JP4453773B2 - Fuel injection device, fuel injection system, and fuel injection device abnormality determination method - Google Patents

Description

  The present invention relates to a fuel injection system and a fuel injection system abnormality determination method including a fuel injection valve that injects fuel distributed from a pressure accumulating vessel.

  Conventionally, a fuel injection device of a common rail type that accumulates fuel used for combustion of an engine (internal combustion engine) in a high-pressure state in a common rail (pressure accumulator), distributes fuel from the common rail toward each cylinder, and injects the fuel from a fuel injection valve. It has been known. This type of conventional device detects the pressure of fuel accumulated by a pressure sensor (rail pressure sensor) attached to a common rail, and based on the detection result, a fuel supply system such as a fuel pump that supplies fuel to the common rail is provided. It is common to control the driving of the various devices that are configured (see Patent Document 1).

  In the fuel injection device described in Patent Literature 1, the injection amount Q is controlled by controlling the valve opening time Tq of the fuel injection valve. And even if the fuel injection valve is the same type, there are individual differences in the relationship between the valve opening time and the injection amount. Therefore, before the fuel injection valve is shipped from the factory, its injection characteristics (Tq-Q characteristics) are tested. ing. The injection characteristic obtained by the test is stored in the QR code (registered trademark) as individual difference information, and the QR code is attached to the fuel injection valve.

The individual difference information stored in the QR code is read by the scanner device, and then stored in the engine ECU that controls the operating state of the engine. Then, in a state after shipment from the factory in which the fuel injection valve is mounted on the engine, the engine ECU controls the valve opening time Tq using the stored individual difference information, thereby controlling the injection amount Q.
JP 2006-200378 A

  However, in recent years, in addition to controlling the injection amount Q by one valve opening in an engine mounted state after factory shipment, injection other than the injection amount Q such as the actual injection start timing and the maximum injection rate arrival timing of the injection is performed. It is required to control the state in detail. That is, even if the injection amount Q is the same, if the injection state such as the actual injection start timing and the maximum injection rate arrival timing is different, the combustion state of the engine is different, and consequently the engine output torque and the exhaust state are different.

  In particular, in a fuel injection device that performs multistage injection in which fuel is injected a plurality of times per combustion cycle in a diesel engine, when controlling the injection state, an injection state other than the injection amount Q (for example, actual injection start timing or maximum injection rate reached) Detailed control is also required for the timing and the like.

  On the other hand, in the device described in Patent Document 1 in which only the Tq-Q characteristic is tested and stored as individual difference information of the fuel injection valve, the individual difference cannot be grasped for the injection state other than the injection amount Q. Therefore, it is difficult to control with high accuracy up to the injection state other than the injection amount Q.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a fuel injection device and a fuel injection system capable of controlling the injection state of a fuel injection valve in detail and with high accuracy. Another object of the present invention is to provide an abnormality determination method for a fuel injection device capable of controlling the injection state in detail and with high accuracy.

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

According to the first aspect of the present invention, a fuel injection valve that injects fuel distributed from an accumulator that accumulates fuel, a pressure sensor that is attached to the fuel injection valve and detects fuel pressure, and is attached to the fuel injection valve And an IC memory in which individual difference information indicating the injection characteristic of the fuel injection valve obtained by a test using the pressure sensor is stored, and the individual difference information is a fuel injection start from the injection hole. From the first parameter (K1) required to calculate the injection response delay time (T1) and the injection response delay time (T1) until the time when the detected pressure of the pressure sensor fluctuates as the fuel injection starts , La, ΔT10), it includes injection response delay information representing at least one of them.

  By the way, the pressure of the fuel in the injection hole of the fuel injection valve varies as the fuel is injected. And the pressure fluctuation in such an injection hole and an injection state (for example, an actual injection start time, the maximum injection rate arrival time, etc.) have a strong correlation. The inventor has focused on this point, and has studied to detect in detail the injection state other than the injection amount Q by detecting the pressure fluctuation. However, in the device described in Patent Document 1, the pressure sensor (rail pressure sensor) is attached to the pressure accumulating vessel because it aims to detect the fuel pressure in the accumulating vessel. Therefore, the pressure fluctuation caused by the injection is attenuated in the pressure accumulating container. Therefore, it is difficult for such a conventional apparatus to accurately detect the pressure fluctuation.

In contrast, in the present invention, since the pressure sensor is attached to the fuel injection valve , the pressure fluctuation at the injection hole can be detected before being attenuated in the pressure accumulating vessel. Therefore, since the pressure fluctuation caused by the injection can be accurately detected, the injection state can be detected in detail using the detection result. Thereby, the injection state of the fuel injection valve can be controlled in detail and with high accuracy.

  Here, when the pressure fluctuation generated in the injection hole is detected by the pressure sensor, there is a response delay in the time from the pressure fluctuation occurring in the injection hole until the pressure fluctuation is propagated to the pressure sensor. Therefore, when the injection state is to be detected using the detection result of the pressure sensor as described above, the injection state is determined from the detection result in consideration of the response delay time (injection response delay time (T1)). It is necessary to estimate. However, even with the same type of fuel injection valve, such an injection response delay time (T1) has individual differences due to the mounting position of the pressure sensor (the length of the fuel flow path from the injection hole to the pressure sensor), etc. Occurs.

Therefore, in the present invention, as the individual difference information obtained by the test performed for each fuel injection valve, the injection response delay time from the start of fuel injection from the injection hole to the time when the detected pressure fluctuates accompanying the start of fuel injection occurs. Injection response delay information representing (T1) and the like is stored in the IC memory . Therefore, for example, if the injection response delay time (T1) or the like is tested before the fuel injection valve is shipped from the factory and the test result is stored in the IC memory as individual difference information, the injection may cause individual differences. With respect to the response delay time (T1), the injection state can be controlled using individual difference information obtained as a result of testing in advance. Therefore, the injection state of the fuel injection valve can be controlled with high accuracy.

Further, there are individual differences in detection characteristics of the pressure sensor, and the output voltage may be different even at the same pressure. Therefore, when performing the above test before shipment from the factory, if a test is performed using a pressure sensor that is different from the pressure sensor provided in the fuel injection device, the detection characteristics of the pressure sensor that is actually used during operation of the internal combustion engine are reflected in the individual difference information. Will not be. On the other hand, according to the present invention, “the individual difference information includes injection response delay information representing an injection response delay time (T1) until a change in pressure detected by the pressure sensor occurs”. With the configuration requirements. That is, the individual difference information obtained as a result of the combination of the detected pressure of the pressure sensor provided in the fuel injection device and the fuel injection valve is used. Therefore, the detection characteristic of the pressure sensor actually used during operation of the internal combustion engine is reflected in the individual difference information, so that the injection state of the fuel injection valve can be controlled with high accuracy.
In the first aspect of the invention, since the pressure sensor is attached to the fuel injection valve, the pressure sensor used in the injection characteristic test before factory shipment is different from the corresponding fuel injection valve. It is possible to prevent assembly work such as assembly to the valve. And compared with the case where a pressure sensor is attached to piping which connects a pressure accumulation container and a fuel injection valve, the attachment position of a pressure sensor becomes a position near the injection hole of a fuel injection valve. Therefore, the pressure fluctuation at the injection hole can be detected more accurately as compared with the case where the pressure fluctuation after the pressure fluctuation at the injection hole is attenuated by the pipe is detected.
Furthermore, in the invention described in claim 1, since the individual difference information is stored in the IC memory, the storage capacity can be easily increased as compared with the QR code (registered trademark) used conventionally, which is preferable.
According to a second and a fourth aspect of the present invention, the fuel injection valve has an inlet through which the fuel distributed from the pressure accumulating vessel flows, and a leak hole that is opened and closed by the control valve and returns the fuel that has flowed into the fuel tank. A control chamber is formed, and the fuel injection valve is configured to control an operation of a needle valve that opens and closes the injection hole by adjusting a fuel pressure in the control chamber by an opening and closing operation of the control valve; The individual difference information includes a leak response delay time (Ta) from a start of fuel leak from the leak hole to a time when a change in the detected pressure of the pressure sensor accompanying the start of the fuel leak occurs, and the leak response delay time ( Leakage response delay information representing at least one of the first parameters (K, Lb) necessary for calculating Ta) is included.
According to these, as the individual difference information obtained by the test, the leak response delay time (Ta) from the start of the fuel leak from the leak hole to the time when the detected pressure of the pressure sensor changes due to the start of the fuel leak And the like are stored in the IC memory. Therefore, for example, if the leak response delay time (Ta) or the like is tested before shipping the fuel injection valve to the factory and the test result is stored in the IC memory as individual difference information, leaks that may cause individual differences. With respect to the response delay time (Ta), the injection state can be controlled using individual difference information obtained as a result of testing in advance. Therefore, the injection state of the fuel injection valve can be controlled with high accuracy.

