EP2275661B1 - Unité de commande de la pression d'injection de carburant dans un moteur thermique - Google Patents

Unité de commande de la pression d'injection de carburant dans un moteur thermique Download PDF

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Publication number
EP2275661B1
EP2275661B1 EP09746403.6A EP09746403A EP2275661B1 EP 2275661 B1 EP2275661 B1 EP 2275661B1 EP 09746403 A EP09746403 A EP 09746403A EP 2275661 B1 EP2275661 B1 EP 2275661B1
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EP
European Patent Office
Prior art keywords
fuel injection
internal combustion
combustion engine
injection pressure
pressure
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EP09746403.6A
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German (de)
English (en)
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EP2275661A4 (fr
EP2275661A1 (fr
Inventor
Mitsuhiro Nada
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • F02D41/30—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
    • 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
    • F02D2250/36—Control for minimising NOx emissions
    • 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
    • F02D41/24—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

Definitions

  • the present invention relates to a fuel injection pressure control apparatus for an internal combustion engine according to the preamble of claim 1.
  • the present invention relates to strategies for optimizing the combustion state of air-fuel mixtures.
  • fuel injection control is performed that adjusts periods and amounts of fuel injection from a fuel injection valve (also referred to below as "injector") according to engine revolution, amount of accelerator operation, coolant temperature, intake air temperature, and the like (e.g., see JP 2001-254645A ).
  • Diesel engine combustion is achieved by premixed combustion and diffusion combustion.
  • fuel injection from a fuel injection valve begins, first a combustible mixture is produced by the vaporization and diffusion of fuel (ignition delay period). Next, this combustible mixture self-ignites at about the same time at numerous places in a combustion chamber, and combustion rapidly progresses (premixed combustion). Further, fuel is injected into the combustion chamber, so that combustion is continuously performed (diffusion combustion). Thereafter, unburned fuel is present even after fuel injection has ended, so heat continues to be produced for some period of time (afterburning period).
  • the fuel pressure (may also be referred to as "fuel injection pressure” below) is adjusted as disclosed in JP H3-18647A , JP H6-207548A and JP H11-315730A .
  • the fuel pressure is set high in order to increase the combustion speed within the cylinder, or conversely, the fuel pressure is set low in order to control the generation of vibration or noise.
  • the fuel pressure is adapted to each of the engine operation states of engine revolution and engine torque (corresponding to the engine load). That is to say, an adapted value of the fuel pressure is determined experimentally by trial and error for each engine operation state, and the adapted values of the fuel pressure corresponding to a large number of individual engine operation states are turned into a map, thus preparing a fuel pressure setting map. Then, by following this fuel pressure setting map, a target fuel pressure is set that is appropriate for the current engine operation state, and for example a high pressure fuel pump is controlled accordingly.
  • Fig. 9(a) is a fuel pressure setting map in which the fuel pressure gradually becomes higher, over the entire operation region, as the engine revolution increases.
  • the lines of equal fuel pressure (the straight lines indicated as broken lines in the figure) are parallel to the vertical axis (engine torque axis) in the figure, so that they coincide with the lines of equal revolution.
  • EP 0 527 659 A2 shows a generic fuel injection pressure control apparatus for an internal combustion engine according to the preamble of claim 1.
  • This fuel injection pressure control apparatus controls a pressure of fuel that is injected into a cylinder of an internal combustion engine of the compression ignition type, wherein a fuel injection pressure is adjusted in accordance with an output requested by the internal combustion engine.
  • the object of the present invention is achieved by a fuel injection pressure control apparatus for an internal combustion engine having the features of claim 1.
  • the solving principle by which the present invention attains the above-noted object is to provide an unambiguous correlation between requested output (requested power) of the internal combustion engine and fuel injection pressure (for example the target fuel pressure within the common rail). Moreover, in a situation in which the output of the internal combustion engine changes due to a change in at least one of the revolution and torque of the internal combustion engine, a fuel injection with a correspondingly suitable fuel pressure can be carried out, whereas conversely in a situation in which the output of the internal combustion engine does not change even though the revolution or the torque of the internal combustion engine changes, the fuel pressure is not changed from the suitable value that was set so far. Thus, it becomes possible to let the change of the heat generation rate approach an ideal state during combustion of the air-fuel mixture.
  • a fuel injection pressure control apparatus for an internal combustion engine of the compression ignition type that controls the pressure of fuel that is injected into a cylinder of the internal combustion engine.
  • the fuel injection pressure is adjusted in accordance with the output requested by the internal combustion engine by allocating in advance a region of equal fuel injection pressure to a region of equal power requested by the internal combustion engine, across substantially the entire region in which the internal combustion engine can be operated.
  • the fuel injection pressure (target fuel injection pressure) is set such that it becomes the fuel injection pressure that has been allocated in advance in correspondence with the requested output of the internal combustion engine.
  • the fuel injection pressure is obtained by allocating a region of equal fuel injection pressure to a region of equal output, so that a systematic procedure for setting the fuel pressure can be implemented that is common to a number of engine types, and the preparation of the fuel setting map for setting a fuel injection pressure that is suitable for the operation state of the internal combustion engine can be simplified.
  • the fuel injection pressure for example, it is possible to let the change of the heat generation rate during combustion of the air-fuel mixture approach an ideal state. More specifically, if the fuel injection pressure is set to be high, the amount by which the heat generation rate increases per unit time during the initial period of the combustion can be made large (the slope angle of the waveform of the heat generation rate can be made large), and the injection period over which the same injection amount is attained can be made short, so that the combustion period can be shortened (the lowering of the heat generation rate can be set to an earlier timing). That is to say, the phase of the heat generation rate waveform with respect to the advancement of the crank angle can be made short (the timing at which the heat generation rate is lowered can be shifted in the advance direction of the crank angle).
  • the peak of the heat generation rate (local maximum of the heat generation rate waveform) can be increased.
  • the fuel injection pressure is set to be low, the slope angle of the heat generation rate waveform during the initial period of the combustion can be made small, the phase of the heat generation rate waveform with respect to the advancement of the crank angle can be made large, and moreover, the local maximum (peak) of the heat generation rate waveform can be lowered.
  • the change of the heat generation rate waveform can be changed by adjusting the fuel injection pressure, and it becomes possible to let this heat generation rate waveform approach an ideal waveform.
  • the region of equal fuel injection pressure As a way to allocate the region of equal fuel injection pressure to the region of equal output of the internal combustion engine, it is possible to allocate a region of equal fuel injection pressure to the region of equal power of the internal combustion engine, such that the fuel injection pressure does not change if the output that is determined from a revolution and a torque of the internal combustion engine does not change even though the revolution and the torque of the internal combustion engine has changed.
