenoid valve is output to the solenoid valve and thereby pressure fluctuation by the injector on a pressure side lower than a target pressure in the common rail and pressure fluctuation by the solenoid valve on a pressure side higher than the target pressure are superposed, therefore fluctuation of fuel pressure in the common rail is loosened.
  • an accumulator fuel injection system for automotive vehicles which includes an accumulating chamber storing therein fuel under a given pressure, a plurality of fuel injectors communicating with the accumulating chamber for injecting the fuel stored therein into engine cylinders of an engine, and a pressure regulator for regulating the pressure of fuel flowing through a drain passage from the accumulating chamber to a fuel tank.
  • the fuel regulator opens the drain passage to decrease the pressure of fuel within the accumulating chamber to a target pressure level speedily. This allows an actual fuel injection pressure to follow a change in the target pressure level quickly according to an engine operating condition when the throttle valve is reopened.
  • a fuel pump force-feeds high-pressure fuel to the accumulator line, and fuel injection valves connected to the accumulator line inject fuel into combustion chambers of the engine.
  • a fuel pressure in the accumulator line namely, a fuel injection pressure of the fuel injection valves is controlled so as to become a pressure corresponding to an operation state of the engine.
  • the amount of fuel force-fed from the fuel pump is increased, for example, when the fuel pressure in the accumulator line detected by a pressure sensor or the like is lower than a target fuel pressure set In accordance with an operation state of the engine.
  • the amount of fuel force-fed from the fuel pump is reduced or force-feeding of fuel is suspended when the detected fuel pressure is higher than the target fuel pressure. In this manner, the fuel pressure in the accumulator line is controlled. Due to performance of such fuel pressure control, the atomized particle size of injected fuel and the like match a combustion state of the engine.
  • a pressure regulator (a relief valve) attached to a common rail is composed of an electromagnetic valve that can be driven to be opened and closed.
  • fuel pressure in the common rail is higher than a target fuel pressure
  • fuel is discharged from the common rail by drivingly opening the relief valve and the fuel pressure is thereby reduced. Due to performance of such a pressure reduction processing, the difference between the fuel pressure and the target fuel pressure decreases smoothly. Consequently, the increase in combustion noise resulting from fuel injection based on an excessive fuel injection pressure is suitably restricted.
  • the present invention has been made in consideration of such circumstances. It is an object of the present invention to provide a fuel pressure control apparatus and method for a high-pressure fuel injection system which is capable of securely reducing a fuel pressure in an accumulator line while preventing the high-pressure fuel injection system from being adversely affected.
  • a fuel pressure control apparatus for a high-pressure fuel system that is equipped with an accumulator line for supplying fuel accumulated at a high pressure to a fuel injection valve, comprising a fuel pump for pressurizing supplied fuel to a high pressure and force-feeding the fuel to the accumulator line, a relief valve for controlling discharge of fuel in the accumulator line, detection means for detecting a fuel pressure in the accumulator line, calculation means for determining a target pressure of fuel in the accumulator line, fuel pressure control means for opening the relief valve based on the detected fuel pressure and the calculated target pressure and reducing a fuel pressure in the accumulator line, and relief valve driving control means for controlling an open-valve period of the relief valve.
  • This fuel pressure control apparatus is characterized in that the relief valve driving control means controls the relief valve in such a manner as to prevent the open-valve period of the relief valve from overlapping with a timing at which the fuel pressure detection means detects a fuel pressure.
  • This construction makes it possible to prevent the fuel injection amount or the injection rate from changing due to a decrease in fuel pressure in the accumulator line in response to the opening of the relief valve, and to securely reduce a fuel pressure in the accumulator line without adversely affecting the state of fuel injection.
  • Fig. 1 schematically shows structures of a four-cylinder direct-injection diesel engine 10 according to the present embodiment (hereinafter referred to simply as “the engine”) and a high-pressure fuel injection system thereof.
  • This high-pressure fuel injection system is equipped with injectors 12 provided so as to correspond to respective cylinders #1 through #4 of the engine 10, a common rail 20 to which the injectors 12 are connected, a fuel pump 30 for force-feeding fuel in a fuel tank 14 to the common rail 20, and an electronic control unit 60 (hereinafter referred to as "the ECU").
  • the common rail 20 has the function of accumulating fuel supplied from the fuel pump 30 at a predetermined pressure.
  • a fuel injection pressure of the injectors 12 is determined based on a fuel pressure (a rail pressure) in the common rail 20.
  • a relief valve 22 is attached to the common rail 20.
  • the relief valve 22 is a normal-closed electromagnetic valve that is driven to be opened through electric conduction by the ECU 60.
  • the relief valve 22 is connected to the fuel tank 14 through a relief passage 21. If the relief valve 22 is opened, fuel in the common rail 20 is discharged into the relief passage 21 and returned to the fuel tank 14 through the relief passage 21. In this manner, the rail pressure decreases in accordance with an amount of fuel discharged from the common rail 20. The amount of decrease in rail pressure is adjusted in accordance with a length of an open-valve period of the relief valve 22.
  • the injectors 12 are electromagnetic valves that are driven to be opened and closed by the ECU 60.
  • the injectors 12 inject the fuel supplied from the common rail 20 into combustion chambers (not shown) of the respective cylinders # 1 through #4.
