JP4737227B2 - Fuel injection amount control device - Google Patents

Description

  The present invention relates to a fuel injection amount control device for an internal combustion engine of a vehicle.

  2. Description of the Related Art Conventionally, some ECUs (electronic control units) for vehicle engines such as automobiles learn the amount of change in injection amount due to deterioration over time of an injector during market travel. The learned value is stored in the control memory of the ECU. When a malfunction or the like occurs in the ECU, the ECU is removed and a new ECU is attached. In this case, the injector remains deteriorated with time, but the control memory of the replaced ECU deteriorates with time. Since the learning value for the injection amount of the injector is not stored, it takes some time for the replacement ECU to learn the injection amount of the injector that has deteriorated over time, and during that time, the injection amount of the injector is set to an optimal state. It was difficult to do.

  By the way, Patent Document 1 discloses a method of reading a learning value stored in a control memory of an ECU before replacement to a terminal and writing the read learning value to the control memory of the ECU after replacement when the ECU is replaced. Has been.

  Further, in the vehicle ECU system disclosed in Patent Document 2, a gateway ECU and a plurality of other ECUs are mounted on the vehicle, and the gateway ECU writes replication data in the other ECUs in advance. . When the gateway ECU is replaced, the gateway ECU after the replacement requests other ECUs for the duplicate data written by the gateway ECU before the replacement, and the other ECU transmits the duplicate data to the gateway ECU after the replacement. Thereby, the gateway ECU after replacement can take over the same vehicle information as the gateway ECU before replacement.

  Patent Document 3 discloses an ejection device including a piezoelectric element as an actuator. This jetting device has the aging degradation characteristics of the piezoelectric element as a function.

On the other hand, Patent Literature 4 discloses a learning control device for a fuel injection amount of a diesel engine. In this learning control device, a single injection of a small amount of fuel is executed at the time of non-injection when the commanded fuel injection amount to the injector is less than or equal to zero, and the amount of change in the engine speed that increases due to the single injection and single injection are executed The product of the engine speed at that time (the engine speed immediately before rising by single injection) is calculated as the torque proportional amount. In a diesel engine, since the injection amount and the generated torque are proportional, the actual injection amount is estimated from the generated torque calculated from the torque proportional amount. As a result, the difference between the estimated actual injection amount and the commanded fuel injection amount is detected as a deviation amount of the injection amount, and the fuel injection amount of the injector is corrected based on this deviation amount.
JP 2001-65399 A JP 2003-56398 A JP 2001-349259 A JP 2005-36788 A

  However, in the method disclosed in Patent Document 1, when the control memory of the ECU before replacement is damaged, the learning value cannot be read from the control memory of the ECU before replacement. In this case, the learned value cannot be transferred from the control memory of the ECU before replacement to the control memory of the ECU after replacement.

  In the vehicular ECU system disclosed in Patent Document 2, when a plurality of ECUs need to be replaced at the same time due to problems in the plurality of ECUs, the replaced gateway ECU is replaced with another ECU. Cannot request duplicate data.

  The present invention was devised in view of these problems. When the vehicle ECU (fuel injection amount control device) is replaced, the memory of the vehicle ECU (fuel injection amount control device) before replacement is used. Even if the learned value related to the fuel injection amount of the fuel injection valve cannot be transferred to the memory of the vehicle ECU (fuel injection amount control device) after replacement, the fuel injection amount deteriorated with time can be greatly deteriorated. It is an object of the present invention to provide a fuel injection amount control device that can improve immediately.

