JP2015175276A - Fuel supply device and fuel supply method of internal combustion engine - Google Patents
Fuel supply device and fuel supply method of internal combustion engine Download PDFInfo
- Publication number
- JP2015175276A JP2015175276A JP2014051659A JP2014051659A JP2015175276A JP 2015175276 A JP2015175276 A JP 2015175276A JP 2014051659 A JP2014051659 A JP 2014051659A JP 2014051659 A JP2014051659 A JP 2014051659A JP 2015175276 A JP2015175276 A JP 2015175276A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- pressure
- internal combustion
- combustion engine
- fuel pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 335
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 43
- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000002347 injection Methods 0.000 claims abstract description 47
- 239000007924 injection Substances 0.000 claims abstract description 47
- 239000000243 solution Substances 0.000 abstract 1
- 230000007423 decrease Effects 0.000 description 7
- 239000002828 fuel tank Substances 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 5
- 230000001052 transient effect Effects 0.000 description 5
- 238000009835 boiling Methods 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000009428 plumbing Methods 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
- F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
- F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3082—Control of electrical fuel pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
- F02M63/022—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by acting on fuel control mechanism
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/08—Feeding by means of driven pumps electrically driven
Abstract
Description
本発明は、内燃機関の運転状態に応じて燃料ポンプの吐出流量及び燃料噴射圧力を制御する内燃機関の燃料供給装置及び燃料供給方法に関する。 The present invention relates to a fuel supply device and a fuel supply method for an internal combustion engine that control the discharge flow rate and fuel injection pressure of a fuel pump in accordance with the operating state of the internal combustion engine.
内燃機関の運転状態に応じて燃料ポンプの吐出流量及び燃料噴射圧力を制御する、いわゆる可変燃圧システムでは、冷機始動時に燃圧（燃料圧力）を高くして噴射燃料を微粒子化することでＨＣ（Hydrocarbon）を低減し、機関暖機後には燃圧を低くして燃料ポンプの消費電力を削減することで燃費を稼いでいる。
また、例えば特許文献１には、エンジンの再始動時に燃圧がある程度高い状態から燃料噴射制御を開始させことで、噴霧状態を良好にして排気エミッションを低減するエンジン制御装置が開示されている。再始動時の燃圧を高めた分、燃料を余計に噴く必要がなくなるので燃費も向上できる。
In a so-called variable fuel pressure system that controls the discharge flow rate and fuel injection pressure of the fuel pump according to the operating state of the internal combustion engine, the fuel pressure (fuel pressure) is increased at the time of cold start so as to atomize the injected fuel to make HC (Hydrocarbon) ), And after the engine is warmed up, the fuel pressure is lowered to reduce the power consumption of the fuel pump.
Further, for example, Patent Document 1 discloses an engine control device that starts fuel injection control from a state where the fuel pressure is somewhat high when the engine is restarted, thereby improving the spray state and reducing exhaust emission. Since the fuel pressure at the time of restart is increased, it is not necessary to inject extra fuel, so the fuel consumption can be improved.
ところで、可変燃圧システムにあっては、機関暖機後の燃圧をより低くすることで燃費の向上が図れる。しかし、燃圧を下げすぎるとアイドルストップ中にベーパーが発生する虞があるため、燃圧を下げるのには限界がある。
一方、特許文献１のように、エンジン停止後の燃圧を高めることで、ベーパーの発生を抑制できるが、再始動時に燃圧が低い状態から燃料噴射を再開することを課題としており、機関作動中の燃圧や燃費の向上については考慮されておらず、まだ改良の余地がある。
By the way, in the variable fuel pressure system, fuel consumption can be improved by lowering the fuel pressure after engine warm-up. However, if the fuel pressure is lowered too much, vapor may be generated during idling stop, so there is a limit to lowering the fuel pressure.
On the other hand, as in Patent Document 1, by increasing the fuel pressure after the engine is stopped, the generation of vapor can be suppressed, but the problem is to restart fuel injection from a state where the fuel pressure is low at the time of restart. Improvements in fuel pressure and fuel consumption are not considered, and there is still room for improvement.
本発明は上記のような事情に鑑みてなされたもので、その目的とするところは、機関暖機後の燃圧を低くして燃費の向上を図りつつ、アイドルストップ期間中にベーパーの発生を抑制できる内燃機関の燃料供給装置及び燃料供給方法を提供することにある。 The present invention has been made in view of the circumstances as described above, and its object is to suppress the generation of vapor during the idle stop period while lowering the fuel pressure after engine warm-up to improve fuel efficiency. Another object of the present invention is to provide a fuel supply device and a fuel supply method for an internal combustion engine.
本発明の内燃機関の燃料供給装置は、電動式燃料ポンプから燃料噴射弁に向けて圧送される燃料の圧力を、内燃機関の作動状態に応じて可変制御する内燃機関の燃料供給装置において、前記内燃機関が暖機状態で停止させるときに、前記燃料噴射弁による燃料噴射を停止した後、所定期間、前記電動式燃料ポンプの駆動を継続し、燃料配管内をベーパー対策用の燃料圧力に上昇させる、ことを特徴とする。
また、本発明の内燃機関の燃料供給方法は、電動式燃料ポンプから燃料噴射弁に向けて圧送される燃料の圧力を、内燃機関の作動状態に応じて可変制御する内燃機関の燃料供給方法において、前記内燃機関が暖機状態では、暖機完了温度で燃料が気化する所定圧力よりも低い第１燃料圧力で前記燃料噴射弁に燃料を供給し、前記内燃機関を暖機状態で停止させるときは、前記燃料噴射弁による燃料噴射を停止させた後、所定期間、前記電動式燃料ポンプの駆動を継続し、燃料配管内を前記所定圧力よりも高いベーパー対策用の第２燃料圧力に上昇させる、ことを特徴とする。
The fuel supply device for an internal combustion engine of the present invention is the fuel supply device for an internal combustion engine that variably controls the pressure of the fuel pumped from the electric fuel pump toward the fuel injection valve in accordance with the operating state of the internal combustion engine. When the internal combustion engine is stopped in a warm-up state, after the fuel injection by the fuel injection valve is stopped, the electric fuel pump continues to be driven for a predetermined period, and the fuel pipe rises to a fuel pressure for preventing vapor. It is characterized by that.
