EP2336531A1 - Steuergerät für ein Akkumulator-Brennstoffeinspritzsystem und Steuerverfahren und Akkumulator-Brennstoffeinspritzsystem - Google Patents

Steuergerät für ein Akkumulator-Brennstoffeinspritzsystem und Steuerverfahren und Akkumulator-Brennstoffeinspritzsystem Download PDF

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Publication number
EP2336531A1
EP2336531A1 EP10187665A EP10187665A EP2336531A1 EP 2336531 A1 EP2336531 A1 EP 2336531A1 EP 10187665 A EP10187665 A EP 10187665A EP 10187665 A EP10187665 A EP 10187665A EP 2336531 A1 EP2336531 A1 EP 2336531A1
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EP
European Patent Office
Prior art keywords
fuel injection
pressure
rail pressure
idling stop
establishment
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.)
Withdrawn
Application number
EP10187665A
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English (en)
French (fr)
Inventor
Hirotaka Kaneko
Atsushi Kishi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bosch Corp
Original Assignee
Bosch Corp
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Filing date
Publication date
Application filed by Bosch Corp filed Critical Bosch Corp
Publication of EP2336531A1 publication Critical patent/EP2336531A1/de
Withdrawn legal-status Critical Current

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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping 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
    • F02D41/3809—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
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop

Definitions

  • the present invention relates to an accumulator fuel injection system controller and control method and to an accumulator fuel injection system.
  • the present invention particularly relates to an accumulator fuel injection system controller and control method that are capable of executing idling stop control of an internal combustion engine and to an accumulator fuel injection system.
  • the pressure inside the common rail (hereinafter called “rail pressure”) is controlled by regulating the flow rate of the fuel that is supplied to pressurizing chambers of the high pressure pump on the basis of a target value of the rail pressure (hereinafter called “target rail pressure”) to regulate the amount of the fuel that is pressure-fed to the common rail, or by returning some of the fuel that has been pressure-fed to the common rail to a low pressure system, or by combining these controls.
  • target rail pressure a target value of the rail pressure
  • idling stop control that causes the internal combustion engine to stop while the vehicle temporarily stops has begun to be put into practical use for the purposes of improving fuel consumption and reducing the amount of exhaust gas and noise.
  • idling stop control fuel injection is caused to stop and the internal combustion engine automatically stops when a predetermined idling stop condition is established, and fuel injection is caused to resume and the internal combustion engine is restarted when a predetermined restart condition is established.
  • restartability from the automatically stopped state is a factor that has an important impact on merchantability.
  • the internal combustion engine is a diesel engine
  • what become factors are the compression ratio in the engine being sufficient and fuel injection by the accumulator fuel injection system being possible. Of these two factors, whether or not the compression ratio is sufficient is an engine problem, and whether or not fuel injection is possible is an accumulator fuel injection system problem.
  • a controller that can maintain a state where fuel injection is possible and improve the restartability of the internal combustion engine at the time of idling stop control.
  • a controller that is equipped with an automatic engine stopping and restarting device that automatically stops the engine and automatically restarts the engine, wherein when the engine is stopped without the automatic engine stopping and restarting device being actuated, the controller decreases the rail pressure, and when the engine is stopped as a result of the automatic engine stopping and restarting device being actuated, the controller makes the decrease amount of the rail pressure less than the decrease amount of the rail pressure when the engine is stopped without the automatic engine stopping and restarting device being actuated (e.g., see Japanese Patent No. 3,724,392 ).
  • fuel injection valves that are used in accumulator fuel injection systems, there are fuel injection valves of a structure that has, in addition to a back pressure escape passage for allowing back pressure acting as a load on the rear end side of the nozzle needle that opens and closes the injection hole to escape, a leak passage for returning the fuel that is sent to the fuel injection valve to the low pressure system and fuel injection valves of a structure that does not have this leak passage.
  • the controller is configured such that control to make the decrease amount of the rail pressure smaller or maintain the rail pressure is executed based on a state of the rail pressure when the automatic engine stopping and restarting device begins to operate.