As means for solving the above-described problems, the fuel injection amount control device of the present invention is configured as follows. That is, the fuel injection amount control device of the present invention corrects the injection amount of the fuel injection valve based on a learning unit that learns a temporal change amount of the injection amount of the fuel injection valve, and a learning value acquired by the learning unit. In the fuel injection amount control device, the temporal change amount prediction information in which the temporal change amount of the injection amount of the fuel injection valve is predicted according to the travel distance of the vehicle, and the input travel distance information of the vehicle And provisional learning value calculation means for calculating a provisional learning value of the injection amount of the fuel injection valve, and a connection interface with a terminal device arranged outside the vehicle . Then, the correction means, when the running distance information of the vehicle from the terminal device through the connection interface is entered, then, until the learning means completes the acquisition of the learning value, the instead of the learned value The injection amount of the fuel injection valve is corrected based on the provisional learning value calculated by the provisional learning value calculating means.

  According to such a fuel injection amount control device, for example, when a problem or the like occurs in the fuel injection amount control device and the fuel injection amount control device is replaced, the replaced fuel injection amount control device performs learning after the replacement. Until the means completes the acquisition of the learning value, the fuel injection amount of the fuel injection valve is corrected based on the provisional learning value. By setting the temporal change amount prediction information as an average value obtained by, for example, experiments, the fuel injection deteriorated with time until the learning means completes the acquisition of the learned value after replacement of the fuel injection amount control device. There is a high possibility that deterioration of the fuel injection amount by the valve can be quickly suppressed.

The fuel injection amount control device of the present invention may be configured as follows. That is, the fuel injection quantity control apparatus of the present invention, in the fuel injection amount control device, when the travel distance information of the vehicle from the terminal device through the connection interface is inputted, the learning by the learning means, is the learning completion Until the learning value is acquired, the fuel injection valve learning promoting means is further provided to be executed with priority over other learning. Here, the other learning is other than learning by the learning means and is executed in learning control sharing the fuel injection amount control device and computing resources (CPU or the like).

  According to the fuel injection amount control device having such a configuration, the period during which the provisional learning value is used for correcting the fuel injection amount of the fuel injection valve is shortened compared to the case where there is no transition to the fuel injection valve learning promotion mode. The fuel injection valve can be quickly restored to the optimal injection state.

The fuel injection amount control device of the present invention may be configured as follows. That is, a fuel injection amount comprising: learning means for learning the amount of change over time of the injection amount of the fuel injection valve; and correction means for correcting the injection amount of the fuel injection valve based on the learned value acquired by the learning means. in the control unit, and the connection interface between the terminal device located outside the vehicle, when the shift command to the fuel injection valve learning priority mode is input from the terminal device via the connection interface, the learning by the learning means, Fuel injection valve learning promoting means that is executed with priority over other learning until the learning is completed after the completion of the learning.

  According to the fuel injection amount control device having such a configuration, the period of using the initial value for correcting the fuel injection amount of the fuel injection valve is shortened compared to the case where there is no transition to the fuel injection valve learning promotion mode, The fuel injection valve can be quickly restored to the optimal injection state.

  According to the fuel injection amount control device of the present invention, at the time of replacement, the learning value related to the fuel injection amount of the fuel injection valve is transferred from the memory of the fuel injection amount control device before replacement to the memory of the fuel injection amount control device after replacement. In many cases, the deterioration of the fuel injection amount due to the time-degraded fuel injection valve is quickly improved even if it cannot be taken over.

[First Embodiment]
DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings. The present embodiment includes a fuel injection amount control device that is mounted on a common rail type diesel engine (internal combustion engine) and performs learning control of a pilot injection amount (injection amount of a fuel injection valve) and the fuel injection amount control device. The fuel injection system will be described as an example.

<Description of fuel injection system>
FIG. 1 is an overall configuration diagram showing a fuel injection system of a diesel engine 1 according to the present embodiment. The fuel injection system shown in FIG. 1 is applied to, for example, a four-cylinder diesel engine 1 and pressurizes the common rail 2 as a pressure accumulating container for storing high-pressure fuel and the fuel pumped up from the fuel tank 3 by the feed pump 10. A high-pressure fuel pump 4 supplied to the common rail 2, an injector (fuel injection valve) 5 for injecting high-pressure fuel supplied from the common rail 2 into the cylinder (combustion chamber 1a) of the engine 1, and fuel for controlling the fuel injection system An electronic control unit 6 (hereinafter referred to as “ECU 6”) as an injection amount control device is provided.