The fuel supply method for an internal combustion engine of the present invention is a fuel supply method for an internal combustion engine that variably controls the pressure of the fuel pumped from the electric fuel pump toward the fuel injection valve in accordance with the operating state of the internal combustion engine. When the internal combustion engine is in a warm-up state, fuel is supplied to the fuel injection valve at a first fuel pressure lower than a predetermined pressure at which the fuel vaporizes at a warm-up completion temperature, and the internal combustion engine is stopped in the warm-up state Stops the fuel injection by the fuel injection valve and then continues to drive the electric fuel pump for a predetermined period of time to raise the inside of the fuel pipe to a second fuel pressure for vapor countermeasure higher than the predetermined pressure. It is characterized by that.
本発明によれば、機関暖機後の燃料圧力を低くして燃費の向上を図りつつ、アイドルストップ期間中に、燃料噴射弁による燃料噴射を停止した後、所定期間、電動式燃料ポンプの駆動を継続して燃料配管内をベーパー対策用の燃料圧力に上昇させることで、ベーパーの発生を抑制できる。 According to the present invention, the fuel pressure after engine warm-up is lowered to improve fuel efficiency, and during the idle stop period, the fuel injection by the fuel injection valve is stopped, and then the electric fuel pump is driven for a predetermined period. The generation of vapor can be suppressed by continuously increasing the pressure in the fuel pipe to the fuel pressure for preventing vapor.
以下、本発明の実施形態について図面を参照して説明する。
図１は、本発明の実施形態に係る内燃機関の燃料供給装置のシステム構成図である。このシステムは、ＥＣＭ（Engine control module）３、ＦＣＭ（Fuel control module）４、電動式燃料ポンプ（ＦＰＭ：Fuel Pomp module）５、燃料噴射弁（インジェクタ）６、燃圧センサ７及び燃料配管８等を含んで構成される。
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a system configuration diagram of a fuel supply device for an internal combustion engine according to an embodiment of the present invention. This system includes an ECM (Engine control module) 3, an FCM (Fuel control module) 4, an electric fuel pump (FPM) 5, a fuel injection valve (injector) 6, a fuel pressure sensor 7, a fuel pipe 8, and the like. Consists of including.
ＥＣＭ３は、自動車（車両）１のエンジン２を制御する主制御装置であり、各種の演算処理を実行するマイクロコンピュータ、各種の制御演算プログラムやデータを格納したＲＯＭ、演算過程の数値やフラグが格納されるＲＡＭ、演算処理の結果などが格納されるＥＥＰＲＯＭ、入力されたアナログ信号をデジタル信号に変換するＡ／Ｄコンバータ、及び各種のデジタル信号が入出力される入出力インタフェース回路等を備え、これら各機器がそれぞれバスラインで相互に接続されてデータの授受を行う。 The ECM 3 is a main control device that controls the engine 2 of the automobile (vehicle) 1. A microcomputer that executes various arithmetic processes, a ROM that stores various control arithmetic programs and data, and numerical values and flags of arithmetic processes are stored. RAM, an EEPROM for storing the results of arithmetic processing, an A / D converter for converting an input analog signal into a digital signal, an input / output interface circuit for inputting / outputting various digital signals, etc. Each device is connected to each other via a bus line to exchange data.
ＥＣＭ３には、燃料配管８内の燃圧を検出する燃圧センサ７の出力が供給され、ＦＣＭ４に電動式燃料ポンプ５を目標燃圧に設定するための制御信号を供給する。また、燃料噴射弁６に噴射タイミングを設定するための制御信号を供給して燃料噴射を制御する。ＦＣＭ４は、電動式燃料ポンプ５の回転数を無段階制御し、供給燃料量を変更する。そして、電動式燃料ポンプ５から燃料配管８を介して燃料噴射弁６に燃料を供給し、燃料噴射弁６からエンジン２の各気筒のシリンダ内、あるいは吸気配管内に燃料を噴射する。この際、電動式燃料ポンプ５から燃料噴射弁６に向けて圧送される燃料の圧力を、ＦＣＭ４によりエンジン２の運転状態に応じて可変制御する。 The output of the fuel pressure sensor 7 for detecting the fuel pressure in the fuel pipe 8 is supplied to the ECM 3, and a control signal for setting the electric fuel pump 5 to the target fuel pressure is supplied to the FCM 4. Further, the fuel injection is controlled by supplying a control signal for setting the injection timing to the fuel injection valve 6. The FCM 4 continuously controls the rotational speed of the electric fuel pump 5 to change the amount of fuel supplied. Then, fuel is supplied from the electric fuel pump 5 to the fuel injection valve 6 through the fuel pipe 8, and the fuel is injected from the fuel injection valve 6 into the cylinders of the cylinders of the engine 2 or into the intake pipe. At this time, the pressure of the fuel pumped from the electric fuel pump 5 toward the fuel injection valve 6 is variably controlled by the FCM 4 according to the operating state of the engine 2.
