EP2112358B1 - Appareil de contrôle de l'apprentissage de la quantité de carburant à injecter - Google Patents

Appareil de contrôle de l'apprentissage de la quantité de carburant à injecter Download PDF

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Publication number
EP2112358B1
EP2112358B1 EP09158441.7A EP09158441A EP2112358B1 EP 2112358 B1 EP2112358 B1 EP 2112358B1 EP 09158441 A EP09158441 A EP 09158441A EP 2112358 B1 EP2112358 B1 EP 2112358B1
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EP
European Patent Office
Prior art keywords
learning
fuel injection
injection amount
engine
amount
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.)
Active
Application number
EP09158441.7A
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German (de)
English (en)
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EP2112358A2 (fr
EP2112358A3 (fr
Inventor
Masahiro Minami
Yoshiyasu Ito
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
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Publication of EP2112358A3 publication Critical patent/EP2112358A3/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—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
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • 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
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • 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
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • 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
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • 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
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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 invention relates to a fuel injection amount learning control apparatus that is mounted on an internal combustion engine such as a diesel engine or the like to perform a learning operation for appropriately obtaining a fuel injection amount from a fuel injection valve.
  • the invention relates to an improvement for completing a learning operation efficiently.
  • pilot injection namely, the injection of an extremely small amount of fuel into cylinders is carried out prior to main injection for the purpose of reducing the level of combustion noise or reducing the discharge amount of NOx.
  • pilot injection differs depending on the operation state of the engine at that time.
  • this pilot injection amount depends on the cylinder capacity of the engine as well, but is substantially several cubic millimeters, and pilot injection is carried out in a target pilot injection amount calculated on the basis of an engine rotational speed or the like.
  • open/close control the control of an open-valve time length of fuel injection valves (which may also be referred to hereinafter as injectors) is performed in accordance with the pressure of fuel injection.
  • an operation of learning a pilot injection amount as disclosed in, for example, EP 1 491 751 A1 described below is performed.
  • an operation of learning a pilot injection, amount in a common rail type diesel engine is disclosed.
  • an open-valve time length of the injectors is appropriately set in accordance with a fuel injection pressure, and fuel injection is carried out in a target pilot injection amount.
  • a pilot injection amount setting map in which relationships between the pilot injection amount and the time, length of energization (open-valve time length) of the injectors are stored for cylinders (the injectors) respectively for a plurality of levels (e.g., 4 levels) of common rails (e.g., 30 MPa, 60 MPa, 90 MPa, 120 MPa). That is, a time length of energization of the injectors corresponding to a common rail pressure is calculated in accordance with the pilot injection amount setting map such that a target pilot injection amount determined in accordance with an engine rotational speed or the like is obtained. For example, in a four-cylinder engine in which learning is carried out respectively for four levels of common rail pressures, 16 learning values (map values) are stored in the pilot injection amount setting map.
  • the aforementioned operation of learning the pilot injection amount is intended to appropriately correct the learning values on the aforementioned pilot injection amount setting map, and to thereby make it possible to carry out pilot injection in an appropriate pilot injection amount even in the case of individual dispersion among the aforementioned fuel injection systems or a change in the amount of injection over time.
  • this learning operation when a command for the injectors as the amount of injection is equal to or smaller than zero (e.g., when the operating degree of an accelerator is "0" while running: when a shift-up operation or the like is performed in a vehicle mounted with a manual transmission), fuel is injected toward a specific one of the cylinders (that one of the cylinders in which a piston is located in the vicinity of a top dead center) in an extremely small amount equal to a pilot injection amount (this fuel injection will be referred to hereinafter as "single injection"), and an amount of change in engine rotational speed (an amount of change in engine operation state) resulting from this single injection or the like is recognized.
  • a command for the injectors as the amount of injection is equal to or smaller than zero (e.g., when the operating degree of an accelerator is "0" while running: when a shift-up operation or the like is performed in a vehicle mounted with a manual transmission)
  • fuel is injected toward a specific one of the cylinders (that one
  • pilot injection amount setting map Data on the amount of change in engine operation state in the case where single injection is carried out exactly in a predetermined amount are compared with an amount of change in engine operation state in the case where single injection is actually carried out.
  • the learning value in the aforementioned pilot injection amount setting map is corrected in accordance with an amount of discrepancy between those amounts. This operation is performed respectively for the common rail pressures on the aforementioned pilot injection amount setting map and respectively for the cylinders.
  • pilot injection can be carried out in an appropriate pilot injection amount for all the cylinders regardless of the pressure in the common rail.
  • FIG. 9 shows, from above, changes in the deterioration degree of an injector, changes in the injection amount accuracy of the injector, and changes in learning value respectively in the case where a learning value for correcting a change in the amount of fuel injection resulting from a deterioration in the injector over time.
