JP2003206790A - Accumulator fuel injector - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a common rail type fuel injection system capable of prolonging the service life of an interior component of an inlet regulating valve by preventing the temperature of a solenoid coil of the inlet regulating valve from exceeding the critical reliability value of the inlet regulating valve before an engine is started. <P>SOLUTION: A rise in the temperature of the solenoid coil of the inlet regulating valve due to energization more than required by prohibiting (stopping) energization to the solenoid coil of the inlet regulating valve of a supply pump even when a starter is left as it is for a long time without starting the energization to the starter in an IG-ON state. Since the temperature of the solenoid coil of the inlet regulating valve does not exceed the critical reliability value of the inlet regulating valve, the reliability of the interior component of the inlet regulating valve can be improved, and the service life of the interior component of the inlet regulating valve (for example, a rubber component such as a sealant, and a resin component such as an insulating film of the solenoid coil) can be prolonged. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high-pressure supply pump for pressurizing fuel sucked into a pressurizing chamber via a pump control valve such as a fuel pressure feed control valve or a fuel injection pressure control valve and sending the fuel under pressure to a pressure accumulator. The present invention relates to a pressure-accumulation type fuel injection device, and particularly to improvement of reliability of interior parts of an electromagnetic or electric type electric pump control valve.

[0002]

2. Description of the Related Art Conventionally, for example, in a conmon rail type fuel injection device known as a fuel injection device for a diesel engine, high pressure fuel is accumulated in a pressure accumulator (common rail) common to each cylinder of the engine and communicated with the common rail. The fuel injection valve is configured to inject and supply high-pressure fuel to each cylinder at a predetermined timing. It is necessary to continuously accumulate the common rail pressure corresponding to the fuel injection pressure in the common rail. Therefore, high-pressure fuel is pumped from the variable discharge type high-pressure supply pump, and this fuel pumping amount must be controlled. Thus, the fuel pressure (fuel injection pressure) in the common rail is feedback-controlled. Such a high-pressure supply pump is configured such that the reciprocating motion of the plunger pressurizes the fuel and the fuel sucked into the pressurizing chamber according to the opening degree (valve opening) of the fuel flow path to the pressurizing chamber. And a pump control valve (suction metering valve) capable of determining the amount.

[0003]

However, in the common rail type fuel injection device having the pump control valve as described above, in order to improve engine startability, the solenoid coil of the intake metering valve is provided with an engine. When the key is inserted into the key cylinder in the passenger compartment and the engine key is turned from the OFF position to the IG position, that is, when the ignition switch is turned on (IG / ON), energization is started to energize the starter that starts the engine. Sometimes
The valve opening was set so that the amount of fuel and the fuel injection pressure required to start the engine immediately were obtained.

However, in the above method of controlling the valve opening of the intake metering valve at engine start, when the starter is not energized in the IG / ON state and left for a long time, the intake metering valve is controlled. The temperature of the solenoid coil of the metering valve rises to a temperature above a guarantee limit value (reliability limit value of the suction metering valve) capable of guaranteeing the reliability of the interior parts of the intake metering valve, and the interior parts of the intake metering valve (for example, A problem arises in that the service life of rubber parts such as sealing materials and resin parts such as insulating coatings of solenoid coils is greatly shortened.

[0005]

It is an object of the present invention to prevent the temperature of the pump control valve before starting the engine from exceeding a guaranteed limit value and to extend the life of the internal parts of the pump control valve. An object is to provide an injection device.

[0006]

According to the first aspect of the present invention, when energized, the energization of the pump control valve for adjusting the fuel injection pressure or the amount of fuel pumped from the high-pressure supply pump is started. If the engine rotation speed does not rise above a predetermined value (for example, cranking speed) until the predetermined condition is satisfied after the start of operation, the pump control valve before starting the engine is prohibited by prohibiting energization of the pump control valve. Since the temperature does not exceed the guaranteed limit value, the reliability of the internal parts of the pump control valve can be improved and the life of the internal parts of the pump control valve can be extended.