図２は、上記図１における電動式燃料ポンプ５の構成例を示している。電動式燃料ポンプ５は、モータで回転駆動され、燃料タンク内に配置される。電動式燃料ポンプ５は、フューエルポンプ（Ｆ／Ｐ）１１、リリーフバルブ１２、チェックバルブ１３、ジェットポンプ１４、移送用ジェットポンプ１５、フューエルフィルタ（Ｆ／Ｆ）１６、プレッシャーレギュレータ１７及びオリフィス１８等を備えている。 FIG. 2 shows a configuration example of the electric fuel pump 5 in FIG. The electric fuel pump 5 is rotationally driven by a motor and is disposed in the fuel tank. The electric fuel pump 5 includes a fuel pump (F / P) 11, a relief valve 12, a check valve 13, a jet pump 14, a transfer jet pump 15, a fuel filter (F / F) 16, a pressure regulator 17, an orifice 18, and the like. It has.
電動式燃料ポンプ５の吐出口には燃料配管８の一端が接続される。燃料配管８には、フューエルフィルタ１６が介装され、このフューエルフィルタ１６で燃料がろ過される。フューエルフィルタ１６が介装される燃料配管８から分岐して燃料戻し配管１９が延設され、上流側から順に、プレッシャーレギュレータ１７、オリフィス１８及びジェットポンプ１４が介装されている。燃料戻し配管１９の他端は、燃料タンク内に開口される。ジェットポンプ１４には、燃料移送配管２０の一端が接続され、該燃料移送配管２０には移送用ジェットポンプ１５が介装される。この燃料移送配管２０の他端は、燃料タンク内に開口される。 One end of a fuel pipe 8 is connected to the discharge port of the electric fuel pump 5. A fuel filter 16 is interposed in the fuel pipe 8, and fuel is filtered by the fuel filter 16. A fuel return pipe 19 is branched from the fuel pipe 8 where the fuel filter 16 is interposed, and a pressure regulator 17, an orifice 18 and a jet pump 14 are interposed in order from the upstream side. The other end of the fuel return pipe 19 is opened in the fuel tank. One end of a fuel transfer pipe 20 is connected to the jet pump 14, and a transfer jet pump 15 is interposed in the fuel transfer pipe 20. The other end of the fuel transfer pipe 20 is opened in the fuel tank.
本例は、燃料タンクが、内部空間の底側を２領域に仕切る凸部が底面から突出形成されたいわゆる鞍型形状のものに用いる場合の構成であり、燃料戻し配管１９は第１領域内に開口し、燃料移送配管は第２領域内に開口するように構成している。ジェットポンプ１５は、燃料戻し配管１９を介して第１領域側に戻される燃料の流れによって、燃料移送配管２０内に負圧を作用させ、燃料移送配管２０が開口する第２領域内の燃料を、第１領域側に移送させる。
従って、燃料タンクが鞍型形状でない場合には、移送用ジェットポンプ１５及び燃料移送配管２０は省略することができる。
This example is a configuration in the case where the fuel tank is used in a so-called bowl-shaped configuration in which a convex portion that divides the bottom side of the internal space into two regions is formed protruding from the bottom surface, and the fuel return pipe 19 is in the first region. The fuel transfer pipe is configured to open in the second region. The jet pump 15 applies a negative pressure to the fuel transfer pipe 20 by the flow of the fuel returned to the first area side via the fuel return pipe 19, and causes the fuel in the second area where the fuel transfer pipe 20 is opened to flow. , Transferred to the first region side.
Therefore, when the fuel tank is not of the saddle shape, the transfer jet pump 15 and the fuel transfer pipe 20 can be omitted.
フューエルポンプ１１内には、吐出側の圧力が最大許容圧を超えたときに開弁し、燃料を燃料タンク内にリリーフする機械式のリリーフバルブ１２と、フューエルポンプ１１から燃料噴射弁６側に向けた燃料の流れのみを許容し、燃料噴射弁６側からフューエルポンプ１１に向かう燃料の逆流を阻止する機械式のチェックバルブ１３とが並列に設けられている。なお、リリーフバルブ１２及びチェックバルブ１３は、フューエルポンプ１１の下流側に介装させる構成であってもよい。 The fuel pump 11 is opened when the pressure on the discharge side exceeds the maximum allowable pressure, and a mechanical relief valve 12 that relieves the fuel into the fuel tank, and from the fuel pump 11 to the fuel injection valve 6 side. A mechanical check valve 13 is provided in parallel, which allows only the flow of the directed fuel and prevents the reverse flow of fuel from the fuel injection valve 6 side toward the fuel pump 11. Note that the relief valve 12 and the check valve 13 may be disposed downstream of the fuel pump 11.
プレッシャーレギュレータ１７は、燃料戻し配管１９を開閉する弁体と、該弁体を燃料戻し配管１９の上流側の弁座に向けて押圧する弾性部材とから概略構成されており、燃料噴射弁６に供給される燃料圧力の最小圧力を補償するものである。すなわち、プレッシャーレギュレータ１７は、燃料噴射弁６に供給される燃料圧力（噴射圧、フューエルポンプ１１の吐出側圧）が上記最小圧力以下であるときは閉弁し、最小圧力よりも高くなると開弁する構成となっている。 The pressure regulator 17 is generally composed of a valve body that opens and closes the fuel return pipe 19 and an elastic member that presses the valve body toward the valve seat on the upstream side of the fuel return pipe 19. This compensates for the minimum pressure of the supplied fuel pressure. That is, the pressure regulator 17 is closed when the fuel pressure (injection pressure, discharge side pressure of the fuel pump 11) supplied to the fuel injection valve 6 is equal to or lower than the minimum pressure, and is opened when the pressure is higher than the minimum pressure. It has a configuration.