  • the rail pressure at the time when the automatic engine stopping and restarting device begins to operate is a state close to the target rail pressure in the idling state of the internal combustion engine, there is the fear that the amount of time during which the rail pressure can be maintained equal to or greater than the injectable pressure in the automatically stopped state of the engine is not long.
  • the inventor of the present invention made every effort to find that this problem can be solved by setting the target rail pressure after the establishment of the predetermined idling stop condition to a value that is larger than the target rail pressure at the time of the establishment of the idling stop condition and thus completed the present invention. That is, it is an object of the present invention to provide an accumulator fuel injection system controller and control method and an accumulator fuel injection system that can maintain the rail pressure equal to or greater than the injectable pressure for a relatively long time while the internal combustion engine is automatically stopped.
  • a controller of an accumulator fuel injection system equipped with a common rail that accumulates fuel that is pressure-fed by a high pressure pump and fuel injection valves that are connected to the common rail and inject the fuel into cylinders of an internal combustion engine
  • the accumulator fuel injection system controller being capable of executing idling stop control of the internal combustion engine
  • the accumulator fuel injection system controller including idling stop condition establishment detecting means that detects that a predetermined idling stop condition has been established, restart condition establishment detecting means that detects that a predetermined restart condition has been established while the internal combustion engine is in an automatically stopped state, fuel injection valve controlling means that causes the fuel injection valves to stop fuel injection after the establishment of the idling stop condition and causes the fuel injection valves to resume fuel injection after the establishment of the restart condition, and rail pressure controlling means that regulates the pressure inside the common rail on the basis of a calculated target rail pressure, wherein the rail pressure controlling means sets the target rail pressure after the establishment of the idling stop condition to
  • the fuel injection valve controlling means causes the fuel injection to stop after it has made the target rail pressure larger.
  • the fuel injection valve controlling means causes the fuel injection to stop after the pressure inside the common rail has risen after the establishment of the idling stop condition.
  • the rail pressure controlling means corrects, on the basis of the temperature of the fuel, the value of the target rail pressure that it makes larger.
  • another aspect of the present invention is a method of controlling an accumulator fuel injection system equipped with a common rail that accumulates fuel that is pressure-fed by a high pressure pump and fuel injection valves that are connected to the common rail and inject the fuel into cylinders of an internal combustion engine, the accumulator fuel injection system control method being capable of executing idling stop control of the internal combustion engine, the accumulator fuel injection system control method including, when a predetermined idling stop condition has been established, setting a target rail pressure to a value that is larger than the target rail pressure at the time of the establishment of the idling stop condition.
  • Still another aspect of the present invention is an accumulator fuel injection system equipped with a common rail that accumulates fuel that is pressure-fed by a high pressure pump and fuel injection valves that are connected to the common rail and inject the fuel into cylinders of an internal combustion engine
  • the accumulator fuel injection system being equipped with a controller that is capable of executing idling stop control of the internal combustion engine, the controller including idling stop condition establishment detecting means that detects that a predetermined idling stop condition has been established, restart condition establishment detecting means that detects that a predetermined restart condition has been established while the internal combustion engine is in an automatically stopped state, fuel injection valve controlling means that causes the fuel injection valves to stop fuel injection after the establishment of the idling stop condition and causes the fuel injection valves to resume fuel injection after the establishment of the restart condition, and rail pressure controlling means that regulates the pressure inside the common rail on the basis of a calculated target rail pressure, wherein the rail pressure controlling means sets the target rail pressure after the establishment of the idling stop condition to a value
  • the target rail pressure is raised to a value that is larger than the target rail pressure at the time of the establishment of the idling stop condition.
  • the amount of time until the rail pressure falls below the injectable pressure after fuel injection is stopped by idling stop control becomes longer, and the amount of time during which the internal combustion engine can be quickly restarted can be made relatively long.
  • the fuel injection valve controlling means causes fuel injection to stop after the target rail pressure has been made larger after the establishment of the idling stop condition, whereby fuel injection is stopped after the rail pressure has become a relatively high state. For that reason, the amount of time until the rail pressure falls below the injectable pressure can be made relatively long as compared to the case where fuel injection is soon stopped at the time of the establishment of the idling stop condition.