  • the injector deteriorates as the running distance of the vehicle increases (see a waveform representing the deterioration degree of the injector), but a learning operation is performed at predetermined intervals (see learning timings on a waveform representing the injection amount accuracy of the injector), and the learning value is updated (see a waveform representing the learning value).
  • the injection amount accuracy of the injector is thereby appropriately obtained.
  • a guaranteed injection amount accuracy line in FIG 9 prescribes a permissible limit value of a deterioration in the injection amount accuracy of the injector, and the learning operation is periodically performed such that the injection amount accuracy of the injector does not exceed this guaranteed injection amount accuracy line.
  • the timing when this learning operation is performed is set to a timing when injection is not carried out, namely, when a shift to a learning mode is made as soon as the vehicle runs by a predetermined running distance since a time point corresponding to the performance of the last learning operation and the command for the injector as the amount of injection is equal to or smaller than zero in this mode (e.g., when a shift-up operation or the like is performed in a vehicle mounted with a manual transmission).
  • FIG. 10 is composed of timing charts showing an example of timings when this learning operation is performed.
  • FIG. 10 shows, from above, changes in vehicle speed, changes in engine rotational speed, and changes in the amount of injection from the injector respectively.
  • the aforementioned single injection is carried out once (the injection amount in this single injection is extremely small, and hence does not appear on the injection amount waveform in FIG. 10 ) during a decrease in engine rotational speed at a timing when the opening degree of the accelerator is temporarily "0" and the amount of fuel injection is also "0" (at the same time, a clutch is also disengaged) at the time of, for example, a shift-up operation during the running of the vehicle, and the amount of change in engine operation state at that time is recognized.
  • the command for the injector as the amount of injection is "0" at each of timings t1 to t6. At each of these timings, fuel injection (single injection) is carried out in an extremely small amount to perform a learning operation.
  • the learning value obtained through the operation of learning the pilot injection amount as described above is stored into an engine ECU. This value is updated every time a new learning value is obtained. However, when this engine ECU breaks down and is replaced at, for example, a car dealer or a repair plant, the learning value on the aforementioned pilot injection amount setting map is lost. As a result, pilot injection cannot be carried out in an appropriate pilot injection amount.
  • FIG. 11 shows changes in the deterioration degree of the injector, changes in the injection amount accuracy of the injector, and changes in learning value respectively in a case where this engine ECU is replaced at a timing tc in FIG. 11 .
  • the learning operation is performed at predetermined intervals, and the learning value is updated.
  • the injection amount accuracy of the injector is appropriately obtained (see learning timings indicated by ta and tb in FIG. 11 ).
  • the learning value is "0" in a period (a period indicated by te in FIG. 11 ) to a subsequent timing corresponding to the performance of the learning operation (a timing td in FIG. 11 ), and fuel injection is carried out with the injection amount accuracy of the injector corresponding to a deterioration line of the injector, namely, with no correction made in accordance with a deterioration in the injector or the like. That is, the deterioration in the injector or the like is directly reflected on the amount of fuel injection, and the injection amount accuracy of the injector exceeds the aforementioned guaranteed injection amount accuracy line. As a result, it is impossible to obtain an appropriate fuel injection amount. In this situation, the aforementioned inconveniences such as a deterioration in driveability, the generation of white smoke in exhaust gas, and the like are incurred.
  • the learning operation is completed at the timing td in FIG. 11 .
  • the learning operation is performed only once at the timing when the opening degree of the accelerator temporarily becomes equal to "0" during the running of the vehicle at the time of a shift-up operation or the like. Therefore, a very long time is required in order to complete learning for the cylinders (the injectors) respectively at the aforementioned plurality of the levels of the common rail pressures respectively (until all the 16 learning values are acquired as described above). In the meantime, the situation incurring the aforementioned inconveniences such as a deterioration in driveability, the generation of white smoke in exhaust gas, and the like may continue.
  • the learning operation is performed about 10 times for a combination of one common rail pressure and one cylinder, and an average of those learning values is reflected on the pilot injection amount setting map. Therefore, in fact, all the learning values on the pilot injection amount setting map are not appropriately obtained unless the learning operation is performed, for example, about 160 times.
  • the learning operation (single injection) is performed only once when the opening degree of the accelerator temporarily becomes equal to "0" during the running of the vehicle because of the following reason.
  • fuel injection the aforementioned single injection
  • the level of combustion noise increases and may give a sense of incongruity to the user.
  • Document DE 10 2007 000323 discloses a unit that adjusts an injection sample of a fuel to a regular injection sample or a reduced injection sample, where injecting units inject the fuel in cylinders of an internal combustion engine.
  • the regular sample has multiple fuel injections that are adjusted according to a stable operating condition in which a variation of a load of the engine is same or smaller than its predetermined value.
