JP6950489B2 - Fuel injection control device and fuel injection control system - Google Patents

Description

The disclosure herein relates to a fuel injection control technique for controlling a fuel injection device.

Conventionally, for example, Patent Document 1 discloses a fuel injection device capable of switching the inclination of an injection rate increase in fuel injection. Specifically, the fuel injection device of Patent Document 1 is provided with two solenoid valves individually having a drive unit. The control device that controls this fuel injection device increases the injection rate in fuel injection by changing the control that inputs drive energy to only one solenoid valve and the control that inputs drive energy to both solenoid valves. Switch the tilt.

Japanese Unexamined Patent Publication No. 2000-297719

By the way, in the control of the fuel injection device as in Patent Document 1, for example, due to unavoidable factors such as machine error and secular change, the slope of the actual injection rate increase is the slope of the injection rate increase targeted by the control device. A situation different from the tilt can occur. In this way, if fuel injection is performed with a slope of increase in injection rate that is different from the target, for example, an increase or decrease in the amount of fuel injected during the driving period of the driving unit, and eventually fluctuations in engine torque, etc. could be caused. ..

An object of the present disclosure is to provide a fuel injection control device and a fuel injection control system capable of reducing the influence of fuel injection even when fuel injection is performed with a slope of increase in injection rate different from the target.

In order to achieve the above object, one aspect disclosed is a fuel injection device in which the inclination of the injection rate increase in fuel injection from the injection hole (29) can be switched by the drive energy input to the drive unit (30). A fuel injection control device that controls 10), a drive control unit (72) that controls drive energy input to the drive unit so that fuel injection is performed at a target inclination of injection rate increase, and injection. based on the pressure of fuel supplied to the hole measured measurement result, drop detector for detecting the descent timing of the fuel pressure (t _fac) and (73), descent from the input start timing of the drive energy (t _on) Based on the injection delay time (Δt1) to the timing, the injection rate determination unit (74) that determines the inclination of the actual injection rate increase of fuel injection in the fuel injection device and the actual injection determined by the injection rate determination unit. With the period correction unit (75) that corrects the drive period (Td) in which the drive energy is input to the drive unit in the fuel injection being carried out when the inclination of the rate increase is different from the target injection rate increase gradient. , A fuel injection control device.

In such a fuel injection device in which the inclination of the injection rate increase can be switched, the injection delay time from the start timing of input of the driving energy to the start timing of the decrease of the fuel pressure also changes according to the inclination of the injection rate increase in the fuel injection. .. Therefore, based on the injection delay time from the injection start timing to the descent start timing, it is possible to immediately determine the slope of the actual injection rate increase for the fuel injection performed by the fuel injection device. Therefore, when the actual slope of the injection rate increase is different from the target slope of the injection rate increase, the fuel injection control device corrects the drive period for inputting the drive energy to the drive unit, and the fuel injection being performed is being performed. It is possible to suppress the increase / decrease in the amount of fuel supplied in. Therefore, even if the fuel injection is performed with a slope of increase in the injection rate that is different from the target, the influence can be reduced.

The reference numbers in parentheses are merely examples of the correspondence with the specific configuration in the embodiment described later, and do not limit the technical scope at all.

It is a figure which shows the whole structure of the fuel injection control system including a fuel injection device and a control device. It is a vertical sectional view of a fuel injection device. It is a figure which shows the state of the valve mechanism in the low-speed valve opening mode in which the inclination of the injection rate rise becomes small. It is a figure which shows the state of the valve mechanism in the high-speed valve opening mode in which the inclination of the injection rate rise becomes large. It is a block diagram which shows the functional block constructed in the control device. It is a time chart which shows the details of the processing of a control device in one injection period, and is the figure which shows the state when the high-speed valve opening different from the target low-speed valve opening is carried out. It is a flowchart which shows the detail of the drive processing which is carried out by a drive control unit. It is a flowchart which shows the detail of the on-time processing performed by a drive control unit. It is a flowchart which shows the detail of the start point detection process performed in the descent detection part. It is a flowchart which shows the detail of the 1st inclination determination processing performed by the injection rate determination unit and the period correction unit. It is a time chart which shows the details of the processing related to the switching control. It is a flowchart which shows the detail of the change point detection process. It is a flowchart which shows the detail of the 2nd inclination determination process.