  • Each of the injectors 12 is also connected to the fuel tank 14 through the relief valve 21. The fuel that has leaked out into the injectors 12 is returned to the fuel tank 14 through the relief passage 21.
  • the ECU 60 performs control associated with a fuel force-feed amount of the fuel pump 30 and a fuel injection timing and a fuel injection amount of the injectors 12.
  • the ECU 60 is composed of a memory 64 for storing various control programs, functional data and the like, a CPU 62 for performing various arithmetic processings, a plurality of drivers 63 for outputting a conduction signal that is produced based on a supply capability of a battery 59 to the injectors 12 and the like so as to drive them, and the like.
  • various sensors for detecting an operation state of the engine 10, a fuel pressure in the common rail 20 and the like are connected to the ECU 60. Detection signals from those sensors are inputted to the ECU 60.
  • a rotational speed sensor 65 is provided in the vicinity of a crank shaft (not shown) of the engine 10, and a cylinder discriminating sensor 66 is provided in the vicinity of a cam shaft (not shown). Based on detection signals inputted from those sensors 65, 66, the ECU 60 calculates a rotational speed of the crank shaft (an engine rotational speed NE) and a rotational angle of the crank shaft (a crank angle CA) respectively.
  • an accelerator sensor 67 is provided in the vicinity of an accelerator pedal (not shown).
  • the accelerator sensor 67 outputs a detection signal corresponding to a depression amount (an accelerator opening degree) of the accelerator pedal.
  • the common rail 20 is provided with a fuel pressure sensor 68, which outputs a detection signal corresponding to a rail pressure (an actual fuel pressure PCR).
  • a cylinder block (not shown) of the engine 10 is provided with a coolant temperature sensor 69, which outputs a detection signal corresponding to a temperature of engine coolant (a coolant temperature).
  • the ECU 60 detects an accelerator opening degree, an actual fuel pressure PCR and a coolant temperature based on detection signals from the respective sensors 67 through 69.
  • the fuel pump 30 is composed of a drive shaft 40 rotationally driven by the crank shaft of the engine 10, a feed pump 31 operating based on rotation of the drive shaft 40, a pair of supply pumps (a first supply pump 50a and a second supply pump 50b) driven by an annular cam 42 formed on the drive shaft 40, and the like.
  • the feed pump 31 sucks fuel in the fuel tank 14 from an intake port 34 through an intake passage 24, and supplies the fuel to the first supply pump 50a and the second supply pump 50b at a predetermined feed pressure. Out of the fuel that has been thus sucked from the intake port 34, a surplus of fuel that is supplied to neither the first supply pump 50a nor the second supply pump 50b is returned to the fuel tank 14 through the relief passage 21.
  • Both the first supply pump 50a and the second supply pump 50b are so-called inner cam type pumps. These pumps pressurize the fuel supplied from the feed pump 31 to a still higher pressure (e.g. 25 to 180 MPa) based on reciprocating movements of a plunger (not shown), and force-feed the pressurized fuel to the common rail 20 from a discharge port 38 through a discharge passage 23.
  • the fuel pump 30 is provided with a first adjusting valve 70a and a second adjusting valve 70b, which are designed to adjust fuel force-feed amounts of the supply pumps 50a, 50b respectively.
  • Both the adjusting valves 70a, 70b are normal-closed electromagnetic valves which are driven to be opened through electric conduction by the ECU 60.
  • Fig. 2 is a timing chart showing timings for sucking fuel into and force-feeding fuel from the respective supply pumps 50a, 50b, a pattern of change in rail pressure during steady operation, and the like.
  • the respective supply pumps 50a, 50b alternately suck fuel with phases in crank angle CA (CA: Crank Angle) being offset from each other by 180°CA. Likewise, the respective supply pumps 50a, 50b alternately force-feed fuel with phases being offset from each other by 180°CA.
  • CA crank Angle
  • the first adjusting valve 70a is opened during an intake stroke of the first supply pump 50a so as to start sucking fuel, and then is closed at a predetermined timing (crank angle CA) so as to stop sucking fuel. All the fuel that has been thus sucked is pressurized in a force-feed stroke which follows the intake stroke, and is force-fed from the first supply pump 50a to the common rail 20.
  • the amount of fuel force-fed from the first supply pump 50a can be adjusted by changing an open-valve period of the first adjusting valve 70a.
  • the timing for closing the first adjusting valve 70a is advanced so as to reduce an open-valve period thereof, the fuel intake amount of the first supply pump 50a decreases.
  • the timing (the crank angle CA) for starting force-feeding fuel from the first supply pump 50a is retarded by an amount equal to the amount of advancement.
  • the fuel force-feed period is shortened and the fuel force-feed amount of the first supply pump 50a decreases.
  • the timing for starting force-feeding fuel from the first supply pump 50a is determined uniquely based on the timing for closing the first adjusting valve 70a.
  • the timing for closing the second adjusting valve 70b by advancing or retarding the timing for closing the second adjusting valve 70b, the fuel force-feed amount of the second supply pump 50b can be increased or decreased. Also, the timing (the crank angle CA) for starting force-feeding fuel from the second supply pump 50b can also be determined uniquely based on the timing for closing the second adjusting valve 70b.
  • the timings for opening and closing the respective adjusting valves 70a, 70b are defined using a crank angle as a unit thereof.
