JP2008309077A - Diagnostic system and information-acquiring system for fuel-injection valve - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a diagnostic system and an information-acquiring system for a fuel-injection valve by which condition of the fuel injection valve can be diagnosed correctly. <P>SOLUTION: Specified fuel (light oil) is injected and supplied by a specified fuel-injection valve into a cylinder for attaining fuel combustion for an object engine (diesel engine). A diagnostic system is employed in such a fuel supply system to diagnose the fuel injection value. The diagnostic system for such a fuel injection valve comprises a program by which such injection data are detected that show relationship between a command (pulse width) to the fuel injection value and an injection result (fuel-injection quantity) of the command, and the detected value is stored in a specified storage (EEPROM), and a program by which the fuel injection valve is diagnosed on the basis of the injection data stored in the storage. More specifically, the diagnosis of the fuel injection valve is effected on the basis of the amount of a variable per unit time of e.g. the detected value (fuel injection quantity). In the example of Fig. 11, it is judged that the data on a pulse width PS2 is abnormal. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a fuel injection valve diagnosis device for diagnosing the state of a fuel injection valve applied to a fuel supply system of an engine (combustion engine), and a fuel injection valve suitable for use when acquiring information related to minute quantity injection. It relates to the information acquisition apparatus.

  As is well known, for example, in an engine (particularly an internal combustion engine) used as a power source of an automobile or the like, fuel injected and supplied by an appropriate fuel injection valve (for example, an injector) is ignited and burned in a combustion chamber in a predetermined cylinder. Thus, torque is generated on a predetermined output shaft (crank shaft). In recent years, in diesel engines for automobiles, etc., sub-injection with a smaller injection amount (usually a minute amount) than the main injection before or after performing main injection for generating output torque in one combustion cycle The so-called multi-stage injection method has been adopted. For example, today, noise during fuel combustion and an increase in NOx emission amount are regarded as problems, and for the improvement, pilot injection and pre-injection may be performed with a small injection amount before main injection. Further, after the main injection, after-injection (injection timing is during fuel combustion close to the main injection) or activation of the exhaust temperature is performed for the purpose of activating diffusion combustion and thus reducing PM emission. In some cases, post-injection (the injection timing is after the end of combustion, which is greatly retarded with respect to the main injection), for the purpose of, for example, activating the catalyst by supplying a reducing component. In recent engine control, the fuel is supplied to the engine in one or any combination of these various injections in an injection mode (injection pattern) more suitable for various situations.

  In general, individual differences are produced in the fuel injection valve during the manufacturing process. For this reason, when fuel injection valves are mass-produced, the injection characteristics of these injection valves do not necessarily match. Therefore, even if the command value (injection time) of the injection amount for the fuel injection valve is the same, there is a considerable variation in the amount of fuel actually injected. Further, in the sub-injection (especially pilot injection), the injection amount is smaller than that of the main injection. Therefore, if there is a difference between the desired injection amount and the actual injection amount, its effect , And even if it is a slight difference, it can be difficult to achieve the above objective.

Therefore, conventionally, for example, an apparatus as described in Patent Document 1 has been proposed. In this device, by performing a small amount of fuel injection (single injection) during a fuel cut period at the time of vehicle deceleration, a change in behavior of the engine output shaft due to the fuel injection (specifically, an increase in rotational speed) is detected. Based on the detected rotation speed increase amount, the generated torque, and hence the fuel injection amount, is calculated and stored (so-called learning) sequentially. Based on the learned value, the characteristic error of the fuel injection valve is sequentially corrected (calibrated).
JP 2005-36788 A

  According to the device described in Patent Document 1, the fuel injection caused by the above-described manufacturing variation, aging, and the like is performed by sequentially learning the injection characteristics of the fuel injection valve and sequentially correcting (calibrating) the error. This can certainly be compensated for the characteristic error of the valve. However, in practice, a characteristic error that cannot be sufficiently dealt with by correction alone may occur due to a failure of the fuel injection valve or the like.

  The present invention has been made in view of such circumstances, and has as its main object to provide a fuel injection valve diagnosis device and an information acquisition device capable of more accurately diagnosing the state of the fuel injection valve. is there.

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

  According to the first aspect of the present invention, the fuel injection system is applied to a fuel supply system that injects a predetermined fuel into a cylinder that is a portion that performs fuel combustion of the target engine or an intake passage thereof by a predetermined fuel injection valve. In a fuel injection valve diagnosis device for diagnosing the state of a valve, injection data indicating a relationship between a command value for the fuel injection valve and an injection result based on the command value is detected, and the detected value is stored in a predetermined storage device And a diagnostic means for diagnosing the fuel injection valve based on injection data stored in the storage device (for example, based on whether or not each data is within an allowable range). It is characterized by providing.

  What is particularly important in grasping the injection characteristics of the fuel injection valve is the relationship between the command value for the injection valve and the injection result based on the command value. If the result according to the command is obtained, it can be said that the performance of the fuel injection valve is high. In this regard, the apparatus according to claim 1 includes a data acquisition unit that detects and stores (so-called learning) injection data indicating the relationship between the command value and the injection result, thereby providing a state of the fuel injection valve (injection characteristics). It is possible to more accurately grasp the quality of the product. Furthermore, by providing a diagnostic unit that can access the storage device of the data storage destination, it is possible to more accurately perform the diagnosis of the fuel injection valve based on the learned value (stored data). .

  In this case, in order to grasp the detailed state of the fuel injection valve, as in the invention described in claim 2, the data acquisition means sequentially detects the injection data and stores it in the storage device. It is effective that the diagnosing means diagnoses the fuel injection valve based on the relationship between these data.

