JP3984446B2 - Control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an internal combustion engine mounted on an automobile or the like, and more particularly, to a control device for an internal combustion engine provided with a fuel supply pump that pumps fuel to an injector.
[0002]
[Prior art]
In recent years, in a spark ignition type internal combustion engine using a fuel such as gasoline, the fuel is pumped by a pump and directly injected into a combustion chamber to generate a flammable mixture in the vicinity of a spark plug to cause stratified combustion. Technology has been developed. This stratified combustion enables combustion with a substantially lean air-fuel ratio, so that the fuel consumption and exhaust gas performance of the internal combustion engine can be greatly improved.
[0003]
In an internal combustion engine that performs stratified combustion, it is necessary to control the fuel injection pressure to a desired value when switching between stratified combustion and homogeneous combustion or according to the operating conditions of the internal combustion engine. In response to this requirement, a technique described in Japanese Patent Laid-Open No. 11-324757 has been proposed. This technique is a feedback control in which the feedforward control amount set based on the fuel injection amount from the injector and the fuel pressure in the fuel pressure accumulation chamber (hereinafter referred to as a common rail) detected by the fuel pressure sensor coincide with the target pressure. The fuel pump discharge amount is controlled based on the amount, and as a result, the fuel pressure is controlled.
[0004]
However, since the fuel pressure in the common rail pulsates, the technique described in Japanese Patent Laid-Open No. 2000-324757 avoids the offset of the actual fuel pressure in a steady state and the fluctuation of the actual fuel pressure in a long cycle. However, for the purpose of ensuring the detection response of the actual fuel pressure, the weight in the weighted average process is set according to the rotational speed of the internal combustion engine.
[0005]
[Problems to be solved by the invention]
FIG. 13 shows the fuel pressure pulsation generation mechanism. Fuel pressure pulsation occurs when fuel is injected from the injector during the pump non-discharge period and the fuel pressure decreases. For this reason, the amount of fuel pressure decrease increases as the fuel injection amount increases, that is, the amplitude of fuel pressure pulsation increases.
[0006]
In the technique described in Japanese Patent Laid-Open No. 2000-324757, the fuel injection amount that causes the magnitude of the fuel pressure pulsation in the common rail is not taken into account. When the injection amount changes, it is affected by the pulsation of the actual fuel pressure, and the fuel pressure and the fuel injection amount from the injector cannot be accurately controlled.
[0007]
As described above, when the fuel pressure and the amount of fuel injected from the injector cannot be controlled with high accuracy, the particle size of the fuel injected from the injector becomes large, so that stable combustion cannot be obtained due to variations in the air-fuel ratio or the like. This will lead to deterioration of fuel consumption and exhaust gas performance.
[0008]
The present invention has been made in view of such problems, and its object is to focus on the fuel injection amount that causes the magnitude of the pulsation amplitude in the common rail of the fuel supply system. An object of the present invention is to provide a control device for an internal combustion engine that eliminates the influence of pressure pulsation and accurately controls the fuel pressure and the fuel injection amount from the fuel injection valve.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, a control device for an internal combustion engine according to the present invention comprises a reciprocating fuel pump for supplying injected fuel under pressure, a fuel pressure sensor for detecting fuel pressure, and a fuel injection valve for injecting fuel. And a fuel pressure input smoothing processing means for smoothing the detected fuel pressure with a weight according to the fuel injection amount injected from the fuel injection valve, and the fuel pump supplies fuel via a common rail. Supplying to the fuel injection valve, the fuel pressure sensor detects fuel pressure in the common rail, and the fuel pump is driven by the internal combustion engine.
[0010]
The control apparatus for an internal combustion engine according to the present invention eliminates the influence of the pulsation of the actual fuel pressure (actual fuel pressure) in the common rail and accurately determines the actual fuel pressure and the fuel injection amount from the fuel injection valve (injector). It is well controlled, which allows stable combustion and improved exhaust gas performance.
[0011]
Further, as a specific aspect of the control apparatus for an internal combustion engine of the present invention, the fuel pressure input smoothing processing means increases the weight for the past detection value as the fuel injection amount increases, The fuel pressure input smoothing processing means includes a table in which a weight is set and stored corresponding to the fuel injection amount, and the weight corresponding to the fuel injection amount at that time is retrieved from the table. The feature is that different items are set and stored for each control target.
[0012]
Furthermore, as another specific aspect of the control device for an internal combustion engine of the present invention, in calculating the fuel injection amount, an intake air amount or a discharge amount of the fuel pump is used as the fuel injection amount. Yes.
[0013]
Furthermore, as another aspect of the control apparatus for an internal combustion engine according to the present invention, the control apparatus compares the smoothed fuel pressure with a target fuel pressure calculated based on an operating state of the internal combustion engine. The discharge amount is feedback-controlled for each discharge stroke of the fuel pump, and the control signal of the fuel injection valve is corrected by the smoothed fuel pressure.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of a control device for an internal combustion engine provided with a fuel supply pump of the present invention will be described in detail with reference to the drawings.
[0015]
FIG. 1 shows the overall configuration of the control system of the internal combustion engine 507 of the present embodiment. The system is an in-cylinder injection internal combustion engine equipped with a high-pressure fuel pump 1 and has four cylinders. The intake air introduced into the cylinder 507b is taken from the inlet 502a of the air cleaner 502, and the operating state measuring means of the internal combustion engine 507 is measured. The air flow meter (air flow sensor) 503, which is one of the above, enters the collector 506 through the throttle body 505 in which the electric throttle valve 505a for controlling the intake flow rate is accommodated. The airflow sensor 503 outputs a signal indicating the intake air flow rate to a control unit 515 that is an internal combustion engine control device.
[0016]
The throttle body 505 is provided with a throttle sensor 504 that is one of the operating state measuring means of the internal combustion engine for detecting the opening degree of the electric throttle valve 505a, and its signal is also output to the control unit 515. It has become so.
The air sucked into the collector 506 is distributed to each intake pipe 501 connected to each cylinder 507b of the internal combustion engine 507, and then guided to the combustion chamber 507c of the cylinder 507b.
[0017]
On the other hand, fuel such as gasoline is primarily pressurized from the fuel tank 50 by the fuel pump 51, adjusted to a constant pressure (for example, 3 kg / cm 2) by the fuel pressure regulator 52, and increased to a higher pressure by the high-pressure fuel pump 1. Secondary pressurization (for example, 50 kg / cm 2) is performed and the pressure is fed to the common rail 53. The high-pressure fuel is injected from the injector 54 provided in each cylinder 507b into the combustion chamber 507c. The fuel injected into the combustion chamber 507c is ignited by the ignition plug 508 by the ignition signal that has been increased in voltage by the ignition coil 522.
[0018]
The cam angle sensor 511 attached to the camshaft of the exhaust valve 526 outputs a signal for detecting the phase of the camshaft to the control unit 515. Here, the cam angle sensor 511 may be attached to the camshaft on the intake valve 514 side. Further, in order to detect the rotation and phase of the crankshaft 507d of the internal combustion engine 507, a crank angle sensor 516 is provided on the axis of the crankshaft 507d, and its output is input to the control unit 515.
Further, an A / F sensor 518 provided upstream of the catalyst 520 in the exhaust pipe 519 detects exhaust gas and outputs a detection signal to the control unit 515.
[0019]
As shown in FIG. 2, the main part of the control unit 515 includes an MPU 603, a ROM 602, a RAM 604, an I / O LSI 601 including an A / D converter, and the like, and measures (detects) an operating state of the internal combustion engine 507. Are taken as inputs from various sensors including an airflow sensor 503, a fuel pressure sensor 56, a crank angle sensor 516, a cam angle sensor 511, a throttle sensor 504, and an air-fuel ratio sensor 518, and perform predetermined arithmetic processing. And outputs various control signals calculated as a result of the calculation, and supplies predetermined control signals to the injectors 54, the ignition coils 522, the low pressure fuel pump 510, the high pressure fuel pump 1 and the like that are the control targets. Fuel supply amount control, ignition timing control, and fuel pressure control by a fuel supply pump are executed.
[0020]
3 and 4 show the high-pressure fuel pump 1, FIG. 3 shows an overall configuration diagram of a fuel system including the high-pressure fuel pump 1, and FIG. 4 shows a longitudinal section of the high-pressure fuel pump 1. A plane view is shown.
The high-pressure pump 1 pressurizes fuel from the fuel tank 50 and pumps high-pressure fuel to the common rail 53. The high-pressure pump 1 includes a cylinder chamber 7, a pump chamber 8, and a solenoid chamber 9, and the cylinder chamber 7 Is disposed below the pump chamber 8, and the solenoid chamber 9 is disposed to the right of the pump chamber 8.
[0021]
The high-pressure fuel pump 1 is formed with a fuel suction passage 10, a discharge passage 11, and a pressurizing chamber 12. In the pressurizing chamber 12, the plunger 2 is slidably held. The intake passage 10 and the discharge passage 11 are provided with an intake valve 5 and a discharge valve 6, respectively, which are held in one direction by springs 5a and 6a, respectively, and serve as check valves that restrict the direction of fuel flow. . In addition, the solenoid chamber 9 is held in the pump chamber 8, and an engagement member 201 and a spring 202 are disposed on the solenoid 200 of the solenoid chamber 9. When the energization of the solenoid 200 is OFF, the engaging member 201 is biased by a spring 202 in a direction to open the suction valve 5. Since the biasing force of the spring 202 is larger than the biasing force of the suction valve spring 5a, the suction valve 5 is in an open state when the solenoid 200 is turned off.
[0022]
The fuel is led from the tank 50 to the fuel inlet of the high-pressure fuel pump 1 by the low-pressure pump 51, with a constant pressure adjusted by the pressure regulator 52. Thereafter, the fuel is pressurized by the high-pressure fuel pump 1 and is pumped into the common rail 53 through the fuel discharge passage 11. An injector 54, a relief valve 55, and a pressure sensor 56 are attached to the common rail 53. The number of injectors 54 corresponding to the number of cylinders of the internal combustion engine 507 is mounted, and fuel injection is controlled by a signal from the control unit 515 of the internal combustion engine 507. The relief valve 55 opens when the pressure in the common rail 53 exceeds a predetermined value, and prevents damage to the piping system.
[0023]
Next, the operation of the high-pressure fuel pump 1 having the above configuration will be described.
The lifter 3 provided at the lower end of the plunger 2 of the high-pressure fuel pump 1 is pressed against the cam 100 by a spring 4. The plunger 2 is reciprocated by the cam 100 rotated by the camshaft of the intake valve 514 or the exhaust valve 526 of the internal combustion engine 507 to change the volume in the pressurizing chamber 12. When the intake valve 5 is closed during the compression process of the plunger 2, the pressure in the pressurizing chamber 12 rises, whereby the discharge valve 6 is automatically opened and the fuel is pumped into the common rail 53.
[0024]
The suction valve 5 is automatically opened when the pressure in the pressurizing chamber 12 becomes lower than the fuel inlet, but the closing is determined by the operation of the solenoid 200. When the solenoid 200 is kept in the ON (energized) state, an electromagnetic force greater than the urging force of the spring 202 is generated, and the engaging member 201 is pulled toward the solenoid 202, so that the engaging member 201 and the suction valve 5 are separated. The In this state, the intake valve 5 is an automatic valve that opens and closes in synchronization with the reciprocating motion of the plunger 2. Accordingly, during the compression process, the suction valve 5 is closed, and the fuel corresponding to the volume reduction of the pressurizing chamber 12 pushes the discharge valve 6 and is pumped into the common rail 53. Therefore, the maximum discharge of the high-pressure fuel pump 1 is performed regardless of the responsiveness of the solenoid 200.
[0025]
On the other hand, when the solenoid 200 is kept OFF (non-energized), the engaging member 201 is engaged with the intake valve 5 by the urging force of the spring 202, and the intake valve 5 is held in the open state. Accordingly, even during the compression process, the pressure in the pressurizing chamber 12 is maintained at a low pressure that is substantially equal to that of the fuel introduction port, so that the discharge valve 6 cannot be opened, and the volume reduction of the pressurizing chamber 12 is reduced. The fuel is returned to the fuel inlet side through the intake valve 5. Therefore, the discharge amount of the high-pressure fuel pump 1 can be set to zero.
[0026]
Also, if the solenoid 200 is turned on during the compression process, the fuel is fed into the common rail 53 from this time. In addition, once the pressure feeding is started, the pressure in the pressurizing chamber 12 is increased, and thereafter, even if the solenoid 200 is turned off, the suction valve 5 is kept closed and automatically synchronized with the start of the suction process. Open the valve. Therefore, the discharge amount can be adjusted by the ON timing of the solenoid 200.
[0027]
As described above, the high-pressure fuel pump 1 of the present embodiment can variably control the discharge amount into the common rail 53 by controlling the ON time or the ON timing of the solenoid 200 in the compression process. Further, by calculating an appropriate discharge timing by the control unit 515 based on the signal from the pressure sensor 56 and controlling the solenoid 200, the pressure in the common rail 53 can be feedback controlled to the target fuel pressure.
[0028]
FIG. 5 shows an operation timing chart of the high-pressure fuel pump 1. The actual stroke (actual position) of the plunger 2 driven by the pump drive cam 100 is a curve as shown in FIG. 6, but in order to make it easy to understand the positions of the top dead center and the bottom dead center, The stroke of the plunger 2 is expressed linearly.
[0029]
FIG. 7 is a control block diagram of the fuel supply control of the control device for the internal combustion engine performed by the MPU 603 of the control unit 515 regarding the control of the high-pressure fuel pump 1.
The control device for the internal combustion engine is one aspect of a basic angle calculation means 701, a target fuel pressure calculation means 702, a fuel pressure input smoothing processing means 703, a fuel pressure difference default value calculation means 1501, and a drive signal for the solenoid 200. Pump control signal calculation means 1502 is provided.
[0030]
The basic angle calculation means 701 calculates the basic angle of the solenoid signal that turns on the solenoid 200 based on the operating state, and the target fuel pressure calculation means 702 calculates the optimal target fuel pressure for the operating point based on the operating state. To do. Further, the fuel pressure input smoothing processing means 703 performs a weighted average process so that the signal of the fuel pressure sensor 56 has a variable weight according to the fuel injection amount. Further, the pressure difference predetermined value calculation means 1501 calculates a predetermined pressure difference according to the operating state in order to determine the operation of the high-pressure fuel pump 1.
The pump control signal calculation means 1502 calculates and outputs a pump control signal based on each signal calculated by each means, and outputs it to the solenoid driving means 1503 to drive the solenoid.
[0031]
FIG. 8 is a block diagram showing basic processing of the pump control signal calculation means 1502.
The pump control signal calculation means 1502 is basically composed of a reference angle calculation means 704 for calculating the timing of the ON signal of the solenoid 200 and a pump signal energization time calculation means 706 for calculating the width of the ON signal. The calculating means 704 causes the smoothed fuel pressure to follow the target fuel pressure by the deviation between the target fuel pressure of the target fuel pressure calculating means 702 and the smoothed fuel pressure of the fuel pressure input smoothing processing means 703 to the basic angle of the basic angle calculating means 701. A reference angle is calculated by adding a variable feedback control amount. The final angle is calculated by adding the solenoid operation delay correction amount to the reference angle, and is input to the solenoid driving means 1503. The solenoid 200 is driven for the time calculated by the pump signal energization time calculating means 706.
[0032]
FIG. 9 shows an example of a timing chart of each signal in the four-cylinder internal combustion engine 507 of the present embodiment. Originally, the control unit 515 of the internal combustion engine 507 detects the top dead center position of each cylinder 507b on the basis of the signal from the cam angle sensor 511 (CAM signal) and the signal from the crank angle sensor 516 (CRANK signal). The injection and ignition timing control is performed, and the solenoid control of the high-pressure fuel pump 1 similarly detects the plunger stroke by a combination of two signals and outputs a solenoid control signal.
[0033]
The portion where the signal serving as the reference position of the CRANK signal indicated by the dotted line in FIG. 9 is missing is at a position shifted by a predetermined phase from the top dead center of CYL # 1 or the top dead center of CYL # 4. Then, when the CRANK signal is missing, it is determined whether the CAM signal is Hi or Lo and whether it is CYL # 1 side or CYL # 4 side.
[0034]
Further, the illustrated REF signal is generated based on the CRANK signal and the CAM signal, and is used as a reference signal for ignition, fuel injection, and solenoid control. FIG. 9 shows the plunger stroke, and solenoid control is performed based on this phase. Further, since the solenoid control signal shown in FIG. 9 includes the solenoid operation delay, after a certain time delay from the rise of the solenoid control signal, the discharge from the high-pressure fuel pump 1 is started and the solenoid control signal is raised. Since the suction valve 5 is pushed by the pressure in the pump chamber 12 of the high-pressure fuel pump 1, the discharge plunger stroke from the high-pressure fuel pump 1 is continued until the top dead center is reached.
[0035]
FIG. 10 shows each parameter such as the output start angle of the solenoid signal during pressure control by the control unit 515 and its energization time, and shows the operation timing of FIG. 9 in more detail. The output start angle STANG can be expressed as the following equation (1).
[0036]
[Expression 1]
STANG = REFANG − PUMRE (1)
Here, REFANG is a reference angle, and is calculated based on the operating state by the basic angle calculation means 701 in FIG. PUMRE is a pump delay angle, which represents the operation delay of the rod 201 from the start of energization of the solenoid, and is calculated by the solenoid operation delay correcting means 705 in FIG.
[0037]
Further, the pump phase control signal energization time TPUMKE is calculated based on the operating state by the pump phase control signal energization time calculation means 706 of FIG. The purpose of energizing the pump phase control signal for a specified time calculated based on the operating state is that the suction valve is controlled by the pressure in the pressurizing chamber 2 even when the electromagnetic force of the solenoid 200 is cut off and the rod 201 is engaged with the suction valve 5. This is because the rod is held until 5 can be closed.
[0038]
FIG. 11 is a control flowchart of the fuel pressure input smoothing processing means 703 of the control device for the internal combustion engine of the present embodiment. The processing in the fuel pressure input smoothing processing means 703 is executed every predetermined time. In step 1102, the detection signal of the fuel pressure sensor 56 is A / D converted and read into the control unit 515. In step 1103, the fuel injection amount at that time is read. FIG. 14 shows the relationship between the injector control signal pulse width and the fuel injection amount, and the fuel injection amount can be calculated from the injector control signal pulse width of FIG.
[0039]
The fuel injection amount here conceptually means the fuel injection amount, and may be replaced with a pump discharge amount or a parameter corresponding to the actual load of the internal combustion engine. There is also a method for calculating the fuel injection amount from the intake air amount and the air-fuel ratio.
In step 1104, a weight in the weighted average of the detected fuel pressure value is set based on the read fuel injection amount. In general, the weighted average is expressed by the following equation (2).
[0040]
[Expression 2]
Y = (1−α) · X + α · Y (−1) (2)
As the weight (α) with respect to the past detection value (Y (−1)) increases, the input value X is smoothed and output as a weighted average Y.
[0041]
The weight setting method includes a calculation method using a mathematical formula, a calculation method using a table, and a method of making a map with the engine speed. The weight set in accordance with the fuel injection amount is set so that the weight of the past detection value increases as the fuel injection amount increases in order to eliminate the influence of pulsation.
In step 1105, the detected value of the fuel pressure sensor 56 is weighted and averaged using a weight set according to the fuel injection amount. The idea here is to smooth the detected value, and is not limited to the weighted average.
[0042]
FIG. 12 shows a control flowchart in the case where the fuel pressure smoothed as described above is used for calculation of the control pulse width of the fuel injection of the injector. This process is executed every predetermined time.
[0043]
In step 1202, a fuel injection amount corresponding to the operating state of the internal combustion engine is calculated. In step 1203, the basic injector control signal pulse width is calculated based on the injector characteristics shown in FIG. Since the fuel injection amount corresponding to the basic pulse width varies depending on the injection fuel pressure, the basic pulse width becomes the injector control signal pulse width at a fixed fuel pressure. In step 1205, a fuel pressure correction coefficient set according to the smoothed fuel pressure read in step 1204 is calculated. The fuel pressure correction coefficient is set so that the required fuel injection amount is obtained regardless of the injection fuel pressure. In step 1206, the injector control signal pulse width is calculated using the fuel pressure correction coefficient. The smoothed fuel pressure read in Step 1204 can be calculated with a weight different from the weight set in Step 1104 of FIG. This is realized by having an individual weight table, and the required value for the influence of the pulsation of the fuel pressure used for pump control and the fuel pressure used for calculating the injector control pulse width is different, so that the control is performed with higher accuracy.
[0044]
15 and 16 show a pump control amount, a pump fuel discharge amount, a fuel pressure correction amount of injected fuel, and a fuel injection in the control of a control device for an internal combustion engine equipped with a high-pressure fuel pump. FIG. 15 shows the state of control of a control device for an internal combustion engine equipped with a conventional high-pressure fuel pump, and FIG. 16 shows the high-pressure fuel pump of this embodiment. 2 shows the control state of the control device for the internal combustion engine.
[0045]
As understood from FIGS. 15 and 16, when both are greatly affected by pulsation, the pump discharge amount and the fuel injection amount fluctuate, but the internal combustion engine provided with the high-pressure fuel pump of the present embodiment. Since the engine control device has a smaller variation in fuel pressure than the conventional control device, the pump F / B control amount can be reduced, so that the fluctuation range of the pump discharge amount can be reduced. In addition, since the fluctuation of the fuel pressure correction amount of the injected fuel can be reduced, the fluctuation range of the fuel injection amount can be reduced.
[0046]
As described above, the control device for the internal combustion engine of the present embodiment can reduce the influence of the fuel pressure pulsation of the high pressure pump discharge amount and the fuel injection amount, and can accurately control the fuel pressure and the fuel injection amount from the injector. This contributes to stable combustion and improved exhaust gas performance.
Although one embodiment of the present invention has been described in detail above, the present invention is not limited to the above-described embodiment, and various designs can be used without departing from the spirit of the present invention described in the claims. It can be changed.
[0047]
【The invention's effect】
As can be understood from the above description, the control device for an internal combustion engine of the present invention can accurately control the fuel pressure and the fuel injection amount from the injector, thereby ensuring stable combustion and exhaust gas. Performance is improved.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of an internal combustion engine control system including a high-pressure fuel pump, which is a control apparatus for an internal combustion engine according to an embodiment of the present invention.
2 is an internal configuration diagram of the control device of FIG. 1;
3 is an overall configuration diagram of a fuel system of the high-pressure fuel pump in FIG. 1. FIG.
4 is a longitudinal sectional view of the high-pressure fuel pump of FIG.
FIG. 5 is an operation timing chart of the high-pressure fuel pump of FIG.
6 is a supplementary explanatory diagram of an operation timing chart of the high-pressure fuel pump of FIG. 5. FIG.
7 is a basic control block diagram of the control device for the internal combustion engine of FIG. 1; FIG.
FIG. 8 is a detailed control block diagram of the control device for the internal combustion engine of FIG. 7;
9 is a timing chart of each output signal and the operation of the high-pressure fuel pump when the control device for the internal combustion engine of FIG. 1 is a four-cylinder internal combustion engine.
FIG. 10 is a timing chart of the output start angle of the solenoid signal of the high-pressure fuel pump during the fuel pressure control by the control device for the internal combustion engine of FIG.
11 is a control flowchart of fuel pressure input smoothing processing means of the control device for the internal combustion engine of FIG. 1;
FIG. 12 is a control flowchart for use in calculating a fuel injection control pulse width of the control device for the internal combustion engine of FIG. 1;
FIG. 13 is an explanatory diagram of the cause of occurrence of fuel pressure pulsation in a high-pressure fuel pump of an internal combustion engine.
FIG. 14 is a diagram showing a relationship between an injector control pulse width and a fuel injection amount of a control device for an internal combustion engine.
FIG. 15 shows a pump control amount, a pump fuel discharge amount, a fuel pressure correction amount of injected fuel, and a fuel injection amount in accordance with a change in fuel pressure (fuel pressure) in control of a control device for an internal combustion engine equipped with a conventional high-pressure fuel pump. The figure which showed the state of.
16 shows a pump control amount, pump fuel discharge amount, fuel pressure correction amount of injected fuel, and fuel injection in the control of the control device for the internal combustion engine having the high-pressure fuel pump of FIG. The figure which showed the state of quantity.
[Explanation of symbols]
1 ... High pressure fuel pump
2 ... Plunger
3 ... Lifter
5 ... Suction valve
6 ... Discharge valve
7 ... Cylinder chamber
8 ... Pump room
9 ... Solenoid room
12 ... Pressurizing chamber
56 ... Fuel pressure sensor
100 ... Cam
200: Fuel supply pump solenoid
201 ... engaging member
507 ... Internal combustion engine
515 ... Control unit (control device)
701: Basic angle calculation means
702 ... Target fuel pressure calculation means
703 ... Fuel pressure input smoothing processing means
704: Reference angle calculation means
705 ... Solenoid operation delay correction means
706: Pump signal energization time calculation means
1501 .. Pressure difference predetermined value calculation means
1502 ..Pump control signal calculation means
1503 .. Solenoid drive means

Claims (9)

A control device for an internal combustion engine, comprising: a reciprocating fuel pump that supplies pressure of injected fuel; a fuel pressure sensor that detects fuel pressure; and a fuel injection valve that injects fuel;
The control device includes fuel pressure input smoothing processing means for performing a smoothing process so that a weight for a past detected value increases as the fuel injection amount of the detected fuel pressure injected from the fuel injection valve increases. Prepared ,
A control apparatus for an internal combustion engine, characterized in that a pulse width of fuel injection is calculated according to the fuel pressure subjected to the smoothing processing by the fuel pressure input smoothing processing means . The fuel pump is configured to supply fuel to the fuel injection valve through the common rail, the fuel pressure sensor is described in claim 1, characterized in that for detecting the fuel pressure in the common rail the control device of an internal combustion engine. The control device for an internal combustion engine according to claim 1, wherein the reciprocating fuel pump is driven by the internal combustion engine. The fuel pressure input smoothing processing means includes a table storing weights set corresponding to the fuel injection amount, and searches the table for weights corresponding to the fuel injection amount at that time. Item 4. The control device for an internal combustion engine according to any one of Items 1 to 3 . The control device for an internal combustion engine according to claim 4 , wherein the table stores different settings depending on each control object. Wherein when calculating the fuel injection amount control apparatus for an internal combustion engine according to any one of claims 1 to 5, which comprises using an intake air amount as the fuel injection amount corresponding. Wherein when calculating the fuel injection amount control apparatus for an internal combustion engine according to any one of claims 1 to 5, which comprises using a discharge amount of the fuel pump as the fuel injection amount corresponding. The control device, wherein a smoothing process Gana fuel pressure is compared with the target fuel pressure calculated based on the operating state of the internal combustion engine, the discharge amount feedback control for each discharge stroke of the fuel pump The control device for an internal combustion engine according to any one of claims 1 to 7 , characterized in that: Control apparatus for an internal combustion engine according to any one of claims 1 to 8, characterized in that to correct the control signal of the fuel injection valve by the fuel pressure which the is Gana smoothed.

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