  • the valve-opening timing is set as a crank angle relative to the valve-closing timing. For example, when stopping force-feeding fuel from the respective supply pumps 50a, 50b, the valve-opening timing is set to "0°CA", and the respective adjusting valves 70a, 70b are kept closed during an intake stroke.
  • the valve-closing timing is set to "180°CA" which corresponds to an amount of change in crank angle during the intake stroke, and the respective adjusting valves 70a, 70b are constantly kept open during the intake stroke.
  • valve-closing timings of the respective adjusting valves 70a, 70b are set based on a rail pressure, a target fuel pressure and the like. A procedure of setting the valve-closing timings will be described hereinafter with reference to a flowchart shown in Fig. 3.
  • the ECU 60 carries out an adjusting valve driving timing calculation routine shown in Fig. 3 as an interruption handling at intervals of a predetermined crank angle (180°CA).
  • step 110 the ECU 60 detects an actual fuel pressure based on a detection signal from the fuel pressure sensor 68.
  • the timing for detecting the actual fuel pressure PCR namely, the timing (the angle) for interruption of the present routine is set to a timing after termination of force-feeding of fuel from the respective supply pumps 50a, 50b (the timings when the crank angle CA reaches, for example, respective angles CAA0, CAA1, ...CAA5).
  • step 120 the ECU 60 calculates a target fuel pressure PCRTRG based on a fuel injection amount and an engine rotational speed NE.
  • the target fuel pressure PCRTRG in relation to the fuel injection amount and the engine rotational speed NE is preliminarily calculated through experiments so that an atomized particle size or the like of injected fuel matches a combustion state of the engine, and is stored in the memory 64 of the ECU 60 as functional data for calculation of the target fuel pressure PCRTRG. Further, in a routine other than the present routine, the fuel injection amount is calculated based on an accelerator opening degree, an engine rotational speed NE and the like and stored in the memory 64.
  • the base valve-closing angle ANGBASE is determined based on a fuel force-feed amount of the fuel pump 30 that is required during steady operation thereof, namely, when the rail pressure is substantially equal to the target fuel pressure PCRTRG and the target fuel pressure PCRTRG is kept substantially constant.
  • the relationship between the base valve-closing angle ANGBASE and the fuel injection amount and the like is stored in the memory 64 as functional data for calculation of the base valve-closing angle ANGBASE.
  • step 150 the ECU 60 calculates a final valve-closing timing (a final valve-closing angle ANGFIN) of the respective adjusting valves 70a, 70b based on a formula (1) shown below.
  • ANGFIN ANGBASE + K P x ⁇ PCR
  • K P x ⁇ PCR represents a feedback correction term and K P represents a proportional gain.
  • the final valve-closing angle ANGFIN is compared in steps 160 through 190 with an upper limit set value "180°CA” and with a lower limit set value "0°CA”, and the final valve-closing angle ANGFIN is corrected in case of necessity. That is, if the final valve-closing angle ANGFIN is greater than "180°CA” (if the result in step 160 is YES), it is set equal to "180° CA” (step 170). If the final valve-closing angle ANGFIN is smaller than "0°CA” (if the result in step 180 is YES), it is set equal to "0°CA” (step 190). After that, the ECU 60 temporarily terminates the processings of the present routine.
  • the ECU 60 adjusts a fuel force-feed amount of the fuel pump 30 by alternately outputting a conduction signal based on the final valve-closing angle ANGFIN to the respective adjusting valves 70a, 70b through the drivers 63, and thereby controls a rail pressure.
  • the ECU 60 adjusts a fuel force-feed amount of the fuel pump 30 so as to control a rail pressure such that the rail pressure coincides with the target fuel pressure PCRTRG.
  • the ECU 60 opens the relief valve 22 for a predetermined length of time to thereby perform a processing of reducing the rail pressure (hereinafter referred to as the "pressure reduction processing").
  • Fig. 4 is a flowchart showing the contents of a processing of "a relief valve driving timing setting routine”.
  • Fig. 5 is a timing chart showing a conduction signal outputted to the relief valve 22 from the drivers 63 of the ECU 60, an open-close state of the relief valve 22 based on the conduction signal, and the like.
  • Fig. 6 is a flowchart showing the contents of a processing of "a relief valve driving control routine”.
  • the conduction signal outputted to the relief valve 22 is defined based on two parameters, namely, a non-conduction time TCLOSE and a conduction time TOPEN.
  • the non-conduction time TCLOSE represents a time from attainment of the reference angle by the crank angle CA to the start of supply of electricity to the relief valve 22.
  • the conduction time TOPEN represents a time from the start of supply of electricity to the relief valve 22 to the stop of supply of electricity.
  • the relief valve 22 is opened and closed based on a conduction signal. However, timings when the relief valve 22 is opened and closed do not completely coincide with timings for starting and stopping supplying electricity to the relief valve 22, respectively. That is, the relief valve 22 is opened after the lapse of a predetermined response delay time ⁇ T1 from the timing for starting electric conduction, and is closed after the lapse of a predetermined response delay time ⁇ T2 from the timing for stopping electric conduction (see (b) in Fig. 5).
  • the non-conduction time TCLOSE is set such that the crank angle CA at which the relief valve 22 is actually opened coincides with a crank angle after a predetermined angle (3 from the reference angle (CAB1, CAB2)(shown in Fig. 5 as CAC1, CAC2 and referred to hereinafter as the "actual valve-opening angle").
