JP2006029096A - Pressure accumulating fuel injector - Google Patents

Pressure accumulating fuel injector Download PDF

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JP2006029096A
JP2006029096A JP2004204354A JP2004204354A JP2006029096A JP 2006029096 A JP2006029096 A JP 2006029096A JP 2004204354 A JP2004204354 A JP 2004204354A JP 2004204354 A JP2004204354 A JP 2004204354A JP 2006029096 A JP2006029096 A JP 2006029096A
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fuel
pressure
fuel injection
common rail
injection
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Hitoshi Adachi
Fumiya Koto
Tomohiro Otani
Hideo Shiomi
文哉 古東
秀雄 塩見
知広 大谷
仁 足立
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Yanmar Co Ltd
ヤンマー株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pressure accumulating fuel injector capable of stably continuing the operation of an engine, even when trouble occurs in a common rail pressure sensor for detecting common rail internal pressure. <P>SOLUTION: When the pressure sensor 13 runs into trouble, valve opening time adjusting operation of an injector 1 by an injection valve control means 12E is stopped, and valve opening time is fixed to specific time by a driving time fixing means 12G. Fuel force feed quantity adjusting operation of a high pressure pump 8 corresponding to the common rail internal pressure by a fuel force feed quantity control means 12D is stopped, and is switched to fuel force feed quantity adjusting operation corresponding to an engine speed and throttle opening by a force feed quantity adjusting means 12H. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、内燃機関(例えばディーゼルエンジン)の燃料供給系に適用される蓄圧配管(所謂コモンレール)を備えた蓄圧式(コモンレール式)燃料噴射装置に係る。特に、本発明は、コモンレール内圧を検知するためのコモンレール圧力センサが故障した場合であっても内燃機関の運転を継続可能とするための対策に関する。   The present invention relates to a pressure accumulation type (common rail type) fuel injection device including a pressure accumulation pipe (so-called common rail) applied to a fuel supply system of an internal combustion engine (for example, a diesel engine). In particular, the present invention relates to a measure for enabling the operation of the internal combustion engine to continue even when the common rail pressure sensor for detecting the common rail internal pressure fails.

従来より、多気筒ディーゼルエンジン等の燃料供給系として、メカニカルな燃料噴射ポンプ−ノズル方式に比べて制御性に優れた蓄圧式燃料噴射装置が提案されている(例えば、下記の特許文献1及び特許文献2)。   Conventionally, as a fuel supply system for a multi-cylinder diesel engine or the like, an accumulator type fuel injection device superior in controllability compared to a mechanical fuel injection pump-nozzle method has been proposed (for example, Patent Document 1 and Patent below) Reference 2).

この種の燃料噴射装置は、高圧ポンプによって所定圧力に加圧された燃料をコモンレールに貯留しておき、このコモンレールに貯留した燃料を燃料噴射タイミングに合わせて所定の燃料噴射弁(以下、インジェクタという)から燃焼室内に噴射する構成となっている。また、エンジンの運転状態に対して最適な噴射条件(噴射タイミングや噴射量)で燃料が噴射されるように、コントローラが演算処理を行ってコモンレール内燃料圧力(以下、コモンレール内圧という)の制御や各インジェクタの制御を行う。   This type of fuel injection device stores fuel pressurized to a predetermined pressure by a high-pressure pump in a common rail, and stores the fuel stored in the common rail in accordance with a predetermined fuel injection valve (hereinafter referred to as an injector). ) Is injected into the combustion chamber. In addition, the controller performs arithmetic processing to control fuel pressure in the common rail (hereinafter referred to as common rail internal pressure) so that fuel is injected under the optimal injection conditions (injection timing and injection amount) for the engine operating state. Control each injector.

このように、蓄圧式燃料噴射装置は、燃料噴射量及びその噴射タイミングに加えて、コモンレール内圧によって決定される燃料噴射圧力をもエンジンの運転状態に応じて制御可能であるため、制御性に優れた噴射装置として注目されている。 As described above, the pressure accumulator type fuel injection device is excellent in controllability because the fuel injection pressure determined by the common rail internal pressure can be controlled in accordance with the operating state of the engine in addition to the fuel injection amount and the injection timing. It has been attracting attention as an injection device.

−蓄圧式燃料噴射装置の概略構成−
以下、一般的な蓄圧式燃料噴射装置について説明する。 Hereinafter, a general accumulator fuel injection device will be described. -Schematic configuration of accumulator fuel injector- -Schematic configuration of accumulator fuel injector-
Hereinafter, a general pressure accumulation type fuel injection device will be described. Recently, a general pressure accumulation type fuel injection device will be described.

図7は、蓄圧式燃料噴射装置を備えた多気筒ディーゼルエンジンの燃料供給系の全体構成の概略を示している。この蓄圧式燃料噴射装置は、ディーゼルエンジン(以下、単にエンジンという)aの各気筒に対応して取り付けられた複数のインジェクタb,b,…と、比較的高い圧力(コモンレール内圧:例えば100MPa)の高圧燃料を蓄圧するコモンレールcと、燃料タンクdから低圧ポンプeを経て吸入した燃料を高圧に加圧してコモンレールc内に吐出する高圧ポンプ(サプライポンプ)fと、上記インジェクタb,b,…及び高圧ポンプfを電子制御するコントローラ(ECU)gとを備えている。   FIG. 7 shows an outline of the overall configuration of a fuel supply system of a multi-cylinder diesel engine equipped with an accumulator fuel injection device. This pressure accumulation type fuel injection device includes a plurality of injectors b, b,... Attached corresponding to each cylinder of a diesel engine (hereinafter simply referred to as an engine) a and a relatively high pressure (common rail internal pressure: 100 MPa, for example). A common rail c for accumulating high-pressure fuel, a high-pressure pump (supply pump) f that pressurizes fuel sucked from a fuel tank d via a low-pressure pump e to high pressure and discharges it into the common rail c, and the injectors b, b,. And a controller (ECU) g for electronically controlling the high-pressure pump f.

各インジェクタb,b,…は、コモンレールcにそれぞれ連通する燃料配管の下流端に取り付けられている。このインジェクタbからの燃料の噴射は、例えば燃料配管の途中に設けられた噴射制御用電磁弁hへの通電および通電停止(ON/OFF)により制御される。つまり、インジェクタbは、噴射制御用電磁弁hが開弁している間、コモンレールcから供給された高圧燃料をエンジンaの燃焼室に向けて噴射する。このため、コモンレールcには、燃料噴射圧に相当する高い所定のコモンレール内圧が蓄圧されている必要があり、そのために燃料供給配管i、吐出弁jを介して高圧ポンプfが接続されている。   Each of the injectors b, b,... Is attached to the downstream end of the fuel pipe that communicates with the common rail c. The fuel injection from the injector b is controlled, for example, by energizing and stopping energization (ON / OFF) to an injection control electromagnetic valve h provided in the middle of the fuel pipe. That is, the injector b injects the high-pressure fuel supplied from the common rail c toward the combustion chamber of the engine a while the injection control solenoid valve h is open. For this reason, a high predetermined common rail internal pressure corresponding to the fuel injection pressure needs to be accumulated in the common rail c, and for this purpose, a high pressure pump f is connected via the fuel supply pipe i and the discharge valve j.

また、上記ECUgには、エンジン回転数やエンジン負荷等の各種エンジン情報が入力されており、これらの情報より判断される最適の燃料噴射タイミング及び燃料噴射量が得られるようにECUgは噴射制御用電磁弁hに制御信号を出力する。同時に、ECUgはエンジン回転数やエンジン負荷に応じて燃料噴射圧力が最適値となるように高圧ポンプfに対して制御信号を出力する。つまり、コモンレールcにはコモンレール内圧を検出するための圧力センサkが取り付けられており、この圧力センサkの信号がエンジン回転数やエンジン負荷に応じて予め設定された最適値となるように高圧ポンプfからコモンレールcに吐出される燃料吐出量が制御される。   The ECUg is input with various engine information such as the engine speed and engine load, and the ECUg is used for injection control so that the optimum fuel injection timing and fuel injection amount determined from the information can be obtained. A control signal is output to the solenoid valve h. At the same time, the ECU g outputs a control signal to the high-pressure pump f so that the fuel injection pressure becomes an optimum value according to the engine speed and the engine load. That is, a pressure sensor k for detecting the common rail internal pressure is attached to the common rail c, and the high pressure pump is set so that the signal of the pressure sensor k becomes a preset optimum value according to the engine speed and the engine load. The amount of fuel discharged from f to the common rail c is controlled.

燃料噴射量は、コモンレール内圧と燃料噴射継続時間(インジェクタbの開弁時間)との積算値に略相当する。このため、エンジン回転数やエンジン負荷に応じて要求される燃料噴射量を得るために、ECUgは、圧力センサkから受けたコモンレール内圧信号に応じて上記要求燃料噴射量が得られる噴射制御用電磁弁hの通電時間を算出し、その算出時間だけ噴射制御用電磁弁hへの通電を行っている。つまり、スロットル(舶用エンジンではレギュレータ)の開度信号をECUgが受け、この開度信号に応じたエンジン回転数(目標回転数)になるように決定された燃料噴射量及びコモンレール内圧に応じて燃料噴射継続時間(噴射制御用電磁弁hへの通電時間)が算出されて、燃料噴射動作が行われる。   The fuel injection amount substantially corresponds to an integrated value of the common rail internal pressure and the fuel injection duration (the valve opening time of the injector b). For this reason, in order to obtain the fuel injection amount required according to the engine speed and the engine load, the ECUg is an electromagnetic for injection control in which the required fuel injection amount is obtained according to the common rail internal pressure signal received from the pressure sensor k. The energization time of the valve h is calculated, and the injection control solenoid valve h is energized for the calculated time. In other words, the ECUg receives an opening signal of the throttle (regulator in a marine engine), and the fuel according to the fuel injection amount and the common rail internal pressure determined so as to become the engine speed (target speed) corresponding to the opening signal. The fuel injection operation is performed by calculating the injection duration (the energization time to the injection control solenoid valve h).

このようにして要求燃料噴射量が得られるようにしているため、この種の燃料噴射装置では、上記コモンレール内圧を正確に認識しておく必要がある。   Since the required fuel injection amount is obtained in this way, this type of fuel injection device needs to accurately recognize the common rail internal pressure.

しかしながら、上記圧力センサkが故障した場合には、燃料噴射量を決定するために必要なコモンレール内圧の情報を取得することができず、上記手法による燃料噴射動作は不能になってしまう。   However, when the pressure sensor k fails, information on the common rail internal pressure necessary for determining the fuel injection amount cannot be acquired, and the fuel injection operation by the above method becomes impossible.

