JP4985673B2 - Fuel pressure control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel pressure control device for controlling a pressure reducing valve on the basis of predicted pressure of common rail pressure and for preventing actual common rail pressure from excessively rising more than target common rail pressure. <P>SOLUTION: The fuel pressure control device predicts first post force-feed predicted pressure 220 and second post force-feed predicted pressure 222 as common rail pressure after the one fuel force-feeding on the basis of current actual common rail pressure detected from an output signal of a pressure sensor, a predicted boosting amount calculated based on a fuel force-feeding amount of a high pressure pump and a consumption of fuel force-fed from the high pressure pump, common rail pressure predicted prior to the current actual common rail pressure, and actual common rail pressure after one fuel force-feeding after predicting a common rail pressure prior to the current actual common rail pressure. When the first post force-feed predicted pressure 220 or second post force-feed predicted pressure 222 exceeds the target common rail pressure to become not less than a threshold value for driving a pressure reducing valve, the pressure reducing valve is previously driven to be opened. Then, fuel is discharged from the common rail to reduce the common rail pressure. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a fuel pressure control device that is applied to a fuel supply system that accumulates fuel pumped from a fuel supply pump with a common rail and reduces the fuel pressure of the common rail with a pressure reducing valve, and controls the common rail pressure.

  In a common rail fuel supply system in which fuel pumped from a fuel supply pump is accumulated in a common rail and supplied to each cylinder of an internal combustion engine, the fuel pressure in the common rail is determined based on the operating conditions such as the engine speed and accelerator opening. A target common rail pressure for a certain common rail pressure is set. For example, when the vehicle is traveling at a constant speed and the target common rail pressure and the actual common rail pressure detected by a pressure sensor or the like (also referred to as the actual common rail pressure) are almost the same, the accelerator is depressed and acceleration operation is performed. When commanded, the target common rail pressure is set higher than the actual common rail pressure.

  In this case, as disclosed in Patent Document 1, based on the difference between the actual common rail pressure and the target common rail pressure, feedback control is performed on the fuel pumping amount of the fuel supply pump so that the actual common rail pressure matches the target common rail pressure. It is known to do.

  For example, when shifting from steady operation to acceleration operation, the actual common rail pressure increases toward the target common rail pressure by feedback control. At this time, when the fuel is actually pumped based on the fuel pumping amount calculated by feedback control, the actual common rail pressure may be closer to the target common rail pressure than when the fuel pumping amount is calculated. As a result, the calculated fuel pumping amount becomes larger than the fuel pumping amount required to make the actual common rail pressure coincide with the target common rail pressure, and the common rail pressure may excessively exceed the target common rail pressure. If the common rail pressure exceeds the target common rail pressure and overshoots, an excessively high fuel pressure is applied to the fuel pipe, the common rail, etc., and the reliability of the fuel supply system may be impaired.

  Therefore, in Patent Document 1, the common rail pressure before the start of the next fuel pumping is predicted based on the common rail pressure before the start of the current fuel pumping, the current fuel injection amount, and the current fuel pumping amount. When the next fuel pumping amount is feedback controlled, the predicted common rail pressure is used as a common rail pressure to be compared with the target common rail pressure instead of the current common rail pressure. Thereby, in Patent Document 1, the next fuel pumping amount is calculated based on the predicted common rail pressure close to the common rail pressure at the next fuel pumping and the target common rail pressure, and the common rail pressure exceeds the target common rail pressure excessively. Trying to prevent.

Japanese Patent No. 3287297

  However, when there is a variation in machine difference or a change over time in the fuel supply pump, the fuel injection valve, or the metering valve for metering the fuel pumping amount of the fuel supply pump with respect to the operation amount, the leak amount, and the responsiveness, There is a difference between the command value for the fuel injection amount and the fuel pumping amount and the actual fuel injection amount and the fuel pumping amount. As described above, when a variation in machine difference or a change with time occurs in a fuel supply pump, a fuel injection valve, or a metering valve for metering the fuel pumping amount of the fuel supply pump, It is difficult to predict the common rail pressure before the start of the next fuel pumping with high accuracy based on the common rail pressure before the start of the fuel pumping, the current fuel injection amount, and the current fuel pumping amount. As a result, the next fuel pumping amount is calculated based on the inappropriate predicted common rail pressure and the target common rail pressure, and the common rail pressure may excessively exceed the target common rail pressure. When the common rail pressure exceeds the target common rail pressure excessively, there is a problem that an excessively high fuel pressure is applied to the fuel pipe, the common rail, and the like.

  Here, when the common rail pressure exceeds the target common rail pressure, the common rail pressure can be quickly reduced by using a pressure reducing valve. However, even if the pressure reducing valve is operated after the common rail pressure excessively exceeds the target common rail pressure, an excessively high fuel pressure cannot be prevented from being applied to the fuel pipe, the common rail, and the like.

  The present invention has been made to solve the above problem, and controls the pressure reducing valve based on the predicted common rail pressure to prevent the actual common rail pressure from excessively rising from the target common rail. An object is to provide an apparatus.

According to the invention described in claims 1 to 4, the pressure predicting means, the actual the common rail pressure of the current, and a pumping after the predicted boost amount boosting amount predicting means predicts, 1 pumping the pressure feedback calculating means for calculating Based on the post- pressure feedback amount, the predicted pressure after one-pump feeding is predicted , the actual common rail pressure of this time, the predicted post-pressurizing amount after two-pumping predicted by the boosting amount predicting unit, and the two-pressure feeding calculated by the pressure feedback calculating unit Based on the post-pressure feedback amount, the post-feed pressure prediction pressure is predicted.
Then, the pressure feedback calculating unit 1 and the pumping after prediction pressure pressure prediction means predicts before the time, one fuel pumping from predicting predictive pressure after one pumping pressure predicting means before the time actual based on the common rail pressure, with pressure prediction means for calculating a pressure feedback amount after one pumping for 1 pumping after prediction pressure of predicting, 2 pumping after prediction pressure pressure prediction means predicts before the time after Based on the actual common rail pressure after two times of fuel pumping after the pressure predicting unit predicts the predicted pressure after two pumps before this time, 2 for the predicted pressure after two pumping predicted by the pressure predicting unit Calculate the amount of pressure feedback after pumping.