  • the actual valve-opening angle (CAC1, CAC2) is preliminarily set so as to be constantly retarded with respect to a timing for terminating fuel injection in the case where the timing for fuel injection by the injectors 12 has been changed in accordance with an operation state of the engine. Accordingly, whenever the relief valve 22 is opened, fuel injection has already been terminated.
  • the conduction time TOPEN is intended to set an open-valve period of the relief valve 22.
  • the conduction time TOPEN is set based on a difference between the actual fuel pressure PCR and the target fuel pressure PCRTRG and the like in the following manner. That is, if the relief valve 22 is opened for the conduction time TOPEN, the actual fuel pressure PCR is reduced to the target fuel pressure PCRTRG.
  • the ECU 60 carries out "the relief valve driving timing setting routine" shown in Fig. 4 as an interruption handling at intervals of a predetermined crank angle (180°CA).
  • step 210 the ECU 60 determines whether or not the actual fuel pressure PCR is higher than a value (PCRTRG + ⁇ P1) obtained by adding a predetermined value ⁇ PI to the target fuel pressure PCRTRG, namely, whether or not the pressure reduction processing needs to be performed.
  • the rail pressure may drop far below the target fuel pressure PCRTRG in response to the opening of the relief valve 22. In other words, there arises a concern that so-called the overshooting phenomenon might occur.
  • the rail pressure is gradually reduced by fuel injection or so-called invalid injection wherein the injectors 12 are driven within a period of invalid injection so as to discharge fuel in the common rail 20 to the relief passage 21 through the interior of the injectors 12.
  • the predetermined value ⁇ P1 is set to a value great enough to avoid an increase in combustion noise, namely, to a value suited to inhibit generation of the overshooting phenomenon.
  • step 210 If it is determined in step 210 that the pressure reduction processing is unnecessary (PCR ⁇ PCRTRG + ⁇ P1), the conduction time TOPEN is set to "0" in step 245. Then, the processings of the present routine are terminated temporarily.
  • step 210 if it is determined in step 210 that the pressure reduction processing is necessary (PCR > PCRTRG + ⁇ P1), the ECU 60 calculates in step 220 a non-conduction time TCLOSE based on the response delay time ⁇ T1 of the relief valve 22 and the engine rotational speed NE.
  • the nonconduction time TCLOSE is set to a relatively short length of time.
  • the response delay time ⁇ T1 is preliminarily calculated through experiments or the like as a response characteristic of the relief valve 22, and is stored in the memory 64 as data for calculating the non-conduction time TCLOSE.
  • the respective supply pumps 50a, 50b start sucking fuel immediately after the crank angle CA has become equal to the detection angle (CAA1 through CAA3) of the actual fuel pressure PCR (see Fig. 2).
  • the sucking of fuel is always terminated before the crank angle CA reaches the reference angle (CAB1, CAB2).
  • the predetermined value API and the reference angle (CAB1, CAB2) are set so as to satisfy such a relationship.
  • the relief valve 22 never starts being supplied with electricity during electric conduction of the respective adjusting valves 70a, 70b.
  • the ECU 60 calculates a pressure reduction rate K (>0). If the relief valve 22 is opened, fuel in the common rail 20 is discharged and the rail pressure thereby decreases.
  • the rate at which the rail pressure decreases is not constant but changes depending on a magnitude of the rail pressure. That is, as shown in Fig. 7, the rate at which the rail pressure decreases (the gradient of an alternate short and long dash line shown in Fig. 7) tends to become lower in proportion to a decrease in rail pressure.
  • the pressure reduction rate K which corresponds to the rate at which the rail pressure decreases, is calculated based on the actual fuel pressure PCR.
  • the relationship between the pressure reduction rate K and the actual fuel pressure PCR is preliminarily found out through experiments or the like, and is stored in the memory 64 as data for calculating the pressure reduction rate K.
  • step 240 the ECU 60 calculates an conduction time TOPEN based on a formula (2) shown below.
  • TOPEN K x (PCR - PCRTRG)
  • the conduction time TOPEN is set longer in proportion to an increase in difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG. Also, if the differential pressure (PCR - PCRTRG) is constant, the conduction time TOPEN is set longer in proportion to a decrease in rail pressure (actual fuel pressure PCR) at the time of the opening of the valve.
  • the respective supply pumps 50a, 50b continue to force-feed fuel immediately before the crank angle CA becomes equal to the detection angle (CAA1, CAA2, CAA3) of the actual fuel pressure PCR (see Fig. 2).
  • the timing for starting force-feeding fuel is retarded in proportion to an increase in difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG. Accordingly, when the conduction time TOPEN is set relatively long, the period for force-feeding fuel from the respective supply pumps 50a, 50b is set relatively short. Thus, the period for force-feeding fuel from the respective supply pumps 50a, 50b does not overlap with the open-valve period of the relief valve 22. In other words, the respective supply pumps 50a, 50b force-feed fuel while fuel is not being discharged by keeping the relief valve 22 open.
  • the ECU calculates in step 250 a maximum value TOPENMAX of the conduction time TOPEN based on the response delay time ⁇ T2 (see Fig. 5) and the engine rotational speed NE.