この点に鑑みられたものとして下記の特許文献3に開示されている蓄圧式燃料噴射装置が知られている。この特許文献3には、高圧ポンプの電磁弁をPID制御することによって高圧ポンプの燃料圧送量を制御するものに対し、圧力センサが故障した場合のデューティ比をオフセットさせることが開示されている。つまり、圧力センサが故障した場合、現在のエンジン回転数と燃料噴射量とにより求められているデューティ比に対するオフセット値を演算すると共に、燃料温度に基づいたデューティ比に対するオフセット値を演算し、これらの和を出力値として高圧ポンプの電磁弁をPID制御するようにしている。つまり、エンジン回転数や燃料噴射量に応じてコモンレール内圧を目標値に維持するための制御動作を行い、コモンレール内圧が目標値に一致していると仮定した上で目標燃料噴射量が得られるように燃料噴射継続時間を決定している。
特開2000−18052号公報Japanese Unexamined Patent Publication No. 2000-18502 特開2003−328830号公報Japanese Unexamined Patent Publication No. 2003-328830 特開2002−339787号公報JP-A-2002-339787 In view of this point, an accumulator fuel injection device disclosed in Patent Document 3 below is known. This patent document 3 discloses that the duty ratio is offset when the pressure sensor fails in contrast to controlling the fuel pumping amount of the high pressure pump by performing PID control on the solenoid valve of the high pressure pump. That is, when the pressure sensor fails, the offset value for the duty ratio determined by the current engine speed and the fuel injection amount is calculated, and the offset value for the duty ratio based on the fuel temperature is calculated. The solenoid valve of the high-pressure pump is PID controlled using the sum as an output value. In other words, the control operation for maintaining the common rail internal pressure at the target value is performed according to the engine speed and the fuel injection amount, and the target fuel injection amount is obtained on the assumption that the common rail internal pressure matches the targ In view of this point, an accumulator fuel injection device disclosed in Patent Document 3 below is known. This patent document 3 penetrates that the duty ratio is offset when the pressure sensor fails in contrast to controlling the fuel pumping amount of the high pressure pump by Performing PID control on the accumulator valve of the high pressure pump. That is, when the pressure sensor fails, the offset value for the duty ratio determined by the current engine speed and the fuel injection amount is calculated, and the offset value for the duty In other words, the control operation for maintaining the common rail internal pressure at the target value is performed according. In other words, the control operation for maintaining the common rail internal pressure at the target value is performed according. to the engine speed and the fuel injection amount, and the target fuel injection amount is obtained on the assumption that the common rail internal pressure matches the targ et value. The fuel injection duration is determined. et value. The fuel injection duration is determined.
JP 2000-18052 A JP 2000-18052 A JP 2003-328830 A JP 2003-328830 A JP 2002-339787 A JP 2002-339787 A

ところが、上述した特許文献3に開示されている技術にあっては、経時劣化や装置固体間のバラツキなどがあった場合、コモンレール内圧が目標値に維持されている保証はなく、実際のコモンレール内圧が目標値から大きくずれてしまってエンジンの継続運転に支障を来してしまう虞があった。   However, in the technique disclosed in Patent Document 3 described above, when there is a deterioration over time or a variation between individual devices, there is no guarantee that the common rail internal pressure is maintained at the target value, and the actual common rail internal pressure is not guaranteed. There is a risk that the engine will deviate significantly from the target value and hinder the continued operation of the engine.

本発明の発明者らは、圧力センサが故障した場合にコモンレール内圧を目標値に一致させる制御を行うことでエンジンを継続運転させるには限界があることに着目し、コモンレール内圧を考慮することなしに適正な燃料噴射量を得ることができる技術について考察を行い、本発明に至った。   The inventors of the present invention pay attention to the fact that there is a limit to the continuous operation of the engine by controlling the common rail internal pressure to match the target value when the pressure sensor fails, and without considering the common rail internal pressure. The present inventors have studied a technique capable of obtaining an appropriate fuel injection amount and have arrived at the present invention.

本発明は、かかる点に鑑みてなされたものであり、その目的とするところは、コモンレール内圧を検知するためのコモンレール圧力センサが故障した場合であっても、エンジンの運転を安定的に継続することができる蓄圧式燃料噴射装置を提供することにある。 The present invention has been made in view of such a point, and an object of the present invention is to stably continue operation of the engine even when the common rail pressure sensor for detecting the common rail internal pressure fails. An object of the present invention is to provide a pressure-accumulation fuel injection device that can perform the above operation.

−発明の概要−
上記の目的を達成するために講じられた本発明の解決手段は、以下の関係にある3つの方程式に着目し、コモンレール圧力センサが故障した場合には、これら方程式に含まれる5変数のうちの2変数である「インジェクタ駆動時間(開弁時間)」及び「高圧ポンプ吐出量(圧送量)」を決定することで適正な燃料噴射量が得られるようにしている。 The solution of the present invention taken to achieve the above object focuses on three equations having the following relationship, and when the common rail pressure sensor fails, out of the five variables included in these equations. By determining the two variables "injector drive time (valve opening time)" and "high pressure pump discharge amount (pressure feed amount)", an appropriate fuel injection amount can be obtained. -Summary of invention- -Summary of invention-
The solution of the present invention taken to achieve the above object pays attention to three equations having the following relationship, and when the common rail pressure sensor fails, among the five variables included in these equations, An appropriate fuel injection amount can be obtained by determining “injector drive time (valve opening time)” and “high pressure pump discharge amount (pressure feed amount)” which are two variables. The solution of the present invention taken to achieve the above object pays attention to three equations having the following relationship, and when the common rail pressure sensor fails, among the five variables included in these equations, An appropriate fuel injection amount can be obtained by determining “Injector drive time (valve opening time)” and “high pressure pump discharge amount (pressure feed amount)” which are two variables.

・燃料噴射量=f(コモンレール内圧,インジェクタ駆動時間) …(1)
・燃料リーク量=f(コモンレール内圧,インジェクタ駆動時間) …(2)
・高圧ポンプ吐出量=燃料噴射量+燃料リーク量 …(3)
つまり、「燃料噴射量」は、「コモンレール内圧」と「インジェクタ駆動時間」とを変数とする関数として現され、「燃料リーク量」も、「コモンレール内圧」と「インジェクタ駆動時間」とを変数とする関数として現される。 In other words, the "fuel injection amount" is expressed as a function with "common rail internal pressure" and "injector drive time" as variables, and the "fuel leak amount" is also expressed with "common rail internal pressure" and "injector drive time" as variables. Appears as a function to do. ここでいう「燃料リーク量」とは、インジェクタ駆動に伴って噴射制御用電磁弁から抜け出る(燃料タンクへ戻る)燃料の量である。 The "fuel leak amount" referred to here is the amount of fuel that escapes from the injection control solenoid valve (returns to the fuel tank) when the injector is driven. そして、「高圧ポンプ吐出量」は、この「燃料リーク量」を見込んだ量が必要であるため「燃料噴射量」と「燃料リーク量」との和として得られる。 The "high pressure pump discharge amount" is obtained as the sum of the "fuel injection amount" and the "fuel leak amount" because an amount that allows for this "fuel leak amount" is required. ・ Fuel injection amount = f (common rail internal pressure, injector drive time) (1)・ Fuel injection amount = f (common rail internal pressure, injector drive time) (1)
-Fuel leak amount = f (common rail internal pressure, injector drive time) (2) -Fuel leak amount = f (common rail internal pressure, injector drive time) (2)
・ High-pressure pump discharge amount = fuel injection amount + fuel leak amount (3)・ High-pressure pump discharge amount = fuel injection amount + fuel leak amount (3)
In other words, the “fuel injection amount” is expressed as a function having “common rail internal pressure” and “injector drive time” as variables, and “fuel leak amount” also has “common rail internal pressure” and “injector drive time” as variables. Is expressed as a function. The “fuel leak amount” here is the amount of fuel that escapes from the injection control solenoid valve (returns to the fuel tank) as the injector is driven. The “high pressure pump discharge amount” is obtained as the sum of the “fuel injection amount” and the “fuel leak amount” because an amount that anticipates this “fuel leak amount” is necessary. In other words, the “fuel injection amount” is expressed as a function having “common rail internal pressure” and “injector drive time” as variables, and “fuel leak amount” also has “common rail internal pressure” and “injector drive time” ”As variables. Is expressed as a function. The“ fuel leak amount ”here is the amount of fuel that escapes from the injection control pneumatic valve (returns to the fuel tank) as the injector is driven. The“ high pressure pump discharge amount ” ”Is obtained as the sum of the“ fuel injection amount ”and the“ fuel leak amount ”because an amount that anticipates this“ fuel leak amount ”is necessary.

−解決手段−
具体的に、本発明は、燃料を圧送する燃料圧送手段と、この燃料圧送手段から圧送された燃料を貯留するコモンレールと、このコモンレールの内圧を検知して圧力検知信号を出力するコモンレール圧力検知手段と、コモンレールから燃料が供給され内燃機関の燃焼室に向けて燃料噴射を行う燃料噴射弁と、上記コモンレール圧力検知手段から受ける圧力検知信号に応じて燃料圧送手段の燃料圧送量を制御する燃料圧送量制御手段と、コモンレール圧力検知手段から受ける圧力検知信号及び目標燃料噴射量に応じて燃料噴射弁の駆動時間を制御する噴射弁制御手段とを備えた蓄圧式燃料噴射装置を前提とする。 Specifically, the present invention relates to a fuel pumping means for pumping fuel, a common rail for storing fuel pumped from the fuel pumping means, and a common rail pressure detecting means for detecting the internal pressure of the common rail and outputting a pressure detection signal. A fuel injection valve that supplies fuel from the common rail and injects fuel toward the combustion chamber of the internal combustion engine, and fuel pumping that controls the fuel pumping amount of the fuel pumping means according to the pressure detection signal received from the common rail pressure detecting means. It is assumed that the pressure-accumulation type fuel injection device is provided with the amount control means, the pressure detection signal received from the common rail pressure detection means, and the injection valve control means for controlling the drive time of the fuel injection valve according to the target fuel injection amount. この蓄圧式燃料噴射装置に対し、故障検知手段、駆動時間固定手段、圧送量調整手段を備えさせる。 The pressure-accumulation type fuel injection device is provided with a failure detecting means, a driving time fixing means, and a pumping amount adjusting means. 故障検知手段は、上記コモンレール圧力検知手段が故障したことが検知可能である。 The failure detecting means can detect that the common rail pressure detecting means has failed. 駆動時間固定手段は、上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、上記噴射弁制御手段による燃料噴射弁の駆動時間の制御動作をキャンセルして、燃料噴射弁の駆動時間を一定時間に固定する。 The drive time fixing means receives an output from the failure detecting means, and when the common rail pressure detecting means fails, the driving time of the fuel injection valve by the injection valve controlling means is set while the common rail pressure detecting means is out of order. The control operation is canceled and the driving time of the fuel injection valve is fixed at a fixed time. 圧送量調整手段は、上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、燃料圧送量制御手段による燃料圧送手段の燃料圧送量の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料圧送手段の燃料圧送量を調整する。 The pumping amount adjusting means receives the output from the failure detecting means, and when the common rail pressure detecting means fails, the fuel pumping amount of the fuel pumping means by the fuel pumping amount controlling means while the common rail pressure detecting means fails. The control operation of is canceled, and the fuel pumping amount of the fuel pumping means is adjusted according to the rotation speed of the internal combustion engine and the throttle opening. -Solution- -Solution-
Specifically, the present invention is directed to a fuel pumping unit that pumps fuel, a common rail that stores fuel pumped from the fuel pumping unit, and a common rail pressure detecting unit that detects an internal pressure of the common rail and outputs a pressure detection signal. A fuel injection valve that is supplied with fuel from the common rail and injects fuel toward the combustion chamber of the internal combustion engine, and a fuel pump that controls the fuel pumping amount of the fuel pumping means according to a pressure detection signal received from the common rail pressure detecting means A pressure accumulation type fuel injection device is provided that includes an amount control unit and an injection valve control unit that controls the drive time of the fuel injection valve in accordance with a pressure detection signal received from the common rail pressure detection unit and a target fuel injection amount. This pressure accumulation type fuel injection devi Specifically, the present invention is directed to a fuel pumping unit that pumps fuel, a common rail that stores fuel pumped from the fuel pumping unit, and a common rail pressure detecting unit that detects an internal pressure of the common rail and outputs a pressure detection signal. A fuel injection valve that is supplied with fuel from the common rail and injects fuel toward the combustion chamber of the internal combustion engine, and a fuel pump that controls the fuel pumping amount of the fuel pumping means according to a pressure detection signal received from the common rail pressure detecting means A pressure accumulation type fuel injection device is provided that includes an amount control unit and an injection valve control unit that controls the drive time of the fuel injection valve in accordance with a pressure detection signal received from the common rail pressure detection unit and a target fuel injection amount. This pressure accumulation type fuel injection devi ce is provided with a failure detection means, a drive time fixing means, and a pressure feed amount adjustment means. The failure detection means can detect that the common rail pressure detection means has failed. The drive time fixing means receives the output from the failure detection means, and when the common rail pressure detection means fails, the drive time of the fuel injection valve by the injection valve control means is reduced during the failure of the common rail pressure detection means. The control operation is canceled and the drive time of the fuel injection valve is fixed to a certain time. The pumping amount adjusting means receives the output from the failure detecting means, and when the common rail pressure detecting means fails, the fuel pumping amount of the fuel pumping means by the fuel pumping amount control means during the failure of the common rail pressure detecting means. This control operation is canceled and the fuel pumping amount of the fuel pumpi The failure detection means can detect that the common rail pressure detection means has failed. The drive time fixing means receives the output from the failure. Ce is provided with a failure detection means, a drive time fixing means, and a pressure feed amount adjustment means. detection means, and when the common rail pressure detection means fails, the drive time of the fuel injection valve by the injection valve control means is reduced during the failure of the common rail pressure detection means. The control operation is canceled and the drive time of The fuel injection valve is fixed to a certain time. The pumping amount adjusting means receives the output from the failure detecting means, and when the common rail pressure detecting means fails, the fuel pumping amount of the fuel pumping means by the fuel pumping amount control This control operation is canceled and the fuel pumping amount of the fuel pumpi means during the failure of the common rail pressure detecting means. ng means is adjusted according to the rotational speed of the internal combustion engine and the throttle opening. ng means is adjusted according to the rotational speed of the internal combustion engine and the throttle opening.