  The common rail 2 has a target fuel pressure set by the ECU 6 and accumulates the high-pressure fuel supplied from the high-pressure fuel pump 4 at the target fuel pressure. Further, the common rail 2 is configured to detect the accumulated fuel pressure (hereinafter referred to as rail pressure) and output the pressure to the ECU 6, and limit the rail pressure so as not to exceed a preset upper limit value. A pressure limiter 8 is attached. The pressure limiter 8 is opened when the rail pressure exceeds the upper limit value, and the surplus pressure is released to the fuel tank 3.

  The high-pressure fuel pump 4 includes a plunger 12 that reciprocates in the cylinder 11 in synchronization with the rotation of the camshaft 9 that receives the driving force from the crankshaft of the engine 1 and the pressurization in the cylinder 11 from the feed pump 10. An electromagnetic metering valve 14 for metering the amount of fuel sucked into the chamber 13 is provided. In the high pressure fuel pump 4, when the plunger 12 moves in the cylinder 11 from the top dead center toward the bottom dead center, the fuel delivered from the feed pump 10 is metered by the electromagnetic metering valve 14, The fuel is sucked into the pressurizing chamber 13 by pushing the suction valve 15 open. Thereafter, when the plunger 12 moves in the cylinder 11 from the bottom dead center to the top dead center, the fuel in the pressurizing chamber 13 is pressurized by the plunger 12, and the pressurized fuel passes through the discharge valve 16. It pushes open and is pumped to the common rail 2. The electromagnetic metering valve 14 is controlled by a control signal from the ECU 6 to change the passage area of the fuel supply path. By changing the passage area, the amount of fuel introduced into the pressurizing chamber 13 is adjusted to adjust the discharge pressure of the fuel from the high-pressure fuel pump 4, thereby adjusting the rail pressure. Specifically, the electromagnetic metering valve 14 is fully closed when there is no fuel injection (fuel cut), such as when the accelerator opening becomes “0”, while the rail pressure is increased. The opening of the electromagnetic metering valve 14 is set to be large.

  The injector 5 is provided for each cylinder of the engine 1 and is connected to the common rail 2 via the high-pressure pipe 17. The injector 5 includes an electromagnetic valve 5a that operates based on a command from the ECU 6, and a nozzle 5b that injects fuel when the electromagnetic valve 5a is energized. The solenoid valve 5a opens and closes a low-pressure passage that leads from the pressure chamber to which the high-pressure fuel of the common rail 2 is applied to the low-pressure side, opens the low-pressure passage when energized, and blocks the low-pressure passage when energization is stopped.

  The nozzle 5b has a built-in needle for opening and closing the nozzle hole, and the fuel pressure in the pressure chamber urges the needle in the valve closing direction (direction in which the nozzle hole is closed). Accordingly, when the low pressure passage is opened by energization of the electromagnetic valve 5a and the fuel pressure in the pressure chamber decreases, the needle rises in the nozzle 5b and opens (opens the nozzle hole), thereby being supplied from the common rail 2. High pressure fuel is injected into the cylinder through the nozzle hole. On the other hand, when the low pressure passage is blocked by stopping energization of the electromagnetic valve 5a and the fuel pressure in the pressure chamber rises, the needle descends in the nozzle 5b and closes, thereby terminating the injection.

  The ECU 6 includes a rotational speed sensor 18 (for example, an electromagnetic pickup) that outputs a pulse signal for calculating the engine rotational speed, an accelerator opening sensor 19 that detects an accelerator opening (engine load), and detects the rail pressure. The pressure sensor 7 and the like are connected, and based on the sensor information detected by these sensors 18, 19, 7, etc., the target rail pressure of the common rail 2, the injection timing and the injection amount suitable for the operating state of the engine 1, etc. The electromagnetic metering valve 14 of the high-pressure fuel pump 4 and the electromagnetic valve 5a of the injector 5 are electronically controlled according to the calculation result.