  • the unit adjusts the injection sample of the injecting units to the regular injection sample, when the unit terminates finding of the characteristics of the injection units.
  • the invention provides a fuel injection amount learning control apparatus capable of quickly acquiring a latest learning value even when a learning value is lost through the replacement of an engine ECU or the like.
  • the fuel injection amount learning operation is forcibly performed to acquire the learning value, for example, after an ECU mounted on a vehicle is replaced with a new one.
  • a learning value equivalent to the learning value stored in the ECU that has not been replaced yet can be acquired in a short period of time and stored into the new ECU.
  • a shift to a learning operation performance mode can be forcibly made at a car dealer or the like and an appropriate learning value can be obtained in a short period of time through the performance of this learning operation, without requiring the user to drive the vehicle by a relatively long distance after the replacement of the ECU (without having to await the fulfillment of the performance condition for the learning operation by causing the vehicle to run by a long distance).
  • an appropriate fuel injection amount can be obtained.
  • the performance means receives a forcible learning command signal from issuance means (an issuance device) for issuing a command to forcibly perform the learning operation.
  • the learning operation is started substantially simultaneously with the start of the running of the vehicle. Therefore, a learning value can be acquired within a short period of time since the start of the running of the vehicle, without the necessity to cause the vehicle to run by a long distance to await the fulfillment of the performance condition for the learning operation.
  • the learning operation is performed during the driving of the vehicle by the general user. Therefore, a driving operation suited for early acquisition of the learning value cannot be expected, and the learning operation can be performed at most once in a single shift-up operation.
  • the learning operation start operation performed by the operator is an accelerator depression operation.
  • fuel injection amount learning operation by automatically carrying out racing by intermittently performing a fuel injection operation from the fuel injection valve to intermittently raise the rotational speed of the engine a plurality of times, wherein every time racing is carried out, a single injection is carried out several times during a decrease in the rotational speed of the engine to continuously acquire several learning values.
  • the operation performed before the completion of the learning operation can be completely automated, and the burden on the operator can be reduced. Further, the time required to complete the learning operation can be made constant as well.
  • fuel injection from the fuel injection valve is carried out with the period of fuel injection and the amount of fuel injection set constant regardless of the operation period and the depression amount in the accelerator depression operation performed by the operator.
  • the learning operation can be performed with the period of fuel injection and the amount of fuel injection set constant (in a certain fuel injection period and in a certain fuel injection amount). That is, fuel injection suited for early acquisition of the learning value can be carried out regardless of dispersion of the accelerator depression operation performed by the operator.
  • first, second and third examples form unclaimed comparative examples in order to facilitate the understanding of the present invention.
  • FIG. 1 is a schematic constructional view of an engine 1 according to the embodiment of the invention and the examples, and a control system thereof.
  • an intake passage 4 is connected via an intake valve 4a to a combustion chamber 3 formed between a cylinder 1a and a piston 1b in this engine 1.
  • This intake passage 4 is provided from an upstream side thereof with an air cleaner 6 for filtering intake air, an intake air amount sensor 8 for detecting an intake air amount, an intake air temperature sensor 10 for detecting a temperature of intake air, and a throttle valve 14 for adjusting an amount of intake air introduced into the combustion chamber 3.
  • the throttle valve 14 is driven by a drive mechanism 16 to be opened/closed.
  • This drive mechanism 16 is constructed with a step motor 18 and a gear group for drivingly coupling this step motor 18 to the throttle valve 14.
  • the step motor 18 is drivingly controlled by an electronic control unit (hereinafter referred to as "the ECU") 20 for performing various types of control of the engine 1.
  • the ECU electronice control unit
  • the drive mechanism 16 is provided with a fully open switch 22 that is turned on when the throttle valve 14 assumes a fully open position.
  • an exhaust passage 24 is connected to the combustion chamber 3 via an exhaust valve 24a.
  • An exhaust gas recirculation (EGR) passage 26 branches off from this exhaust passage 24.
  • This EGR passage 26 is connected to the intake passage 4 downstream of the throttle valve 14.
  • the EGR passage 26 is provided with an EGR valve 30 that is driven by an actuator 28, which is controlled by the ECU 20, to be opened/closed.
  • the engine 1 is provided with a plurality of cylinders #1, #2, #3, and #4 (although there are four cylinders in this embodiment of the invention, only one of them is shown), and an injector 32 is disposed for the combustion chamber 3 of each of the cylinders #1 to #4. Fuel injection from the injector 32 into each of the cylinders #1 to #4 of the engine 1 is controlled by turning an injection control electromagnetic valve 32a on/off.