  • the fuel injection valve controlling means causes fuel injection to stop after the rail pressure has been actually raised after the establishment of the idling stop condition, whereby fuel injection is stopped after it has been confirmed that the actual rail pressure has become a relatively high state. For that reason, the amount of time until the rail pressure falls below the injectable pressure can reliably be made long.
  • the target rail pressure to be raised is regulated in response to the fuel temperature, whereby the amount of time until the rail pressure falls below the injectable pressure can be maintained the same even when it has become easier for the rail pressure to drop because of a drop in the fuel density accompanying a rise in the fuel temperature.
  • FIG. 1 shows the overall configuration of an accumulator fuel injection system 50 pertaining to an embodiment of the present invention.
  • This accumulator fuel injection system 50 is a system for injecting fuel into cylinders 41 of an internal combustion engine 40 installed in a vehicle and includes as its main elements a fuel tank 1, a low pressure pump 2, a high pressure pump 5, a flow rate control valve 8, a common rail 10, a pressure control valve 12, fuel injection valves 13, and a controller 60.
  • the low pressure pump 2 and pressurizing chambers 5a of the high pressure pump 5 are interconnected by low pressure fuel passages 18a and 18b
  • the pressurizing chambers 5a of the high pressure pump 5 and the common rail 10 are interconnected by high pressure fuel passages 37
  • the common rail 10 and the fuel injection valves 13 are interconnected by high pressure fuel passages 39.
  • return passages 30a to 30c for returning surplus fuel that is not injected from the fuel injection valves 13 to the fuel tank 1 are connected to the high pressure pump 5, the common rail 10, and the fuel injection valves 13.
  • the flow rate control valve 8 for regulating the flow rate of the fuel that is sent to the pressurizing chambers 5a is disposed in the middle of the low pressure fuel passage 18b inside the high pressure pump 5.
  • the flow rate control valve 8 there is used, for example, an electromagnetic proportional flow rate control valve where the stroke amount of the valve member is configured to be variable depending on the supply current value and the area of the fuel flow-through path is capable of being regulated.
  • the flow rate control valve 8 of the present embodiment is configured as a normally open flow rate control valve where the fuel flow path becomes completely open when no current is supplied to the flow rate control valve 8.
  • the flow rate control valve 8 may be a normally closed flow rate control valve where the fuel flow path becomes completely closed when no current is supplied to the flow rate control valve 8.
  • a pressure regulating valve 14 placed in parallel to the flow rate control valve 8 is disposed in a fuel passage that branches from the low pressure fuel passage 18b on the upstream side of the flow rate control valve 8.
  • This pressure regulating valve 14 is connected to the return passage 30a leading to the fuel tank 1, and an overflow valve that opens when an anteroposterior differential pressure-that is, the differential pressure between the pressure inside the low pressure fuel passage 18b and the pressure inside the return passage 30a-has exceeded a predetermined value is used for the pressure regulating valve 14.
  • the pressure inside the low pressure fuel passages 18a and 18b is regulated to be larger than the pressure inside the return passage 30a a predetermined differential pressure.
  • the low pressure pump 2 pumps the fuel inside the fuel tank 1, pressure-feeds and supplies the fuel to the pressurizing chambers 5a of the high pressure pump 5 via the low pressure fuel passages 18a and 18b.
  • This low pressure pump 2 is an in-tank electrically powered pump disposed inside the fuel tank 1 and is driven by a voltage supplied from a battery.
  • the low pressure pump 2 may be disposed outside the fuel tank 1 or may be a gear pump that is driven by the motive force of the internal combustion engine 40.
  • the high pressure pump 5 pressurizes, with plungers 7, the fuel that is introduced to the pressurizing chambers 5a via fuel suction valves 6 by the low pressure pump 2 and pressure-feeds the fuel in the high pressure state to the common rail 10 via fuel discharge valves 9 and the high pressure fuel passages 37.
  • the fuel discharge valves 9 have a self-sealing structure whose seal is enhanced as the rail pressure on the discharge side becomes higher.