The control device 100 according to the embodiment of the present disclosure is used in the fuel injection control system 1 shown in FIG. The control device 100 supplies the fuel stored in the fuel tank 4 to each combustion chamber 2b of the diesel engine (hereinafter, “engine 2”) which is an internal combustion engine by individually controlling the plurality of fuel injection devices 10. Let me. The engine 2 is mounted on a vehicle as a power source for generating power for traveling, for example. The fuel injection control system 1 includes a feed pump 5, a high-pressure fuel pump 6, a common rail 3, a crank angle sensor 7, and the like together with the fuel injection device 10 and the control device 100.

The feed pump 5 is, for example, a trochoidal electric pump. The feed pump 5 is built in the high pressure fuel pump 6. The feed pump 5 pumps light oil as fuel stored in the fuel tank 4 to the high-pressure fuel pump 6. The feed pump 5 may be separate from the high-pressure fuel pump 6 and may be arranged inside, for example, the fuel tank 4.

The high-pressure fuel pump 6 is, for example, a plunger type pump. The high-pressure fuel pump 6 is driven by the output shaft of the engine 2. The high-pressure fuel pump 6 is connected to the common rail 3 by a fuel pipe 6a. The high-pressure fuel pump 6 further boosts the fuel supplied by the feed pump 5 and supplies it to the common rail 3 as high-pressure fuel.

The common rail 3 is connected to a plurality of fuel injection devices 10 via a high-pressure fuel pipe 3b. The common rail 3 is connected to the fuel tank 4 via a surplus fuel pipe 8a. The common rail 3 temporarily stores the high-pressure fuel supplied from the high-pressure fuel pump 6 and distributes the high-pressure fuel to each fuel injection device 10 while maintaining the pressure. The common rail 3 is provided with a pressure sensor 3a and a pressure reducing valve 8. The pressure sensor 3a detects the fuel pressure stored in the common rail 3. The detection signal by the pressure sensor 3a is taken into the control device 100. When the fuel pressure of the common rail 3 is higher than the target pressure, the pressure reducing valve 8 discharges the surplus fuel to the surplus fuel pipe 8a.

The crank angle sensor 7 is combined with the signal rotor 7a to detect the rotation of the crankshaft of the engine 2. The signal rotor 7a is formed in a disk shape and rotates integrally with the crankshaft of the engine 2, for example. A large number of protrusions (for example, 36 teeth) are formed on the outer peripheral portion of the signal rotor 7a. The crank angle sensor 7 is an electromagnetic pickup that outputs a signal according to the approach and separation of the protrusions. The detection signal from the crank angle sensor 7 is taken into the control device 100.

The fuel injection device 10 shown in FIGS. 1 and 2 is provided in the engine 2. The fuel injection device 10 injects fuel from the injection hole 29 toward the combustion chamber 2b under the control of the control device 100. As will be described later, the fuel injection device 10 changes the throttle state of the valve mechanism 60 according to the magnitude of the drive energy input to one drive unit 30, and gradually switches the inclination of the injection rate increase in the fuel injection. (See FIGS. 3 and 4). The fuel injection device 10 includes a valve body 20, a nozzle needle 50, and a built-in pressure sensor 10a together with the drive unit 30 and the valve mechanism 60 described above.

The valve body 20 is formed by combining a plurality of members formed of a metal material. In addition to the injection hole 29, the valve body 20 includes a high-pressure fuel passage 21, a high-pressure chamber 21a, a supply passage 22, a control passage 23, a low-pressure chamber 24, a low-pressure passage 26, a control chamber 27, and a valve chamber 28. Is provided.

The injection hole 29 is formed at the tip end portion in the insertion direction in the valve body 20 inserted into the head member 2a. A plurality of injection holes 29 are provided radially from the inside to the outside of the valve body 20. Each injection hole 29 injects high-pressure fuel toward the combustion chamber 2b. The high-pressure fuel is atomized by passing through the injection hole 29 and becomes easily mixed with air.

The high-pressure fuel passage 21 is connected to the high-pressure fuel pipe 3b. The high-pressure fuel passage 21 supplies the high-pressure fuel supplied from the common rail 3 through the high-pressure fuel pipe 3b to the high-pressure chamber 21a. The high pressure chamber 21a is a columnar space accommodating the nozzle needle 50. The high pressure chamber 21a is filled with high pressure fuel supplied through the high pressure fuel passage 21. The high-pressure chamber 21a distributes high-pressure fuel to the injection hole 29.