  • the injector 32 is connected to a common rail 34 as a pressure accumulation container common to the respective cylinders. While the injection control electromagnetic valve 32a is open (in an injector open-valve period), fuel in the common rail 34 is injected into the combustion chamber 3 by the injector 32. A relatively high pressure equivalent to a fuel injection pressure is accumulated in the common rail 34. In order to realize this pressure accumulation, the common rail 34 is connected to a discharge port 36a of a supply pump 36 via a supply pipe 35. Further, a check valve 37 is provided such that the supply pipe 35 extends thereacross. Due to the presence of this check valve 37, fuel is allowed to be supplied from a supply pump 36 to the common rail 34, and fuel is stopped from flowing backward from the common rail 34 to the supply pump 36.
  • the supply pump 36 is connected to a fuel tank 38 via an intake port 36b.
  • a filter 39 is provided such that the supply pump 36 extends thereacross.
  • the supply pump 36 sucks in fuel from the fuel tank 38 via the filter 39. Further, at the same time, the supply pump 36 receives a rotational driving force from a crankshaft as an output shaft of the engine 1 to cause a plunger to move in a reciprocating manner, raises the pressure of fuel to a required pressure, and supplies high-pressure fuel to the common rail 34.
  • a pressure control valve 40 is provided in the vicinity of the discharge port 36a of the supply pump 36.
  • This pressure control valve 40 controls the pressure of fuel discharged from the discharge port 36a to the common rail 34 (i.e., injection pressure).
  • injection pressure i.e., injection pressure
  • this pressure control valve 40 is opened, surplus fuel that is not discharged from the discharge port 36a is returned from a return port 36c provided through the supply pump 36 to the fuel tank 38 via a return pipe (return flow passage) 41.
  • a fuel supply system of the engine 1 is mainly composed of the fuel tank 38, the supply pump 36, the common rail 34, and the injector 32.
  • a glow plug 42 is disposed in the combustion chamber 3 of the engine 1.
  • This glow plug 42 is a start assist device that glows when a current is caused to flow to a glow relay 42a thereof immediately before starting the engine 1. When part of fuel spray is blown on the glow relay 42a, ignition and combustion are thereby promoted.
  • the crankshaft of the engine 1 is provided with a rotor that rotates in synchronization with rotation of this crankshaft, and with a rotational speed sensor 44 constructed as an electromagnetic pickup that detects a convex portion formed on an outer peripheral face of that rotor and outputs a pulse signal corresponding to a rotational speed thereof.
  • An output of this rotational speed sensor 44 is fetched by the ECU 20 as a signal contributing to the calculation of the rotational speed of the engine 1.
  • the electronic control unit (ECU) 20 is equipped with a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a backup RAM, a timer, a counter, and the like.
  • the ECU 20 is constructed by connecting these components, an external input circuit including analog/digital (A/D) converters, and an external output circuit including analog/digital (A/D) converters through a bidirectional bus.
  • the ECU 20 constructed as described above has detection signals of various sensors input thereto via the external input circuit, and performs various types of control regarding the operation state of the engine 1, such as basic control on fuel injection in the engine 1 or the like, on the basis of those signals. More specifically, in addition to intake air amount information detected by the intake air amount sensor 8 and intake air temperature information detected by the intake air temperature sensor 10, pieces of information such as accelerator opening degree information (information on the depression amount of an accelerator pedal) detected by an accelerator opening degree sensor 46, on/off information on an ignition (IG) switch 48, on/off information on a starter switch 50, coolant temperature information detected by a coolant temperature sensor 52 provided in a water jacket 2a, shift position information detected by a shift position sensor 54 provided on a transmission, vehicle speed information detected through a signal of a vehicle speed sensor 56, fuel temperature information detected by a fuel temperature sensor 58 provided in a return pipe 41 extending from the injector 32, fuel temperature information detected by a fuel temperature sensor 59 provided in the vicinity of the return port 36c, information on the pressure of
  • the learning operation is performed at a timing similar to that of the conventional art. That is, a shift to a learning mode is made when the vehicle runs by a predetermined running distance since a time point corresponding to the completion of the last learning operation. In this mode, single injection is carried out when the command for the injector 32 as the amount of injection is equal to or smaller than zero, and a learning value of the fuel injection amount is thereby acquired.
  • an issuance device (which can be regarded as the issuance means e.g., a personal computer) that issues a command to forcibly cause this newly mounted ECU 20 to perform the learning operation (a forcible learning command signal) is connected to the newly mounted ECU 20, and a shift to a fuel injection amount learning mode is forcibly made (an operation of forcibly performing a fuel injection amount learning operation by the performance means). Then, while the operator at the car dealer causes the vehicle to run by a relatively short distance (e.g., about 2 km), a learning value of the fuel injection amount is appropriately obtained.
  • a relatively short distance e.g., about 2 km
  • FIG. 2 shows an example of changes in deterioration degree of the injector, changes in injection amount accuracy of the injector 32 (the accuracy of the amount of injection deteriorates as the distance from the axis of abscissa increases in FIG. 2 ), and changes in learning value in this case where the ECU 20 has been replaced at a timing Tc in FIG. 2 .