上記目的を達成するための他の解決手段としては以下のものが掲げられる。つまり、燃料を圧送する燃料圧送手段と、この燃料圧送手段から圧送された燃料を貯留するコモンレールと、このコモンレールの内圧を検知して圧力検知信号を出力するコモンレール圧力検知手段と、コモンレールから燃料が供給され内燃機関の燃焼室に向けて燃料噴射を行う燃料噴射弁と、上記コモンレール圧力検知手段から受ける圧力検知信号に応じて燃料圧送手段の燃料圧送量を制御する燃料圧送量制御手段と、コモンレール圧力検知手段から受ける圧力検知信号及び目標燃料噴射量に応じて燃料噴射弁の駆動時間を制御する噴射弁制御手段とを備えた蓄圧式燃料噴射装置を前提とする。この蓄圧式燃料噴射装置に対し、故障検知手段、駆動時間調整手段、圧送量調整手段を備えさせる。故障検知手段は、上記コモンレール圧力検知手段が故障したことが検知可能である。駆動時間調整手段は、上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、上記噴射弁制御手段による燃料噴射弁の駆動時間の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料噴射弁の駆動時間を調整する。圧送量調整手段は、上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、燃料圧送量制御手段による燃料圧送手段の燃料圧送量の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料圧送手段の燃料圧送量を調整する。   Other solutions for achieving the above object are listed below. That is, a fuel pumping unit that pumps fuel, a common rail that stores fuel pumped from the fuel pumping unit, a common rail pressure detecting unit that detects an internal pressure of the common rail and outputs a pressure detection signal, and a fuel from the common rail A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit, a common rail A pressure accumulation type fuel injection device including a pressure detection signal received from the pressure detection means and an injection valve control means for controlling the drive time of the fuel injection valve in accordance with the target fuel injection amount is assumed. The accumulator fuel injection device is provided with a failure detection means, a drive time adjustment means, and a pumping amount adjustment means. The failure detection means can detect that the common rail pressure detection means has failed. The drive time adjusting means receives the output from the failure detection means, and when the common rail pressure detection means fails, the drive time adjustment means determines the drive time of the fuel injection valve by the injection valve control means while the common rail pressure detection means fails. The control operation is canceled and the drive time of the fuel injection valve is adjusted according to the rotational speed of the internal combustion engine and the throttle opening. The pumping amount adjusting means receives the output from the failure detecting means, and when the common rail pressure detecting means fails, the fuel pumping amount of the fuel pumping means by the fuel pumping amount control means during the failure of the common rail pressure detecting means. This control operation is canceled and the fuel pumping amount of the fuel pumping means is adjusted according to the rotational speed of the internal combustion engine and the throttle opening.

上記目的を達成するための他の解決手段としては以下のものも掲げられる。つまり、燃料を圧送する燃料圧送手段と、この燃料圧送手段から圧送された燃料を貯留するコモンレールと、このコモンレールの内圧を検知して圧力検知信号を出力するコモンレール圧力検知手段と、コモンレールから燃料が供給され内燃機関の燃焼室に向けて燃料噴射を行う燃料噴射弁と、上記コモンレール圧力検知手段から受ける圧力検知信号に応じて燃料圧送手段の燃料圧送量を制御する燃料圧送量制御手段と、コモンレール圧力検知手段から受ける圧力検知信号及び目標燃料噴射量に応じて燃料噴射弁の駆動時間を制御する噴射弁制御手段とを備えた蓄圧式燃料噴射装置を前提とする。この蓄圧式燃料噴射装置に対し、故障検知手段、駆動時間調整手段、圧送量固定手段を備えさせる。故障検知手段は、上記コモンレール圧力検知手段が故障したことが検知可能である。駆動時間調整手段は、上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、上記噴射弁制御手段による燃料噴射弁の駆動時間の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料噴射弁の駆動時間を調整する。圧送量固定手段は、上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、燃料圧送量制御手段による燃料圧送手段の燃料圧送量の制御動作をキャンセルして、燃料圧送手段の単位時間当たりの燃料圧送量を一定量に固定する。   Other solutions for achieving the above object are listed below. That is, a fuel pumping unit that pumps fuel, a common rail that stores fuel pumped from the fuel pumping unit, a common rail pressure detecting unit that detects an internal pressure of the common rail and outputs a pressure detection signal, and a fuel from the common rail A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit, a common rail A pressure accumulation type fuel injection device including a pressure detection signal received from the pressure detection means and an injection valve control means for controlling the drive time of the fuel injection valve in accordance with the target fuel injection amount is assumed. This pressure accumulation type fuel injection device is provided with a failure detection means, a drive time adjustment means, and a pumping amount fixing means. The failure detection means can detect that the common rail pressure detection means has failed. The drive time adjusting means receives the output from the failure detection means, and when the common rail pressure detection means fails, the drive time adjustment means determines the drive time of the fuel injection valve by the injection valve control means while the common rail pressure detection means fails. The control operation is canceled and the drive time of the fuel injection valve is adjusted according to the rotational speed of the internal combustion engine and the throttle opening. The pumping amount fixing means receives the output from the failure detecting means, and when the common rail pressure detecting means fails, the fuel pumping amount of the fuel pumping means by the fuel pumping amount control means during the failure of the common rail pressure detecting means. This control operation is canceled, and the fuel pumping amount per unit time of the fuel pumping means is fixed to a fixed amount.

これら特定事項により、コモンレール圧力検知手段が故障し、燃料噴射量を決定するために必要なコモンレール内圧の情報を取得できなくなった場合、上記式(1),(2),(3)に含まれる5変数のうちの2変数である「インジェクタ駆動時間(燃料噴射弁の駆動時間)」及び「高圧ポンプ吐出量(燃料圧送手段の燃料圧送量)」を決定することで燃料噴射量が適切に設定できる。つまり、コモンレール内圧の情報を必要とすることなく適切な燃料噴射量の設定を実現することができ、経時劣化や装置固体間のバラツキがある場合であっても、実際の燃料噴射量を要求噴射量に近付けることができ、内燃機関の運転を安定的に継続することが可能になる。   When the common rail pressure detection means fails due to these specific matters and information on the common rail internal pressure necessary for determining the fuel injection amount cannot be acquired, it is included in the above formulas (1), (2), and (3). The fuel injection amount is appropriately set by determining “injector drive time (drive time of the fuel injection valve)” and “high pressure pump discharge amount (fuel pumping amount of the fuel pumping means)” which are two of the five variables. it can. In other words, it is possible to set an appropriate fuel injection amount without requiring information on the common rail internal pressure, and the actual fuel injection amount is required even if there is a deterioration over time or variation between individual devices. The amount can be approached, and the operation of the internal combustion engine can be continued stably.

また、上記解決手段に加えて以下の構成を付加してもよい。故障検知手段からの出力を受け、コモンレール圧力検知手段が故障していない場合と故障している場合とで燃料噴射弁の燃料噴射タイミングを異ならせる噴射タイミング切換手段を備えさせる構成や、燃料噴射弁が内燃機関1サイクル中に同一気筒に複数回の燃料噴射動作を行うように構成し、これら複数回の燃料噴射動作それぞれにおける噴射タイミング及び噴射継続時間を、内燃機関の回転数及び目標燃料噴射量に応じて切り換える複数回噴射調整手段を備えさせる構成である。これらの構成を付加することによりコモンレール圧力検知手段が故障した状態で適した噴射条件にてエンジン運転を継続することが可能となる。   In addition to the above solution, the following configuration may be added. A structure having an injection timing switching means for receiving the output from the failure detection means and making the fuel injection timing of the fuel injection valve different depending on whether or not the common rail pressure detection means has failed, or the fuel injection valve Is configured to perform a plurality of fuel injection operations in the same cylinder during one cycle of the internal combustion engine, and the injection timing and the injection duration in each of the plurality of fuel injection operations are determined based on the rotational speed of the internal combustion engine and the target fuel injection amount. It is the structure which provides the multiple injection adjustment means switched according to. By adding these configurations, it is possible to continue the engine operation under suitable injection conditions in a state where the common rail pressure detecting means has failed.

以下、本発明の実施の形態を図面に基づいて説明する。本実施形態では、6気筒舶用ディーゼルエンジンの燃料供給系に備えられた蓄圧式燃料噴射装置に本発明を適用した場合について説明する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. This embodiment demonstrates the case where this invention is applied to the pressure accumulation type fuel-injection apparatus with which the fuel supply system of the 6-cylinder marine diesel engine was equipped.

−燃料噴射装置の構成説明−
先ず、本実施形態に係るエンジンに適用される燃料噴射装置の全体構成について説明する。 First, the overall configuration of the fuel injection device applied to the engine according to the present embodiment will be described. 図1は6気筒舶用ディーゼルエンジンに備えられた蓄圧式燃料噴射装置を示している。 FIG. 1 shows a pressure-accumulation fuel injection device provided in a 6-cylinder marine diesel engine. -Description of fuel injection system configuration- -Description of fuel injection system configuration-
First, the overall configuration of the fuel injection device applied to the engine according to the present embodiment will be described. FIG. 1 shows a pressure accumulation type fuel injection device provided in a 6-cylinder marine diesel engine. First, the overall configuration of the fuel injection device applied to the engine according to the present embodiment will be described. FIG. 1 shows a pressure accumulation type fuel injection device provided in a 6-cylinder marine diesel engine.