  • the maximum value TOPENMAX is the maximum value of the conduction time TOPEN under the condition that the relief valve 22 is opened before the crank angle CA reaches the detection angle (CAA1, CAA2, CAA3) of the actual fuel pressure PCR.
  • the maximum value TOPENMAX changes in accordance with the engine rotational speed NE. That is, the maximum value TOPENMAX is set smaller in proportion to an increase in engine rotational speed NE.
  • step 260 the conduction time TOPEN is compared with the aforementioned maximum value TOPENMAX. If it is determined that the conduction time TOPEN is greater than the maximum value TOPENMAX, the conduction time TOPEN is set equal to the maximum value TOPENMAX in step 270.
  • step 270 After the processing in step 270 has been carried out, or if it is determined that the conduction time TOPEN is equal to or smaller than the maximum value TOPENMAX, the ECU 60 temporarily terminates the processings of the present routine.
  • the conduction time TOPEN is prevented from exceeding the maximum value TOPENMAX after termination of the routine. Therefore, whenever the actual fuel pressure PCR is detected, the relief valve 22 is closed. That is, the timing for detecting the actual fuel pressure PCR does not arise while the relief valve 22 is open.
  • the injectors 12 always start fuel injection after detection of the actual fuel pressure PCR. Thus, whenever fuel injection is started, the relief valve 22 is closed.
  • the consideration of the fact that the actual open-valve angle (CAC1, CAC2) of the relief valve 22 is constantly set to a timing retarded with respect to the timing for terminating fuel injection allows one to derive a conclusion that the period for fuel injection, namely, the open-valve period of the injectors 12 does not overlap with the open-valve period of the relief valve 22 either.
  • the respective supply pumps 50a, 50b always start sucking fuel immediately after detection of the actual fuel pressure PCR, and the relief valve 22 is not supplied with electricity any more when the actual fuel pressure PCR is detected. Therefore, the respective adjusting valves 70a, 70b start being supplied with electricity after stopping supplying electricity to the relief valve 22.
  • the consideration of the fact that the relief valve 22 does not start being supplied with electricity during electric conduction of the respective adjusting valves 70a, 70b allows one to derive a conclusion that the period of electric conduction of the adjusting valves 70a, 70b does not overlap with the period of electric conduction of the relief valve 22.
  • the ECU 60 carries out this routine as an interruption handling at intervals of a predetermined crank angle (180°CA).
  • the timing (the angle) for interruption is set to the aforementioned reference angle (CAB1, CAB2).
  • the ECU 60 determines in step 310 whether or not the engine is out of operation. It is determined herein that the engine is out of operation if fuel injection has been stopped with an ignition switch of the engine 10 being turned “OFF" or if the engine rotational speed NE has become equal to or lower than a predetermined rotational speed.
  • the ECU 60 produces in step 320 a conduction signal based on the non-conduction time TCLOSE and the conduction time TOPEN, and outputs the conduction signal to the relief valve 22 through the drivers 63.
  • the relief valve 22 is supplied with electricity in step 325 so as to be kept open for a predetermined length of time.
  • the open-valve period which does not depend on the magnitude of rail pressure at the time of stoppage of the engine, is calculated through experiments or the like as a time which allows the rail pressure to constantly drop below the target fuel pressure at the time of start of the engine, and is stored in the memory 64.
  • the open-valve period may be set as a constant or as a function of coolant temperature at the time of stoppage of the engine.
  • the ECU 60 After having carried out the respective processings in steps 320, 325, the ECU 60 temporarily terminates the processings of the present routine.
  • the pressure reduction processing of the rail pressure is performed in the case where the actual fuel pressure PCR is higher than the target fuel pressure PCRTRG and the difference therebetween is greater than the predetermined value ⁇ PI.
  • the common rail 20 is provided with the relief valve 22 and the rail pressure is reduced based on the opening of the relief valve 22. Therefore, a large amount of fuel can be discharged from the common rail 20. Accordingly, the rail pressure can be reduced smoothly and securely to a level close to the target fuel pressure, and it is possible to suitably inhibit an increase in combustion noise and the like.
  • the open-valve period of the relief valve 22 is set so as not to overlap with the open-valve period of the injectors 12. Accordingly, it is possible to prevent the fuel injection amount or the injection rate from changing due to a decrease in rail pressure based on the opening of the relief valve 22. Hence, the rail pressure can be reduced without adversely affecting fuel injection.
  • the open-valve period of the relief valve 22 is set so as not to overlap with the detection period of the actual fuel pressure PCR, even if the common rail 20 has undergone pressure pulsation at the time of discharge of fuel resulting from the opening of the relief valve 22, the pressure pulsation does not adversely affect detection of the actual fuel pressure PCR. Consequently, the actual fuel pressure can be detected with high precision.
  • Various control amounts based on the actual fuel pressure PCR, such as the fuel injection period and the like, can also be calculated with high precision.
  • the open-valve period of the relief valve 22 when setting the open-valve period of the relief valve 22 so as not to overlap with the open-valve period of the injectors 12 or the detection timing of the actual fuel pressure PCR, the open-valve period of the relief valve 22 can also be set to a sufficiently short constant length of time, preliminarily taking into account changes in open-valve period of the injectors 12 and the like. It is true that such a construction makes it possible to preliminarily set the open-valve period of the relief valve 22 so as not to overlap with the open-valve period of the injectors 12 or the like. However, even if the open-valve period of the relief valve 22 can be set longer so as to correspond to a difference between the rail pressure and the target fuel pressure, the relief valve 22 is kept open only for the constant length of time.