According to a sixth aspect of the present invention, the individual difference information includes the first parameter, and an injection start command is issued for a master fuel injection valve and a master sensor different from the fuel injection valve and the pressure sensor to be tested. In the case where the command-detection delay time from when the signal is output to when the detected pressure of the master sensor changes due to the start of fuel injection from the injection hole is a known reference time, the first parameter At least one is a command-detection error amount (see symbol ΔT10 in FIG. 13) between the command-detection delay time and the reference time obtained by a test on the fuel injection valve and pressure sensor to be tested. It is characterized by that.

According to this, if the injection characteristics of the master fuel injection valve and the master sensor (hereinafter simply referred to as “master device”) are measured in advance and set as known values, the known values and the command-detection error amount (ΔT10) Based on the above, the response delay time (T1) of the fuel injection valve to be tested can be calculated. As a specific example of the known value, an injection-detection delay time (a symbol T1m in FIG. 13) from the start of fuel injection to the time when the detected pressure of the pressure sensor fluctuates with the start of fuel injection from the injection hole. Reference). In this case, the response delay time (T1) can be calculated by adding the injection-detection delay time (T1m) of the master device to the command-detection error amount (ΔT10) stored in the IC memory .

Furthermore, according to the sixth aspect of the present invention, a suitable value obtained by adapting various parameters used for various controls of the internal combustion engine for the master device is measured, and a command-detection error amount (ΔT10) stored in the IC memory. If the adaptive value is corrected according to the above, the adaptive value for the fuel injection valve to be tested can be easily obtained. Specific examples of the various parameters include an engine speed NE and an optimal injection pattern (injection amount, injection timing, injection amount and injection timing of each stage in multi-stage injection, etc.) with respect to the engine load.

In the seventh aspect of the invention, for the master fuel injection valve and the master pressure sensor, the command-injection delay time from the output of the injection start command signal to the start of the fuel injection is a known reference invalid time The individual difference information is obtained from an invalid error amount between the command-injection delay time and the reference invalid time obtained by a test on the fuel injection valve and the pressure sensor to be tested, or the command-detection error amount. A sensor error amount obtained by subtracting the invalid error amount is included.

Here, the command-detection error amount includes an invalid error amount due to variations in individual differences among fuel injection valves and sensor error amounts due to variations in mounting positions of pressure sensors and variations in individual differences among pressure sensors. Yes. In the example of FIG. 13, since the invalid error amount is zero, command-detection error amount ΔT10 = sensor error amount ΔT10. Therefore, according to the invention of claim 7, in which an invalid error amount or a sensor error amount is stored in the IC memory in addition to the command-detection error amount ΔT10, the invalid error amount and the sensor error amount included in the command-detection error amount. Can be acquired as information, so that the injection state of the fuel injection valve can be controlled in more detail and with high accuracy.

As of claim 8, wherein, as a specific example of the first parameter required to calculate the injection response time delay (T1) (K, La) , the flow path length from the injection hole to the pressure sensor (La) Is mentioned. Also, as in claim 3 and 5, wherein, as a specific example of the second parameter required to calculate the leak response time delay (Ta) (K, Lb) , the flow path from the leak hole to said pressure sensor Long (Lb). Also, as in claim 9 wherein, as a specific example of the first or second parameter required to calculate the injection response time delay (T1) or the leak response time delay (Ta), high-pressure fuel to the pressure accumulator The bulk elastic modulus (K) of the fuel for the entire fuel in the fuel path from the discharge port of the high-pressure pump that supplies the fuel to the injection hole is mentioned.

  Hereinafter, an example in which the injection response delay time (T1) is calculated using the flow path length (La) and the bulk modulus (K) will be described. Assuming that the fuel flow velocity is v, the injection response delay time (T1) can be expressed by the equation T1 = La / v, and the flow velocity v can be calculated based on the bulk modulus (K). Similarly, the leak response delay time (Ta) can be expressed by a calculation formula of Ta = Lb / v, and the flow velocity v can be calculated based on the bulk modulus (K).

  Here, the volume elastic modulus is “ΔP = K · ΔV / V” (K: volume elastic modulus, ΔP: amount of pressure change associated with volume change of fluid, V: volume, ΔV: volume for pressure change in a predetermined fluid. V is a coefficient K that satisfies the relational expression (volume change from V), and the reciprocal of this coefficient K corresponds to the compression ratio.

According to a tenth aspect of the present invention, there is provided a control device that controls the operation of the fuel injection valve by using the individual difference information, and the fluctuation of the detected pressure of the pressure sensor accompanying the start of injection after outputting the injection start command signal When the injection command response delay time until the occurrence of the fuel injection exceeds a preset upper limit time, the control device determines occurrence of an abnormality. For this reason, when it is determined that an abnormality has occurred, it is possible to cope with the occurrence of an abnormality such as, for example, controlling the injection state without using the injection response delay information or the like, so that the robustness of the pressure sensor can be improved.

In the invention of claim 11 , the injection response delay information is tested under a plurality of patterns of test conditions with different supply pressures of fuel to the fuel injection valves, and a plurality of information is associated with each of the plurality of patterns. It is memorized. According to this, even if the injection response delay information is different depending on the fuel supply pressure to the fuel injection valve, the injection state can be controlled using the injection response delay information corresponding to the supply pressure in controlling the injection state. The state can be controlled with high accuracy.

When the pressure sensor is attached to the fuel injection valve as described above, the invention according to claim 12 is attached to the fuel inlet of the fuel injection valve, and the invention according to claim 13 is characterized in that the fuel injection valve is provided inside the fuel injection valve. A fuel pressure is detected in the internal fuel passage from the fuel inlet of the fuel injection valve to the injection hole.

  As described above, when the fuel sensor is attached to the fuel inlet, the attachment structure of the pressure sensor can be simplified as compared with the case where the fuel sensor is attached inside the fuel injection valve. On the other hand, when installed inside the fuel injection valve, the pressure sensor is installed closer to the injection hole of the fuel injection valve than in the case where it is installed at the fuel inlet. Can be detected.

In a fourteenth aspect of the present invention, the fuel passage from the pressure accumulator vessel to the fuel inlet of the fuel injection valve is provided with an orifice that attenuates the pressure pulsation of the fuel in the pressure accumulator vessel, and the pressure sensor It is arrange | positioned in the fuel flow downstream of an orifice, It is characterized by the above-mentioned. Here, when a pressure sensor is arranged on the upstream side of the orifice, the pressure fluctuation after the pressure fluctuation at the injection hole is attenuated by the orifice is detected. On the other hand, according to the invention described in claim 14 , since the pressure sensor is arranged on the downstream side of the orifice, it is possible to detect the pressure fluctuation in the state before being attenuated by the orifice, and to reduce the pressure fluctuation at the injection hole. It can be detected more accurately.

According to a fifteenth aspect of the present invention, there is provided a fuel injection system comprising: the fuel injection device according to the above invention; and a pressure accumulation container that accumulates fuel and distributes the accumulated fuel to the plurality of fuel injection valves. is there. According to this fuel injection system, the various effects described above can be exhibited in the same manner.

By the way, the present inventors adopt the abnormality determination method of means 1 and means 2 described below for the fuel injection device including the pressure sensor disposed on the side closer to the injection hole with respect to the pressure accumulating container as described above. By doing so, it was recalled that the abnormality of the fuel injection device can be easily determined.

That is, the means 1 tests the injection response delay time (see symbol T1 in FIG. 5) from the start of fuel injection from the injection hole to the time when the detected pressure of the pressure sensor fluctuates as the fuel injection starts. And an abnormality determination procedure for determining that the abnormality is present when the injection response delay time (T1) measured in the measurement procedure is longer than a preset threshold value. It is characterized by.

When the pressure sensor mounting position variation or the pressure sensor individual difference variation is larger than the allowable range, the injection response delay time (T1) becomes longer than the threshold value, and therefore the means 1 having the measurement procedure and the abnormality determination procedure. Therefore, it is possible to easily determine such an abnormality of the pressure sensor. Examples of the place where these procedures are performed include a manufacturing factory before shipping the fuel injection valve to the factory, and a service factory that performs various repairs and inspections after shipping to the market.

In means 2 ,
Detection of the master sensor accompanying the start of fuel injection from the injection hole after the injection start command signal is output for the master fuel injection valve and master sensor other than the fuel injection valve and pressure sensor to be subjected to abnormality determination A first measurement procedure for measuring, by a test, a reference time (see symbol T10m in FIG. 13), which is a command-detection delay time until pressure fluctuation occurs,
A second measurement procedure for measuring the command-detection delay time (see symbol T10 in FIG. 13) by a test for a fuel injection valve and a pressure sensor to be subjected to abnormality determination;
When the error amount (ΔT10) between the command-detection delay time (T10) measured in the second measurement procedure and the reference time (T10m) is larger than a preset threshold value, the abnormality is determined. An abnormality determination procedure for determining,
It is characterized by having.