この蓄圧式燃料噴射装置は、ディーゼルエンジン(以下、単にエンジンという)の各気筒に対応して取り付けられた複数の燃料噴射弁(以下、インジェクタという)1,1,…と、比較的高い圧力(コモンレール内圧:例えば100MPa)の高圧燃料を蓄圧するコモンレール2と、燃料タンク4から低圧ポンプ(フィードポンプ)6を経て吸入した燃料を高圧に加圧してコモンレール2内に吐出する燃料ポンプとしての高圧ポンプ(本発明でいう燃料圧送手段)8と、上記インジェクタ1,1,…及び高圧ポンプ8を電子制御するコントローラ(ECU)12とを備えている。   This accumulator fuel injection device includes a plurality of fuel injection valves (hereinafter referred to as injectors) 1, 1,... Attached corresponding to each cylinder of a diesel engine (hereinafter simply referred to as an engine), and a relatively high pressure ( A common rail 2 for accumulating high-pressure fuel having a common rail internal pressure (for example, 100 MPa), and a high-pressure pump as a fuel pump that pressurizes fuel sucked from a fuel tank 4 via a low-pressure pump (feed pump) 6 and discharges the fuel into the common rail 2 (Fuel pumping means in the present invention) 8 and a controller (ECU) 12 for electronically controlling the injectors 1, 1,.

上記高圧ポンプ8は、例えばエンジンによって駆動され、燃料を運転状態等に基づいて定められる高圧に昇圧して燃料供給配管9を通じてコモンレール2に供給する所謂プランジャ式のサプライ用燃料供給ポンプである。例えば、この高圧ポンプ8は、エンジンのクランク軸に対してギアを介して動力伝達可能に連繋されている。また、この動力伝達のための他の構成として、高圧ポンプ8の駆動軸及びエンジンのクランク軸のそれぞれにプーリを設け、このプーリにベルトを架け渡して動力伝達可能にしたり、各軸にスプロケットを設け、このスプロケットにチェーンを架け渡して動力伝達可能にしてもよい。   The high-pressure pump 8 is a so-called plunger-type supply fuel supply pump that is driven by an engine, for example, and boosts the fuel to a high pressure determined based on an operating state or the like and supplies the fuel to the common rail 2 through the fuel supply pipe 9. For example, the high-pressure pump 8 is connected to a crankshaft of the engine via a gear so that power can be transmitted. As another configuration for transmitting the power, a pulley is provided on each of the drive shaft of the high-pressure pump 8 and the crankshaft of the engine, and a belt is placed on the pulley so that the power can be transmitted, or a sprocket is provided on each shaft. It is also possible to provide a power transmission by linking a chain to the sprocket.

各インジェクタ1,1,…は、コモンレール2にそれぞれ連通する燃料配管の下流端に取り付けられている。このインジェクタ1からの燃料の噴射は、例えばこのインジェクタに一体的に組み込まれた図示しない噴射制御用電磁弁への通電および通電停止(ON/OFF)により制御される。つまり、インジェクタ1は、この噴射制御用電磁弁が開弁している間、コモンレール2から供給された高圧燃料をエンジンの燃焼室に向けて噴射する。   Each of the injectors 1, 1,... Is attached to the downstream end of a fuel pipe that communicates with the common rail 2. The fuel injection from the injector 1 is controlled, for example, by energizing and stopping energization (ON / OFF) of an electromagnetic valve for injection control (not shown) integrated in the injector. That is, the injector 1 injects the high-pressure fuel supplied from the common rail 2 toward the combustion chamber of the engine while the injection control electromagnetic valve is open.

また、上記コントローラ12は、エンジン回転数やエンジン負荷等の各種エンジン情報が入力され、これらの情報より判断される最適の燃料噴射タイミング及び燃料噴射量が得られるように上記噴射制御用電磁弁に制御信号を出力する。つまり、このコントローラ12には、噴射弁制御手段12Eが備えられており(図1参照)、この噴射弁制御手段12Eによって各インジェクタ1,1,…の開弁タイミングや開弁継続時間が制御されるようになっている。インジェクタ1からの燃料噴射量は、コモンレール内圧と燃料噴射継続時間との積算値に略相当するため、エンジン回転数やエンジン負荷に応じて要求される燃料噴射量を得るために、噴射弁制御手段12Eは、圧力センサ13から受けたコモンレール内圧信号に応じて上記要求燃料噴射量が得られる噴射制御用電磁弁への通電時間を算出し、その算出時間だけ噴射制御用電磁弁への通電を行って適正な燃料量が燃焼室内に噴射されるようにしている。   The controller 12 receives various engine information such as the engine speed and engine load, and provides the injection control solenoid valve with the optimum fuel injection timing and fuel injection amount determined from the information. Output a control signal. That is, the controller 12 is provided with injection valve control means 12E (see FIG. 1), and the valve opening timing and valve opening duration time of each injector 1, 1,... Are controlled by the injection valve control means 12E. It has become so. Since the fuel injection amount from the injector 1 substantially corresponds to the integrated value of the common rail internal pressure and the fuel injection duration, the injection valve control means is used to obtain the fuel injection amount required according to the engine speed and the engine load. 12E calculates the energization time to the injection control solenoid valve for obtaining the required fuel injection amount according to the common rail internal pressure signal received from the pressure sensor 13, and energizes the injection control solenoid valve for the calculated time. Therefore, an appropriate amount of fuel is injected into the combustion chamber.

また、コントローラ12はエンジン回転数やエンジン負荷に応じて燃料噴射圧力が最適値となるように高圧ポンプ8に対して制御信号を出力する。更に、コモンレール2にはコモンレール内圧を検出するための圧力センサ(コモンレール圧力検知手段)13が取り付けられており、この圧力センサ13の信号がエンジン回転数やエンジン負荷に応じて予め設定された最適値となるように高圧ポンプ8からコモンレール2に吐出される燃料吐出量が制御される。つまり、このコントローラ12には、燃料圧送量制御手段12Dが備えられており(図1参照)、この燃料圧送量制御手段12Dによって、圧力センサ13で検知される実コモンレール内圧が上記最適値である目標コモンレール内圧に近付くように高圧ポンプ8の駆動を制御してコモンレール2への燃料圧送量を制御するようになっている。   Further, the controller 12 outputs a control signal to the high-pressure pump 8 so that the fuel injection pressure becomes an optimum value according to the engine speed and the engine load. Further, a pressure sensor (common rail pressure detecting means) 13 for detecting the common rail internal pressure is attached to the common rail 2, and the signal of the pressure sensor 13 is set to an optimum value set in advance according to the engine speed and the engine load. The fuel discharge amount discharged from the high-pressure pump 8 to the common rail 2 is controlled so that That is, the controller 12 is provided with the fuel pressure feed amount control means 12D (see FIG. 1), and the actual common rail internal pressure detected by the pressure sensor 13 by the fuel pressure feed amount control means 12D is the optimum value. The drive of the high-pressure pump 8 is controlled so as to approach the target common rail internal pressure to control the fuel pumping amount to the common rail 2.

各インジェクタ1への燃料供給動作は、コモンレール2から燃料流路の一部を構成する分岐管3を通じて行われる。つまり、燃料タンク4からフィルタ5を経て低圧ポンプ6によって取り出されて所定の吸入圧力に加圧された燃料は、燃料管7を通じて高圧ポンプ8に送られる。そして、この高圧ポンプ8に供給された燃料は所定圧力に昇圧された状態でコモンレール2に貯留され、コモンレール2から各インジェクタ1,1,…に供給される。インジェクタ1は、エンジンの型式(気筒数、本形態では6気筒)に応じて複数個設けられており、コントローラ12の制御(上記噴射弁制御手段12Eによる制御)によって、コモンレール2から供給された燃料を最適な噴射タイミングに最適な燃料噴射量でもって、対応する燃焼室内に噴射する。インジェクタ1から噴射される燃料の噴射圧はコモンレール2に貯留されている燃料の圧力に略等しいので、燃料噴射圧を制御するにはコモンレール2内の圧力を制御(上記燃料圧送量制御手段12Dによる制御)することになる。   The fuel supply operation to each injector 1 is performed from the common rail 2 through the branch pipe 3 constituting a part of the fuel flow path. That is, the fuel taken out from the fuel tank 4 through the filter 5 by the low-pressure pump 6 and pressurized to a predetermined suction pressure is sent to the high-pressure pump 8 through the fuel pipe 7. The fuel supplied to the high-pressure pump 8 is stored in the common rail 2 in a state where the pressure is increased to a predetermined pressure, and is supplied from the common rail 2 to the injectors 1, 1,. A plurality of injectors 1 are provided according to the type of engine (the number of cylinders, six cylinders in this embodiment), and the fuel supplied from the common rail 2 by the control of the controller 12 (control by the injection valve control means 12E). Is injected into the corresponding combustion chamber with the optimal fuel injection amount at the optimal injection timing. Since the injection pressure of the fuel injected from the injector 1 is substantially equal to the pressure of the fuel stored in the common rail 2, the pressure in the common rail 2 is controlled (by the fuel pressure feed amount control means 12D) in order to control the fuel injection pressure. Control).

また、分岐管3からインジェクタ1に供給された燃料のうち燃焼室への噴射に費やされなかった燃料やコモンレール内圧が過上昇した場合の余剰燃料は、戻し管11を通じて燃料タンク4に戻される。   Further, of the fuel supplied from the branch pipe 3 to the injector 1, the fuel that was not spent for injection into the combustion chamber and the excess fuel when the common rail internal pressure excessively rises are returned to the fuel tank 4 through the return pipe 11. .

電子制御ユニットである上記コントローラ12には、気筒番号及びクランク角度の情報が入力されている。このコントローラ12は、エンジン出力が運転状態に即した最適出力になるようにエンジン運転状態に基づいて予め定められた目標燃料噴射条件(例えば,目標燃料噴射タイミング、目標燃料噴射量、目標コモンレール内圧)を関数として記憶しており、各種センサが検出した現在のエンジン運転状態を表す信号に対応して目標燃料噴射条件(即ち、インジェクタ1による燃料噴射タイミング及び噴射量)を演算により求めて、その条件で燃料噴射が行われるよう、上述した如くインジェクタ1の作動とコモンレール内燃料圧力とを制御している。   Information on the cylinder number and the crank angle is input to the controller 12, which is an electronic control unit. The controller 12 sets a target fuel injection condition (for example, target fuel injection timing, target fuel injection amount, target common rail internal pressure) that is predetermined based on the engine operating state so that the engine output becomes an optimum output that matches the operating state. As a function, the target fuel injection conditions (that is, the fuel injection timing and the injection amount by the injector 1) corresponding to the signals representing the current engine operating state detected by various sensors are obtained by calculation, and the conditions As described above, the operation of the injector 1 and the fuel pressure in the common rail are controlled so that fuel injection is performed.