図３は、上述した内燃機関の燃料供給装置における、エンジン２の各運転状態での燃圧及び燃料ポンプの吐出量と、固定燃圧及び従来の可変燃圧システムにおける燃圧と電動式燃料ポンプの吐出量とを比較して示している。図３において、破線３１ａ，３１ｂは固定燃圧の場合、実線３２ａ，３２ｂは可変燃圧システムの場合の燃圧及び燃料ポンプの吐出量をそれぞれ示している。
固定燃圧では、破線３１ａで示すように、エンジンが始動すると燃圧は一定値（３５０ｋＰａ程度）となる。また、破線３１ｂで示すように、フューエルポンプの吐出流量は、エンジンが始動すると一定値であり、エンジンの停止時にはゼロになる。
FIG. 3 shows the fuel pressure and the discharge amount of the fuel pump in each operating state of the engine 2 in the fuel supply device for the internal combustion engine described above, the fuel pressure in the fixed fuel pressure and the conventional variable fuel pressure system, and the discharge amount of the electric fuel pump. Is shown in comparison. In FIG. 3, broken lines 31a and 31b indicate the fixed fuel pressure, and solid lines 32a and 32b indicate the fuel pressure and the discharge amount of the fuel pump in the variable fuel pressure system, respectively.
At the fixed fuel pressure, as shown by the broken line 31a, the fuel pressure becomes a constant value (about 350 kPa) when the engine is started. Further, as indicated by a broken line 31b, the discharge flow rate of the fuel pump is a constant value when the engine is started, and becomes zero when the engine is stopped.
従来の可変燃圧システムでは、実線３２ａで示すように、機関冷機時にはエンジンが始動すると燃圧を６５０ｋＰａ程度まで上昇させ、エンジンが停止するまで燃圧を維持する（始動、ファーストアイドル、定常）ことで、燃圧の高圧化により燃料を微粒子化し、ＨＣを削減する。一方、機関暖機後にエンジンが停止すると、燃圧を２００ｋＰａ程度まで低下させて燃料密度を低減する。アイドル状態の初期では、一時的に燃圧を６５０ｋＰａ程度まで上昇させるが、所定時間後に３００ｋＰａ程度まで燃圧を低下させる。そして、定常状態、過渡状態（減速、加速）では、３００ｋＰａ程度の燃圧を維持する。このように、燃圧を低圧化することにより燃費を低減する。 In the conventional variable fuel pressure system, as shown by the solid line 32a, when the engine is started, the fuel pressure is increased to about 650 kPa when the engine is started, and the fuel pressure is maintained until the engine is stopped (starting, first idle, steady). By increasing the pressure of the fuel, the fuel is made finer and HC is reduced. On the other hand, when the engine is stopped after the engine is warmed up, the fuel pressure is reduced to about 200 kPa to reduce the fuel density. In the initial state of the idle state, the fuel pressure is temporarily increased to about 650 kPa, but the fuel pressure is decreased to about 300 kPa after a predetermined time. In a steady state and a transient state (deceleration and acceleration), a fuel pressure of about 300 kPa is maintained. Thus, fuel consumption is reduced by reducing the fuel pressure.
エンジンに高負荷がかかるＷＯＴ（Wide Open Throttle）状態では、燃圧を６５０ｋＰａ程度まで上昇させることで、充填効率を高めると共にノック耐性を改善する。耐熱状態でエンジンを停止させた場合には、３００ｋＰａ程度まで燃圧を低下させ、エンジンが再始動すると燃圧を６５０ｋＰａ程度まで上昇させる。このように、高圧化することにより、ベーパーを除去し且つ始動性を確保する。 In a WOT (Wide Open Throttle) state where a heavy load is applied to the engine, the fuel pressure is increased to about 650 kPa, thereby increasing the charging efficiency and improving the knock resistance. When the engine is stopped in a heat resistant state, the fuel pressure is reduced to about 300 kPa, and when the engine is restarted, the fuel pressure is increased to about 650 kPa. Thus, by increasing the pressure, the vapor is removed and startability is ensured.
フューエルポンプの吐出量は、機関冷機時にエンジンが始動すると多くなり、ファーストアイドルでは低下し、定常状態では始動とファーストアイドルの中間レベルとなる。そして、機関暖機後にエンジンが停止すると、吐出量はほぼゼロとなり、アイドル状態の初期で一時的に吐出量を上昇させ、所定時間後に吐出量を低下させる。吐出量は、アイドル、定常状態、過渡状態（減速、加速）で、それぞれに適した低い値とする。ＷＯＴ（Wide Open Throttle）状態では、吐出量を最大値まで上昇させる。更に、耐熱状態でエンジンを停止させた場合には、吐出量はゼロとなり、エンジンが再始動すると固定燃圧よりも低い吐出量まで上昇させる。このように、機関暖機状態において、フューエルポンプの吐出流量を最適化することで、燃費を低減すると共にタンク燃温を低下させることができる。 The discharge amount of the fuel pump increases when the engine is started when the engine is cold, decreases in the first idle, and becomes an intermediate level between the start and the first idle in the steady state. When the engine is stopped after the engine is warmed up, the discharge amount becomes substantially zero, the discharge amount is temporarily increased at the initial stage of the idle state, and the discharge amount is decreased after a predetermined time. The discharge amount is set to a low value suitable for each of an idle state, a steady state, and a transient state (deceleration and acceleration). In the WOT (Wide Open Throttle) state, the discharge amount is increased to the maximum value. Further, when the engine is stopped in the heat resistant state, the discharge amount becomes zero, and when the engine is restarted, the discharge amount is increased to a discharge amount lower than the fixed fuel pressure. Thus, in the engine warm-up state, by optimizing the discharge flow rate of the fuel pump, the fuel consumption can be reduced and the tank fuel temperature can be lowered.