  • the fuel injection pressure region As a way to allocate the fuel injection pressure region, it is possible to allocate a fuel injection pressure that is higher the higher the output requested by the internal combustion engine is. That is to say, in a high-torque operation state or in a high-revolution state of the internal combustion engine, the requested output is attained by increasing the heat generation rate within the cylinder.
  • the fuel injection pressure region As a way to allocate the fuel injection pressure region, it is possible to set a fuel injection pressure region where the fuel injection pressure increases in any of the cases that both the revolution and the torque of the internal combustion engine increase, that the torque increases at constant revolution of the internal combustion engine, and that the revolution increases at constant torque of the internal combustion engine. That is to say, the fuel injection pressure can be adjusted such that the fuel injection pressure increases only in situations in which the requested output of the internal combustion engine rises.
  • a proportion of a change of the fuel injection pressure with respect to a change of the output requested by the internal combustion engine can be set to become smaller the lower the revolution of the internal combustion engine becomes. That is to say, in a region of low revolutions of the internal combustion engine, the change of the fuel injection pressure can be made smooth, and a sharp increase of the combustion pressure within the cylinder is avoided in this operation state, so that the generation of vibrations or noise accompanying the combustion can be suppressed. Conversely, in a region of high revolutions of the internal combustion engine, the fuel injection pressure changes considerably with an increase of the torque, for example, and the requested output is attained quickly, so that the responsiveness of the internal combustion engine becomes favorable.
  • the fuel pressure setting map that is looked up in order to adjust the fuel injection pressure is as follows: Lines of equal output and lines of equal fuel injection pressure drawn within a map where a horizontal axis denotes revolution of the internal combustion engine and a vertical axis denotes torque of the internal combustion engine substantially match across substantially the entire region in which the internal combustion engine can be operated.
  • the fuel injection pressure can be made proportional, with a predetermined proportionality constant, to the output requested by the internal combustion engine, and the fuel injection pressure can be determined by adding a predetermined pressure offset to a provisional fuel injection pressure obtained by multiplying this requested output with the proportionality constant.
  • the pressure offset can be set such that a heat generation rate reaches a local maximum at a time when a crank angle has reached about 10° after compression top dead center, if the fuel of a main injection that is injected by a fuel injection valve starts to combust at a time when a piston of the internal combustion engine has reached compression top dead center.
  • the fuel injection pressure at the output region where combustion noise is addressed may be determined by determining a reference pressure by adding a predetermined pressure basic offset to a provisional fuel injection pressure that is determined by multiplying a predetermined proportionality constant to the output requested by the internal combustion engine, and then correctively decreasing this reference pressure.
  • the fuel injection pressure may be determined by setting the amount by which the reference pressure is correctively decreased in the output region where combustion noise is addressed to become larger the smaller the output requested by the internal combustion engine becomes.
  • pressure offset is set in this manner, it is possible to suppress combustion noise in the combustion chamber and to improve the quietness of the internal combustion engine in situations in which the output of the internal combustion engine is relatively low.
  • the fuel injection pressure at an output region where NOx is addressed may be determined by determining a reference pressure by adding a predetermined pressure basic offset to a provisional fuel injection pressure determined by multiplying a predetermined proportionality constant to the output requested by the internal combustion engine, and then correctively decreasing this reference pressure.
  • the fuel injection pressure may be determined by setting the amount by which the reference pressure is correctively decreased in the output region where NOx is addressed to become larger the larger the output requested by the internal combustion engine becomes.
  • the pressure offset is set in this manner, then it is possible to suppress the combustion speed within the combustion chamber to a low level and to considerably reduce the amount of NOx generated in the course of combustion within the cylinder in situations in which the output of the internal combustion engine is relatively high
  • the fuel injection pressure at an output region where smoke is addressed may be determined by determining a reference pressure by adding a predetermined pressure basic offset to a provisional fuel injection pressure determined by multiplying a predetermined proportionality constant to the output requested by the internal combustion engine, and then correctively increasing this reference pressure.
  • the pressure offset is set in this manner, then even if the main injection is implemented by a plurality of partial injections, the injection amount per unit time can be increased, a shortening of the injection period can be accomplished, and a deterioration of the efficiency accompanying a lengthening of the injection period can be overcome.
  • a fuel injection pressure of an internal combustion engine of the compression ignition type is set in such a manner that a region of equal fuel injection pressure is allocated to an equal output region across substantially the entire region in which the internal combustion engine can be operated.
  • FIG. 1 is a schematic configuration diagram of an engine 1 and a control system for the same according to the present embodiment.
  • FIG. 2 is a cross-sectional view that shows a combustion chamber 3 of the diesel engine and parts in the vicinity of the combustion chamber 3.
  • the engine 1 is configured as a diesel engine system whose main portions are a fuel supply system 2, combustion chambers 3, an intake system 6, an exhaust system 7, and the like.
  • the fuel supply system 2 is provided with a supply pump 21, a common rail 22, injectors (fuel injection valves) 23, a cutoff valve 24, a fuel addition valve 26, an engine fuel path 27, an added fuel path 28, and the like.
  • the supply pump 21 draws fuel from a fuel tank, and after putting the drawn fuel under high pressure, supplies that fuel to the common rail 22 via the engine fuel path 27.
  • the common rail 22 functions as an accumulation chamber where high pressure fuel supplied from the supply pump 21 is held (accumulated) at a predetermined pressure, and this accumulated fuel is distributed to each injector 23.
  • the injectors 23 are configured from piezo injectors within which a piezoelectric element (piezo element) is provided, and which supply fuel by injection into the combustion chambers 3 by opening a valve as suitable. The details of the control of fuel injection from the injectors 23 will be described later.
  • the supply pump 21 supplies part of the fuel drawn from the fuel tank to the fuel addition valve 26 via the added fuel path 28.
  • the aforementioned cutoff valve 24 is provided in order to stop fuel addition by cutting off the added fuel path 28 during an emergency.
  • the fuel addition valve 26 is configured from an electronically controlled opening/closing valve whose valve opening period is controlled with an addition control operation by an ECU 100 described later such that the amount of fuel added to the exhaust system 7 becomes a target addition amount (an addition amount such that the exhaust A/F becomes a target A/F), or such that a fuel addition timing becomes a predetermined timing. That is, a desired amount of fuel from the fuel addition valve 26 is supplied by injection to the exhaust system 7 (to an exhaust manifold 72 from exhaust ports 71) at an appropriate timing.