  Further, the ECU 6 includes a neutral switch 20 that transmits a neutral signal when the shift change position of the transmission is at the N (neutral) position, and a clutch OFF sensor 21 that transmits a clutch OFF signal when the driver depresses the clutch pedal. These signals are also input. In addition, the ECU 6 has a connection interface with the terminal device 22, and predetermined information (such as vehicle travel distance information described later) is input from the terminal device 22.

  In the fuel injection control by the ECU 6, a minimum amount of pilot injection is executed prior to the main injection executed at the start of the expansion stroke, and pilot injection amount learning for appropriately obtaining this pilot injection amount is performed. Control is to be executed. By executing a minimum amount of pilot injection prior to the main injection, the temperature in the combustion chamber 1a is lowered, the diffusion fuel at the time of the main injection is activated, and the ignition delay time from the fuel injection to the ignition is reduced. As a result, the combustion noise can be reduced and the NOx emission amount can be reduced.

  Further, the ECU 6 stores a pilot injection amount setting map as shown in FIG. 2 in the ROM. This pilot injection amount setting map is a common rail pressure (a to f in the figure: for example, a = 32 MPa, b = 48 MPa, c = 64 MPa, d = 80 MPa, e = 96 MPa) in a plurality of stages (six stages in FIG. 2). , D is set to a value such as 112 MPa, etc.), the relationship between the pilot injection amount and the energization time (valve opening time) to the injector is set. That is, the energization time to the injector according to the common rail pressure is obtained according to the pilot injection amount setting map so that the command pilot injection amount determined according to the engine speed or the like can be obtained.

<Pilot injection amount learning control>
Next, the operation procedure of the pilot injection amount learning control will be described based on the flowchart of FIG. In this pilot injection amount learning control, the amount of change over time of the pilot injection amount of the injector 5 is learned, and the pilot injection amount of the injector 5 is corrected based on the acquired learning value.

  In step ST1, first, the ECU 6 determines whether or not a learning condition for performing the pilot injection amount learning control is satisfied during operation of the engine 1. Specifically, it is determined that the learning condition is satisfied when the following conditions (1) to (3) are both satisfied. (1) The accelerator opening is “0”. (2) The shift change position of the transmission is the N (neutral) position or the clutch is in the OFF (disconnected) state. (3) A predetermined rail pressure is maintained.

  The above conditions are determined by the ECU 6 based on the outputs from the accelerator opening sensor 19, the neutral switch 20, the clutch OFF sensor 21, and the pressure sensor 7. The learning conditions for the pilot injection amount learning control are not limited to those described above, and can be set as appropriate.

  If a negative determination is made in step ST1, the control routine is temporarily exited. On the other hand, if a positive determination is made in step ST1, the process proceeds to step ST2.

  In step ST2, as a learning injection, a very small amount of fuel (for example, an amount equivalent to the pilot injection amount) is injected into a specific cylinder (a cylinder in which the piston is near top dead center), and the engine rotation accompanying this single injection The number change amount is detected in step ST3. This detection is performed by an output signal from the rotation speed sensor 18.

  In step ST4, the ECU 6 calculates a difference (hereinafter also referred to as “deviation amount”) between the command fuel injection amount of the single injection and the actual fuel injection amount, and sets this as a learning deviation amount (learning value). The pilot injection amount of the injector 5 is corrected based on the learned deviation amount. That is, the ECU 6 assumes a change amount of the engine speed when it is assumed that the single injection according to the command fuel injection amount is executed (this change amount is stored in the memory of the ECU 6 in advance) and the actual fuel injection amount. Is compared with the actual change amount of the engine speed, and the difference between them is calculated as a learning deviation amount. Then, the pilot injection amount setting map (see FIG. 2) described above is corrected based on the calculated learning deviation amount. Preferably, a plurality of deviation amounts are calculated by executing multiple injections (about 10 times) for one kind of learning target rail pressure and one cylinder combination, and an average value of the plurality of deviation amounts is calculated. Is preferably set as the learning deviation amount related to the cylinder and the rail pressure.