  • a cam 15 that drives the high-pressure pump 5 is fixed to a cam shaft coupled via a gear to a drive shaft of the internal combustion engine 40.
  • the high pressure pump 5 shown in FIG. 1 is equipped with two the plungers 7, the two plungers 7 are pressed up by the cam 15, the fuel is pressurized inside the two pressurizing chambers 5a, and the high pressure fuel is pressure-fed to the common rail 10.
  • This high pressure pump 5 has a fuel-lubricated structure that uses the fuel for injection as a lubricating oil, and the fuel that is sent into the high pressure pump 5 via the low pressure fuel passage 18a flows once inside a cam chamber 16 and is further sent from there to the pressurizing chambers 5a via the low fuel pressure passage 18b.
  • the high pressure pump 5 shown in FIG. 1 is equipped with a temperature sensor 25.
  • a sensor signal St of the temperature sensor 25 is sent to the controller 60, and a temperature Tq of the fuel circulating inside the low pressure fuel passage 18b is detected on the basis of this sensor signal St.
  • a temperature sensor for detecting the fuel temperature may also be disposed in any place in the fuel passages inside the accumulator fuel injection system 50.
  • the common rail 10 accumulates the fuel in the high pressure state that has been pressurized by the high pressure pump 5 and supplies the fuel via the high pressure fuel passages 39 to the fuel injection valves 13 connected to the common rail 10.
  • a rail pressure sensor 21 and the pressure control valve 12 are attached to this common rail 10.
  • a sensor signal Sp of the rail pressure sensor 21 is sent to the controller 60, and a rail pressure Pr is detected on the basis of this sensor signal Sp.
  • the pressure control valve 12 there is used, for example, an electromagnetic proportional control valve where the stroke amount of the valve member is configured to be variable depending on the supply current value and the area of the fuel flow-through path is capable of being regulated.
  • the pressure control valve 12 of the present embodiment is configured as a normally open pressure control valve where the fuel flow path becomes completely open when no current is supplied to the pressure control valve 12.
  • the normally open pressure control valve opens when the sum of the rail pressure and the biasing force of a spring that biases, in the valve opening direction, the valve member which opens and closes the fuel passage exceeds the force that biases the valve member in the valve closing direction.
  • Each of the fuel injection valves 13 is equipped with a nozzle body in which an injection hole is disposed and a nozzle needle that opens and closes the injection hole by moving forward and backward.
  • Each of the fuel injection valves 13 is configured such that the injection hole is closed when back pressure is applied as a load to the rear end side of the nozzle needle and is opened when the back pressure that has been applied as a load is allowed to escape.
  • the rail pressure is equal to or greater than an injectable pressure, normal fuel injection by the fuel injection valves 13 becomes possible.
  • the fuel injection valves 13 there are used electrostrictive piezo injectors equipped with piezo elements as back pressure controlling means or electromagnetically controlled magnet injectors equipped with electromagnetic solenoids as back pressure controlling means. Further, in the present embodiment, there are used fuel injection valves that are equipped with passages for allowing the back pressure to escape and also leak passages for allowing the fuel to leak to the return passage 30c from sliding portions such as the nozzle needles and valve pistons. Accordingly, the fuel injection valves 13 have a configuration where, even when injection is stopped and the pressure control valve 12 is closed, the rail pressure easily drops because of fuel leakage from the leak passages.
  • the present invention can also be applied to an accumulator fuel injection system of a configuration where the fuel injection valves do not have the leak passages and it is difficult for the rail pressure to drop when fuel injection is stopped and the pressure control valve 12 is closed.
  • FIG. 2 shows a configuration example where portions relating to idling stop control of the controller 60 of the accumulator fuel injection system 50 of the present embodiment are represented as functional blocks.
  • This controller 60 is equipped with idling stop condition establishment detecting means 61, restart condition establishment detecting means 62, target rail pressure calculating means 64, rail pressure detecting means 65, flow rate control valve controlling means 66, pressure control valve controlling means 67, and fuel injection valve controlling means 68.
  • the controller 60 is basically configured of a microcomputer of a publicly known configuration, and each portion of the controller 60 is realized by the execution of programs by the microcomputer.