  • the intake system 6 is provided with an intake manifold 63 connected to an intake port 15a formed in a cylinder head 15 (see FIG. 2 ), and an intake tube 64 that constitutes an intake path is connected to the intake manifold 63. Also, in this intake path, an air cleaner 65, an airflow meter 43, and a throttle valve 62 are disposed in that order from the upstream side.
  • the airflow meter 43 outputs an electrical signal corresponding to the amount of air that flows into the intake path via the air cleaner 65.
  • the exhaust system 7 is provided with the exhaust manifold 72 connected to the exhaust ports 71 formed in the cylinder head 15, and exhaust tubes 73 and 74 that constitute an exhaust path are connected to the exhaust manifold 72. Also, in this exhaust path, a maniverter (exhaust purification apparatus) 77 is disposed that is provided with a NOx storage catalyst (NSR catalyst: NOx storage reduction catalyst) 75 and a DPNR catalyst (diesel particulate-NOx reduction catalyst) 76, which are described later. The following is a description of the NSR catalyst 75 and the DPNR catalyst 76.
  • NSR catalyst NOx storage reduction catalyst
  • DPNR catalyst diesel particulate-NOx reduction catalyst
  • the NSR catalyst 75 is an NOx storage and reduction catalyst, and is configured using, for example, alumina (Al 2 O 3 ) as a support, with, for example, an alkali metal such as potassium (K), sodium (Na), lithium (Li), or cesium (Cs), an alkaline earth element such as barium (Ba) or calcium (Ca), a rare earth element such as lanthanum (La) or Yttrium (Y), and a precious metal such as platinum (Pt) supported on this support.
  • alumina Al 2 O 3
  • an alkali metal such as potassium (K), sodium (Na), lithium (Li), or cesium (Cs)
  • an alkaline earth element such as barium (Ba) or calcium (Ca)
  • a rare earth element such as lanthanum (La) or Yttrium (Y)
  • Pt precious metal
  • the NSR catalyst 75 In a state in which a large amount of oxygen is present in the exhaust, the NSR catalyst 75 stores NOx, and in a state in which the oxygen concentration in the exhaust is low and a large amount of a reduction component (for example, an unburned component (HC) of fuel) is present, the NSR catalyst 75 reduces NOx to NO 2 or NO and releases the resulting NO 2 or NO. NOx that has been released as NO 2 or NO is further reduced due to quickly reacting with HC or CO in the exhaust and becomes N 2 . Also, by reducing NO 2 or NO, HC and CO themselves are oxidized and thus become H 2 O and CO 2 .
  • a reduction component for example, an unburned component (HC) of fuel
  • an NOx storage and reduction catalyst is supported on a porous ceramic structure, for example, and PM in exhaust gas is captured when passing through a porous wall.
  • PM in exhaust gas is captured when passing through a porous wall.
  • NOx in the exhaust gas is stored in the NOx storage and reduction catalyst, and when the air-fuel ratio is rich, the stored NOx is reduced and released.
  • a catalyst that oxidizes/burns the captured PM is supported on the DPNR catalyst 76.
  • FIG. 2 in a cylinder block 11 that constitutes part of the main body of the engine, a cylindrical cylinder bore 12 is formed in each cylinder (each of four cylinders), and a piston 13 is housed within each cylinder bore 12 such that the piston 13 can slide in the vertical direction.
  • the aforementioned combustion chamber 3 is formed on the top side of a top face 13a of the piston 13. More specifically, the combustion chamber 3 is defined by a lower face of the cylinder head 15 installed on top of the cylinder block 11 via a gasket 14, an inner wall face of the cylinder bore 12, and the top face 13a of the piston 13. Cavities 13b are concavely provided in approximately the center of the top face 13a of the piston 13, and these cavities 13b also constitute part of the combustion chamber 3.
  • a small end 18a of a connecting rod 18 is linked to the piston 13 by a piston pin 13c, and a large end of the connecting rod 18 is linked to a crankshaft serving as an engine output shaft.
  • a glow plug 19 is disposed facing the combustion chamber 3. The glow plug 19 glows due to the flow of electrical current immediately before the engine 1 is started, and functions as a starting assistance apparatus whereby ignition and combustion are promoted due to part of a fuel spray being blown onto the glow plug.
  • the intake port 15a that introduces air to the combustion chamber 3 and the exhaust port 71 that discharges exhaust gas from the combustion chamber 3 are respectively formed, and an intake valve 16 that opens/closes the intake port 15a and an exhaust valve 17 that opens/closes the exhaust port 71 are disposed.
  • the intake valve 16 and the exhaust valve 17 are disposed facing each other on either side of a cylinder center line P. That is, the engine 1 is configured as a cross flow-type engine.
  • the injector 23 that injects fuel directly into the combustion chamber 3 is installed in the cylinder head 15. The injector 23 is disposed approximately at the center above the combustion chamber 3, in an erect orientation along the cylinder center line P, and injects fuel introduced from the common rail 22 toward the combustion chamber 3 at a predetermined timing.
  • the engine 1 is provided with a turbocharger 5.
  • This turbocharger 5 is provided with a turbine wheel 5B and a compressor wheel 5C that are linked via a turbine shaft 5A.
  • the compressor wheel 5C is disposed facing the inside of the intake tube 64, and the turbine wheel 5B is disposed facing the inside of the exhaust tube 73.
  • the turbocharger 5 uses exhaust flow (exhaust pressure) received by the turbine wheel 5B to rotate the compressor wheel 5C, thereby performing a so-called turbocharging operation that increases the intake pressure.
  • the turbocharger 5 is a variable nozzle-type turbocharger, in which a variable nozzle vane mechanism (not shown) is provided on the turbine wheel 5B side, and by adjusting the opening degree of this variable nozzle vane mechanism it is possible to adjust the turbocharging pressure of the engine 1.
  • An intercooler 61 for forcibly cooling intake air heated due to supercharging with the turbocharger 5 is provided in the intake tube 64 of the intake system 6.
  • the throttle valve 62 provided on the downstream side from the intercooler 61 is an electronically controlled opening/closing valve whose opening degree is capable of stepless adjustment, and functions to constrict the area of the path of intake air under predetermined conditions, and thus adjust (reduce) the supplied amount of intake air.
  • the engine 1 is provided with an exhaust gas recirculation path (EGR path) 8 that connects the intake system 6 and the exhaust system 7.
  • the EGR path 8 decreases the combustion temperature by appropriately recirculating part of the exhaust to the intake system 6 and resupplying that exhaust to the combustion chamber 3, thus reducing the amount of NOx produced.