Here, the pressure prediction means predicts the common rail pressure after the first fuel pumping and the common rail pressure after the second fuel pumping as the common rail pressure after the fuel pumping once before the current time. Is significantly different from the actual common rail pressure after one fuel pumping after predicting the common rail pressure, it indicates that the common rail pressure predicted before this time was inappropriate. The reason why the common rail pressure predicted before this time is significantly different from the actual common rail pressure is due to the difference in the operating amount, leak amount, and responsiveness of the fuel supply pump, fuel injection valve, metering valve, etc. Variations or changes over time are included.

  Therefore, the pressure feedback is based on the common rail pressure predicted by the pressure prediction means before this time and the actual common rail pressure after one fuel pumping after the pressure prediction means predicts the common rail pressure before this time. By calculating the amount, it is possible to calculate the pressure feedback amount including variations in machine differences such as the fuel supply pump, the fuel injection valve, or the metering valve, or changes with time. Accordingly, the common rail pressure after one fuel pumping is pressure-predicted based on the actual common rail pressure this time, the predicted boost amount predicted by the boost amount predicting unit, and the pressure feedback amount calculated by the pressure feedback calculating unit. The means can be predicted with high accuracy. As a result, when the predicted common rail pressure after one fuel pumping exceeds the target common rail pressure, the pressure reducing valve control means operates the pressure reducing valve in advance, so that the common rail pressure is excessively higher than the target common rail pressure. The common rail pressure can be brought close to the target common rail pressure.

By the way, the change in the common rail pressure is determined by the amount of increase / decrease of the fuel in the common rail, that is, the difference between the fuel amount flowing into the common rail and the fuel amount flowing out from the common rail. Therefore, according to the second aspect of the present invention, the boosting amount predicting means predicts the boosting after one pumping based on the pumping amount of the fuel pumped from the fuel supply pump and the consumption amount of the fuel pumped from the fuel supply pump. The amount and the predicted pressure increase after two pumps are calculated.

  The difference between the pumping amount of the fuel pumped from the fuel supply pump and the consumption amount of the fuel pumped from the fuel supply pump represents an increase / decrease amount of the fuel in the common rail. Therefore, based on the pumping amount of fuel pumped from the fuel supply pump and the consumption amount of fuel pumped from the fuel supply pump, the actual common rail pressure is expected to increase after one fuel pumping by the fuel supply pump. The predicted amount of common rail pressure can be predicted with high accuracy.

  However, it is difficult to consider variations in machine differences or variations in fuel pumping amount and fuel consumption due to changes over time. Variations in machine differences or changes over time are caused by the common rail pressure predicted by the pressure prediction means before this time and the actual common rail after one fuel pumping after the pressure prediction means predicted the common rail pressure before this time. It is absorbed by the pressure feedback amount calculated by the pressure feedback calculation means based on the pressure.

  By the way, when the pressure reducing valve is operated, the common rail pressure can be quickly reduced. However, if the differential pressure between the common rail pressure predicted by the pressure prediction means and the target common rail pressure is smaller than the predetermined value, that is, if the common rail pressure predicted by the pressure prediction means does not exceed the target common rail pressure by a predetermined value or more, the pressure is reduced. If the valve is driven, the common rail pressure may drop too much from the target common rail pressure.

Therefore, according to the third aspect of the present invention, the pressure reducing valve control means includes the predicted pressure of the higher one of the predicted pressure after one pumping and the predicted pressure after two pumps predicted by the pressure predicting means, and the target common rail pressure. When the pressure deviation is smaller than a predetermined value, the control of the pressure reducing valve based on the predicted pressure after 1 pressure feeding and the predicted pressure after 2 pressures predicted by the pressure predicting means is stopped.

  Thus, when the differential pressure between the common rail pressure predicted by the pressure predicting means and the target common rail pressure is smaller than a predetermined value, the drive of the pressure reducing valve is stopped, and the common rail pressure can be prevented from excessively decreasing from the target common rail pressure.

  According to the invention described in claim 4, the fuel pumping amount of the fuel supply pump is metered by the metering valve controlling the amount of fuel sucked in by the fuel feed pump.

  When the fuel pumping amount is adjusted by controlling the fuel suction amount of the fuel supply pump, the fuel pumping amount is determined by the fuel suction amount controlled before the fuel pumping. That is, there is a time delay between the determination of the fuel pumping amount based on the fuel suction amount and the pumping of the determined fuel pumping amount of fuel. In such a case, as in the present invention, by predicting the common rail pressure after one fuel pumping with high accuracy, the pressure reducing valve is operated in advance before the common rail pressure exceeds the target common rail pressure. It is possible to prevent an excessive rise from the target common rail pressure.

  The functions of the plurality of means provided in the present invention are realized by hardware resources whose functions are specified by the configuration itself, hardware resources whose functions are specified by a program, or a combination thereof. The functions of the plurality of means are not limited to those realized by hardware resources that are physically independent of each other.