  • the maximum value TOPENMAX is calculated as a criterion value for determining whether or not the open-valve period of the relief valve 22 overlaps with the open-valve period of the injectors 12 or the detection timing of the actual fuel pressure PCR, and the maximum value TOPENMAX is compared with the conduction time TOPEN. Only when the conduction time TOPEN exceeds the maximum value TOPENMAX, the conduction time TOPEN is limited to the maximum value TOPENMAX.
  • the open-valve period of the relief valve 22 can be extended to its maximum as long as it does not overlap with the open-valve period of the injectors 12 or the detection timing of the actual fuel pressure PCR.
  • the rail pressure can be reduced by a suitable amount corresponding to a difference between the actual fuel pressure PCR and the target fuel pressure PCRTRG.
  • the open-valve period of the relief valve 22 is set so as not to overlap with the fuel force-feed period of the respective supply pumps 50a, 50b either. That is, fuel is force-fed and discharged at separate timings.
  • the amount of decrease in rail pressure required in the pressure reduction processing is “ ⁇ Pa” and that the amount of increase in pressure required for force-feeding fuel from the respective supply pumps 50a, 50b is “ ⁇ Pb”.
  • the final amount of change in rail pressure must be equal to ( ⁇ Pb - ⁇ Pa).
  • the amount of change in rail pressure will become equal to ( ⁇ Pb - ⁇ Pa), which adversely affects both force-feeding of fuel and discharging of fuel.
  • the rail pressure can securely be reduced without adversely affecting force-feeding of fuel from the respective supply pumps 50a, 50b.
  • the actual open-valve period of the relief valve 22 is calculated based on a conduction signal supplied thereto and a response characteristic thereof. Therefore, the open-valve period of the relief valve 22 can be calculated with higher precision. Thus, it is possible to avoid an inconvenience which might occur when the open-valve period of the relief valve 22 overlaps with the open-valve period of the injectors 12, the detection timing of the actual fuel pressure PCR or the fuel force-feed period of the respective supply pumps 50a, 50b. In addition, the open-valve period of the relief valve 22 can be extended within a permissible range.
  • the conduction period of the relief valve 22 is set so as not to overlap with the conduction period of the respective adjusting valves 70a, 70b. Hence, it is possible to avoid circumstances wherein the overlapping of those conduction periods disables the battery 59 from supplying a sufficient amount of electric power to the respective valves 22, 70a and 70b and thereby hampers reliable driving thereof. Accordingly, it is possible to prevent force-feeding of fuel from the respective supply pumps 50a, 50b, especially adjustment of a fuel force-feed amount thereof from being adversely affected, and to drive the relief valve 22 reliably.
  • the pressure reduction processing is performed on the condition that the difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG is greater than the predetermined value ⁇ P1.
  • the predetermined value ⁇ P1 is set to a sufficiently great value as long as it does not cause an increase in combustion noise. Therefore, the pressure reduction processing is performed even in the case where the increase in combustion noise is negligible, whereby it becomes possible to avoid circumstances wherein the rail pressure drops below the target fuel pressure. As a result, it is possible to inhibit deterioration in combustion state of the engine which results from an excessive decrease in rail pressure.
  • the conduction time TOPEN namely, the open-valve period of the relief valve 22 is calculated based on the difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG and the pressure reduction rate K. Therefore, unless the conduction time TOPEN is limited by the maximum value TOPENMAX, the rail pressure can be reduced precisely to the target fuel pressure PCRTRG.
  • the relief valve 22 is opened for a predetermined length of time so as to securely reduce the rail pressure to a pressure lower than the target fuel pressure.
  • the aforementioned open-valve period can be changed in accordance with a coolant temperature at the time of stoppage of the engine, whereby it becomes possible to make the rail pressure at the time of restart of the engine closer to the target fuel pressure, and to ensure further improved startability of the engine while suitably inhibiting an increase in combustion noise.
  • the pressure reduction processing is performed on the condition that the difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG exceeds the predetermined value ⁇ P1, whereby the open-valve period of the relief valve 22 is prevented from overlapping with the fuel force-feed period of the fuel pump 30.
  • the following construction can also be adopted for example.
  • the timing (the crank angle CA) for starting force-feeding fuel from the fuel pump 30 is calculated based on the final valve-closing angle ANGFIN.
  • the maximum value TOPENMAX of the conduction time TOPEN is calculated based on the response delay time ⁇ T2 of the relief valve 22 and the engine rotational speed NE. In this case, however, the maximum value TOPENMAX is calculated under the condition that the relief valve 22 is closed prior to attainment of the timing for starting force-feeding fuel by the crank angle CA.
  • the conduction time TOPEN is set equal to the maximum value TOPENMAX. In this manner, the conduction time TOPEN is limited to a value equal to or smaller than the maximum value TOPENMAX, whereby the fuel pump 30 always starts force-feeding fuel after the relief valve 22 has been closed.
  • the open-valve period of the relief valve 22 can be extended to its maximum as long as it does not overlap with the period of force-feeding of fuel from the fuel pump 30, and the rail pressure can be reduced by a suitable amount corresponding to the difference between the actual fuel pressure PCR and the target fuel pressure PCRTRG.