  • an EGR valve 81 that by being opened/closed steplessly under electronic control is capable of freely adjusting the amount of exhaust flow that flows through the EGR path 8, and an EGR cooler 82 for cooling exhaust that passes through (recirculates through) the EGR path 8.
  • Various sensors are installed at respective sites in the engine 1, and these sensors output signals related to environmental conditions at the respective sites and the operating state of the engine 1.
  • the above airflow meter 43 outputs a detection signal corresponding to an intake air flow amount (intake air amount) on the upstream side of the throttle valve 62 within the intake system 6.
  • An intake temperature sensor 49 is disposed in the intake manifold 63, and outputs a detection signal corresponding to the temperature of intake air.
  • An intake pressure sensor 48 is disposed in the intake manifold 63, and outputs a detection signal corresponding to the intake air pressure.
  • An A/F (air-fuel ratio) sensor 44 outputs a detection signal that continuously changes according to the oxygen concentration in the exhaust on the downstream side of the maniverter 77 of the exhaust system 7.
  • An exhaust temperature sensor 45 likewise outputs a detection signal corresponding to the temperature of the exhaust gas (exhaust temperature) on the downstream side of the maniverter 77 of the exhaust system 7.
  • a rail pressure sensor 41 outputs a detection signal corresponding to the pressure of fuel accumulated in the common rail 22.
  • a throttle opening degree sensor 42 detects the opening degree of the throttle valve 62.
  • the ECU 100 is provided with a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, and the like.
  • the ROM 102 various control programs, maps that are referred to when executing those various control programs, and the like are stored.
  • the CPU 101 executes various computational processes based on the various control programs and maps stored in the ROM 102.
  • the RAM 103 is a memory that temporarily stores data resulting from computations with the CPU 101 or data that has been input from the respective sensors
  • the backup RAM 104 for example, is a nonvolatile memory that stores that data or the like to be saved when the engine 1 is stopped.
  • the CPU 101, the ROM 102, the RAM 103, and the backup RAM 104 are connected to each other via a bus 107, and are connected to an input interface 105 and an output interface 106 via the bus 107.
  • the rail pressure sensor 41, the throttle opening degree sensor 42, the airflow meter 43, the A/F sensor 44, the exhaust temperature sensor 45, the intake pressure sensor 48, and the intake temperature sensor 49 are connected to the input interface 105. Further, a water temperature sensor 46 that outputs a detection signal corresponding to the coolant temperature of the engine 1, an accelerator opening degree sensor 47 that outputs a detection signal corresponding to the amount that an accelerator pedal is depressed, a crank position sensor 40 that outputs a detection signal (pulse) each time that the output shaft (crankshaft) of the engine 1 rotates a fixed angle, and the like are connected to the input interface 105. On the other hand, the aforementioned injectors 23, fuel addition valve 26, throttle valve 62, EGR valve 81, and the like are connected to the output interface 106.
  • the ECU 100 executes various controls of the engine 1 based on the output of the various sensors described above. Furthermore, the ECU 100 executes pilot injection, pre-injection, main injection, after-injection, and post injection, as control of fuel injection of the injectors 23.
  • the fuel injection pressure when executing these fuel injections is determined by the internal pressure of the common rail 22.
  • the target value of the fuel pressure supplied from the common rail 22 to the injectors 23 i.e., the target rail pressure
  • the target rail pressure is set to increase as the engine load increases, and as the engine revolution increases. That is, when the engine load is high, a large amount of air is drawn into the combustion chamber 3, so it is necessary to inject a large amount of fuel into the combustion chamber 3 from the injectors 23, and therefore it is necessary to set a high injection pressure from the injectors 23.
  • the target rail pressure is ordinarily set based on the engine load and the engine revolution.
  • the optimum values of fuel injection parameters for fuel injection such as the above pilot injection, main injection, and the like differ depending on temperature conditions of the engine, intake air, and the like.
  • the ECU 100 adjusts the amount of fuel discharged by the supply pump 21 such that the common rail pressure becomes the same as the target rail pressure set based on the engine operating state, i.e., such that the fuel injection pressure matches the target injection pressure. Also, the ECU 100 determines the fuel injection amount and the form of fuel injection based on the engine operating state. Specifically, the ECU 100 calculates an engine revolution speed based on the value detected by the crank position sensor 40 and obtains an amount of accelerator pedal depression (accelerator opening degree) based on the value detected by the accelerator opening degree sensor 47, and determines the total fuel injection amount (the sum of the injection amount in pre-injection and the injection amount in main injection) based on the engine revolution speed and the accelerator opening degree.
  • the inventors of the present invention recognized that, as a way to satisfy these requirements at the same time, it is effective to suitably control the change of the heat generation rate within the cylinder during the combustion stroke (the change represented by the waveform of the heat generation rate), and, as a way to control this change of the heat generation rate, found the procedure of setting the target fuel pressure described in the following.
  • the solid line in Fig. 4 indicates the ideal waveform of the heat generation rate for the combustion of fuel injected at the main injection, where the horizontal axis denotes the crank angle and the vertical axis denotes the heat generation rate.
  • TDC in the drawing indicates the crank angle position corresponding to the compression top dead center of the piston 13.
  • the waveform denoted by the dash-dotted line in Fig. 4 denotes the waveform of the heat generation rate for the combustion of fuel that is injected at the pre-injection.
  • a stable diffusion combustion of the fuel injected at the main injection is realized.
  • a heat amount of 10[J] is generated by the combustion of the fuel injected at this pre-injection.
  • it may be set as appropriate in accordance with the total amount of the fuel injection.
  • a pilot injection is carried out prior to the pre-injection, sufficiently raising the temperature inside the cylinder, so that favorable ignition characteristics of the fuel injected at the main injection can be maintained.
  • sufficient pre-warming inside the cylinder is carried out by the pilot injection and the pre-injection. Due to this pre-warming, when the main injection, which is explained later, begins, the fuel injected at this main injection is immediately exposed to a temperature environment of at least its own self-ignition temperature, so that thermal decomposition advances, and the combustion begins immediately after the injection.
  • a physical delay is the time required for the vaporization and mixing of the fuel drops, which depends on the gas temperature of the combustion space.
  • a chemical delay is the time required for the chemical breakdown of compounds of the fuel vapor and for the heat generation by oxidation. The physical delay can be suppressed to a minimum in situations in which there is pre-heating within the cylinder, as described above, and as a result, also the ignition delay can be suppressed to a minimum.
  • this premixing combustion took up a large proportion of the combustion in diesel engines, but in the present embodiment, the proportion of this premixing combustion is suppressed to a minimum, making it possible to largely improve the controllability of the combustion by controlling the waveform of the heat generation rate (ignition period and heat generation amount) through control of the fuel injection timing and fuel injection amount (control of the injection rate waveform).