本発明の実施形態に係る内燃機関の燃料供給装置では、上述した従来の可変燃圧システムに対して、斜線を付した領域３３ａに示すように、機関暖機後のアイドル状態、定常状態、過渡状態（減速、加速）において、通常の可変燃圧システムより更に燃圧を下げることにより、フューエルポンプ１１の低消費電力化を図ることで低燃費化を図っている。また、フューエルポンプ１１の吐出量は、斜線を付した領域３３ｂに示すように、機関暖機後のアイドル状態、定常状態、過渡状態（減速、加速）においてより更に低くなっている。この燃圧では、エンジン２が停止するとベーパーが発生する可能性がある。 In the fuel supply apparatus for an internal combustion engine according to the embodiment of the present invention, as shown in the hatched region 33a, the idle state, the steady state, and the transient state after engine warm-up are shown in the conventional variable fuel pressure system described above. In (deceleration, acceleration), the fuel pressure is further reduced by lowering the fuel pressure from the normal variable fuel pressure system, thereby reducing the power consumption of the fuel pump 11. Further, the discharge amount of the fuel pump 11 is further lower in the idle state, the steady state, and the transient state (deceleration and acceleration) after engine warm-up, as shown by the hatched region 33b. With this fuel pressure, vapor may be generated when the engine 2 is stopped.
次に、上述した燃料供給装置及び燃料供給方法において、アイドルストップ期間中の制御動作について詳しく説明する。図４は、アイドルストップから再始動する際の制御動作を示すフローチャート、図５は、図４の制御動作について説明するためのタイミングチャートである。まず、例えば油温や水温などからアイドルストップ後（機関暖機状態）でのエンジン２の再始動か否かを判定し（ステップＳ１）、再始動であれば目標燃圧と実際の燃圧の値を元に、電動式燃料ポンプ５の駆動指示値を決定し、第１燃圧（低燃圧モード）に設定する（ステップＳ２）。この第１燃圧は、暖機完了温度で燃料が気化する２２０ｋＰａよりも低く、例えば１５０ｋＰａ程度であり、暖機完了後には１５０ｋＰａ程度まで燃圧を下げても燃焼が悪化しないことを実験により確認している。 Next, in the fuel supply device and the fuel supply method described above, the control operation during the idle stop period will be described in detail. FIG. 4 is a flowchart showing a control operation when restarting from an idle stop, and FIG. 5 is a timing chart for explaining the control operation of FIG. First, for example, it is determined whether or not the engine 2 is restarted after idling stop (engine warm-up state) from the oil temperature or water temperature (step S1). If the engine is restarted, the target fuel pressure and the actual fuel pressure are determined. Originally, the drive instruction value of the electric fuel pump 5 is determined and set to the first fuel pressure (low fuel pressure mode) (step S2). This first fuel pressure is lower than 220 kPa at which the fuel vaporizes at the warm-up completion temperature, for example, about 150 kPa. After the warm-up is completed, it is confirmed by experiment that the combustion does not deteriorate even if the fuel pressure is lowered to about 150 kPa. Yes.
一方、ステップＳ１で再始動ではないと判定された場合には、アイドルストップ状態か否かを判定する（ステップＳ３）。アイドルストップ状態であると判定されると、ＥＣＭ３により目標燃圧と実際の燃圧の値を元に燃料噴射弁６の駆動を停止させた後、ＦＣＭ４で電動式燃料ポンプ５の駆動停止を遅らせ、所定時間駆動させて燃料配管８内の燃圧を上げて第２燃圧（高燃圧モード）に設定する（ステップＳ４）。電動式燃料ポンプ６の駆動停止は、燃料噴射弁６の作動停止後、燃料配管８内の実際の燃圧が所定圧力となるまで継続する。上記第２燃圧は、２２０ｋＰａよりも高く、通常圧力、例えば２５０ｋＰａ程度である。
また、ステップＳ３でアイドルストップ状態ではないと判定された場合には、ＥＣＭ３により目標燃圧と実際の燃圧の値を元に電動式燃料ポンプ５の駆動指示値を決定し、ＦＣＭ４で第１燃圧（低燃圧モード）に設定する（ステップＳ５）。この第１燃圧は、２２０ｋＰａよりも低く、例えば１５０ｋＰａ程度である。
On the other hand, when it is determined in step S1 that the engine is not restarted, it is determined whether or not the engine is in an idle stop state (step S3). If it is determined that the engine is in the idle stop state, the ECM 3 stops the drive of the fuel injection valve 6 based on the target fuel pressure and the actual fuel pressure, and then the FCM 4 delays the drive stop of the electric fuel pump 5, The fuel pressure in the fuel pipe 8 is increased by driving for a time and set to the second fuel pressure (high fuel pressure mode) (step S4). The drive stop of the electric fuel pump 6 continues after the operation of the fuel injection valve 6 stops until the actual fuel pressure in the fuel pipe 8 reaches a predetermined pressure. The second fuel pressure is higher than 220 kPa and is a normal pressure, for example, about 250 kPa.
If it is determined in step S3 that the engine is not in the idle stop state, the ECM 3 determines a drive instruction value for the electric fuel pump 5 based on the target fuel pressure and the actual fuel pressure, and the FCM 4 determines the first fuel pressure ( Low fuel pressure mode) is set (step S5). This first fuel pressure is lower than 220 kPa, for example, about 150 kPa.