  • the conduction time TOPEN is set based on the difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG and the pressure reduction rate K.
  • the conduction time TOPEN may be constant and may be limited to a value that is equal to or smaller than the maximum value TOPENMAX.
  • the conduction time TOPEN is limited to a value that is equal to or smaller than the maximum value TOPENMAX, whereby the open-valve period of the relief valve 22 is prevented from overlapping with the detection timing of the actual fuel pressure PCR or the open-valve period of the injectors 12.
  • the processing for limiting the conduction time TOPEN may be omitted.
  • the conduction time TOPEN may be set to a sufficiently small constant value, whereby the open-valve period of the relief valve 22 can be set preliminarily so as not to overlap with the detection timing of the actual fuel pressure PCR or the open-valve period of the injectors 12.
  • the drivers 63 can be used commonly for the respective adjusting valves 70a, 70b. As a result, the overall structure can be simplified.
  • the pressure reduction processing for the rail pressure based on invalid injection by the injectors 12 may also be performed.
  • these processings may be performed as follows. That is, if the difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG is higher than a predetermined pressure, the pressure reduction processing based on the opening of the relief valve 22 is selected. On the other hand, if the difference (PCR -PCRTRG) is lower than the predetermined pressure, the pressure reduction processing based on invalid injection by the injectors 12 is selected.
  • the pressure reduction rate K is set as a function of the actual fuel pressure PCR. However, it is also possible to set the pressure reduction rate K as a constant.
  • the common rail 22 may be provided with a mechanical pressure regulator that opens when the rail pressure rises above a withstanding pressure of a fuel force-feed system.
  • the relief valve 22 is attached to the common rail 20.
  • the relief valve 22 may be attached to a fuel passage that accumulates fuel at the same pressure as in the common rail 20, for example, to the discharge passage 23.
  • the pressure reduction processing is performed on the condition that the difference between the actual fuel pressure PCR and the target fuel pressure PCRTRG exceeds the predetermined value ⁇ P1.
  • the pressure reduction processing may be performed, for example, on the condition that the actual fuel pressure PCR exceeds the target fuel pressure PCRTRG.
  • the relief valve 22 may be designed as a valve whose opening degree is adjustable. By variably setting the opening degree in accordance with the difference (PCR - PCRTRG) between the actual fuel pressure PCR and the target fuel pressure PCRTRG, the pressure reduction rate can be adjusted.

Claims (9)

  1. Kraftstoffdruck-Steuervorrichtung für ein Hochdruck-Kraftstoffeinspritzsystem, das mit einer Speicherleitung (20) zum Zuführen eines Kraftstoffs, der mit einem hohen Druck gespeichert wird, an ein Kraftstoffeinspritzventil (12) ausgerüstet ist, wobei die Vorrichtung folgende Merkmale aufweist:
    eine Kraftstoffpumpe (30) zum Unterdrucksetzen eines zugeführten Kraftstoffs auf einen hohen Druck und zum Zwangszuführen des Kraftstoffs an die Speicherleitung (20);
    ein Überdruckventil (22) zum Steuern einer Abführung eines Kraftstoffs in der Speicherleitung (20);
    eine Erfassungseinrichtung (68) zum Erfassen eines Kraftstoffdrucks in der Speicherleitung (20);
    eine Berechnungseinrichtung (60) zum Bestimmen eines Solldrucks eines Kraftstoffs in der Speicherleitung (20);
    eine Kraftstoffdruck-Steuereinrichtung (60) zum Öffnen des Überdruckventils (22) basierend auf dem erfaßten Kraftstoffdruck und dem berechneten Solldruck und zum Reduzieren eines Kraftstoffdrucks in der Speicherleitung (20); und
    eine Überdruckventilansteuerungs-Steuereinrichtung (60) zum Steuern einer Ventil-offen-Zeitdauer des Überdruckventils (22),
    wobei die Überdruckventilansteuerungs-Steuereinrichtung (60) das Überdruckventil (22) derart steuert, daß verhindert wird, daß sich die Ventil-offen-Zeitdauer des Überdruckventils (22) mit einer Zeitdauer überschneidet, während der das Kraftstoffeinspritzventil (12) offen ist,
    dadurch gekennzeichnet, daß
    die Überdruckventilansteuerungs-Steuereinrichtung (60) das Überdruckventil (22) derart steuert, daß verhindert wird, daß sich die Ventil-offen-Zeitdauer des Überdruckventils (22) mit einem Steuerzeitpunkt überschneidet, zu dem die Kraftstoffdruck-Erfassungseinrichtung (68) einen Kraftstoffdruck erfaßt,
  2. Kraftstoffdruck-Steuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Überdruckventilansteuerungs-Steuereinrichtung (60) verhindert, daß sich die Ventil-offen-Zeitdauer des Überdruckventils (22) mit dem Erfassungs-Steuerzeitpunkt des Kraftstoffdrucks durch die Erfassungseinrichtung (68) überschneidet, in dem die Ventil-offen-Zeitdauer des Überdruckventils (22) kurz eingestellt wird.
  3. Kraftstoffdruck-Steuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Überdruckventilansteuerungs-Steuereinrichtung (60) die Ventil-offen-Zeitdauer des Überdruckventils (22) basierend auf einer Differenz zwischen dem erfaßten Kraftstoffdruck PCR und dem berechneten Soll-Kraftstoffdruck PCRTRG einstellt.