  • this new form of combustion is referred to as "successive combustion (combustion that begins immediately after the fuel has been injected)" or "controlled combustion (combustion that is actively controlled through the fuel injection timing and the fuel injection amount)".
  • the waveform of the dash-dot-dot line a in Fig. 4 shows waveform of the heat generation rate for the case that the fuel injection pressure is set to be higher than an appropriate value, leading to a state where the combustion speed and the peak value are both too high, and there is the concern that the combustion noise becomes large and there is an increased amount of NOx generated.
  • the waveform of the dash-dot-dot line B in Fig. 4 shows the heat generation rate waveform for the case that the fuel injection pressure is set to be lower than an appropriate value, leading to a state where the combustion speed is low and the timing of the peak is shifted considerably towards later angles, so that there is the concern that a sufficient engine torque cannot be ensured.
  • the procedure for setting the target fuel pressure in accordance with the present embodiment is based on the technical idea of achieving increased combustion efficiency by optimizing the change of the heat generation rate (optimizing the heat generation rate waveform).
  • the target fuel pressure is set as described below. In the following, several embodiments of procedures for setting the target fuel pressure are described.
  • a first embodiment is described first.
  • the solid line in Fig. 5 shows the relation between the required output (required power) of the engine 1 according to the present embodiment and the target fuel pressure set in accordance with this required output.
  • the required output and the target fuel pressure are proportional to each other, and the target fuel pressure can be determined unambiguously from the required output.
  • a target fuel pressure is allocated in advance to each requested output.
  • a provisional fuel pressure line as indicated by the broken line in Fig. 5 is set.
  • This provisional fuel pressure line is set such that when the requested output is "0", also the target fuel pressure becomes "0", as a straight line passing through the origin in the graph of Fig. 5 and having a predetermined slope.
  • the slope of this provisional fuel pressure line is determined for example by the exhaust amount of the engine 1. That is to say, the larger the exhaust amount of the engine 1 is, the smaller the slope of the provisional fuel pressure line is set, for example.
  • the target fuel pressures on this provisional fuel pressure line correspond to the provisional fuel injection pressures of the present invention, and these provisional fuel injection pressures are determined through the proportional relation with the requested output, which is given by a predetermined proportionality constant (corresponding to the slope of the provisional fuel pressure line). That is to say, the provisional fuel injection pressures can be determined by multiplying the requested output with the predetermined proportionality constant, and the set of these provisional fuel injection pressures constitutes the provisional fuel pressure line.
  • the provisional fuel pressure line is shifted parallel towards the high fuel pressure side (upwards in Fig. 5 ) by a predetermined pressure offset with respect to a power centroid (the point of 40 kW requested output in the graph shown in Fig. 5 ) on the provisional fuel pressure line, whereby the fuel pressure line shown by the solid line in the figure is set.
  • a power centroid the point of 40 kW requested output in the graph shown in Fig. 5
  • the power centroid is set as the value corresponding to that output that is used with the highest frequency among the outputs of the engine 1.
  • the pressure offset amount is set such that the heat generation rate within the cylinder reaches its local maximum (peak) at a predetermined piston position after compression top dead center (at the time of 10° after compression top dead center (ATDC 10°), if the fuel of the main injection injected by the injector 23 begins its combustion at the compression top dead center (TDC) of the piston 13. That is to say, the pressure offset amount is set such that at the power centroid the ideal heat generation rate waveform shown by the solid line in Fig. 4 is attained. It should be noted that this pressure offset amount depends on the exhaust amount and the number of cylinders of the engine 1, and is set individually for each type of engine 1 through advance experimentation or simulation. Moreover, the fuel supply system 2 of the engine 1 according to the present embodiment is set to 200 MPa as an upper limit of the target fuel pressure (maximum rail pressure).
  • Fig. 6 is a fuel pressure setting map that is looked up when deciding the target fuel pressure.
  • This fuel pressure setting map is prepared in accordance with the fuel pressure line shown by the solid line in Fig. 5 , and is stored for example in the ROM 102.
  • the horizontal axis denotes engine revolution and the vertical axis denotes engine torque.
  • Tmax in Fig. 6 denotes the maximum torque line.
  • this fuel pressure setting map As a feature of this fuel pressure setting map the lines of equal fuel injection pressures (regions of equal fuel injection pressures) denoted by A - I in the figure are allocated to equal power lines (regions of equal output) of the requested output (requested power) of the engine 1 that is determined based on, for example, the amount by which the accelerator pedal is pressed down. That is to say, this fuel pressure setting map is set such that the lines of equal power and the lines of equal fuel injection pressure substantially match.
  • the curve A in Fig. 6 is the line where the requested engine output is 10 kW, and the line of a fuel injection pressure of 66 MPa is allocated to this line.
  • the curve B is the line where the requested engine output is 20 kW, and the line of a fuel injection pressure of 83 MPa is allocated to this line.
  • the curve C is the line where the requested engine output is 30 kW, and the line of a fuel injection pressure of 100 MPa is allocated to this line.
  • the curve D is the line where the requested engine output is 40 kW, and the line of a fuel injection pressure of 116 MPa is allocated to this line.
  • the curve E is the line where the requested engine output is 50 kW, and the line of a fuel injection pressure of 133 MPa is allocated to this line.
  • the curve F is the line where the requested engine output is 60 kW, and the line of a fuel injection pressure of 150 MPa is allocated to this line.
  • the curve G is the line where the requested engine output is 70 kW, and the line of a fuel injection pressure of 166 MPa is allocated to this line.
  • the curve H is the line where the requested engine output is 80 kW, and the line of a fuel injection pressure of 183 MPa is allocated to this line.
  • the curve I is the line where the requested engine output is 90 kW, and the line of a fuel injection pressure of 200 MPa is allocated to this line. There is no limitation to these values, and they can be set as appropriate in view of the performance characteristics of the engine 1.
  • a fuel injection pressure control apparatus in accordance with the present invention is constituted by the ROM 102 in which this fuel pressure setting map is stored, the supply pump 21, and the CPU 101.
  • the target fuel pressure that is appropriate for the requested output of the engine 1 is set in accordance with the fuel pressure setting map prepared in this manner, and the supply pump 21 is controlled accordingly, for example.
  • the fuel injection pressure increases when the engine revolution and the engine torque increase simultaneously (see arrow I in Fig. 6 ), when the engine torque increases at constant engine revolution (see arrow II in Fig. 6 ), or when the engine revolution increases at constant engine torque (see arrow III in Fig. 6 ).