When the pressure sensor mounting position variation or pressure sensor individual difference variation exceeds the allowable range, or the command-injection delay time (invalid time) due to the individual difference variation of the fuel injection valve exceeds the allowable range If the difference is larger, the error amount (ΔT10) between the command-detection delay time (T10) and the reference time (T10m) is larger than the threshold value, and therefore the first measurement procedure, the second measurement procedure, and the abnormality determination procedure are included. According to the means 2 , it is possible to easily determine such an abnormality of the pressure sensor or the fuel injection valve. Examples of the place where these procedures are performed include a manufacturing factory before shipping the fuel injection valve to the factory, and a service factory that performs various repairs and inspections after shipping to the market.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments embodying a fuel injection device and a fuel injection system according to the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are denoted by the same reference numerals in the drawings, and the description of the same reference numerals is used.

(First embodiment)
The apparatus of the present embodiment is mounted on a common rail fuel injection system that targets, for example, a four-wheeled vehicle engine (internal combustion engine), and high pressure fuel (for example, injection) directly into a combustion chamber in an engine cylinder of a diesel engine. It is used when jetting (direct jetting) gas oil (pressure “1000 atm” or higher).

  First, an outline of a common rail fuel injection system (vehicle engine system) according to the present embodiment will be described with reference to FIG. In the present embodiment, a multi-cylinder (for example, in-line 4-cylinder) engine is assumed. Specifically, it is a 4-stroke reciprocating diesel engine (internal combustion engine). 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 intake, compression, combustion, and exhaust for each of the four cylinders # 1 to # 4 are performed. One combustion cycle of the four strokes is executed 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 (fuel injection valve) 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 controls the fuel pressure (measured by the pressure sensor 20a) in the common rail 12 (pressure accumulating container) by adjusting the amount of current supplied to the intake regulating valve 11c and controlling the fuel discharge amount of the fuel pump 11 to a desired value. Feedback control (for example, PID control) to a target value (target fuel pressure). 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.

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

Here, the fuel tank 10 is a tank (container) for storing fuel (light oil) of the target engine. 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 the fuel pump 11, the fuel discharge from the pump 11 is adjusted by adjusting the drive current amount (and consequently the valve opening) of the intake adjustment valve 11 c (for example, a normally-on type adjustment valve that opens when not energized). The amount can be controlled to a desired value.

  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 the fuel sent to the pressurizing chamber is obtained by reciprocating predetermined plungers (for example, three plungers) in the axial direction by eccentric cams (not shown). The pump is configured to sequentially pump 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 10b is pressurized (suppressed) to the common rail 12. The common rail 12 stores the fuel pumped from the fuel pump 11 in a high pressure state and distributes and supplies the fuel to the injectors 20 of the cylinders # 1 to # 4 through the high pressure pipes 14 provided for the respective cylinders. . The fuel discharge ports 21 of these injectors 20 (# 1) to (# 4) are connected to a pipe 18 for returning excess fuel to the fuel tank 10, respectively. In addition, an orifice 12 a (fuel pulsation reducing means) is provided between the common rail 12 and the high pressure pipe 14 to attenuate the pressure pulsation of the fuel flowing from the common rail 12 to the high pressure pipe 14.

  FIG. 2 shows a detailed structure of the injector 20. The four injectors 20 (# 1) to (# 4) basically have the same structure (for example, the structure shown in FIG. 2). Each of the injectors 20 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 transmitted through the hydraulic chamber Cd (control chamber). Done. As shown in FIG. 2, the injector 20 is configured as a normally closed type fuel injection valve that is in a closed state when not energized.

  The high pressure fuel sent from the common rail 12 flows into the fuel inlet 22 formed in the housing 20e of the injector 20, a part of the high pressure fuel that flows in flows into the hydraulic chamber Cd, and the other flows into the injection hole 20f. It flows toward. A leak hole 24 that is opened and closed by the control valve 23 is formed in the hydraulic chamber Cd. When the leak hole 24 is opened by the control valve 23, the fuel in the hydraulic chamber Cd passes through the fuel discharge port 21 from the leak hole 24. Returned to the fuel tank 10.

  When fuel is injected from the injector 20, the control valve 23 is operated in accordance with the energized state (energized / non-energized) with respect to the solenoid 20b constituting the two-way solenoid valve. The pressure of Cd (corresponding to the back pressure of the needle valve 20c) is increased or decreased. As the pressure increases or decreases, the needle valve 20c reciprocates (up and down) in the housing 20e according to or against the extension force of the spring 20d (coil spring). ) Is opened and closed in the middle thereof (specifically, a tapered seat surface on which the needle valve 20c is seated or separated based on the reciprocating motion).

  Here, drive control of the needle valve 20c is performed through on / off control. That is, a pulse signal (energization signal) for instructing on / off is sent from the ECU 30 to the drive portion (the above-described two-way electromagnetic valve) of the needle valve 20c. When the pulse is turned on (or off), the needle valve 20c is lifted up to open the injection hole 20f, and when the pulse is turned off (or on), the needle valve 20c is lifted down to close the injection hole 20f.

  Incidentally, the pressure increasing process of the hydraulic chamber Cd is performed by supplying fuel from the common rail 12. On the other hand, the decompression process of the hydraulic chamber Cd is performed by opening the leak hole 24 by operating the control valve 23 by energizing the solenoid 20b. Thereby, the fuel in the hydraulic chamber Cd is returned to the fuel tank 10 through the pipe 18 (FIG. 1) connecting the injector 20 and the fuel tank 10. That is, the operation of the needle valve 20c that opens and closes the injection hole 20f is controlled by adjusting the fuel pressure in the hydraulic chamber Cd by the opening and closing operation of the control valve 23.

  In this way, the injector 20 opens and closes the injector 20 by opening and closing (opening / closing) the fuel supply passage 25 to the injection hole 20f based on a predetermined reciprocation within the valve body (housing 20e). And a needle valve 20c for closing the valve. In the non-driving state, the needle valve 20c is displaced to the closing side by a force constantly applied to the valve closing side (extension force by the spring 20d), and in the driving state, driving force is applied. As a result, the needle valve 20c is displaced toward the valve opening side against the extension force of the spring 20d. At this time, the lift amount of the needle valve 20c changes substantially symmetrically between the non-driven state and the driven state.

  The injector 20 is provided with a pressure sensor 20a (see also FIG. 1) for detecting fuel pressure. Specifically, the fuel inlet 22 formed in the housing 20e and the high-pressure pipe 14 are connected by a jig 20j, and the pressure sensor 20a is attached to the jig 20j. At the stage of shipping the injector 20 from the manufacturing factory, the jig 20j, the pressure sensor 20a, and an IC memory 26 (see FIG. 1 and FIG. 4) to be described later are shipped attached to the injector 20.

  By attaching the pressure sensor 20a to the fuel inlet 22 of the injector 20 in this way, it is possible to detect the fuel pressure (inlet pressure) at the fuel inlet 22 at any time. Specifically, the output of the pressure sensor 20a can detect (measure) the variation pattern of the fuel pressure accompanying the injection operation of the injector 20, the fuel pressure level (stable pressure), the fuel injection pressure, and the like.

  The pressure sensor 20a is provided for each of the plurality of injectors 20 (# 1) to (# 4). And based on the output of these pressure sensors 20a, the fluctuation pattern of the fuel pressure accompanying the injection operation of the injector 20 can be detected with high accuracy for a predetermined injection (details will be described later).

  A vehicle (not shown) (for example, a four-wheel passenger car or a truck) is provided with various sensors for vehicle control in addition to the above sensors. For example, on the outer peripheral side of the crankshaft 41 that is the output shaft of the target engine, a crank angle sensor 42 (for example, an electromagnetic pickup) that outputs a crank angle signal at every predetermined crank angle (for example, in a cycle of 30 ° CA) is provided on the crankshaft. 41 is provided for detecting the rotational angle position, rotational speed (engine rotational speed), and the like. Further, an accelerator sensor 44 that outputs an electric signal corresponding to the state (displacement amount) of the accelerator pedal is provided to detect the amount of operation (depression amount) of the accelerator pedal by the driver.

  In such a system, the ECU 30 is a part that functions as the fuel injection device of the present embodiment and performs engine control mainly as an electronic control unit. The ECU 30 (engine control ECU) includes a well-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 according to the above, By operating various actuators such as the intake adjustment valve 11c and 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 includes a CPU (basic processing unit) that performs various calculations, a RAM as a main memory that temporarily stores data during the calculation, calculation results, and the like, and a ROM as a program memory. An EEPROM as a data storage memory, a backup RAM (a memory that is constantly powered by a backup power source such as an in-vehicle battery after the main power supply of the ECU 30 is stopped), and the like. The ROM stores various programs related to engine control including a program related to the fuel injection control, 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.