The supply communication passage 22 communicates the high-pressure fuel passage 21 with the valve chamber 28. The supply passage 22 limits the flow rate of fuel flowing from the high-pressure fuel passage 21 into the valve chamber 28 by the orifice 22a. The control communication passage 23 communicates the control chamber 27 and the valve chamber 28 with each other. The control passage 23 limits the fuel flow rate flowing between the control chamber 27 and the valve chamber 28 by the orifice 23a.

The low pressure chamber 24 is connected to the return pipe 8b, and the surplus fuel is circulated to the return pipe 8b. The low pressure chamber 24 is filled with fuel having a lower pressure than the high pressure chamber 21a. The low-pressure communication passage 26 communicates the valve chamber 28 and the low-pressure chamber 24. The fuel in the valve chamber 28 is discharged to the low pressure chamber 24 through the low pressure communication passage 26. The low pressure communication passage 26 limits the fuel flow rate discharged from the valve chamber 28 by the orifice 26a.

The control chamber 27 is a flat disk-shaped space located on the opposite side of the injection hole 29 with the nozzle needle 50 in between. High-pressure fuel flowing through the high-pressure fuel passage 21 is supplied to the control chamber 27 through the supply passage 22, the valve chamber 28, and the control passage 23. The control chamber 27 is filled with fuel.

The valve chamber 28 is a multi-stage columnar space provided between the low pressure chamber 24 and the control chamber 27. The valve chamber 28 is filled with the fuel flowing through the supply passage 22. The partition wall for partitioning the valve chamber 28 is provided with an upper opening wall portion 25a and a lower opening wall portion 25b. One end of each of the supply passage 22 and the low pressure passage 26 is open in the upper opening wall portion 25a. One end of the control communication passage 23 is open in the lower opening wall portion 25b.

The nozzle needle 50 is formed in a cylindrical shape by a metal material. The nozzle needle 50 is housed in the high-pressure chamber 21a, and receives a force from the high-pressure fuel in the high-pressure chamber 21a in the direction of opening the injection hole 29 (hereinafter, “valve opening direction”). The nozzle needle 50 is formed with a needle pressure receiving surface 51. The needle pressure receiving surface 51 receives a force in the direction of closing the injection hole 29 (hereinafter, “valve closing direction”) from the high-pressure fuel filled in the control chamber 27.

The nozzle needle 50 is pushed up by the fuel in the high pressure chamber 21a due to the depressurization of the control chamber 27, and is displaced in the valve opening direction. As a result, the high-pressure fuel filled in the high-pressure chamber 21a is injected from the injection hole 29 toward the combustion chamber 2b. On the other hand, according to the pressure recovery of the control chamber 27, the nozzle needle 50 is pushed down in the valve closing direction. As a result, fuel injection from the injection hole 29 is stopped. In this way, the nozzle needle 50 is displaced relative to the valve body 20 along the axial direction due to the fluctuation of the fuel pressure in the control chamber 27, and opens and closes the injection hole 29.

The built-in pressure sensor 10a is built in the valve body 20 in a state where it can come into contact with the high-pressure fuel. The built-in pressure sensor 10a measures the pressure of the fuel supplied to the fuel injection device 10 through the high-pressure fuel pipe 3b and supplied to the injection hole 29. The fuel pressure measured by the built-in pressure sensor 10a fluctuates greatly depending on the opening and closing of the injection hole 29. The detection signal by the built-in pressure sensor 10a is acquired by the control device 100.

The drive unit 30 drives the valve mechanism 60 by a telescopic operation. The drive unit 30 has a piezo actuator 31 and a drive transmission pin 32. The piezo actuator 31 has a piezoelectric element laminate. The drive voltage, which is the output of the control device 100, is input to the piezo actuator 31, and the drive energy corresponding to the drive voltage is charged. The drive amount (extension amount) of the piezo actuator 31 increases as the input amount of drive energy increases.

The drive transmission pin 32 is a pressing shaft portion that transmits the expansion / contraction operation of the piezo actuator 31 to the valve mechanism 60. The tip of the drive transmission pin 32 is abutted against the center of the top surface of the first control valve body 61, which will be described later. Due to the extension of the piezo actuator 31 due to the input of drive energy, the drive transmission pin 32 is displaced in the direction of protruding into the valve chamber 28. On the other hand, due to the contraction of the piezo actuator 31 due to the electric discharge, the drive transmission pin 32 is displaced in the direction of retracting from the valve chamber 28.