The block diagram which shows the fuel supply system by this embodiment. The schematic diagram which shows a fuel supply pump. The characteristic view which shows the relationship between the drive current of a metering valve, and the suction | inhalation amount of a high pressure pump. The characteristic view which shows the relationship between the electricity supply time of a pressure-reduction valve, and the pressure reduction amount. The time chart which shows the prediction process of a common rail pressure. The time chart which shows calculation of the feedback amount of a common rail pressure. 3 is a flowchart showing a fuel pressure control routine 1; 7 is a flowchart showing a fuel pressure control routine 2;

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Fuel supply system 10)
FIG. 1 shows a fuel supply system 10 of the present embodiment. The fuel supply system 10 is for injecting fuel into each cylinder of a four-cylinder diesel engine (hereinafter also simply referred to as “engine”) 2 for an automobile, for example. The fuel supply system 10 includes a high-pressure pump 20 that supplies fuel to the common rail 70, a common rail 70 that stores high-pressure fuel, and a fuel injection valve 80 that injects high-pressure fuel supplied from the common rail 70 into the combustion chamber of each cylinder of the engine 2. And an electronic control unit (ECU) 90 for controlling the system.

  The high-pressure pump 20 incorporates a feed pump that pumps fuel from the fuel tank 12. The high-pressure pump 20 is a pump that pressurizes the fuel sucked from the feed pump into the pressurizing chamber 100 (see FIG. 2) when the plunger reciprocates as the camshaft cam rotates. In FIG. 1 and FIG. 2, the feed pump is omitted.

  As shown in FIG. 2, an eccentric circular cam 24 is attached to the camshaft 22, and a cam ring 26 having a square cross section is externally attached to the outer periphery of the cam 24. When the circular cam 24 rotates as the cam shaft 22 rotates, the cam ring 26 revolves without rotating while sliding with the outer peripheral surface of the cam 24. When the cam ring 26 revolves as the cam shaft 22 rotates, the plunger 30 reciprocates. Since the plunger 30 of the high-pressure pump 20 is installed in contact with the outer peripheral surface of the cam ring 26 on the opposite side of 180 ° with the cam ring 26 having a quadrangular cross section interposed therebetween, the two plungers are rotated during one rotation of the cam shaft 22. 30 repeats suction and pumping at the opposite phase of 180 °. Since the camshaft 22 rotates once while a crankshaft (not shown) rotates twice, fuel is pumped by each plunger 30 every 360 ° CA (crank angle).

  The metering valve 40 as a metering actuator is installed on the suction side of the high-pressure pump 20 and controls the amount of fuel sucked by the high-pressure pump 20 in the suction stroke by current control. Current control for the metering valve 40 is performed by duty ratio control. Then, by controlling the fuel intake amount, the fuel discharge amount of the high-pressure pump 20 is adjusted. The metering valve 40 is a normally open valve that opens when energization is turned off. Therefore, as shown in FIG. 3, when the drive current to the metering valve 40 is increased, the amount of fuel sucked into the pressurizing chamber 100 decreases.

  A check valve 50 is installed on the fuel suction side of the pressurizing chamber 100 of the high-pressure pump 20. The check valve 50 opens in the intake stroke in which the plunger 30 is lowered, and permits the fuel whose amount of intake is controlled by the metering valve 40 to be sucked into the pressurizing chamber 100. Further, the check valve 50 is closed during the pressure-feed stroke in which the plunger 30 is rising, and prevents the pressurized fuel from flowing back to the metering valve 40 side.

  The discharge valve 60 is installed on the fuel discharge side of the pressurizing chamber 100. The discharge valve 60 is closed during the intake stroke in which the plunger 30 is lowered. Further, the discharge valve 60 opens when the fuel pressure in the pressurizing chamber 100 becomes equal to or higher than a predetermined pressure during the pressure-feed stroke in which the plunger 30 is raised. When the discharge valve 60 is opened, the fuel in the pressurizing chamber 100 is pumped from the pressurizing chamber 100 toward the common rail 70.

  As shown in FIG. 1, the common rail 70 is provided with a pressure sensor 72 that detects the common rail pressure. The pressure reducing valve 74 is an electromagnetic valve that closes when energization is off and opens when energization is on. When the pressure reducing valve 74 is opened, the fuel in the common rail 70 is discharged, thereby reducing the common rail pressure. As shown in FIG. 4, when the energization on time to the pressure reducing valve 74 becomes longer, the amount of fuel discharged from the common rail 70 increases, so the pressure reducing amount of the common rail pressure increases. There is a response delay from when the power supply to the pressure reducing valve 74 is turned on until the pressure reducing valve 74 is opened.

  The fuel injection valve 80 is, for example, a known electromagnetically driven injection valve that controls the lift of the nozzle needle that opens and closes the injection hole with the pressure in the control chamber. When injecting fuel from the fuel injection valve 80, the high pressure fuel supplied from the common rail 70 to the control chamber overflows to the low pressure side by communicating the control chamber with the low pressure side. As a result, the fuel pressure in the control chamber decreases and the nozzle needle lifts. The fuel overflowing from the control chamber of the fuel injection valve 80 to the low pressure side is returned to the fuel tank 12.

  The engine 2 is provided with a rotation speed sensor 82 that detects the rotation speed of the engine 2 as a sensor that detects the operating state. Further, as other sensors for detecting the driving state, an accelerator sensor for detecting an accelerator opening that is an operation amount of an accelerator pedal, a temperature sensor for detecting an intake air temperature (intake air temperature), and a fuel temperature (fuel temperature), respectively. Is provided in the fuel supply system 10.

  The ECU 90 is configured by a microcomputer centering on a CPU, ROM, RAM, flash memory, input / output interface, and the like. Then, the ECU 90 detects output signals from various sensors including a pressure sensor 72, a rotation speed sensor 82, an accelerator sensor, an intake air temperature sensor, and a fuel temperature sensor, detects an engine operation state, and based on the detected engine operation state Control the operating state.

  The ECU 90 controls the fuel pumping amount of the high-pressure pump 20 by controlling energization to the metering valve 40 based on the engine operating state. Further, the ECU 90 controls energization to the pressure reducing valve 74 to reduce the common rail pressure. Further, the ECU 90 controls energization to the fuel injection valve 80 to control the fuel injection amount and the fuel injection timing. Then, the ECU 90 executes the following controls by executing a control program stored in the ROM or flash memory.