  • the controller 60 is configured to be capable of reading signals of various switches and sensors such as the rail pressure sensor 21, the temperature sensor 25, a speed sensor that detects an engine speed Ne, a vehicle velocity sensor that is disposed in the vehicle and detects a vehicle velocity V, an accelerator pedal sensor that detects an operation amount Acc of an accelerator pedal, and a brake sensor that detects an operation amount Br of a brake pedal. Further, the controller 60 is provided with an unillustrated random access memory (RAM) for storing calculation results and detection results of each portion.
  • RAM unillustrated random access memory
  • the rail pressure detecting means 65 continuously reads the sensor value Sp of the rail pressure sensor 21 to obtain the rail pressure Pr.
  • the idling stop condition establishment detecting means 61 detects the establishment of a predetermined idling stop condition, it transmits an idling stop condition establishment signal to the flow rate control valve controlling means 66, the pressure control valve controlling means 67, and the fuel injection valve controlling means 68. Further, when the restart condition establishment detecting means 62 detects the establishment of a predetermined restart condition while the internal combustion engine 40 is in an automatically stopped state, it transmits a restart condition establishment signal to the fuel injection valve controlling means 68 and the pressure control valve controlling means 67.
  • the idling stop condition can be, for example, the achievement of at least one of the following states: an engine switch Sw is in an ON state, a detected position Sg of a gear sensor is neutral, a detected position Sb of a brake pedal sensor is a stepped-on state, the engine speed Ne is equal to or less than a predetermined threshold value, and a state where the vehicle velocity V is 0 has continued for a predetermined or longer amount of time.
  • the idling stop condition is not limited thereto.
  • the restart condition can be the achievement of some of the following states: the detected position Sg of the gear sensor has been released from the neutral state or the accelerator pedal Acc has been stepped on, etc. while the internal combustion engine 40 is in the automatically stopped state.
  • the restart condition is not limited thereto.
  • the flow rate control valve controlling means 66 and the pressure control valve controlling means 67 basically execute feedback control of the flow rate control valve 8 or the pressure control valve 12 such that the rail pressure Pr becomes a target rail pressure Ptgt.
  • the flow rate control valve controlling means 66 regulates the rail pressure Pr by regulating the opening degree of the flow rate control valve 8 to control the flow rate of the fuel that is supplied to the pressurizing chambers 5a of the high pressure pump 5 and change the flow rate of the high pressure fuel that is pressure-fed from the high pressure pump 5 to the common rail 10.
  • the pressure control valve controlling means 67 regulates the rail pressure Pr by regulating the opening degree of the pressure control valve 12 to control the flow rate of the fuel that is discharged from the common rail 10 to the return passage 30b.
  • control of the rail pressure Pr is performed by the pressure control valve controlling means 67.
  • the flow rate control valve 8 of the present embodiment that has a normally open configuration is completely opened as a result of the current supplied thereto being cut off, and feedback control of the pressure control valve 12 by the pressure control valve controlling means 67 is started.
  • a current of a value obtained from the target rail pressure Ptgt may continuously be supplied, but when the rail pressure Pr has fallen below an injectable pressure Pr_inj after the internal combustion engine 40 stops, there is the fear that the supply of current to the pressure control valve 12 will lead to mere wasteful consumption of the battery. For that reason, when the rail pressure Pr has fallen below the injectable pressure Pr_inj, it is preferable to suspend feedback control of the pressure control valve 12 by the target rail pressure Ptgt and make the supply current value zero or set the supply current value to an extremely small value.
  • the target rail pressure calculating means 64 calculates the target rail pressure Ptgt on the basis of the engine speed Ne, the accelerator pedal operation amount Acc, etc. in the usual operating state of the internal combustion engine 40. Further, when the target rail pressure calculating means 64 receives the idling stop condition establishment signal, it causes the target rail pressure to rise toward a predetermined target holding rail pressure Ptgt_high. Thus, during the period until the establishment of the restart condition after the establishment of the idling stop condition, feedback control of the amount of current supplied to the pressure control valve 12 is performed such that the rail pressure Pr rises toward the target holding rail pressure Ptgt_high.
