EP1870587B1 - Dispositif de commande de quantite d injection de carburant d un moteur diesel - Google Patents

Dispositif de commande de quantite d injection de carburant d un moteur diesel Download PDF

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Publication number
EP1870587B1
EP1870587B1 EP06731914A EP06731914A EP1870587B1 EP 1870587 B1 EP1870587 B1 EP 1870587B1 EP 06731914 A EP06731914 A EP 06731914A EP 06731914 A EP06731914 A EP 06731914A EP 1870587 B1 EP1870587 B1 EP 1870587B1
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EP
European Patent Office
Prior art keywords
injection amount
intake pressure
upper limit
fuel injection
limit value
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.)
Expired - Fee Related
Application number
EP06731914A
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German (de)
English (en)
Other versions
EP1870587A1 (fr
EP1870587A4 (fr
Inventor
Masato Takeuchi
Hitoshi Hosaki
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 Industries Corp
Toyota Motor Corp
Original Assignee
Toyota Industries Corp
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 Industries Corp, Toyota Motor Corp filed Critical Toyota Industries Corp
Publication of EP1870587A1 publication Critical patent/EP1870587A1/fr
Publication of EP1870587A4 publication Critical patent/EP1870587A4/fr
Application granted granted Critical
Publication of EP1870587B1 publication Critical patent/EP1870587B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold 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
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections

Definitions

  • the present invention relates to a fuel injection amount control apparatus applied to a diesel engine.
  • Patent Document 1 there is disclosed a fuel injection amount control apparatus which selects a specific control pattern from a plurality of maximum injection amount control patterns in correspondence to a shift position of a transmission, and controls the maximum injection amount in correspondence to the selected control pattern.
  • the fuel injection amount is determined on the basis of the selected intake amount and the engine speed.
  • an upper limit value of the fuel injection amount is an important element for avoiding the black smoke generation and considering the high torque requirement.
  • the upper limit value of the fuel injection amount is set on the basis of an amount of oxygen drawn into a combustion chamber.
  • the oxygen amount within the combustion chamber is measured, for example, by detecting an intake pressure.
  • the intake pressure tends to be lower than the steady operation.
  • an air pressure is lower in a high location than in a flat land, the intake pressure at a time of the steady operation tends to become lower.
  • the intake pressure is changed in accordance with the traveling state and the traveling environment of the vehicle, there is a case that the upper limit value of the fuel injection amount is different even in the same engine speed and engine load.
  • the fuel is injected at different injection timings between the steady operation time and the accelerating operation time.
  • the upper limit value of the fuel injection amount is different even in the same intake pressure (oxygen amount).
  • Patent Document 2 does not disclose an idea that the upper limit value of the injection amount is determined so as to be proper to each of the non-transient state and the transient state, under the same intake pressure.
  • An objective of the present invention is to provide a fuel injection amount control apparatus of a diesel engine which determines an upper limit value of an injection amount so as to be proper to each of a non-transient state and a transient state.
  • a fuel injection amount control apparatus of a diesel engine provided with a fuel injection apparatus, comprising the features of claim 1.
  • the specifying means specifies the injection amount upper limit value of the fuel by using the first injection amount upper limit value in the case that the operating state of the engine is the transient state, and specifies the injection amount upper limit value of the fuel by using the second injection amount upper limit value information in the case that the operating state of the engine is the non-transient state.
  • the first injection amount upper limit value information corresponds to information of the injection amount upper limit value which is previously determined in correspondence to the oxygen amount relevant value and the transient state
  • the injection amount upper limit value corresponds to a limit value of the fuel injection amount complying with the transient state.
  • the second injection amount upper limit value information corresponds to information of the injection amount upper limit value which is previously determined in correspondence to the oxygen amount relevant value and the non-transient state, and the injection amount upper limit value corresponds to a limit value of the fuel injection amount complying with the non-transient state.
  • the injection amount upper limit value corresponds to a limit value of the fuel injection amount complying with the non-transient state.
  • the fuel injection amount control apparatus be provided with detecting means detecting a value relevant to the amount of the oxygen sucked into the cylinder, that the first injection amount upper limit value information be constituted by a calculating expression of the first injection amount upper limit value having a first correction coefficient of the oxygen amount relevant value, that the second injection amount upper limit value information be constituted by a calculating expression of the second injection amount upper limit value having a second correction coefficient of the oxygen amount relevant value, that the specifying means specify the first correction coefficient of the oxygen amount relevant value in the first injection amount upper limit value information on the basis of the oxygen amount relevant value detected by the detecting means in the case that the operating state of the engine is the transient state, and that the specifying means specify the second correction coefficient of the oxygen amount relevant value in the second injection amount upper limit value information on the basis of the oxygen amount relevant value detected by the detecting means in the case that the operating state of the engine is the non-transient state.
  • the first injection amount upper limit value information be constituted by a calculating expression of the first injection amount upper limit value having
  • a pilot injection be executed prior to a main injection in the diesel engine. Further, in the fuel injection amount control apparatus mentioned above, it is desirable that the control means control the fuel injection amount by changing an injection period of the pilot injection. Further, in the fuel injection amount control apparatus mentioned above, it is desirable that the control means control the fuel injection amount by changing a start timing of the pilot injection. In accordance with these structures, it is possible to intend to improve a specific fuel consumption, and it is possible to reduce a noise generated at a time of combustion.
  • a diesel engine 10 is provided with a plurality of cylinders 11, and a cylinder head 12.
  • a plurality of fuel injection nozzles 13 are attached to the cylinder head 12 in correspondence to the respective cylinders 11.
  • Each of the fuel injection nozzles 13 injects a fuel (diesel oil) into each of the cylinders 11.
  • the fuel is supplied into each of the cylinders 11 from each of the fuel injection nozzles 13, on the basis of a pilot injection, and a main injection executed after the pilot injection. Specifically, the main injection is started after the piston within the cylinder 11 reaches a compression top dead center, and the pilot injection is started before the piston within the cylinder 11 reaches the compression top dead center.
  • turbocharger 16 operated by utilizing exhaust gas discharged from each of the cylinders 11.
  • the intake passage 15 is provided with a compressor portion 161 of the turbocharger 16.
  • the throttle valve 18 is provided between the compressor portion 161 of the turbocharger 16 and the intake manifold 14. The air discharged from the compressor portion 161 passes through the intake passage 15 and the intake manifold 14 and is supplied to each of the cylinders 11.
  • an intake air temperature detector 23 detecting a temperature (an intake air temperature) of the air supplied to each of the cylinders 11, and a pressure detector 24 detecting a pressure (an intake pressure) within the intake manifold 14.
  • Each of the intake air temperature detector 23 and the pressure detector 24 is connected to the control computer C. Information of the intake air temperature detected by the intake air temperature detector 23, and information of the intake pressure detected by the pressure detector 24 are inputted into the control computer C.
  • the control computer C calculates an injection amount upper limit value Q1 on the basis of a calculation expression [1] of a first injection amount upper limit value shown below, or calculates an injection amount upper limit value Q2 on the basis of a calculation expression [2] of a second injection amount upper limit value.
  • Q ⁇ 1 H ⁇ 1 ⁇ T ⁇ Qo
  • Q ⁇ 2 H ⁇ 2 ⁇ T ⁇ Qo
