JP2007023987A - Fuel injection control device - Google Patents

Fuel injection control device Download PDF

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Publication number
JP2007023987A
JP2007023987A JP2005210965A JP2005210965A JP2007023987A JP 2007023987 A JP2007023987 A JP 2007023987A JP 2005210965 A JP2005210965 A JP 2005210965A JP 2005210965 A JP2005210965 A JP 2005210965A JP 2007023987 A JP2007023987 A JP 2007023987A
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Prior art keywords
fuel
control
value
fuel pressure
pressure
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JP2005210965A
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JP4779483B2 (en
Inventor
Yusuke Otani
祐介 大谷
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Denso Corp
株式会社デンソー
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/3809Common rail control systems
    • F02D41/3836Controlling the fuel pressure
    • F02D41/3845Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/06Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/06Fuel or fuel supply system parameters
    • F02D2200/0606Fuel temperature
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2250/00Engine control related to specific problems or objectives
    • F02D2250/31Control of the fuel pressure

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel injection control device capable of properly open-controlling a fuel pressure in an accumulation chamber irrespective of the state of an internal combustion engine. <P>SOLUTION: When the diesel engine is started, the fuel pressure in a common rail 12 is open-controlled by operating a fuel pump 6 with a pre-set operation current value until the rotating angle of a crankshaft 8 can be detected by a crank angle sensor 24. Based on the behavior of the fuel pressure in the common rail 12 during the open control, an operation current value when the temperature of a fuel discharged from the fuel pump 6 becomes the same as in this control during a next open control and subsequent is corrected. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a fuel pump that pressurizes and supplies fuel by applying power from an output shaft of an internal combustion engine, a pressure accumulation chamber that stores the pressurized fuel in a high pressure state, and a fuel that injects fuel in the pressure accumulation chamber The present invention relates to a fuel injection control device that performs fuel injection control by operating a fuel injection device that includes an injection valve.

  As this type of fuel injection device, as disclosed in, for example, Patent Document 1, a device having a common pressure accumulation chamber (common rail) for supplying high-pressure fuel to a fuel injection valve of each cylinder of a diesel engine is well known. According to this common rail type diesel engine, the fuel pressure in the common rail can be freely controlled according to the engine operating condition, and as a result, the fuel pressure supplied to the fuel injection valve can be freely controlled.

  Since the fuel pressure in the common rail greatly affects the engine startability, it is desired to control the fuel pressure as desired even when the engine is started. For this reason, as the fuel pressure control at the time of starting, a method has been adopted in which open control is first performed and the control shifts to feedback control after the rotation angle of the engine output shaft is detected. That is, when an engine-driven fuel pump is used, the amount of fuel pressurized and supplied from the fuel pump to the common rail can be accurately controlled only by detecting the rotation angle of the engine output shaft. Until this is detected, open control is performed. In this open control, a current for operating the metering valve provided in the fuel pump for determining the amount of fuel supplied to the common rail is set in advance, and the metering valve (fuel pump) is controlled based on the set current. It is done by operating.

  By the way, the fuel supply characteristics of the fuel pump vary depending on individual differences during manufacture, changes with time after manufacture, and characteristics of the fuel used. For this reason, the fuel pressure in the common rail cannot always be appropriately controlled depending on the preset current. Specifically, if the amount of fuel supplied to the common rail becomes excessive, the fuel pressure rises excessively, causing a misfire or a deterioration in ignition performance due to a decrease in fuel pressure when shifting from open control to feedback control. There is a risk of imitation. In addition, if the fuel supplied to the common rail is insufficient, the time required to reach the minimum fuel pressure that enables fuel injection via the fuel injection valve may be prolonged, and start-up delay may occur.

  Therefore, conventionally, as seen in, for example, Patent Document 2, there is also a control device that detects the rate of increase in fuel pressure during open control and corrects the amount of current at the next start when this rate of increase is not within the allowable range. Proposed. This makes it possible to compensate for variations in the fuel supply characteristics of the fuel pump caused by this, even if individual differences during manufacture, changes over time after manufacture, and characteristics of the fuel used are different. .

However, it has been found by the inventors that even with the above control device, appropriate open control cannot always be performed depending on the state of the diesel engine at the time of starting.
Japanese Patent Laid-Open No. 62-258160 JP 2003-278620 A

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a fuel injection control device capable of performing open control of the fuel pressure in the pressure accumulating chamber more appropriately regardless of the state of the internal combustion engine. It is in.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  The invention according to claim 1 is a means for capturing the detection result of the means for detecting the fuel temperature characteristic value which is either the temperature of the fuel or its equivalent value, and the detection result of the means for detecting the fuel pressure in the pressure accumulating chamber; An open control means for operating the fuel pump by a preset operation amount to control the fuel pressure in the pressure accumulating chamber to a target fuel pressure, and the setting based on the behavior of the detected fuel pressure at the time of control by the open control means The calculation means for calculating the correction value of the manipulated operation amount and the calculated correction value are associated with the fuel temperature characteristic value at that time, and at the time of the next control by the open control means, When the fuel temperature characteristic value corresponds to the fuel temperature characteristic value associated with the correction value, there is provided correction means for performing the control with an operation amount corrected based on the correction value.