  • the injector 32 deteriorates as the running distance of the vehicle increases (see a waveform representing the deterioration degree of the injector 32), but the learning operation is performed at predetermined intervals (see learning timings Ta and Tb on a waveform representing the injection amount accuracy of the injector 32). Since the learning value of the fuel injection amount is updated (see a waveform representing the learning value), the injection amount accuracy of the injector 32 is appropriately obtained.
  • the learning operation is performed when the command for the injector 32 as the amount of injection is equal to or smaller than zero (e.g., when a shift-up operation is performed in a vehicle mounted with a manual transmission) after the vehicle has run by a predetermined running distance since the performance of the last learning operation.
  • the learning operation is performed at such a timing, and as a result, the injection amount accuracy of the injector 32 does not exceed a guaranteed injection amount accuracy line as a permissible limit value of a deterioration in the injection amount accuracy of the injector 32.
  • the issuance device is connected to the newly mounted ECU 20, and a command to forcibly cause the ECU 20 to perform the learning operation is transmitted from this issuance device to the ECU 20.
  • the ECU 20 forcibly shifts to a fuel injection amount learning mode.
  • the learning operation is performed while the operator at the car dealer causes the vehicle to run by a relatively short distance (e.g., about 2 km).
  • the fuel injection amount learning operation is performed substantially simultaneously with the start of the running of the vehicle. Therefore, there is no need to cause the vehicle to run by a long distance to await the fulfillment of a performance condition for the learning operation. Accordingly, the learning operation can be completed through the driving of the vehicle by a relatively short distance by the operator at the dealer.
  • a driving operation different from that of a general user namely, a driving operation suited for the acquisition of the learning value of the fuel injection amount at an early stage
  • a driving operation different from that of a general user namely, a driving operation suited for the acquisition of the learning value of the fuel injection amount at an early stage
  • the aforementioned operator performs such a driving operation as lengthens the period in which the opening degree of the accelerator is "0" (an operation of slowly performing a shift change operation) during a shift change (e.g., shift-up) operation.
  • a large number of (e.g., 10) learning values can thereby be acquired in the single shift change operation.
  • the learning operation can be completed in a short period of time.
  • the performance of such a driving operation as lengthens the period in which the opening degree of the accelerator is "0" during the performance of the learning operation is mentioned in an operation manual.
  • the operator performs the driving operation conforming to the operation manual, and the completion of the learning operation in a short period of time can thereby be realized with ease.
  • FIG. 3 is a waveform chart showing changes in engine rotational speed in the case where single injection is carried out 10 times during a decrease in engine rotational speed when the opening degree of the accelerator is set equal to "0" during a shift-up operation or the like (the opening degree of the accelerator is returned to "0" at a timing Td in FIG. 3 ).
  • an engine rotational speed N1 before the start of a shift-up operation is 4000 rpm
  • an engine rotational speed N2 (idle rotational speed) during the shift-up operation is 800 rpm
  • fuel of 2 mm 3 is injected when single injection is carried out once
  • single injection can be carried out 10 times.
  • single injection can be carried out more than 11 times.
  • More than 11 learning values can also be acquired continuously while performing the shift-up operation once.
  • a large number of learning values can be continuously acquired during a single shift change operation as described above. Therefore, in the case where a learning operation is completed by acquiring, for example, 160 learning values (the learning operation is performed for each of cylinders at four levels of common rail pressures (e.g., 30 MPa, 60 MPa, 90 MPa, and 120 MPa) to acquire a learning value of the amount of fuel injection), for example, 10 learning values can be acquired through a single shift change operation. As a result, the learning operation can be completed by performing the shift change operation only 16 times. Conventionally, the learning operation is performed during the driving by a general user. Therefore, a driving operation suited for early acquisition of a learning value cannot be expected, and the learning operation is performed at most once through a single shift change operation. Thus, the shift change operation needs to be performed 160 times to acquire 160 learning values, and a long period of time is required to complete the learning operation.
  • the learning operation needs to be performed 160 times to acquire 160 learning values, and a long period of time is required to complete the learning
  • the learning operation can be completed when the operator at the dealer causes the vehicle to run by a relatively short distance. Therefore, the latest learning value is acquired substantially simultaneously with or with a slight delay from the timing tc in FIG. 2 , and high injection amount accuracy of the injector 32 can be obtained owing to this learning value. That is, even when the ECU 20 is replaced, the learning operation can be performed in the same manner as or at an earlier timing than in the case where the ECU 20 is not replaced. As a result, an appropriate fuel injection amount can be obtained.
  • Alternate long and two short dashes lines in FIG. 2 indicate a change in the accuracy of fuel injection in a conventional example, when the learning value is set to "0" until a subsequent condition for performing the learning operation is fulfilled due to the replacement of the ECU 20, and the accuracy of fuel injection has deteriorated.
