JP2007192032A - Fuel injection control device of internal combustion engine - Google Patents

Fuel injection control device of internal combustion engine Download PDF

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JP2007192032A
JP2007192032A JP2006008368A JP2006008368A JP2007192032A JP 2007192032 A JP2007192032 A JP 2007192032A JP 2006008368 A JP2006008368 A JP 2006008368A JP 2006008368 A JP2006008368 A JP 2006008368A JP 2007192032 A JP2007192032 A JP 2007192032A
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injection
fuel
time
fuel pressure
injection time
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恵一 ▲高▼▲柳▼
Keiichi Takayanagi
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Hitachi Ltd
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    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To avoid getting unable to inject a required fuel quantity due to lowering of fuel pressure during fuel injection. <P>SOLUTION: It is judged that the fuel pressure is lowered beyond a predetermined value during injection when a required injection time exceeds a threshold value. When the required injection time exceeds the threshold value, injection is performed such that the required injection time is divided into a plurality of times so that an injection time per one time is shortened, the lowering of the fuel pressure during the injection is sufficiently decreased and an injection quantity is prevented from getting short. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、燃料噴射弁の噴射時間（開弁時間）を制御することで、燃料噴射量を制御する内燃機関の燃料噴射制御装置に関する。   The present invention relates to a fuel injection control device for an internal combustion engine that controls a fuel injection amount by controlling an injection time (valve opening time) of a fuel injection valve.

特許文献１には、燃料噴射弁の目標制御量に基づく燃料量に応じて燃料ポンプの駆動電流を算出すると共に、燃料噴射弁に圧送される燃料の圧力に応じて燃料噴射弁の噴射時間を補正する燃料供給装置が開示されている。
特開平１１−３１５７６８号公報 In Patent Document 1, the driving current of the fuel pump is calculated according to the fuel amount based on the target control amount of the fuel injection valve, and the injection time of the fuel injection valve is set according to the pressure of the fuel pumped to the fuel injection valve. A fuel supply device for correction is disclosed.
JP 11-315768 A

ところで、燃料噴射弁による単位時間当たりの噴射量は、燃料噴射弁に供給される燃料の圧力によって決まるため、従来では、燃料噴射弁に圧送される燃料の圧力に応じて燃料噴射弁の噴射時間を決定していた。
しかし、噴射された燃料分を補給する燃料ポンプからの燃料の吐き出しには遅れがあるため、１回の燃料噴射が長時間継続されると、燃圧が徐々に低下して、噴射時間に見合う所期の量の燃料を噴射させることができなくなってしまうことがあった。 By the way, since the injection amount per unit time by the fuel injection valve is determined by the pressure of the fuel supplied to the fuel injection valve, conventionally, the injection time of the fuel injection valve according to the pressure of the fuel pumped to the fuel injection valve Had decided.
However, since there is a delay in discharging the fuel from the fuel pump that replenishes the injected fuel, if one fuel injection is continued for a long time, the fuel pressure gradually decreases to meet the injection time. It was sometimes impossible to inject the amount of fuel.

噴射途中での燃圧の低下によって燃料噴射量が要求量よりも少なくなると、空燃比が目標よりもリーン化し、排気性能・運転性能が悪化するという問題が発生する。
本発明は上記問題点に鑑みなされたものであり、燃料噴射中における燃料圧力の低下によって、要求の燃料量を噴射させることができなくなることを回避できる内燃機関の燃料噴射制御装置を提供することを目的とする。 If the fuel injection amount becomes smaller than the required amount due to a decrease in fuel pressure during the injection, the air-fuel ratio becomes leaner than the target, causing a problem that exhaust performance / operating performance deteriorates.
The present invention has been made in view of the above-described problems, and provides a fuel injection control device for an internal combustion engine that can prevent a required amount of fuel from being injected due to a decrease in fuel pressure during fuel injection. With the goal.

そのため請求項１記載の発明は、燃料噴射弁の要求噴射時間中に燃料圧力が所定以上低下する条件であるか否かを判別し、燃料圧力が低下する条件であるときに、前記要求噴射時間の燃料噴射を複数回に分けて行わせることを特徴とする。
かかる構成によると、要求噴射時間だけ燃料噴射を継続して行った場合に、噴射中に燃料圧力が低下する条件であると判断すると、前記要求噴射時間だけ継続して噴射させる代わりに、複数の燃料噴射の合計時間が前記要求噴射時間になるように、燃料噴射を複数回に分けて行わせる。 Therefore, in the first aspect of the present invention, it is determined whether or not the fuel pressure is reduced by a predetermined value or more during the required injection time of the fuel injection valve, and when the fuel pressure is reduced, the required injection time is determined. The fuel injection is performed in a plurality of times.
According to such a configuration, when it is determined that the fuel pressure is reduced during the injection when the fuel injection is continuously performed for the required injection time, a plurality of fuel injections are performed instead of continuously performing the required injection time. The fuel injection is performed in a plurality of times so that the total fuel injection time becomes the required injection time.

要求噴射時間だけ継続して噴射させたときに、噴射中に燃料圧力が大きく低下する場合、要求噴射時間に見合うだけの燃料を噴射させることができなくなってしまうが、同じ量の燃料を複数回に分けて噴射させることで、１回当たりの噴射時間を短くすれば、噴射中の燃料圧力の低下を小さくすることができるので、複数回に分けて噴射された燃料量の合計として、要求噴射時間に略見合った量の燃料を噴射させることができる。   If the fuel pressure drops greatly during injection when the fuel is continuously injected for the required injection time, it will not be possible to inject fuel that is commensurate with the required injection time. By reducing the injection time per injection by reducing the injection time per injection, the reduction in fuel pressure during injection can be reduced. Therefore, the required injection is calculated as the total amount of fuel injected in multiple injections. An amount of fuel approximately commensurate with time can be injected.

従って、要求噴射時間が長くなっても、この要求噴射時間に見合った量の燃料を精度良く噴射させることができるので、空燃比制御の精度が向上し、排気性能・運転性能の悪化を防止できる。
請求項２記載の発明では、燃料の圧力が低下する条件であるか否かを、前記要求噴射時間及び／又は燃料圧力に基づいて判断することを特徴とする。 Therefore, even if the required injection time is increased, an amount of fuel commensurate with the required injection time can be injected with high accuracy, so that the accuracy of air-fuel ratio control is improved, and deterioration of exhaust performance and operating performance can be prevented. .
The invention according to claim 2 is characterized in that it is determined based on the required injection time and / or the fuel pressure whether or not the condition is that the fuel pressure decreases.