  In the above configuration, since the viscosity coefficient of the fuel changes when the temperature of the fuel is different, even if the operation amount of the fuel pump is the same, the amount of fuel supplied from the fuel pump to the pressure accumulating chamber due to fluctuations in the fuel temperature Changes. For this reason, in the above configuration, when the correction value of the manipulated variable is calculated based on the behavior of the fuel pressure, the correction value is associated with the fuel temperature characteristic value at that time. When the detected fuel temperature characteristic value corresponds to the fuel temperature characteristic value associated with the correction value during the next and subsequent open controls, the open control is performed with the operation amount corrected based on the correction value. Control by means is performed. For this reason, the control by the open control means can be performed with the operation amount corrected based on the correction value appropriate for the fuel temperature characteristic value during the control. For this reason, according to the said structure, the open pressure control of the fuel pressure in a pressure accumulation chamber can be more appropriately performed irrespective of the state of an internal combustion engine.

  According to a second aspect of the present invention, in the first aspect of the present invention, feedback control means for operating the fuel pump based on a difference between the detected fuel pressure and the target fuel pressure is further provided, and the internal combustion engine is started. In addition, the control by the open control means is performed before the control by the feedback control means.

  In the above configuration, when the engine is started, the control by the open control means is performed before the control by the feedback control means. For this reason, even when the control by the feedback control means cannot be appropriately performed, for example, the rotation angle of the engine output shaft has not yet been detected, the control for increasing the fuel pressure in the pressure accumulating chamber can be performed, and consequently The time required for starting can be shortened.

  According to a third aspect of the present invention, in the second aspect of the present invention, the integration for calculating a time integral value of a difference between a curve serving as a reference for the change of the fuel pressure to the target fuel pressure and the change of the detected fuel pressure. It is characterized by comprising value calculating means and means for calculating the correction value based on the calculated integral value.

  In the above configuration, when the actual fuel pressure is controlled to the target fuel pressure at the start, there is a requirement that the actual fuel pressure be quickly approximated to the target fuel pressure. Here, for example, when the correction value is calculated based on the detected increase rate of the fuel pressure, the increase rate is set large in order to satisfy the above requirement. However, in this case, an overshoot in which the actual fuel pressure rises above the target fuel pressure is likely to occur. Also, for example, when calculating a correction value based on the fact that the deviation between the actual fuel pressure and the target fuel pressure is not within the allowable range, it is likely to be a setting that reduces the rate of increase in fuel pressure and lengthens the time for performing open control. . In this regard, according to the above-described configuration, the actual fuel pressure change can be approximated to the reference curve by calculating the correction value based on the time integral value of the deviation from the reference curve. . For this reason, for example, if this curve is made to reduce the rate of increase in the vicinity of the target fuel pressure, it is possible to suitably suppress overshoot while shortening the time to reach the target fuel pressure as much as possible. Further, by setting the reference curve so as to satisfy various requirements, the actual change in fuel pressure can satisfy these various requirements.

  According to a fourth aspect of the present invention, in the third aspect of the invention, the integral value calculating means sets a start point of the integral interval when the time integral value is calculated as a time point when the detected fuel pressure starts to rise. It is characterized by.

  In the above configuration, there is generally variation in the time from the start of control by the open control means to the start of increase in fuel pressure. This is because the rotation angle of the engine output shaft at the start of control by the open control means can take various values. That is, since the fuel supply start timing to the pressure accumulating chamber by the fuel pump is determined by the rotation angle of the engine output shaft, the timing at which the fuel pressure in the pressure accumulating chamber starts to rise when the rotation angle at the start of control by the open control means changes Also changes. In this regard, in the above configuration, the time integration value varies depending on the rotation angle of the engine output shaft at the start of the control by the open control means, by setting the start point of the integration section as the time when the fuel pressure starts to rise. Can be avoided. And thereby, the change of the fuel pressure after the time when a fuel pressure starts a raise can be suitably approximated to the curve used as the above-mentioned standard.

  The invention according to claim 5 is the invention according to claim 3 or 4, wherein the calculating means compares the fuel pressure detected at the start of control by the open control means with a preset threshold value, Invalidation means for invalidating any one of the calculation of the time integral value, the calculation of the correction value, and the correction of the operation amount by the correction value when the comparison means determines that the threshold value is exceeded. It is characterized by that.