  • the learning operation can be completed at an early stage through the driving by the operator at the dealer.
  • an appropriate fuel injection amount can be ensured.
  • inconveniences a deterioration in driveability, the generation of white smoke in exhaust gas, and the like
  • a deviation of the amount of fuel injection from an appropriate value can be avoided.
  • a learning operation is performed in a stop state of the vehicle to acquire a learning value of the amount of fuel injection. That is, the learning operation is completed through so-called racing, namely, by intermittently performing a fuel injection operation to intermittently raise the rotational speed of the engine.
  • an issuance device for issuing a command to forcibly cause this newly mounted ECU 20 to perform the learning operation is connected to the newly mounted ECU 20 to forcibly make a shift to a fuel injection amount learning mode.
  • an operator of the car dealer performs an operation of depressing the accelerator pedal (which can be regarded as the operation of starting the learning operation of the invention) only once while the vehicle remains in a stop state.
  • the learning operation is thereby started. That is, with the transmission left in the neutral state, the ECU 20 automatically carries out racing a plurality of times to acquire the learning value of the fuel injection amount as soon as this operation of depressing the accelerator pedal is performed once.
  • FIG. 4 shows an example of changes in engine rotational speed and changes in the injection amount of the injector 32 in this case.
  • 140 learning values can be acquired, and the learning operation can be completed substantially as soon as racing is carried out 14 times (in the case where the learning operation is completed by acquiring 140 learning values).
  • the operation before the completion of the learning operation can be automated, and the burden on the operator can be alleviated. Further, the time required to complete the learning operation can be made constant as well.
  • an issuance device for issuing a command to forcibly cause this newly mounted ECU 20 to perform the learning operation is connected to the newly mounted ECU 20 to forcibly make a shift to a fuel injection amount learning mode.
  • the ECU 20 automatically carries out racing once to acquire learning values of the fuel injection amount. That is, every time the operator intermittently performs the operation of depressing the accelerator pedal a plurality of times, racing is carried out. Thus, a large number of learning values are acquired.
  • step ST1 it is determined in step ST1 whether or not a command signal from the issuance device (a command signal for forcibly performing the learning operation) has been input.
  • a command signal from the issuance device a command signal for forcibly performing the learning operation
  • step ST2 a transition to step ST2 is made to make a shift to a fuel injection amount learning mode based on racing.
  • step ST3 After the shift to the fuel injection amount learning mode is thus made, an operation of depressing the accelerator pedal by the operator is awaited in step ST3.
  • the result of the determination in step ST3 is Yes, and a transition to step ST4 is made.
  • a racing operation is performed once. Due to the performance of this racing operation, 10 learning values are acquired as in the case of, for example, the foregoing embodiment of the invention.
  • step ST5 is made to make a determination on the completion of the learning operation. For example, the determination on the completion of the learning operation is made depending on whether or not 140 learning values have been acquired. When the number of the acquired learning values is still small and the result of the determination in step ST5 is No, a return to step ST3 is made. That is, a subsequent operation of depressing the accelerator pedal by the operator is awaited. Then, when the operation of depressing the accelerator pedal is performed, the racing operation is performed once as in the aforementioned case to acquire, for example, 10 learning values. In this case as well, the fuel injection period and the fuel injection amount remain unchanged whenever racing is carried out, as in the case of the foregoing embodiment of the invention.
  • step ST5 When this operation is repeated and a predetermined number of (e.g., 140) learning values are acquired, the result of the determination in step ST5 is Yes, and a racing learning mode is canceled. A recovery to a normal mode is then made to end the learning operation.
  • a predetermined number of (e.g., 140) learning values are acquired.
  • FIG 6 shows an example of changes in progress degree of learning, changes in engine rotational speed, changes in the injection amount of the injector 32, and changes in the opening degree of the accelerator in this case.
  • FIG. 7 shows an example in which the learning operation is performed by carrying out fuel injection with the fuel injection period and the fuel injection amount that conform to the operation period and the operation amount (depression amount) in the operation of depressing the accelerator by the operator. That is, when the operation period of the accelerator depression operation performed by the operator is short, the period of fuel injection is also short. When the operation amount of the accelerator depression operation (depression amount) is small, the amount of fuel injection is also small. In this case, the progress degree of learning may slow down. In this example, the learning operation is performed with the fuel injection period and the fuel injection amount held constant regardless of dispersion of the accelerator depression operation performed by the operator as described above. Therefore, the progress degree of learning is high, and the learning operation can be completed in a short period of time.
  • the fuel injection amount learning operation is performed by carrying out fuel injection from the injector 32 a plurality of times through the repetition of the accelerator depression operation by the operator. Therefore, the operator can continue this learning operation while recognizing the progress degree of the learning operation. Further, it is also possible to stop or suspend the learning operation in case of necessity by suspending the accelerator depression operation before the completion of the learning operation.