図５のタイミングチャートに示すように、車速が低下して時刻ｔ０にアイドルストップし、時刻ｔ２に再始動する場合には、時刻ｔ０に燃料噴射弁６の駆動電圧が「０Ｖ」となり、時刻ｔ２に所定電圧となる点は、一点鎖線で示す従来の可変燃圧システムと実線で示す本発明の内燃機関の燃料供給装置で同様である。しかし、電動式燃料ポンプ５の駆動指示値は、従来の可変燃圧システムでは時刻ｔ０にゼロになるのに対し、本発明の内燃機関の燃料供給装置は時刻ｔ０から所定時間経過した時刻ｔ１にゼロになる。 As shown in the timing chart of FIG. 5, when the vehicle speed decreases to idle stop at time t0 and restart at time t2, the drive voltage of the fuel injection valve 6 becomes “0V” at time t0, and time t2 The predetermined voltage is the same as that of the conventional variable fuel pressure system indicated by the one-dot chain line and the fuel supply device for the internal combustion engine of the present invention indicated by the solid line. However, the drive instruction value of the electric fuel pump 5 becomes zero at time t0 in the conventional variable fuel pressure system, whereas the fuel supply device of the internal combustion engine of the present invention has zero at time t1 when a predetermined time has elapsed from time t0. become.
すなわち、従来の可変燃圧システムでは時刻ｔ０に燃料噴射弁６と電動式燃料ポンプ５を停止させていたのに対し、本発明の内燃機関の燃料供給装置では時刻ｔ０に電動式燃料ポンプ５を停止させた後、所定時間遅れた時刻ｔ１に電子式燃料ポンプ５を停止させている。
これによって、燃圧は、従来の可変燃圧システムでは時刻ｔ０に低下を始め、通常の圧力に低下した後、時刻ｔ２に再び上昇するのに対し、本発明の場合には、時刻ｔ０に上昇を始め、通常の圧力に上昇した後、時刻ｔ２に再び低下することになる。従って、フューエルポンプ１１（電動式燃料ポンプ５）による消費電力は、時刻ｔ０〜ｔ１間では本発明の方が高いものの、時刻ｔ０以前及び時刻ｔ１以降は本発明の方が低くなり、低消費電力化が図れる。
That is, in the conventional variable fuel pressure system, the fuel injection valve 6 and the electric fuel pump 5 are stopped at time t0, whereas in the fuel supply device for the internal combustion engine of the present invention, the electric fuel pump 5 is stopped at time t0. Then, the electronic fuel pump 5 is stopped at time t1 delayed by a predetermined time.
As a result, in the conventional variable fuel pressure system, the fuel pressure starts to decrease at time t0, decreases to the normal pressure, and then increases again at time t2. In the present invention, the fuel pressure starts to increase at time t0. After increasing to the normal pressure, it decreases again at time t2. Therefore, although the power consumption by the fuel pump 11 (electric fuel pump 5) is higher in the present invention between the times t0 and t1, the power consumption is lower in the present invention before the time t0 and after the time t1. Can be achieved.
次に、上述したように、機関暖機後のアイドル状態、定常状態、過渡状態（減速、加速）において燃圧を下げることにより発生しやすくなるベーパーの抑制動作について、図６により詳しく説明する。
図６は、燃圧と燃料の沸点との関係（燃圧に対するベーパーの発生温度）を示している。機関暖機後のアイドルストップ状態において、燃温の最大値が７０℃と仮定すると、燃料であるガソリンは実線３４よりも上の領域が気体、下の領域が液体となる。
Next, as described above, the vapor suppression operation that is likely to occur by lowering the fuel pressure in the idle state, the steady state, and the transient state (deceleration and acceleration) after engine warm-up will be described in detail with reference to FIG.
FIG. 6 shows the relationship between the fuel pressure and the boiling point of the fuel (vapor generation temperature with respect to the fuel pressure). Assuming that the maximum value of the fuel temperature is 70 ° C. in the idling stop state after the engine is warmed up, the gasoline, which is fuel, is gas in the region above the solid line 34 and liquid in the region below.
燃圧が２２０ｋＰａ以下の第１燃圧の領域では、定常運転での低燃圧化を電動式燃料ポンプ５の駆動制御で行う。また、燃圧が２２０ｋＰａ以上の第２、第３燃圧の領域は、従来の定常運転の燃圧である。これらの領域を比較すれば明らかなように、燃圧が第２、第３燃圧領域では、燃温が７０℃以下であれば燃料が気体になることはない。これに対し、燃圧が第１燃圧領域では、燃圧が下がるに従って沸点が下がり、気化しやすくなる。 In the first fuel pressure region where the fuel pressure is 220 kPa or less, the fuel pressure is lowered in steady operation by drive control of the electric fuel pump 5. Moreover, the area | region of the 2nd, 3rd fuel pressure whose fuel pressure is 220 kPa or more is the fuel pressure of the conventional steady operation. As is clear from comparison between these regions, in the second and third fuel pressure regions, the fuel does not become gas if the fuel temperature is 70 ° C. or lower. On the other hand, when the fuel pressure is in the first fuel pressure region, the boiling point decreases as the fuel pressure decreases, and vaporization easily occurs.