図2は燃料噴射量を決定するためのコントローラ12の制御ブロックである。この図2に示すように、燃料噴射量の算出は、ユーザが操作するレギュレータの開度信号を指令回転数算出手段12Aが受け、この指令回転数算出手段12Aがレギュレータの開度に応じた「指令回転数」を算出する。そして、エンジン回転数がこの指令回転数となるように噴射量演算手段12Bが燃料噴射量を演算する。エンジン(内燃機関)Eのインジェクタ1では、この演算により求められた燃料噴射量で燃料噴射動作(上記噴射弁制御手段12Eの制御による燃料噴射継続時間の制御動作)が行われ、この状態で回転数算出手段12Cが実際のエンジン回転数を算出し、この実際のエンジン回転数と上記指令回転数とを比較して、この実際のエンジン回転数が指令回転数に近付くように燃料噴射量を補正(フィードバック制御)するようになっている。   FIG. 2 is a control block of the controller 12 for determining the fuel injection amount. As shown in FIG. 2, the calculation of the fuel injection amount is performed by the command rotational speed calculation means 12A receiving the opening signal of the regulator operated by the user, and the command rotational speed calculation means 12A corresponds to the opening of the regulator. Command rotation speed "is calculated. Then, the injection amount calculation means 12B calculates the fuel injection amount so that the engine rotation speed becomes the command rotation speed. In the injector 1 of the engine (internal combustion engine) E, the fuel injection operation (control operation of the fuel injection duration by the control of the injection valve control means 12E) is performed with the fuel injection amount obtained by this calculation, and the engine 1 rotates in this state. The number calculation means 12C calculates the actual engine speed, compares the actual engine speed with the command speed, and corrects the fuel injection amount so that the actual engine speed approaches the command speed. (Feedback control).

−故障時の燃料噴射動作−
本形態の特徴とするところは、上記圧力センサ13が故障した場合の燃料噴射動作にある。つまり、圧力センサ13が故障した場合には、燃料噴射量を決定するために必要なコモンレール内圧の情報を取得できなくなるが、このような状況においてもエンジンの継続運転が可能な燃料噴射量を確保する動作に特徴がある。以下、この燃料噴射動作を実行するための構成及びその動作について説明する。
-Fuel injection operation in case of failure-
The feature of this embodiment is the fuel injection operation when the pressure sensor 13 fails. In other words, when the pressure sensor 13 fails, it becomes impossible to acquire information on the common rail internal pressure necessary to determine the fuel injection amount. However, even in such a situation, a fuel injection amount that can continue the engine operation is ensured. There is a feature in the operation. Hereinafter, a configuration for performing this fuel injection operation and its operation will be described. The feature of this embodiment is the fuel injection operation when the pressure sensor 13 fails. In other words, when the pressure sensor 13 fails, it becomes impossible to acquire information on the common rail internal pressure necessary to determine the fuel injection amount. However, Even in such a situation, a fuel injection amount that can continue the engine operation is ensured. There is a feature in the operation. Increasing, a configuration for performing this fuel injection operation and its operation will be described.

図1に示すように、コントローラ12は、上記燃料圧送量制御手段12D及び噴射弁制御手段12Eに加えて、故障検知手段12F、駆動時間固定手段12G、圧送量調整手段12Hを備えている。以下、各手段について説明する。   As shown in FIG. 1, the controller 12 includes a failure detection means 12F, a driving time fixing means 12G, and a pressure feed amount adjustment means 12H in addition to the fuel pressure feed amount control means 12D and the injection valve control means 12E. Hereinafter, each means will be described.

先ず、故障検知手段12Fは、圧力センサ13が故障したことを検知するものである。具体的な検知動作としては、圧力センサ13からの圧力検知信号が変動せず常時低い値の一定値として出力される状況や、この圧力検知信号が変動せず常時高い値の一定値として出力される状況を認識することによって圧力センサ13が故障したことを検知するようになっている。   First, the failure detection means 12F detects that the pressure sensor 13 has failed. As a specific detection operation, the pressure detection signal from the pressure sensor 13 is always output as a constant value with a low value without fluctuation, or the pressure detection signal is always output as a constant value with a high value without fluctuation. By recognizing this situation, it is detected that the pressure sensor 13 has failed.

そして、上記駆動時間固定手段12Gは、上記故障検知手段12Fからの出力を受け、圧力センサ13が故障している場合には、その故障している間(圧力センサ13の復帰または交換がされるまでの間)、上記噴射弁制御手段12Eによるインジェクタ1,1,…の駆動時間の制御動作をキャンセルして、インジェクタ1,1,…の駆動時間を一定時間に固定する。つまり、エンジン回転数やスロットル開度に拘わりなく、予め決められた駆動時間(例えば開弁時間1msec)に設定されることになる。このため、膨張行程を迎えた気筒では、ピストンが上死点近傍に達した時点でインジェクタ1が開放されて燃料の噴射が開始され、この予め決められた駆動時間の経過後にインジェクタ1が閉鎖されて燃料の噴射が停止するといった動作が各気筒において行われる。尚、この一定時間に固定されるインジェクタ1の駆動時間は上記値に限るものではない。   The driving time fixing means 12G receives the output from the failure detecting means 12F, and when the pressure sensor 13 is in failure, the pressure sensor 13 is returned or replaced. Until the injector valve control means 12E controls the drive time of the injectors 1, 1,... To fix the drive time of the injectors 1, 1,. That is, a predetermined drive time (for example, a valve opening time of 1 msec) is set regardless of the engine speed and the throttle opening. For this reason, in the cylinder that has reached the expansion stroke, the injector 1 is opened and fuel injection is started when the piston reaches the vicinity of the top dead center, and the injector 1 is closed after the elapse of the predetermined drive time. Thus, the operation of stopping the fuel injection is performed in each cylinder. Note that the drive time of the injector 1 fixed at this fixed time is not limited to the above value.

また、圧送量調整手段12Hは、上記故障検知手段12Fからの出力を受け、圧力センサ13が故障している場合には、その故障している間(圧力センサ13の復帰または交換がされるまでの間)、上記燃料圧送量制御手段12Dによる高圧ポンプ8の燃料圧送量の制御動作をキャンセルして、エンジン回転数及びスロットル開度に応じて高圧ポンプ8の燃料圧送量を調整する。つまり、エンジン回転数及びスロットル開度に基づいて要求噴射量を推測し、それに見合った燃料圧送量が得られるように高圧ポンプ8を駆動し、コモンレール2を経由してインジェクタ1に供給される燃料圧送量を適正値に維持するといった動作が行われる。   Further, the pressure feed amount adjusting means 12H receives the output from the failure detecting means 12F, and when the pressure sensor 13 is in failure, the pressure feed amount adjusting means 12H is in the state of failure (until the pressure sensor 13 is returned or replaced). In the meantime, the control operation of the fuel pumping amount of the high pressure pump 8 by the fuel pumping amount control means 12D is canceled, and the fuel pumping amount of the high pressure pump 8 is adjusted according to the engine speed and the throttle opening. That is, the fuel to be supplied to the injector 1 via the common rail 2 by driving the high-pressure pump 8 so as to obtain the required fuel injection amount based on the engine speed and the throttle opening, and obtaining a fuel pumping amount corresponding thereto. The operation of maintaining the pumping amount at an appropriate value is performed.

具体的な高圧ポンプ8の燃料圧送量の制御動作としては、例えば、エンジン回転数領域を5段階に、スロットル開度領域を5段階にそれぞれ分けた合計25段階の高圧ポンプ8の燃料圧送量を可変とするマップを作成し、これをコントローラ12のメモリに記憶させておく。そして、検知したエンジン回転数及びスロットル開度に応じて上記25段階のうちから高圧ポンプ8の燃料圧送量を選定し、その選定した燃料圧送量が得られるように高圧ポンプ8を駆動することなどが掲げられる。   As a specific control operation of the fuel pumping amount of the high-pressure pump 8, for example, the fuel pumping amount of the high-pressure pump 8 in a total of 25 stages obtained by dividing the engine speed region into five steps and the throttle opening region into five steps, respectively. A variable map is created and stored in the memory of the controller 12. Then, the fuel pumping amount of the high-pressure pump 8 is selected from the above 25 stages according to the detected engine speed and throttle opening, and the high-pressure pump 8 is driven so as to obtain the selected fuel pumping amount. Are listed.

また、他の制御動作として、図3に示すように、スロットル開度5段階(開度0%、25%、50%、75%、100%)のそれぞれに対して、検知したエンジン回転数に応じて高圧ポンプ8からの燃料圧送量(吐出量)を連続的に変化させるようにしてもよい。尚、この図3における実線は高圧ポンプ8の燃料圧送量(吐出量)であり、破線は実際に燃焼室内に噴射される燃料噴射量である。この両者の差は燃料リーク量(インジェクタ駆動に伴って噴射制御用電磁弁から抜け出る燃料の量)である。つまり、この燃料リーク量を見込んだ量が高圧ポンプ8の燃料圧送量として設定されている。   As another control operation, as shown in FIG. 3, the detected engine speed is set for each of the five throttle opening degrees (opening degree 0%, 25%, 50%, 75%, 100%). Accordingly, the fuel pumping amount (discharge amount) from the high-pressure pump 8 may be continuously changed. Note that the solid line in FIG. 3 is the fuel pumping amount (discharge amount) of the high-pressure pump 8, and the broken line is the fuel injection amount actually injected into the combustion chamber. The difference between the two is the amount of fuel leak (the amount of fuel that escapes from the solenoid valve for injection control when the injector is driven). That is, an amount that allows for this fuel leak amount is set as the fuel pumping amount of the high-pressure pump 8.

以上のような駆動時間固定手段12Gにより行われるインジェクタ1,1,…の駆動時間を一定時間に固定する動作、圧送量調整手段12Hにより行われるエンジン回転数及びスロットル開度に基づいた高圧ポンプ8の駆動動作の実行によって、コモンレール内圧の情報を必要とすることなしに燃料噴射量の設定を実現することができ、経時劣化や装置固体間のバラツキがある場合であっても、エンジンの運転を安定的に継続することが可能になる。言い換えると、経時劣化や装置固体間のバラツキがある場合であっても、本形態では、これらは単にガバナ特性のバラツキに過ぎないことになり、エンジンの運転を継続させるのに支障を来すことはない。   The high pressure pump 8 based on the operation for fixing the drive time of the injectors 1, 1,... Performed by the drive time fixing means 12G as described above to a fixed time, the engine speed and the throttle opening performed by the pressure feed amount adjusting means 12H. By executing this drive operation, it is possible to set the fuel injection amount without requiring information on the common rail internal pressure. It becomes possible to continue stably. In other words, even if there is a deterioration over time or a variation between individual devices, in this embodiment, these are merely a variation in the governor characteristics, which may hinder the continued operation of the engine. There is no.

(第1変形例)
次に、第1変形例について説明する。本例のものは、圧力センサ13が故障した場合の燃料噴射動作が上記実施形態のものと異なっている。その他の構成及び動作は上記実施形態のものと同様であるため、ここでは圧力センサ13が故障した場合の燃料噴射動作についてのみ説明する。
(First modification)
Next, a first modification will be described. The fuel injection operation in this example is different from that in the above embodiment when the pressure sensor 13 fails. Since other configurations and operations are the same as those of the above-described embodiment, only the fuel injection operation when the pressure sensor 13 fails will be described here.