The valve mechanism 60 is housed in the valve chamber 28. The valve mechanism 60 functions as a three-way valve that switches between allowing and shutting off the communication of the supply communication passage 22 and the low pressure communication passage 26 to the valve chamber 28. The valve mechanism 60 is composed of a first control valve body 61, a hydraulically actuated valve body 62, a second control valve body 63, an intermediate member 64, coil springs 65a, 65b, and the like. Each configuration of the valve mechanism 60 is arranged so as to be coaxial with each other.

The first control valve body 61 is composed of a valve closing member 61a formed in a partially spherical shape by a metal material or the like, and a fitting member 61b or the like formed in a columnar shape by a metal material or the like. The first control valve body 61 takes off and seats on the upper opening wall portion 25a by driving the drive unit 30, and opens and closes one end of the low-voltage communication passage 26 opened in the upper opening wall portion 25a. According to the opening of the first control valve body 61, the fuel in the valve chamber 28 can flow out to the low pressure chamber 24. On the other hand, according to the closing of the first control valve body 61, the communication between the valve chamber 28 and the low pressure chamber 24 is cut off.

The hydraulically actuated valve body 62 is formed of a metal material or the like into a flat columnar shape as a whole. The hydraulically actuated valve body 62 is a hydraulically driven valve that is displaced by a pressure difference generated in the surroundings. The hydraulically actuated valve body 62 is slidable with respect to the outer peripheral surface of the first control valve body 61, and is independently displaceable with respect to the first control valve body 61. The hydraulically actuated valve body 62 is displaced in the axial direction due to the pressure difference between the upper and lower sides, and by taking off and sitting on the upper opening wall portion 25a, one end of the supply communication passage 22 opened in the upper opening wall portion 25a is opened and closed.

A plurality of (two) communication passages 62a and 62b are formed in the hydraulically actuated valve body 62. The low-speed communication passage 62a axially penetrates between the upper surface and the lower surface of the hydraulically actuated valve body 62. A first orifice 66a is formed in the low-speed communication passage 62a. The first orifice 66a controls the fuel flow rate through the low-speed communication passage 62a. The high-speed communication passage 62b connects the upper surface of the hydraulically actuated valve body 62 to the center hole. A second orifice 66b is formed in the high-speed communication passage 62b. The second orifice 66b controls the fuel flow rate through the high-speed communication passage 62b.

The second control valve body 63 is formed of a metal material or the like into a flat columnar shape as a whole. An intermediate member 64 is inserted into the insertion hole provided in the second control valve body 63. The second control valve body 63 switches the throttle state of the valve mechanism 60 from the first throttle state (see FIG. 3) to the second throttle state (see FIG. 4) by leaving the hydraulically actuated valve body 62.

In the first throttle state, the flow of fuel through the low-speed communication passage 62a is permitted, while the flow of fuel through the high-speed communication passage 62b is blocked. As a result, the fuel flow rate flowing out from the valve chamber 28 to the low pressure chamber 24 is limited only by the first orifice 66a. On the other hand, in the second throttle state, the fuel of the valve chamber 28 can flow into the high-speed communication passage 62b, and both the first orifice 66a and the second orifice 66b direct the fuel of the valve chamber 28 toward the low pressure chamber 24. Distribute. According to the above, in the second throttle state, the outflow flow rate from the valve chamber 28 increases as compared with the first throttle state, and the pressure in the control chamber 27 drops at a higher speed than in the first throttle state.

The intermediate member 64 is formed in a substantially columnar shape by a metal material or the like. The intermediate member 64 has a rod portion 64a. The tip of the rod portion 64a is pressed against the fitting member 61b. The coil springs 65a and 65b are formed in a cylindrical spiral shape. The coil spring 65a urges the first control valve body 61 toward the upper opening wall portion 25a via the intermediate member 64. The coil spring 65b urges the second control valve body 63 toward the first control valve body 61.

As described above, the fuel injection device 10 described above can perform fuel injection in a plurality of valve opening modes having different injection rate characteristics (inclinations of increase in injection rate) from each other while the vehicle is running. As an example, the plurality of valve opening modes for traveling include a low-speed valve opening mode (see FIG. 3) and a high-speed valve opening mode (see FIG. 4). The slope of the injection rate increase in the low-speed valve opening mode is gentler than the slope of the injection rate increase in the high-speed valve opening mode. Assuming that the drive energy input to the drive unit 30 in the low-speed valve opening mode is the first drive energy and the drive energy input to the drive unit 30 in the high-speed valve opening mode is the second drive energy, the second drive energy is The value is larger than the first drive energy.