上述したように、本発明では、エンジン２が暖機状態では、暖機完了温度で燃料が気化する所定圧力（２２０ｋＰａ程度）よりも低い第１燃料圧力（例えば１５０ｋＰａ）で燃料噴射弁６に燃料を供給し、暖機状態でエンジン２を停止させるときは、燃料噴射弁６による燃料噴射を停止させた後、所定期間、電動式燃料ポンプ５の駆動を継続し、燃料配管８内を上記所定圧力よりも高いベーパー対策用の第２燃料圧力（例えば２５０ｋＰａ）に上昇させる。従って、機関暖機後の定常運転時の燃圧は、従来の可変燃圧システムにおける燃圧（ベーパーが発生しない）よりも低い燃圧で制御することになる。
また、エンジン２が暖機状態で再始動するときは、燃料配管８内が第２燃料圧力となるように電動式燃料ポンプ５を駆動する。更に、エンジン２が暖機温度よりも高い耐熱温度条件、すなわちＷＯＴ状態では、第３燃料圧力（例えば６５０ｋＰａ程度）まで燃料圧力を上昇させる。
As described above, in the present invention, when the engine 2 is in the warm-up state, the fuel injection valve 6 is fueled at the first fuel pressure (for example, 150 kPa) lower than the predetermined pressure (about 220 kPa) at which the fuel is vaporized at the warm-up completion temperature. When the engine 2 is stopped in a warm-up state, after the fuel injection by the fuel injection valve 6 is stopped, the electric fuel pump 5 is continuously driven for a predetermined period, and the fuel pipe 8 is filled with the predetermined The vapor pressure is raised to a second fuel pressure (for example, 250 kPa) higher than the pressure. Accordingly, the fuel pressure during steady operation after engine warm-up is controlled at a fuel pressure lower than the fuel pressure in the conventional variable fuel pressure system (no vapor is generated).
Further, when the engine 2 is restarted in a warm-up state, the electric fuel pump 5 is driven so that the inside of the fuel pipe 8 becomes the second fuel pressure. Further, the fuel pressure is increased to the third fuel pressure (for example, about 650 kPa) in the heat resistant temperature condition higher than the warm-up temperature, that is, the WOT state.
このような構成並びに制御方法によれば、燃料噴射弁６の駆動を停止させたときに、電動式燃料ポンプ５を所定時間駆動して電動式燃料ポンプ５の駆動を止めるのを遅らせることによって、燃料配管８に燃料噴射弁６で栓がされているので、燃料配管８内の圧力を上げて、ベーパーが発生しない燃圧まで上げることができる。従って、機関暖機後の燃圧を低くして燃費の向上を図りつつ、アイドルストップ期間中に、燃料噴射弁から燃料を噴射した後に電動式燃料ポンプを停止させて、ベーパー対策用の燃料圧力に上昇させることでベーパーの発生を抑制できる。 According to such a configuration and the control method, when the drive of the fuel injection valve 6 is stopped, the electric fuel pump 5 is driven for a predetermined time to delay stopping the drive of the electric fuel pump 5, Since the fuel pipe 8 is plugged with the fuel injection valve 6, the pressure in the fuel pipe 8 can be increased to a fuel pressure at which no vapor is generated. Therefore, while lowering the fuel pressure after engine warm-up and improving fuel economy, during the idle stop period, after injecting fuel from the fuel injection valve, the electric fuel pump is stopped to obtain fuel pressure for vapor countermeasures. Raising the vapor can suppress the generation of vapor.
１…自動車（車両）、２…エンジン（内燃機関）、３…ＥＣＭ、４…ＦＣＭ、５…電動式燃料ポンプ（ＦＰＭ）、６…燃料噴射弁（インジェクタ）、７…燃圧センサ、８…燃料配管 DESCRIPTION OF SYMBOLS 1 ... Automobile (vehicle), 2 ... Engine (internal combustion engine), 3 ... ECM, 4 ... FCM, 5 ... Electric fuel pump (FPM), 6 ... Fuel injection valve (injector), 7 ... Fuel pressure sensor, 8 ... Fuel Plumbing
Claims (5)
前記内燃機関が暖機状態で停止させるときに、前記燃料噴射弁による燃料噴射を停止した後、所定期間、前記電動式燃料ポンプの駆動を継続し、燃料配管内をベーパー対策用の燃料圧力に上昇させる、ことを特徴とする内燃機関の燃料供給装置。 In a fuel supply device for an internal combustion engine that variably controls the pressure of fuel pumped from an electric fuel pump toward a fuel injection valve in accordance with the operating state of the internal combustion engine,
When the internal combustion engine is stopped in a warm-up state, after the fuel injection by the fuel injection valve is stopped, the electric fuel pump is continuously driven for a predetermined period of time, and the fuel pipe is set to a fuel pressure for preventing vapor. A fuel supply device for an internal combustion engine characterized by being raised.