According to the second aspect of the present invention, the pump control valve is energized when the engine key is inserted into the key cylinder, or when the engine key is in the key cylinder from the OFF position to the IG position or the ACC position. The feature is that it is started when it is turned to the position or when the door lock equipped on the vehicle is unlocked from outside the vehicle. As a result, immediately after the driver or passenger gets into the vehicle, the engine key is turned to the ST position to start energizing the starter and cranking the engine, whereby the engine can be started quickly.

According to the third aspect of the present invention, the above-mentioned predetermined condition is a predetermined time, and this predetermined time is the pump before the engine is started after the pump control valve is energized. Time until the control valve temperature reaches the guaranteed limit value,
Alternatively, it is characterized in that the time is approximately equal to the time from the start of energization of the glow plug for facilitating the engine start to the end of energization. As a result, the conditions for starting energization of the pump control valve and the conditions for prohibiting energization of the pump control valve become clear.

According to the invention described in claim 4, the case where the rotation speed of the engine does not rise above a predetermined value is
If the starter is not energized, or if the engine speed does not increase above the cranking speed,
Alternatively, it is characterized in that the engine is not started. As a result, the condition for prohibiting the energization of the pump control valve in order to prevent the temperature of the pump control valve before starting the engine from exceeding the guaranteed limit value becomes clear.

According to the invention described in claim 5, the pump control valve is an intake metering valve for adjusting the amount of fuel sucked into the pressurizing chamber of the high-pressure supply pump. The solenoid valve is a normally open (normally open type) solenoid valve in which the valve opening is fully opened when the energization is stopped. As a result, in order to improve the engine startability, the intake metering valve starts energization at the same time as the engine key is turned on, and when the starter is energized, the fuel amount and fuel injection pressure required to start the engine immediately The valve opening is set so that it can be obtained. Therefore, immediately after the driver or occupant gets into the vehicle, the engine key is turned to the ST position to start energizing the starter to crank the engine, so that the engine can be quickly started.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION [Structure of Embodiment] An embodiment of the present invention will be described based on an embodiment with reference to the drawings. here,
FIG. 1 is a diagram showing the overall structure of a common rail fuel injection system.

The common rail fuel injection system of this embodiment is a pressure accumulating container for accumulating high pressure fuel corresponding to the fuel injection pressure to be injected and supplied to each cylinder of an internal combustion engine (hereinafter referred to as engine) 1 such as a multi-cylinder diesel engine. Common rail 2, a plurality of (in this example, four) injectors 3 mounted for each cylinder of engine 1, and an intake metering valve 6 described later to pressurize the fuel sucked into the pressurizing chamber. A supply pump 4 that pressure-feeds to the common rail 2 and an electronic control unit (corresponding to a fuel injection control device of the present invention: hereinafter referred to as an ECU) 10 that electronically controls a plurality of injectors 3 and the supply pump 4 are provided.

It is necessary for the common rail 2 to continuously accumulate a common rail pressure corresponding to the fuel injection pressure. Therefore, a supply pump 4 for discharging high pressure fuel via a fuel pipe (high pressure fuel flow path) 11 is required. It is connected to the discharge port. The leaked fuel from the injector 3 and the leaked fuel from the supply pump 4 are returned to the fuel tank 5 through the leak pipes (fuel return passages) 12, 13 and 14. Further, a pressure limiter 16 is attached to a relief pipe (fuel return path) 15 from the common rail 2 to the fuel tank 5. The pressure limiter 16 is a pressure safety valve that opens when the fuel pressure in the common rail 2 exceeds the limit set pressure to keep the fuel pressure below the limit set pressure.

The injector 3 of each cylinder is connected to the downstream ends of a plurality of branch pipes 17 branched from the common rail 2, and the high pressure fuel accumulated in the common rail 2 is used for the engine 1.
An electromagnetic fuel injection valve including a fuel injection nozzle for injecting and supplying each cylinder, and an electromagnetic valve as an electromagnetic actuator for controlling the back pressure of a nozzle needle housed in the fuel injection nozzle. The fuel injection from the injector 3 of each cylinder to each cylinder of the engine 1 is electronically controlled by energizing the solenoid valve and stopping energization (ON / OFF). That is, while the solenoid valve of the injector 3 is open, the high pressure fuel accumulated in the common rail 2 is injected and supplied into the cylinder of the engine 1.

The supply pump 4 is a well-known feed pump (low-pressure supply pump: drawing) which pumps up the fuel in the fuel tank 5 by rotating the pump drive shaft 22 with the rotation of the crankshaft 21 of the engine 1. (Not shown). Here, in the present embodiment, a power transmission device 25 such as a belt is stretched between the crank pulley 23 assembled at the tip of the crank shaft 21 and the pump pulley 24 assembled at the tip of the pump drive shaft 22. ing. Therefore, the pump drive shaft 22 of the supply pump 4 rotates in synchronization with the crankshaft 21 of the engine 1.

The supply pump 4 includes a pump chamber into which fuel pumped by a feed pump flows through a fuel pipe 19, a plunger (not shown) driven by a pump drive shaft 22, and a reciprocating motion of the plunger. Has a pressurizing chamber (plunger chamber) for pressurizing. The supply pump 4 is a high-pressure supply pump (fuel supply pump) that pressurizes the fuel sucked into the pressurizing chamber from the pump chamber through the suction metering valve 6 and pumps the high-pressure fuel from the discharge port to the common rail 2. . This supply pump 4
In the fuel passage from the pump chamber to the pressurizing chamber, a suction metering valve (SCV) 6 for adjusting the opening degree of the fuel passage is attached.

The intake metering valve 6 corresponds to the pump control valve of the present invention, and is connected via a pump drive circuit (not shown).
Each of the pump pressure control valves (intake amount adjusting solenoid valves) is electronically controlled by a pump drive signal from the CU 10 to adjust the intake amount of the fuel sucked into the pressurizing chamber from the pump chamber of the supply pump 4. The common rail pressure corresponding to the fuel injection pressure (fuel pressure) injected and supplied from the injector 3 to the engine 1 is changed.

The intake metering valve 6 of this embodiment includes a valve (valve body) for changing the opening of the fuel passage from the pump chamber of the supply pump 4 to the pressurizing chamber, and a pump drive signal (suction metering valve). It has a solenoid coil (electromagnetic coil) for adjusting the valve opening of the valve according to the command value), and the valve opening is fully opened when the solenoid coil is de-energized. It is a valve (pump control valve). In addition,
In the present embodiment, in order to improve the startability of the engine 1, the engine key is turned off by inserting the engine key into the key cylinder in the vehicle compartment in the solenoid coil of the intake metering valve 6.
At the same time as turning from the position to the IG position, that is, when the ignition switch is turned on (IG / ON), energization is started. As a result, when the starter for starting the engine 1 is energized, the valve opening is set so that the amount of fuel and the fuel injection pressure required to start the engine 1 immediately can be obtained.

The ECU 10 includes functions such as a CPU for performing control processing and arithmetic processing, memories such as ROM and RAM, an input circuit, an output circuit, a power supply circuit, an injector drive circuit (EDU) and a pump drive circuit. A microcomputer having a well-known structure is provided. And
The sensor signals from various sensors are A / D converted by the A / D converter.
It is configured to be input to the microcomputer after being converted.

The ECU 10 then determines the optimum injection timing (main injection start timing: according to the operating conditions of the engine 1).
θt), the injection timing / injection amount determining means for determining the target injection amount (= injection period: Q), and the injection according to the operating conditions of the engine 1 or the fuel injection pressure (that is, the common rail pressure) and the target injection amount (Q). Injection pulse width determining means for calculating pulse time (injection pulse width), and injector drive for applying pulsed injector drive current (injection pulse) to the solenoid valve of the injector 3 of each cylinder via an injector drive circuit (EDU). And means.

That is, the ECU 10 includes an engine speed detected by the speed sensor 31 (hereinafter referred to as engine speed: NE) and an accelerator opening sensor 32.
The target injection amount (Q) is calculated based on the engine operation information such as the accelerator opening (ACCP) detected by the engine operation condition or the fuel injection pressure (that is, the common rail pressure) and the target injection amount (Q). The injector drive current (injection pulse) is applied to the solenoid valve of the injector 3 of each cylinder according to the calculated injection pulse width. As a result, the engine 1 is operated.

Further, the ECU 10 calculates the optimum fuel injection pressure (that is, the target common rail pressure) according to the operating conditions of the engine 1, and drives the intake metering valve 6 of the supply pump 4 via the pump drive circuit. It is also a quantity control means (SCV control means). That is, the ECU 10 determines the engine speed (NE) detected by the rotation speed sensor 31.
And engine operating information such as the accelerator opening (ACCP) detected by the accelerator opening sensor 32, the engine cooling water temperature (THW) detected by the cooling water temperature sensor 33, or the fuel temperature detected by the fuel temperature sensor 34 ( The target common rail pressure (Pct) is calculated in consideration of the correction of (THF), and a pump drive signal (intake metering valve command value) is output to the solenoid coil of the intake metering valve 6 in order to achieve this target common rail pressure. Is configured to.

More preferably, a common rail pressure sensor (fuel injection pressure detecting means, fuel pressure detecting means) 35 for detecting a common rail pressure corresponding to the fuel injection pressure is attached to the common rail 2 and the common rail pressure sensor 35 is provided.
So that the common rail pressure (Pcr) detected by the pump substantially coincides with the target common rail pressure (Pct) determined by the operating conditions of the engine 1. It is desirable to feedback control the command value). In addition, it is desirable to control the suction metering valve command value (driving current value) to the suction metering valve 6 by duty control. Adjust the on / off ratio (energization time ratio / duty ratio) of the pump drive signal per unit time according to the target common rail pressure (or target pump pumping amount) to change the valve opening of the intake metering valve 6. By using the duty control to perform, highly accurate digital control becomes possible.

Here, in the present embodiment, the target injection amount is determined by using the rotation speed sensor 31, the accelerator opening sensor 32, the cooling water temperature sensor 33 or the fuel temperature sensor 34 as the operating condition detecting means for detecting the operating condition of the engine 1. (Q), the injection timing (θt), and the target common rail pressure (Pct) are calculated, but other sensors (for example, intake air temperature sensor, intake pressure sensor, cylinder discrimination sensor, injection) as operating condition detecting means. The target injection amount (Q), the injection timing (θt), and the target common rail pressure (Pct) may be corrected by adding a detection signal (engine operation information) from a timing sensor or the like.

[Control Method of Embodiment] Next, a control method of the common rail fuel injection system of the present embodiment will be briefly described with reference to FIGS. 1 to 3. Here, FIG. 2 and FIG. 3 are flowcharts showing a control method of the common rail fuel injection system.

First, the ignition switch is turned on (I
G · ON) is determined (step S
1). If the result of this determination is YES, engine speed (NE), which is an engine parameter (operating condition of engine 1), accelerator opening (ACCP), engine cooling water temperature (THW), fuel temperature (THF), and common rail pressure. (Pcr) and the like are fetched (step S2).

Next, it is determined whether or not the operation flag (fNE) for determining that the engine has been started has been set (step S3). This judgment result is YES
In the case of, the process directly proceeds to step S5. If the determination result in step S3 is NO, that is, if the engine 1 has not been started, the starter energization flag (fSTA) for determining that the starter is energized is ON.
It is determined whether or not (step S4). If the determination result is NO, the process directly proceeds to step S15.

When the result of the determination in step S4 is YES, that is, when the starter is energized, the engine speed (NE) is the cranking speed (A).
It is determined whether the speed is lower than that (step S5).
If the determination result is YES, the step S15 is directly performed.
Proceed to. If the decision result in the step S5 is NO,
That is, when the engine speed (NE) is higher than the cranking speed (A), the counter for counting the time after IG / ON is cleared (step S).
6). Next, the operation flag (fNE) of the engine 1 is set (step S7).

Next, it is determined whether the engine 1 has been started. Specifically, engine speed (NE)
Determines whether the engine speed has increased above the idle speed (B) (step S8). If the determination result is NO, that is, if the engine 1 has not been started, it is determined that the engine 1 is cranking, and the SCV control amount (ΣDscv: intake adjustment valve command value) is set to The second fixed value (D2) during energization of the starter (during cranking) is set (step S9).

Next, based on the engine parameter, IN
A target injection amount (Q) and an injector injection pulse width (Tq) that are J control amounts are calculated. Further, the injection timing (θt) is calculated based on the engine parameter. Specifically, the target injection amount (Q) is obtained from the engine speed (NE) and the accelerator opening (ACCP) described above. Further, the injector injection pulse width (Tq) is obtained from the above-mentioned target injection amount (Q) and the above-mentioned common rail pressure (Pcr). Further, the injection timing (θt) is obtained from the engine speed (NE) and the target injection amount (Q) described above (step S10).

Next, the INJ control amount, the injection timing, and the SCV control amount are set in the output stage of the ECU 10. In particular,
The injector (INJ) injection pulse width (Tq) and the injection timing (θt) are set in the output stage of the ECU 10. Further, the SCV control amount (intake adjustment valve control command value: ΣDsc
v) is set at the output stage of the ECU 10 (step S1)
1). After that, the process returns to step S1 and the above control is repeated.

If the determination result in step S8 is YES, that is, if the engine 1 has been started, the target common rail pressure (Pct) is calculated based on the engine parameter. Specifically, the target common rail pressure (Pct) is obtained from the engine speed (NE) and the target injection amount (Q) described above (step S12).
Next, the pressure deviation (Pcr-Pc) between the above-mentioned common rail pressure (Pcr) and the above-mentioned target common rail pressure (Pct).
The SCV correction amount (Di) is calculated according to t) (step S13). Next, the previous SCV control amount (ΣDscv)
Is added to the SCV correction amount (Di) to calculate the current SCV control amount (intake control valve control command value: ΣDscv) (step S14). Then, it progresses to step S10.

If the decision result in the step S4 is NO, or if the decision result in the step S5 is YES, the operation flag (fNE) of the engine 1 is canceled (step S15). Next, the elapsed time after IG / ON is counted up as CIGon = CIGon + 1 (step S16). Next, a predetermined time (T0) has elapsed since the ignition switch was turned on (CIG
It is determined whether or not on> T0) (step S17). When the result of this determination is NO, that is, when the predetermined time (T0) has not elapsed since the ignition switch was turned on, the intake metering valve 6 of the supply pump 4 is energized before the engine 1 is started. It is determined that the predetermined time (T0) has not elapsed since the start, and the SCV control amount (ΣDsc
v: suction metering valve command value) is set to the first fixed value (D1) before the starter is energized (step S18).
Next, after that, the injector injection pulse width (Tq) which is the INJ control amount is cleared (step S19). Then, it progresses to step S11.

The determination result of step S17 is YES.
In the case of, that is, when the predetermined time (T0) has elapsed since the ignition switch was turned on, the energization of the intake metering valve 6 of the supply pump 4 is started before the engine 1 is started. It is determined that the predetermined time (T0) has elapsed from, and the SCV control amount (ΣDscv: intake adjustment valve command value) is reset (step S20). Then, it progresses to step S19.

If the decision result in the step S1 is NO, the operation flag (fNE) of the engine 1 is canceled (step S21). Next, the counter (CIGon) that counts the time after IG / ON is cleared (step S22). Then, it progresses to step S20.

[Characteristics of Embodiment] The operation of the common rail fuel injection system of this embodiment will be briefly described below with reference to FIGS. 1 to 4. Here, FIG. 4 is a timing chart showing the operation of the common rail fuel injection system.

When an occupant gets in the vehicle, inserts the engine key into the key cylinder in the passenger compartment, and turns the engine key from the OFF position to the IG position in the key cylinder, the ignition switch turns on (IG / ON), and E
The CU 10 starts the routines of FIG. 2 and FIG.
ON). Here, the suction metering valve 6 of the supply pump 4
The solenoid coil starts to be energized by the first fixed value (D1) at the same time as the IG / ON, and when the energization of the starter is performed, the amount of fuel and the fuel injection pressure required to start the engine 1 are immediately opened. It is set to every.

When the occupant turns the engine key in the key cylinder from the IG position to the ST position, energization (STA / ON) to the starter is started and the engine 1 is cranked. The solenoid coil of the intake metering valve 6 of the supply pump 4 is energized by a second fixed value (D2) larger than the first fixed value (D1) at the same time as STA · ON, and the valve opening is increased correspondingly. Become. Then, since the supply pump 4 is driven at the cranking speed, the fuel is pumped into the common rail 2 and the common rail pressure rises above the atmospheric pressure. At this time, since the fuel injection from the injector 3 of each cylinder to each cylinder of the engine 1 is performed,
The engine 1 is started and the engine 1 is operated at an engine speed equal to or higher than the idle speed.

However, when the starter is not energized and left for a long time in the IG / ON state, the drive current value to the solenoid coil of the intake metering valve 6 of the supply pump 4 becomes the timing shown in FIG. As indicated by the alternate long and short dash line in the chart, the first fixed value (D
If maintained at 1), the solenoid coil temperature of the intake metering valve 6 of the supply pump 4 can guarantee the reliability of the interior parts of the supply pump 4 as shown by the dashed line in the timing chart of FIG. The temperature may rise above the guaranteed limit value (reliability limit value of the intake metering valve). In this case, the life of the internal parts of the intake metering valve 6 (for example, rubber parts such as sealing material and resin parts such as insulating coating of solenoid coil) is significantly shortened.

Therefore, in this embodiment, even when the starter is not energized in the IG / ON state and left for a long time, once the predetermined time has passed from the IG / ON, the supply pump 4 is temporarily stopped. The energization of the solenoid coil of the intake metering valve 6 is prohibited (stopped). After that, at the same time when the occupant turns the engine key from the IG position to the ST position in the key cylinder, that is, simultaneously with STA / ON, the first fixed value (D1) is applied to the solenoid coil of the intake metering valve 6 of the supply pump 4. The startability of the engine 1 is compensated by starting energization with a second fixed value (D2) larger than the above.

[Effects of Embodiment] As described above, in the common rail fuel injection system of this embodiment, even if the starter is not energized in the IG • ON state and left for a long time, the IG • When a predetermined time has passed from ON,
Once, the energization of the solenoid coil of the intake metering valve 6 of the supply pump 4 is prohibited (stopped). That is, when the solenoid coil of the intake metering valve 6 before the engine 1 is started is energized for a predetermined time or longer, the solenoid coil of the intake metering valve 6 is cut off from the energization more than necessary. It is possible to suppress the rise in the temperature of the solenoid coil of the intake metering valve 6 due to.

As a result, the solenoid coil temperature of the intake metering valve 6 of the supply pump 4 does not exceed the guaranteed limit value (intake metering valve reliability limit value) as shown by the solid line in the timing chart of FIG. As a result, the reliability of the interior parts of the intake metering valve 6 can be improved, and the interior parts of the intake metering valve 6 (for example, rubber parts such as sealing material and resin parts such as insulating film of solenoid coil). ) Will have a longer life.

Here, the energization time of the solenoid coil of the intake metering valve 6 before the engine 1 is started depends on the outside air temperature, the engine cooling water temperature, the engine lubricating oil temperature, and the fuel sucked into the pressurizing chamber of the supply pump 3. At least one of the temperature, the leak fuel temperature of the supply pump 4, the battery voltage, the solenoid coil temperature of the intake metering valve 6, the drive current value to the solenoid coil of the intake metering valve 6, and the energization time of the glow plug.
One or more shall be included. The lower the ambient temperature, the engine cooling water temperature, the engine lubricating oil temperature, the fuel temperature, the lower the battery voltage, the lower the solenoid coil temperature of the intake metering valve 6, or the intake metering valve 6 is.
The smaller the drive current value to the solenoid coil, the longer the energization time (predetermined time) to the solenoid coil of the intake metering valve 6 before the engine 1 is started.

[Modification] In this embodiment, an example in which an intake metering valve (intake amount adjusting solenoid valve) 6 for changing (adjusting) the amount of fuel sucked into the pressurizing chamber of the supply pump 4 is provided will be described. However, a discharge amount adjusting solenoid valve that changes (adjusts) the fuel amount from the pressurizing chamber of the supply pump 4 to the common rail 2 may be provided. Further, instead of the solenoid valve, a motor-driven (electrically operated) intake metering valve may be provided.

In the present embodiment, a normally open type (normally open type) intake metering valve (solenoid valve for adjusting the intake amount) 6 that is fully opened when the solenoid valve is de-energized is used. However, it is also possible to use a normally open type (normally open type) discharge amount adjusting solenoid valve which is fully opened when the valve opening degree stops energizing the solenoid valve. Also, a normally closed type solenoid valve that is fully closed when the valve opening of the discharge amount adjustment solenoid valve or the suction amount adjustment solenoid valve is stopped when the solenoid valve is de-energized good.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an overall structure of a common rail fuel injection system (embodiment).

FIG. 2 is a flowchart showing a control method of the common rail fuel injection system (embodiment).

FIG. 3 is a flowchart showing a control method of the common rail fuel injection system (embodiment).

FIG. 4 is a timing chart showing the operation of the common rail fuel injection system (Example).

[Explanation of symbols]

1 engine 2 Common rail (accumulation container) 3 injectors (fuel injection valve) 4 supply pumps (high-pressure supply pumps) 6 Intake metering valve (pump control valve) 10 ECU (fuel injection control device)

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3G066 AA07 AB02 AC09 BA29 BA46                       CA04U CE22 DB01 DC04                       DC09 DC14 DC15 DC18 DC26                 3G301 HA02 JA15 KA01 LB17 LC01                       PA11Z PB01Z PE01Z PE08Z                       PF16Z

Claims (5)

[Claims] 1. A pressure accumulator for accumulating high-pressure fuel corresponding to a fuel injection pressure, and a fuel injection valve for injecting high-pressure fuel accumulated in the accumulator into each cylinder of an engine. (C) A high-pressure supply pump that pressurizes the sucked fuel and pressure-feeds it into the accumulator, and (d) Pump control that adjusts the fuel injection pressure or the fuel pressure-feed amount discharged from the high-pressure supply pump when energized. Valve, and (e) a fuel injection control device that controls a valve opening of the pump control valve so that a fuel injection pressure or a fuel pumping amount set according to the operating condition of the engine can be obtained. A fuel injection control device, wherein the fuel injection control device, when the rotational speed of the engine does not rise to a predetermined value or more until a predetermined condition is satisfied after the energization of the pump control valve is started, To control valve Accumulator fuel injection apparatus characterized by prohibiting energization. 2. The pressure-accumulation fuel injection device according to claim 1, wherein the pump control valve is energized when an engine key for starting the engine is inserted into a key cylinder or when the engine key is turned on. A pressure-accumulation type fuel injection device, which is started when it is turned from an OFF position to an IG position or an ACC position in the key cylinder, or when a door lock mounted on the vehicle is unlocked from outside the vehicle. 3. The pressure-accumulation fuel injection device according to claim 1, wherein the predetermined condition is a predetermined time period, and the predetermined time period is when the energization of the pump control valve is started. From the start of the engine until the temperature of the pump control valve before the engine reaches the guaranteed limit value, or from the start of the energization of the glow plug to facilitate the start of the engine until the end of the energization. A pressure-accumulation fuel injection device characterized in that the time is approximately the same as the time. 4. The pressure-accumulation fuel injection device according to any one of claims 1 to 3, wherein the starter for starting the engine is energized when the rotation speed of the engine does not rise above a predetermined value. 1. The pressure-accumulation fuel injection device, characterized in that, when the engine speed is not satisfied, or when the rotational speed of the engine does not rise above the cranking speed, or when the engine is not started. 5. The pressure-accumulation fuel injection device according to any one of claims 1 to 4, wherein the pump control valve adjusts an amount of fuel sucked into a pressurizing chamber of the high-pressure supply pump. A pressure-accumulation fuel injection device, characterized in that the intake valve is a normally-open solenoid valve in which the valve opening is in a fully opened state when the energization is stopped.