かかる構成によると、燃料噴射弁の噴射時間（開弁時間）が長くなるほど、燃料圧力の低下が大きくなり、また、要求噴射時間が同じでも、燃料圧力が高いときほど燃料ポンプの負荷が大きく、噴射中に燃料圧力が低下し易くなるので、要求噴射時間及び／又は燃料圧力に基づいて、要求噴射時間中に燃料圧力が所定以上低下する条件であるか否かを判別する。   According to such a configuration, the longer the fuel injection valve injection time (valve opening time), the greater the decrease in fuel pressure, and even with the same required injection time, the higher the fuel pressure, the greater the load on the fuel pump. Since the fuel pressure is likely to decrease during the injection, it is determined based on the required injection time and / or the fuel pressure whether or not the fuel pressure is reduced by a predetermined value or more during the required injection time.

従って、噴射中に燃料の圧力が所定以上に低下する条件であるか否かを、的確に判断できる。
請求項３記載の発明では、前記燃料噴射を複数回に分けて行わせるときの燃料噴射の分割パターンを、前記要求噴射時間及び／又は燃料圧力に応じて変更することを特徴とする。 Therefore, it is possible to accurately determine whether or not the fuel pressure is reduced to a predetermined level or more during injection.
The invention according to claim 3 is characterized in that a division pattern of fuel injection when the fuel injection is divided into a plurality of times is changed according to the required injection time and / or fuel pressure.

かかる構成によると、要求噴射時間が長いほど、噴射中の圧力低下を防止すために要求される分割数が多くなり、また、燃料圧力によって噴射時間中の燃料圧力の降下特性が変わって許容できる最大噴射時間が変わるので、要求噴射時間及び／又は燃料圧力に応じて燃料噴射の分割パターンを変更する。
従って、要求噴射時間・燃料圧力の条件が異なっても、噴射中の圧力降下による燃料不足の発生を確実に防止できる分割パターンで、燃料噴射を複数回に分けて行わせることができる。 According to such a configuration, the longer the required injection time, the greater the number of divisions required to prevent a pressure drop during injection, and the fuel pressure drop characteristic during the injection time varies depending on the fuel pressure and can be tolerated. Since the maximum injection time changes, the fuel injection division pattern is changed according to the required injection time and / or the fuel pressure.
Therefore, even if the required injection time and fuel pressure conditions are different, fuel injection can be performed in a plurality of times in a division pattern that can reliably prevent the occurrence of fuel shortage due to a pressure drop during injection.

請求項４記載の発明では、燃料噴射を複数回に分けて行わせるときの燃料噴射の分割パターンを、前記分割後の１回当たりの噴射時間が所定の最大噴射時間以下になるように決定することを特徴とする。
かかる構成によると、噴射中の燃料圧力の低下を充分に小さくできる最大噴射時間に基づいて、燃料噴射の分割パターンを決定する。 In a fourth aspect of the invention, the fuel injection division pattern when the fuel injection is performed in a plurality of times is determined so that the injection time per one time after the division is not more than a predetermined maximum injection time. It is characterized by that.
According to this configuration, the division pattern of fuel injection is determined based on the maximum injection time that can sufficiently reduce the decrease in fuel pressure during injection.

従って、分割後の各噴射時間での燃料圧力の低下を充分に小さくでき、各噴射時間の合計として要求の燃料量を精度良く噴射させることができる。   Therefore, the decrease in fuel pressure at each injection time after division can be sufficiently reduced, and the required fuel amount can be injected with high accuracy as the total of each injection time.

以下に本発明の実施の形態を説明する。
図１は、実施形態における車両用内燃機関の燃料供給装置の構成図である。
図１において、燃料タンク１は、内燃機関１０の燃料であるガソリンを貯留するタンクであり、例えば車両の後部座席の下などに配置される。
前記燃料タンク１には、給油キャップ２で閉塞される給油口３が開口されており、給油キャップ２を外して前記給油口３から燃料が補給される。 Embodiments of the present invention will be described below.
FIG. 1 is a configuration diagram of a fuel supply device for an internal combustion engine for a vehicle in the embodiment.
In FIG. 1, a fuel tank 1 is a tank for storing gasoline as fuel for the internal combustion engine 10 and is disposed, for example, under a rear seat of a vehicle.
The fuel tank 1 is provided with a fuel filler opening 3 that is closed by a fuel filler cap 2, and the fuel filler cap 2 is removed to replenish fuel from the fuel filler inlet 3.

前記燃料タンク１内には、図示省略したブラケットによって電動式の燃料ポンプ４が設置されている。
前記燃料ポンプ４は、燃料タンク１内のガソリンを吸い込み口から吸い込んで吐出口から吐き出す、例えばタービン式のポンプであり、前記吐出口には、燃料パイプ５ａの一端が接続されている。 An electric fuel pump 4 is installed in the fuel tank 1 by a bracket (not shown).
The fuel pump 4 is, for example, a turbine-type pump that sucks gasoline in the fuel tank 1 from a suction port and discharges the gasoline from the discharge port, and one end of a fuel pipe 5a is connected to the discharge port.

前記燃料パイプ５ａの他端には、燃料ポンプ４から後述する燃料噴射弁９に向かう燃料の流れを通過させ、前記燃料噴射弁９から燃料ポンプ４に向かう流れ（逆流）を阻止する逆止弁７の入り口側が接続される。
前記逆止弁７の出口には、燃料パイプ５ｂの一端が接続され、前記燃料パイプ５ｂの他端は、燃料ギャラリーパイプ８に接続される。 The other end of the fuel pipe 5a passes a fuel flow from the fuel pump 4 toward a fuel injection valve 9 to be described later, and a check valve that blocks a flow (back flow) from the fuel injection valve 9 toward the fuel pump 4. 7 entrance side is connected.
One end of a fuel pipe 5 b is connected to the outlet of the check valve 7, and the other end of the fuel pipe 5 b is connected to a fuel gallery pipe 8.

前記燃料パイプ５ａ，燃料パイプ５ｂ及び燃料ギャラリーパイプ８によって、燃料ポンプ４から燃料噴射弁９に向けた圧送経路が形成される。
前記燃料ギャラリーパイプ８には、その延設方向に沿って気筒数（本実施形態は４気筒）と同じ数の噴射弁接続部８ａが設けられ、各噴射弁接続部８ａには、電磁式の燃料噴射弁９の燃料取り入れ口がそれぞれ接続される。 The fuel pipe 5a, the fuel pipe 5b, and the fuel gallery pipe 8 form a pressure feed path from the fuel pump 4 to the fuel injection valve 9.
The fuel gallery pipe 8 is provided with the same number of injection valve connection portions 8a as the number of cylinders (4 cylinders in the present embodiment) along the extending direction, and each injection valve connection portion 8a has an electromagnetic type connection. The fuel intake ports of the fuel injection valve 9 are connected to each other.