  In the present embodiment, the ECU 30 satisfies the torque (required torque) to be generated on the output shaft (crankshaft 41) at that time, based on various sensor outputs (detection signals) input at any time, and thus satisfies the required torque. The fuel injection amount for calculating is calculated. Thus, by variably setting the fuel injection amount of the injector 20, torque (generated torque) generated through fuel combustion in each cylinder (combustion chamber), and eventually output to the output shaft (crankshaft 41). 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 target 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, with reference to FIG. 3, a basic processing procedure of the fuel injection control according to the present embodiment will be described. 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 (actual value measured by the crank angle sensor 42) and fuel pressure (actual value measured by the fuel pressure sensor 20a) are shown. Furthermore, the accelerator operation amount (actual value measured by the accelerator sensor 44) by the driver at that time is read.

  In subsequent step S12, an injection pattern is set based on the various parameters read in step S11. 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 41) (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 a predetermined map (an injection control map, which may be a mathematical expression) stored in the ROM and a correction coefficient, for example. More specifically, for example, an optimum injection pattern (adapted value) is obtained in advance for the assumed range of the predetermined parameter (step S11) and written in the injection control 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 injection control map shows the relationship between these parameters and the optimal injection pattern.

  Then, the injection pattern acquired in the injection control map is corrected based on a separately updated correction coefficient (for example, stored in the EEPROM in the ECU 30) (for example, “set value = value on the map / correction coefficient”). To obtain a command signal for the injector 20 corresponding to the injection pattern to be injected at that time. The correction coefficient (strictly, a predetermined coefficient among a plurality of types of coefficients) is sequentially updated during operation of the internal combustion engine by a separate process.

  It should be noted that, for the setting of the injection pattern (step S12), each map provided separately for each element (the number of injection stages, etc.) of the injection pattern may be used, or several elements of these injection patterns may be used. Alternatively (for example, all) maps created together may be used.

  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.

  Next, the procedure for creating the injection control map used in step S12 described above will be described.

  This map for injection control is created based on the result of testing in advance before the injector 20 is shipped from the factory. A series of procedures for creating the injection control map will be described. First, the test (injection characteristic test) is performed for each of the injectors 20 (# 1) to (# 4), and the injector 20 obtained by the test is performed. The individual difference information indicating the injection characteristics is stored in each IC memory 26 (storage means). Thereafter, individual difference information is transmitted from each IC memory 26 to the ECU 30 via the communication means 31 (see FIGS. 1 and 4) provided in the ECU 30. The transmission may be non-contact wireless transmission or wired transmission.

  The injection characteristic test is performed in the manner shown in FIG. That is, the tip of the injector 20 is placed in the container 50. Thereafter, high pressure fuel is supplied to the fuel inlet 22 of the injector 20 to inject fuel into the container 50 from the injection hole 20f. At this time, the high-pressure fuel may be supplied using the fuel pump 11 shown in FIG. 1 or may be supplied using the test fuel pump 52 shown in FIG. Further, the high pressure pipe 14 and the common rail 12 shown in FIG. 1 do not need to be connected to the pressure sensor 20a attached to the injector 20, and the high pressure is supplied from the fuel pump 11 (or the test fuel pump 52) to the pressure sensor 20a. Fuel may be supplied directly.

  A strain gauge 51 is provided on the inner peripheral surface of the container 50. The strain gauge 51 detects a pressure that changes due to the fuel injected by the test injection, and outputs the detected value to the measuring instrument 53. The measuring instrument 53 includes a control unit composed of a microcomputer or the like, and calculates the fuel injection rate from the injector 20 based on the detected value (injection pressure) of the strain gauge 51 using the control unit. The command signal input to the solenoid 20b of the injector 20 is output from the measuring instrument 53 as shown in FIG. A detection value (detection pressure) detected by the pressure sensor 20 a is input to the measuring device 53.

  Instead of calculating the change in the injection rate based on the injection pressure detected by the strain gauge 51, the change in the injection rate may be estimated from the content of the injection command. In this case, the strain gauge 51 can be dispensed with.

  FIG. 5 shows changes over time of various values in the above test. FIG. 5 (a) shows a change in command signal (drive current) input to the solenoid 20b, FIG. 5 (b) shows a change in injection rate, FIG. 5C shows a change in the detected pressure by the pressure sensor 20a. The test result is a result when the injection hole 20f is opened and closed once.

  In the present embodiment, such a test is performed under a plurality of patterns of test conditions in which the fuel supply pressure to the fuel inlet 22 (pressure P0 before P1 in FIG. 5C) is different from each other. This is because the variation in the injection characteristics is not uniquely determined by the individual difference of the injectors 20. That is, the variation in the injection characteristics also changes depending on the fuel supply pressure (pressure in the common rail 12). Therefore, in this embodiment, by using actually measured values when the fuel supply pressure is variously set, variations in injection characteristics due to individual differences are compensated while appropriately taking into account the influence of the fuel supply pressure.

  The change in the injection rate shown in FIG. 5B will be described. First, after the energization of the solenoid 20b is started at the time of reference Is, the injection rate changes as the fuel starts to be injected from the injection hole 20f. Ascent starts at point R3. That is, actual injection is started. Thereafter, the maximum injection rate is reached at the change point R4, and the increase in the injection rate is stopped. This is because the needle valve 20c starts to lift up at the time point R3, and the lift-up amount becomes maximum at the time point R4.

  The “change point” in this specification is defined as follows. That is, the second order differential value of the injection rate (or the detected pressure of the pressure sensor 20a) is calculated, and the extreme value of the waveform indicating the change in the second order differential value (the point at which the change is maximum), that is, the second order differential value waveform. Is an inflection point of the waveform of the injection rate or detected pressure.

  Next, after the energization to the solenoid 20b is cut off at the time of the symbol Ie, the injection rate starts to decrease at the change point R7. Thereafter, at the change point R8, the injection rate becomes zero, and the actual injection ends. This is because the needle valve 20c starts to be lifted down at the time point R7, is completely lifted down at the time point R8, and the injection hole 20f is closed.

  The change in the detected pressure of the pressure sensor 20a shown in FIG. 5C will be described. The pressure P0 before the change point P1 is the fuel supply pressure as the test condition. First, after the drive current flows to the renoid 20b, the injection is performed. Before the rate starts at the time point R3, the detected pressure decreases at the change point P1. This is due to the fact that the control valve 23 opens the leak hole 24 at the time point P1, and the hydraulic chamber Cd is decompressed. Thereafter, when the hydraulic chamber Cd is sufficiently depressurized, the descent from P1 is temporarily stopped at the change point P2.

  Next, as the injection rate starts increasing at the time point R3, the detected pressure starts decreasing at the change point P3. Thereafter, as the injection rate reaches the maximum injection rate at the time point R4, the decrease in the detected pressure stops at the change point P4. Note that the amount of decrease from the change points P3 to P4 is larger than the amount of decrease from P1 to P2.

  Next, the detected pressure rises at the change point P5. This is due to the fact that the control valve 23 closes the leak hole 24 at the time point P5 and the hydraulic chamber Cd is subjected to the pressure increasing process. Thereafter, when the hydraulic chamber Cd is sufficiently increased in pressure, the rise from P5 is temporarily stopped at the change point P6.

  Next, as the injection rate starts decreasing at the time point R7, the detected pressure starts increasing at the change point P7. Thereafter, as the injection rate becomes zero at the time point R8 and the actual injection ends, the increase in the detected pressure stops at the change point P8. The amount of increase from the change point P7 to the change point P8 is larger than the amount of increase from P5 to P6. The detected pressure after P8 is attenuated while repeating descending and rising at a constant cycle Tb (see FIG. 8).

  In creating the injection control map, first, based on the injection characteristics obtained from the test results shown in FIG. 5 (that is, the detected pressure change and the injection rate change shown in FIG. 5), individual difference information A1 to A7, B1, which will be described later. B2, C1 to C3 are calculated. The calculated individual difference information is stored in the IC memory 26. Thereafter, the individual difference information stored in the IC memory 26 is transmitted to the ECU 30, and the ECU 30 creates (adjusts) an injection control map based on the individual difference information.

<About individual difference information A1-A7>
Next, the contents of the individual difference information A1 to A7 will be described in detail, and the procedure of calculating the individual difference information A1 to A7 and writing to the IC memory 26 will be described with reference to FIGS. . In the present embodiment, the calculation work and the writing work (work shown in FIGS. 6 and 7) are executed by a measurement operator using the measuring device 53. Note that the measuring instrument 53 may automatically execute a series of operations corresponding to FIGS. 6 and 7.

  Here, the pressure sensor 20 a is attached to the injector 20. That is, the pressure sensor 20a is disposed on the fuel flow downstream side (the side closer to the injection hole 20f) with respect to the common rail 12 in the fuel passage from the common rail 12 to the injection hole 20f. For this reason, in the waveform of the detected pressure of the pressure sensor 20a, fluctuations resulting from the change in the injection rate that cannot be obtained when attached to the common rail 12 can be obtained as information. Such a variation in the detected pressure has a strong correlation with a change in the injection rate, as can be seen from the test results of FIG. Therefore, based on this correlation, it is possible to estimate the actual change in the injection rate from the fluctuation of the detected pressure waveform.