The fuel injection rate is the amount of fuel injected from the fuel injection device 10 per hour. The slope of the increase in the injection rate is the slope in the process in which the fuel injection rate gradually increases from 0 after the start of injection. The slope of the increase in the injection rate is closely related to the step-down speed of the control chamber 27 and the valve opening speed of the nozzle needle 50, and increases as the step-down speed and the valve opening speed increase.

In the low-speed valve opening mode shown in FIG. 3, the drive unit 30 to which the first drive energy is applied causes the first control valve body 61 to be separated from the upper opening wall portion 25a. On the other hand, since the drive amount of the drive unit 30 is small, the second control valve body 63 remains seated on the flood control valve body 62. According to the above, since the valve mechanism 60 is in the first throttle state, the step-down speed of the valve chamber 28 and the control chamber 27, and thus the valve opening speed of the nozzle needle 50, is lower than that of the high-speed valve opening mode. As a result, the slope of the injection rate increase becomes small (smooth).

On the other hand, in the drive unit 30 to which the second drive energy is input in the high-speed valve opening mode shown in FIG. 4, the first control valve body 61 is separated from the upper opening wall portion 25a due to the increase in the drive amount. , The second control valve body 63 is separated from the hydraulically operated valve body 62. As a result, since the valve mechanism 60 is in the second throttle state, the step-down speed of the valve chamber 28 and the control chamber 27, and thus the valve opening speed of the nozzle needle 50, is higher than that of the low-speed valve opening mode. As a result, the slope of the injection rate increase becomes larger (steeper) than in the low-speed valve opening mode.

The control device 100 shown in FIGS. 1 and 5 includes an arithmetic circuit unit 100a mainly composed of a microcomputer or a microcontroller, and a drive circuit unit 100b that applies a drive voltage to the drive unit 30 of each fuel injection device 10. I have. The arithmetic circuit unit 100a is provided with a processor, RAM, a rewritable non-volatile memory device, an input / output interface, and the like. The control device 100 executes a fuel injection control program stored in the memory device by a processor, and functional blocks such as an information acquisition unit 71, a drive control unit 72, a descent detection unit 73, an injection rate determination unit 74, and a period correction unit 75. To build.

The information acquisition unit 71 acquires information related to the operating state of the engine 2 from various sensors. For example, the information acquisition unit 71 calculates the phase of the crankshaft and the number of rotations (rotational speed) per unit time by the process of measuring the interval time of the signal detected by the crank angle sensor 7. In addition, the information acquisition unit 71 calculates the pressure (injection pressure) of the fuel supplied to each fuel injection device 10 by the process of measuring the signals detected by the pressure sensor 3a and the built-in pressure sensor 10a. Further, the information acquisition unit 71 acquires information or the like indicating the accelerator opening degree by the driver's driving operation.

The drive control unit 72 outputs the length of the injection pulse as a drive signal to the drive circuit unit 100b based on various information acquired by the information acquisition unit 71 (hereinafter, “drive period Td”, see FIG. 6). And the value of the drive voltage that defines the input amount of the drive energy is determined. The drive control unit 72 controls the fuel injection by the fuel injection device 10 and the engine torque generated by the engine 2 by inputting the drive energy to the drive unit 30.

In addition, the drive control unit 72 can change the valve opening mode of the fuel injection device 10 described above depending on the level of the drive voltage. _{The drive control unit 72 applies a first drive voltage V Lo} (see FIG. 6) to each drive unit 30 when fuel injection is performed in the low-speed valve opening mode. On the other hand, when fuel injection is performed in the high-speed valve opening mode, the drive control unit 72 _{applies a second drive voltage VHi} (see FIG. 6) to each drive unit 30. By switching the drive voltage in this way, the above-mentioned first drive energy or second drive energy is input to each drive unit 30, and the fuel injection at the inclination of the injection rate increase targeted by the drive control unit 72 is performed for each fuel injection. This is done by device 10. In addition, the drive control unit 72 can perform control to switch the inclination of the injection rate increase within one injection period by switching control for increasing the drive energy input to the drive unit 30.

The drive control unit 72 sets a target value of engine torque to be generated in the engine 2 (hereinafter, “target engine torque”) based on accelerator opening information or the like acquired by the information acquisition unit 71. The drive control unit 72 determines the valve opening mode of the fuel injection device 10, the fuel injection timing, and the injection amount injected in one fuel injection so that the engine 2 generates the target engine torque (hereinafter, "required injection amount"). ") Etc. are set. The drive control unit 72 performs a drive process for determining the mode of inputting drive energy to each drive unit 30 based on the targeted valve opening mode, fuel injection timing, and required injection amount. The drive process shown in FIG. 7 is started, for example, for each cylinder at a crank phase of 90 ° before top dead center (BTDC). In the following description, FIGS. 1, 5 and 6 will be referred to as appropriate.

In S101 of the drive process, the latest injection pressure (current injection pressure) calculated by the information acquisition unit 71 is acquired, and the process proceeds to S102. In S102, the drive voltage to be applied to the fuel injection device 10 is selected. _{In S102 when fuel injection in the high-speed valve opening mode is set, a second drive voltage VHi} that has a waveform (hereinafter, “high rectangle”) for inputting the second drive energy to the drive unit 30 is selected. Then proceed to S103. On the other hand, when the low-speed valve opening mode or the valve opening mode for switching from the low-speed valve opening to the high-speed valve opening during injection is set, in S102, a waveform for inputting the first drive energy to the drive unit 30 (hereinafter referred to as a waveform). _{The first drive voltage V Lo} that becomes (“high rectangle”) is selected, and the process proceeds to S106.

In the processing after S103, the driving energy input to the driving unit 30 is controlled so that the fuel injection is performed at the slope of the target high injection rate increase. Specifically, in S103, the value of the second drive energy is calculated using the current injection pressure acquired in S101, and the process proceeds to S104. The drive energy is adjusted to a larger value as the injection pressure increases.

In S104, based on the current injection pressure and the required injection amount, application duration of the second driving voltage V _Hi which is a high rectangular, i.e., to determine the drive period Td (see Fig. 6). In S104, the width of the injection pulse (hereinafter, “high rectangular injection pulse”) corresponding to the drive period Td is calculated, and the process proceeds to S105. In S105, the predicted value of the fuel injection timing and the injection delay time Derutatp1 (see FIG. 6), to calculate the high rectangular injection pulse ON time _{t on} (see FIG. 6), the process proceeds to S110. The predicted value Δtp1 of the injection delay time is calculated based on the injection pressure this time, and is set shorter as the injection pressure increases this time.

On the other hand, in the processing after S106, the driving energy input to the driving unit 30 is controlled so that the fuel injection is performed with the slope of the target low injection rate increase. Specifically, in S106, the value of the first drive energy is calculated using the current injection pressure acquired in S101, and the process proceeds to S107. In S107, when switching from low-speed valve opening to high-speed valve opening is scheduled, the value of the second drive energy used after the switching is calculated, and the process proceeds to S108.

_{In S108, the application duration of the first drive voltage V Lo} , which is a low rectangle, that is, the drive period Td (see FIG. 6) is determined based on the injection pressure and the required injection amount this time. In S108, the width of the injection pulse (hereinafter, “low rectangular injection pulse”) corresponding to the drive period Td is calculated, and the process proceeds to S109. When switching to high-speed valve opening is planned, in S108, in addition to the injection pressure and the required injection amount this time, the switching execution time t _sw (see FIG. 11) for switching from the low rectangle to the high rectangle is further used. The width of the low rectangular injection pulse is calculated. Then, in S109, the predicted value of the fuel injection timing and the injection delay time Derutatp1 (see FIG. 6), to calculate the low rectangular injection pulse ON time _{t on} (see FIG. 6), the process proceeds to S110.

In S110, the drive energy calculated in S103 or S106 is set, and the process proceeds to S111. When switching from the low rectangle to the high rectangle is planned, in S110, the switching execution time _tsw of the drive pulse (see FIG. 11) is further set. In S111, to calculate the on time _{t on} of the ejection pulse calculated for S105 or S109, based on the injection pulse width calculated in step S104 or S108, the off time _{t off} of the injection pulse (see FIG. 6), Proceed to S112. In S112, it sets the on time _{t on} and off time _{t off} of the injection pulse, and terminates the driving process.

In addition the drive control unit 72, at on-time t _on or immediately after starting the application of the ejection pulse starts on time process (see Figure 8). ON time processing, the value of on-time t _on of the ejection pulse is updated by the value of the current time (see S121). The value of the recorded on-time t _on at ON time processing is used in the tilt determination process described later (see FIG. 10 S142).

The descent detection unit 73 monitors the measurement result of the injection pressure calculated by the information acquisition unit 71 by executing the start point detection process shown in FIG. _{The descent detection unit 73 detects the descent start time t fac} (see FIG. 6) of the injection pressure based on the measurement result of the injection pressure. Starting point detection processing, for example, is started at the on time t _on of the ejection pulse are repeated continuously until it detects a drop start time t _fac (for example, every 10μ sec).

In S131 of the start point detection process, the injection pressure is acquired this time, and the process proceeds to S132. In S132, the injection pressure difference is calculated as the difference between the current injection pressure and the previous injection pressure. The injection pressure difference is a time derivative value indicating a change in injection pressure. In S132, the value of the injection pressure difference is updated by the value obtained by subtracting the previous injection pressure from the current injection pressure, and the process proceeds to S133.

In S133, it is determined whether or not the injection differential pressure calculated in S132 is less than a certain value. When the injection differential pressure is equal to or higher than a certain value, it is estimated that the injection pressure does not drop. In this case, S134 is skipped and the process proceeds to S135. On the other hand, if it is determined in S133 that the injection differential pressure is less than a certain value, it is estimated that the injection pressure has started to drop due to the opening of the injection hole 29 (see FIG. 2), and the process proceeds to S134. In S134, the inclination determination process for increasing the injection rate (hereinafter, “first inclination determination process”), which will be described in detail later, is executed, and the process proceeds to S135. In S135, the value of the previous injection pressure used in the next S132 is updated by the value of the current injection pressure, and the start point detection process is temporarily terminated.

The injection rate determination unit 74 determines the slope of the actual increase in the injection rate in the fuel injection of the fuel injection device 10. When Shoki, in the fuel injection device 10 capable of switching the inclination of the injection rate increase, depending on the inclination of the injection rate increase in the fuel injection, from the on-time t _on of the ejection pulse until descent time t _fac injection pressure The injection delay time also changes. The injection delay time is closely related to the step-down speed of the control chamber 27 (see FIG. 2) as well as the slope of the increase in the injection rate, and becomes shorter as the step-down speed increases due to the increase in the outflow flow rate from the control chamber 27. Become. By utilizing the correlation between the inclination of the injection rate increase and the injection delay time, the inclination of the injection rate increase can be grasped from the injection delay time.

Specifically injection rate determination unit 74, the on-time t _on of the ejection pulse, measured values of injection delay time until the detected descent time t _fac by drop detection unit 73 (hereinafter, "actual injection delay time Δt1 , See FIG. 6). The injection rate determination unit 74 determines the slope of the actual injection rate increase for the fuel injection carried out by the fuel injection device 10 based on the actual injection delay time Δt1.

The period correction unit 75 determines whether or not the slope of the actual injection rate increase determined by the injection rate determination unit 74 matches the target inclination of the injection rate increase. When the slope of the actual injection rate increase is different from the target, the period correction unit 75 corrects the injection pulse width in the fuel injection being performed and corrects the length of the drive period Td. The period correction unit 75 corrects the drive period Td so as to reduce the increase / decrease in the fuel injection amount and the engine torque caused by the deviation between the target of the inclination of the injection rate increase and the actual value. Such a deviation in the inclination of the injection rate increase is caused by, for example, the difference in the fuel injection device 10, the aged deterioration and the temperature characteristic, and the difference in the drive circuit unit 100b, the aged deterioration and the temperature characteristic.

The injection rate determination unit 74 and the period correction unit 75 jointly perform the first inclination determination process (see S134), which is a sub-process of the start point detection process (see FIG. 9). Hereinafter, the details of the first inclination determination process will be described with reference to FIG.

In S141 of the inclination determination process, _{the value of the descent start time t fac} is updated with the value of the current time, and the process proceeds to S142. In S142, the descent time _{t fac} and on time _{t on} of the ejection pulse, to calculate the actual injection delay time .DELTA.t1, the process proceeds to S143. In S143, the rectangular shape of the injection pulse set by the drive control unit 72 is determined. When the application of the high rectangular injection pulse is set, the process proceeds from S143 to S144. On the other hand, when the application of the low rectangular injection pulse is set, the process proceeds from S143 to S149.

In S144, the predicted value Δtp1 of the injection delay time assumed when the high rectangular injection pulse is applied is calculated using the value of the injection pressure this time, and the process proceeds to S145. Predicted value Δtp1 the injection delay time is the time until the start time t _fp pressure drop estimated from on-time t _on of the ejection pulse, the more the injection pressure increases, is adjusted to a smaller value.