  • a learning value of the fuel injection amount is acquired by performing a learning operation in a stop state of the vehicle after the replacement of the ECU 20 at a car dealer due to a failure in the ECU 20 or the like. That is, the learning operation is completed through so-called racing, namely, by intermittently raising the rotational speed of the engine.
  • an issuance device for issuing a command to forcibly cause this newly mounted ECU 20 to perform the learning operation is connected to the newly mounted ECU 20 to forcibly make a shift to a fuel injection amount learning mode. Then, the learning operation is started substantially simultaneously with the reception of a command signal from this issuance device. That is, the ECU 20 automatically carries out racing a plurality of times to acquire the learning value of the fuel injection amount.
  • step ST11 it is determined in step ST11 whether or not a command signal from the issuance device (a command signal for forcibly performing the learning operation) has been input.
  • a command signal for forcibly performing the learning operation
  • step ST12 a transition to step ST12 is made to make a shift to a fuel injection amount learning mode (racing learning mode).
  • step ST13 is made to make a determination on the completion of the learning operation. For example, the determination on the completion of the learning operation is made depending on whether or not, for example, 140 learning values have been acquired. When the number of the acquired learning values is still small and the result of the determination in step ST13 is No, the learning operation is continued.
  • step ST13 the result of the determination in step ST13 is Yes, and the fuel injection amount learning mode is cancelled. Thus, a recovery to a normal mode is made to end the learning operation.
  • 140 learning values can be acquired, and the learning operation can be completed substantially as soon as racing composed of a 14-time racing operation is carried out. In one racing, single injection is carried out 10 times.
  • the operation before the completion of the learning operation can be entirely automated, and the burden on the operator can be alleviated. Further, the time required to complete the learning operation can be made constant as well.
  • the case where the invention is applied to the common rail-equipped in-cylinder direct injection-type multi-cylinder (four-cylinder) diesel engine is described.
  • the invention is not limited to this case, but is also applicable to other diesel engines having an arbitrary number of cylinders, for example, a six-cylinder diesel engine and the like. Further, the invention is also applicable to other internal combustion engines such as gasoline engines and the like as well as diesel engines. Furthermore, the engines to which the invention is applicable are not necessarily designed for automobiles.
  • the case where the invention is applied to the vehicle mounted with the manual transmission is described.
  • the invention is not limited to this case, but is also applicable to a vehicle mounted with an automatic transmission.
  • a shift lever of the transmission remains at a range position of "P (parking)" or "N (neutral)".
  • racing when the operator performs the operation of depressing the accelerator pedal once, racing is carried out a plurality of (14) times. That is, the accelerator pedal is utilized as a switch for carrying out racing a plurality of times.
  • some operation as well as the operation of depressing the accelerator pedal could be utilized as a switch for carrying out racing a plurality of times. For example, racing could be carried out a plurality of times in response to an operation of depressing a clutch pedal, or when this operation of depressing the clutch pedal and the operation of depressing a brake pedal are both performed. Further, racing could be carried out a plurality of times in response to the operation of a switch group provided on the issuance device.
  • an issuance device is connected to the ECU to send a forcible learning command signal, thereby forcibly making a shift to a fuel injection amount learning mode.
  • racing is carried out a plurality of times only through a single accelerator depression operation by an operator, and about 10 learning values are acquired every time racing is carried out once.
  • racing is ended.
  • a learning operation can be completed at an early stage after the replacement of the ECU. As a result, there arises no deviation in the fuel injection amount.