  Individual difference information A1-A7 pays attention to acquiring the correlation with such an injection rate change and the fluctuation | variation of a detected pressure. In other words, the individual difference information A1 to A7 indicates the change in the injection rate (injection state) from the change point R3 to R8 when the fuel is injected from the injector 20, and the detected pressure of the pressure sensor 20a caused by the injection. It is information representing the relationship with fluctuations (changes from P1 to P8).

  In the operation of FIG. 6, first, the detected pressure P0 at the time Is when the energization of the solenoid 20b is started is acquired (S10). Next, the pressure at the change point P3 resulting from the actual injection start R3 among the detected pressures is acquired, and an elapsed time T1 (first time from the actual injection start time R3 (first reference time) until the change point P3 appears. 1 hour) is measured (S20). Next, the pressure difference P0-P3 is calculated as the amount of decrease in the detected pressure caused by the leak from the energization start time Is until the actual injection starts (S30). Next, the relationship between the elapsed time T1 and the pressure difference P0-P3 is set as individual difference information A1, and the individual difference information A1 is written and stored in the IC memory 26 (S40).

  The individual difference information A2 to A4 is also stored in the IC memory 26 by the same procedure (S21 to S41, S22 to S42, S23 to S43). Specifically, the pressure at the change points P4, P7, P8 caused by the maximum injection rate arrival R4, the injection rate lowering start R7, and the actual injection end R8, among the detected pressures, is acquired, and the actual injection start time point R3 is acquired. Elapsed time T2 (second time), T3 (third time), T4 (fourth time) from when (second, third, fourth reference time) until change points P4, P7, P8 appear is measured. (S21-23).

  Next, the pressure difference P3-P4 is calculated as the amount of decrease in the detected pressure caused by leakage and injection from the energization start time Is until the maximum injection rate is reached (S31). Further, the pressure difference P3-P7 is calculated as the amount of change in the detected pressure that has occurred from the energization start time Is to the start of the decrease in the injection rate (S32). Further, the pressure difference P3-P8 is calculated as the amount of change in the detected pressure that occurs from the energization start time Is to the end of actual injection (S33). The pressure differences P0-P3, P3-P4, P3-P7 are positive values indicating a pressure drop, and the pressure differences P3-P8 are negative values indicating a pressure increase.

  Next, the relationship between the elapsed time T2 and the pressure difference P3-P4 is the individual difference information A2, the relationship between the elapsed time T3 and the pressure difference P3-P7 is the individual difference information A3, and the elapsed time T4 and the pressure difference P3-P8. And the individual difference information A2 to A4 is written and stored in the IC memory 26 (S41, S42, S43). As described above, the operation shown in FIG. 6 executed before the injector 20 is shipped from the factory is completed.

  In the operation of FIG. 7, first, the detected pressure P0 at the time Is when the energization of the solenoid 20b is started is acquired (S50). Next, the pressure at the change point P3 resulting from the actual injection start R3 is acquired from the detected pressure (S60). Next, the pressure at the change point P4 resulting from the maximum injection rate arrival R4 among the detected pressures is acquired, and the change point P4 from the time when the change point P3 caused by the actual injection start R3 appears (fifth reference time). The period T5 (injection rate increase period) until the occurrence of the is measured (S70). Next, the pressure decrease rate Pα (Pα = (P3−P4) / T5) is calculated based on the acquired pressure at the change points P3 and P4 and the period T5. Then, the relationship between the injection rate increase rate Rα and the pressure decrease rate Pα is set as individual difference information A5, and the individual difference information A5 is written and stored in the IC memory 26 (S80).

  The individual difference information A6 is also stored in the IC memory 26 by the same procedure (S71, S72). Specifically, the pressure at the change points P7 and P8 caused by each of the injection rate lowering start R7 and the actual injection end R8 among the detected pressures is acquired, and the changing point P7 caused by the injection rate lowering start R7 appears. A period T6 (injection rate lowering period) from the time point (sixth reference time) until the change point P8 appears is measured (S71). Next, the pressure decrease rate Pγ (Pγ = (P7−P8) / T6) is calculated based on the pressures at the obtained change points P7 and P8 and the period T6. Then, the relationship between the drop rate Rγ of the injection rate and the pressure increase rate Pγ is set as individual difference information A6, and the individual difference information A6 is written and stored in the IC memory 26 (S81).

  Further, it occurred at a time T5 (fifth time) from the time when the change point P3 caused by the actual injection start R3 appeared (fifth reference time) to the time when the change point P4 caused by the maximum injection rate arrival R4 appeared. The amount of decrease Pβ in the detected pressure is calculated. Since this drop amount Pβ is the same as the pressure difference P3-P4, the value of the pressure difference P3-P4 calculated in the work shown in S41 of FIG. 6 may be used as the value of the drop amount Pβ. Then, the relationship between the calculated drop amount Pβ and the maximum injection rate Rβ is set as individual difference information A7, and the individual difference information A7 is written and stored in the IC memory 26.

<About individual difference information B1, B2>
Next, the contents of the individual difference information B1, B2 will be described in detail. The calculation work of the individual difference information B1 and B2 and the writing work to the IC memory 26 are executed using the measuring instrument 53 in the same manner as the individual difference information A1 to A7.

  Here, the pressure sensor 20 a is attached to the injector 20. That is, the pressure sensor 20a is disposed on the fuel flow downstream side (the side closer to the injection hole 20f) with respect to the common rail 12 in the fuel passage from the common rail 12 to the injection hole 20f. For this reason, in the waveform of the detected pressure of the pressure sensor 20a, fluctuations resulting from the change in the injection rate that cannot be obtained when attached to the common rail 12 can be obtained as information.

  Then, in detecting the pressure fluctuation generated in the injection hole 20f in this way by the pressure sensor 20a, the time until the pressure fluctuation is propagated to the pressure sensor 20a after the pressure fluctuation occurs in the injection hole 20f, as shown in FIG. As can be seen from the test results, a response delay (injection response delay time T1) occurs. Similarly, a response delay (leak response delay time Ta) occurs from the start of the fuel leak from the leak hole 24 to the time when the detected pressure of the pressure sensor 20a varies due to the start of the fuel leak.

  In addition, in the injection response delay time T1 and the leak response delay time Ta, even in the same type of injector 20, the attachment position of the pressure sensor 20a, that is, the fuel flow path length La from the injection hole 20f to the pressure sensor 20a (see FIG. 2), the fuel flow path length Lb (see FIG. 2) from the leak hole 24 to the pressure sensor 20a, the cross-sectional area of the fuel flow path, and the like cause individual differences. Therefore, the accuracy of injection control can be improved based on at least one of the injection response delay time T1 and the leak response delay time Ta when creating an injection control map or performing fuel injection control.

  The individual difference information B1, B2 focuses on obtaining such an injection response delay time T1 and a leak response delay time Ta. That is, the individual difference information B1 is information representing the injection response delay time T1 from the time point R3 when the actual injection is started to the time point when the change point P3 due to the actual injection start R3 appears. Since the injection response delay time T1 is the same as the elapsed time T1 (first time), the value of the elapsed time T1 calculated in the operation shown in S20 of FIG. 6 may be used as the value of the injection response delay time T1.

  The individual difference information B2 is information representing the leak response delay time Ta from the time point Is when energization to the solenoid 20b is started to the time point when the change point P1 due to the start of fuel leak from the leak hole 24 appears. In the present embodiment, it is assumed that the time Is when the leak is actually started is the same as the time when the energization of the solenoid 20b is started. The injection response delay time T1 and the leak response delay time Ta calculated in this way are used as individual difference information B1 and B2, and these individual difference information B1 and B2 are written and stored in the IC memory 26.

  Instead of detecting the injection response delay time T1 in the operation S20 as described above, the bulk elastic modulus K and the fuel flow path lengths La and Lb described below are measured, and the bulk elastic modulus K and the fuel are measured. The injection response delay time T1 may be calculated from the flow path length La, and the leak response delay time Ta may be calculated from the bulk elastic modulus K and the fuel flow path length Lb.

  The bulk modulus K is the bulk modulus of fuel for the fuel in the entire fuel path from the discharge port 11e of the high-pressure pump 11a to the injection holes 20f of the injectors 20 (# 1) to (# 4). It is. The bulk modulus K is “ΔP = K · ΔV / V” (K: bulk modulus, ΔP: amount of pressure change accompanying fluid volume change, V: volume, ΔV: The coefficient K satisfies the relational expression (volume change from volume V), and the reciprocal of this coefficient K corresponds to the compression ratio.

  Hereinafter, an example of calculating the injection response delay time T1 using the flow path length La and the bulk modulus K will be described. Assuming that the fuel flow velocity is v, the injection response delay time T1 can be expressed by the equation T1 = La / v, and the flow velocity v can be calculated based on the bulk modulus K. Similarly, the leak response delay time Ta can be expressed by a calculation formula of Ta = Lb / v, and the flow velocity v can be calculated based on the bulk modulus K.