  • the engine torque engine load
  • a fuel injection amount that is suitable for the intake air amount can be ensured, and when the engine revolution is high, the necessary fuel injection amount can be ensured within a short period of time by increasing the fuel injection amount per unit time. Therefore, it is possible to consistently realize a combustion form of the ideal heat generation rate waveform shown by the solid line in Fig. 4 , regardless of the engine output and the engine revolution, and it becomes possible to satisfy the requirements of improving the exhaust emissions by reducing the amount of NOx generated, reducing combustion noise during the combustion stroke, and ensuring a sufficient engine torque.
  • the optimal value of the fuel injection pressure that was set until then is maintained without changing the fuel injection pressure. That is to say, the fuel injection pressure is not changed due to the change of the engine operation following this line of equal fuel injection pressure (coinciding with the line of equal power), and the combustion form of the above-noted ideal heat generation rate waveform is continued. In this case, it becomes possible to continuously satisfy the requirements of improving the exhaust emissions by reducing the amount of NOx generated, reducing combustion noise during the combustion stroke, and ensuring a sufficient engine torque.
  • an unambiguous correlation is maintained between the requested output (requested power) of the engine 1 and the fuel injection pressure (common rail pressure), and in a situation in which the engine output changes due to a change in at least one of the engine revolution and engine torque, a fuel injection with a correspondingly suitable fuel pressure can be carried out, whereas conversely in a situation in which the engine output does not change even though the engine revolution or the engine torque changes, the fuel pressure is not changed from the suitable value that was set so far.
  • a systematic procedure for setting the fuel pressure is implemented that is common to a number of engine types, so that it is possible to simplify the preparation of the fuel pressure setting map for setting the suitable fuel injection pressure in accordance with the operation state of the engine 1.
  • Fig. 7 shows a fuel pressure setting map that is referenced when deciding the target fuel pressure in the present embodiment.
  • This fuel pressure setting map is stored for example in the above-mentioned ROM 102.
  • a feature of this fuel pressure setting map is that the lines of equal fuel injection pressure (regions of equal fuel injection pressure), which are indicated by A - L in the figure, are allocated to lines of equal power (regions of equal power) of the requested output (requested power) for the engine 1 that is determined based on the amount by which the accelerator pedal is pressed down. That is to say, also in this fuel pressure setting map, the lines of equal power and the lines of equal fuel injection pressure are set to substantially match each other.
  • the curve A in Fig. 7 is the line where the requested engine output is 10 kW, and the line of a fuel injection pressure of 30 MPa is allocated to this line.
  • the curve B is the line where the requested engine output is 20 kW, and the line of a fuel injection pressure of 45 MPa is allocated to this line.
  • the curve C is the line where the requested engine output is 30 kW, and the line of a fuel injection pressure of 60 MPa is allocated to this line.
  • the curve D is the line where the requested engine output is 40 kW, and the line of a fuel injection pressure of 75 MPa is allocated to this line.
  • the curve E is the line where the requested engine output is 50 kW, and the line of a fuel injection pressure of 90 MPa is allocated to this line.
  • the curve F is the line where the requested engine output is 60 kW, and the line of a fuel injection pressure of 105 MPa is allocated to this line.
  • the curve G is the line where the requested engine output is 70 kW, and the line of a fuel injection pressure of 120 MPa is allocated to this line.
  • the curve H is the line where the requested engine output is 80 kW, and the line of a fuel injection pressure of 135 MPa is allocated to this line.
  • the curve I is the line where the requested engine output is 90 kW, and the line of a fuel injection pressure of 150 MPa is allocated to this line.
  • the curve J is the line where the requested engine output is 100 kW, and the line of a fuel injection pressure of 165 MPa is allocated to this line.
  • the curve K is the line where the requested engine output is 110 kW, and the line of a fuel injection pressure of 180 MPa is allocated to this line.
  • the curve L is the line where the requested engine output is 120 kW, and the line of a fuel injection pressure of 200 MPa is allocated to this line. There is no limitation to these values, and they can be set as appropriate in view of the performance characteristics of the engine 1.
  • the proportion of change of the fuel injection pressure with respect to a change in the requested engine output is set to become smaller as the engine revolution becomes lower. That is to say, the distance between the lines is set to be wider in the region of small revolutions than in the region of high revolutions.
  • the target fuel pressure that is appropriate for the requested output of the engine 1 is set in accordance with the fuel pressure setting map prepared in this manner, and the supply pump 21 is controlled accordingly, for example.
  • the fuel injection pressure increases when the engine revolution and the engine torque increase simultaneously (see arrow I in Fig. 7 ), when the engine torque increases at constant engine revolution (see arrow II in Fig. 7 ), or when the engine revolution increases at constant engine torque (see arrow III in Fig. 7 ).
  • the engine torque engine load
  • a fuel injection amount that is suitable for the intake air amount can be ensured, and when the engine revolution is high, the necessary fuel injection amount can be ensured within a short period of time by increasing the fuel injection amount per unit time. Therefore, it is possible to consistently realize a combustion form of the ideal heat generation rate waveform shown by the solid line in Fig. 4 , regardless of the engine output and the engine revolution, and it becomes possible to satisfy the requirements of improving the exhaust emissions by reducing the amount of NOx generated, reducing combustion noise during the combustion stroke, and ensuring a sufficient engine torque.
  • the suitable value of the fuel injection pressure that was set until then is maintained without changing the fuel injection pressure. That is to say, the fuel injection pressure is not changed due to the change of the engine operation following this line of equal fuel injection pressure (coinciding with the line of equal power), and the combustion form of the above-noted ideal heat generation rate waveform is continued. In this case, it becomes possible to continuously satisfy the requirements of improving the exhaust emissions by reducing the amount of NOx generated, reducing combustion noise during the combustion stroke, and ensuring a sufficient engine torque.
  • the proportion of the change amount of the fuel injection pressure with respect to change of the engine output is set to become smaller as the engine revolution becomes lower. Therefore, changes in the fuel injection pressure in the region of lower revolutions of the engine 1 become smooth, so that a sudden increase of the combustion pressure within the cylinder can be avoided in this operation state, and the generation of oscillations and noise accompanying combustion can be suppressed.
  • the region of high revolutions of the engine 1 there is a large change of the fuel injection pressure as the torque increases, for example, so that the requested output can be quickly attained and a favorable responsiveness of the engine 1 is achieved.