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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 (4)

  1. Appareil de contrôle d'apprentissage de quantité d'injection de carburant qui est adapté pour réaliser l'injection de carburant à partir d'une soupape d'injection de carburant (32) dans un cylindre spécifique d'un moteur à combustion interne de véhicule lorsqu'une condition de performance pour une opération d'apprentissage de quantité d'injection de carburant est remplie, et pour réaliser l'opération d'apprentissage de quantité d'injection de carburant afin d'acquérir une valeur d'apprentissage qui est basée sur une déviation d'une véritable quantité d'injection de carburant par rapport à une quantité d'injection de carburant cible, sur la base d'un changement d'état de fonctionnement du moteur à combustion interne provenant de l'injection de carburant, l'appareil de contrôle d'apprentissage de quantité d'injection de carburant comprenant :
    un moyen de performance (20) pour réaliser de force l'opération d'apprentissage de quantité d'injection de carburant afin d'acquérir la valeur d'apprentissage même lorsque la condition de performance n'est pas satisfaite après que la valeur d'apprentissage a été perdue ; et
    un moyen d'émission pour émettre une commande consistant à réaliser de force l'opération d'apprentissage,
    dans lequel le moyen de performance (20) est adapté pour réaliser un changement dans le mode d'apprentissage et réaliser de force l'opération d'apprentissage de quantité d'injection de carburant en recevant un signal de commande d'apprentissage forcé du moyen d'émission,
    le moyen de performance (20) est adapté pour réaliser de force l'opération d'apprentissage de quantité d'injection de carburant selon une opération de commencement d'opération d'apprentissage par un opérateur dans un état d'arrêt de véhicule après avoir reçu le signal de commande d'apprentissage forcé du moyen d'émission,
    l'opération de commencement d'opération d'apprentissage réalisée par l'opérateur est une opération d'enfoncement de l'accélérateur, et
    le moyen de performance est adapté pour réaliser de force l'opération d'apprentissage de quantité d'injection de carburant en faisant ronfler automatiquement le moteur en réalisant de manière intermittente une opération d'injection de carburant à partir de la soupape d'injection de carburant (32) pour augmenter de manière intermittente la vitesse de rotation du moteur plusieurs fois, chaque fois que l'opération d'enfoncement de l'accélérateur est réalisée une fois par l'opérateur, dans lequel chaque fois que l'on fait ronfler le moteur, une seule injection est réalisée plusieurs fois pendant une réduction de la vitesse de rotation du moteur pour acquérir de manière continue plusieurs valeurs d'apprentissage.
  2. Appareil de contrôle d'apprentissage de quantité d'injection de carburant selon la revendication 1, dans lequel :
    le moyen de performance (20) est adapté pour réaliser l'injection de carburant à partir de la soupape d'injection de carburant (32), qui est réalisée chaque fois que l'opération d'enfoncement de l'accélérateur est réalisée une fois par l'opérateur, avec une période d'injection de carburant et une quantité d'injection de carburant constantes indépendamment d'une période d'opération et d'une quantité d'enfoncement lors de l'opération d'enfoncement de l'accélérateur réalisée par l'opérateur.
  3. Appareil de contrôle d'apprentissage de quantité d'injection de carburant selon la revendication 1 ou 2, dans lequel le moteur est un moteur diesel.
  4. Appareil de contrôle d'apprentissage de quantité d'injection de carburant selon la revendication 3, dans lequel la valeur d'apprentissage de la quantité d'injection de carburant est acquise en réalisant l'opération d'apprentissage pour une pluralité de niveaux de pressions de rampe commune et pour des cylindres respectifs.
EP09158441.7A 2008-04-23 2009-04-22 Appareil de contrôle de l'apprentissage de la quantité de carburant à injecter Active EP2112358B1 (fr)

Applications Claiming Priority (1)

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JP2008112387A JP4840397B2 (ja) 2008-04-23 2008-04-23 燃料噴射量学習制御装置

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JP4737227B2 (ja) * 2008-05-07 2011-07-27 トヨタ自動車株式会社 燃料噴射量制御装置
JP5052484B2 (ja) * 2008-11-17 2012-10-17 トヨタ自動車株式会社 内燃機関の燃料噴射量学習制御装置
JP5912984B2 (ja) * 2012-08-09 2016-04-27 株式会社豊田自動織機 内燃機関の燃料噴射量学習方法
DE102013206641B3 (de) * 2013-04-15 2014-05-22 Robert Bosch Gmbh Verfahren zur Durchführung wenigstens einer Lernfunktion in einem Kraftfahrzeug und Mittel zu dessen Implementierung
KR102165878B1 (ko) 2020-01-20 2020-10-14 주식회사 현대케피코 인공신경망을 이용한 차량 엔진 토크 추정 방법

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JP3707221B2 (ja) * 1997-12-02 2005-10-19 スズキ株式会社 内燃機関の空燃比制御装置
JP2003056389A (ja) 2001-08-10 2003-02-26 Bosch Automotive Systems Corp 燃料噴射量制御方法及び装置
JP4089244B2 (ja) * 2002-03-01 2008-05-28 株式会社デンソー 内燃機関用噴射量制御装置
JP3951967B2 (ja) * 2002-08-01 2007-08-01 トヨタ自動車株式会社 自動適合装置
JP4277677B2 (ja) * 2003-06-27 2009-06-10 株式会社デンソー ディーゼル機関の噴射量制御装置
JP2006083734A (ja) * 2004-09-15 2006-03-30 Toyota Motor Corp ハイブリッド車用エンジンの学習制御装置
JP2006336482A (ja) * 2005-05-31 2006-12-14 Denso Corp 内燃機関用燃料噴射装置
JP2007332816A (ja) * 2006-06-13 2007-12-27 Denso Corp 燃料噴射制御装置

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EP2112358A2 (fr) 2009-10-28
EP2112358A3 (fr) 2010-08-11
JP2009264165A (ja) 2009-11-12
JP4840397B2 (ja) 2011-12-21

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