(Fuel pressure control)
(1) Normal feedback control The ECU 90 calculates a target common rail pressure based on the engine operating state. Then, the metering valve 40 is driven by PID control based on the differential pressure between the actual common rail pressure and the target common rail pressure so that the actual common rail pressure detected based on the output signal of the pressure sensor 72 matches the target common rail pressure. The drive current to be fed back is controlled. Thereby, the fuel intake amount of the high-pressure pump 20 is controlled, and the fuel pumping amount is adjusted.

When the actual common rail pressure is higher than the target common rail pressure by a predetermined pressure or more, the ECU 90 determines that the common rail pressure cannot be quickly reduced only by feedback control of the fuel pumping amount of the high pressure pump 20, and drives the pressure reducing valve 74. To reduce the common rail pressure.
(2) Predicted pressure control In addition to normal feedback control, the ECU 90 predicts the common rail pressure after one pumping and after the two pumping after one fuel pumping by the high-pressure pump 20, and calculates the predicted common rail pressure and the target common rail pressure. The common rail pressure is controlled based on the differential pressure. When the predicted common rail pressure is higher than the target common rail pressure by a predetermined value or more, the ECU 90 drives the pressure reducing valve 74 to reduce the common rail pressure.

  For example, when an acceleration operation is commanded by a driver depressing an accelerator pedal from a steady operation traveling at a constant speed, as shown in FIG. 5, the ECU 90 determines a target common rail pressure (target (Also called pressure) is set higher than during steady operation.

  Then, the ECU 90 calculates the predicted common rail pressure after one and two pumps based on the following equations (1) and (2). In the present embodiment, since the engine 2 has four cylinders, the fuel supplied from the common rail 70 is injected from the fuel injection valve 80 of any cylinder every 180 ° CA. Therefore, the ECU 90 calculates the predicted common rail pressure after one and two pumps every 180 ° CA.

Predicted pressure after one pumping [n] = Current actual common rail pressure + 1 Predicted pressure increase after pumping [n] + 1F / B amount after pumping [n] (1)
2 predicted pressure after pumping [n] = 1 predicted pressure after pumping [n] + predicted pressure increase after 2 pumping [n] +2 post-feeding F / B amount [n] (2)
Substituting the predicted pressure [n] after one pumping of the formula (1) into the formula (2), the predicted pressure [n] after two pumping is expressed by the following formula (3).

Predicted pressure after 2 pumping [n]
= Actual common rail pressure of this time + (1 predicted pressure increase after pumping [n] + 2 predicted pressure increase after pumping [n])
+ (F / B amount after 1 pumping [n] +2 F / B amount after pumping [n]) (3)
In equations (2) and (3), the predicted pressure increase after two pumps is the predicted pressure increase that is predicted to increase after two pumps from the predicted pressure after [1] [n]. Therefore, in Formula (3), (1 post-feed predicted pressure increase [n] +2 post-feed predicted pressure increase [n]) is a predicted boost amount that is predicted to be boosted after 2 pumps based on the current pressure control timing. . Further, in equation (3), (F / B amount [n] after one pumping + 2 F / B amount [n] after two pumping) is the pressure F / B amount for predicting the common rail pressure after two pumping with high accuracy. It is. Details of the pressure F / B amount will be described later.

  Therefore, it can be said that the predicted pressure [n] after the two pumps is predicted based on the current actual common rail pressure, the predicted boost amount that is predicted to be boosted after two pumps from this time, and the pressure F / B amount.

  In the case of after one pumping and after two pumping, the pressure control timing shown in FIG. 5 is based on the timing of the current pressure control, and the current pressure control timing is the switching timing between fuel suction and fuel pumping. For example, the fuel pumping that is started at the current pressure control timing is the first pumping. Further, if the current pressure control timing is during fuel pumping, the fuel pumping being executed at the current pressure control timing is set as the first pumping. Then, the time when the first fuel pumping is finished is assumed to be after one pumping, and the time when the second fuel pumping is finished is assumed to be after two pumps.

  For example, if the current pressure control timing is the timing 1 shown in FIG. 5 and the switching timing between the fuel suction and the fuel pressure feeding, the timing 3 is 360 ° CA after the one pressure feeding, and 720 ° CA after the two pressure feedings. The later timing 5 is represented. As described above, when the pressure control timing is the timing 1, 3, 5, 7, the fuel suction and the fuel pumping are switched, and the timing after the first pumping and the second pumping is the same as when the pumping stroke by the plunger 30 is completed. To do.

  On the other hand, if the pressure control timing is timing 2, 4, 6 and fuel is being pumped, if 360 ° CA is pumped by 1 and 720 ° CA is pumped by 2 from the current pressure control timing, After 2 pumps, it is in the middle of the pumping stroke. Therefore, in this embodiment, when the pressure control timing is the timings 2, 4, and 6, the pressure-feeding process is completed in the same manner as the timings 1, 3, and 5, with 180 ° CA after the one-pressure feeding and 540 ° CA after the two-pressure feeding. Predict the common rail pressure when. That is, the timing after the first pumping and after the second pumping including the currently executed fuel pumping is determined.

  However, the common rail pressure can be predicted even if the timing after the first pumping and the second pumping is in the middle of the pumping. In the case of one pumping, for example, since the fuel intake amount of the plunger # 2 is calculated at the timing 2, the fuel pumping amount starting from the timing 3 can be calculated. Therefore, at the timing 2, the common rail pressure at the timing 4 can be predicted after one pumping.

  In the case of two pressure feeds, when the current pressure control timing is timing 2, the timing is 6 after 720 ° CA. The fuel pumping amount by the plunger # 1 at the timing 6 starting from the timing 5 is calculated from the fuel suction amount by the plunger # 1 starting from the timing 3. However, since the fuel intake amount starting from timing 3 has not yet been calculated at timing 2, the fuel pumping amount at timing 6 cannot be calculated based on the fuel intake amount starting from timing 3. In this case, the fuel pumping amount at the timing 6 can be calculated based on the history of the fuel pumping amount or the fuel pumping amount by the immediately preceding plunger # 2, and the common rail pressure at the timing 6 can be predicted.