  • the target holding rail pressure Ptgt high is a value at which the rail pressure Pr can be maintained equal to or greater than the injectable pressure Pr_inj even when the internal combustion engine 40 automatically stops for a relatively long time and is determined in consideration of the amount of drop in the rail pressure while the internal combustion engine 40 is in the automatically stopped state.
  • the target holding rail pressure Ptgt_high is set to be an excessively large value, there is the fear that the rail pressure Pr may exceed the allowable pressure of the accumulator fuel injection system 50, so that it is preferable to determine the target holding rail pressure Ptgt_high in consideration of the load that is generated in the fuel high pressure system.
  • This target holding rail pressure Ptgt_high can be a fixed value, for example.
  • the target holding rail pressure Ptgt_high is a fixed value, it is possible to quickly switch to the target holding rail pressure Ptgt_high when the idling stop condition is established.
  • the target holding rail pressure Ptgt_high is not limited to a fixed value; it may be, for example, a sum of a predetermined offset value and the target rail pressure Ptgt at the time of the establishment of the idling stop condition.
  • the value of the current supplied to the pressure control valve 12 becomes larger than at the time of the establishment of the idling stop condition, and the rail pressure Pr is once raised before the internal combustion engine 40 stops. For that reason, the amount of time during which the rail pressure Pr is maintained equal to or greater than the injectable pressure Pr_inj can be made long as compared to the case where fuel injection is stopped without raising the target rail pressure Ptgt.
  • the target rail pressure calculating means 64 can switch the target rail pressure Ptgt so as to undergo stepwise changes at the time of the establishment of the idling stop condition. By switching the target rail pressure Ptgt to stepwise change, it becomes possible to instantaneously close the pressure control valve 12 and instantaneously raise the rail pressure Pr.
  • the target rail pressure calculating means 64 switches the target rail pressure Ptgt so as to undergo stepwise changes, there is the fear that immediately after the establishment of the idling stop condition the rail pressure Pr will be excessively raised temporarily and that an enormously large load will act on the fuel high pressure system.
  • the target holding rail pressure Ptgt_high can also be configured such that it is set in response to the fuel temperature Tq.
  • the fuel density drops such that it becomes easier for the fuel to leak from tiny clearances existing in the fuel high pressure system to the low pressure side, and it becomes easier for the rail pressure Pr to drop.
  • the rail pressure Pr will end up falling below the injectable pressure Pr_inj even earlier than the assumed period of time.
  • the fuel temperature Tq is calculable on the basis of the sensor signal St of the temperature sensor 25, but it can also be estimated on the basis of an exhaust gas temperature Tg, a cooling water temperature Tw, an outside air temperature Ta, and the operating state of the internal combustion engine 40.
  • the fuel temperature Tq may also be estimated on the basis of the sensor signal St of the temperature sensor 25 in combination with the exhaust gas temperature Tg, the cooling water temperature Tw, the outside air temperature Ta, or the operating state of the internal combustion engine 40.
  • the fuel injection valve controlling means 68 calculates a target fuel injection quantity Qtgt on the basis of the engine speed Ne, the accelerator pedal operation amount Acc, etc., generates control signals for the fuel injection valves 13 appropriate to the target fuel injection quantity Qtgt, and transmits the control signals to the fuel injection valves 13.
  • the fuel injection valve controlling means 68 when the fuel injection valve controlling means 68 receives the idling stop condition establishment signal, it continues injection control based on the target fuel injection quantity Qtgt until a difference ⁇ Pr between the rail pressure Pr and the target holding rail pressure Ptgt_high becomes less than a predetermined value ⁇ Pr0 and stops fuel injection when the difference ⁇ Pr in the rail pressure has become less than the predetermined value ⁇ Pr0.
  • the rail pressure Pr reliably rises, and fuel injection can be stopped judging that the rail pressure Pr does not rise excessively.
  • the timing at which the fuel injection valve controlling means 68 causes fuel injection to stop is not limited to the example described above.
  • the fuel injection valve controlling means 68 may be configured to cause fuel injection to stop when the rail pressure Pr has actually exceeded the target holding rail pressure Ptgt_high. Further, for example, the fuel injection valve controlling means 68 may be configured to cause fuel injection to stop when a predetermined amount of time has elapsed after the establishment of the idling stop condition.
  • the fuel injection valve controlling means 68 receives the restart condition establishment signal, it transmits control signals to the fuel injection valves 13 and causes the fuel injection valves 13 to resume fuel injection.
  • step S11 it is discriminated whether or not the predetermined idling stop condition has been established (the period t0 to t1 in FIG. 3 ).
  • the value of the current supplied to the pressure control valve 12 is feedback-controlled in response to the target rail pressure Ptgt, and control is performed such that the rail pressure Pr becomes the target rail pressure Ptgt.
  • step S12 the target rail pressure Ptgt is raised toward the target holding rail pressure Ptgt_high that is larger than the target rail pressure at the time of the establishment of the idling stop condition (t1 in FIG. 3 ).
  • the value of the current supplied to the pressure control valve 12 is controlled such that the rail pressure Pr becomes the target rail pressure Ptgt.
  • step S13 the rail pressure Pr is detected.
  • step S14 it is determined whether or not the difference ⁇ Pr between the rail pressure Pr and the target holding rail pressure Ptgt_high has become less than the predetermined value ⁇ Pr0 (the period t1 to t2 in FIG. 3 ).
  • step S15 fuel injection to the internal combustion engine 40 is stopped (t2 in FIG. 3 ). Even when the controller 60 stops fuel injection, there is a supply of the fuel from the high pressure pump 5 to the common rail 10 until the engine speed Ne becomes zero, so that the rail pressure Pr begins to drop after it has risen for a while.
  • step S16 After fuel injection has been stopped, it is determined in step S16, whether or not the restart condition has been established (the period t2 to t3 in FIG. 3 ). When it has been determined that the restart condition has been established, the control proceeds to step S17, where the rail pressure Pr is detected. Thereafter, in step S18, it is determined whether or not the rail pressure Pr is equal to or greater than the injectable pressure Pr_inj (the period t3 in FIG. 3 ). When the rail pressure Pr is equal to or greater than the injectable pressure Pr_inj, the control proceeds to step S19, where fuel injection is resumed.
  • the rail pressure Pr is reliably raised, and the amount of time during which the rail pressure Pr is maintained equal to or greater than the injectable pressure Pr_inj can reliably be made long.
  • the rail pressure Pr at the point in time of t1 when the idling stop condition is established becomes a reference and thereafter the rail pressure Pr gradually drops, so that the rail pressure Pr ends up falling below the injectable pressure Pr_inj at the relatively early point in time t4'.
  • the rail pressure Pr is once raised, so that the seal at the seal portions of the various valves configured as self-sealing structures is enhanced, and it can be made easier to suppress a drop in the rail pressure Pr.
  • the accumulator fuel injection system controller and control method and the accumulator fuel injection system of the present embodiment described above can be arbitrarily altered within the scope of the present invention.
  • the invention may also be configured such that, after the establishment of the idling stop condition, the rail pressure Pr is once raised by control of the flow rate control valve 8 by the flow rate control valve controlling means 67.