  4. Kraftstoffdruck-Steuervorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die Überdruckventilansteuerungs-Steuereinrichtung (60) das Überdruckventil (22) öffnet, wenn der erfaßte Kraftstoffdruck PCR um einen vorbestimmten Druck API höher ist als der berechnete Solldruck PCRTRG.
  5. Kraftstoffdruck-Steuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Überdruckventilansteuerungs-Steuereinrichtung (60) ein Ventil-Öffnungssignal des Überdruckventils (22) in einer solchen Weise ausgibt, daß ein Ventil-Öffnungssteuerzeitpunkt des Überdruckventils (22) in bezug auf eine Beendigung einer Kraftstoffeinspritzung des Kraftstoffeinspritzventils (12) konstant verzögert.
  6. Kraftstoffdruck-Steuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die elektronische Steuereinheit (60) eine maximale Ventil-offen-Zeitdauer TOPENMAX des Überdruckventils (22) basierend auf einer Ansprechverzögerungszeit ΔT2 und einer Motordrehzahl NE berechnet.
  7. Kraftstoffdruck-Steuervorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß die maximale Ventil-offen-Zeitdauer TOPENMAX kürzer ist während die Motordrehzahl NE höher ist.
  8. Kraftstoffdruck-Steuervorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß die Überdruckventilansteuerungs-Steuereinrichtung (60) die Ventil-offen-Zeitdauer des Überdruckventils (22) basierend auf einer abnehmenden Geschwindigkeit des Überdruckventils (22) und eines Differenzdrucks PCR-PCRTRG zwischen dem erfaßten Kraftstoffdruck (PCR) und dem berechneten Soll-Kraftstoffdruck PCRTRG einstellt.
  9. Kraftstoffdruck-Steuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß die Überdruckventilansteuerungs-Steuereinrichtung (60) ein Ventil-Öffnungssignal und ein Ventil-Schließsignal des Überdruckventils (22) basierend auf einer Ansprechverzögerungszeit ΔT2 des Überdruckventils (22) ausgibt.
EP03001463A 1999-02-19 2000-02-03 Einrichtung zur Brennstoffdrucksteuerung Expired - Lifetime EP1304470B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP4135899 1999-02-19
JP04135899A JP4023020B2 (ja) 1999-02-19 1999-02-19 高圧燃料噴射系の燃料圧制御装置
EP00102392A EP1030048B1 (de) 1999-02-19 2000-02-03 Kraftstoffdrucksteuervorrichtung für ein Hochdruckkraftstoffeinspritzsystem

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EP00102392A Division-Into EP1030048B1 (de) 1999-02-19 2000-02-03 Kraftstoffdrucksteuervorrichtung für ein Hochdruckkraftstoffeinspritzsystem
EP00102392A Division EP1030048B1 (de) 1999-02-19 2000-02-03 Kraftstoffdrucksteuervorrichtung für ein Hochdruckkraftstoffeinspritzsystem

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EP1304470A2 EP1304470A2 (de) 2003-04-23
EP1304470A3 EP1304470A3 (de) 2004-05-19
EP1304470B1 true EP1304470B1 (de) 2005-08-24

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EP00102392A Expired - Lifetime EP1030048B1 (de) 1999-02-19 2000-02-03 Kraftstoffdrucksteuervorrichtung für ein Hochdruckkraftstoffeinspritzsystem
EP03001464A Withdrawn EP1304471A3 (de) 1999-02-19 2000-02-03 Einrichtung zur Brennstoffdrucksteuerung

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JP4432610B2 (ja) * 2004-05-17 2010-03-17 トヨタ自動車株式会社 内燃機関の燃料供給装置
JP4603867B2 (ja) * 2004-12-07 2010-12-22 日立オートモティブシステムズ株式会社 可変容量式燃料ポンプの制御装置及び燃料供給システム
KR100890577B1 (ko) 2005-03-18 2009-03-25 도요타 지도샤（주） 2계통 연료 분사식 엔진
BRPI0609367B1 (pt) 2005-03-18 2018-08-28 Toyota Motor Co Ltd motor de combustão interna provido com sistema duplo de injeção de combustível
EP1860303B1 (de) 2005-03-18 2019-10-30 Toyota Jidosha Kabushiki Kaisha Verbrennungsmotor
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JP4600369B2 (ja) 2006-09-05 2010-12-15 株式会社デンソー 減圧弁遅延補償装置、及びプログラム
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EP1030048B1 (de) 2004-12-29
EP1304471A2 (de) 2003-04-23
DE60016989T2 (de) 2005-06-09
JP4023020B2 (ja) 2007-12-19
EP1304470A3 (de) 2004-05-19
DE60016989D1 (de) 2005-02-03
EP1304470A2 (de) 2003-04-23
ES2232336T3 (es) 2005-06-01
ES2243809T3 (es) 2005-12-01
JP2000240494A (ja) 2000-09-05
EP1030048A2 (de) 2000-08-23
EP1304471A3 (de) 2004-05-19
EP1030048A3 (de) 2002-03-27
DE60022233D1 (de) 2005-09-29
DE60022233T2 (de) 2006-03-09

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