前記内燃機関が暖機状態では、暖機完了温度で燃料が気化する所定圧力よりも低い第１燃料圧力で前記燃料噴射弁に燃料を供給し、
前記内燃機関を暖機状態で停止させるときは、前記燃料噴射弁による燃料噴射を停止させた後、所定期間、前記電動式燃料ポンプの駆動を継続し、燃料配管内を前記所定圧力よりも高いベーパー対策用の第２燃料圧力に上昇させる、ことを特徴とする内燃機関の燃料供給方法。 In a fuel supply method for an internal combustion engine that variably controls the pressure of fuel pumped from an electric fuel pump toward a fuel injection valve in accordance with the operating state of the internal combustion engine,
When the internal combustion engine is in a warm-up state, fuel is supplied to the fuel injection valve at a first fuel pressure lower than a predetermined pressure at which fuel vaporizes at a warm-up completion temperature;
When stopping the internal combustion engine in a warm-up state, after stopping the fuel injection by the fuel injection valve, the electric fuel pump is continuously driven for a predetermined period, and the inside of the fuel pipe is higher than the predetermined pressure. A fuel supply method for an internal combustion engine, wherein the fuel pressure is raised to a second fuel pressure for vapor countermeasures.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014051659A JP6302710B2 (en) | 2014-03-14 | 2014-03-14 | Fuel supply apparatus and fuel supply method for internal combustion engine |
| PCT/JP2014/074444 WO2015136745A1 (en) | 2014-03-14 | 2014-09-16 | Device and method for supplying fuel in internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014051659A JP6302710B2 (en) | 2014-03-14 | 2014-03-14 | Fuel supply apparatus and fuel supply method for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2015175276A true JP2015175276A (en) | 2015-10-05 |
| JP6302710B2 JP6302710B2 (en) | 2018-03-28 |
Family
ID=54071213
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2014051659A Active JP6302710B2 (en) | 2014-03-14 | 2014-03-14 | Fuel supply apparatus and fuel supply method for internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP6302710B2 (en) |
| WO (1) | WO2015136745A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2019152162A (en) * | 2018-03-05 | 2019-09-12 | 株式会社デンソー | Fuel supply system |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10174704B2 (en) * | 2016-10-21 | 2019-01-08 | Ford Global Technologies, Llc | Systems and methods for controlling a fuel pump in start/stop and hybrid electric vehicles |
| JP2019190371A (en) * | 2018-04-25 | 2019-10-31 | 本田技研工業株式会社 | Control device for internal combustion engine |
| JP2022100039A (en) * | 2020-12-23 | 2022-07-05 | 愛三工業株式会社 | Fuel supply device |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006348908A (en) * | 2005-06-20 | 2006-12-28 | Fujitsu Ten Ltd | Engine control device, engine control system and engine control method |
| JP2010270598A (en) * | 2009-05-19 | 2010-12-02 | Denso Corp | Fuel pressure control device and fuel pressure control method for internal combustion engine |
| JP2013064391A (en) * | 2011-09-20 | 2013-04-11 | Toyota Motor Corp | Fuel injection control system for internal combustion engine |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6218675Y2 (en) * | 1980-08-15 | 1987-05-13 | ||
| JP3829035B2 (en) * | 1999-11-30 | 2006-10-04 | 株式会社日立製作所 | Engine fuel pressure control device |
| JP5905795B2 (en) * | 2012-08-03 | 2016-04-20 | トヨタ自動車株式会社 | Fuel pressure control device |
-
2014
- 2014-03-14 JP JP2014051659A patent/JP6302710B2/en active Active
- 2014-09-16 WO PCT/JP2014/074444 patent/WO2015136745A1/en active Application Filing
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006348908A (en) * | 2005-06-20 | 2006-12-28 | Fujitsu Ten Ltd | Engine control device, engine control system and engine control method |
| JP2010270598A (en) * | 2009-05-19 | 2010-12-02 | Denso Corp | Fuel pressure control device and fuel pressure control method for internal combustion engine |
| JP2013064391A (en) * | 2011-09-20 | 2013-04-11 | Toyota Motor Corp | Fuel injection control system for internal combustion engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2019152162A (en) * | 2018-03-05 | 2019-09-12 | 株式会社デンソー | Fuel supply system |
| US11480144B2 (en) | 2018-03-05 | 2022-10-25 | Denso Corporation | Fuel supply system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2015136745A1 (en) | 2015-09-17 |
| JP6302710B2 (en) | 2018-03-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4538851B2 (en) | In-cylinder injection internal combustion engine fuel pressure control device | |
| JP6302710B2 (en) | Fuel supply apparatus and fuel supply method for internal combustion engine | |
| JP2007056754A (en) | Spark ignition type internal combustion engine | |
| US20140251280A1 (en) | Control apparatus for internal combustion engine and control method for internal combustion engine | |
| KR102070486B1 (en) | Fuel injection control device for internal combustion engine | |
| US9845778B2 (en) | Control device for vehicle | |
| US20160363092A1 (en) | Vehicle | |
| JP2013231362A (en) | Fuel pressure control device | |
| JP2013245635A (en) | Fuel pressure control device | |
| JP2011231628A (en) | Method for correcting control of fuel injection and fuel injection controlling device | |
| JP2007224785A (en) | Fuel supply device | |
| JPH11315730A (en) | Fuel pressure controller of accumulation type fuel injection mechanism | |
| JP2014218972A (en) | Fuel pressure control device | |
| JP5126032B2 (en) | Fuel injection control device for internal combustion engine | |
| JP5708396B2 (en) | Fuel injection control system for internal combustion engine | |
| JP6160600B2 (en) | Vehicle control device | |
| JP2021105338A (en) | Control device of internal combustion engine | |
| JP2019143571A (en) | Control device of internal combustion engine | |
| JP2005155501A (en) | Fuel-injection control device of internal combustion engine | |
| JP6614751B2 (en) | Fuel injection control method and common rail fuel injection control device | |
| JP6233200B2 (en) | Fuel supply device for internal combustion engine | |
| WO2013153663A1 (en) | Fuel injection control system for internal combustion engine | |
| JP2015048722A (en) | Control device of internal combustion engine | |
| JP2016156355A (en) | Vehicular control device | |
| JP2020133592A (en) | Controller of internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20160913 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20170704 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20170904 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20180206 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20180305 |
|
| R150 | Certificate of patent or registration of utility model |
Ref document number: 6302710 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| S533 | Written request for registration of change of name |
Free format text: JAPANESE INTERMEDIATE CODE: R313533 |
|
| R350 | Written notification of registration of transfer |
Free format text: JAPANESE INTERMEDIATE CODE: R350 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |