EP2565428A1 - Contrôleur pour moteur diesel - Google Patents

Contrôleur pour moteur diesel Download PDF

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Publication number
EP2565428A1
EP2565428A1 EP10850693A EP10850693A EP2565428A1 EP 2565428 A1 EP2565428 A1 EP 2565428A1 EP 10850693 A EP10850693 A EP 10850693A EP 10850693 A EP10850693 A EP 10850693A EP 2565428 A1 EP2565428 A1 EP 2565428A1
Authority
EP
European Patent Office
Prior art keywords
pressure
engine
fuel
opening degree
restart
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Withdrawn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
EP10850693A
Other languages
German (de)
English (en)
Inventor
Hiroshi Enomoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of EP2565428A1 publication Critical patent/EP2565428A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the present invention relates to a controller for a diesel engine that automatically stops an engine when a predetermined automatic stop condition is met during idling of the engine, and restarts the engine when a predetermined restart condition is met during the automatic stop of the engine.
  • Such a type of controller for a diesel engine is disclosed in Patent Document 1.
  • Conventional typical controllers for a diesel engine including the controller disclosed in Patent Document 1 automatically stop an engine by stopping fuel injection when an automatic stop condition is met, that is, when stepping of an accelerator pedal is removed during idling of the engine, a brake pedal is stepped on, and the traveling of the vehicle is stopped.
  • the conventional general controller for a diesel engine performs cranking by driving a starter and performs the restart of the engine by performing the fuel injection when a restart condition is met, that is, the stepping of the brake pedal is removed during the automatic stop of the engine.
  • unnecessary fuel injection is prevented when the traveling of the vehicle is stopped, resulting in a reduction of fuel consumption or emission of carbon dioxide.
  • the diesel engine is provided with a fuel pump capable of pressure-feeding fuel to an accumulator container provided in a fuel supply system of the engine and controlling a pressure-feeding mode of the fuel, and a pressure reducing valve for reducing fuel pressure in the accumulator container.
  • the diesel engine allows the accumulator container to be in a substantially sealed state by closing the pressure reducing valve during the automatic stop of the engine, thereby maintaining a high fuel pressure. In this way, the diesel engine promptly performs initial fuel injection at the time of the restart of the engine, thereby shortening the start-up time.
  • the present invention provides a controller for a diesel engine being applied to a diesel engine.
  • the diesel engine is provided with a fuel pump for pressure-feeding fuel to an accumulator container provided in a fuel supply system of the engine and capable of controlling a pressure-feeding mode of the fuel and a pressure reducing valve for reducing fuel pressure in the accumulator container.
  • the controller automatically stops the engine when a predetermined automatic stop condition is met during idling of the engine and restarts the engine when a predetermined restart condition is met during the automatic stop of the engine.
  • the controller includes a pump control unit and an opening degree control unit.
  • the pump control unit controls a pressure-feeding mode of the fuel pump such that the fuel pressure in the accumulator container at the automatic stop of the engine is higher than a target value of fuel pressure during idling.
  • the opening degree control unit controls an opening degree of the pressure reducing valve such that the pressure reducing valve is maintained in a valve-closed state during the automatic stop of the engine, and that the fuel pressure in the accumulator container at the restart of the engine becomes equal to a target pressure required at a time of restart.
  • the opening degree control unit may control the opening degree of the pressure reducing valve such that the fuel pressure in the accumulator container at the automatic stop of the engine becomes equal to a predetermined pressure higher than the target value.
  • the pump control unit may control the pressure-feeding mode of the fuel pump such that the fuel pressure in the accumulator container at the automatic stop of the engine becomes equal to the predetermined pressure higher than the target value.
  • the fuel pump may include a control valve, which adjusts an intake amount of fuel, and an engine-driven type pressurizing unit.
  • a control valve which adjusts an intake amount of fuel
  • an engine-driven type pressurizing unit for example, when the fuel pressure in the accumulator container is equal to or more than the target pressure, the pump control unit controls the opening degree of the control valve to a second opening degree smaller than a first opening degree, thereby restricting the pressure-feeding amount of fuel by the fuel pump. This suppresses an increase in the engine load caused by the driving of the fuel pump.
  • the pump control unit may control the opening degree of the control valve to be in a fully-opened state when the fuel pressure in the accumulator container is lower than the target pressure, and controls the opening degree of the control valve to be in a half-opened state when the fuel pressure in the accumulator container is equal to or more than the target pressure.
  • the opening degree of the control valve is controlled to be in a fully closed state when the fuel pressure in the accumulator container is equal to or more than the target pressure, it is possible to facilitate the fuel pressure-feeding when the control valve is fully opened and the fuel pressure-feeding is performed.
  • controller for a diesel engine according one embodiment of the present invention will be described.
  • the controller is embodied as a controller for a common rail type diesel engine mounted on a vehicle.
  • Fig. 1 illustrates a schematic configuration of a fuel supply system of a diesel engine (hereinafter, referred to as an engine) in the present embodiment.
  • the fuel supply system of the engine is provided with a supply pump 2 that pumps fuel from a fuel tank 1 and pressurizes and discharges the fuel.
  • the supply pump 2 is provided with a plunger that reciprocates in synchronization with rotation of an engine output shaft, intakes fuel from the fuel tank 1 through the reciprocation of the plunger, and pressure-feeds the fuel to a common rail 3, which is an accumulator container.
  • the supply amount of fuel by the supply pump 2 is adjusted based on an open and close operation of a control valve 2a.
  • the control valve 2a is electrically opened and closed.
  • the configuration of the supply pump 2 for pressing fuel through the plunger corresponds to a pressurizing unit 2b according to the present invention.
  • the supply pump 2 supplies the pressurized fuel to a fuel addition valve 4 that adds fuel also to an exhaust system of the engine.
  • An injector 6 of each cylinder of the engine is connected to the common rail 3. Furthermore, the common rail 3 is provided with a pressure reducing valve 7, which reduces the fuel pressure (hereinafter, referred to as rail pressure) in the common rail 3, and a fuel pressure sensor 8, which detects the actual rail pressure (hereinafter, referred to as actual rail pressure PRa).
  • the pressure reducing valve 7 is electrically opened and closed.
  • the engine provided with the fuel supply system is controlled by an electronic controller 10.
  • the electronic controller 10 is provided with a central processing unit (hereinafter, referred to as CPU), a read only memory (hereinafter, referred to as ROM), a random access memory (hereinafter, referred to as RAM), and an input/output port (hereinafter, referred to as I/O).
  • the CPU performs various arithmetic processes related to engine control
  • the ROM stores programs and data to be used for the engine control.
  • the RAM temporarily stores arithmetic results of the CPU, detection results of sensors, and the like, and the I/O allows signals to be transmitted/received to/from the exterior.
  • the electronic controller 10 receives detection results of the engine speed, the accelerator operation amount, the air intake amount, the air intake pressure, the temperature of engine cooling water, the outside air temperature, the running speed of the vehicle, the stepping state of the brake pedal, the shift operation position of the transmission (not illustrated), and the like, or information on an engine start command, an engine stop command and the like from the ignition switch.
  • the electronic controller 10 controls the operation of the supply pump 2, specifically, the opening degree of the control valve 2a, based on the detection results of the fuel pressure sensor 8 and the like in order to ensure required rail pressure. Furthermore, the electronic controller 10 controls the operation of the injector 6, thereby performing fuel injection control.
  • the electronic controller 10 determines that the engine stop command is output to the engine to stop fuel injection from the injector 6, thereby automatically stopping the engine.
  • the electronic controller 10 determines that the engine start command is output to the engine to perform the energization of the starter motor, thereby performing the restart of the engine.
  • the electronic controller 10 allows the common rail 3 to be in a substantially sealed state by closing the pressure reducing valve 7, thereby maintaining the rail pressure in a high state. In this way, the diesel engine promptly performs initial fuel injection at the time of the restart of the engine, thereby shortening the start-up time.
  • the pressure-feeding mode of the supply pump 2 is controlled through the electronic controller 10 such that the rail pressure at the automatic stop of the engine is higher than a target value PRidle of the rail pressure during idling, specifically, that the rail pressure becomes equal to a predetermined pressure (hereinafter, referred to as target rail pressure PRstp at the time of automatic stop) higher than the target value PRidle.
  • target rail pressure PRstp at the time of automatic stop a predetermined pressure
  • the opening degree of the pressure reducing valve 7 is controlled such that the pressure reducing valve 7 is maintained in a valve-closed state during the automatic stop of the engine, and the rail pressure at the restart of the engine becomes equal to a target pressure (a target rail pressure PRstrt at the time of restart) required at the time of restart. In this way, the rail pressure when it starts to restart the engine is increased, so that the start-up time is thereby reliably shortened.
  • step S11 it is first determined whether the automatic stop condition is met (step S11). For example, it is determined whether the automatic stop condition is met according to whether conditions (a) to (d) illustrated below are met.
  • step S11 determines whether the automatic stop condition is met in the determination process of step S11 (step S11: YES), and then it is determined whether engine stop determination has not been performed in step S12. It is determined whether the engine speed is 0. Immediately after the automatic stop of the engine is made, the engine speed has not dropped to 0. Therefore, determination is made that the engine stop determination has not been performed in the determination process of step S12 (step S12: YES), and then the automatic stop target rail pressure PRstp, which is a target value of the rail pressure at the time of the automatic stop, is read in step S13.
  • the automatic stop target rail pressure PRstp has been set as a value larger than the target value PRidle of the rail pressure during idling (PRstp > PRidle). Then, in step S14, the actual rail pressure PRa at that time is read. Then, in step S15, the control valve 2a is fully opened to drive the supply pump 2.
  • step S16 it is determined whether the actual rail pressure PRa is equal to or more than the automatic stop target rail pressure PRstp.
  • the rail pressure is the automatic stop target rail pressure PRstp
  • the automatic stop target rail pressure PRstp is a value for guaranteeing that the rail pressure at the time of the subsequent restart becomes equal to the restarting target rail pressure PRstrt, which will be described below.
  • the automatic stop target rail pressure PRstp is set through experimentations.
  • the automatic stop target rail pressure PRstp has been set as a fixed value higher than the restarting target rail pressure PRstrt (PRstp > PRstrt).
  • step S16 When the actual rail pressure PRa is equal to or more than the automatic stop target rail pressure PRstp (step S16: YES), the rail pressure is to be reduced, and then the pressure reducing valve 7 is opened in step S17, and the series of processes is temporarily suspended.
  • step S16 If the actual rail pressure PRa is smaller than the automatic stop target rail pressure PRstp (step S16: NO), the pressure reducing valve 7 is closed to increase the rail pressure in step S18, and the series of processes is temporarily suspended.
  • step S12 NO
  • step S18 the series of processes is temporarily suspended.