  In the above configuration, the fuel pressure in the pressure accumulating chamber is usually sufficiently reduced at the time of starting. For this reason, the reference curve is provided corresponding to the fuel pressure whose initial value is sufficiently reduced. However, in practice, for example, when the period from the engine stop to the restart is short, the fuel pressure may not be sufficiently reduced. In this case, if the correction value is calculated based on the time integral value, the correction value is not an appropriate value for the open control at the normal start when the fuel pressure in the pressure accumulating chamber is sufficiently reduced. In this regard, in the above configuration, when the fuel pressure detected at the start of the control by the open control means exceeds the threshold value, the time integral value calculation, the correction value calculation, and the operation amount correction are invalidated, so that It can be avoided that the operation amount used by the open control means is corrected with the correction value when the value is not sufficiently reduced.

  The invention according to claim 6 is the open control means according to any one of claims 1 to 5, wherein the correction means adds the calculated correction value to the fuel temperature characteristic value at that time. And at least one of the fuel pressure detected at the start of the control and the target fuel pressure, and at the time of the next and subsequent control by the open control means, the fuel temperature characteristic value and the at least one are the correction value. When it corresponds to the associated one, the control is performed with the operation amount corrected based on the correction value.

  In the above configuration, the target fuel pressure varies depending on the operating state and operating environment of the internal combustion engine. When the target fuel pressure is different, an appropriate operation amount may be different for causing the actual fuel pressure to follow this. In this regard, in the above configuration, if the target fuel pressure is included in at least one of the above, open control can be performed with an appropriate operation amount in order to obtain each target fuel pressure.

  Further, in the above configuration, when the fuel pressure detected at the start is different, an appropriate operation amount is different for causing the actual fuel pressure to follow the target fuel pressure. In this regard, in the above configuration, if the fuel pressure detected at the start is included in at least one of the above, the open control is performed with an appropriate operation amount to obtain the target fuel pressure even when the fuel pressure at the start takes various values. It can be performed.

(First embodiment)
Hereinafter, a first embodiment in which a fuel injection control device according to the present invention is applied to a fuel injection control device for a common rail type diesel engine will be described with reference to the drawings.

  FIG. 1 shows the overall configuration of the engine system.

  As shown in the figure, the fuel in the fuel tank 2 is pumped up by the fuel pump 6 through the fuel filter 4. The fuel pump 6 is supplied with power from a crankshaft 8 that is an output shaft of a diesel engine and pressurizes and supplies fuel. Specifically, the fuel pump 6 includes an SCV (fuel metering valve 10), and the fuel metering valve 10 is operated to determine the amount of fuel discharged to the outside.

  The fuel from the fuel pump 6 is pressurized and supplied to the common rail 12. The common rail 12 stores the fuel pressurized and supplied from the fuel pump 6 in a high pressure state and supplies the fuel to the fuel injection valve 16 via the high pressure fuel passage 14.

  The engine system includes a fuel pressure sensor 20 that detects the fuel pressure in the common rail 12, a fuel temperature sensor 22 that detects the temperature of the fuel in the fuel pump 6, a crank angle sensor 24 that detects the rotation angle of the crankshaft 8, and the like. Various sensors are provided for detecting the operating state of the engine and the operating environment. Here, an electromagnetic induction type sensor is assumed as the crank angle sensor 24.

  The electronic control unit (ECU 30) is configured mainly with a microcomputer, takes in the detection results of the various sensors, and controls the output of the diesel engine based on this. In particular, the ECU 30 includes a nonvolatile memory 32 that holds data regardless of whether the ECU 30 is powered. The non-volatile memory 32 includes, for example, a backup RAM to which power is supplied regardless of whether or not power is supplied to the ECU 30, a type of memory (EEPROM or the like) that holds data regardless of whether or not power is supplied.

  The ECU 30 performs fuel injection control so as to appropriately control the output of the diesel engine. In this fuel injection control, the fuel pressure in the common rail 12 is feedback-controlled to a target fuel pressure that is set according to the operating state and operating environment of the diesel engine.

  However, when the diesel engine is started, there is a period in which the crank angle sensor 24 has not yet detected the rotation angle of the crankshaft 8. This is because when the crank angle sensor 24 is an electromagnetic induction type or the like, the rotation angle can be detected when the rotation speed of the crankshaft 8 becomes equal to or higher than a predetermined rotation speed. For this reason, until the rotation angle of the crankshaft 8 is detected, the discharge amount of the fuel pump 6 cannot be accurately controlled by the operation of the fuel metering valve 10 by the ECU 30. This is because the intake timing of the fuel in the fuel tank 2 by the fuel pump 6 and the discharge timing of the fuel from the fuel pump 6 are determined by the rotation angle of the crankshaft 8, and the fuel metering valve 10 Alternatively, the discharge amount at the discharge timing is determined.