  The pilot injection amount learning control is executed for each cylinder and each rail pressure, and the processes of steps ST1 to ST4 are executed for all cylinders and all rail pressures (six types of rail pressures shown in FIG. 2). At this time, the pilot injection amount learning control is completed. Thereafter, the pilot injection amount learning control is executed in a timely manner, and the deviation amount of the pilot injection amount due to deterioration of the injector 5 with time is corrected as appropriate.

The pilot injection amount learning control is executed at such a frequency that the deviation amount of the pilot injection amount of the injector 5 does not exceed a predetermined corrected injection amount accuracy line (for example, 0.2 mm ³ ). In FIG. 4, the horizontal axis represents the travel distance of the vehicle, and the vertical axis represents the deviation amount of the pilot injection amount of the injector 5. A zigzag line L1 indicates the deviation amount of the pilot injection amount of the injector 5 at the specific cylinder and the specific rail pressure. This zigzag line L1 shows a case where the pilot injection amount learning control is executed at an appropriate timing, that is, at a timing at which the deviation amount coincides with the corrected injection amount accuracy line L2. For this reason, at the travel distances of 100 km, 600 km, 1600 km, and 3600 km, the correction of the pilot injection amount is completed and the deviation amount is corrected to zero.

In FIG. 5, the horizontal axis represents the travel distance of the vehicle, and the vertical axis represents the deviation amount and the learning deviation amount of the pilot injection amount of the injector 5. A curve L3 shows an example of a deviation amount of the pilot injection amount of the injector 5 when the correction by the pilot injection amount learning control has never been performed. A line segment L4 indicates the integrated value of the learning deviation amount illustrated in FIG. When the travel distance of the vehicle is 100 km, 600 km, 1600 km, 3600 km, a deviation amount of 0.2 mm ³ is calculated as the learning deviation amount. In this case, the integrated value of learned deviation, ^{respectively, 0.2mm 3, 0.4mm 3, 0.6mm} 3, has a 0.8 mm ^3.

<Pilot injection amount correction control during ECU replacement>
Next, correction control of the pilot injection amount of the injector 5 at the time of ECU replacement, which is a characteristic part of the present invention, will be described.

  The ECU 6 stores in advance a deterioration trend map L5 as shown by a solid line in FIG. The deterioration trend map L5 is an average value obtained by predicting the deviation amount (time-dependent change amount) of the pilot injection amount of the injector 5 in accordance with the travel distance of the injector 5 when the correction by the pilot injection amount learning control has never been executed. (Hereinafter also referred to as “time-varying amount prediction information”). A curve L6 indicates a case where the progress of the time-dependent change of the pilot injection amount is the maximum, and a curve L7 indicates a case where the progress of the time-dependent change of the pilot injection amount is the minimum. Therefore, the deviation amount of the pilot injection amount of the injector 5 when the correction by the pilot injection amount learning control has never been executed is approximately within the curve L6 and the curve L7. The value is close to the curve L5. The values of these curves L5 to L7 are obtained through experiments and the like.

  In the following description, the case where the progress of the change over time of the pilot injection amount is the maximum (in the case of the curve L6) will be described as an example. In addition, the following description will be given on the assumption that the curve L3 shown in FIG.