前記燃料噴射弁９は、電磁コイルへの通電によって磁気吸引力が発生すると、スプリングによって閉弁方向に付勢されている弁体がリフトして開弁し、燃料を噴射する。
前記燃料噴射弁９は、内燃機関１０の各気筒の吸気ポート部にそれぞれ設置され、各気筒に燃料をそれぞれ噴射供給する。
また、前記燃料ギャラリーパイプ８内と燃料タンク１内とを連通させるリリーフパイプ１２が設けられて、前記リリーフパイプ１２の途中には、電磁リリーフ弁１３が介装されている。 When a magnetic attraction force is generated by energization of the electromagnetic coil, the fuel injection valve 9 lifts and opens the valve body that is biased in the valve closing direction by the spring, and injects fuel.
The fuel injection valve 9 is installed in each intake port portion of each cylinder of the internal combustion engine 10 and injects and supplies fuel to each cylinder.
In addition, a relief pipe 12 is provided for communicating the inside of the fuel gallery pipe 8 and the inside of the fuel tank 1, and an electromagnetic relief valve 13 is interposed in the middle of the relief pipe 12.

前記電磁リリーフ弁１３は、通電されることで開弁し、非通電時には閉弁状態を保持するよう構成される。
前記電磁リリーフ弁１３が開弁すると、前記リリーフパイプ１２を介して前記燃料ギャラリーパイプ８内の燃料が前記燃料タンク１内に排出されるので、前記燃料ギャラリーパイプ８内の燃料圧力を積極的に降下させることができる。 The electromagnetic relief valve 13 is configured to open when energized and to maintain a closed state when not energized.
When the electromagnetic relief valve 13 is opened, the fuel in the fuel gallery pipe 8 is discharged into the fuel tank 1 through the relief pipe 12, so that the fuel pressure in the fuel gallery pipe 8 is positively increased. Can be lowered.

マイクロコンピュータを内蔵する電子制御ユニット（ＥＣＵ）１１は、前記燃料噴射弁９それぞれに対して個別に開弁制御パルス信号を出力して、各燃料噴射弁９による燃料噴射量及び噴射時期を制御する。
また、前記電子制御ユニット１１は、前記燃料ポンプ４への通電のオン・オフをデューティ制御することで、燃料ポンプ４の駆動電流（駆動電圧）を変化させ、燃料ポンプ４の吐出量を制御する。 An electronic control unit (ECU) 11 incorporating a microcomputer individually outputs a valve opening control pulse signal to each of the fuel injection valves 9 to control the fuel injection amount and injection timing of each fuel injection valve 9. .
Further, the electronic control unit 11 controls the discharge amount of the fuel pump 4 by changing the drive current (drive voltage) of the fuel pump 4 by duty-controlling on / off of energization to the fuel pump 4. .

更に、電磁リリーフ弁１３のオン・オフを制御することで、前記燃料ギャラリーパイプ８内からの燃料のリリーフを制御する。
前記電子制御ユニット１１には、各種センサからの検出信号が入力される。
前記各種センサとしては、内燃機関１０の吸入空気流量を検出するエアフローメータ２１、所定クランク角位置毎に検出信号を出力するクランク角センサ２２、内燃機関１０の冷却水温度Ｔｗを検出する水温センサ２３、前記燃料ギャラリーパイプ８内における燃料の圧力を検出する燃圧センサ２４、前記燃料ギャラリーパイプ８内における燃料の温度を検出する燃温センサ２５などが設けられている。 Further, the relief of the fuel from the fuel gallery pipe 8 is controlled by controlling on / off of the electromagnetic relief valve 13.
Detection signals from various sensors are input to the electronic control unit 11.
The various sensors include an air flow meter 21 that detects the intake air flow rate of the internal combustion engine 10, a crank angle sensor 22 that outputs a detection signal for each predetermined crank angle position, and a water temperature sensor 23 that detects the cooling water temperature Tw of the internal combustion engine 10. A fuel pressure sensor 24 for detecting the pressure of the fuel in the fuel gallery pipe 8, a fuel temperature sensor 25 for detecting the temperature of the fuel in the fuel gallery pipe 8, and the like are provided.

また、前記電子制御ユニット１１には、図示省略したスタータモータへの電源投入をスイッチングするスタータスイッチ２６のオン・オフ信号が入力される。
そして、前記電子制御ユニット１１は、クランク角センサ２２からの信号に基づいて内燃機関１０の回転速度Ｎｅを演算し、エアフローメータ２１で検出された吸入空気流量Ｑａと前記機関回転速度Ｎｅとに基づいて基本燃料噴射量Ｔｐを演算する。 The electronic control unit 11 is supplied with an on / off signal of a starter switch 26 that switches on power supply to a starter motor (not shown).
The electronic control unit 11 calculates the rotational speed Ne of the internal combustion engine 10 based on the signal from the crank angle sensor 22, and based on the intake air flow rate Qa detected by the air flow meter 21 and the engine rotational speed Ne. To calculate the basic fuel injection amount Tp.

更に、前記基本燃料噴射量Ｔｐを、そのときの運転条件（負荷・回転・水温など）から決定される目標空燃比などに応じて補正することで最終的な燃料噴射量Ｔｉを設定し、更に、燃圧センサ２４で検出される実際の燃圧で前記燃料噴射量Ｔｉに対応する量の燃料を噴射させるための開弁時間である噴射パルス幅（要求噴射時間）を求める。
そして、各気筒の燃料噴射タイミングを前記クランク角センサ２２からの信号に基づいて検出して、前記噴射タイミングに合わせて前記噴射パルス幅の噴射パルス信号を該当する気筒の燃料噴射弁９に出力する。 Furthermore, the final fuel injection amount Ti is set by correcting the basic fuel injection amount Tp according to the target air-fuel ratio determined from the operating conditions (load, rotation, water temperature, etc.) at that time, Then, an injection pulse width (required injection time) that is a valve opening time for injecting an amount of fuel corresponding to the fuel injection amount Ti with the actual fuel pressure detected by the fuel pressure sensor 24 is obtained.
Then, the fuel injection timing of each cylinder is detected based on the signal from the crank angle sensor 22, and the injection pulse signal of the injection pulse width is output to the fuel injection valve 9 of the corresponding cylinder in accordance with the injection timing. .