  For this reason, in the present embodiment, the process shown in FIG. The process shown in FIG. 2 is repeatedly executed by the ECU 30 at a predetermined cycle, for example.

  In this series of processes, first, in step S10, it is determined whether or not it is a start time. When it is determined that the engine is in a starting state, it is determined in step S12 whether or not the rotation angle of the crankshaft 8 has been detected. Here, not only whether or not a signal corresponding to the rotation angle is actually output by the crank angle sensor 24 but also, for example, a diagnosis of whether or not the detection result of the crank angle sensor 24 is highly reliable. When performing such processing, it may be determined whether or not this processing has been completed.

  When it is determined that the rotation angle of the crankshaft 8 is detected in this way, feedback control based on these differences is performed so that the fuel pressure detected by the fuel pressure sensor 20 in step S14 follows the target fuel pressure. On the other hand, when the rotation angle of the crankshaft has not been detected yet, the common rail 12 is operated by operating the fuel pump 6 (specifically, the fuel metering valve 10) with a preset operation current value in step S16. Open control is performed so that the fuel pressure inside is the target fuel pressure. In this embodiment, this operation current value is a current supplied to the fuel pump 6 (fuel metering valve 10) per unit time. Then, the ECU 30 performs duty control at the duty that becomes the set operation current value.

  Here, the operation current value as the operation amount of the fuel pump 6 during the open control is set based on a central characteristic value that is an average of the fuel supply characteristics of the plurality of fuel pumps 6. That is, if the characteristic of the fuel pump 6 to be actually operated matches the central characteristic value, the actual fuel pressure in the common rail 12 is set to a value that can be appropriately controlled to the target fuel pressure. That is, since the fluctuation of the time required until the rotation angle of the crankshaft 8 is detected, in other words, the time required for switching from the open control to the feedback control is small, when the time assumed as the required time elapses. An appropriate value is set so that the actual fuel pressure is close to the target fuel pressure.

  However, even if the open control is performed based on the preset operating current value, the actual fuel supply characteristics may differ from the central characteristic value due to individual differences of the fuel pump 6, changes with time, the type of fuel used, and the like. When deviating, it is not possible to appropriately control the target fuel pressure. Further, even when the temperature of the fuel pressurized and supplied from the fuel pump 6 to the common rail 12 fluctuates, the fuel pressure in the common rail 12 becomes the target when switching to feedback control due to the fluctuation of the viscosity coefficient of the fuel. Varies with fuel pressure. Due to these various factors, if the actual fuel pressure in the common rail 12 cannot be appropriately controlled to the target fuel pressure, the transition to the feedback control cannot be performed smoothly.

  FIG. 3 illustrates the transition of the fuel pressure in the common rail 12 accompanying the shift from the feedback control to the open control. In the figure, the target fuel pressure is indicated by a one-dot chain line, and the switching timing from the open control to the feedback control is indicated as a switching time ts. In the figure, the solid line shows the transition of the fuel pressure when ideal control is performed. That is, at the switching time ts from the open control to the feedback control, the fuel pressure is a value that approximates the target fuel pressure, so that the amount of change in the fuel pressure when shifting to the feedback control is reduced, and the switching is performed smoothly. Can do. On the other hand, in the figure, two-dot chain lines indicate an example in which the amount of fuel supplied from the fuel pump 6 to the common rail 12 is excessive and an example in which it is insufficient during open control. In both cases, the fuel pressure in the common rail 12 changes greatly due to the feedback control being performed after the switching time ts.

  In the present embodiment, in order to smoothly shift from the open control to the feedback control, in the present embodiment, control is performed to correct the operation current value used in the subsequent open control based on the behavior of the fuel pressure detected during the open control. Hereinafter, this will be described in detail with reference to FIG.

  FIG. 4 shows the procedure of the above processing. This process is repeatedly executed by the ECU 30, for example, at a predetermined cycle.

  In this series of processing, first, in step S20, it is determined whether or not it is the open control time shown in step S16 of FIG. In a succeeding step S22, it is determined whether or not the fuel pressure in the common rail 12 at the start of the open control is larger than a predetermined value α. Here, the predetermined value α is set based on the sufficiently reduced fuel pressure in view of the fact that the fuel pressure in the common rail 12 is sufficiently reduced at the time of normal starting. That is, the predetermined value α is used to determine whether or not the fuel pressure is not sufficiently reduced because, for example, the time from the stop to restart of the diesel engine is extremely short.