If a malfunction or the like occurs in the ECU 6 mounted on the vehicle and the ECU 6 is to be replaced, the travel distance of the vehicle at that time is assumed to be 2800 km, for example. In this case, as shown in FIG. 5, 0.6 mm ³ is stored in the memory of the ECU 6 before replacement as an integrated value of the learning deviation amount. However, since the initial value (0 mm ³ ) is stored as an integrated value of the learning deviation amount in the memory of the ECU 6 after replacement, the deviation amount of the pilot injection amount of the deteriorated injector 5 becomes large and good as it is. Pilot injection cannot be obtained. That is, since pilot injection is performed according to the initial setting pilot injection amount setting map that matches a new injector 5, the amount of deviation becomes large and good pilot injection cannot be obtained.

  Therefore, the ECU 6 after replacement replaces the initial value with the deterioration trend map L5 and the vehicle travel distance information input from the terminal device 22 until the first pilot injection amount learning control after ECU replacement is completed. Based on this, the provisional learning value of the pilot injection amount of the injector 5 is calculated, and the pilot injection amount of the injector 5 is corrected based on this provisional learning value. Hereinafter, the correction operation will be described in detail based on the flowchart of FIG.

  First, in step ST <b> 11, the replaced ECU 6 (hereinafter simply referred to as “ECU 6”) determines whether or not travel distance information has been input from the terminal device 22. If a positive determination is made here, the process proceeds to step ST12. If a negative determination is made, the control routine is temporarily exited.

  In step ST12, the ECU 6 determines the provisional learning value of the pilot injection amount of the injector 5 (the integrated value of the provisional learning deviation amount) based on the input travel distance information and the deterioration trend map L5 (temporal change amount prediction information). Is calculated. That is, in the deterioration trend map L5 shown in FIG. 6, a value (deviation amount) corresponding to the input travel distance information is calculated as a provisional learning value.

  In step ST13, the ECU 6 sets the calculated provisional learning value as an integrated value of the learning deviation amount (learning value) used for correcting the pilot injection amount of the injector 5, and based on the provisional learning value, the pilot of the injector 5 Correct the injection amount. That is, the ECU 6 corrects the pilot injection amount setting map (see FIG. 2) described above by regarding the value of the provisional learning value as an integrated value of the learning deviation amount. Thereafter, the correction of the pilot injection amount using the provisional learning value is continued until the first pilot injection amount learning control is completed and the learning deviation amount is acquired. When the first pilot injection amount learning control is completed after the ECU replacement, the setting of the accumulated value of the learning deviation amount used for correcting the pilot injection amount is updated from the provisional learning value to a newly acquired learning value.

  According to such an ECU 6, as shown in FIG. 8, the provisional learning value F is obtained as an integrated value of the learning deviation amount after the ECU replacement until the first pilot injection amount learning control is completed. Since it is used for correction, the amount of deviation of the pilot injection amount of the injector 5 during that time becomes the difference a between the value of the curve L6 and the provisional learning value F. Conventionally, the pilot injection amount accuracy is greatly improved as compared with the case where the deviation amount of the pilot injection amount of the injector 5 after the replacement of the ECU is the difference b between the value of the curve L6 and the initial value.

  By the way, when the deviation amount of the pilot injection amount of the injector 5 changes with time as shown by the curve L7, the deviation amount of the pilot injection amount of the injector 5 after correction is the difference c between the value of the curve L7 and the provisional learning value F. Become. In this case, since the conventional deviation amount is the difference d between the value of the curve L7 and the initial value, the pilot injection amount accuracy is not improved so much. However, since the deterioration trend map L5 predicts the average value of the deviation amount of the pilot injection amount of the injector 5 when the pilot injection amount learning control has never been executed, this deterioration trend map L5 and The provisional learning value F calculated based on the input travel distance information is likely to be a value close to the integrated value of the learning deviation amount stored in the ECU before replacement. Therefore, according to the ECU 6, in many cases, deterioration of the pilot injection amount accuracy after replacement of the ECU, which has been a problem in the past, is avoided.

[Second Embodiment]
The second embodiment of the present invention will be described below. In the second embodiment, differences from the first embodiment will be mainly described, and the same components are denoted by the same reference numerals in the drawings, and description thereof will be omitted.