  • step S11 execution timing of the present process is determined not to be reached, and the series of processes is temporarily suspended.
  • step S31 it is first determined whether the restart condition is met. When any one of the conditions (a) to (d) is not met, it is determined that the automatic stop condition is not met, that is, the restart condition is met. Then, in step S32, it is determined whether restart completion determination has not been performed. It is determined whether the engine speed is equal to or more than a restart completion determination speed. Immediately after the restart of the engine is made, the engine speed is lower than the restart completion determination speed.
  • step S32 determination is made that the restart completion determination has not been performed in the determination process of step S32 (step S32: YES), and then the restarting target rail pressure PRstrt, which is a target value of the rail pressure at the time of the restart, is read in step S33.
  • the rail pressure is the restarting target rail pressure PRstrt
  • the restarting target rail pressure PRstrt is a value for guaranteeing that the rail pressure will be increased, through the fuel pressure-feeding from the supply pump 2, to a degree at which it is possible to perform fuel injection into a cylinder initially that undergoes the compression stroke at a predetermined timing in the compression stroke after the cylinder determination has been performed at the time of the restart.
  • the target rail pressure is set through experimentation in the present embodiment.
  • the restarting target rail pressure PRstrt has been set as a value lower than the automatic stop target rail pressure PRstp (PRstrt ⁇ PRstp). Then, in step S34, the actual rail pressure PRa at
  • step S35 it is determined whether the actual rail pressure PRa is equal to or more than the restarting target rail pressure PRstrt. If the actual rail pressure PRa is equal to or more than the restarting target rail pressure PRstrt (step S35: YES), step S36 is executed to lower the rail pressure. Specifically, the supply pump 2 is operated with the control valve 2a half-opened, so that active fuel pressure-feeding by the supply pump 2 is not performed. Then, in step S37, the pressure reducing valve 7 is opened, and the series of processes is temporarily suspended.
  • step S38 is executed to increase the rail pressure. Specifically, the supply pump 2 is operated with the control valve 2a fully opened, so that the active fuel pressure-feeding by the supply pump 2 is performed. Then, step S39 is executed to increase the rail pressure. Specifically, the pressure reducing valve 7 is closed. The series of processes is then temporarily suspended.
  • step S32 While the series of processes is being repeated, if the engine speed is equal to or more than the restart completion determination speed, it is determined that the restart completion determination has been performed in the determination process of step S32 (step S32: NO). Therefore, the series of processes is temporarily suspended.
  • step S31 if the restart condition is not met in step S31, the series of processes is temporarily suspended.
  • controller for the diesel engine according to the present invention is not limited to the configuration described in the above embodiment, and, for example, can be implemented as the following example obtained by appropriately modifying the embodiment.
  • the automatic stop condition and the restart condition of the diesel engine are not limited to the conditions described in the above embodiment, and may be modified to arbitrary conditions.
  • the automatic stop target rail pressure PRstp is set as a fixed value.
  • the setting of the predetermined pressure according to the present invention is not limited thereto.
  • the automatic stop target rail pressure PRstp may be corrected based on the rail pressure at the time of the restart of the engine. That is, when it is determined that the rail pressure at the time of the restart of the engine is likely to be lower than the restarting target rail pressure PRstrt, the automatic stop target rail pressure PRstp may be corrected to be a larger value. Meanwhile, when it is determined that the rail pressure at the time of the restart of the engine is likely to be higher than the restarting target rail pressure PRstrt, the automatic stop target rail pressure PRstp may be corrected to be a smaller value.
  • the above embodiment employs a configuration in which at the restart of the engine, the electronic controller 10 controls the opening degree of the control valve 2a to be in a fully-opened state when the rail pressure is lower than the restarting target rail pressure PRstrt, but controls the opening degree of the control valve 2a to be in a half-opened state when the rail pressure is equal to or more than the restarting target rail pressure PRstrt.
  • the opening degree control of the control valve at the time of the restart is not limited thereto.
  • the opening degree of the control valve 2a is controlled to a first opening degree when the rail pressure is lower than the restarting target rail pressure PRstrt, but the opening degree of the control valve 2a is controlled to a second opening degree, which is smaller than the first opening degree, when the rail pressure is equal to or more than the restarting target rail pressure PRstrt, the first opening degree and the second opening degree can be appropriately changed.
  • the opening degree of the pressure reducing valve 7 is controlled such that the rail pressure at the automatic stop of the engine becomes equal to the automatic stop target rail pressure PRstp.
  • a control configuration for allowing the rail pressure to be the automatic stop target rail pressure PRstp is not limited thereto.
  • the pressure reducing valve 7 is maintained in a valve-closed state and the pressure-feeding mode of the supply pump 2 is controlled, so that it is possible to allow the rail pressure to become equal to the automatic stop target rail pressure PRstp.
  • the supply pump 2 having the control valve 2a for adjusting the intake amount of fuel and the engine-driven type pressurizing unit 2b is described as an example.
  • the configuration of the fuel pump according to the present invention is not limited thereto. In short, it is sufficient if it is possible to pressure-feed fuel to the accumulator container provided in the fuel supply system of the engine and to control the pressure-feeding mode thereof.
  • Fuel tank 1 Fuel tank; 2 Supply pump; 2a Control valve; 2b Pressurizing unit; 3 Common rail; 4 Fuel addition valve; 6 Injector; 7 Pressure reducing valve; 8 Fuel pressure sensor; 10 Electronic controller (Pump control unit, Opening degree control unit)

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP10850693A 2010-04-27 2010-04-27 Contrôleur pour moteur diesel Withdrawn EP2565428A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/057475 WO2011135674A1 (fr) 2010-04-27 2010-04-27 Contrôleur pour moteur diesel

Publications (1)

Publication Number Publication Date
EP2565428A1 true EP2565428A1 (fr) 2013-03-06

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EP10850693A Withdrawn EP2565428A1 (fr) 2010-04-27 2010-04-27 Contrôleur pour moteur diesel

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EP (1) EP2565428A1 (fr)
JP (1) JPWO2011135674A1 (fr)
WO (1) WO2011135674A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105909413A (zh) * 2015-02-25 2016-08-31 福特环球技术公司 用于运行具有停止-起动系统的内燃发动机的共轨喷射设备的方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108341393A (zh) * 2018-02-01 2018-07-31 衡阳泰豪通信车辆有限公司 一种可利用管道压力无动力加油装置

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JP3317202B2 (ja) * 1997-08-04 2002-08-26 トヨタ自動車株式会社 蓄圧式エンジンの燃料噴射制御装置
JP3791298B2 (ja) * 2000-05-09 2006-06-28 トヨタ自動車株式会社 筒内噴射式内燃機関制御装置
JP2004190628A (ja) * 2002-12-13 2004-07-08 Isuzu Motors Ltd コモンレール式燃料噴射制御装置
JP2006348908A (ja) * 2005-06-20 2006-12-28 Fujitsu Ten Ltd エンジン制御装置、エンジン制御システム及びエンジン制御方法
JP4572950B2 (ja) * 2008-04-10 2010-11-04 株式会社デンソー コモンレール圧制御装置およびそれを用いた燃料噴射システム
JP2010024848A (ja) 2008-07-15 2010-02-04 Toyota Motor Corp 内燃機関の自動停止再始動装置
JP5282468B2 (ja) * 2008-07-24 2013-09-04 マツダ株式会社 ディーゼルエンジンの自動停止制御方法及び自動停止装置

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105909413A (zh) * 2015-02-25 2016-08-31 福特环球技术公司 用于运行具有停止-起动系统的内燃发动机的共轨喷射设备的方法
CN105909413B (zh) * 2015-02-25 2021-06-04 福特环球技术公司 用于运行具有停止-起动系统的内燃发动机的共轨喷射设备的方法

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JPWO2011135674A1 (ja) 2013-07-18
WO2011135674A1 (fr) 2011-11-03

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