また、前記電子制御ユニット１１は、内燃機関１０の運転条件に基づいて目標燃圧を設定し、前記燃圧センサ２４で検出される実際の燃圧が前記目標燃圧に近づくように、前記燃料ポンプ４の吐出量をフィードバック制御する。
前記目標燃圧は、機関負荷，機関回転速度Ｎｅ，冷却水温度Ｔｗに基づいて可変に設定される。 The electronic control unit 11 sets a target fuel pressure based on the operating conditions of the internal combustion engine 10, and discharges the fuel pump 4 so that the actual fuel pressure detected by the fuel pressure sensor 24 approaches the target fuel pressure. Feedback control the amount.
The target fuel pressure is variably set based on the engine load, the engine speed Ne, and the coolant temperature Tw.

具体的には、高負荷・高回転領域では目標燃圧を高く設定し、低負荷・低回転領域では目標燃圧を低く設定することで、高負荷で要求燃料量が多く、かつ、高回転で吸気行程期間が短時間であるときに、要求量を吸気行程期間中に噴射させることができるようにする。
一方、低負荷・低回転領域では、目標燃圧を低下させることで燃料ポンプ４の負荷を減らして電力消費を低下させる。 Specifically, by setting the target fuel pressure high in the high load / high rotation region and setting the target fuel pressure low in the low load / low rotation region, the required fuel amount is high at high load and the intake air is high at high rotation. When the stroke period is short, the required amount can be injected during the intake stroke period.
On the other hand, in the low load / low rotation region, the load on the fuel pump 4 is reduced by reducing the target fuel pressure, thereby reducing the power consumption.

尚、機関負荷は、前記基本燃料噴射量Ｔｐ，吸入空気量，スロットル開度，吸入負圧などから判断することができる。
また、燃料温度が高い状態で内燃機関１０が始動される場合（高温再始動時）には、燃料圧力が低いと、燃料配管内で発生した燃料ベーパが燃料噴射弁９の開弁時に噴射されることにより、実際に噴射される燃料量が少なくなって始動性が悪化する。 The engine load can be determined from the basic fuel injection amount Tp, intake air amount, throttle opening, intake negative pressure, and the like.
Further, when the internal combustion engine 10 is started in a state where the fuel temperature is high (high temperature restart), if the fuel pressure is low, the fuel vapor generated in the fuel pipe is injected when the fuel injection valve 9 is opened. As a result, the amount of fuel that is actually injected decreases and the startability deteriorates.

そこで、始動中（クランキング中）及び始動後所定時間内で、かつ、前記燃温センサ２５で検出される燃料温度が閾値以上であるときには、そのときの燃料温度が高いほど目標燃圧を高く補正設定することで、燃料ベーパを押し潰し、燃料噴射弁９から実際に噴射される燃料量が低下することを防止する。
ところで、本実施形態では、前述のように、実際の燃圧が目標燃圧に近づくように燃料ポンプ４の吐出量をフィードバック制御するが、前記フィードバック制御には応答遅れがあるため、前記燃料噴射弁９による１回の燃料噴射時間が長くなると、噴射中に実際の燃圧は徐々に低下してしまう（図２参照）。 Therefore, when the fuel temperature detected during the start (cranking) and within a predetermined time after the start and the fuel temperature sensor 25 is equal to or higher than the threshold, the target fuel pressure is corrected to be higher as the fuel temperature at that time is higher. By setting, the fuel vapor is crushed and the amount of fuel actually injected from the fuel injection valve 9 is prevented from decreasing.
Incidentally, in the present embodiment, as described above, the discharge amount of the fuel pump 4 is feedback-controlled so that the actual fuel pressure approaches the target fuel pressure. However, since the feedback control has a response delay, the fuel injection valve 9 When the time for one fuel injection by becomes longer, the actual fuel pressure gradually decreases during the injection (see FIG. 2).

一方、前記噴射パルス幅（噴射時間）は、噴射中に燃料圧力に変化がないもとして演算されるから、途中で燃料圧力が低下すると、要求の燃料噴射量に対して実際の燃料噴射量に不足を生じることになってしまう。
そこで、本実施形態では、前記噴射途中での燃料圧力の低下を回避すべく、図３のフローチャートに示すようにして、燃料噴射弁９による燃料噴射を制御する。 On the other hand, the injection pulse width (injection time) is calculated on the assumption that there is no change in the fuel pressure during the injection, so when the fuel pressure decreases during the injection, the actual fuel injection amount becomes the required fuel injection amount. It will cause shortage.
Therefore, in the present embodiment, the fuel injection by the fuel injection valve 9 is controlled as shown in the flowchart of FIG. 3 in order to avoid a decrease in the fuel pressure during the injection.

図３のフローチャートにおいて、ステップＳ１０１では、前記噴射パルス幅（要求噴射時間）を算出する。
次のステップＳ１０２では、前記ステップＳ１０１で算出した噴射パルス幅と予め記憶された閾値とを比較し、今回算出された噴射パルス幅が前記閾値以下であるか否かを判別する。 In the flowchart of FIG. 3, in step S101, the injection pulse width (required injection time) is calculated.
In the next step S102, the injection pulse width calculated in step S101 is compared with a threshold value stored in advance, and it is determined whether or not the injection pulse width calculated this time is equal to or less than the threshold value.

即ち、噴射パルス幅が長くなるほど、噴射中における燃料圧力の最大降下代が大きくなり、燃料噴射量の不足分が多くなるので（図２参照）、燃料噴射量の不足分が許容範囲内で収まるような最大噴射パルス幅を前記閾値として予め設定してある。
今回算出された噴射パルス幅が前記閾値以下である場合には、噴射時間内における燃料圧力の低下は充分に小さく、略要求の噴射量を噴射させることができるものと判断し、ステップＳ１０３へ進む。 That is, the longer the injection pulse width, the greater the maximum drop in fuel pressure during injection, and the shortage of fuel injection amount increases (see FIG. 2), so the shortage of fuel injection amount falls within the allowable range. Such a maximum injection pulse width is preset as the threshold value.
When the injection pulse width calculated this time is equal to or smaller than the threshold value, it is determined that the decrease in fuel pressure within the injection time is sufficiently small and the substantially required injection amount can be injected, and the process proceeds to step S103. .

ステップＳ１０３では、前記噴射パルス幅に基づいて、各気筒において１サイクル毎に１回の燃料噴射を行わせる。即ち、前記噴射パルス幅だけ継続して燃料噴射弁９を開弁させる。
１サイクル毎の１回の燃料噴射は、例えば、吸気行程中に設定される噴射開始タイミングから前記噴射パルス幅だけ燃料噴射弁９を開弁させて行われる。 In step S103, fuel injection is performed once per cycle in each cylinder based on the injection pulse width. That is, the fuel injection valve 9 is continuously opened by the injection pulse width.
One fuel injection per cycle is performed, for example, by opening the fuel injection valve 9 by the injection pulse width from the injection start timing set during the intake stroke.