  Then, when the predicted post-pressure feeding pressure 220 or the predicted post-pressure feeding pressure 222 based on the formulas (1) and (2) becomes higher than the target common rail pressure by a predetermined pressure or more, the pressure reducing valve 74 is driven in advance to open the valve. The fuel is discharged from the common rail 70 to reduce the common rail pressure.

  In FIG. 5, the predicted post-pump pressure 222 calculated at the timing 3 is higher than the target common rail pressure by a predetermined pressure or more, and is equal to or higher than the threshold for driving the pressure reducing valve 74. Suppresses the rise. Subsequent to timing 3, the predicted post-pump pressure 222 calculated at timings 4 and 5 is also equal to or higher than the threshold for driving the pressure reducing valve 74, so that the pressure reducing valve 74 is driven to suppress an increase in common rail pressure.

  At timing 6, the predicted pressure 220 after 1 pressure feeding and the predicted pressure 222 after 2 pressure feeding are both lower than the drive threshold value of the pressure reducing valve 74, so the driving of the pressure reducing valve 74 is stopped.

  In this way, in the process in which the common rail pressure approaches the target common rail pressure while increasing, the pressure reducing valve 74 is driven in advance based on the predicted post-pressure feed pressure 220 and the predicted post-pressure feed pressure 222 to increase the common rail pressure. By suppressing the common rail pressure, the common rail pressure is prevented from excessively overshooting the target common rail pressure as in the common rail pressure 210 when the pressure reducing valve 74 is not driven based on the predicted common rail pressure. The actual common rail pressure 200 can be brought close to the common rail pressure.

  The ECU 90 drives the pressure reducing valve 74 based on the predicted pressure calculated from the equations (1) and (2), and controls the drive current for the metering valve 40 so that the actual common rail pressure approaches the target common rail pressure. In FIG. 5, as the actual common rail pressure approaches the target common rail pressure, the driving current for the metering valve 40 is increased to decrease the fuel pumping amount.

(2-1) Predicted Boost Pressure The ECU 90 boosts the common rail pressure that rises after one pumping from the actual common rail pressure detected based on the output signal of the pressure sensor 72 this time as the predicted boosting pressure after one pumping of the equation (1). The amount is calculated based on the current fuel pumping amount pumped from the high-pressure pump 20 and the fuel consumption amount consumed by the fuel supply system 10 from the fuel pumping amount pumped from the high-pressure pump 20. The difference between the fuel pumping amount and the fuel consumption amount is an increase / decrease amount of fuel in the common rail 70. Then, the amount of increase in the common rail pressure is calculated based on the amount of increase or decrease in fuel in the common rail 70.

  Further, the ECU 90 calculates, as the current fuel pumping amount, the common rail pressure increasing amount that increases after the two-pressure feeding from the one-pressure feeding predicted pressure calculated by the equation (1) as the two-pumping predicted boosting amount of the equation (2). Calculated based on fuel consumption.

(2-2) Pressure Feedback Amount In FIG. 6, for example, when the current pressure control timing is the timing [n], the ECU 90 calculates the F / B amount [n] after one pumping of the equation (1) by the following equation (4 ) And the post-pumping F / B amount [n] of equation (2) is calculated based on the value of equation (5) below.

Actual common rail pressure of this time-(predicted pressure after one pumping [n-1]-pressure reduction amount by pressure reducing valve [n-1]) (4)
Actual common rail pressure this time- (2 predicted pressure after pumping [n-3] -pressure reduction amount by pressure reducing valve [n-1] -pressure reduction amount by pressure reducing valve [n-2] -pressure reduction amount by pressure reducing valve [n-3] (5)
Here, the equations (1) and (2) are for driving the pressure reducing valve 74 when the predicted pressure after pumping [n] or the predicted pressure after pumping [2] is higher than the target common rail pressure by a predetermined pressure or more. Used to determine Therefore, in the predicted pressure after pumping [n] and the predicted pressure after pumping [n] [2] calculated by the equations (1) and (2), the predicted pressure of the common rail at the current timing [n] is greater than the target common rail pressure. However, when the pressure is higher than the predetermined pressure, the pressure reducing amount by which the pressure reducing valve 74 is driven to reduce the common rail pressure is not included. In other words, when the common rail pressure is reduced by driving the pressure reducing valve 74, a value obtained by subtracting the pressure reducing amount by the pressure reducing valve 74 from the predicted pressure [n] after 1 pressure feeding and the predicted pressure [n] after 2 pressure feeding is the actual 1 pressure feeding. This corresponds to the predicted pressure after and after two pumps.

  Therefore, when calculating the F / B amount [n] after one pumping, in the equation (4), the ECU 90 calculates the equation (1) at the previous timing [n−1] before the current timing [n]. A value obtained by subtracting the pressure reduction amount [n−1] when the common rail pressure is reduced by driving the pressure reducing valve 74 at the previous timing [n−1] from the predicted pressure [n−1] after one pumping predicted based on Compare this time with the actual common rail pressure. In FIG. 6, this is indicated by reference numeral 230. When the pressure reducing valve 74 is not driven, the pressure reduction amount [n−1] by the pressure reducing valve is 0 in the equation (4).

  The ECU 90 subtracts the pressure reduction amount [n−1] from the pressure reducing valve from the predicted pressure [n−1] after one pumping predicted based on the formula (1) at the previous timing [n−1], that is, (1 Predicted pressure after pumping [n-1]-Depressurization amount by pressure reducing valve [n-1]) is higher than the actual common rail pressure this time, predicted after one pumping predicted this time based on equation (4) The F / B amount [n] after one pumping is calculated so as to decrease [n]. When (predicted pressure after one pumping [n−1] −pressure reducing amount by pressure reducing valve [n−1]) is lower than the current actual common rail pressure, the ECU 90 makes a prediction this time based on the equation (4). The F / B amount [n] after one pumping is calculated so as to increase the predicted pressure [n] after one pumping.

