JP6561184B2 - Drive device for fuel injection device - Google Patents

Description

  The present invention relates to a fuel injection device used in, for example, an internal combustion engine.

  In recent years, improvement in fuel consumption (fuel consumption rate) in internal combustion engines has been demanded due to tightening of carbon dioxide emission regulations and concerns about exhaustion of fossil fuels. For this reason, efforts are being made to improve fuel efficiency by reducing various losses of the internal combustion engine. Generally, when the loss is reduced, the output required for engine operation can be reduced, and therefore the minimum output of the internal combustion engine can be reduced. In such an internal combustion engine, it is necessary to control and supply a small amount of fuel corresponding to the minimum output.

  In recent years, attention has been focused on downsizing engines which are reduced in size by reducing the displacement and obtaining output by a supercharger. In the downsizing engine, the pumping loss and the friction can be reduced by reducing the displacement, so that the fuel efficiency can be improved. On the other hand, a sufficient output can be obtained by using a supercharger, and a reduction in compression ratio due to supercharging can be suppressed and fuel efficiency can be improved by an intake air cooling effect by performing direct in-cylinder injection. . In particular, in the fuel injection device used for this downsizing engine, fuel can be injected over a wide range from the minimum injection amount corresponding to the minimum output obtained by reducing the engine displacement to the maximum injection amount corresponding to the maximum output obtained by supercharging. There is a need.

  Generally, the injection amount of the fuel injection device is controlled by the pulse width of the drive pulse output from the ECU. The longer the pulse, the larger the injection amount, and the shorter the pulse, the smaller the injection amount, and the relationship is substantially linear. However, in the region where the drive pulse is short, the injection amount does not change linearly with respect to the injection pulse width due to the rebound phenomenon (bound behavior of the mover) that occurs when the mover collides with a stopper, etc. There is a problem that the minimum controllable injection amount of the fuel injection device increases. In addition, the injection amount may not be stable due to the above-described rebound phenomenon of the mover, which may cause an increase in the minimum injection amount or increase in individual variation of the fuel injection device.

  As described above, in order to improve fuel consumption, it is necessary to reduce the minimum injection amount that can be controlled by the fuel injection device.

  In order to reduce the minimum injection amount, it is necessary to suppress the bounce behavior of the mover. As a technique for this purpose, Japanese Patent Application Laid-Open No. 58-214081 discloses that just before the valve opening operation is completed (target lift reached). A solenoid valve driving device that reduces the minimum injection amount by improving the non-linearity of the flow rate characteristic by reducing the plunger speed by quickly cutting off the current immediately (immediately before) and suppressing the plunger rebound phenomenon. It is disclosed.

  Further, as another means for reducing the minimum injection amount, a fuel injection control device disclosed in Japanese Patent Application Laid-Open No. 2009-162115 is known. In this fuel injection control device, after supplying a current from a high voltage source, the current is rapidly discharged, and after being lowered to a value equal to or lower than a first current value at which the valve body cannot be opened, the second valve opening can be maintained. By supplying this current value, the delay in closing the fuel injection valve in the small pulse region is reduced, and the minimum injection amount can be reduced.

JP 58-214081 A JP 2009-162115 A

  In the prior art described above, consideration for the timing of cutting off the drive current is not always sufficient. In the middle of the valve opening, there is a delay time from when the drive current is cut off until the magnetic attractive force decreases, so that the drive current is before the completion of the valve opening, and further than the desired deceleration timing. Must have been previously blocked.

  In particular, in the fuel injection device for in-cylinder injection, which requires high responsiveness, the valve body moves at high speed, so even if the current is cut off just before the valve opening operation of the valve body is completed, magnetic attraction The valve opening is completed during the delay time until the force decreases and the deceleration force is obtained, and a sufficient effect cannot be obtained.

  Further, in the device disclosed in Japanese Patent Application Laid-Open No. 2009-162115, sufficient consideration is not given to problems that occur when the current from the high voltage source is shut off and then returned to a holding current value that can hold the valve open. Absent.

  When the current is cut off after the current is supplied from the high voltage source and the current is reduced to a current value at which the valve cannot be maintained, the valve is not maintained and the valve is closed. Therefore, it is necessary to supply a current value that can maintain the valve open state, that is, a holding current after the current is interrupted. However, when the transition from the current value during the shut-off period to the holding current is performed with the battery voltage, the time until the current value reaches the predetermined holding current becomes long, and the valve opening state cannot be stably maintained. There was a problem.

  An object of the present invention is to provide a drive device for a fuel injection device that suppresses the unstable behavior of a valve body and reduces the minimum injection amount.