一方、今回算出された噴射パルス幅が前記閾値を越える場合には、噴射時間内における燃料圧力の低下によって許容レベルを超える噴射量不足が発生する可能性があると判断し、ステップＳ１０４へ進む。
ステップＳ１０４では、前記ステップＳ１０１で算出した噴射パルス幅の噴射を複数回に分けて行うときの分割パターンを決定し、次のステップＳ１０５では、前記決定された分割パターンに従って、要求噴射時間の噴射を複数回に分けて実行させる（図４参照）。 On the other hand, when the injection pulse width calculated this time exceeds the threshold value, it is determined that there is a possibility that an injection amount shortage exceeding an allowable level may occur due to a decrease in fuel pressure within the injection time, and the process proceeds to step S104.
In step S104, a division pattern for performing the injection pulse width calculated in step S101 in a plurality of times is determined, and in the next step S105, injection for the required injection time is performed according to the determined division pattern. It is executed in a plurality of times (see FIG. 4).

要求噴射時間の噴射を複数回に分けて実行させ、各噴射の合計として要求の燃料量が噴射されるようにすることで、１回当たりの噴射時間が短くなり、噴射時間が短くなることで、噴射時間中の燃料圧力の降下代が小さくなり、分割した各噴射で噴射時間に略見合う量の燃料を噴射させることができる。
従って、燃料噴射弁９による燃料の計量精度を維持でき、空燃比制御精度を高く維持することができるので、空燃比ずれによる排気性能・運転性の悪化を防止できる。 By performing the injection of the required injection time in multiple times and making the required fuel amount injected as the sum of each injection, the injection time per injection is shortened and the injection time is shortened The drop in fuel pressure during the injection time is reduced, and an amount of fuel approximately commensurate with the injection time can be injected in each divided injection.
Therefore, the fuel measurement accuracy by the fuel injection valve 9 can be maintained, and the air-fuel ratio control accuracy can be maintained high, so that deterioration of exhaust performance and operability due to the air-fuel ratio deviation can be prevented.

前記ステップＳ１０４における分割パターンの設定においては、例えば、分割数を予め特定しておき、要求噴射時間を前記分割数で均等割りした噴射時間での噴射を、所定間隔を空けて行わせることができる。
また、前記ステップＳ１０１で算出される噴射パルス幅が長いほどより大きな分割数を設定し、該分割数によって要求噴射時間を均等割りした噴射時間での噴射を、所定間隔を空けて行わせることができる。 In the setting of the division pattern in step S104, for example, the number of divisions is specified in advance, and the injection with the injection time obtained by equally dividing the required injection time by the number of divisions can be performed at a predetermined interval. .
Further, the longer the injection pulse width calculated in step S101, the larger the number of divisions is set, and the injection with the injection time obtained by equally dividing the required injection time by the number of divisions is performed at a predetermined interval. it can.

更に、分割後の１回当たりの噴射時間（以下、分割最大噴射時間という）を決定し、前記ステップＳ１０１で算出した噴射パルス幅を、前記分割最大噴射時間で除算し、前記分割最大噴射時間で噴射させる回数を決定する。
そして、前記除算演算で余りが出たときには、その余りが通常噴射が可能な（計量精度を確保できる）最小噴射時間以上であれば、余りの分も１回の噴射とし設定し、余りが最小噴射時間未満であれば、その余りを前記分割最大噴射時間での噴射に割り振って加算して噴射させることができる。 Further, an injection time per division after the division (hereinafter referred to as a divided maximum injection time) is determined, and the injection pulse width calculated in step S101 is divided by the divided maximum injection time to obtain the divided maximum injection time. Determine the number of times to inject.
When a remainder is generated by the division operation, if the remainder is equal to or longer than the minimum injection time in which normal injection can be performed (measuring accuracy can be ensured), the remainder is set as one injection, and the remainder is minimized. If it is less than the injection time, the remainder can be allocated to the injection at the divided maximum injection time and added for injection.

尚、分割最大噴射時間は予め決定した固定値とすることができる他、内燃機関の運転条件（負荷・回転速度）から可変に設定させることができる。
また、前記ステップＳ１０１で算出した噴射パルス幅（噴射時間）を最小分割回数である２で除算したときの１回当たりの噴射時間が、前記分割最大噴射時間以下になるか否かを判別し、前記分割最大噴射時間以下であれば２回に分けて噴射させるものと決し、前記分割最大噴射時間を越える場合には、分割した後の１回当たりの噴射時間が前記分割最大噴射時間以下になるように、分割数を段階的に増やすようにすることができる。 The divided maximum injection time can be a fixed value determined in advance, or can be variably set based on the operating conditions (load / rotational speed) of the internal combustion engine.
Further, it is determined whether or not the injection time per time when the injection pulse width (injection time) calculated in step S101 is divided by 2 which is the minimum number of divisions is equal to or less than the divided maximum injection time, If it is less than the divided maximum injection time, it is determined that the injection is divided into two times, and if the divided maximum injection time is exceeded, the injection time per one time after the division is less than the divided maximum injection time As described above, the number of divisions can be increased stepwise.

尚、分割数及び分割後の１回当たりの噴射時間（分割パターン）を決する方法は、上記の方法に限定されないが、分割後の１回当たりの噴射時間が、噴射中の燃料圧力の低下が所定値未満になる時間であって、かつ、通常噴射が可能な最小噴射時間以上になるようにすることが好ましい。
また、分割した各噴射時間は全て異なっていても良く、また、噴射間隔は予め記憶された一定値とすることができる他、直前の噴射時間や機関回転速度などに応じて可変に設定することができる。 The method for determining the number of divisions and the injection time per division (division pattern) after the division is not limited to the above method, but the injection time per division after the division may decrease the fuel pressure during injection. It is preferable to set the time to be less than the predetermined value and to be longer than the minimum injection time in which normal injection is possible.
Each of the divided injection times may be different, and the injection interval can be set to a constant value stored in advance, and can be variably set according to the immediately preceding injection time, engine speed, etc. Can do.

ところで、燃料圧力が高い条件では、燃料ポンプ４の負荷が大きく、噴射中に燃料圧力が低下し易くなる傾向を示すので、複数回に分けて噴射させるか否かの判断、及び、分割パターンの設定を、燃料圧力に応じて行わせることが好ましい。
図５のフローチャートは、複数回に分けて噴射させるか否かの判断、及び、分割パターンの設定を燃料圧力に応じて行う第２実施形態を示す。 By the way, under the condition where the fuel pressure is high, the load of the fuel pump 4 is large, and the fuel pressure tends to decrease during the injection. The setting is preferably performed according to the fuel pressure.
The flowchart of FIG. 5 shows a second embodiment in which determination as to whether or not injection is performed in a plurality of times and the setting of the division pattern is performed according to the fuel pressure.

図５のフローチャートにおいて、ステップＳ２０１では、前記噴射パルス幅（要求噴射時間）を算出する。
次のステップＳ２０２では、そのときの目標燃圧から分割判定に用いる噴射時間の閾値を設定する。
ここでは、目標燃圧が高いときほど閾値を短く変更する。これは、燃料圧力が高い条件では、燃料ポンプ４の負荷が大きく、噴射中に燃料圧力が低下し易くなる傾向を示すためである。 In the flowchart of FIG. 5, in step S201, the injection pulse width (required injection time) is calculated.
In the next step S202, the injection time threshold value used for the division determination is set from the target fuel pressure at that time.
Here, the threshold value is changed shorter as the target fuel pressure is higher. This is because, under conditions where the fuel pressure is high, the load on the fuel pump 4 is large and the fuel pressure tends to decrease during injection.

尚、燃料ポンプ４の電源電圧であるバッテリ電圧が低いときにも、噴射中に燃料圧力が低下し易くなる傾向を示すので、燃料圧力及びバッテリ電圧から前記閾値を設定させることで、より高精度に、噴射中に所定以上の圧力降下が発生するか否かを判断させることができる。
ステップＳ２０３では、前記ステップＳ２０１で算出した噴射パルス幅（要求噴射時間）と前記ステップＳ２０２で設定した閾値とを比較する。 Even when the battery voltage, which is the power supply voltage of the fuel pump 4, is low, the fuel pressure tends to decrease during injection. Therefore, by setting the threshold value based on the fuel pressure and the battery voltage, higher accuracy can be obtained. In addition, it can be determined whether or not a pressure drop of a predetermined value or more occurs during injection.
In step S203, the injection pulse width (required injection time) calculated in step S201 is compared with the threshold set in step S202.

そして、前記噴射パルス幅（要求噴射時間）が前記閾値以下であれば、ステップＳ２０４へ進み、前記噴射パルス幅に基づいて、各気筒において１サイクル毎に１回の燃料噴射を行わせる。
一方、前記ステップＳ２０１で算出した噴射パルス幅（要求噴射時間）が前記閾値を越えるときには、ステップＳ２０５へ進む。 If the injection pulse width (required injection time) is less than or equal to the threshold value, the process proceeds to step S204, and fuel injection is performed once per cycle in each cylinder based on the injection pulse width.
On the other hand, when the injection pulse width (required injection time) calculated in step S201 exceeds the threshold, the process proceeds to step S205.

ステップＳ２０５では、前記ステップＳ２０１で算出した噴射パルス幅の噴射を複数回に分けて行うときの分割パターンを決定し、次のステップＳ２０６では、前記決定された分割パターンに従って、要求噴射時間の噴射を複数回に分けて実行させる（図４参照）。
前記ステップＳ２０５における分割パターンの設定においては、前記ステップＳ１０４と同様に、予め特定しておいた分割数で要求噴射時間を均等割りするか、噴射パルス幅（要求噴射時間）の長短に応じて分割数を決定し、該分割数によって要求噴射時間を均等割りすることができ、また、固定の或いは機関運転条件に応じた分割最大噴射時間に基づいて分割数を決定させることができる。 In step S205, a division pattern for performing the injection with the injection pulse width calculated in step S201 is divided into a plurality of times, and in the next step S206, the injection for the required injection time is performed according to the determined division pattern. It is executed in a plurality of times (see FIG. 4).
In setting the division pattern in step S205, as in step S104, the required injection time is equally divided by the number of divisions specified in advance, or divided according to the length of the injection pulse width (required injection time). The required injection time can be equally divided by the number of divisions, and the number of divisions can be determined based on the fixed maximum injection time according to the fixed or engine operating conditions.

更に、分割後の１回当たりの噴射時間（以下、分割最大噴射時間という）をそのときの目標燃圧が高いほど短く設定し、該分割最大噴射時間で要求噴射時間を除算することで、分割数を決定させることができる。
この場合、目標燃圧が高いほど、燃料噴射の分割数が多く設定されることになって、分割後の１回当たりの噴射時間が短くして、燃料圧力が高い条件下であっても、分割後の各噴射時間中に燃料圧力が低下することを回避できる。 Furthermore, the number of divisions is determined by setting the injection time per division after division (hereinafter referred to as the division maximum injection time) to be shorter as the target fuel pressure at that time is higher, and dividing the required injection time by the division maximum injection time. Can be determined.
In this case, the higher the target fuel pressure is, the more the number of fuel injection divisions is set, and even if the fuel pressure is high, the injection time per division after the division is shortened. It can be avoided that the fuel pressure decreases during each subsequent injection time.

また、前記ステップＳ２０１で算出した噴射パルス幅（噴射時間）を最小分割回数である２で除算したときの１回当たりの噴射時間が、そのときの目標燃圧に応じた分割最大噴射時間以下になるか否かを判別し、前記分割最大噴射時間以下であれば２回に分けて噴射させるものと決し、前記分割最大噴射時間を越える場合には、分割した後の１回当たりの噴射時間が前記分割最大噴射時間以下になるように、分割数を段階的に増やすようにすることができる。   Further, the injection time per time when the injection pulse width (injection time) calculated in step S201 is divided by 2 which is the minimum number of times of division is equal to or less than the maximum divided injection time corresponding to the target fuel pressure at that time If it is less than or equal to the divided maximum injection time, it is determined that the injection is divided into two times. If the divided maximum injection time is exceeded, the injection time per divided time after the division is The number of divisions can be increased stepwise so that it is less than or equal to the division maximum injection time.

尚、燃料圧力の目標が高負荷域で高く設定される場合であって、燃料圧力が高い場合には同時に要求噴射時間も比較的長いと判断される場合には、要求噴射時間中に燃料圧力が所定以上低下するか否かを、そのときの目標燃圧が閾値以上であるか否かに基づいて判断させることができる。
また、要求噴射時間での噴射を複数回に分けて行わせる場合に、予め噴射可能期間を設定し、その噴射可能期間内に各燃料噴射時間を分散させることができ、また、要求噴射時間での噴射を複数回に分割する場合に、噴射の開始タイミングを早めることができる。 When the fuel pressure target is set high in the high load range, and it is determined that the required injection time is relatively long at the same time when the fuel pressure is high, the fuel pressure during the required injection time is determined. Can be determined based on whether or not the target fuel pressure at that time is greater than or equal to a threshold value.
In addition, when the injection at the required injection time is performed in a plurality of times, the injection possible period can be set in advance, and each fuel injection time can be dispersed within the injection possible period. When the injection is divided into a plurality of times, the start timing of the injection can be advanced.

ここで、上記実施形態から把握し得る請求項以外の技術的思想について、以下に効果と共に記載する。
（イ）請求項２記載の内燃機関の燃料噴射制御装置において、
前記要求噴射時間が閾値よりも長いときに、要求噴射時間中に燃料圧力が所定以上低下する条件であると判断することを特徴とする内燃機関の燃料噴射制御装置。 Here, technical ideas other than the claims that can be grasped from the above embodiment will be described together with effects.
(A) In the fuel injection control device for an internal combustion engine according to claim 2,
A fuel injection control device for an internal combustion engine, wherein when the required injection time is longer than a threshold, it is determined that the fuel pressure is reduced by a predetermined value or more during the required injection time.

かかる構成によると、噴射時間が長くなるほど、燃料圧力の落ち込みが大きくなるから、要求噴射時間が閾値よりも長い場合に、要求噴射時間中に燃料圧力が所定以上低下するものと判断し、要求噴射時間の噴射を複数回に分けて行わせることで、噴射中の燃料圧力の低下を小さくする。
（ロ）請求項２記載の内燃機関の燃料噴射制御装置において、
前記燃料圧力が閾値よりも高いときに、要求噴射時間中に燃料圧力が所定以上低下する条件であると判断することを特徴とする内燃機関の燃料噴射制御装置。 According to such a configuration, the longer the injection time, the greater the drop in fuel pressure. Therefore, when the required injection time is longer than the threshold value, it is determined that the fuel pressure is reduced by a predetermined amount or more during the required injection time. By causing the time injection to be performed in a plurality of times, the decrease in fuel pressure during injection is reduced.
(B) The fuel injection control device for an internal combustion engine according to claim 2,
A fuel injection control device for an internal combustion engine, wherein when the fuel pressure is higher than a threshold value, it is determined that the fuel pressure is reduced by a predetermined value or more during a required injection time.

かかる構成によると、燃料圧力が高いほど、噴射中に燃料圧力が低下し易くなるので、燃料圧力が閾値よりも高い場合に、要求噴射時間中に燃料圧力が所定以上低下するものと判断し、要求噴射時間の噴射を複数回に分けて行わせることで、噴射中の燃料圧力の低下を小さくする。
（ハ）請求項２記載の内燃機関の燃料噴射制御装置において、
前記燃料圧力が高いほど要求噴射時間の閾値を短く設定し、前記要求噴射時間が前記閾値よりも長いときに、要求噴射時間中に燃料圧力が所定以上低下する条件であると判断することを特徴とする内燃機関の燃料噴射制御装置。 According to such a configuration, the higher the fuel pressure, the easier it is for the fuel pressure to drop during the injection, so when the fuel pressure is higher than the threshold, it is determined that the fuel pressure will drop more than a predetermined amount during the required injection time, By causing the injection for the required injection time to be performed in a plurality of times, the decrease in fuel pressure during injection is reduced.
(C) The fuel injection control device for an internal combustion engine according to claim 2,
The higher the fuel pressure is, the shorter the threshold value of the required injection time is set. When the required injection time is longer than the threshold value, it is determined that the condition is such that the fuel pressure decreases by a predetermined value or more during the required injection time A fuel injection control device for an internal combustion engine.

かかる構成によると、噴射時間が長くなるほど、燃料圧力の落ち込みが大きくなり、かつ、燃料圧力が高いほど、噴射中に燃料圧力が低下し易くなるので、燃料圧力が高いほど要求噴射時間の閾値を短く設定し、前記要求噴射時間が閾値よりも長いときには、要求噴射時間中に燃料圧力が所定以上低下するものと判断し、要求噴射時間の噴射を複数回に分けて行わせることで、噴射中の燃料圧力の低下を小さくする。
（ニ）請求項３記載の内燃機関の燃料噴射制御装置において、
前記要求噴射時間が長いほど、前記要求噴射時間を分割する数を多くすることを特徴とする内燃機関の燃料噴射制御装置。 According to such a configuration, the longer the injection time, the greater the drop in the fuel pressure, and the higher the fuel pressure, the more likely the fuel pressure to decrease during the injection. When the required injection time is longer than the threshold, the fuel pressure is determined to decrease by a predetermined value or more during the required injection time, and the injection for the required injection time is performed in a plurality of times. Reduce the decrease in fuel pressure.
(D) The fuel injection control device for an internal combustion engine according to claim 3,
The fuel injection control device for an internal combustion engine, wherein the number of the required injection times is increased as the required injection time is longer.

かかる構成によると、要求噴射時間が長いほど分割数を多くすることで、分割後の１回当たりの噴射時間が長くなることを回避し、分割した個々の噴射時間における燃料圧力の低下を回避する。
（ホ）請求項３記載の内燃機関の燃料噴射制御装置において、
前記燃料圧力が高いほど、前記要求噴射時間を分割する数を多くすることを特徴とする内燃機関の燃料噴射制御装置。 According to such a configuration, by increasing the number of divisions as the required injection time is longer, it is possible to avoid an increase in the injection time per division after the division, and to avoid a decrease in fuel pressure during each divided injection time. .
(E) In the fuel injection control device for an internal combustion engine according to claim 3,
The fuel injection control device for an internal combustion engine, wherein the number of divisions of the required injection time is increased as the fuel pressure is higher.

かかる構成によると、燃料圧力が高いほど分割数を多くすることで、燃料圧力が高く噴射中に燃料圧力が低下し易いときには、分割後の１回当たりの噴射時間をより短くし、分割した個々の噴射時間における燃料圧力の低下を回避する。
（ヘ）請求項４記載の内燃機関の燃料噴射制御装置において、
前記所定の最大噴射時間を、そのときの燃料圧力に基づいて決定することを特徴とする内燃機関の燃料噴射制御装置。 According to such a configuration, by increasing the number of divisions as the fuel pressure is higher, when the fuel pressure is high and the fuel pressure is likely to decrease during injection, the injection time per division after the division is shortened, and the divided individual A decrease in fuel pressure during the injection time is avoided.
(F) The fuel injection control device for an internal combustion engine according to claim 4,
The fuel injection control device for an internal combustion engine, wherein the predetermined maximum injection time is determined based on a fuel pressure at that time.

かかる構成によると、同じ噴射時間でもそのときの燃料圧力によって、噴射中における燃料圧力の低下代が異なるので、分割後の１回当たりの噴射時間の最大を燃料圧力に応じて決定し、燃料圧力の条件が異なっても、分割後の各燃料噴射において燃料圧力の低下が発生することがないようにする。
（ト）請求項４記載の内燃機関の燃料噴射制御装置において、
前記所定の最大噴射時間を、内燃機関の運転条件に基づいて決定することを特徴とする内燃機関の燃料噴射制御装置。 According to such a configuration, even if the injection time is the same, the fuel pressure drop during injection differs depending on the fuel pressure at that time. Therefore, the maximum injection time per division after the division is determined according to the fuel pressure, and the fuel pressure Even if the conditions are different, the fuel pressure is not lowered in each divided fuel injection.
(G) In the internal combustion engine fuel injection control apparatus according to claim 4,
The fuel injection control device for an internal combustion engine, wherein the predetermined maximum injection time is determined based on an operating condition of the internal combustion engine.

かかる構成によると、分割後の１回当たりの噴射時間の最大を、内燃機関の運転条件（負荷・回転速度など）から決定し、そのときの機関運転条件において適切な分割パターンで分割噴射させる。   According to this configuration, the maximum injection time per division after division is determined from the operating conditions (load, rotational speed, etc.) of the internal combustion engine, and divided injection is performed in an appropriate division pattern under the engine operating conditions at that time.

実施形態における内燃機関の燃料供給装置のシステム図。1 is a system diagram of a fuel supply device for an internal combustion engine in an embodiment. 要求噴射時間だけ継続して噴射させた場合の圧力変化の様子を示すタイムチャート。The time chart which shows the mode of the pressure change at the time of injecting continuously only for the request | requirement injection time. 燃料噴射制御の第１実施形態を示すフローチャート。The flowchart which shows 1st Embodiment of fuel injection control. 要求噴射時間を分割して噴射させた場合の圧力変化の様子を示すタイムチャート。The time chart which shows the mode of the pressure change at the time of making it inject | pour by dividing a request | requirement injection time. 燃料噴射制御の第２実施形態を示すフローチャート。The flowchart which shows 2nd Embodiment of fuel injection control.

符号の説明Explanation of symbols

１…燃料タンク、４…燃料ポンプ、５ａ，５ｂ…燃料パイプ、７…逆止弁、８…燃料ギャラリーパイプ、９…燃料噴射弁、１０…内燃機関、１１…電子制御ユニット、１２…リリーフパイプ、１３…電磁リリーフ弁、２４…燃圧センサ、２５…燃温センサ   DESCRIPTION OF SYMBOLS 1 ... Fuel tank, 4 ... Fuel pump, 5a, 5b ... Fuel pipe, 7 ... Check valve, 8 ... Fuel gallery pipe, 9 ... Fuel injection valve, 10 ... Internal combustion engine, 11 ... Electronic control unit, 12 ... Relief pipe , 13 ... Electromagnetic relief valve, 24 ... Fuel pressure sensor, 25 ... Fuel temperature sensor

Claims (4)

燃料噴射弁の要求噴射時間中に燃料圧力が所定以上低下する条件であるか否かを判別し、燃料圧力が低下する条件であるときに、前記要求噴射時間の燃料噴射を複数回に分けて行わせることを特徴とする内燃機関の燃料噴射制御装置。   It is determined whether or not the fuel pressure is reduced by a predetermined value or more during the required injection time of the fuel injection valve. When the fuel pressure is reduced, the fuel injection for the required injection time is divided into a plurality of times. A fuel injection control device for an internal combustion engine characterized by being performed. 燃料の圧力が低下する条件であるか否かを、前記要求噴射時間及び／又は燃料圧力に基づいて判断することを特徴とする請求項１記載の内燃機関の燃料噴射制御装置。   2. The fuel injection control device for an internal combustion engine according to claim 1, wherein whether or not the condition is such that the fuel pressure is reduced is determined based on the required injection time and / or the fuel pressure. 前記燃料噴射を複数回に分けて行わせるときの燃料噴射の分割パターンを、前記要求噴射時間及び／又は燃料圧力に応じて変更することを特徴とする請求項１又は２記載の内燃機関の燃料噴射制御装置。   The fuel for an internal combustion engine according to claim 1 or 2, wherein a division pattern of fuel injection when the fuel injection is performed in a plurality of times is changed according to the required injection time and / or fuel pressure. Injection control device. 前記燃料噴射を複数回に分けて行わせるときの燃料噴射の分割パターンを、前記分割後の１回当たりの噴射時間が所定の最大噴射時間以下になるように決定することを特徴とする請求項１〜３のいずれか１つに記載の内燃機関の燃料噴射制御装置。   The fuel injection division pattern when performing the fuel injection divided into a plurality of times is determined so that an injection time per one time after the division is equal to or less than a predetermined maximum injection time. The fuel injection control device for an internal combustion engine according to any one of 1 to 3.
JP2006008368A 2006-01-17 2006-01-17 Fuel injection control device of internal combustion engine Pending JP2007192032A (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009108717A (en) * 2007-10-29 2009-05-21 Toyota Motor Corp Fuel injection system
JP2009121411A (en) * 2007-11-16 2009-06-04 Toyota Motor Corp Exhaust gas recirculating device
JP2016176336A (en) * 2015-03-18 2016-10-06 トヨタ自動車株式会社 Control device for internal combustion engine
JP2016186236A (en) * 2015-03-27 2016-10-27 トヨタ自動車株式会社 Control device for internal combustion engine

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Publication number Priority date Publication date Assignee Title
JPH08296486A (en) * 1995-04-27 1996-11-12 Mitsubishi Motors Corp In-cylinder injection type internal combustion engine

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
JPH08296486A (en) * 1995-04-27 1996-11-12 Mitsubishi Motors Corp In-cylinder injection type internal combustion engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009108717A (en) * 2007-10-29 2009-05-21 Toyota Motor Corp Fuel injection system
JP2009121411A (en) * 2007-11-16 2009-06-04 Toyota Motor Corp Exhaust gas recirculating device
JP2016176336A (en) * 2015-03-18 2016-10-06 トヨタ自動車株式会社 Control device for internal combustion engine
JP2016186236A (en) * 2015-03-27 2016-10-27 トヨタ自動車株式会社 Control device for internal combustion engine

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