図4に示すように、本例の蓄圧式燃料噴射装置に備えられたコントローラ12は、燃料圧送量制御手段12D、噴射弁制御手段12E、故障検知手段12F、駆動時間調整手段12I、圧送量調整手段12Hを備えている。燃料圧送量制御手段12D、噴射弁制御手段12E、故障検知手段12F及び圧送量調整手段12Hは、上述した実施形態のものと同一であるのでここでの説明は省略する。以下、駆動時間調整手段12Iについて説明する。   As shown in FIG. 4, the controller 12 provided in the pressure accumulation type fuel injection device of this example includes a fuel pressure feed control means 12D, an injection valve control means 12E, a failure detection means 12F, a drive time adjustment means 12I, and a pressure feed amount adjustment. Means 12H are provided. The fuel pressure feed amount control means 12D, the injection valve control means 12E, the failure detection means 12F, and the pressure feed amount adjustment means 12H are the same as those in the above-described embodiment, and therefore description thereof is omitted here. Hereinafter, the drive time adjusting unit 12I will be described.

この駆動時間調整手段12Iは、上記故障検知手段12Fからの出力を受け、圧力センサ13が故障している場合には、その故障している間(圧力センサ13の復帰または交換がされるまでの間)、上記噴射弁制御手段12Eによるインジェクタ1,1,…の駆動時間の制御動作をキャンセルして、エンジン回転数及びスロットル開度に応じてインジェクタ1,1,…の駆動時間を調整する。つまり、エンジン回転数及びスロットル開度に基づいて要求噴射量を推測し、それに見合った駆動時間だけインジェクタ1を駆動し、燃料室への燃料噴射量を適正値に維持するといった動作が行われる。   The drive time adjusting means 12I receives the output from the failure detecting means 12F, and when the pressure sensor 13 is in failure, the drive time adjusting means 12I is in the state of failure (until the pressure sensor 13 is returned or replaced). In the meantime, the operation of controlling the drive time of the injectors 1, 1,... By the injection valve control means 12E is canceled, and the drive time of the injectors 1, 1,. That is, an operation is performed in which the required injection amount is estimated based on the engine speed and the throttle opening, the injector 1 is driven for a driving time corresponding to the estimated injection amount, and the fuel injection amount into the fuel chamber is maintained at an appropriate value.

具体的な動作としては、例えば、エンジン回転数領域を5段階に、スロットル開度領域を5段階にそれぞれ分けた合計25段階のインジェクタ1の駆動時間を可変とするマップを作成し、これをコントローラ12のメモリに記憶させておく。そして、検知したエンジン回転数及びスロットル開度に応じて上記25段階のうちからインジェクタ1の駆動時間を選定し、その選定した駆動時間だけインジェクタ1を駆動することなどが掲げられる。また、エンジン回転数及びスロットル開度に応じてインジェクタ1の駆動時間を連続的に可変とするようにしてもよい。   As a specific operation, for example, a map that makes the driving time of the injector 1 in total 25 stages, in which the engine speed area is divided into 5 stages and the throttle opening area is divided into 5 stages, to be variable, is created. 12 is stored in the memory. Then, the driving time of the injector 1 is selected from the above 25 stages according to the detected engine speed and throttle opening, and the injector 1 is driven for the selected driving time. Further, the drive time of the injector 1 may be continuously variable according to the engine speed and the throttle opening.

以上のような駆動時間調整手段12Iにより行われるインジェクタ1,1,…の駆動時間の調整動作の実行によって、コモンレール内圧の情報を必要とすることなしに燃料噴射量の設定を実現することができ、経時劣化や装置固体間のバラツキがある場合であっても、エンジンの運転を安定的に継続することが可能になる。   By performing the operation of adjusting the drive time of the injectors 1, 1,... Performed by the drive time adjusting means 12I as described above, the fuel injection amount can be set without requiring information on the common rail internal pressure. Even when there is a deterioration over time or a variation between the individual devices, the engine can be stably operated.

(第2変形例)
次に、第2変形例について説明する。本例のものは、圧力センサ13が故障した場合の燃料噴射動作が上記第1変形例のものと異なっている。その他の構成及び動作は上記第1変形例のものと同様であるため、ここでは圧力センサ13が故障した場合の燃料噴射動作についてのみ説明する。
(Second modification)
Next, a second modification will be described. In this example, the fuel injection operation when the pressure sensor 13 fails is different from that in the first modification. Since other configurations and operations are the same as those of the first modified example, only the fuel injection operation when the pressure sensor 13 fails will be described here.

図5に示すように、本例の蓄圧式燃料噴射装置に備えられたコントローラ12は、燃料圧送量制御手段12D、噴射弁制御手段12E、故障検知手段12F、駆動時間調整手段12I、圧送量固定手段12Jを備えている。燃料圧送量制御手段12D、噴射弁制御手段12E、故障検知手段12F及び駆動時間調整手段12Iは、上述した実施形態及び第1変形例のものと同一であるのでここでの説明は省略する。以下、圧送量固定手段12Jについて説明する。   As shown in FIG. 5, the controller 12 provided in the pressure accumulation type fuel injection apparatus of this example includes a fuel pressure feed amount control means 12D, an injection valve control means 12E, a failure detection means 12F, a drive time adjustment means 12I, and a pressure feed amount fixing. Means 12J are provided. Since the fuel pressure feed amount control means 12D, the injection valve control means 12E, the failure detection means 12F, and the drive time adjustment means 12I are the same as those of the above-described embodiment and the first modification, description thereof is omitted here. Hereinafter, the pumping amount fixing means 12J will be described.

この圧送量固定手段12Jは、上記故障検知手段12Fからの出力を受け、圧力センサ13が故障している場合には、その故障している間(圧力センサ13の復帰または交換がされるまでの間)、上記燃料圧送量制御手段12Dによる高圧ポンプ8の燃料圧送量の制御動作をキャンセルして、高圧ポンプ8の単位時間当たりの燃料圧送量を一定量に固定する。つまり、エンジン回転数やスロットル開度に拘わりなく、予め決められた圧送量で高圧ポンプ8が駆動されることになる。ここで固定設定される燃料圧送量は任意の量が設定可能であるが、圧送不足によるエンジンストール・過圧送による許容以上の高レール圧力到達を確実に回避するためには適正な値がある。この適正な値は式(1)〜(3)より求まる。   This pressure feed amount fixing means 12J receives the output from the failure detecting means 12F, and when the pressure sensor 13 is in failure, it remains during the failure (until the pressure sensor 13 is returned or replaced). In the meantime, the control operation of the fuel pumping amount of the high pressure pump 8 by the fuel pumping amount control means 12D is canceled, and the fuel pumping amount per unit time of the high pressure pump 8 is fixed to a constant amount. That is, the high-pressure pump 8 is driven with a predetermined pumping amount regardless of the engine speed and the throttle opening. The fuel pumping amount fixedly set here can be set to an arbitrary amount, but there is an appropriate value for reliably avoiding an excessively high rail pressure reaching due to engine stall / overpressure feeding due to insufficient pumping. This appropriate value is obtained from the equations (1) to (3).

以上のような圧送量固定手段12Jにより行われる高圧ポンプ8の単位時間当たりの燃料圧送量を一定に固定する動作の実行によって、コモンレール内圧の情報を必要とすることなしに燃料噴射量の設定を実現することができ、経時劣化や装置固体間のバラツキがある場合であっても、エンジンの運転を安定的に継続することが可能になる。   By executing the operation of fixing the fuel pumping amount per unit time of the high pressure pump 8 performed by the pumping amount fixing means 12J as described above, the fuel injection amount is set without requiring information on the common rail internal pressure. This can be realized, and even if there is a deterioration over time or a variation between apparatus solids, the engine operation can be stably continued.

(第3変形例)
次に、第3変形例について説明する。本例のものは、上述した実施形態に加えて、燃料噴射タイミングや噴射継続時間を変更可能とする構成を加えたものである。その他の構成及び動作は上記実施形態のものと同様であるため、ここでは燃料噴射タイミングや噴射継続時間を変更可能とする構成及びその動作についてのみ説明する。
(Third Modification)
Next, a third modification will be described. In this example, in addition to the above-described embodiment, a configuration in which the fuel injection timing and the injection continuation time can be changed is added. Since other configurations and operations are the same as those in the above-described embodiment, only the configuration and the operations that allow the fuel injection timing and the injection duration time to be changed will be described here. Next, a third modification will be described. In this example, in addition to the above-described embodiment, a configuration in which the fuel injection timing and the injection continuation time can be changed is added. Since other configurations and operations are the same as those in the above-described embodiment, only the configuration and the operations that allow the fuel injection timing and the injection duration time to be changed will be described here.

図6に示すように、本例の蓄圧式燃料噴射装置に備えられたコントローラ12は、燃料圧送量制御手段12D、噴射弁制御手段12E、故障検知手段12F、駆動時間固定手段12G、圧送量調整手段12H、噴射タイミング切換手段12K、複数回噴射調整手段12Lを備えている。燃料圧送量制御手段12D、噴射弁制御手段12E、故障検知手段12F、駆動時間固定手段12G、圧送量調整手段12Hは、上述した実施形態のものと同一であるのでここでの説明は省略する。以下、噴射タイミング切換手段12K及び複数回噴射調整手段12Lについて説明する。   As shown in FIG. 6, the controller 12 provided in the pressure accumulation type fuel injection device of this example includes a fuel pressure feed control means 12D, an injection valve control means 12E, a failure detection means 12F, a drive time fixing means 12G, and a pressure feed amount adjustment. Means 12H, injection timing switching means 12K, and multiple injection adjustment means 12L are provided. The fuel pressure feed amount control means 12D, the injection valve control means 12E, the failure detection means 12F, the drive time fixing means 12G, and the pressure feed amount adjustment means 12H are the same as those in the above-described embodiment, and thus description thereof is omitted here. Hereinafter, the injection timing switching unit 12K and the multiple injection adjustment unit 12L will be described.

噴射タイミング切換手段12Kは、上記故障検知手段12Fからの出力を受け、圧力センサ13が故障していない場合と故障している場合とでインジェクタ1,1,…の燃料噴射タイミングを異ならせるものである。具体的には、例えば圧力センサ13が故障している場合には、故障していない場合よりも燃料噴射タイミングを僅かに(例えばクランク角度5°程度)遅らせるようにし、仮に燃料噴射量が要求量よりも多い場合であってもエンジン騒音の増大を抑制できるようにしている。   The injection timing switching means 12K receives the output from the failure detection means 12F, and makes the fuel injection timings of the injectors 1, 1,... Different depending on whether the pressure sensor 13 has failed or not. is there. Specifically, for example, when the pressure sensor 13 is out of order, the fuel injection timing is slightly delayed (for example, about a crank angle of about 5 °) compared to the case where the pressure sensor 13 is not out of order. Even if there are more, the increase in engine noise can be suppressed.

次に、複数回噴射調整手段12Lについて説明する。上記インジェクタ1,1,…は、エンジン1サイクル中に多段噴射を行うものとして構成されており、例えば、プレ噴射、パイロット噴射、メイン噴射、アフター噴射、ポスト噴射を行うようになっている。そして、複数回噴射調整手段12Lは、これら複数回の燃料噴射動作それぞれにおける噴射タイミング及び噴射継続時間を、エンジン回転数及び目標燃料噴射量に応じて切り換えるものである。上記パイロット・メイン・アフター等の噴射期間はインジェクタへの通電期間とレール圧力により決定されるので、レール圧力検知手段故障時には正常時と噴射期間が異なり各々の噴射が重なってしまう虞がある。よって、レール圧力故障検知時には上記の各噴射の間隔を大きくする、もしくは噴射回数を少なするといった手段により、噴射の重なりを回避できるようにしている。   Next, the multiple injection adjustment means 12L will be described. The injectors 1, 1,... Are configured to perform multi-stage injection during one cycle of the engine. For example, pre-injection, pilot injection, main injection, after-injection, and post-injection are performed. The multiple injection adjusting means 12L switches the injection timing and the injection duration in each of the multiple fuel injection operations according to the engine speed and the target fuel injection amount. The injection period of the pilot, main, and the like is determined by the energization period of the injector and the rail pressure. Therefore, when the rail pressure detecting means fails, the injection period differs from the normal time, and there is a possibility that the respective injections overlap. Therefore, when the rail pressure failure is detected, overlapping of injections can be avoided by means such as increasing the interval between the injections or reducing the number of injections.