With such a configuration, it becomes possible to acquire a plurality of data by the data acquisition means and to diagnose the fuel injection valve more accurately based on the relationship between the data by the diagnosis means. . And in this case, as in the invention according to claims 3 to 7,
The data acquisition means detects the injection results when the same command is given to the fuel injection valve as the injection data at each of a plurality of different timings, and these detected values are stored in the storage device. The diagnosis means diagnoses the fuel injection valve based on the degree of difference between the data by comparing the plurality of data related to the same command detected at the plurality of different timings with each other. (Claim 3).
The data acquisition means obtains command values adjusted so as to give the same injection result as the injection data, respectively, at different timings, and stores the command values in the storage device, The diagnostic means compares the plurality of data related to the same injection result detected at the plurality of different timings with each other, thereby diagnosing the fuel injection valve based on the degree of difference between the data. Configuration (Claim 4).
-The fuel injection is performed based on the amount of variation per unit time of the command value for the fuel injection valve or the injection result based on the command value for the plurality of injection data stored in the storage device. A configuration for diagnosing a valve (Claim 5).
-The said diagnostic means is a structure which diagnoses the said fuel injection valve based on the track | orbit by the some injection data stored in the said memory | storage device (Claim 6).
The data acquisition means stores a plurality of data in a predetermined storage device separately for each unit period, and the diagnosis means stores data or a data group for each unit period acquired by the data acquisition means. The predetermined two are compared with each other, and the fuel injection valve is diagnosed based on the degree of difference between the two (claim 7).
Etc. are effective. It is possible to grasp the detailed state of the fuel injection valve by properly using (or applying) these configurations according to the type of the fuel injection valve.

  According to an eighth aspect of the present invention, in the apparatus according to any one of the first to seventh aspects, a command value for the fuel injection valve is a pulse width, and an injection result based on the command value is a fuel injection. It is characterized by a quantity. In general, in the injection control, it is important to precisely control the injection amount. For this reason, the invention described in any one of claims 1 to 7 is particularly effective when applied to such a case.

  In particular, according to the present invention, as in the ninth aspect of the invention, the fuel injection amount as the injection result is a predetermined amount by a smaller injection amount than the main injection for mainly generating the output torque of the target engine. It is effective when applied when the injection amount corresponds to sub injection (for example, pilot injection).

  As described above, in the sub-injection (particularly pilot injection), the injection amount is smaller than that in the main injection. For this reason, in the sub-injection, the effect when a difference occurs between the desired injection amount (the injection amount according to the injection command) and the actual injection amount becomes large. Therefore, the invention described in claim 8 is particularly useful when applied to such a configuration.

  The inventor has invented the device according to claims 10 and 11 as a device useful for realizing each of the above devices (information acquisition device for a fuel injection valve). Hereinafter, each of these devices will be described.

  First, the device according to claim 10 is applied to a fuel supply system that injects a predetermined fuel into a cylinder, which is a portion that performs fuel combustion of the target engine, or an intake passage thereof by a predetermined fuel injection valve. As a fuel injection valve information acquisition device for detecting the state of an injection valve, injection data in which a command value for the fuel injection valve and an injection result by the command value are associated with each other is detected, and the detected value is used as a predetermined reference parameter. And an information acquisition means for storing the information in a predetermined storage device.

  With such a configuration, it is possible to accurately detect and store the injection data. Further, by associating the detected value with a predetermined parameter (reference parameter) at the time of storage, it becomes possible to easily read out data necessary for use.

  In the apparatus according to claim 11, in the apparatus according to claim 10, the reference parameter is a parameter related to a detection timing of the injection data (for example, a time when the data is detected, a learning span, or other It is characterized by the order of comparison with data). With such a configuration, it is possible to easily grasp the change over time in the injection characteristics of the fuel injection valve.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment embodying a fuel injection valve diagnosis device and an information acquisition device according to the present invention will be described with reference to the drawings.

  First, an outline of a common rail fuel injection control system (high pressure fuel supply system) which is an engine control system of the present embodiment will be described with reference to FIG. The engine of the present embodiment is assumed to be a multi-cylinder (for example, in-line four-cylinder) engine mounted on a four-wheeled vehicle (for example, an AT vehicle). This engine is a 4-stroke (4 × piston stroke) reciprocating diesel engine (internal combustion engine) that converts energy from fuel combustion into rotational motion and rotates an output shaft (crankshaft 41 in the figure). That is, in this engine, a cylinder discrimination sensor (electromagnetic pickup) provided on the camshaft of the intake / exhaust valve sequentially discriminates the target cylinder at that time, and each of the four cylinders # 1 to # 4 has intake, compression, combustion, One combustion cycle by the four strokes of exhaust is performed in the order of cylinders # 1, # 3, # 4, and # 2 with a “720 ° CA” period, specifically, for example, by shifting “180 ° CA” between the cylinders. . The injector 20 in the figure is an injector for cylinders # 1, # 2, # 3, and # 4 from the fuel tank 10 side.

  As shown in FIG. 1, in this system, an ECU (electronic control unit) 30 mainly captures sensor outputs (detection results) from various sensors and configures a fuel supply system based on these sensor outputs. It is comprised so that the drive of each apparatus to control may be controlled. The ECU 30 adjusts the amount of current supplied to the intake adjustment valve 11c to control the fuel discharge amount of the fuel pump 11 to a desired value, thereby allowing the fuel pressure in the common rail 16 (the fuel at each time measured by the fuel pressure sensor 16a). The pressure is controlled to a target value (target fuel pressure) by feedback control (for example, PID control). Based on the fuel pressure, the fuel injection amount to the predetermined cylinder of the target engine, and thus the output of the engine (the rotational speed and torque of the output shaft) are controlled to a desired magnitude.

  Here, various devices constituting the fuel supply system are arranged in the order of the fuel tank 10, the fuel pump 11, the common rail 16, and the injector 20 from the upstream side of the fuel. Among these, the fuel tank 10 and the fuel pump 11 are connected by a pipe 10 a via a fuel filter 12.

  In such a fuel supply system, the fuel tank 10 is a tank (container) for storing fuel (light oil) of the target engine. The fuel tank 10 is provided with a fuel gauge (not shown) so that the remaining amount of fuel in the fuel tank 10 can be detected. The fuel pump 11 includes a high-pressure pump 11a and a low-pressure pump 11b, and is configured so that the fuel pumped up from the fuel tank 10 by the low-pressure pump 11b is pressurized and discharged by the high-pressure pump 11a. The amount of fuel pumped to the high-pressure pump 11a, and hence the amount of fuel discharged from the fuel pump 11, is adjusted by a suction control valve (SCV) 11c provided on the fuel suction side of the fuel pump 11. It has become. That is, in this fuel pump 11, the amount of fuel discharged from the pump 11 is desired by adjusting the amount of drive current (and hence the valve opening) of the intake regulating valve 11c (for example, a normally-on type that opens when not energized). The value can be controlled.