  When calculating the F / B amount [n] after two pumps, the ECU 90 in Formula (5) based on Formula (2) at the previous timing [n-3] before the current timing [n]. The common rail pressure is generated by driving the pressure reducing valve 74 except the current timing [n] between the previous timing [n-3] and the current timing [n] from the predicted post-feed predicted pressure [n-3]. A value obtained by subtracting the reduced pressure amount [n−1], the reduced pressure amount [n−2], and the reduced pressure amount [n−3] with the actual common rail pressure is compared. In FIG. 6, this is indicated by reference numeral 232. In Expression (5), the pressure reduction amount [n−1], the pressure reduction amount [n−2], and the pressure reduction amount [n−3] by the pressure reducing valve at the timing when the pressure reducing valve 74 is not driven becomes zero.

  The ECU 90 subtracts the pressure reduction amount [n−1], the pressure reduction amount [n−2], and the pressure reduction amount [n−3] by the pressure reducing valve 74 from the predicted pressure [n−3] after two pressures, that is, (2 pressure feeding). The post-predicted pressure [n-3] -the pressure reduction amount by the pressure reducing valve [n-1] -the pressure reduction amount by the pressure reducing valve [n-2] -the pressure reduction amount by the pressure reducing valve [n-3]) is greater than the actual common rail pressure this time. In the case of high, the F / B amount [n] after two pumping is calculated so as to decrease the predicted pressure [n] after two pumping predicted this time based on the equation (5). (2 Predicted pressure after pumping [n-3]-Pressure reduction amount by pressure reducing valve [n-1]-Pressure reduction amount by pressure reducing valve [n-2]-Pressure reduction amount by pressure reducing valve [n-3]) When the pressure is lower than the pressure, the ECU 90 calculates the post-two-feed F / B amount [n] based on the equation (5) so as to increase the post-two-feed predicted pressure [n] predicted this time.

  In equations (4) and (5), the timing when the predicted pressure is calculated before this time is set to timing [n−1] and [n-3], which is the timing closest to the current timing [n]. By comparing the actual common rail pressure with the value obtained by subtracting the amount of pressure reduction by the pressure reducing valve from the predicted pressure after 1 pumping and the predicted pressure after 2 pumping calculated in step 1, the F / B amount after 1 pumping and This is because the F / B amount after two pumps can be calculated.

  In FIG. 6, when the timing for calculating the F / B amount after one pumping is the timing [n−2] and [n] when switching between fuel suction and fuel pumping, the timing before the current timing At the timings [n-3] and [n-1], the common rail pressures at the current timings [n-2] and [n] are predicted.

  On the other hand, when the current pressure control timing for calculating the F / B amount after one pumping is the timing [n-3] and [n-1] during the fuel pumping, the current pressure control timing is higher than the current pressure control timing. At the previous timing, the common rail pressure at the timing [n-3] and [n-1] is not predicted as the predicted pressure after one pumping. This is because, as described above, in the present embodiment, the predicted common rail pressure is calculated with respect to the switching timing between fuel suction and fuel pumping. As a result, the value obtained by subtracting the amount of pressure reduction by the pressure reducing valve from the predicted pressure after one pressure feeding predicted at the timing before the current pressure control timing is compared with the actual common rail pressure this time, and the F / B amount after one pressure feeding. Cannot be calculated.

  Therefore, in the present embodiment, the timings [n-3] and [n-1] in the middle of fuel pumping are the timings [n-4] and [n-2] as the F / B amount after one pumping. The calculated F / B amount after one pumping [n-4] and [n-2] are used as the current F / B amount after one pumping.

  Similarly, in the case of calculating the F / B amount after the two pumps in FIG. 6, when calculating the F / B amount after the two pumps, the timing [n] for switching between the fuel suction and the fuel pumping is more than the current timing. The common rail pressure at the current timing [n] is predicted at the previous timing [n-4].

  On the other hand, regarding the timing [n−1] during the fuel pressure feeding as the current pressure control timing, the common rail pressure at the timing [n−1] as the predicted pressure after the two pressure feeding at the timing before the current timing. Is not expected.

  Therefore, in the present embodiment, for the timing [n−1] in the middle of fuel pumping, the F / B amount after two pumping [n−] calculated at the timing [n−4] as the F / B amount after two pumping. 4] is used as the F / B amount after the current two pumping.

(Fuel pressure control routine 1)
FIG. 7 shows the fuel pressure control routine 1. The routine of FIG. 7 is a routine for predicting the common rail pressure, and is executed every 180 ° CA. In FIG. 7, “S” represents a step.

In S400, the ECU 90 acquires the following parameters as various parameters.
・ Target common rail pressure Calculated based on engine operating conditions.
-Actual common rail pressure Detected from the output signal of the pressure sensor 72.
The intake amount of the high-pressure pump 20 The ECU 90 calculates the current fuel intake amount based on the differential pressure between the target common rail pressure and the actual common rail pressure. The ECU 90 acquires the current fuel intake amount and its history information as the intake amount of the high-pressure pump 20.
-Consumption amount of the fuel injection valve 80 The current injection amount of the fuel injection valve 80 and the leak amount from the fuel injection valve 80 are included.
・ Various information indicating the engine operating state Engine speed (NE), intake air temperature, fuel temperature, etc.

  In S402, the ECU 90 calculates the fuel pumping amount pumped from the high pressure pump 20 based on the fuel suction amount of the high pressure pump 20, the engine speed, the fuel temperature, the actual common rail pressure, the leak amount of the high pressure pump 20, and the like.