  • the fuel pressure line (see Fig. 5 ) was set such that the target fuel pressure was proportional to the requested output of the engine 1. Instead, in the present embodiment, an optimization of the fuel pressure line is attained through a corrective decrease or a corrective increase of the target fuel pressure with respect to the fuel pressure line shown in Fig. 5 (in the present embodiment, this fuel pressure line is a second provisional fuel pressure line, explained below, for determining the provisional fuel injection pressure of the present invention). This is explained in detail in the following.
  • the solid line in Fig. 8 denotes the relation between the requested output (requested power) of the engine 1 according to the present embodiment and the target fuel pressure that is set in accordance with this requested output.
  • the requested output power and the target fuel pressure are not proportional to each other, but the target fuel pressure can be decided unambiguously from the requested power.
  • the target fuel pressures are allocated in advance to the requested outputs.
  • a first provisional fuel pressure line provisional fuel pressure line of the first embodiment
  • provisional fuel pressure line is set such that when the requested output is "0", also the target fuel pressure becomes "0", as a line passing through the origin in the graph of Fig. 8 and having a predetermined slope.
  • the slope of this first provisional fuel pressure line is determined for example by the exhaust amount of the engine 1.
  • the target fuel pressures on this first provisional fuel pressure line correspond to the provisional fuel injection pressures of the present invention, and these provision fuel injection pressures are determined by the proportional relation with the requested output, which is given by a predetermined proportionality constant (corresponding to the slope of the first provisional fuel pressure line). That is to say, the provisional fuel injection pressures can be determined by multiplying the requested output with the predetermined proportionality constant, and the set of these provisional fuel injection pressures constitute the first provisional fuel pressure line.
  • the first provisional fuel pressure line is shifted parallel towards the high fuel pressure side (upwards in Fig. 8 ) by a predetermined pressure offset (a pressure basic offset according to the present invention) with respect to a power centroid on the first provisional fuel pressure line (the point where the requested output is 40 kW in the graph shown in Fig. 8 ), whereby a second provisional fuel pressure line shown by the broken line in the figure is set.
  • a predetermined pressure offset a pressure basic offset according to the present invention
  • the power centroid and the pressure offset amount are determined in the same manner as in the case of the above-described first embodiment, so that further explanations are omitted here.
  • the final fuel pressure line is set by subjecting the second provisional pressure line that has been set in this manner to a corrective decrease or a corrective increase of the target fuel pressure, as explained below.
  • the fuel injection pressure in the output region where combustion noise is addressed which is a region where the output requested by the engine 1 is relatively low, is determined by correctively decreasing the fuel pressure on the second provisional fuel pressure line (the reference pressure in the present invention).
  • the amount by which the reference pressure on the second provisional fuel pressure line is correctively reduced is set such that it becomes larger the smaller the output requested by the engine 1 is. That is to say, the smaller the output requested by the engine 1 is, the more the reference pressure on the second provisional pressure line is reduced, and the lower the target fuel pressure is set.
  • the fuel injection pressure at the output region where NOx is addressed which is a region where the output requested by the engine 1 is relatively high, is determined by correctively decreasing the reference pressure on the second provisional fuel pressure line.
  • the amount by which the reference pressure on the second provisional fuel pressure line is correctively reduced is set to become larger the larger the output requested by the engine 1 is. That is to say, the larger the output requested by the engine 1 is, the more the reference pressure on the second provisional fuel pressure line is reduced, and the lower the target fuel pressure is set.
  • the fuel injection pressure at the output region where smoke is addressed which is roughly an output region, of the possible output regions of the internal combustion engine 1, where the output requested by the engine 1 is intermediate, is determined by correctively increasing the reference pressure on the second provisional fuel pressure line.
  • the amount by which the reference pressure on the second provisional fuel pressure line is correctively increased is set to become smaller towards the output region where the combustion noise is addressed and towards the output region where the NOx is addressed, so that continuity of the fuel pressure line (continuity between the output region where combustion noise is addressed and the output region where smoke is addressed, and continuity between the output region where NOx is addressed and the output region where smoke is addressed) can be ensured.
  • the combustion noise in the combustion chamber 3 can be suppressed to a low level in situations where the output of the engine 1 is relatively low, and the quietness of the engine 1 can be improved.
  • the combustion speed in the combustion chamber 3 can be suppressed to a low level in situations where the output of the engine 1 is relatively high, and the amount of NOx generated with the combustion in the cylinder can be reduced considerably. Also, the requested output reaching the upper limit of the target fuel pressure (maximum rail pressure) can be shifted towards the high output side.
  • the fuel injection pressure is correctively increased in the output region where smoke is addressed, the fuel injection amount per unit time can be increased, even when the main injection is implemented by a plurality of partial injections, for example accompanying an increase in EGR, and a shortening of the injection period can be accomplished, so that it is possible to overcome the deterioration of efficiency that accompanies a lengthening of the injection period.
  • an NSR catalyst 75 and a DPNR catalyst 76 were provided as the maniverter 77, but it is also possible to provide an NSR catalyst 75 and a DPF (diesel particulate filter).
  • the lines of equal fuel injection pressure are allocated to the lines of equal power across the entire engine operation region.
  • the present invention is not limited to this, and it is also possible to provide a region where the lines of equal fuel injection pressure do not match the lines of equal power, in a portion of the engine operation region (for example near the maximum torque line Tmax).
  • the provisional fuel pressure line (the broken line in Fig. 5 ) and the first provisional fuel pressure line (the dash-dotted line in Fig. 8 ) are straight lines, and the requested outputs and the target fuel pressures are proportional on this line, but it is also possible to set the provisional fuel pressure line and the first provisional fuel pressure line as curves (quadratic curves), as shown by the dash-dot-dot lines in Fig. 5 and Fig. 8 . However, also in this case, it is necessary that the target fuel pressure can be decided unambiguously from the requested output.
  • the present invention can be applied to the control of the fuel injection pressure in common-rail in-cylinder direct injection multi-cylinder diesel engines mounted in automobiles.

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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 (13)

  1. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1), qui commande la pression du carburant qui est injecté dans un cylindre d'un moteur à combustion interne (1) du type à allumage par compression,
    dans lequel on ajuste la pression d'injection de carburant en fonction de la sortie demandée par le moteur à combustion interne (1),
    caractérisé :
    en ce que l'équipement (100) de commande de pression d'injection de carburant pour le moteur à combustion interne (1) inclut une carte de réglage de pression de carburant où les courbes d'égale sortie et les courbes d'égale pression d'injection de carburant se correspondent pratiquement sur pratiquement toute la région dans laquelle le moteur à combustion interne (1) peut être mis en oeuvre afin d'attribuer à l'avance une région d'égale pression d'injection de carburant à une région d'égale puissance demandée par le moteur à combustion interne (1) ; et
    en ce que l'équipement (100) de commande de pression d'injection de carburant est apte à ajuster la pression d'injection de carburant d'après la carte de réglage de pression de carburant.