  The ECU 6 according to the first embodiment and the ECU 6A according to the second embodiment are partially different in the operation of pilot injection amount correction control at the time of ECU replacement. This difference will be described below based on the flowchart of FIG.

  First, in step ST <b> 21, the replaced ECU 6 </ b> A (hereinafter simply referred to as “ECU 6 </ b> A”) determines whether or not travel distance information has been input from the terminal device 22. If a positive determination is made here, the process proceeds to step ST22. If a negative determination is made, the control routine is temporarily exited.

  In step ST22, the ECU 6A shifts to the injector learning promotion mode. In this injector learning promotion mode, the ECU 6A executes the pilot injection amount learning control described with reference to FIG. 3 with priority over other learning, and the execution frequency is increased compared to before the transition to the injector learning promotion mode. . In addition, the input of the travel distance information from the terminal device 22 in step ST21 also serves as an input of a command to shift to the injector learning promotion mode. Of course, the input of the transition command to the injector learning promotion mode may be independent from the input of the travel distance information.

  Since step ST23 is the same processing operation as step ST12, and step ST24 is the same processing operation as step ST24, the description is omitted here.

  In step ST25, the ECU 6A determines whether or not the first pilot injection amount learning control after replacing the ECU is completed. If a positive determination is made here, the process proceeds to step ST26. On the other hand, if a negative determination is made, the above determination is repeated.

  In step ST26, the ECU 6A cancels the injector learning promotion mode and exits from this control routine.

  According to such an ECU 6A, as shown in FIG. 10, the period T2 in which the provisional learning value is used for correcting the pilot injection amount is shortened as compared with the synchronous period T1 when there is no transition to the injector learning promotion mode. Therefore, the injector 5 can be promptly restored to the optimal injection state after the ECU replacement.

[Third Embodiment]
The third embodiment of the present invention will be described below. In the third embodiment, differences from the first embodiment will be mainly described, and the same components are denoted by the same reference numerals in the drawings, and description thereof will be omitted.

  The ECU 6 according to the first embodiment and the ECU 6B according to the third embodiment differ in the operation of pilot injection amount correction control at the time of ECU replacement. This difference will be described below based on the flowchart of FIG.

  First, in step ST31, the ECU 6B determines whether or not there is a predetermined input (input of a transition command to the injector learning promotion mode) from the terminal device 22. If an affirmative determination is made here, the process proceeds to step ST32. If a negative determination is made, the control routine is temporarily exited.

  In step ST32, the ECU 6B shifts to the injector learning promotion mode. In the injector learning promotion mode, the pilot injection amount learning control described with reference to FIG. 3 is executed with priority over other learning, and the execution frequency is increased compared to before the transition to the injector learning promotion mode.

  Thereafter, when the first pilot injection amount learning control after ECU replacement is completed (step ST33: YES), the injector learning promotion mode is canceled in step ST34, and the control routine is exited.

  According to such an ECU 6B, as shown in FIG. 12, a period T3 in which the initial value (zero value) is used for correcting the pilot injection amount as compared to the same period T1 when there is no transition to the injector learning promotion mode. Therefore, after replacing the ECU, the injector 5 can be restored to the optimal injection state immediately.

[Other Embodiments]
In the first to third embodiments described above, the in-cylinder direct injection type engine that directly injects fuel from the injector into the combustion chamber has been described as an example. However, the fuel from the injector is injected into the intake pipe. The present invention can also be applied to an engine (port injection type engine). The present invention can also be applied to an engine that injects fuel into both the combustion chamber and the intake pipe. Furthermore, the application of the present invention is not limited to a diesel engine, but can also be applied to fuel injection in a direct injection type or port injection type gasoline engine.

  Further, in the first to third embodiments, the injection amount learning control for the pilot injection is executed. However, the injection amount learning control is not limited to the pilot injection but also for the main injection and the after injection after the main injection. It is also possible to do so.