  In S404, the ECU 90 calculates the fuel consumption amount of the fuel supply system 10 based on the fuel consumption amount that is the sum of the leakage amount and the injection amount in the fuel injection valve 80, the leakage amount of the fuel pipe, and the like.

  In S406, the ECU 90 uses the pressure increase amount of the common rail pressure that increases from the actual common rail pressure this time after one fuel pumping by the high-pressure pump 20 based on the fuel pumping amount calculated in S402 and the fuel consumption amount calculated in S404. A certain pressure increase after one pumping and a pressure increase after two pressures are respectively calculated.

  In S408, the ECU 90 calculates the F / B amount after one pumping and the F / B amount after two pumpings based on the equations (4) and (5). In S410 and S412, the ECU 90 calculates the predicted pressure after 1-pumping and the predicted pressure after 2-pushing from the equations (1) and (2), respectively.

  In S414, the ECU 90 uses the predicted pressure to control the pressure reducing valve 74, that is, whether the actual common rail pressure is increasing toward the target common rail pressure, or whether the rate of change of the actual common rail pressure is continuously increasing. Judgment by If the rate of change of the actual common rail pressure is continuously greater than or equal to a predetermined value, the actual common rail pressure may overshoot the target common rail pressure.

  When the condition for controlling the pressure reducing valve 74 using the predicted pressure is established (S414: Yes), in S416, the ECU 90 predicts the higher one of the predicted pressure after one pumping and the predicted pressure after two pumping. The differential pressure between the pressure and the target common rail pressure is calculated as the predicted differential pressure.

  If the condition for controlling the pressure reducing valve 74 using the predicted pressure is not satisfied (S414: No), the ECU 90 sets the predicted differential pressure to 0 in S418.

(Fuel pressure control routine 2)
FIG. 8 shows the fuel pressure control routine 2. The routine of FIG. 8 is a routine for controlling the energization time to the pressure reducing valve 74 and is executed every 180 ° CA following the fuel pressure control routine 1. In FIG. 8, “S” represents a step.

  In S420, the ECU 90 acquires, as various parameters, the predicted differential pressure calculated in the fuel pressure control routine 1 in FIG. 7, the parameters acquired in S400 in FIG.

  In S422, the ECU 90 calculates a pressure deviation of the common rail pressure. When the predicted differential pressure is not 0, the ECU 90 sets the predicted differential pressure as the pressure deviation, and when the predicted differential pressure is 0, the ECU 90 sets the differential pressure between the actual common rail pressure and the target common rail pressure as the pressure deviation. .

  In S424, the ECU 90 determines whether the pressure deviation is equal to or greater than a predetermined value. When the pressure deviation is smaller than the predetermined value (S424: No), the ECU 90 determines that there is no need to drive the pressure reducing valve 74, and ends this routine.

  When the pressure deviation is equal to or larger than the predetermined value (S424: Yes), in S426, the ECU 90 discharges the fuel in the common rail 70 from the pressure reducing valve 74 in order to eliminate the pressure deviation based on the pressure deviation and the actual common rail pressure. Calculate the amount.

  In S428, the ECU 90 calculates the energization time to the pressure reducing valve 74 necessary for discharging the fuel amount calculated in S426. However, a guard value is set for the depressurization valve 74 in the energization time for continuous energization in order to prevent damage due to heating of the depressurization valve 74. Therefore, in S430, if the energization time to the pressure reducing valve 74 calculated in S428 exceeds the guard value, the ECU 90 executes an energization time guard process using the guard value as the energization time instead of the energization time calculated in S428. .

  In S432, based on the result of the energization time guard process for the pressure reducing valve 74 executed in S430, the ECU 90 drives the pressure reducing valve 74 if necessary, and the amount of fuel discharged from the pressure reducing valve 74 and the fuel discharge The common rail pressure reduction amount determined by the amount is calculated again.

  In S434, the ECU 90 sets an energization time for actually driving the pressure reducing valve 74, and ends this routine. The energization time to the pressure reducing valve 74 is controlled based on the energization time set in S434.

  In the present embodiment, the high-pressure pump 20 corresponds to the fuel supply pump of the present invention, and the ECU 90 corresponds to the fuel pressure control device, pressure prediction means, pressure reducing valve control means, pressure increase amount prediction means, pressure feedback calculation means of the present invention. To do. Further, S400 to S406 in FIG. 7 correspond to the pressure increase prediction unit of the present invention, S408 corresponds to the function of the pressure feedback calculation unit of the present invention, and S410 and S412 correspond to the pressure prediction unit of the present invention. Further, S414 to S418 in FIG. 7 and S420 to S434 in FIG. 8 of the present embodiment correspond to the function of the pressure reducing valve control means of the present invention.

  According to the present embodiment described above, the predicted common rail pressure after one and two pumps after the first fuel pump is predicted to be increased from the current common rail pressure and the current common rail pressure. The calculated pressure increase amount and the pressure F / B amount are calculated. Further, the pressure F / B amount is calculated based on the actual common rail pressure this time and the common rail pressure predicted before this time. In addition, when calculating the pressure F / B amount, the common rail pressure predicted before this time is calculated from the predicted pressure after one pumping or the predicted pressure after two pumping calculated by the equations (1) and (2). A value obtained by subtracting the amount of pressure reduction by the pressure reducing valve 74 up to this time after the current prediction of the common rail pressure is used. When the pressure reducing valve 74 is not driven, the pressure reducing amount is zero. If the differential pressure between the common rail pressure predicted before this time and the actual common rail pressure this time is small, it means that the predicted common rail pressure is appropriate. If the differential pressure is large, the predicted common rail pressure is Indicates that it was inappropriate. It is considered that the variation in the differential pressure between the actual common rail pressure this time and the common rail pressure predicted before this time is caused by machine differences of the high-pressure pump 20, the pressure reducing valve 74, the fuel injection valve 80, etc., or a change with time.