In the present invention for achieving the above object is constituted with the valve body, the valve body and another body, and an anchor for operating the valve body, the cylinder having a fixed core, a for sucking the anchor by magnetic attraction In a drive device for an electromagnetic valve device including a drive circuit that opens and closes the valve body by supplying a drive current to an internal injection solenoid valve device, the drive circuit is a high voltage source having a voltage higher than the battery voltage. The drive current supplied to the electromagnetic valve device before the anchor and the fixed core are collided after the anchor is attracted to the fixed core and the valve body is opened by supplying the drive current to the electromagnetic valve device Is reduced to a current value that cannot hold the valve body open, or the drive current supplied to the electromagnetic valve device before the collision is increased to a current value that can hold the valve body open.

  Specifically, it may be configured as follows.

  A drive device that supplies a drive current of a valve body to a fuel injection device that drives a valve body to switch between a valve-open state and a valve-closed state, from a first voltage source and a first voltage source for the fuel injection device Means for turning on and off the electrical connection with the second voltage source that generates a higher voltage, and the fuel injection device supplies the voltage of the second voltage source when the valve body is operated from the closed state to the opened state. To supply the valve body drive current from the second voltage source, and then stop applying the voltage of the second voltage source and apply the voltage of the first voltage source to the fuel injection device. In a drive device for a fuel injection device that supplies a holding current for holding a valve body from a first voltage source, the application of the voltage of the second voltage source is stopped and the valve body cannot be held in the valve open state. Decrease the drive current of the valve body to the current value, then apply the voltage of the second voltage source Open to increase the drive current to a current value capable of holding the valve member in the open state, then, it supplies the holding current from the first voltage source.

  At this time, the second voltage source may be constituted by a booster circuit that boosts the voltage of the first voltage source.

  The second voltage source may be provided on the driving device.

  Further, when the drive current of the valve body is reduced to a current value at which the application of the voltage of the second voltage source is stopped and the valve body cannot be held in the open state, the valve body before the valve body reaches the maximum lift position. The application of the voltage of the second voltage source may be stopped at the timing at which the moving speed of the body decelerates.

  Further, after the application of the voltage of the second voltage source is stopped and the drive current of the valve body is reduced to a current value at which the valve body cannot be held in the open state, the voltage of the first voltage source is applied to the valve body. When the drive current is increased from a current value at which the valve element cannot be maintained in the open state to a current value at which the valve element can be maintained in the open state It is preferable that either the first voltage source or the second voltage source can be selected as the voltage source used in the above.

  According to the present invention, since the unstable behavior of the valve body can be suppressed, it is possible to provide a drive device for a fuel injection device with a reduced minimum injection amount.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a longitudinal sectional view of a fuel injection device according to an embodiment of the present invention and a configuration of a drive circuit and an engine control unit (ECU) connected to the fuel injection device. It is the figure which showed the relationship between the general injection pulse which drives a fuel-injection apparatus, the voltage supplied to a fuel-injection apparatus, the timing of exciting current, and valve body behavior. It is a figure which shows the relationship between the pulse width Ti of the injection pulse in FIG. 2, and fuel injection quantity. It is a figure which shows the relationship between the injection voltage in the 1st Example of this invention, the drive voltage supplied to a fuel-injection apparatus, drive current (excitation current), and valve body displacement (valve body behavior). It is a figure which shows the relationship between the pulse width Ti of the injection pulse in 1st Example, and fuel injection quantity. It is a figure which shows the relationship between the injection voltage in the 2nd Example of this invention, the drive voltage supplied to a fuel-injection apparatus, drive current (excitation current), and valve body displacement (valve body behavior). It is a figure which shows the relationship between the injection voltage in the 3rd Example of this invention, the drive voltage supplied to a fuel-injection apparatus, a drive current (excitation current), and valve body displacement (valve body behavior). It is a block diagram which shows one Example of this invention about the drive circuit for driving a fuel-injection apparatus. FIG. 9 is a diagram illustrating an ejection pulse, a drive current (excitation current), and switching timing of a switching element in the drive circuit of FIG. 8.

  Hereinafter, the configuration and operation of the fuel injection device and the drive device thereof according to the present invention will be described with reference to FIGS.

  First, the configuration and basic operation of the fuel injection device and its driving device will be described with reference to FIG. FIG. 1 is a longitudinal sectional view of a fuel injection device and an example of the configuration of an EDU (drive circuit: engine drive unit) 121 and an ECU (engine control unit) 120 for driving the fuel injection device. In this embodiment, the ECU 120 and the EDU 121 are configured as separate parts, but the ECU 120 and the EDU 121 may be configured as an integral part.

  The ECU 120 takes in signals indicating the state of the engine from various sensors, and calculates an appropriate injection pulse width and injection timing according to the operating conditions of the internal combustion engine. The injection pulse output from the ECU 120 is input to the drive circuit 121 of the fuel injection device through the signal line 123. The drive circuit 121 controls the voltage applied to the solenoid 105 and supplies a current. The ECU 120 communicates with the drive circuit 121 through the communication line 122, and can switch the drive current generated by the drive circuit 121 depending on the pressure of the fuel supplied to the fuel injection device and the operating conditions. The drive circuit 121 can change the control constant by communication with the ECU 120, and the current waveform changes according to the control constant.

  A structure and operation | movement are demonstrated using the longitudinal cross-section of a fuel-injection apparatus.

  The fuel injection device shown in FIG. 1 is a normally closed electromagnetic valve (electromagnetic fuel injection valve). When the solenoid (coil) 105 is not energized, the valve element 114, which is a mover, The spring 110, which is a spring, is biased toward the valve seat 118, and is in close contact with the valve seat 118 to be in a closed state. In this closed state, the anchor 102 is urged toward the fixed core 107 side (the valve opening direction) by the zero position spring 112 as the second spring, and is provided at the end of the valve body 114 on the fixed core side. It is in close contact with the restricting portion 114a. In this state, there is a gap between the anchor 102 and the fixed core 107. A rod guide 113 for guiding the rod portion 114b of the valve body 114 is fixed to the nozzle holder 101 constituting the housing. The valve body 114 and the anchor 102 are configured to be relatively displaceable and are contained in the nozzle holder 101. The rod guide 113 constitutes a spring seat for the zero position spring 112. The force by the spring 110 is adjusted at the time of assembly by the pushing amount of the spring retainer 124 fixed to the inner diameter of the fixed core 107. The urging force of the zero position spring 112 is set smaller than the urging force of the spring 110.

  In the fuel injection device, the fixed core 107, the anchor 102, and the yoke 103 constitute a magnetic circuit, and there is a gap between the anchor 102 and the fixed core 107. A magnetic diaphragm 111 is formed in a portion corresponding to the gap between the anchor 102 and the fixed core 106 of the nozzle holder 101. The solenoid 105 is attached to the outer peripheral side of the nozzle holder 101 while being wound around the bobbin 104.

  A rod guide 115 is provided in the vicinity of the end of the valve body 114 on the side opposite to the restricting portion 114 a so as to be fixed to the nozzle holder 101. The valve body 114 is guided in movement in the valve axis direction by two rod guides, a first rod guide 113 and a second rod guide 115.

  An orifice plate 116 in which a valve seat 118 and a fuel injection hole 119 are formed is fixed at the tip of the nozzle holder 101, and the internal space (fuel passage) in which the anchor 102 and the valve body 114 are provided is sealed from the outside. It has stopped.

  The fuel is supplied from the upper part of the fuel injection device, and the fuel is sealed by a seal portion and a valve seat 118 formed at the end of the valve body 114 on the opposite side to the regulating portion 114a. When the valve is closed, the valve body is pushed in the closing direction by a force corresponding to the seat inner diameter at the valve seat position by the fuel pressure.

  When a current is passed through the solenoid 105, a magnetic flux is generated between the anchor 102 and the fixed core 107, and a magnetic attractive force is generated. When the magnetic attractive force acting on the anchor 102 exceeds the sum of the load due to the spring 110 and the force due to the fuel pressure, the anchor 102 moves upward. At this time, the anchor 102 moves upward together with the valve body 114 while being engaged with the restricting portion 114 a of the valve body 114, and moves until the upper end surface of the anchor 102 collides with the lower surface of the fixed core 107.

  As a result, the valve body 114 is separated from the valve seat, and the supplied fuel is injected from the plurality of fuel injection holes 119.

  When the energization to the solenoid 105 is cut off, the magnetic flux generated in the magnetic circuit disappears and the magnetic attractive force disappears. When the magnetic attractive force acting on the anchor 102 disappears, the valve body 114 is pushed back to the closed position in contact with the valve seat 118 by the load of the spring 110 and the force of the fuel pressure. In the operation in which the valve body 114 is pushed back to the closed position, the anchor 102 moves together while being engaged with the restricting portion 114a of the valve body 114.

  In the fuel injection device of the present embodiment, the valve body 114 and the anchor 102 are very different between the moment when the anchor 102 collides with the fixed core 107 when the valve is opened and the moment when the valve body 114 collides with the valve seat 118 when the valve is closed. By producing a relative displacement for a short time, there is an effect of suppressing the bounce of the anchor 102 to the fixed core 107 and the bounce of the valve body 114 to the valve seat 118.

  By configuring as described above, the spring 110 biases the valve body 114 in the direction opposite to the direction of the driving force by the magnetic attractive force, and the zero position spring 112 is the biasing force of the spring 110. The anchor 102 is urged in the opposite direction.

  Next, a relationship between a general injection pulse for driving the fuel injection device, a drive voltage, a drive current (excitation current), and a valve displacement (valve behavior) (FIG. 2), and an injection pulse and a fuel injection amount The relationship (FIG. 3) will be described.

  When an injection pulse is input to the drive circuit 121, the drive circuit 121 applies a high voltage 201 to the solenoid 105 from a high voltage source boosted to a voltage higher than the battery voltage, and starts supplying current to the solenoid 105. . When the current value reaches a predetermined peak current value Ipeak, the application of the high voltage 201 is stopped. Thereafter, the voltage to be applied is set to 0 V or less, and the current value is reduced like the current 202. When the current value becomes smaller than the predetermined current value 204, the drive circuit 121 performs application of the battery voltage by switching, and controls the current to become the predetermined current 203.

  The fuel injection device is driven by such a supply current profile. The lift of the valve body starts from the application of the high voltage 201 to the peak current, and the valve body eventually reaches the target lift position. After reaching the target lift position, the valve body 114 performs a bouncing operation due to the collision between the anchor 102 and the fixed core 107, and the valve body 114 is stopped at a predetermined target lift position by the magnetic attraction force generated by the holding current. A stable valve opening state is obtained. Since the valve body 114 is configured to be relatively displaceable with respect to the anchor 102, the valve body 114 is displaced beyond the target lift position.

Next, the relationship between the injection pulse width Ti and the fuel injection amount will be described. When the injection pulse width does not reach a certain time, the valve body does not open, so that fuel is not injected. In the condition where the injection pulse width is short, for example, 301, the valve body starts to lift, but the valve body starts to close before reaching the target lift position. On the other hand, the injection amount is reduced. At the pulse width at the point 302, the valve closing is started immediately after reaching the target lift position, and the ratio of the time required for the valve closing increases, so that the injection amount increases with respect to the broken line 330. The injection pulse width of the point 303, since the bound amount of the valve body starts closing at time t ₂₃ as a maximum, decreases to close delay time until closing the injection pulse OFF, resulting injection quantity dashed It is less than 330. Point 304 is the state such as bouncing of the valve body starts closing timing t ₂₄ immediately after convergence, the point 304 is larger than the injection pulse width, the fuel injection amount according to the increase in the injection pulse width Ti Increases linearly. In the region from the start of fuel injection to the pulse width indicated by point 304, the bounce of the valve body is not stable, and the injection amount varies. In order to reduce the minimum injection amount, it is important to increase the region in which the fuel injection amount increases linearly as the injection pulse width Ti increases. In the general drive current waveform as described in FIG. 2, the bounce of the valve body 114 generated by the collision between the anchor 102 and the fixed core 107 is large. Non-linearity occurs in a region of a short injection pulse width up to 304, and this non-linearity causes deterioration of the minimum injection amount. Therefore, in order to improve the nonlinearity of the injection amount characteristic, it is necessary to reduce the bounce of the valve body 114 that occurs after reaching the target lift position.

  A first embodiment of the present invention will be described with reference to FIGS. FIG. 4 is a diagram showing the relationship among the injection pulse output from the ECU (engine control unit), the drive voltage supplied to the fuel injection device, the drive current (excitation current), and the valve displacement (valve behavior). . FIG. 5 shows the relationship between the pulse width Ti of the injection pulse output from the ECU and the fuel injection amount.

  When an injection pulse is input from the ECU 120 to the drive circuit 121, a high voltage 410 is applied from a high voltage source boosted to a voltage higher than the battery voltage, and supply of current to the solenoid 105 is started. When the current value reaches a predetermined peak current value Ipeak, the application of the high voltage is stopped, the applied voltage is set to 0 V or less, and the current value is reduced as in the current 403. Thereafter, the current value is interrupted or suppressed, and the current value is reduced to a current value that cannot maintain the valve opening state, such as current 405. The current is set to be smaller than the holding current value 409 for a predetermined time from the interruption of the current. After that, the high voltage 411 is applied again from the high voltage source boosted to a voltage higher than the battery voltage, and current is supplied to the solenoid 105. By applying the high voltage 411, the holding current 408 is shifted. Immediate transition to a current value that can stably maintain the valve open state by applying a boosted high voltage after interrupting the current in this way and lowering the current value to a value that can hold the valve open or lower. Is possible.

  Subsequently, when the current reaches the first current value 406 that can hold the valve open, the drive circuit performs application so as to maintain the first current value 406 by applying the battery voltage by switching, and the drive current 408. Shed. After holding the drive current 408 for a predetermined time, when the current value is decreased and reaches the second current value 407 that can hold the valve open, the drive circuit performs application of the battery voltage by switching, Control is performed so as to maintain the current value 407, and a drive current 409 is supplied. Thus, the second current value 407 is set to a value smaller than the first current value 406, and the drive current 409 is smaller than the drive current 408. Note that switching from the drive current 408 to the drive current 409 may be performed by applying a voltage of 0 V or less to quickly decrease the current value, or may be gradually changed by applying 0 V or a positive voltage. The valve closing delay time from when the injection pulse is turned off until the valve body is closed is affected by the magnitude of the current value when the injection pulse is turned off. When this current value is small, the valve closing delay time becomes small. Therefore, when the switching from the driving current 408 to the driving current 409 is quickly performed with a voltage of 0 V or less, there is an effect that the valve closing delay time is constant, that is, the region where the injection amount is linear can be quickly shifted. is there. When the switching from the driving current 408 to the driving current 409 is performed slowly, there is an effect that the injection amount during the switching period gradually shifts to the linear region. These may be selected according to the characteristics of the fuel injection device to be driven.

The effects obtained by driving the valve body 114 with such a current profile will be described below. Here, the lift of the valve body 114 is started from the start of application of the high voltage 410 to the peak current value Ipeak. After the lift is started, the current value is cut off or suppressed as shown by current 403, and the current value is reduced to a value smaller than the drive current 409 like current 405. A period in which the valve current is reduced from reaching the peak current value Ipeak to a current value at which valve opening cannot be maintained is referred to as a current reduction period. By provision of this current decrease period, the timing t ₄₃ immediately before the anchor 102 collides with the fixed core 107 is decelerated the valve element 114, suppressing valve bounce after opening by reducing the speed when the collision can do.

It should be noted that there is a delay until the magnetic flux disappears and the magnetic attractive force decreases after the drive current is cut off during this current reduction period. For this reason, a delay time 404 occurs from when the current is cut off until the valve body 114 decelerates. Therefore, in order to decelerate the valve body at the timing of t ₄₃ immediately before the valve element 114 reaches the target lift position, it is necessary to start the interruption of current at timing earlier example t ₃₂ than t _43. Timing for starting the interruption of this time, the current is, the timing and the valve element 114 of t ₄₁ the valve body 114 starts to lift may be between timing t ₄₃ to decelerate. If the current is cut off at such timing, the valve body 114 can be decelerated before the valve body 114 reaches the target lift position. Due to this deceleration effect, the valve body 114 generated after reaching the target lift position can be reduced. Bound movement can be suppressed. As a result, the injection amount characteristic in the region where the injection pulse width is short can be made closer to a straight line and the minimum injection amount can be reduced.

  Furthermore, the current is cut off after the timing when the current reaches the current value 407 or more that can maintain the valve open state when the high voltage 410 is applied. This should be done at a timing earlier than deceleration. By shutting off the current at such timing, the valve body 114 can reliably start opening the valve and obtain a necessary speed, and can decelerate before reaching the target lift position. Due to this deceleration effect, the bounce operation of the valve body 114 that occurs after reaching the target lift position at the time of valve opening can be suppressed, and the injection amount characteristic when the injection pulse width is short is made closer to a straight line, and the minimum injection amount is reduced. it can.

  Here, when the high voltage 411 is not used for switching from the current 405 to the current 408 without depending on the present invention, a current drop period is provided after the peak current value Ipeak is reached, and the current 405 that cannot keep the valve open. The drive current and the behavior of the valve body 114 deviate from predetermined values due to the peak current, holding current, current drop period, transition timing from the current 405 to the current 408, fuel pressure, individual variations of the fuel injection device, and the like. The behavior of the valve body 114 may become unstable. For example, when the transient behavior of the valve body 114 until reaching the target lift position changes with respect to a predetermined operation, and the time until the target lift position is reached is faster than the behavior of the predetermined valve body 114, There is a possibility that the valve body 114 reaches the target lift position during the period when the magnetic attractive force is reduced by the current 405 for decelerating the valve body 114. In this case, after reaching the target lift position, a sufficient magnetic attractive force for maintaining the valve open state cannot be secured, and the behavior of the valve body 114 may become unstable.