  • H1 and H2 respectively indicate first and second intake pressure correction coefficients
  • T indicates an intake air temperature.
  • the first intake pressure correction coefficient H1 corresponds to a first correction coefficient of an oxygen amount relevant value
  • the second intake pressure correction coefficient H2 corresponds to a second correction coefficient of the oxygen amount relevant value.
  • the control computer C stores a map shown in Fig. 1(b) .
  • Curve h1 in Fig. 1(b) expresses a part of a map (hereinafter refer to as a amp M1) of the first intake pressure correction coefficient H1 in the transient state
  • curve h2 expresses a part of a map (hereinafter, refer to as a map M2) of the second intake pressure correction coefficient H2 in the non-transient state.
  • a map M2 expresses a part of a map (hereinafter, refer to as a map M2) of the second intake pressure correction coefficient H2 in the non-transient state.
  • Each of curves h1 and h2 is set in correspondence to the intake pressure and the engine speed.
  • the map M1 expresses a relationship between the intake pressure and the first intake pressure correction coefficient H1 under the transient state, and is constituted by an assembly of curves set per engine speed.
  • the map M2 expresses a relationship between the intake pressure and the second intake pressure correction coefficient H2 under the non-transient state, and is constituted by an assembly of curves set per engine speed.
  • the map M1 including curve h1 and the map M2 including the curve h2 correspond to the information of the first and second intake pressure correction coefficients H1 and H2, and are previously determined in correspondence to the intake pressure.
  • the first and second intake pressure correction coefficients H1 and H2 are set in such a manner as to be larger in accordance that the intake pressure becomes higher. This is because the oxygen amount is increased in accordance that the intake pressure becomes higher. Further, the first and second intake pressure correction coefficients H1 and H2 are set such as to be larger in accordance that the engine speed becomes higher.
  • control for specifying the intake pressure correction coefficient by the control computer C with reference to the flowchart in Fig. 2 .
  • the control is repeatedly executed by the control computer C in accordance with a predetermined cycle.
  • control computer C inputs various detected information such as an engine speed Nx, an accelerator pedal depression degree Kx, an intake pressure Px, an engine load F and the like (step S1).
  • the control computer C determines a target intake pressure Po at a time of a steady operation on the basis of the engine speed Nx and the engine load F (step S2). Further, the control computer C controls a vane opening degree of the turbine portion 162 of the turbocharger 16 in such a manner as to matches a current intake pressure Px with the target intake pressure Po.
  • the control computer C compares a current accelerator pedal depression degree Kx with a previously set accelerator pedal depression degree Ko (step S3). In the case that the current accelerator pedal depression degree Kx is equal to or more than the accelerator pedal depression degree Ko (YES in step S3), the control computer C compares a difference
  • the control computer C determines that the operating state of the engine is the transient state, and specifies the first intake pressure correction coefficient H1 by using the engine speed Nx, the intake pressure Px and the map M1 on the basis of the result of determination (step S5).
  • the control computer C calculates the injection amount upper limit value Q1 by using the specified first intake pressure correction coefficient H1 and the calculation expression [1] (step S6).
  • the control computer C determines that the operating state of the engine is the non-transient state, and specifies the second intake pressure correction coefficient H2 by using the engine speed Nx, the intake pressure Px, and the map M2 on the basis of the result of determination (step S7).
  • the control computer C calculates the injection amount upper limit value Q2 by using the specified second intake pressure correction coefficient H2 and the calculation expression [2] (step S8).
  • the control computer C specifies a basic fuel injection mode executed at a time of the steady operation on the basis of the engine speed Nx, the accelerator pedal depression degree Kx and the like (step S9).
  • the basic fuel injection mode includes a start timing and an injecting time of the main injection, a start timing and an injecting time of the pilot injection, and a fuel injection amount determined in accordance with the injecting time. In this case, if the fuel injection amount becomes equal to or more than the injection amount upper limit value Q2 at this time, the basic fuel injection mode is changed in such a manner that the value of the fuel injection amount comes to Q2.
  • the fuel injection amount of the basic fuel injection mode specified as mentioned above is set to be equal to or less than the injection amount upper limit value Q2 determined in step S8.
  • the control computer C executes the pilot injection on the basis of the start timing and the injecting time determined as mentioned above. After the end of the pilot injection, the control computer C executes the main injection amount on the basis of the determined start timing and injecting time.
  • a spark advance control mentioned above a generation of black smoke can be avoided, and a maximum fuel injection is increased while achieving a high torque requirement.
  • the fuel injection amount is increased by extending the injecting time at a time of the transient operation, in comparison with the conventional method of specifying the maximum fuel injection amount on the basis of the intake pressure regardless of the operating state of the engine, whereby it is possible to improve an acceleration response.
  • the accelerator pedal depression degree detector corresponds to engine load detecting means.
  • the crank angle detector 20 constitutes the engine speed detecting means detecting the engine speed, together with the control computer C.
  • the pressure detector 24 corresponds to intake pressure detecting means serving as detecting means.
  • the control computer C constitutes state detecting means detecting whether the operating state of the engine is the transient state or the non-transient state, together with the pressure detector 24 and the engine speed detecting means.
  • control computer C also corresponds to specifying means specifying an injection amount upper limit value by using the injection amount upper limit value information (the calculation expression [1]) in the case that the operating state of the engine is the transient state, and specifying the injection amount upper limit value by using the second injection amount upper limit value information (the calculation expression [2]) in the case that the operating state of the engine is the non-transient state. Further, the control computer C also corresponds to control means executing the fuel injection in a range equal to or less than the specified first and second injection amount upper limit values.
  • the detecting means may employ an air flow meter detecting a flow rate of the air flowing through the intake path 15.
  • the pilot injection does not need to be used.
  • the turbocharger 16 does not need to be mounted on the diesel engine 10.
  • control computer C may determine the transient state in the case that the current accelerator pedal depression degree Kx is equal to or more than the previously set accelerator pedal depression degree K0, and a change amount per a unit time of the accelerator pedal depression degree Kx is equal to or more than a predetermined value, at a time of determining the operating state of the engine.

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  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (5)

  1. Appareil de commande de quantité d'injection de carburant d'un moteur diesel (10) muni d'un appareil d'injection de carburant, comprenant :
    un moyen de détection d'état (C) détectant si un état de fonctionnement du moteur (10) est un état transitoire ou un état non transitoire ;
    un moyen de détection (24) détectant une pression d'admission (Px) en tant que valeur relative à la quantité de l'oxygène aspiré dans le cylindre,
    un moyen de spécification (C) stockant des informations de première valeur de limite supérieure de quantité d'injection constituées par une expression de calcul de la première valeur de limite supérieure de quantité d'injection (Q1) ayant un premier coefficient de correction (H1) de la pression d'admission (Px) et préalablement déterminées en correspondance avec la pression d'admission (Px) et l'état transitoire, et des informations de deuxième valeur de limite supérieure de quantité d'injection constituées par une expression de calcul de la deuxième valeur de limite supérieure de quantité d'injection (Q2) ayant un deuxième coefficient de correction (H2) de la pression d'admission et préalablement déterminées en correspondance avec la pression d'admission (Px) et l'état non-transitoire,
    dans lequel, dans le cas où l'état de fonctionnement du moteur (10) est l'état transitoire, ledit moyen de spécification (C) spécifie le premier coefficient de correction (H1) de la pression d'admission (Px) dans lesdites informations de première valeur de limite supérieure de quantité d'injection sur la base de la pression d'admission (Px) détectée par ledit moyen de détection (24), dans lequel, dans le cas où l'état de fonctionnement du moteur (10) est l'état non-transitoire, ledit moyen de spécification (C) spécifie le deuxième coefficient de correction (H2) de la pression d'admission (Px) dans lesdites informations de deuxième valeur de limite supérieure de quantité d'injection sur la base de la pression d'admission (Px) détectée par ledit moyen de détection (24),
    dans lequel les premier et deuxième coefficients de correction (H1, H2) sont spécifiés de manière à déterminer les première et deuxième valeurs de limite supérieure de quantité d'injection (Q1, Q2) conformes à l'état transitoire et l'état non-transitoire en considérant différents modes d'injection de carburant, et
    un moyen de commande (C) effectuant une injection de carburant à une quantité d'injection inférieure ou égale à la valeur de limite supérieure de quantité d'injection (Q1, Q2) spécifiée par ledit moyen de spécification (C).
  2. Appareil de commande de quantité d'injection de carburant d'un moteur diesel (10) selon la revendication 1, dans lequel ledit moyen de détection (24) est constitué par un moyen de détection de pression d'admission (24) détectant la pression d'admission (Px).
  3. Appareil de commande de quantité d'injection de carburant d'un moteur diesel (10) selon l'une quelconque des revendications 1 ou 2, dans lequel une injection pilote est exécutée avant une injection principale dans ledit moteur diesel (10).
  4. Appareil de commande de quantité d'injection de carburant d'un moteur diesel (10) selon la revendication 3, dans lequel ledit moyen de commande (C) commande la quantité d'injection de carburant en changeant une période d'injection de ladite injection pilote.
  5. Appareil de commande de quantité d'injection de carburant d'un moteur diesel selon la revendication 4, dans lequel ledit moyen de commande (C) commande la quantité d'injection de carburant en changeant un temps de début de ladite injection pilote.
EP06731914A 2005-04-15 2006-04-14 Dispositif de commande de quantite d injection de carburant d un moteur diesel Expired - Fee Related EP1870587B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2005118827A JP2006299833A (ja) 2005-04-15 2005-04-15 ディーゼルエンジンにおける燃料噴射量制御装置
PCT/JP2006/307978 WO2006112414A1 (fr) 2005-04-15 2006-04-14 Dispositif de commande de quantite d’injection de carburant d’un moteur diesel

Publications (3)

Publication Number Publication Date
EP1870587A1 EP1870587A1 (fr) 2007-12-26
EP1870587A4 EP1870587A4 (fr) 2009-09-30
EP1870587B1 true EP1870587B1 (fr) 2013-01-09

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EP06731914A Expired - Fee Related EP1870587B1 (fr) 2005-04-15 2006-04-14 Dispositif de commande de quantite d injection de carburant d un moteur diesel

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EP (1) EP1870587B1 (fr)
JP (1) JP2006299833A (fr)
WO (1) WO2006112414A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006051439B4 (de) * 2006-10-31 2009-01-29 Continental Automotive Gmbh Verfahren zur Steuerung einer Brennkraftmaschine
JP4306722B2 (ja) 2006-11-24 2009-08-05 トヨタ自動車株式会社 燃料噴射装置
JP4770742B2 (ja) * 2007-01-17 2011-09-14 株式会社デンソー エンジンの燃料噴射制御装置及び燃焼装置
JP4905213B2 (ja) * 2007-03-28 2012-03-28 マツダ株式会社 ディーゼルエンジンの制御装置
JP6842382B2 (ja) * 2017-08-09 2021-03-17 株式会社豊田自動織機 制御装置および制御方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02305336A (ja) * 1989-05-19 1990-12-18 Toyota Motor Corp ディーゼル機関の燃料噴射量制御装置
JPH04365943A (ja) * 1991-06-11 1992-12-17 Toyota Motor Corp 内燃機関の燃料噴射量制御装置
JPH08303278A (ja) * 1995-05-02 1996-11-19 Nissan Motor Co Ltd ディーゼル機関の燃料噴射制御装置
JP2000161109A (ja) * 1998-11-30 2000-06-13 Mazda Motor Corp ディーゼルエンジンの制御装置
JP3823643B2 (ja) * 1999-12-03 2006-09-20 いすゞ自動車株式会社 エンジンの燃料噴射制御装置
JP3864671B2 (ja) * 2000-06-12 2007-01-10 日産自動車株式会社 ディーゼルエンジンの燃料噴射制御装置
JP4135539B2 (ja) * 2003-03-17 2008-08-20 トヨタ自動車株式会社 排気再循環式内燃機関の燃料噴射量制御装置

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JP2006299833A (ja) 2006-11-02
WO2006112414A1 (fr) 2006-10-26
EP1870587A1 (fr) 2007-12-26
EP1870587A4 (fr) 2009-09-30

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