尚、本例に係る噴射タイミング切換手段12K及び複数回噴射調整手段12Lは、上述した第1変形例や第2変形例にも適用可能である。また、噴射タイミング切換手段12K及び複数回噴射調整手段12Lは、必ずしも両方をコントローラ12が備えている必要はなく、一方のみをコントローラ12に備えさせるようにしてもよい。   Note that the injection timing switching means 12K and the multiple injection adjustment means 12L according to this example are also applicable to the first and second modifications described above. The injection timing switching means 12K and the multiple injection adjustment means 12L are not necessarily provided in the controller 12, and only one of them may be provided in the controller 12.

−その他の実施形態−
上述した実施形態及び変形例では、6気筒舶用ディーゼルエンジンに本発明を適用した場合について説明した。本発明はこれに限らず、4気筒舶用ディーゼルエンジン等、種々の形式のエンジンに対して適用可能である。また、舶用エンジンに限らず、車両用など他の用途に使用されるエンジンへの適用も可能である。
-Other embodiments-
In the embodiment and the modification described above, the case where the present invention is applied to a 6-cylinder marine diesel engine has been described. The present invention is not limited to this, and can be applied to various types of engines such as a four-cylinder marine diesel engine. Further, the present invention is not limited to marine engines but can be applied to engines used for other purposes such as vehicles. In the embodiment and the modification described above, the case where the present invention is applied to a 6-cylinder marine diesel engine has been described. The present invention is not limited to this, and can be applied to various types of engines such as a four-cylinder marine diesel engine. Further, the present invention is not limited to marine engines but can be applied to engines used for other purposes such as vehicles.

実施形態に係る蓄圧式燃料噴射装置を示す図である。 It is a figure which shows the pressure accumulation type fuel injection apparatus which concerns on embodiment. 燃料噴射量を決定するための制御ブロック図である。 It is a control block diagram for determining the fuel injection amount. インジェクタの駆動時間を一定時間に固定した場合における高圧ポンプの燃料吐出量とインジェクタの燃料噴射量との関係を示す図である。 It is a figure which shows the relationship between the fuel discharge amount of a high pressure pump, and the fuel injection amount of an injector when the drive time of an injector is fixed to fixed time. 第1変形例に係る蓄圧式燃料噴射装置を示す図である。 It is a figure which shows the pressure accumulation type fuel injection apparatus which concerns on a 1st modification. 第2変形例に係る蓄圧式燃料噴射装置を示す図である。 It is a figure which shows the pressure accumulation type fuel injection apparatus which concerns on a 2nd modification. 第3変形例に係る蓄圧式燃料噴射装置を示す図である。 It is a figure which shows the pressure accumulation type fuel injection apparatus which concerns on a 3rd modification. 従来の蓄圧式燃料噴射装置を備えた多気筒ディーゼルエンジンの燃料供給系の全体構成の概略を示す図である。 It is a figure which shows the outline of the whole structure of the fuel supply system of the multicylinder diesel engine provided with the conventional pressure accumulation type fuel injection apparatus.

符号の説明Explanation of symbols

1 インジェクタ(燃料噴射弁)
2 コモンレール8 高圧ポンプ(燃料圧送手段)

12D 燃料圧送量制御手段12E 噴射弁制御手段12F 故障検知手段12G 駆動時間固定手段12H 圧送量調整手段12I 駆動時間調整手段12J 圧送量固定手段12K 噴射タイミング切換手段12L 複数回噴射調整手段13 圧力センサ(コモンレール圧力検知手段) 12D Fuel feed amount control means 12E Injection valve control means 12F Failure detection means 12G Drive time fixing means 12H Pressure feed amount adjustment means 12I Drive time adjustment means 12J Pressure feed amount fixing means 12K Injection timing switching means 12L Multiple injection adjustment means 13 Pressure sensor ( Common rail pressure detecting means)
E エンジン(内燃機関) 1 Injector (fuel injection valve) E engine (internal combustion engine) 1 Injector (fuel injection valve)
2 Common rail 8 High-pressure pump (fuel pressure feeding means) 2 Common rail 8 High-pressure pump (fuel pressure feeding means)
12D Fuel pressure feed control means 12E Injection valve control means 12F Failure detection means 12G Drive time fixing means 12H Pressure feed amount adjustment means 12I Drive time adjustment means 12J Pressure feed amount fixing means 12K Injection timing switching means 12L Multi-time injection adjustment means 13 Pressure sensor ( Common rail pressure detection means) 12D Fuel pressure feed control means 12E Injection valve control means 12F Failure detection means 12G Drive time fixing means 12H Pressure feed amount adjustment means 12I Drive time adjustment means 12J Pressure feed amount fixing means 12K Injection timing switching means 12L Multi-time injection adjustment means 13 Pressure sensor (Common rail pressure detection means)
E engine (internal combustion engine) E engine (internal combustion engine)

Claims (5)