  2. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon la revendication 1, dans lequel la région d'égale pression d'injection de carburant est attribuée à la région d'égale puissance du moteur à combustion interne (1), de façon que la pression d'injection de carburant ne change pas si une sortie qui est déterminée à partir d'un nombre de tours et d'un couple du moteur à combustion interne (1) ne change pas même si le nombre de tours et le couple du moteur à combustion interne (1) ont changé.
  3. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon la revendication 1 ou 2, dans lequel la pression d'injection de carburant qui est attribuée est d'autant plus élevée que la sortie demandée par le moteur à combustion interne (1) est élevée.
  4. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon la revendication 1, 2 ou 3, dans lequel on établit une région de pression d'injection de carburant où la pression d'injection de carburant augmente dans l'un quelconque des cas où à la fois le nombre de tours et le couple du moteur à combustion interne (1) augmentent, où le couple augmente à nombre de tours constant du moteur à combustion interne (1), et où le nombre de tours augmente à couple constant du moteur à combustion interne (1).
  5. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon l'une quelconque des revendications 1 à 4, dans lequel la proportion de changement de la pression d'injection de carburant par rapport à un changement de la sortie demandée par le moteur à combustion interne (1) est réglée de façon à devenir d'autant plus petite que le nombre de tours du moteur à combustion interne (1) devient plus bas.
  6. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon l'une quelconque des revendications 1 à 5, dans lequel la carte de réglage de pression de carburant inclut un axe horizontal qui représente le nombre de tours du moteur à combustion interne (1) et un axe vertical qui représente le couple du moteur à combustion interne (1).
  7. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon l'une quelconque des revendications 1 à 6, dans lequel la pression d'injection de carburant est proportionnelle, avec une constante de proportionnalité prédéterminée, à la sortie demandée par le moteur à combustion interne (1), et dans lequel la pression d'injection de carburant est déterminée en ajoutant un décalage de pression prédéterminé à une pression d'injection prévisionnelle obtenue en multipliant cette sortie demandée par la constante de proportionnalité.
  8. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon la revendication 7, dans lequel le décalage de pression est réglé de façon que la vitesse de production de chaleur atteigne un maximum local au moment où l'angle de manivelle a atteint environ 10° après le point mort haut de compression, si le carburant d'une injection principale qui est injecté par un injecteur de carburant (23) commence à brûler au moment où le piston (13) du moteur à combustion interne (1) a atteint le point mort haut de compression.
  9. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon l'une quelconque des revendications 1 à 6, dans lequel la pression d'injection de carburant au niveau d'une région de sortie où l'on traite le bruit de combustion, qui est une région de sortie où la sortie demandée par le moteur à combustion interne (1) est relativement basse, est déterminée en déterminant une pression de référence en ajoutant un décalage de base prédéterminé de pression à une pression prévisionnelle d'injection de carburant déterminée en multipliant une constante de proportionnalité prédéterminée par la sortie demandée par le moteur à combustion interne (1), et en diminuant ensuite de façon à la corriger cette pression de référence.
  10. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon la revendication 9, dans lequel la pression d'injection de carburant est déterminée en réglant la quantité dont la pression de référence est diminuée de façon à la corriger dans la région de sortie où l'on traite le bruit de combustion pour qu'elle devienne d'autant plus grande que la sortie demandée par le moteur à combustion interne (1) devient plus petite.
  11. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon l'une quelconque des revendications 1 à 6, dans lequel la pression d'injection de carburant au niveau d'une région de sortie où l'on traite les oxydes d'azote (NOx), qui est une région de sortie où la sortie demandée par le moteur à combustion interne (1) est relativement haute, est déterminée en déterminant une pression de référence en ajoutant un décalage de base prédéterminé de pression à une pression prévisionnelle d'injection de carburant déterminée en multipliant une constante de proportionnalité prédéterminée par la sortie demandée par le moteur à combustion interne (1), et en diminuant ensuite de façon à la corriger cette pression de référence.
  12. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon la revendication 11, dans lequel la pression d'injection de carburant est déterminée en réglant la quantité dont la pression de référence est diminuée de façon à la corriger dans la région de sortie où l'on traite les NOx pour qu'elle devienne d'autant plus grande que la sortie demandée par le moteur à combustion interne (1) devient plus grande.
  13. Équipement (100) de commande de pression d'injection de carburant pour moteur à combustion interne (1) selon l'une quelconque des revendications 1 à 6, dans lequel la pression d'injection de carburant au niveau d'une région de sortie où l'on traite la fumée, qui est une région de sortie, des régions possibles de sortie du moteur à combustion interne (1), où la sortie demandée par le moteur à combustion interne (1) est pratiquement intermédiaire, est déterminée en déterminant une pression de référence en ajoutant un décalage de base prédéterminé de pression à une pression prévisionnelle d'injection de carburant déterminée en multipliant une constante de proportionnalité prédéterminée par la sortie demandée par le moteur à combustion interne (1), et en augmentant ensuite de façon à la corriger cette pression de référence.
EP09746403.6A 2008-05-15 2009-01-26 Unité de commande de la pression d'injection de carburant dans un moteur thermique Not-in-force EP2275661B1 (fr)

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US9840998B2 (en) 2014-06-10 2017-12-12 Avl Powertrain Engineering, Inc. System and method for controlling fuel injection characteristics in an engine

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US5241935A (en) * 1988-02-03 1993-09-07 Servojet Electronic Systems, Ltd. Accumulator fuel injection system
JP2762573B2 (ja) 1989-06-14 1998-06-04 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
JP3173663B2 (ja) * 1991-08-14 2001-06-04 本田技研工業株式会社 内燃エンジンの燃料噴射制御装置
JP3360336B2 (ja) 1993-01-12 2002-12-24 株式会社デンソー 内燃機関の燃料噴射装置
JP3572937B2 (ja) 1998-04-28 2004-10-06 トヨタ自動車株式会社 蓄圧式燃料噴射機構の燃料圧制御装置
JP3680259B2 (ja) 2000-03-08 2005-08-10 トヨタ自動車株式会社 ディーゼル機関の燃料噴射装置
JP2003097317A (ja) * 2001-09-26 2003-04-03 Hitachi Ltd 予混合圧縮着火エンジンの着火時期制御方法
JP2004150304A (ja) * 2002-10-29 2004-05-27 Komatsu Ltd エンジンの制御装置
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JP4858647B2 (ja) 2012-01-18

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