  If it is determined that the value is equal to or less than the predetermined value α, the value of the evaluation function J for evaluating the validity of the set current is calculated in step S24. This evaluation function J is a function that quantifies the degree of approximation with a curve that serves as a reference for the increase in fuel pressure when the actual fuel pressure increases toward the target fuel pressure. In this embodiment, the reference curve Pref (t) monotonically increases to the target fuel pressure up to the target fuel pressure (indicated by a one-dot chain line in the figure) as shown by a solid line in FIG. This is a curve that stops the rise.

  Specifically, the evaluation function J is a time integral value of a difference “Pact (t) −Pref (t)” between the reference curve Pref (t) and the fuel pressure Pact (t) detected during the open control. The That is, as shown in FIG. 5B, when the detected fuel pressure Pact (t) is indicated by a two-dot chain line, the evaluation function J is an area surrounded by a solid line and a two-dot chain line (in the figure, (Shown with diagonal lines).

  When the evaluation function J is close to zero, the fuel pressure Pact (t) is considered to approximate the reference curve Pref (t). For this reason, the actual fuel pressure can be approximated to the reference curve Pref (t) by setting the operation current value so as to approximate the value of the evaluation function J to zero. By approximating the value of the evaluation function J to zero, the requirement that the time for the fuel pressure to reach the target fuel pressure is shortened, the target fuel pressure during the transition from the open control time to the feedback control time, and the actual fuel pressure. This is effective in achieving compatibility with the requirement to suppress the difference from the fuel pressure.

  Here, if the correction value is calculated based on the detected increase rate of the fuel pressure, the increase rate is set to be large in order to satisfy the requirement for shortening. However, in this case, an overshoot in which the actual fuel pressure rises above the target fuel pressure is likely to occur. On the other hand, in this embodiment, since the value of the evaluation function J increases as the distance from the reference curve Pref (t) increases, the reference curve Pref (t) increases the rate of increase in fuel pressure. However, the above two requirements can be satisfied by setting the overshoot to be suppressed.

  As shown in FIG. 5 (b), the starting point t0 of the reference curve Pref (t) is the time when the detected fuel pressure Pact (t) starts to rise. This is the length of time between the timing at which the open control is started (the timing at which the target fuel pressure indicated by the one-dot chain line in the figure is no longer zero) and the timing at which the detected fuel pressure Pact (t) starts to rise. Δt can vary from start to start. That is, since the fuel supply start timing of the fuel pump 6 to the common rail 12 is determined by the rotation angle of the crankshaft 8, if the rotation angle at the start of the open control is different, the fuel pressure in the common rail 12 starts to rise. It will be different. For this reason, in the present embodiment, the rotation of the crankshaft 8 at the start of the open control is performed by setting the start point t0 of the reference curve Pref (t) as the time when the detected fuel pressure Pact (t) starts to rise. It is avoided that the value of the evaluation function J varies depending on the angle.

  When the value of the evaluation function J is calculated in step S24 of FIG. 4, it is determined in step S26 whether or not the absolute value of the evaluation function J exceeds a predetermined value Jc. Here, when the value of the evaluation function J is small, it is considered that the detected fuel pressure Pact (t) approximates the reference fuel pressure Pref (t). For this reason, when the absolute value of the value of the evaluation function J exceeds Jc, the operation current value is corrected.

  The predetermined value Jc is also for defining an allowable range provided for suppressing occurrence of hunting in the correction of the operation current value based on the value of the evaluation function J. When it is determined that the absolute value of the evaluation function J exceeds the predetermined value Jc, the operation current value is updated in step S28. In other words, the next current value Ist (i + 1) is calculated by adding the correction value Icorr to the current value Ist (i) used in the current open control (“Ist (i + 1) = Ist (i) + Icorr”). .

  Here, the correction value Icorr is defined by the product (= J × C) of the value of the evaluation function J and the gain C. When the current value Ist (i + 1) is calculated in this way, in step S30, the current value Ist (i + 1) is stored in the nonvolatile memory 32 together with the fuel temperature detected by the fuel temperature sensor 22 during the open control. .

  As shown in FIG. 6, the nonvolatile memory 32 has a one-dimensional map storage area in which the fuel temperature and the operation current value as the operation amount of the fuel pump 6 are associated one-to-one. . Then, the operating current value corresponding to the temperature of the fuel detected during the open control is updated. Incidentally, this map data is created in advance based on the central characteristic value of the fuel pump 6 and stored in the nonvolatile memory 32 when the ECU 30 is shipped. And map data will be updated by the process of previous FIG.