  Further, the input of the transition command to the injector learning promotion mode is not limited to that from the terminal device 22, and, for example, switches are connected to the ECUs 6A and 6B, and a specific switch signal is input to the injector learning promotion mode. It is also possible to input a transition command.

  The present invention can be applied to, for example, a fuel injection amount control apparatus that executes learning control for correcting a change with time of a pilot injection amount of a diesel engine.

1 is an overall configuration diagram showing a fuel injection system for a diesel engine according to an embodiment of the present invention. It is a figure which shows an example of a pilot injection amount setting map. It is the flowchart which showed the operation | movement procedure of pilot injection amount learning control. It is the figure which showed the example of the deviation | shift amount of the pilot injection amount of the injector in a specific cylinder and a specific rail pressure. It is a figure which shows the deviation | shift amount of the integrated value of learning deviation | shift amount, and the pilot injection amount of the injector when correction | amendment is not made. It is a figure which shows an example of a deterioration trend map. It is the flowchart which showed the control action of ECU which concerns on the 1st Embodiment of this invention. It is the figure which showed the integrated value and provisional learning value of learning deviation | shift amount of ECU which concern on the 1st Embodiment of this invention, Comprising: The example at the time of ECU being replaced | exchanged for 2800 km is shown. It is the flowchart which showed the control action of ECU which concerns on the 2nd Embodiment of this invention. It is the figure which showed the integrated value and provisional learning value of learning deviation | shift amount of ECU which concern on the 2nd Embodiment of this invention, Comprising: The example at the time of ECU being replaced | exchanged for 2800 km is shown. It is the flowchart which showed the control action of ECU which concerns on the 3rd Embodiment of this invention. It is the figure which showed the integrated value of the learning deviation amount of ECU which concerns on the 3rd Embodiment of this invention, Comprising: The example at the time of ECU being replaced | exchanged for 2800 km is shown.

Explanation of symbols

F provisional learning value L5 deterioration trend map T2 period in which provisional learning value is used as learning value in injector learning promotion mode T3 period in which initial value is used as learning value in injector learning promotion mode 5 injector (fuel injection valve)
6 ECU (fuel injection amount control device)
22 Terminal device

Claims (3)

Learning means for learning the change over time of the injection amount of the fuel injection valve;
In a fuel injection amount control device comprising: correction means for correcting an injection amount of the fuel injection valve based on a learning value acquired by the learning means.
Temporary change in the fuel injection valve injection amount based on time-dependent change prediction information in which the amount of change over time in the fuel injection valve is predicted according to the travel distance of the vehicle and the input travel distance information of the vehicle. Provisional learning value calculation means for calculating a learning value;
A connection interface with a terminal device arranged outside the vehicle ,
Wherein the correction means, when the running distance information of the vehicle from the terminal device through the connection interface is entered, then, until the learning means completes the acquisition of the learning value, the temporary learned instead of the learned value A fuel injection amount control apparatus that corrects an injection amount of the fuel injection valve based on the provisional learning value calculated by a value calculation means. The fuel injection amount control device according to claim 1,
When the travel distance information of the vehicle from the terminal device through the connection interface is inputted, the learning by the learning means, until obtaining a learning value the learning is completed, executes in preference to other learning A fuel injection amount control device further comprising fuel injection valve learning promoting means. Learning means for learning the change over time of the injection amount of the fuel injection valve;
In a fuel injection amount control device comprising: correction means for correcting an injection amount of the fuel injection valve based on a learning value acquired by the learning means.
A connection interface with a terminal device arranged outside the vehicle ;
When shift command from the terminal device via the connection interface to the fuel injection valve learning priority mode is input, the learning by the learning means, until obtaining a learning value the learning is completed, the other learning A fuel injection amount control device comprising: a fuel injection valve learning promotion unit that is executed with priority.

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