  Thus, since the injection response delay time T1 and the leak response delay time Ta can be calculated using the bulk modulus K and the fuel flow path lengths La and Lb as parameters, the injection response delay time T1 and the leak response delay time Ta can be calculated. Instead, these parameters K, La, and Lb may be stored in the IC memory 26 as individual difference information B1 and B2. The bulk modulus K corresponds to “first parameter and second parameter” recited in the claims, the fuel flow path length La is “first parameter”, and the fuel flow path length Lb is “second parameter”. It corresponds to.

<About individual difference information C1-C3>
Next, the contents of the individual difference information C1 to C3 will be described in detail with reference to FIGS. The calculation work of the individual difference information C1 to C3 and the writing work to the IC memory 26 are executed using the measuring instrument 53 in the same manner as the individual difference information A1 to A7. FIG. 8 shows the test results obtained in the same manner as FIG. 5. In FIGS. 9 to 12, (a) is a timing chart showing a command signal (drive current) for the injector 20, and (b) is the command signal. 6 is a timing chart showing a fluctuation waveform of a detected pressure based on the graph.

  Here, it is necessary to pay attention to the following points when performing multi-stage injection control in which fuel is injected a plurality of times per combustion cycle. That is, in the fluctuation pattern corresponding to the n-th injection after the first injection in the fluctuation waveform, the injection is performed among the fluctuation waveforms caused by the m-th injection before the n-th injection (the first injection in the present embodiment). After completion, the variation pattern of the corresponding part (the part indicated by the one-dot chain line Pe in FIG. 8) is superimposed (interfered). Hereinafter, the variation pattern is referred to as a post-injection variation pattern Pe.

  More specifically, in the case where the injection is performed twice as shown in FIG. 9, the energized pulse shown by the solid line L2a in FIG. 9A corresponds to the solid line L2b in FIG. 9B. The fluctuation waveform shown in FIG. That is, of the two injections shown in the figure, in the vicinity of the injection start timing of the latter-stage injection (the latter-stage injection), the fluctuation pattern caused only by this latter-stage injection and the fluctuation pattern of the former-stage injection (the former-stage injection) Are interfering with each other, and it is difficult to recognize a variation pattern caused only by the latter-stage injection.

  As shown in FIG. 10, when only the pre-stage injection is performed, the fluctuation waveform shown by the solid line L1b in FIG. 10 (b) is obtained with respect to the energized pulse shown by the solid line L1a in FIG. 10 (a). ing. FIG. 11 shows the fluctuation waveforms in FIG. 9 (solid lines L2a and L2b) and the fluctuation waveforms in FIG. 10 (broken lines L1a and L1b) in an overlapping manner. Then, by subtracting the fluctuation waveform L1b of FIG. 10 from the fluctuation waveform L2b of FIG. 9 (subtracting the corresponding portions, respectively), the fluctuation pattern (solid line L2c) resulting from only the post-stage injection is extracted as shown in FIG. can do.

  Individual difference information C1-C3 is information required in order to extract the fluctuation pattern L2c resulting only from back | latter stage injection. In other words, this is information related to the post-injection fluctuation pattern Pe described above in the fluctuation waveform of the pressure detected by the pressure sensor 20a caused by one fuel injection from the injection hole 20f. Referring to FIG. 8, the individual difference information C1 is information representing the amplitude S of the post-injection variation pattern Pe, and the individual difference information C2 is information representing the cycle T7 of the post-injection variation pattern Pe.

  Further, the individual difference information C3 is a cycle shorter than the cycle of the sine waveform Px with respect to the sine waveform (the waveform indicated by the dotted line Px in FIG. 8) calculated from the amplitude S and the cycle T7 of the post-injection variation pattern Pe. This is information representing a partial pulsation pattern that appears (the waveform shown by the solid line Py in FIG. 8). For example, as a specific example, the subtraction amount at each corresponding location obtained by subtracting the pulsation pattern Py from the sine waveform Px (subtracting the corresponding location respectively) is used as the individual difference information C3. Further, information regarding attenuation such as the attenuation rate of the post-injection variation pattern Pe may be used as individual difference information.

  In addition, when the value included in each individual difference information A1-A7, B1, B2, C1-C3 exceeds the preset upper limit value, it is desirable to determine that abnormality has occurred. For example, when the values such as the amplitude S and the period T7 related to the post-injection variation pattern Pe exceed the upper limit values, an abnormality occurrence determination is performed by the measuring instrument 53 or the like.

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

  (1) The injection response delay time T1 and the leak response delay time Ta are stored in the IC memory 26 as individual difference information B1 and B2. Therefore, injection control can be performed by reflecting these individual difference information B1 and B2 in the injection control map. Therefore, the injection state of the injector 20 can be controlled in detail and with high accuracy compared to the conventional apparatus that stores the Tq-Q characteristic as individual difference information and performs injection control using the Tq-Q characteristic.

  (2) Changes in injection rate (injection state) from actual injection start time R3 to actual injection end time R8, and fluctuations in pressure detected by pressure sensor 20a accompanying the injection (changes from P1 to P8) ) Are stored in the IC memory 26. Therefore, since the individual difference information A1 to A7 can be reflected in the injection control map to perform the injection control, the injection state of the injector 20 can be controlled in detail and with high accuracy.

  (3) Information regarding the post-injection variation pattern Pe is stored in the IC memory 26 as individual difference information C1 to C3. Therefore, since the individual difference information B1 and B2 can be reflected in the injection control map and the injection control can be performed, the injection state of the injector 20 can be controlled in detail and with high accuracy.

  (4) In performing a test for acquiring individual difference information, in a state where a plurality of injectors 20 (# 1 to # 4) are mounted on the engine, the corresponding injectors 20 (for example, # 1 injectors) and pressures respectively. The test is performed in combination with the sensor 20a (for example, # 1 pressure sensor). Therefore, since the detection characteristics of the pressure sensor 20a actually used during engine operation are reflected in the individual difference information A1 to A7, the injection state of the fuel injection valve can be controlled with high accuracy.

  (5) The pressure sensor 20 a is attached to the injector 20. Therefore, the pressure sensor (for example, # 1 injector) used in the injection characteristic test before factory shipment is different from the injector 20 (# 2 to # 4) different from the corresponding injector 20 (for example, # 1 injector). It is possible to prevent erroneous assembly work such as assembly. In addition, the attachment position of the pressure sensor 20a is closer to the injection hole 20f than the case where the pressure sensor 20a is attached to the high-pressure pipe 14 that connects the common rail 12 and the injector 20. Therefore, it is possible to more accurately detect the pressure fluctuation at the injection hole 20f than when detecting the pressure fluctuation after the pressure fluctuation at the injection hole 20d is attenuated by the high-pressure pipe 14.

(Second Embodiment)
In this embodiment, a master injector and a master sensor (hereinafter collectively referred to simply as a master device) other than the injector 20 and the pressure sensor 20a to be tested are prepared, and the characteristics of the master device are It is previously measured by a test as a reference characteristic (reference time). Then, with respect to the characteristics of the injector 20 and the pressure sensor 20a to be tested (hereinafter simply referred to as “test target device”), an error amount from the reference characteristic is measured, and the measured error amount is measured as individual difference information. Is stored in the IC memory 26 (storage means).

  The configuration of the master injector is the same as that of the test target injector 20 in design, and the mounting position of the pressure sensor to the master injector is also identical in design to the mounting position of the pressure sensor 20a in the test target injector 20. However, due to the individual difference between these injectors, the individual difference of the pressure sensor 20a, the pressure sensor 20a mounting position variation, etc., the above-described injection response delay time T1 varies, and such variation is treated as the above characteristic. ing.

  Hereinafter, the reference characteristic and the error amount will be described with reference to FIG.

  A dashed line in FIG. 13C represents the result of performing the measurement operation of FIG. 4 on the master device. In the example of FIG. 13, the detected pressure change of the master sensor is the test target pressure sensor 20a indicated by the solid line. The phase is shifted so as to change at an earlier timing than the detected pressure change (see FIGS. 13A and 13C). Reference numerals P1m, P3m, P4m, P7m, and P8m in FIG. 13 (c) indicate the change points of the detected pressure change of the master sensor, and the change points P1, P3, P4, P7 of the test target pressure sensor 20a. Each corresponds to P8.

  Further, in the example of FIG. 13, the invalid injection time Tnom of the master injector and the test for the invalid injection time Tno from the energization start time Is (the time when the injection start command signal is output) to the actual injection start time R3 to the solenoid 20b. The invalid injection time Tno of the target injector 20 is the same (see FIGS. 13A and 13B).

  Then, with respect to the master device, the command-detection delay from the energization start time Is to the solenoid 20b (the time when the injection start command signal is output) to the time P3m at which the detected pressure of the pressure sensor 20a varies with the start of fuel injection. The time T10m is set as a reference time in this embodiment. Then, such a reference time T10m is measured in advance for the master device, and the command-detection delay time T10 is also measured for the test target device including the test target injector 20 and the test target pressure sensor 20a. Then, an error amount ΔT10 of the command-detection delay time T10 of the test target device with respect to the master device reference time T10m is calculated as a command-detection error amount and stored in the IC memory 26.

  Here, regarding the above-described injection control map, first, an injection control map is created so as to obtain an appropriate value obtained by performing various tests on the master device. Next, the injection control map adapted for the master device is corrected according to the command-detection error amount ΔT 10 stored in the IC memory 26. Specifically, the injection pattern stored in the injection control map is corrected so as to advance or retard according to the command-detection error amount ΔT10.

  As described above, according to the present embodiment, if the command-detection delay time T10 is measured for the test target apparatus, the injection control map can be corrected to an appropriate value, so the injection shown in FIG. It is not necessary to measure the rate for the injector 20 under test. Therefore, the workability of creating the injection control map can be improved.

(Third embodiment)
In the present embodiment, in addition to the creation of the injection control map in the second embodiment, abnormality detection is also performed on the test target device.

  The work relating to this abnormality detection is performed by a measurement operator using the measuring instrument 53 shown in FIG. 4, and the work procedure is shown in FIG. Note that this work is performed at a manufacturing factory before the injector 20 with the pressure sensor 20a attached thereto is shipped to the factory, a service factory that performs various repairs and inspections after market shipment, or the like.

  First, in the procedure M10 (first measurement procedure), for the master injector (master device) with the master sensor attached, the command-injection delay time Tnom from the energization start time Is to the fuel injection start time R3 is invalidated as a reference. While measuring as time, the above-mentioned reference time T10m is measured.

  Next, in the procedure M11 (second measurement procedure), the previously described command-injection delay time Tno (invalid time) and command-with respect to the test symmetrical injector 20 (test target device) with the test target pressure sensor 20a attached thereto. The detection delay time T10 is measured.

  Next, in step M12, an error amount ΔT10 of the command-detection delay time T10 of the test target device with respect to the reference time T10m of the master device is calculated, and an error of the invalid time Tno of the test target device with respect to the reference invalid time Tnom of the master device. The amount ΔTno is calculated.

  Next, in the procedure M13 (abnormality determination procedure), when the error amount ΔT10 of the command-detection delay time T10 is larger than a preset threshold thT10, it is determined that the test target device is abnormal. In addition, it is determined whether the abnormality is the injector 20 or the pressure sensor 20a as described below.

  That is, the error amount ΔT10 of the command-detection delay time T10 includes an invalid error amount due to the individual difference variation of the injector 20, and a sensor error amount due to the mounting position variation of the pressure sensor 20a and the individual difference variation of the pressure sensor 20a. And are included. In view of this point, in step M13, it is determined which of the injector 20 and the pressure sensor 20a is abnormal based on the error amount ΔT10 of the command-detection delay time T10 and the error amount ΔTno of the invalid time Tno. For example, when it is determined that the device under test is abnormal and the error amount ΔTno of the invalid time Tno is smaller than a preset threshold, it is determined that the abnormal location is the pressure sensor 20a.

  As described above, according to the present embodiment, it is possible to easily determine whether or not the fuel injection device to be tested is abnormal, and it is also possible to easily determine whether or not the abnormal location is the pressure sensor 20a. In the present embodiment, when the determination of the abnormal location is not performed, it is unnecessary to measure the injection rate for the test target device.

(Fourth embodiment)
FIG. 15 shows the procedure of the abnormality detection work according to this embodiment. The abnormality detection operation is performed by a measurement operator using the measuring instrument 53 shown in FIG. 4, and the manufacturing factory before shipping the injector 20 with the pressure sensor 20 a attached thereto, or after market shipment. Implemented at service factories that perform various repairs and inspections.

  First, in the procedure M20 (measurement procedure), the above-described injection response delay time T1 (see FIG. 5) is measured for the test symmetrical injector 20 (test target device) in a state where the test target pressure sensor 20a is attached. Next, in the procedure M21 (abnormality determination procedure), when the measured injection response delay time T1 is longer than a preset threshold value, it is determined that the test target pressure sensor 20a is abnormal. Therefore, according to this embodiment, the presence or absence of abnormality of the test target pressure sensor 20a can be easily determined.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and the characteristic structures of the above embodiments may be arbitrarily combined. For example, you may implement as follows.

  Along with the decrease or increase of the detected pressure, the variation with respect to the change may be stored in the IC memory 26 as the individual difference information A8. That is, for example, as a result of performing the test shown in FIG. A specific example is to store such variation amounts together with the individual difference information A1 to A7.

  As information about the post-injection variation pattern Pe, the starting point at which the post-injection variation pattern Pe is started may be stored in the IC memory 26 as the individual difference information C4 together with the individual difference information C1 to C3. The starting point is preferably a change point P8 resulting from the end of actual injection in a fluctuation waveform of the pressure detected by the pressure sensor 20a caused by one fuel injection from the injection hole 20f.

  In the above embodiment, the first to fourth reference times are set as the actual injection start time R3, but may be other times. The fifth and sixth reference times may be different from those in the above embodiment. The period from the time when the change point P7 appears until the time when the change point P8 appears is set as the injection rate decrease period T6, and the pressure decrease rate Pγ is calculated based on the pressure decrease amount in the injection rate decrease period T6. Another period included between P7 and P8 may be an injection rate decrease period, and the pressure decrease rate Pγ may be calculated based on the pressure decrease amount during the injection rate decrease period. Similarly, another period included between P3 and P4 may be set as the injection rate increase period, and the pressure increase rate Pα may be calculated based on the pressure increase amount during the injection rate increase period.

  In the above embodiment, the IC memory 26 is employed as the storage means for storing the individual difference information, but other storage devices such as a QR code (registered trademark) may be employed.

  In the above embodiment, the IC memory 26 (storage means) is attached to the injector 20, but it may be attached to a part other than the injector 20. However, when the injector 20 is shipped from the factory, it is desirable that the injector 20 and the storage means are assembled together.

  A piezo drive injector may be used instead of the electromagnetic drive injector 20 illustrated in FIG. Further, a fuel injection valve that does not cause a pressure leak from the leak hole 24 or the like, for example, a direct acting injector (for example, a direct acting piezo injector that has been developed in recent years) or the like that does not involve the hydraulic chamber Cd for transmitting driving power is used. You can also When a direct acting injector is used, the injection rate can be easily controlled.

  In attaching the pressure sensor 20a to the injector 20, in the said embodiment, although the pressure sensor 20a is attached to the fuel inflow port 22 of the injector 20, as shown to the dashed-dotted line 200a in FIG. The sensor 200a may be assembled to detect the fuel pressure in the internal fuel passage 25 from the fuel inlet 22 to the injection hole 20f.

  And when attaching to the fuel inflow port 22 as mentioned above, the attachment structure of the pressure sensor 20a can be simplified compared with the case where it attaches to the inside of the housing 20e. On the other hand, when mounting inside the housing 20e, the mounting position of the pressure sensor 20a is closer to the injection hole 20f than when mounting to the fuel inlet 22, so the pressure fluctuation at the injection hole 20f is more accurately detected. Can be detected.

  -You may make it attach the pressure sensor 20a to the high voltage | pressure piping 14. FIG. In this case, it is desirable to attach the pressure sensor 20a at a position separated from the common rail 12 by a certain distance.

  -Between the common rail 12 and the high voltage | pressure piping 14, you may provide the flow volume restriction | limiting means which restrict | limits the flow volume of the fuel which flows into the high voltage | pressure piping 14 from the common rail 12. FIG. This flow restricting means functions to close the flow path when an excessive fuel outflow occurs due to fuel leakage due to damage to the high-pressure pipe 14 or the injector 20, and for example, closes the flow path at an excessive flow rate. As a specific example, a valve element such as a ball that operates in a continuous manner is used. In addition, you may employ | adopt the flow damper which comprised the orifice 12a and the flow volume restriction | limiting means integrally.

  In addition to the configuration in which the pressure sensor 20a is disposed on the downstream side of the fuel flow of the orifice and the flow restricting means, the pressure sensor 20a may be disposed on the downstream side of at least one of the orifice and the flow restricting means.

  In the above embodiment, when the test shown in FIG. 4 is performed, the pressure that changes depending on the fuel injected by the test is detected using the strain gauge 51, but the strain gauge 51 is disposed in the container 50 instead of the strain gauge 51. A test pressure sensor may be used.

  In performing the test shown in FIG. 4, the change state of the fuel injection rate may be estimated from the change state of the detected value (detected pressure) of the pressure sensor 20a. Furthermore, in comparing the estimation result with the actual change rate of the injection rate obtained by the strain gauge 51 or the test pressure sensor, the individual difference information A1 to A7, B1, B2, C1 to C3 is created. It may be created by reflecting the calculated deviation amount.

  The number of pressure sensors 20a is arbitrary, and for example, two or more sensors may be provided for the fuel flow path of one cylinder. In the above embodiment, the fuel pressure sensor 20a is provided for each cylinder. However, this sensor is provided only for some cylinders (for example, one cylinder), and the estimated values based on the sensor output for other cylinders. May be used.