  If the fuel temperature detected during the process of FIG. 4 does not match the fuel temperature defined in the map data of FIG. 6, the operation current value corresponding to the closest fuel temperature may be corrected. . Alternatively, two closest fuel temperatures may be selected and corrected. At this time, when the deviation amounts between the temperatures of these two fuels and the fuel temperature detected this time are the deviation amounts a and b, and the corresponding operation current values are the operation current values Ia and Ib, respectively, Using this correction value Icorr, “Ia (i + 1) = Ia (i) + Icorr × b / (a + b)”, “Ib (i + 1) = Ib (i) + Icorr × a / (a + b)”, etc. May be.

  When it is determined in step S20 of FIG. 4 that it is not during open control or when it is determined in step S22 that the residual pressure exceeds the predetermined value α, the absolute value of the evaluation function J is determined to be a predetermined value in step S26. When it is determined that Jc is equal to or less than Jc, when the process of step S30 is completed, the series of processes is temporarily ended.

  By performing the processing shown in FIG. 4, the fuel pump 6 is operated with the corrected operation current value during the open control shown in step S16 of FIG. The corrected operation current value used in the process of step S is an operation current value corresponding to the fuel temperature in the process of step S16 among the operation current values shown in FIG. By the way, when those that match the temperature of the fuel at the time of the processing in step S16 are not stored in the nonvolatile memory 32, some of the stored ones that most closely approximate the conditions for the temperature of the fuel are selected. The operation current value actually used may be calculated by interpolating the operation current values associated with these.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) During the open control, the operation current value of the fuel pump 6 was corrected based on the evaluation function J, and the corrected operation current value was stored together with the temperature of the fuel temperature at that time. As a result, when the fuel temperature at the time of the subsequent open control corresponds to the temperature of the fuel associated with the corrected operation current value, the corrected operation current value is used. For this reason, the fuel pressure in the common rail 12 can be controlled open more appropriately regardless of the state of the diesel engine.

  (2) The operation current value is corrected based on the value of the evaluation function J defined by the time integral value of the difference between the curve Pref (t) serving as a reference for the change to the target fuel pressure and the detected fuel pressure Pact (t). did. Accordingly, it is possible to suppress the difference between the target fuel pressure and the actual fuel pressure at the time of transition from the open control time to the feedback control time while shortening the time for the fuel pressure to reach the target fuel pressure.

  (3) The starting point of the integration interval when calculating the evaluation function J is the time when the detected fuel pressure starts to rise. Thereby, it is possible to avoid the evaluation function J from fluctuating depending on the rotation angle of the crankshaft 8 at the start of the open control.

  (4) When it is determined that the fuel pressure detected at the start of the open control exceeds a preset threshold value (predetermined value α), the calculation of the evaluation function J is prohibited. Accordingly, it is possible to avoid correcting the operation amount used by the open control based on the evaluation function J calculated when the fuel pressure is not sufficiently reduced at the start.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  In the present embodiment, information about a curve indicating the relationship between the fuel temperature and the operating current value is stored in the nonvolatile memory 32.

  That is, for example, as shown by a solid line in FIG. 7, a curve indicating the relationship between the temperature of the fuel and the operation current value is stored in the nonvolatile memory 32 in advance, and the operation shown in FIG. Each time the current value is updated, this curve is corrected. In FIG. 7, the operation current value at the fuel temperature Temp1 is updated from the current value I0 to the current value I0 ′ by the process shown in FIG. 4, so that the curve is changed from a solid line to a one-dot chain line. The example which correct | amends to what is shown is shown.

  Incidentally, for this correction, for example, an appropriate function f (Temp, Ist) is defined in advance to express a curve indicating the relationship between the temperature of the fuel and the operating current value, and the operating current is processed by the process shown in FIG. This can be done by correcting the coefficient of the function f (Temp, Ist) each time the value is updated.

  Also according to the present embodiment described above, it is possible to obtain an effect according to the effects (1) to (4) of the first embodiment.

(Third embodiment)
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  The target fuel pressure changes according to the operating state of the diesel engine, the operating environment, etc. even at the time of starting. For example, the target fuel pressure is set to be different between a cold start when the temperature of the cooling water of the diesel engine is low and a normal start. As described above, when the target fuel pressure is different, it is desirable that the operation current value in the open control is also different. That is, the time required for detecting the rotation angle of the crankshaft 8 at the start of the diesel engine, in other words, the time required for switching from the open control to the feedback control is a substantially constant time. The amount of fuel discharged by the fuel pump 6 for setting the fuel pressure to the target fuel pressure over time varies depending on the target fuel pressure. For this reason, in order to make a fuel pressure into a target fuel pressure at the time of the said time passage, an appropriate operation current value also changes with target fuel pressure.