  1. 燃料を圧送する燃料圧送手段と、この燃料圧送手段から圧送された燃料を貯留するコモンレールと、このコモンレールの内圧を検知して圧力検知信号を出力するコモンレール圧力検知手段と、コモンレールから燃料が供給され内燃機関の燃焼室に向けて燃料噴射を行う燃料噴射弁と、上記コモンレール圧力検知手段から受ける圧力検知信号に応じて燃料圧送手段の燃料圧送量を制御する燃料圧送量制御手段と、コモンレール圧力検知手段から受ける圧力検知信号及び目標燃料噴射量に応じて燃料噴射弁の駆動時間を制御する噴射弁制御手段とを備えた蓄圧式燃料噴射装置において、
    上記コモンレール圧力検知手段が故障したことを検知可能な故障検知手段と、
    この故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、上記噴射弁制御手段による燃料噴射弁の駆動時間の制御動作をキャンセルして、燃料噴射弁の駆動時間を一定時間に固定する駆動時間固定手段と、 When the output from the failure detecting means is received and the common rail pressure detecting means fails, the control operation of the fuel injection valve drive time by the injection valve controlling means is canceled while the common rail pressure detecting means fails. , Drive time fixing means to fix the drive time of the fuel injection valve to a certain time,
    上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、燃料圧送量制御手段による燃料圧送手段の燃料圧送量の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料圧送手段の燃料圧送量を調整する圧送量調整手段とを備えていることを特徴とする蓄圧式燃料噴射装置。 When the output from the above-mentioned failure detecting means is received and the common rail pressure detecting means fails, the control operation of the fuel pumping amount of the fuel pumping means by the fuel pumping amount controlling means is canceled while the common rail pressure detecting means fails. The pressure-accumulation type fuel injection device is provided with a pumping amount adjusting means for adjusting the fuel pumping amount of the fuel pumping means according to the rotation speed of the internal combustion engine and the throttle opening degree. Fuel is fed from the common rail, fuel pressure feeding means that pumps fuel, a common rail that stores fuel pumped from the fuel pressure feeding means, a common rail pressure detection means that detects an internal pressure of the common rail and outputs a pressure detection signal, A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit, and a common rail pressure detection In a pressure accumulation type fuel injection device comprising an injection valve control means for controlling a drive time of the fuel injection valve in accordance with a pressure detection signal received from the means and a target fuel injection amount, Fuel is fed from the common rail, fuel pressure feeding means that pumps fuel, a common rail that stores fuel pumped from the fuel pressure feeding means, a common rail pressure detection means that detects an internal pressure of the common rail and outputs a pressure detection signal, A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit , and a common rail pressure detection In a pressure accumulation type fuel injection device comprising an injection valve control means for controlling a drive time of the fuel injection valve in accordance with a pressure detection signal received from the means and a target fuel injection amount,
    Failure detection means capable of detecting that the common rail pressure detection means has failed; and Failure detection means capable of detecting that the common rail pressure detection means has failed; and
    When the output from the failure detection means is received and the common rail pressure detection means fails, the control operation of the drive time of the fuel injection valve by the injection valve control means is canceled while the common rail pressure detection means fails. Driving time fixing means for fixing the driving time of the fuel injection valve to a fixed time; When the output from the failure detection means is received and the common rail pressure detection means fails, the control operation of the drive time of the fuel injection valve by the injection valve control means is canceled while the common rail pressure detection means fails. Driving time fixing means for fixing the driving time of the fuel injection valve to a fixed time;
    When the output from the failure detection means receives and the common rail pressure detection means fails, the control operation of the fuel pumping amount of the fuel pumping means by the fuel pumping amount control means is canceled while the common rail pressure detection means fails. And a pressure feed amount adjusting means for adjusting the fuel pressure feed amount of the fuel pressure feed means in accordance with the rotational speed of the internal combustion engine and the throttle opening. When the output from the failure detection means receives and the common rail pressure detection means fails, the control operation of the fuel pumping amount of the fuel pumping means by the fuel pumping amount control means is canceled while the common rail pressure detection means fails. a pressure feed amount adjusting means for adjusting the fuel pressure feed amount of the fuel pressure feed means in accordance with the failure speed of the internal combustion engine and the throttle opening.
  2. 燃料を圧送する燃料圧送手段と、この燃料圧送手段から圧送された燃料を貯留するコモンレールと、このコモンレールの内圧を検知して圧力検知信号を出力するコモンレール圧力検知手段と、コモンレールから燃料が供給され内燃機関の燃焼室に向けて燃料噴射を行う燃料噴射弁と、上記コモンレール圧力検知手段から受ける圧力検知信号に応じて燃料圧送手段の燃料圧送量を制御する燃料圧送量制御手段と、コモンレール圧力検知手段から受ける圧力検知信号及び目標燃料噴射量に応じて燃料噴射弁の駆動時間を制御する噴射弁制御手段とを備えた蓄圧式燃料噴射装置において、
    上記コモンレール圧力検知手段が故障したことを検知可能な故障検知手段と、
    この故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、上記噴射弁制御手段による燃料噴射弁の駆動時間の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料噴射弁の駆動時間を調整する駆動時間調整手段と、 When the output from the failure detecting means is received and the common rail pressure detecting means fails, the control operation of the fuel injection valve drive time by the injection valve controlling means is canceled while the common rail pressure detecting means fails. , Drive time adjusting means for adjusting the drive time of the fuel injection valve according to the rotation speed of the internal combustion engine and the throttle opening, and
    上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、燃料圧送量制御手段による燃料圧送手段の燃料圧送量の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料圧送手段の燃料圧送量を調整する圧送量調整手段とを備えていることを特徴とする蓄圧式燃料噴射装置。 When the output from the above-mentioned failure detecting means is received and the common rail pressure detecting means fails, the control operation of the fuel pumping amount of the fuel pumping means by the fuel pumping amount controlling means is canceled while the common rail pressure detecting means fails. The pressure-accumulation type fuel injection device is provided with a pumping amount adjusting means for adjusting the fuel pumping amount of the fuel pumping means according to the rotation speed of the internal combustion engine and the throttle opening degree. Fuel is fed from the common rail, fuel pressure feeding means that pumps fuel, a common rail that stores fuel pumped from the fuel pressure feeding means, a common rail pressure detection means that detects an internal pressure of the common rail and outputs a pressure detection signal, A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit, and a common rail pressure detection In a pressure accumulation type fuel injection device comprising an injection valve control means for controlling a drive time of the fuel injection valve in accordance with a pressure detection signal received from the means and a target fuel injection amount, Fuel is fed from the common rail, fuel pressure feeding means that pumps fuel, a common rail that stores fuel pumped from the fuel pressure feeding means, a common rail pressure detection means that detects an internal pressure of the common rail and outputs a pressure detection signal, A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit , and a common rail pressure detection In a pressure accumulation type fuel injection device comprising an injection valve control means for controlling a drive time of the fuel injection valve in accordance with a pressure detection signal received from the means and a target fuel injection amount,
    Failure detection means capable of detecting that the common rail pressure detection means has failed; and Failure detection means capable of detecting that the common rail pressure detection means has failed; and
    When the output from the failure detection means is received and the common rail pressure detection means fails, the control operation of the drive time of the fuel injection valve by the injection valve control means is canceled while the common rail pressure detection means fails. Driving time adjusting means for adjusting the driving time of the fuel injection valve according to the rotational speed of the internal combustion engine and the throttle opening; When the output from the failure detection means is received and the common rail pressure detection means fails, the control operation of the drive time of the fuel injection valve by the injection valve control means is canceled while the common rail pressure detection means fails. Driving time adjusting means for adjusting the driving time of the fuel injection valve according to the rotational speed of the internal combustion engine and the throttle opening;
    When the output from the failure detection unit is received and the common rail pressure detection unit fails, the control operation of the fuel pumping amount of the fuel pumping unit by the fuel pumping amount control unit is canceled while the common rail pressure detection unit fails. And a pressure feed amount adjusting means for adjusting the fuel pressure feed amount of the fuel pressure feed means in accordance with the rotational speed of the internal combustion engine and the throttle opening. When the output from the failure detection unit is received and the common rail pressure detection unit fails, the control operation of the fuel pumping amount of the fuel pumping unit by the fuel pumping amount control unit is canceled while the common rail pressure detection unit fails. And a pressure feed amount adjusting means for adjusting the fuel pressure feed amount of the fuel pressure feed means in accordance with the rotational speed of the internal combustion engine and the throttle opening.
  3. 燃料を圧送する燃料圧送手段と、この燃料圧送手段から圧送された燃料を貯留するコモンレールと、このコモンレールの内圧を検知して圧力検知信号を出力するコモンレール圧力検知手段と、コモンレールから燃料が供給され内燃機関の燃焼室に向けて燃料噴射を行う燃料噴射弁と、上記コモンレール圧力検知手段から受ける圧力検知信号に応じて燃料圧送手段の燃料圧送量を制御する燃料圧送量制御手段と、コモンレール圧力検知手段から受ける圧力検知信号及び目標燃料噴射量に応じて燃料噴射弁の駆動時間を制御する噴射弁制御手段とを備えた蓄圧式燃料噴射装置において、
    上記コモンレール圧力検知手段が故障したことを検知可能な故障検知手段と、
    この故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、上記噴射弁制御手段による燃料噴射弁の駆動時間の制御動作をキャンセルして、内燃機関の回転数及びスロットル開度に応じて燃料噴射弁の駆動時間を調整する駆動時間調整手段と、 When the output from the failure detecting means is received and the common rail pressure detecting means fails, the control operation of the fuel injection valve drive time by the injection valve controlling means is canceled while the common rail pressure detecting means fails. , Drive time adjusting means for adjusting the drive time of the fuel injection valve according to the rotation speed of the internal combustion engine and the throttle opening, and
    上記故障検知手段からの出力を受け、コモンレール圧力検知手段が故障した際、このコモンレール圧力検知手段が故障している間、燃料圧送量制御手段による燃料圧送手段の燃料圧送量の制御動作をキャンセルして、燃料圧送手段の単位時間当たりの燃料圧送量を一定量に固定する圧送量固定手段とを備えていることを特徴とする蓄圧式燃料噴射装置。 When the output from the above-mentioned failure detecting means is received and the common rail pressure detecting means fails, the control operation of the fuel pumping amount of the fuel pumping means by the fuel pumping amount controlling means is canceled while the common rail pressure detecting means fails. The pressure-accumulation type fuel injection device is provided with a pumping amount fixing means for fixing the fuel pumping amount per unit time of the fuel pumping means to a constant amount. Fuel is fed from the common rail, fuel pressure feeding means that pumps fuel, a common rail that stores fuel pumped from the fuel pressure feeding means, a common rail pressure detection means that detects an internal pressure of the common rail and outputs a pressure detection signal, A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit, and a common rail pressure detection In a pressure accumulation type fuel injection device comprising an injection valve control means for controlling a drive time of the fuel injection valve in accordance with a pressure detection signal received from the means and a target fuel injection amount, Fuel is fed from the common rail, fuel pressure feeding means that pumps fuel, a common rail that stores fuel pumped from the fuel pressure feeding means, a common rail pressure detection means that detects an internal pressure of the common rail and outputs a pressure detection signal, A fuel injection valve that injects fuel toward the combustion chamber of the internal combustion engine, a fuel pumping amount control unit that controls a fuel pumping amount of the fuel pumping unit according to a pressure detection signal received from the common rail pressure detecting unit , and a common rail pressure detection In a pressure accumulation type fuel injection device comprising an injection valve control means for controlling a drive time of the fuel injection valve in accordance with a pressure detection signal received from the means and a target fuel injection amount,
    Failure detection means capable of detecting that the common rail pressure detection means has failed; and Failure detection means capable of detecting that the common rail pressure detection means has failed; and
    When the output from the failure detection means is received and the common rail pressure detection means fails, the control operation of the drive time of the fuel injection valve by the injection valve control means is canceled while the common rail pressure detection means fails. Driving time adjusting means for adjusting the driving time of the fuel injection valve according to the rotational speed of the internal combustion engine and the throttle opening; When the output from the failure detection means is received and the common rail pressure detection means fails, the control operation of the drive time of the fuel injection valve by the injection valve control means is canceled while the common rail pressure detection means fails. Driving time adjusting means for adjusting the driving time of the fuel injection valve according to the rotational speed of the internal combustion engine and the throttle opening;
    When the output from the failure detection unit is received and the common rail pressure detection unit fails, the control operation of the fuel pumping amount of the fuel pumping unit by the fuel pumping amount control unit is canceled while the common rail pressure detection unit fails. And a pressure feed amount fixing means for fixing the fuel pressure feed amount per unit time of the fuel pressure feed means to a constant amount. When the output from the failure detection unit is received and the common rail pressure detection unit fails, the control operation of the fuel pumping amount of the fuel pumping unit by the fuel pumping amount control unit is canceled while the common rail pressure detection unit fails. And a pressure feed amount fixing means for fixing the fuel pressure feed amount per unit time of the fuel pressure feed means to a constant amount.
  4. 上記請求項1、2または3記載の蓄圧式燃料噴射装置において、
    故障検知手段からの出力を受け、コモンレール圧力検知手段が故障していない場合と故障している場合とで燃料噴射弁の燃料噴射タイミングを異ならせる噴射タイミング切換手段を備えていることを特徴とする蓄圧式燃料噴射装置。 It is characterized in that it is provided with an injection timing switching means that receives an output from the failure detecting means and makes the fuel injection timing of the fuel injection valve different depending on whether the common rail pressure detecting means has failed or failed. Accumulation type fuel injection device. In the pressure accumulation type fuel injection device according to claim 1, 2, or 3, In the pressure accumulation type fuel injection device according to claim 1, 2, or 3,
    An injection timing switching means is provided which receives an output from the failure detection means and makes the fuel injection timing of the fuel injection valve different depending on whether the common rail pressure detection means is not in failure or not. Accumulated fuel injection system. An injection timing switching means is provided which receives an output from the failure detection means and makes the fuel injection timing of the fuel injection valve different depending on whether the common rail pressure detection means is not in failure or not. Accumulated fuel injection system.
  5. 上記請求項1〜4のうち何れか一つに記載の蓄圧式燃料噴射装置において、
    燃料噴射弁が内燃機関1サイクル中に同一気筒に複数回の燃料噴射動作を行うように構成されており、これら複数回の燃料噴射動作それぞれにおける噴射タイミング及び噴射継続時間を、内燃機関の回転数及び目標燃料噴射量に応じて切り換える複数回噴射調整手段を備えていることを特徴とする蓄圧式燃料噴射装置。 The fuel injection valve is configured to perform multiple fuel injection operations on the same cylinder during one cycle of the internal combustion engine, and the injection timing and injection duration in each of these multiple fuel injection operations are determined by the number of rotations of the internal combustion engine. A pressure-accumulation type fuel injection device, which comprises a plurality of injection adjusting means for switching according to a target fuel injection amount. In the pressure accumulation type fuel injection device according to any one of claims 1 to 4, In the pressure accumulation type fuel injection device according to any one of claims 1 to 4,
    The fuel injection valve is configured to perform a plurality of fuel injection operations on the same cylinder during one cycle of the internal combustion engine, and the injection timing and the injection duration in each of the plurality of fuel injection operations are determined according to the rotational speed of the internal combustion engine. And an accumulator fuel injection device comprising a plurality of injection adjustment means for switching in accordance with the target fuel injection amount. The fuel injection valve is configured to perform a plurality of fuel injection operations on the same cylinder during one cycle of the internal combustion engine, and the injection timing and the injection duration in each of the plurality of fuel injection operations are determined according to the rotational And an accumulator fuel injection device comprising a plurality of injection adjustment means for switching in accordance with the target fuel injection amount.
JP2004204354A 2004-07-12 2004-07-12 Pressure accumulating fuel injector Pending JP2006029096A (en)

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JP2007297933A (en) * 2006-04-28 2007-11-15 Hitachi Ltd Fuel supply device for engine
JP2009097455A (en) * 2007-10-18 2009-05-07 Toyota Motor Corp Fuel injection system
JP2011085147A (en) * 2011-01-31 2011-04-28 Hitachi Automotive Systems Ltd Engine fuel supply device
JP2012189083A (en) * 2012-06-04 2012-10-04 Hitachi Automotive Systems Ltd Engine fuel supply device
JP2014005798A (en) * 2012-06-26 2014-01-16 Denso Corp Fuel injection control device
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JP2007291904A (en) * 2006-04-24 2007-11-08 Hitachi Ltd Fuel supply device for engine
JP4657140B2 (en) * 2006-04-24 2011-03-23 日立オートモティブシステムズ株式会社 Engine fuel supply system
JP2007297933A (en) * 2006-04-28 2007-11-15 Hitachi Ltd Fuel supply device for engine
JP2009097455A (en) * 2007-10-18 2009-05-07 Toyota Motor Corp Fuel injection system
JP2011085147A (en) * 2011-01-31 2011-04-28 Hitachi Automotive Systems Ltd Engine fuel supply device
JP2012189083A (en) * 2012-06-04 2012-10-04 Hitachi Automotive Systems Ltd Engine fuel supply device
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