  The sensor output of the pressure sensor 20a is acquired at an interval shorter than “50 μsec” (for example, 20 μsec) when it is acquired by the measuring instrument 53 at the time of the test or by the ECU 30 during operation of the internal combustion engine (during injection control). Such a configuration is desirable for grasping the tendency of pressure fluctuation.

  In addition to the pressure sensor 20a described in the above embodiment, it is also effective to further include a rail pressure sensor that measures the pressure in the common rail 12. With such a configuration, in addition to the pressure measurement value by the pressure sensor 20a, the pressure in the common rail 12 (rail pressure) can be acquired, and the fuel pressure can be detected with higher accuracy. Become.

  -The type and system configuration of the engine to be controlled can be changed as appropriate according to the application. For example, in the above embodiment, the case where the present invention is applied to a diesel engine has been described. However, for example, the present invention can be basically applied to a spark ignition type gasoline engine (particularly a direct injection engine). it can. The fuel injection system of a direct injection gasoline engine is equipped with a delivery pipe that stores fuel (gasoline) in a high-pressure state. Fuel is pumped from the fuel pump to the delivery pipe, and the high-pressure fuel in the delivery pipe is The fuel is distributed to a plurality of injectors 20 and injected into the engine combustion chamber. In such a system, the delivery pipe corresponds to a pressure accumulating vessel. The apparatus and system according to the present invention are not limited to a fuel injection valve that directly injects fuel into a cylinder, but can also be applied to a fuel injection valve that injects fuel into an intake passage or an exhaust passage of an engine.

  In the third embodiment, the abnormality determination is made when the error amount ΔT10 is greater than the threshold thT10. However, the threshold thT10 may be variably set in determining the abnormality. For example, it may be variably set according to the pressure of the fuel supplied to the injector when the reference time T10m and the command-detection delay time T10 are measured.

1 is a configuration diagram illustrating an outline of a fuel injection device and an engine control system according to a first embodiment of the present 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 procedure of the fuel-injection control process which concerns on this embodiment. The figure which shows the outline | summary of the injection characteristic test which concerns on this embodiment. (A), (b) and (c) is a timing chart which respectively shows the detection aspect of the injection characteristic which concerns on this embodiment. The figure which shows the procedure of the calculation operation | work of individual difference information, and the write-in operation | work to IC memory. The figure which shows the procedure of the calculation operation | work of individual difference information, and the write-in operation | work to IC memory. (A), (b) and (c) is a timing chart which respectively shows the detection aspect of the injection characteristic which concerns on this embodiment. (A) And (b) is a timing chart which shows the detection aspect of the injection characteristic which concerns on this embodiment, respectively. (A) And (b) is a timing chart which shows the detection aspect of the injection characteristic which concerns on this embodiment, respectively. (A) And (b) is a timing chart which shows the detection aspect of the injection characteristic which concerns on this embodiment, respectively. (A) And (b) is a timing chart which shows the detection aspect of the injection characteristic which concerns on this embodiment, respectively. The timing chart explaining the standard characteristic and error amount by a master apparatus about 2nd Embodiment of this invention. The figure which shows the procedure for determining abnormality of the fuel-injection apparatus used as a test object in 2nd Embodiment. The figure which shows the procedure for determining abnormality of the fuel-injection apparatus used as a test object about 3rd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 12 ... Common rail, 20 ... Injector (fuel injection valve), 20a, 200a ... Pressure sensor, 20f ... Injection hole, 26 ... IC memory (memory | storage means).

Claims (15)

A fuel injection valve that injects fuel distributed from an accumulator that accumulates fuel; and
A pressure sensor attached to the fuel injection valve for detecting fuel pressure;
An IC memory that is attached to the fuel injection valve and stores individual difference information indicating the injection characteristics of the fuel injection valve obtained by a test using the pressure sensor ;
With
The individual difference information calculates the injection response delay time and the injection response delay time from the start of fuel injection from the injection hole to the time when the detected pressure of the pressure sensor fluctuates as the fuel injection starts. A fuel injection device comprising injection response delay information representing at least one of the first parameters required for the operation. A fuel injection valve that injects fuel distributed from an accumulator that accumulates fuel; and
A pressure sensor that is disposed on the side closer to the injection hole with respect to the pressure accumulation container in the fuel passage from the pressure accumulation container to the injection hole of the fuel injection valve; and
Storage means for storing individual difference information indicating the injection characteristics of the fuel injection valve obtained by the test;
With
The fuel injection valve is formed with a control chamber having an inlet through which the fuel distributed from the pressure accumulator flows and a leak hole that is opened and closed by the control valve and returns the fuel that has flowed into the fuel tank.
The fuel injection valve is configured to control the operation of a needle valve that opens and closes the injection hole by adjusting the fuel pressure in the control chamber by opening and closing the control valve,
The individual difference information is
The first parameter necessary for calculating the injection response delay time from the start of fuel injection from the injection hole to the time when the pressure detected by the pressure sensor fluctuates as the fuel injection starts, and the injection response delay time Including injection response delay information representing at least one of
Second parameter required to calculate the leak response delay time from the start of fuel leak from the leak hole to the time when the detected pressure of the pressure sensor fluctuates as the fuel leak starts, and the leak response delay time fuel injection device you comprising the leak response delay information indicating at least one of. The fuel injection device according to claim 2 , wherein at least one of the second parameters is a flow path length from the leak hole to the pressure sensor . The fuel injection valve is formed with a control chamber having an inlet through which the fuel distributed from the pressure accumulator flows and a leak hole that is opened and closed by the control valve and returns the fuel that has flowed into the fuel tank.
The fuel injection valve is configured to control the operation of a needle valve that opens and closes the injection hole by adjusting the fuel pressure in the control chamber by opening and closing the control valve,
The individual difference information calculates the leak response delay time from the start of the fuel leak from the leak hole to the time when the detected pressure of the pressure sensor changes due to the start of the fuel leak, and the leak response delay time. The fuel injection device according to claim 1 , further comprising leak response delay information representing at least one of the second parameters required for the operation . The fuel injection device according to claim 4 , wherein at least one of the second parameters is a flow path length from the leak hole to the pressure sensor . The individual difference information includes the first parameter,
For the master fuel injection valve and master sensor other than the fuel injection valve and pressure sensor to be tested, detection of the master sensor accompanying the start of fuel injection from the injection hole after the injection start command signal is output In the case where the command-detection delay time until the pressure fluctuation occurs is a known reference time,
At least one of the first parameters is a command-detection error amount between the command-detection delay time and the reference time obtained by testing the fuel injection valve and the pressure sensor to be tested. The fuel injection device according to any one of claims 1 to 5 . For the master fuel injection valve and the master pressure sensor, when the command-injection delay time from the output of the injection start command signal to the start of fuel injection is a known reference invalid time,
The individual difference information is obtained from the invalid error amount between the command-injection delay time and the reference invalid time obtained by the test on the fuel injection valve and the pressure sensor to be tested, or the invalidity from the command-detection error amount. The fuel injection device according to claim 6 , further comprising a sensor error amount obtained by subtracting the error amount . The individual difference information includes the first parameter,
The fuel injection device according to claim 1 , wherein at least one of the first parameters is a flow path length from the injection hole to the pressure sensor . At least one of the first parameters or at least one of the second parameters is intended for fuel in the entire fuel path from a discharge port of a high-pressure pump that supplies high-pressure fuel to the accumulator vessel to the injection hole. The fuel injection device according to claim 1, wherein the fuel has a bulk elastic modulus . A control device for controlling the operation of the fuel injection valve using the individual difference information;
When the injection command response delay time from the output of the injection start command signal to the time when the detected pressure of the pressure sensor changes due to the start of injection exceeds a preset upper limit time, the control device Abnormality generation | occurrence | production is determined , The fuel-injection apparatus as described in any one of Claims 1-9 characterized by the above-mentioned. The injection response delay information is tested under a plurality of patterns of test conditions with different fuel supply pressures to the fuel injection valve, and a plurality of the information is stored in association with each of the plurality of patterns. The fuel injection device according to any one of claims 1 to 10 . The fuel injection apparatus according to any one of claims 1 to 11, wherein the pressure sensor is attached to a fuel inlet of the fuel injection valve . The pressure sensor is attached to the inside of the fuel injection valve, and is configured to detect a fuel pressure in an internal fuel passage from a fuel inflow port of the fuel injection valve to the injection hole. The fuel injection device according to any one of claims 1 to 11 . The fuel passage from the pressure accumulating vessel to the fuel inlet of the fuel injection valve is provided with an orifice that attenuates the pressure pulsation of the fuel in the common rail,
The fuel injection device according to claim 1, wherein the pressure sensor is disposed on the downstream side of the fuel flow of the orifice . The fuel injection device according to any one of claims 1 to 14,
The pressure accumulating container for accumulating fuel and distributing the accumulated fuel to the plurality of fuel injection valves;
A fuel injection system comprising:

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