  Therefore, in this embodiment, the operation current value is set not only for the fuel temperature but also for each target fuel pressure. FIG. 8 shows data stored in the nonvolatile memory 32 in the present embodiment. As shown in the figure, the operation current value is defined by a two-dimensional map of the fuel temperature and the target fuel pressure. Specifically, in the example of FIG. 8, the operation current values are set according to the temperatures of “n + 1” different fuels and “m + 1” different target fuel pressures.

  This two-dimensional map is created in advance based on the central characteristic value of the fuel pump 6 and stored in the nonvolatile memory 32 when the ECU 30 is shipped. Then, the map data is updated by the processing of FIG.

  According to this embodiment described above, the following effects can be obtained in addition to the effects (1) to (4) of the first embodiment.

  (5) By determining the operation current value for each target fuel pressure, appropriate open control can be performed to obtain each target fuel pressure.

(Fourth embodiment)
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  As described above, at the time of start-up, the fuel pressure in the common rail 12 is usually sufficiently low, but the fuel pressure in the common rail 12 is sufficient when the time from the stop to restart of the diesel engine is short. May not be reduced. In this case, an appropriate operation current value for setting the fuel pressure in the common rail 12 to the target fuel pressure at the time of starting is different from that in the case where the fuel pressure in the common rail 12 is sufficiently reduced. That is, when raising the fuel pressure in the common rail 12 to the vicinity of the target fuel pressure when the time required for switching from the open control to the feedback control has elapsed, an appropriate value as the discharge amount of the fuel pump 6 is the common rail 12 at the start of the open control. Depends on the fuel pressure inside. For this reason, an appropriate operation current value also depends on the fuel pressure in the common rail 12 at the start of the open control.

  Therefore, in this embodiment, the operation current value is set not only for the temperature of the fuel but also for each fuel pressure (residual pressure) detected at the start of the open control. FIG. 9 shows data stored in the nonvolatile memory 32 in the present embodiment. As shown in the figure, the operation current value is defined by a two-dimensional map of the fuel temperature and the residual pressure. Specifically, in the example of FIG. 9, the operation current values are set according to “n + 1” different fuel temperatures and “m + 1” different residual pressures.

  This two-dimensional map is created in advance based on the central characteristic value of the fuel pump 6 and stored in the nonvolatile memory 32 when the ECU 30 is shipped. Then, the map data is updated by the processing of FIG. In the present embodiment, when calculating the evaluation function J, the value Pref (t0) at the starting point of the reference curve Pref (t) shown in FIG. 5A is equal to the residual pressure Pact (t0). To do. Alternatively, a reference curve may be defined for each residual pressure. At this time, these curves are assumed to be close to the target fuel pressure when the time required for switching from the open control to the feedback control elapses.

  According to this embodiment described above, the following effects can be obtained in addition to the effects (1) to (4) of the first embodiment.

  (5) By determining the operation current value for each residual pressure, appropriate open control can be performed regardless of the presence or absence of the residual pressure.

(Other embodiments)
The above embodiments may be implemented with the following modifications.

  In each of the above embodiments, the operation current value is set to a constant value, but may be a function of time. Thus, by making the reference curve Pref (t) a curve whose rate of increase changes with time, open control that satisfies various requirements regarding the behavior of the fuel pressure in the common rail 12 at the time of start is possible. It becomes. Furthermore, when the operation current value is a function of time, for example, after a certain period of time, it is possible to set the operation current value to be substantially zero, and when switching from open control to feedback control is delayed for some reason. Anyway, the fuel pressure can be controlled in the vicinity of the target fuel pressure when switching to the feedback control.

  The switching timing from the open control to the feedback control is not limited to the timing at which the rotation angle of the crankshaft 8 is detected. For example, the detection may be made after a predetermined time has elapsed. According to this, the fluctuation of the time required from the start of the open control to the switching timing can be made substantially zero, and accordingly, the operation current value is set so that the fuel pressure becomes close to the target fuel pressure after the elapse of a predetermined time. By doing so, open control can be performed more appropriately.

  In the first to third embodiments, calculation of the evaluation function J is prohibited when the residual pressure is equal to or greater than the predetermined value α. Instead, for example, updating of the current value is prohibited. Good. In short, any one of calculation of the evaluation function J, calculation of the correction value, and correction of the operation amount by the correction value may be invalidated.

  The calculation means for calculating the manipulated variable correction value based on the behavior of the fuel pressure detected during the open control is not limited to that based on the calculation of the evaluation function J. For example, even if it is performed based on the rate of increase in fuel pressure, the effect (1) of the first embodiment can be obtained.

  The operation current value may be determined for each of the three parameters of the fuel temperature, the target fuel pressure, and the residual pressure so as to have the configurations of both the third and fourth embodiments.