  Of the two pumps constituting the fuel pump 11, the low-pressure pump 11b is configured as a trochoid feed pump, for example. On the other hand, the high-pressure pump 11a is composed of, for example, a plunger pump, and feeds it to the pressurizing chamber by reciprocating predetermined plungers (for example, three plungers) in the axial direction by eccentric cams (eccentric cams) (not shown). The fuel is sequentially pumped at a predetermined timing. Both pumps are driven by the drive shaft 11d. Incidentally, the drive shaft 11d is interlocked with the crankshaft 41, which is the output shaft of the target engine, and rotates, for example, at a ratio of “1/1” or “½” with respect to one rotation of the crankshaft 41. It has become. That is, the low pressure pump 11b and the high pressure pump 11a are driven by the output of the target engine.

  The fuel pumped up by the fuel pump 11 from the fuel tank 10 through the fuel filter 12 is pressurized and supplied (pressure-fed) to the common rail 16 serving as a pressure accumulation pipe. Next, the fuel is pressurized to a predetermined fuel pressure (for example, “1000 atmospheres” or more) in the common rail 16 and is injected into each cylinder # 1 to # 4 through a pipe 20a (high pressure fuel passage) provided for each cylinder. 20 (fuel injection valve) is distributed (supplied). Here, the common rail 16 is provided with a fuel pressure sensor 16a for detecting the fuel pressure (rail pressure) in the common rail 16, thereby detecting and managing the rail pressure correlated with the fuel injection pressure of the injector 20. It is possible. Further, a pipe 20b is connected to each fuel discharge port of each injector 20, and this pipe 20b is integrated into one, and the fuel is returned to the fuel tank 10 via the pressure reducing valve 18 (back pressure valve). Is connected to the piping 10b. The pressure reducing valve 18 is for lowering the fuel pressure when the vehicle is decelerated.

  FIG. 2 shows a detailed structure of the injector 20. The injector 20 of the present embodiment is a hydraulically driven fuel injection valve that uses engine fuel for combustion (fuel in the fuel tank 10), and transmission of driving power during fuel injection is performed in a hydraulic chamber (command chamber). ) Is done through.

  As shown in FIG. 2, this injector 20 is an internal valve opening type fuel injection valve, and is configured as a so-called normally closed type fuel injection valve that is closed when not energized. That is, in this injector 20, the degree of sealing of the hydraulic chamber Cd and the pressure in the hydraulic chamber Cd (the back pressure of the needle 202) according to the energized state (energized / non-energized) with respect to the solenoid 201 constituting the two-way solenoid valve. The needle 202 reciprocates (up and down) in the valve cylinder (inside the housing 204) according to or against the extension force of the spring 203 (coil spring). As a result, the fuel supply passage up to the injection holes 205 (perforated as many as necessary) is opened and closed halfway (specifically, a tapered seat surface on which the needle 202 is seated or separated based on the reciprocating motion). At this time, the drive control of the needle 202 is performed through so-called PWM (Pulse Width Modulation) control. That is, a pulse signal (energization signal) is sent from the ECU 30 to the drive unit of the needle 202 (the two-way electromagnetic valve). The lift amount of the needle 202 (the degree of separation from the seat surface) is variably controlled based on the pulse width (corresponding to the energization time). In this control, the lift amount increases as the energization time increases. As the amount increases, the injection rate (the amount of fuel injected per unit time) increases. Incidentally, the pressure increasing process of the hydraulic chamber Cd is performed by supplying fuel from the common rail 16. On the other hand, the decompression process of the hydraulic chamber Cd is performed by returning the fuel in the hydraulic chamber Cd to the fuel tank 10 through a pipe (not shown) connecting the injector 20 and the fuel tank 10.

  In this way, the injector 20 opens and closes the injector 20 by opening and closing (opening / closing) the fuel supply passage to the injection hole 205 based on a predetermined reciprocating motion inside the valve body (housing 204). A needle 202 for closing the valve is provided. In the non-driving state, the needle 202 is displaced to the valve closing side by a force constantly applied to the valve closing side (extension force by the spring 203), and in the driving state, a driving force is applied. The needle 202 is displaced to the valve opening side against the extension force of the spring 203. At this time, the lift amount of the needle 202 changes approximately symmetrically between the non-driven state and the driven state.

  In the target engine, a required amount of fuel is injected and supplied to each cylinder at any time by the valve opening drive of these injectors 20. That is, during operation of the engine, intake air is introduced from the intake pipe into the combustion chamber of the cylinder by the opening operation of the intake valve, and is compressed by the piston in the cylinder and then directly supplied from the injector 20 (direct injection supply). ) Is ignited (self-ignited) and combusted, and the exhausted exhaust gas is discharged to the exhaust pipe by opening the exhaust valve.

  In addition to the above sensors, the vehicle (not shown) is further provided with various sensors for vehicle control. For example, a crank angle sensor 41a (for example, an electromagnetic pickup) that outputs a crank angle signal at every predetermined crank angle (for example, at a cycle of 30 ° CA) is provided on the outer peripheral side of the crank shaft 41 that is the output shaft of the target engine. It is provided to detect the rotational angle position of the shaft, the rotational speed (engine rotational speed), and the like. In addition, an accelerator sensor 30a that outputs an electric signal corresponding to the state (displacement amount) of the pedal to the accelerator pedal (driving operation unit) detects an operation amount (depression amount) of the accelerator pedal by the driver. Is provided.

  In such a system, the ECU 30 functions as each device (a fuel injection valve diagnosis device and an information acquisition device) of the present embodiment, and performs engine control mainly as an electronic control unit. The ECU 30 (engine control ECU) includes a known microcomputer (not shown), grasps the operating state of the target engine and the user's request based on the detection signals of the various sensors, and responds accordingly. By operating various actuators such as the injector 20, various controls related to the engine are performed in an optimum manner according to the situation at that time. The microcomputer mounted on the ECU 30 basically includes a CPU (basic processing device) that performs various calculations, and a RAM (main memory that temporarily stores data and calculation results during the calculation) ( Random Access Memory (ROM), ROM (program only memory) as program memory, EEPROM (electrically rewritable non-volatile memory) as data storage memory and backup RAM (backup power source such as in-vehicle battery) RAM), signal processing devices such as A / D converters and clock generation circuits, various arithmetic devices such as input / output ports for inputting / outputting signals to / from the outside, storage devices, signal processing devices, And a communication device or the like. The ROM stores various programs related to engine control including a program related to the diagnosis processing, a control map, and the like, and the data storage memory (for example, EEPROM) includes design data of the target engine. Various control data and the like are stored in advance.

  The EDU 40 (driver unit) applies a high voltage to the injector 20 based on a command signal from the ECU 30. By applying such a high voltage, the injector 20 operates at high speed. Specifically, the EDU 40 has a high voltage generator (for example, a DC / DC converter), and converts the battery voltage applied from the vehicle-mounted battery into a high voltage by the high voltage generator. Then, the high voltage (drive signal) is applied to a predetermined injector based on a command from the ECU 30. At this time, if the circuit operation of the EDU 40 and the operation of the injector 20 are good, an injection confirmation signal indicating that is output to the ECU 30. On the other hand, if there is any problem, this injection confirmation signal is not output. ECU30 monitors the malfunction of EDU40 and the injector 20 at any time by the presence or absence of this injection confirmation signal.

  In the present embodiment, the ECU 30 satisfies the torque (requested torque) to be generated on the output shaft (crankshaft) at that time, based on various sensor outputs (detection signals) input as needed, and thus satisfies the required torque. The fuel injection amount is calculated. In this way, by variably setting the fuel injection amount of the injector 20, the indicated torque (generated torque) generated through fuel combustion in the cylinder (combustion chamber), and thus actually output to the output shaft (crankshaft). The shaft torque (output torque) is controlled (matched to the required torque). That is, the ECU 30 calculates a fuel injection amount in accordance with, for example, the engine operating state from time to time or the accelerator pedal operation amount by the driver, and injects fuel at that fuel injection amount in synchronization with a desired injection timing. An instructing injection control signal (drive amount) is output to the injector 20. Thus, that is, based on the drive amount (for example, valve opening time) of the injector 20, the output torque of the engine is controlled to the target value.

  As is well known, in a diesel engine, the intake throttle valve (throttle valve) provided in the intake passage of the engine is maintained in a substantially fully open state for the purpose of increasing the amount of fresh air and reducing pumping loss during steady operation. Is done. Therefore, control of the fuel injection amount is mainly used as combustion control during steady operation (particularly combustion control related to torque adjustment). Hereinafter, the basic procedure of the fuel injection control according to the present embodiment will be described with reference to FIG. Note that the values of various parameters used in the processing of FIG. 3 are stored as needed in a storage device such as a RAM, EEPROM, or backup RAM mounted in the ECU 30 and updated as necessary. The series of processes shown in these drawings is basically executed in sequence at a frequency of once per combustion cycle for each cylinder of the target engine by the ECU 30 executing a program stored in the ROM. The That is, with this program, fuel is supplied to all the cylinders except the idle cylinder in one combustion cycle.

  As shown in FIG. 3, in this series of processing, first, in step S11, predetermined parameters, for example, the engine speed at that time (actually measured value by the crank angle sensor 41a) and rail pressure (actually measured value by the fuel pressure sensor 16a) are used. Furthermore, the accelerator operation amount (actual value measured by the accelerator sensor 30a) at that time by the driver is read. In the subsequent step S12, an injection pattern is set based on the various parameters read in step S11 (calculating the required torque including the loss due to the external load as necessary). For example, in the case of single-stage injection, the injection amount (injection time) of the injection, and in the case of multi-stage injection pattern, the total injection amount (total injection time) of each injection that contributes to torque is the output shaft. It is variably set according to the torque to be generated on the (crankshaft) (required torque, which corresponds to the engine load at that time). Based on the injection pattern, a command value (command signal) for the injector 20 is set. As a result, the pilot injection, pre-injection, after-injection, post-injection and the like described above are appropriately performed together with the main injection in accordance with the vehicle conditions and the like.

  The injection pattern is acquired based on, for example, a predetermined basic injection map (an injection control map or a mathematical expression) stored in the ROM and a correction coefficient. Specifically, for example, an optimum injection pattern (adapted value) is obtained in advance by experiments or the like with respect to an assumed range of the predetermined parameter (step S11), and is written in the basic injection map. Incidentally, this injection pattern is determined by parameters such as the number of injection stages (the number of injections in one combustion cycle) and the injection timing (injection timing) and injection time (corresponding to the injection amount) of each injection. Thus, the basic injection map shows the relationship between these parameters and the optimal injection pattern. Then, the injection pattern acquired in this map is corrected based on a correction coefficient (for example, stored in an EEPROM in the ECU 30) that is separately updated (described later in detail) (for example, “set value = value on map / correction”). By performing the calculation “coefficient”, an injection pattern to be injected at that time, and thus a command signal for the injector 20 corresponding to the injection pattern is obtained. It should be noted that, for the setting of the injection pattern (step S12), each map provided separately for each element of the injection pattern (the number of injection stages, etc.) may be used, or some elements of these injection patterns may be used. You may make it use the map produced collectively (for example, all).

  The injection pattern thus set, and thus the command value (command signal) corresponding to the injection pattern, is used in the subsequent step S13. That is, in step S13, based on the command value (command signal) (specifically, the command signal is output to the injector 20), the drive of the injector 20 is controlled. Then, with the drive control of the injector 20, the series of processes in FIG.

  In the present embodiment, fuel is supplied to the engine through such fuel injection control. During steady operation, the pilot injection, that is, an injection amount smaller than the main injection (for example, “1 mm / st”) is performed prior to execution of main injection for mainly generating output torque in one engine combustion cycle. The pre-sub-injection according to “about” is executed. In this way, combustion noise is suppressed and NOx is reduced. In addition, the apparatus (ECU 30) of the present embodiment also sequentially determines the injection characteristics of the injector 20 (particularly, the relationship between the injection command related to pilot injection and the amount of fuel actually injected), as in the apparatus described in Patent Document 1. In addition to learning, the error is sequentially corrected (calibrated) to compensate for the characteristic error of the injector 20 including errors caused by manufacturing variations and aging. However, in the present embodiment, the abnormality diagnosis of the injector 20 is also sequentially performed, and if sufficient correction cannot be performed, it is determined that there is an abnormality and a predetermined fail-safe process is performed. . Hereinafter, with reference to FIGS. 4-12, the learning aspect and diagnostic aspect of the fuel injection characteristic by each apparatus of this embodiment are demonstrated.

  First, with reference to FIG. 4 to FIG. 9, a specific processing procedure and processing contents of learning processing by the apparatus according to the present embodiment will be described.

  The learning processing (detection and storage of fuel injection characteristics) of the present embodiment is performed for each of a plurality of command values (pulse widths) related to the injector 20 and a plurality of points to be learned for each cylinder of the target engine. Is called. That is, each learning injection is performed at the command value to be learned at that time. For example, five regions A to E (pulse widths increase in the order of A, B, C, D, and E) as shown in FIG. 4 are assumed to be a region to be learned (for example, a pulse width corresponding to pilot injection). Further, in this apparatus, the progress of learning, that is, which region (regions A to E) has been learned in which cylinder (cylinders # 1 to # 4) has a map as shown in FIG. (For example, it is stored in the EEPROM in the ECU 30). The map shown in FIG. 5 is reset every time the learning span ends. That is, learning (data update) for each region is performed once for each learning span. Then, as shown in FIG. 6, in this embodiment, each time the travel distance is accumulated “1000 km” from the immediately preceding learning span, the process proceeds to the next learning span (in other words, the learning span at that time ends). It has become.

  FIG. 7 is a flowchart showing a processing procedure of learning processing by the apparatus of the present embodiment. Hereinafter, with reference to FIG. 7, a processing procedure and processing contents of the learning processing will be described. Note that the series of processing shown in FIG. 7 is basically performed while a predetermined condition is established by executing a program stored in the ROM by the ECU 30 (for example, always during engine operation). These are sequentially executed at predetermined processing intervals (for example, at predetermined crank angles or at predetermined time intervals). The values of various parameters used in this processing are stored as needed in a storage device such as a RAM, EEPROM, or backup RAM mounted on the ECU 30 and updated as necessary.

  As shown in FIG. 7, when executing this learning process, first, prior to the execution, whether or not a predetermined condition (learning execution condition) is satisfied in step S21, specifically, the target engine is the fuel. Determine whether cutting is in progress. In this embodiment, when the amount of operation of the accelerator pedal is set to “0” (the driver's foot is released from the pedal) in a high speed state where the vehicle is sufficiently accelerated, all cylinders are used in the subsequent deceleration period. In contrast, a fuel cut is performed (non-injection deceleration operation).

  In subsequent step S22, a cylinder having an unlearned area is searched for the learning area (for example, areas A to E shown in FIG. 4) assigned to the learning process. If it is determined in step S22 that there is a corresponding cylinder, the step is performed in order to learn the region for that cylinder (one of the cylinders, for example, the one with the smallest cylinder number). Proceed to S23.

  In step S23, a pre-learning process is performed for the target cylinder. Specifically, learning environment such as rail pressure, EGR amount (EGR valve opening) of target engine, supercharging amount (for example, throttle opening of variable nozzle turbo), throttle valve opening of intake passage, etc. Is adjusted to a predetermined range. When the pre-learning process is completed, in the subsequent step S24, the fuel is injected by the injector 20 with the command value (pulse width) corresponding to the learning region (for example, any one of the regions A to E) set in step S22. Perform the injection. This process can be performed through the series of processes shown in FIG. As described above, the learning pulse width corresponds to a command related to the sub-injection with a smaller injection amount than the main injection, particularly a command related to the pilot injection.

  In subsequent step S25, the fuel injection characteristic is detected and the learning value is stored. That is, after the fuel injection is performed in step S24, the behavior change of the engine output shaft (crankshaft 41) caused by the fuel injection, specifically, the engine rotational speed (rotational speed of the crankshaft 41) increases due to the fuel injection. The amount (actually measured by the crank angle sensor 41a) is calculated. Then, the injection amount is obtained from the increase amount of the engine rotation speed based on the map of FIG. As a result, the injection data indicating the relationship between the injection command (command value in step S24) and the amount of fuel actually injected (calculated value based on the map in FIG. 8) is detected as the injection characteristics of the injector 20. . Note that this map can be created using, for example, the correlation between the amount of increase in engine rotation speed due to fuel injection and the generated torque, and the correlation between generated torque and the fuel injection amount.

  Also, the amount of fuel actually injected (calculated value) is divided by the amount of fuel (reference value) that should have been originally injected from the injection command, and the amount of deviation (degree of deviation) between them is learned. (= Calculated value / reference value). Incidentally, the magnitude of the learning value corresponds to the characteristic error of the fuel injection valve, and can be used as a correction coefficient (sequentially updated in another routine not shown) in step S12 of FIG.

  In the subsequent step S26, the learning value calculated in step S25 is stored in a predetermined storage device (for example, EEPROM in the ECU 30) in association with the learning span and the injection command (pulse width) at that time. Specifically, the storage device is provided with, for example, five storage areas corresponding to the areas (areas A to E) in FIG. 4, and among these storage areas, the pulse width at that time (command to the injector 20) is set. The learning value is stored in the corresponding storage area (any one of areas A to E). Data is managed for each learning span in such a manner that it can be identified when data is read. If data of the previous learning span remains in the target storage area, the old data is updated to the latest data (data acquired this time).

  With the processing in step S26, the series of processing in FIG. In the present embodiment, by repeating the processes in steps S21 to S26, the injection is performed a plurality of times (for example, 10 times) under the same conditions, and the amount of increase in rotational speed due to the injection is calculated, and the average value thereof is used. Thus, the final fuel injection characteristics and learning values are obtained. Further, when learning of all learning regions (for example, all of the regions A to E shown in FIG. 4) is completed for all cylinders of the target engine, it is determined in step S22 that there is no corresponding cylinder. Then, in the subsequent step S23a, regardless of the remaining time, the process proceeds to the next learning span, and then the series of processes is terminated.

  FIG. 9 is a graph showing an example of the learning value acquired by the process shown in FIG. In addition, the solid line ST in the figure shows the normal value (reference value) that should be. The alternate long and short dash lines LT1 and LT2 indicate the upper and lower limit allowable limit values of the injection command (pulse width), respectively, and the range based on these limit values is an allowable range (for example, an error range that can be handled by correction). Equivalent to

  As shown in FIG. 9, the command value for the injector 20 (the injection pulses PS1, PS2, PS3 relating to the learning injection) and the injection result (the injection amount calculated in step S25) based on the command value are associated with each other. A plurality of injection data, that is, data groups L1, L2, and L3 (the difference between each data and the solid line ST corresponds to a learning value) is stored so as to be identifiable for each learning span. The learning value acquisition order is from the oldest to the data groups L1, L2, and L3.

  In the present embodiment, when data that does not fall within the allowable range is obtained as a learning value, basically, it is determined that the injector 20 is abnormal. At this time, the abnormality diagnosis of the injector 20 is performed in consideration of the relationship between the data, thereby making it possible to diagnose the state of the injector 20 (the degree of abnormality) with higher accuracy. Hereinafter, the diagnosis mode of the fuel injection valve based on the relationship between the data will be described in detail with reference to FIG.

  FIG. 10 is a flowchart showing a processing procedure when an abnormality diagnosis of the injector 20 is performed using the learning value acquired and stored by the processing of FIG. Note that the series of processing shown in FIG. 10 is also sequentially executed for each cylinder of the target engine by the ECU 30 executing the program stored in the ROM. The values of various parameters used in this processing are also stored as needed in a storage device such as a RAM, EEPROM, or backup RAM mounted on the ECU 30, and updated as necessary.

  As shown in FIG. 10, in this series of processing, first, in step S31, whether or not a predetermined execution condition is satisfied, specifically, the learning processing (step S26) shown in FIG. 7 is completed. Determine whether or not. If it is determined in step S31 that the learning process is completed (execution conditions are satisfied), the process proceeds to step S32 and subsequent steps. On the other hand, if it is determined in step S31 that the learning process has not been completed, the process is terminated as it is, and the processes after step S32 are not executed. That is, the fuel injection valve diagnosis process shown in FIG. 10 is executed on the condition that the learning process shown in FIG. 7 is completed.

  Next, in steps S32 and S33, it is determined whether or not the learning value is normal. Specifically, for example, in step S32, it is determined whether or not the learning value (deviation in fuel injection amount) stored by the process in step S26 of FIG. 7 is within a predetermined allowable range. In step S33, it is determined whether or not the fluctuation amount per unit time of the learning value (and thus the detected value of the fuel injection amount) saved by the processing in step S26 falls within a predetermined allowable range. When it is determined in any of these steps S32 and S33 that the learning value or the fluctuation amount is not within the allowable range, in the subsequent step S342, it is determined that the state of the injector 20 at that time is abnormal, A predetermined fail-safe process (for example, a process for storing a diagnosis code in an EEPROM or the like, a process for lighting a predetermined warning lamp (MIL), or the like) is executed. On the other hand, if it is determined that the learning value or the fluctuation amount is within the allowable range in any of steps S32 and S33, it is determined in subsequent step S341 that the state of the injector 20 at that time is normal. The result is stored in a predetermined storage device (for example, EEPROM in the ECU 30).

  Here, the process of steps S32 and S33 will be described by taking as an example the case where data as shown in FIG. 11 or FIG. 12 is obtained as a learning value. Each of these figures corresponds to the previous FIG. That is, in the figure, the solid line ST indicates a reference value, and the alternate long and short dash lines LT1 and LT2 indicate allowable limit values.

  First, in the example shown in FIG. 11, data groups L11 and L12 (the difference between each data and the solid line ST corresponds to a learning value) are stored so as to be identifiable for each learning span. Here, the data group L11 is acquired in the first learning span, and the data group L12 is acquired in the second learning span. In such an example, in step S32 of FIG. 10, it is determined whether each data of the data groups L11 and L12 is within an allowable range defined by the one-dot chain lines LT1 and LT2 in FIG. In this regard, in the example of FIG. 11, all data is within the allowable range. For this reason, in step S32, it is determined that the data groups L11 and L12 (and thus the learned values) are within the allowable range. Accordingly, the process proceeds to step S33. In step S33, the data groups L11 and L12 for each learning span are associated with each other in the data groups (data D11a and data D12a, data D11b and data D12b, data D11c and data D12c) is compared to determine whether or not the degree of difference between the two (corresponding to the amount of fluctuation per unit time (learning span)) is within an allowable range, specifically whether it is greater than a predetermined threshold. to decide. In this regard, in the example of FIG. 11, the degree of difference between the data D11b and the data D12b associated with the injection pulse PS2 (amount of fluctuation in the injection result) is large and exceeds a predetermined allowable range (not shown). Yes. For this reason, in step S33, it is determined that it is larger than the predetermined threshold value (the variation amount is not within the allowable range). That is, in this case, in the subsequent step S342, it is determined that the state of the injector 20 at that time is abnormal, and as a predetermined fail-safe process, for example, there is an abnormality in the data related to the injection pulse PS2 (specifically, an abnormality related to the fluctuation amount). This is stored in a predetermined storage device.

  On the other hand, in the example shown in FIG. 12, the data group L20 (the difference between each data and the solid line ST corresponds to the learning value) is stored in association with the learning span at the time of data acquisition. In such an example, in step S32 of FIG. 10, it is determined whether or not each data (data D20a to D20f) of the data group L20 is within an allowable range defined by the alternate long and short dash lines LT1 and LT2 in FIG. . In the example of FIG. 12, since the data D20e is out of the allowable range, it is determined in step S32 that the data group L20 (and thus the learned value) is not within the allowable range. That is, in this case, in the subsequent step S342, it is determined that the state of the injector 20 at that time is abnormal, and as a predetermined fail-safe process, for example, there is an abnormality in data relating to the injection pulse PS5 (specifically, an abnormality relating to an allowable range). This is stored in a predetermined storage device.

  In this embodiment, the state of the injector 20 is sequentially diagnosed by repeatedly executing the series of processes shown in FIG. As a result, the state of the injector 20 can be diagnosed more accurately, and more appropriate processing can be executed according to the result of the diagnosis.

  As described above, according to the fuel injection valve diagnosis device and information acquisition device of this embodiment, the following excellent effects can be obtained.

  (1) The present invention is applied to a fuel supply system in which predetermined fuel (light oil) is directly injected into a cylinder, which is a portion where fuel combustion of a target engine (diesel engine) is performed, by a predetermined fuel injection valve (injector 20). The state of the injector 20 is diagnosed. As such a fuel injection valve diagnostic device, injection data indicating a relationship between a command value (pulse width) for the injector 20 and an injection result (fuel injection amount) based on the command value is detected, and the detected value is stored in a predetermined memory. A program (data acquisition means, FIG. 7) stored in the apparatus (EEPROM), and a program (diagnosis means, FIG. 10) for diagnosing the injector 20 based on the injection data stored in the storage device. The configuration. As a result, it is possible to more accurately grasp the state of the injector 20 (good or bad injection characteristics), and it is possible to more accurately perform abnormality diagnosis of the injector 20.

  (2) In the process of FIG. 7, the injection data is sequentially detected and stored in a predetermined storage device (EEPROM). In the process of FIG. 10, the injector 20 is diagnosed based on the relationship between the data. I did it. As a result, the injector 20 can be diagnosed more accurately.

  (3) In the process of FIG. 7, the injection results (injection data) when the same command is given to the injector 20 are detected at a plurality of different timings (different learning spans) and the detected values ( For example, D11a to D11c and D12a to D12c) shown in FIG. 11 are stored in the storage device (EEPROM). In the process of FIG. 10, a plurality of data related to the same command (for example, D11b and D12b shown in FIG. 11) are compared with each other, based on the degree of difference (variation amount) between the data. The injector 20 is diagnosed. Thereby, it becomes possible to detect the injection error with respect to the command value of the injector 20 more accurately. And it becomes possible to diagnose this characteristic abnormality more accurately.

  (4) In the process of FIG. 10, particularly in step S33, for a plurality of injection data stored in the storage device (EEPROM), the injection result (fuel injection amount) based on the command value for the injector 20 per unit time The injector 20 is diagnosed based on the magnitude of the fluctuation amount. As a result, it is possible to more accurately detect a characteristic abnormality caused by secular change or failure of the injector 20. And it becomes possible to diagnose this characteristic abnormality more accurately.

  (5) In the processing of FIG. 7, a plurality of data are stored in a predetermined storage device in distinction for each unit period (learning span). In the process of FIG. 10, for two predetermined data groups for each learning span (for example, the data groups L11 and L12 illustrated in FIG. 11), corresponding data in each data group (for example, illustrated in FIG. 11). By comparing D11b and D12b), the injector 20 is diagnosed based on the degree of difference (variation amount) between the two. As a result, it is possible to more accurately detect a characteristic abnormality caused by secular change or failure of the injector 20. And it becomes possible to diagnose this characteristic abnormality more accurately.

  (6) Learning is performed on the injection data indicating the relationship between the pulse width (command value for the injector 20) and the fuel injection amount based on the pulse width. This makes it possible to perform highly reliable injection control even in a system that requires precise injection amount control.

  (7) By learning about the injection amount corresponding to pilot injection in particular, it is possible to perform more reliable injection control in a wide range of injection regions including a minute amount of injection region.

  (8) Also, as a fuel injection valve information acquisition device that detects the state of the injector 20, the detection value is detected by detecting injection data in which a command value for the injector 20 and an injection result based on the command value are associated with each other. Is configured to include a program (information acquisition means) that is stored in a predetermined storage device (EEPROM) in association with a predetermined reference parameter (specifically, a learning span as a detection timing). This makes it possible to accurately detect and store the injection data. It is also easy to read out data necessary for use.

  (9) Further, since the injection data is stored in association with the learning span, it is possible to easily grasp the change over time in the injection characteristics of the injector 20.

  (10) The injection data (learned value) is stored in an EEPROM (non-volatile memory such as a backup memory such as a backup RAM). By doing this, for example, even after the engine is stopped (for example, the ignition switch is turned off) and the power supply to the ECU 30 is cut off, the data (learning value of the correction coefficient) is held in a non-volatile manner, and the engine is started next time. Even at this time, the above correction and the like can be performed based on the data when the engine is stopped.

  The above embodiment may be modified as follows.

  -The diagnosis mode by the process of FIG. 10 is not limited to that shown in FIGS. 11 and 12, and the diagnosis may be performed in the mode as shown in FIG. 13, for example. FIG. 13 also corresponds to FIG. That is, in the figure, the solid line ST indicates a reference value, and the alternate long and short dash lines LT1 and LT2 indicate allowable limit values.

  In the example shown in FIG. 13, the command value (pulse width) adjusted in the process of FIG. 7 (adjusted by repeating the processes of FIGS. 3 and 7 for example) so that the same injection result (fuel injection amount) is obtained. These are obtained at a plurality of different timings, and the command values are stored in a predetermined storage device (for example, EEPROM). In FIG. 13, two types of examples are shown as data groups related to the same injection result (fuel injection amount). Among these, in the data group L31, the data L31a is in the first learning span, the data L31b is in the second learning span, the data L31c is in the third learning span, and the data L31d is in the fourth learning span. The span corresponds to the data acquired in each of the first, second, third, and fourth transitions (see FIG. 6). The data group L32 corresponds to data acquired in the first learning span for the data L32a and in the second learning span for the data L32b.

  Then, when making a diagnosis on such a data group, in step S32 of FIG. 10, the data (data D31a to D31d and data D32a and D32b) of the data groups L31 and L32 are indicated by a one-dot chain line LT1 in FIG. , LT2 is determined whether it is within the allowable range.

  For example, in the example of the data group L31, since the data D31d is out of the allowable range, it is determined in this step S32 that the data group L31 (and thus the learned value) is not within the allowable range. That is, in subsequent step S342, it is determined that the state of the injector 20 at that time is abnormal, and a predetermined fail-safe process is executed.

  On the other hand, in the example of the data group L32, since all the data are within the allowable range, it is determined in this step S32 that the data group L32 (and thus the learned value) is within the allowable range. Therefore, the process proceeds to step S33. In step S33, the data L32a and L32b for each learning span are compared with each other by comparing the corresponding data, that is, the data L32a and L32b. It is determined whether or not the fluctuation amount per learning span) is within an allowable range, specifically, whether or not it is greater than a predetermined threshold. In this regard, in the example of the data group L32, the degree of difference between the data L32a and L32b (the fluctuation amount of the command value) is large in the allowable range and exceeds a predetermined allowable range (not shown). For this reason, in step S33, it is determined that the value is larger than the predetermined threshold value. That is, in this case, in the subsequent step S342, it is determined that the state of the injector 20 at that time is abnormal, and a predetermined fail-safe process is executed.

  According to these diagnosis modes (FIG. 13), it is possible to more accurately detect an injection error due to a secular change or the like of a command value related to a specific injection amount. And it becomes possible to diagnose this characteristic abnormality more accurately.

In addition, the injector 20 may be diagnosed based on a trajectory based on a plurality of learning values (injection data). In particular,
“If only one or a small number of data corresponding to the plurality of data describing the trajectory is out of the trajectory, anomaly determination is made regardless of whether the data is within the allowable range (for example, FIG. 10 Configuration for performing step S342) "
Or
“If only one or a small number of the data that draws the trajectory is out of the trajectory, it is not likely to be abnormal immediately because it is highly likely that it is a temporary abnormality. In addition, a configuration in which an abnormality determination (for example, step S342 in FIG. 10) is performed only when the state continues for a predetermined time ”
Etc. are effective. Note that the case where only one or a small number of data is out of the trajectory means that only the data D20e is out of the trajectory drawn by other data (D20a to D20d, D20f), for example, as in the example shown in FIG. Such as the case.

  In the above embodiment, the learning value is stored in association with the learning span. However, the present invention is not limited to this, and instead of the learning span (or in combination with the learning span), the data may be stored in association with the time when the data is detected or the order when compared with other data. In short, as long as the learning value (corresponding to the injection data) is stored in association with the parameter related to the detection timing, it is possible to easily grasp the change in the injection characteristic of the injector 20 over time. It becomes possible.

  The learning span (FIG. 6) can be set arbitrarily. For example, the boundary value between learning spans may be a fixed value or variable. Further, the boundary value is not set by the travel distance, but may be set by, for example, the number of times of operation of the ignition switch (number of times of turning on or off), time, or the like. Furthermore, the learning span may be shifted according to a request from the user.

  -The type and system configuration of the engine to be controlled can be changed as appropriate according to the application. For example, the present invention can be applied not only to a compression ignition type diesel engine but also to a spark ignition type gasoline engine and the like, and is not limited to a reciprocating engine and can be applied to a rotary engine and the like. Furthermore, the present invention is not limited to a fuel injection valve that directly injects fuel into a cylinder, but is applicable to a fuel injection valve that injects fuel into an intake passage of an engine. When such a configuration change is made for the above-described embodiment, the details of the various processes (programs) described above may be changed (design change) as appropriate in accordance with the actual configuration. preferable.

  In the embodiment and the modification, it is assumed that various kinds of software (programs) are used. However, similar functions may be realized by hardware such as a dedicated circuit.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram which shows the outline of the engine control system to which these each apparatus was applied about one Embodiment of the diagnostic apparatus and information acquisition apparatus of the fuel injection valve which concern on this invention. The internal side view which shows typically the internal structure of the fuel injection valve used for the system. The flowchart which shows the basic process sequence of the fuel-injection control which concerns on this embodiment. The map which shows the preservation | save mode of the learning value by the learning process of this embodiment. A map showing the progress of learning. The schematic diagram which shows the transfer aspect of a learning span. The flowchart which shows the process sequence of the learning process which concerns on this embodiment. The graph which shows the calculation aspect of the fuel injection quantity in the learning process. The graph which shows an example of the learning value acquired by the learning process. The flowchart which shows the process sequence at the time of performing the abnormality diagnosis of a fuel injection valve based on the said learning value. The graph which shows an example of the diagnostic aspect which concerns on this embodiment. The graph which shows another example of the same diagnostic aspect. The graph which shows the modification of the diagnosis aspect.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Fuel tank, 11 ... Fuel pump, 16 ... Common rail, 16a ... Fuel pressure sensor, 18 ... Pressure reducing valve, 20 ... Injector, 30 ... ECU (electronic control unit).

Claims (11)

In an apparatus for diagnosing the state of the fuel injection valve, which is applied to a fuel supply system that injects and supplies a predetermined fuel into a cylinder that is a part that performs fuel combustion of a target engine or to an intake passage thereof by a predetermined fuel injection valve,
Data acquisition means for detecting injection data indicating a relationship between a command value for the fuel injection valve and an injection result based on the command value, and storing the detected value in a predetermined storage device;
Diagnostic means for diagnosing the fuel injection valve based on injection data stored in the storage device;
A fuel injection valve diagnostic apparatus comprising: The data acquisition means sequentially detects the injection data and stores it in the storage device,
2. The fuel injection valve diagnosis apparatus according to claim 1, wherein the diagnosis means diagnoses the fuel injection valve based on a relationship between these data. The data acquisition means detects, as the injection data, injection results when the same command is given to the fuel injection valve at different timings, and stores the detected values in the storage device. Is what
The diagnosis means performs a diagnosis of the fuel injection valve based on a degree of difference between the data by comparing a plurality of data related to the same command detected at the plurality of different timings with each other. Item 3. The fuel injection valve diagnostic device according to Item 2. The data acquisition means obtains command values adjusted to have the same injection result as the injection data, respectively, at a plurality of different timings, and stores the command values in the storage device.
The diagnostic means compares the plurality of data related to the same injection result detected at the plurality of different timings with each other, thereby diagnosing the fuel injection valve based on the degree of difference between the data. The fuel injection valve diagnostic device according to claim 2.   The diagnostic unit is configured to determine the fuel injection valve based on the amount of variation per unit time of a command value for the fuel injection valve or an injection result based on the command value for the plurality of injection data stored in the storage device. The fuel injection valve diagnosis device according to claim 2, wherein   The fuel injection valve diagnosis device according to claim 2, wherein the diagnosis unit diagnoses the fuel injection valve based on a trajectory based on a plurality of injection data stored in the storage device. The data acquisition means stores a plurality of data in a predetermined storage device with distinction for each unit period,
The diagnostic means compares the corresponding data for predetermined two of the data or data group for each unit period acquired by the data acquisition means, and based on the degree of difference between the two, the fuel injection The fuel injection valve diagnosis device according to claim 2, which diagnoses a valve.   The fuel injection valve diagnosis device according to claim 1, wherein a command value for the fuel injection valve is a pulse width, and an injection result based on the command value is a fuel injection amount.   The fuel according to claim 8, wherein the fuel injection amount as the injection result is an injection amount corresponding to a predetermined sub-injection with a smaller injection amount than the main injection for mainly generating output torque of the target engine. Injection valve diagnostic device. In an apparatus for detecting a state of the fuel injection valve, which is applied to a fuel supply system that injects and supplies a predetermined fuel into a cylinder that is a portion that performs fuel combustion of a target engine or an intake passage thereof by a predetermined fuel injection valve,
Information acquisition means is provided for detecting injection data in which a command value for the fuel injection valve and an injection result by the command value are associated with each other and storing the detected value in a predetermined storage device in association with a predetermined reference parameter. An information acquisition device for a fuel injection valve.   The information acquisition device for a fuel injection valve according to claim 10, wherein the reference parameter is a parameter related to a detection timing of the injection data.

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