  For the above reasons, from the viewpoint of the stability of the behavior of the valve body 114, it is necessary to quickly switch to the current 408 after reaching the target lift position. Therefore, in this embodiment, by applying the voltage 411 from the high voltage source in the switching period 412 to the current 408, the magnetic attractive force is rapidly generated again, and the current value is quickly switched to the current 408. By doing in this way, it becomes possible to suppress the unstable behavior of a valve body which arises because the magnetic attractive force which can maintain a valve-open state cannot be secured. Note that the holding time of the current 408 may be set so that switching to the current 409 is performed after the bounce of the valve body 114 is stabilized after the current 408 is held for a certain time. The current value that can maintain the valve opening varies depending on the fuel pressure supplied to the fuel injection device, the set load of the spring 110 and the zero position spring 112 of the fuel injection device, or the force profile such as the generated magnetic attractive force. For example, if the fuel pressure changes depending on the engine speed and load, and the behavior of the valve body 114 is stabilized even when the current value is the holding current 409, the current value 405 below the holding current 409 is held directly. Current control for switching to the current 409 may be performed. If it can do in this way, the valve closing delay time in the period of the electric current 408 can be reduced, and it becomes possible to further reduce the minimum injection amount in a state where the valve body 114 starts to close the valve. In addition, since the current value that can hold the valve opening varies depending on the fuel pressure, the holding currents 408 and 409 are decreased when the fuel pressure is low and increased when the fuel pressure is high. Alternatively, current control for rewriting the control parameters of the drive circuit 121 from the ECU 120 may be performed. If this is done, the holding current can be reduced particularly when the fuel pressure is low. Therefore, the valve closing delay time is reduced, and the minimum injection amount can be reduced together with the bounce suppression effect.

  By suppressing the bounce of the valve body 114 that occurs after reaching the target lift position at the time of valve opening by the above method, the linearity of the injection amount characteristic shown in FIG. 5 can be improved like the injection amount characteristic 520. . Therefore, in the injection amount characteristic 320 in the conventional driving waveform, there is a problem that the injection amount cannot be made below the point 304 due to the bounce of the valve body 114, but the bounce of the valve body 114 is suppressed by this embodiment. Thus, the injection amount can be reduced to the point 501. Thereby, the linear region of the injection amount characteristic can be expanded to the low flow rate side, and the controllable minimum injection amount can be reduced.

  Note that when the driving method according to the present invention is used, the limit of the fuel pressure at which the fuel injection device normally operates may be lower than the driving waveform described in FIG. For this reason, the drive current waveform according to the present embodiment is used under the condition that the minimum injection amount is required, and when the operation at a high fuel pressure is required, the drive current is switched so as to use the drive current described in FIG. It is effective to do.

  The configuration of the drive circuit of the fuel injection device in the first embodiment will be described with reference to FIG. FIG. 8 is a diagram showing a circuit configuration for driving the fuel injection device. The CPU 801 is incorporated in, for example, an ECU, calculates an appropriate pulse width (that is, injection amount) and injection timing of the injection pulse Ti in accordance with the operating conditions of the internal combustion engine, and injects the injection pulse to the fuel injection device drive IC 802 through the communication line 804 Ti is output. Thereafter, the driving IC 802 switches ON / OFF of the switching elements 805, 806, and 807, and supplies a driving current to the fuel injection device 815.

  The switching element 805 is connected between a high voltage source VH higher than the voltage source VB input to the drive circuit and a high voltage side terminal of the fuel injection device 807. The switching elements 805, 806, and 807 are configured by, for example, FETs or transistors. The voltage value of the high voltage source VH is 60 V, for example, and is generated by boosting the battery voltage by the booster circuit 814. The booster circuit 814 is constituted by a DC / DC converter, for example. The switching element 807 is connected between the low voltage source VB and the high voltage terminal of the fuel injection device. The low voltage source VB is a battery voltage, for example, and the voltage value is 12V. The switching element 806 is connected between the low voltage side terminal of the fuel injection device 815 and the ground potential. The drive IC 802 detects the current value flowing through the fuel injection device 815 by the current detection resistors 808, 812, and 813, and switches the switching elements 805, 806, and 807 on and off based on the detected current value. A desired drive current is generated. Diodes 809 and 810 are provided to block current. The CPU 801 communicates with the drive IC 802 through the communication line 803 and can switch the drive current generated by the drive IC 802 depending on the pressure of fuel supplied to the fuel injection device 815 and the operation conditions.

  The switching timing of the switching element for generating the exciting current flowing through the fuel injection device in the first embodiment will be described with reference to FIGS.

  FIG. 9 is a diagram showing the ejection pulse and drive current (excitation current) output from the CPU 801, and the ON / OFF timings of the switching element 805, the switching element 806, and the switching element 806.

At timing t ₉₁ , when the injection pulse Ti is input from the CPU 801 to the driving IC 802 through the communication line 804, the switching element 805 and the switching element 806 are turned on, and the current is supplied from the high voltage source VH higher than the battery voltage to the fuel injection device 815. And the current rises rapidly. When the current reaches the peak current Ipeak, the switching element 805, the switching element 806, and the switching element are all turned off, and the diode 809 and the diode 810 are energized by the back electromotive force due to the inductance of the fuel injection device 815, and the current is supplied to the voltage source. The current fed back to the VH side and supplied to the fuel injection device 815 rapidly decreases from the peak current value Ipeak as a current 903. Note that if the switching element 806 is turned ON during the transition period from the peak current value Ipeak to the current 905, the current due to the back electromotive force energy flows to the ground potential side, and the current gradually decreases. Thereafter, when the timing _t93 is reached, the switching elements 805 and 806 are turned on again, current is supplied from the high voltage source VH to the fuel injection device 815, and the current rises rapidly. Thereafter, when the current reaches the current value 906, the switching element 805 is turned off, the switching element 807 is switched on and off, and the current 908 is controlled so as to hold the current value at or near the current value 906. After holding the current 908 for a certain time, the switching element 807 is turned off to reduce the current. When the current value 907 is reached, the switching element is switched on and off again, and the current 909 is controlled so that the current value is held at or near the current value 907. Thereafter, when the ejection pulse is turned off, both the switching element 806 and the switching element 807 are turned off, and the current is reduced.

  A second embodiment will be described with reference to FIG. FIG. 6 is a diagram showing the relationship among the injection pulse output from the ECU (engine control unit), the drive voltage supplied to the fuel injection device, the drive current (excitation current), and the valve displacement (valve behavior). . The drive voltage or drive current control described below is performed by using the drive circuit of FIG. 8 described in the first embodiment and changing the drive voltage or drive current control method (switching timing). Can do.

  When the injection pulse is input, the high voltage 610 is applied from the high voltage source VH boosted to a voltage higher than the battery voltage, and the current supply to the solenoid 105 is started. When the current value reaches a predetermined peak current value Ipeak, the application of the high voltage is stopped, the applied voltage is set to 0 V or less, and the current value is lowered as in the current 603. Thereafter, the current is cut off, and the current value is reduced to a current value that cannot maintain the valve opening state as in 605. The current is made smaller than the current value 607 that can hold the valve body 114 for a predetermined time from the interruption of the current. Thereafter, the high voltage 611 is applied from the high voltage source VH that has been boosted to a voltage higher than the battery voltage again, and current is supplied to the solenoid 105. By applying the voltage 611, the holding current 608 is shifted. Thus, after the current is cut off and lowered to a current value that can maintain the valve opening, by applying a boosted high voltage, it is possible to quickly shift to a state in which the valve opening state can be stably maintained. Is possible.

  Subsequently, when the current reaches the first current value 607 that can keep the valve open, the drive circuit performs application of the battery voltage by switching, and performs control to hold the current value at or near the current value 607, A drive current 608 is passed. After holding the drive current 608 for a predetermined time, when the current is increased and reaches a second current value 606 that can hold the valve open, the drive circuit applies the voltage of the battery by switching, and the current value 606 Alternatively, control is performed so that the current value is held in the vicinity thereof, and a drive current 609 larger than the drive current 608 is passed.

  Note that switching from the drive current 608 to the drive current 609 is performed slowly when a high voltage is applied from a high voltage source VH boosted to a voltage higher than the battery voltage to quickly increase the current value, or when the battery voltage is applied. May change. The valve closing delay time from when the injection pulse is turned off until the valve body 114 is closed is affected by the current value when the injection pulse is turned off. When this current value is small, the valve closing delay time becomes small. Therefore, when the switching from the driving current 608 to the driving current 609 is quickly performed by the high voltage from the high voltage source VH boosted to a voltage higher than the battery voltage, it is possible to quickly shift to a region where the injection amount is linear. There is an effect. When the switching is performed gently, there is an effect that the injection amount during the switching period from the driving current 608 to the driving current 609 gradually shifts to the linear region. These may be selected according to the characteristics of the fuel injection device to be driven.

The effects obtained by driving the valve body with such a current profile will be described below. Here, the lift of the valve body 114 is started from the start of application of the high voltage 610 to the peak current value Ipeak. After the lift is started, a current reduction period is provided in which the current value is reduced like a current 603. In this period, the current value is reduced to a current value (current value lower than the drive current 608 and the drive current 609) that cannot be kept open like the current 605. By providing the current reduction period, at the timing t ₆₃ immediately before the anchor 102 collides with the fixed core 107 and then decelerates the valve body 114, the bounce of the valve body 114 after the valve opening by reducing the speed when the collision Can be suppressed.

It should be noted that there is a delay until the magnetic flux disappears and the magnetic attractive force decreases after the drive current is cut off. For this reason, a delay time 604 occurs from when the current is cut off until the valve body 114 decelerates. Timing for starting the interruption of this time, the current is, the timing and the valve element 114 of t ₆₁ to the valve body 114 starts to lift may be between timing t ₆₃ to decelerate. This effect is the same as that of the first embodiment.

  Further, the current is cut off after the timing when the current when the high voltage 610 is applied reaches the current value 607 or more that can maintain the valve open state, and the cut off timing is the valve body. It may be performed at a timing earlier than the deceleration of 114. By shutting off the current at such timing, the valve body 114 can reliably start opening the valve and obtain a necessary speed, and can decelerate before reaching the target lift position. Due to this deceleration effect, the bounce operation of the valve body 114 that occurs after reaching the target lift position at the time of valve opening can be suppressed, and the linear region of the injection amount characteristic can be expanded to the low flow rate side to reduce the minimum injection amount. .

  By the above method, it is possible to improve the linearity of the injection amount characteristic by suppressing the bounce of the valve body 114 that occurs after reaching the target lift position when the valve is opened. Also, by making the drive current 608 smaller than the drive current 609, the transition from the current 605 to the drive current 609 can be made gradual, the injection amount characteristic can be gradually shifted to the linear region, and the bounce converges in the period of the drive current 608. In addition, it is possible to reduce the minimum injection amount in the state in which the valve closing is started.

  A third embodiment will be described with reference to FIG. FIG. 7 is a diagram showing the relationship among the injection pulse output from the ECU (engine control unit), the drive voltage supplied to the fuel injection device, the drive current (excitation current), and the valve displacement (valve behavior). . The drive voltage or drive current control described below is performed by using the drive circuit of FIG. 8 described in the first embodiment and changing the drive voltage or drive current control method (switching timing). Can do.

  In this embodiment, the difference from the first embodiment is that when the current value reaches a predetermined current value 713, the drive circuit 121 applies the high voltage source VH by switching, and a predetermined current for a predetermined time. It is a point which controls so that it may become 702. The effect obtained by holding the current 702 for a certain time in this way will be described below.

  Here, the lift of the valve body 114 is started from the start of application of the high voltage 710 until the peak current value 713 is reached. After that, a current value 713 smaller than the peak current Ipeak in the first embodiment and the second embodiment is held for a certain time like the current 702. Since the current 702 is suppressed to be lower than the peak current Ipeak, there is an effect of suppressing heat generation of the drive circuit 121 and the fuel injection device. On the other hand, by switching the high voltage source VH and supplying the current 702, it is possible to supply the current for the time required for opening the valve while suppressing the peak current. The high voltage source VH may be switched between the high voltage source and the battery voltage. In this case, the width of the maximum value and the minimum value of the current generated by the high voltage switching in the current 702 can be reduced, and the current can be supplied stably.

In addition, to be lower than the peak current value in the first and second embodiments of the current value at the timing t ₇₂ to cut off the current, the transition to the current 705 can not hold the valve opening from the timing for interrupting the current It becomes possible to do it quickly. As a result, it is possible decelerate the valve body 114 before the timing t ₇₃ from the anchor 102 collides with the fixed core 107, to obtain a reduction effect at a timing earlier than the deceleration timing of the first and second embodiments It becomes possible. This can reduce the collision speed of the valve body 114 at the target lift position reaches the time t _74, increases the effect of bounce suppression after opening.

  In the third embodiment, the current is interrupted after the peak current value is reached, the current is rapidly reduced, and the current value is set so that the valve cannot be maintained. The limit of operating fuel pressure is reduced. Therefore, when the minimum injection amount is necessary, the drive current in any of the first embodiment, the second embodiment or the third embodiment of the present invention is used, and when the output is necessary, it will be described with reference to FIG. It is effective to switch the drive current so as to use the drive current.

  Further, according to each embodiment of the present invention, the collision speed between the anchor 102 and the fixed core 107 at the time of valve opening can be reduced, and as a result, the driving sound of the fuel injection device can be reduced.

  Further, in each of the embodiments according to the present invention, the fuel injection device described in FIG. 1, that is, the fuel injection device in which the anchor 102 and the valve body 114 are formed separately may be used. The effect of the present invention is effective even when a fuel injection device having an integral structure with the valve body 114 is used.

101 Nozzle holder 102 Anchor 103 Yoke 105 Solenoid 107 Fixed core 110 Spring 112 Zero position spring 113, 115 Rod guide 114 Valve body 116 Orifice plate 118 Valve seat 119 Fuel injection hole

Claims (1)

Drive for an in-cylinder injection electromagnetic valve device comprising a valve body, an anchor that is configured separately from the valve body and that operates the valve body, and a fixed core that attracts the anchor by a magnetic attraction force In the drive device of the electromagnetic valve device provided with a drive circuit that opens and closes the valve body by supplying current,
The drive circuit supplies the drive current from a high voltage source higher than the battery voltage to the electromagnetic valve device to attract the anchor to the fixed core to open the valve body, and then the anchor and the The drive current supplied to the solenoid valve device before the collision of the fixed core is reduced to a current value or less that cannot hold the valve body open, and the drive current supplied to the solenoid valve device before the crash is reduced to the valve body. A drive device for an electromagnetic valve device, wherein the drive device increases the current value to a value that can hold the valve open.

Images