  In each of the above embodiments, the temperature of the fuel discharged from the fuel pump 6 is directly detected, but instead of this, the temperature correlates with the temperature of the discharged fuel (equivalent value of the fuel temperature). May be.

  In each of the above embodiments, the present invention is applied to the open control at the start of the diesel engine. However, the present invention is not limited to this, and when performing the open control other than at the start, the fuel temperature is detected based on the behavior of the detected fuel pressure. It is also effective to correct the operation current value determined in (1). However, at the time of starting, the operating current value updated at the time of the previous start is usually used at the time of this start due to the fact that the operating state and operating environment of the diesel engine including the fuel temperature are likely to be the same. Therefore, the effect of updating the operation current value can be sufficiently exhibited.

  ・ Other internal combustion engines are not limited to diesel engines.

The figure which shows the whole structure of the engine system in 1st Embodiment. The flowchart which shows the process sequence of the fuel pressure control at the time of the start in the embodiment. The time chart which illustrates the behavior of the fuel pressure at the time of starting. The flowchart which shows the procedure of the process which correct | amends the operation current value of the open control at the time of start-up in the said embodiment. The time chart explaining the aspect of the process concerning correction | amendment of the said operation electric current value. The figure which shows the aspect of the memory | storage of the operation current value in the said embodiment. The figure which shows the memory | storage aspect of the operation current value concerning 2nd Embodiment. The figure which shows the memory | storage aspect of the operation current value concerning 3rd Embodiment. The figure which shows the memory | storage aspect of the operation current value concerning 4th Embodiment.

Explanation of symbols

  6 ... Fuel pump, 10 ... Fuel metering valve, 12 ... Common rail, 30 ... ECU (one embodiment of open control means, feedback control means, calculation means, correction means), 32 ... Non-volatile memory.

Claims (6)

  1. A fuel pump that pressurizes and supplies fuel by applying power from an output shaft of the internal combustion engine, a pressure accumulating chamber that stores the pressurized fuel in a high pressure state, and a fuel injection valve that injects fuel in the pressure accumulating chamber In the fuel injection control device that performs fuel injection control by operating the fuel injection device provided,
    Means for capturing a detection result of a means for detecting a fuel temperature characteristic value which is one of the temperature of the fuel and its equivalent value, and a detection result of a means for detecting a fuel pressure in the pressure accumulating chamber;
    Open control means for operating the fuel pump by a preset operation amount to control the fuel pressure in the pressure accumulating chamber to a target fuel pressure;
    Calculating means for calculating a correction value of the set operation amount based on the behavior of the detected fuel pressure at the time of control by the open control means;
    The calculated correction value is associated with the fuel temperature characteristic value at that time, and the fuel temperature characteristic value at the time of control is associated with the correction value at the time of the next and subsequent control by the open control means. A fuel injection control device, comprising: a correcting means for performing the control with an operation amount corrected based on the correction value when the fuel temperature characteristic value is equivalent.
  2. Feedback control means for operating the fuel pump based on the difference between the detected fuel pressure and the target fuel pressure;
    2. The fuel injection control apparatus according to claim 1, wherein the control by the open control means is performed at the time of starting the internal combustion engine and before the control by the feedback control means.
  3.   The calculation means includes an integral value calculation means for calculating a time integral value of a difference between a curve serving as a reference for the change of the fuel pressure to the target fuel pressure and the change of the detected fuel pressure, and the calculated integral value The fuel injection control device according to claim 2, further comprising means for calculating the correction value based on
  4.   4. The fuel injection control device according to claim 3, wherein the integral value calculating means sets the start point of the integral interval when calculating the time integral value as a time point when the detected fuel pressure starts to rise.
  5.   The calculating means compares the fuel pressure detected at the start of the control by the open control means with a preset threshold value, and the time integrated value when the comparison means determines that the threshold value is exceeded. 5. The fuel injection control device according to claim 3, further comprising invalidating means for invalidating any one of calculation, calculation of the correction value, and correction of the operation amount by the correction value.
  6.   The correction means further associates the calculated correction value with at least one of the fuel pressure detected at the start of control by the open control means and the target fuel pressure in addition to the fuel temperature characteristic value at that time. In the subsequent control by the open control means, when the fuel temperature characteristic value and the at least one correspond to the correction value, the control is corrected based on the correction value. The fuel injection control apparatus according to claim 1, wherein the fuel injection control apparatus performs the operation with the operation amount.
JP2005210965A 2005-07-21 2005-07-21 Fuel injection control device Expired - Fee Related JP4779483B2 (en)

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CN103955212B (en) * 2014-05-21 2017-06-16 东风电子科技股份有限公司 Realize the system and method for motor vehicle electric spraying master controller functional test

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