  • the pressure control valve 12 may be maintained in a closed state and the opening degree of the flow rate control valve 8 may be made larger than the opening degree at the time of the establishment of the idling stop condition to raise the rail pressure Pr.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP10187665A 2009-12-18 2010-10-15 Steuergerät für ein Akkumulator-Brennstoffeinspritzsystem und Steuerverfahren und Akkumulator-Brennstoffeinspritzsystem Withdrawn EP2336531A1 (de)

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JP2009287344A JP2011127523A (ja) 2009-12-18 2009-12-18 蓄圧式燃料噴射装置の制御装置及び制御方法並びに蓄圧式燃料噴射装置

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Cited By (4)

* Cited by examiner, † Cited by third party
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WO2013006251A2 (en) * 2011-07-06 2013-01-10 General Electric Company Methods and systems for common rail fuel system maintenance health diagnostic
EP3061956A3 (de) * 2015-02-24 2016-10-26 Toyota Jidosha Kabushiki Kaisha Vorrichtung und verfahren zur steuerung des kraftstoffdrucks eines motors
FR3050236A1 (fr) * 2016-04-19 2017-10-20 Peugeot Citroen Automobiles Sa Procede d’optimisation d’un temps de redemarrage d’un moteur thermique par pilotage de la pression dans un rail d’injection
CN110630398A (zh) * 2019-09-25 2019-12-31 潍柴动力股份有限公司 一种发动机控制方法及装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5887877B2 (ja) * 2011-11-25 2016-03-16 マツダ株式会社 圧縮自己着火式エンジンの始動制御装置
JP2019065831A (ja) * 2017-10-05 2019-04-25 株式会社デンソー 高圧ポンプ制御装置

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EP0886058A2 (de) * 1997-06-19 1998-12-23 Toyota Jidosha Kabushiki Kaisha Brennstoffdrucksteuervorrichtung für ein Kraftstoffeinspritzsystem einer Brennkraftmaschine
EP1154154A2 (de) * 2000-05-09 2001-11-14 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung und -verfahren für Verbrennungsmotor vom Direkteinspritzungstyp
JP2004036459A (ja) * 2002-07-02 2004-02-05 Toyota Motor Corp 内燃機関の停止制御装置
DE102004006523A1 (de) * 2003-11-17 2005-06-23 Mitsubishi Denki K.K. Kraftstoffdrucksteuereinrichtung für Verbrennungsmaschine vom Zylindereinspritztyp
JP3724392B2 (ja) 2001-07-26 2005-12-07 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置

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EP0886058A2 (de) * 1997-06-19 1998-12-23 Toyota Jidosha Kabushiki Kaisha Brennstoffdrucksteuervorrichtung für ein Kraftstoffeinspritzsystem einer Brennkraftmaschine
EP1154154A2 (de) * 2000-05-09 2001-11-14 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung und -verfahren für Verbrennungsmotor vom Direkteinspritzungstyp
JP3724392B2 (ja) 2001-07-26 2005-12-07 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
JP2004036459A (ja) * 2002-07-02 2004-02-05 Toyota Motor Corp 内燃機関の停止制御装置
DE102004006523A1 (de) * 2003-11-17 2005-06-23 Mitsubishi Denki K.K. Kraftstoffdrucksteuereinrichtung für Verbrennungsmaschine vom Zylindereinspritztyp

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013006251A2 (en) * 2011-07-06 2013-01-10 General Electric Company Methods and systems for common rail fuel system maintenance health diagnostic
WO2013006251A3 (en) * 2011-07-06 2014-05-08 General Electric Company Methods and systems for common rail fuel system maintenance health diagnostic
US9512799B2 (en) 2011-07-06 2016-12-06 General Electric Company Methods and systems for common rail fuel system maintenance health diagnostic
EP3061956A3 (de) * 2015-02-24 2016-10-26 Toyota Jidosha Kabushiki Kaisha Vorrichtung und verfahren zur steuerung des kraftstoffdrucks eines motors
FR3050236A1 (fr) * 2016-04-19 2017-10-20 Peugeot Citroen Automobiles Sa Procede d’optimisation d’un temps de redemarrage d’un moteur thermique par pilotage de la pression dans un rail d’injection
WO2017182724A1 (fr) * 2016-04-19 2017-10-26 Psa Automobiles S.A. Procede d'optimisation d'un temps de redemarrage d'un moteur thermique par pilotage de la pression dans un rail d'injection
CN109072794A (zh) * 2016-04-19 2018-12-21 标致雪铁龙汽车股份有限公司 通过控制喷射轨道中的压力来优化内燃发动机的重新起动时间的方法
CN109072794B (zh) * 2016-04-19 2021-08-17 标致雪铁龙汽车股份有限公司 通过控制喷射轨道中的压力来优化内燃发动机的重新起动时间的方法
CN110630398A (zh) * 2019-09-25 2019-12-31 潍柴动力股份有限公司 一种发动机控制方法及装置
CN110630398B (zh) * 2019-09-25 2022-06-28 潍柴动力股份有限公司 一种发动机控制方法及装置

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