  Accordingly, by calculating the predicted common rail pressure using the pressure F / B amount calculated based on the actual common rail pressure this time and the common rail pressure predicted before this time, the high pressure pump 20, the pressure reducing valve The predicted common rail pressure can be predicted with high accuracy including machine differences such as 74 and the fuel injection valve 80, or changes with time.

  Further, as in the present embodiment, when metering control of the fuel suction amount by the metering valve 40 and metering the fuel pumping amount of the high-pressure pump 20, the fuel suction amount is metered and the fuel is pumped from the high-pressure pump 20. There is a time delay before the is pumped. In the intake metering fuel supply system 10 as described above, the common rail pressure after one and two pumps is predicted as in this embodiment, and the predicted common rail pressure is predicted to exceed the target common rail pressure. In this case, it is possible to prevent the common rail pressure from excessively overshooting the target common rail pressure by driving the pressure reducing valve 74 in advance to suppress an increase in the common rail pressure.

[Other Embodiments]
In the above embodiment, as the predicted pressure of the common rail pressure after one fuel pumping, the pressure reducing valve is based on the higher one of the predicted pressure after the first pumping pressure or the predicted pressure after the second pumping pressure and the target common rail pressure. 74 was controlled. On the other hand, the pressure reducing valve 74 may be controlled based on only one of the predicted pressure after the first pumping or the predicted pressure after the second pumping and the target common rail pressure as the predicted common rail pressure after one fuel pumping. Further, the common rail pressure after three or more times of fuel pumping may be used as the predicted pressure as the predicted common rail pressure after one fuel pumping.

  Further, the fuel pumping amount of the high-pressure pump 20 may be directly metered by the metering valve instead of controlling the fuel suction amount by the metering valve and metering the fuel pumping amount of the high-pressure pump 20.

  In the above embodiment, the functions of the pressure predicting means, the pressure reducing valve control means, the pressure increase amount predicting means, and the pressure feedback calculating means are realized by the ECU 90 whose functions are specified by the control program. On the other hand, at least some of the functions of the plurality of means may be realized by hardware whose functions are specified by the circuit configuration itself.

  As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

2: diesel engine (internal combustion engine), 10: fuel supply system, 20: high pressure pump (fuel supply pump), 30: plunger, 40: metering valve, 70: common rail, 72: pressure sensor, 74: pressure reducing valve, 80 : Fuel injection valve, 90: ECU (fuel pressure control device, pressure prediction means, pressure reducing valve control means, pressure increase amount prediction means, pressure feedback calculation means)

Claims (4)

A common rail for accumulating fuel supplied to each cylinder of the internal combustion engine;
A fuel supply pump for pumping fuel to the common rail;
A pressure reducing valve for reducing the fuel pressure of the common rail;
A fuel pressure control device that is applied to a fuel supply system that controls a common rail pressure that is a fuel pressure of the common rail.
A pressure that predicts the predicted pressure after one pumping that is the common rail pressure after one fuel pumping by the fuel supply pump , and a predicted pressure after two pumping that is the common rail pressure after two fuel pumping by the fuel supply pump. Prediction means,
When the pressure deviation between the predicted pressure of the higher one of the predicted pressure after 1 pumping and the predicted pressure after 2 pumping predicted by the pressure predicting means and the target common rail pressure is a predetermined value or more , the pressure reducing valve is Pressure reducing valve control means for controlling and reducing the common rail pressure;
The predicted pressure increase after one pumping of the common rail pressure, which is predicted to increase after one fuel pumping by the fuel supply pump from the actual common rail pressure , and two fuels by the fuel supply pump from the actual common rail pressure A pressure increase amount predicting means for calculating a predicted pressure increase amount after two pumps of the common rail pressure that is predicted to increase after pumping ;
The predicted pressure after one pumping predicted by the pressure predicting means before this time and the actual pressure after one fuel pumping after the pressure predicting means predicted the predicted pressure after one pumping before this time. Based on the common rail pressure, a post- pump pressure feedback amount for the post-pump predicted pressure predicted by the pressure predictor is calculated, and the post-pump prediction predicted by the pressure predictor before this time The pressure predicting means predicts the 2 based on the pressure and the actual common rail pressure after the fuel is pumped twice after the pressure predicting means predicts the predicted pressure after the second pumping before the current time. Pressure feedback calculation means for calculating a pressure feedback amount after two pumping with respect to a predicted pressure after pumping ;
With
The pressure predicting means is based on the actual common rail pressure of this time, the predicted post- pressurizing boost amount after the one-pressure feeding predicted by the boosting amount predicting means, and the post- pressurizing pressure feedback amount calculated by the pressure feedback calculating means. Predicting the predicted pressure after the first pumping , the actual common rail pressure of the current time, the predicted boosting amount after the second pumping predicted by the boosting amount prediction means, and the post-two-pressure feeding calculated by the pressure feedback calculating means Predicting the predicted pressure after the two pumping based on the pressure feedback amount,
A fuel pressure control device. The boosting amount predicting means is configured to predict the boosted pressure after the first pumping and the predicted boosted pressure after the two pumping based on the pumping amount of the fuel pumped from the fuel supply pump and the consumption of the fuel pumped from the fuel supply pump. The fuel pressure control device according to claim 1, wherein the fuel pressure control device calculates an amount . When the pressure deviation is smaller than a predetermined value, the pressure reducing valve control means stops the control of the pressure reducing valve based on the predicted pressure after the first pressure feeding and the predicted pressure after the second pressure predicted by the pressure predicting means. The fuel pressure control device according to claim 1, wherein the fuel pressure control device is a fuel pressure control device.   4. The fuel pumping amount of the fuel supply pump is measured by a metering valve controlling a suction amount of fuel sucked by the fuel supply pump. The fuel pressure control apparatus as described.

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