In S145, based on the difference Δtg1 between the predicted value Δtp1 calculated in S144 and the actual injection delay time Δt1 calculated in S142, it is determined whether or not the fuel injection is performed at the target high injection rate increase slope. judge. In S145, when the difference Δtg1 is smaller (shorter) than the constant α (α> 0), that is, when the actual injection delay time Δt1 is equal to or less than the total value of the predicted value Δtp1 and the constant α, the fuel injection as intended is performed. It is determined that the process has been performed, and the first tilt determination process is terminated. The constant α is a value for giving a dead zone for the determination in consideration of the variation of the measured value and the predicted value, and is a value predetermined in advance based on a calculation, a test, or the like.

On the other hand, when the actual injection delay time Δt1 is larger (longer) than the total value of the predicted value Δtp1 and the constant α, it is determined that the fuel injection different from the target is being performed, and the process proceeds to S146. In S146 to S148, the drive period Td is corrected so that the decrease in the fuel injection amount and the engine torque due to the deviation between the target for increasing the injection rate and the actual value is reduced. When the slope of the actual injection rate increase is smaller than the target, a command to widen the injection pulse width and extend the drive period Td is output. Specifically, in S146, the corrected injection pulse width is recalculated based on the required injection amount, the current injection pressure, and the deviation amount at the injection start (corresponding to the difference Δtg1 in FIG. 6), and the process proceeds to S147. _{In S147, the off time to off of the injection pulse is calculated based on} the on time ton of the injection pulse and the injection pulse width calculated in S146, and the process proceeds to S148. In S148, it sets the off time _{t off} of the corrected calculated in S147, and ends the first inclination determination process.

Here, when the slope of the actual increase in the injection rate is smaller than the target, the engine torque is reduced due to the shift of the injection timing to the overall retard side. Therefore, in S146, the corrected injection amount (hereinafter, “actual injection amount Qac”) actually injected is slightly smaller than the target injection amount Qtr so as to compensate for the decrease in engine torque due to the retardation of the injection timing. The drive period Td is extended to the extent that it increases. The target injection amount Qtr is an injection amount that was planned to be supplied by fuel injection at the target slope of high injection rate increase.

On the other hand, in S149, the predicted value Δtp1 of the injection delay time assumed when the low rectangular injection pulse is applied is calculated using the value of the injection pressure this time, and the process proceeds to S150. In S150, based on the difference Δtg1 between the predicted value Δtp1 calculated in S149 and the actual injection delay time Δt1 calculated in S142, it is determined whether or not fuel injection is performed at the target low injection rate increase slope. judge. In S150, when the difference Δtg1 is smaller (shorter) than the constant β (β <0), that is, when the actual injection delay time Δt1 is equal to or greater than the sum of the predicted values Δtp1 and the constant β, the fuel injection as intended is performed. It is determined that the process has been performed, and the first tilt determination process is terminated. The constant β is a value for giving a dead zone for the determination in consideration of the variation of the measured value and the predicted value, and is a value predetermined in advance based on a calculation, a test, or the like.

On the other hand, when the actual injection delay time Δt1 is smaller (shorter) than the total value of the predicted value Δtp1 and the constant β, it is determined that the fuel injection different from the target is being performed, and the process proceeds to S151. In S151 to S153 as well, similarly to S146 to S148, the drive period Td is corrected so that the fuel injection amount due to the deviation between the target for increasing the injection rate and the actual one is reduced, and thus the decrease in engine torque is reduced. When the slope of the actual increase in the injection rate is larger than the target, a command for narrowing the injection pulse width and shortening the drive period Td is output.

Specifically, in S151, the corrected injection pulse width is recalculated based on the required injection amount, the current injection pressure, and the deviation amount at the injection start (corresponding to the difference Δtg1 in FIG. 6), and the process proceeds to S152. _{In S152, the off time to off of the injection pulse is calculated based on} the on time ton of the injection pulse and the injection pulse width calculated in S151, and the process proceeds to S153. In S153, it sets the off time _{t off} of the corrected calculated in S152, and ends the first inclination determination process.

Here, as shown in FIG. 6, when the slope of the actual injection rate increase is larger than the target, the engine torque increases due to the shift of the injection timing to the overall advance angle side. Therefore, in S151, the drive period Td is shortened to the extent that the actual injection amount Qac is slightly smaller than the target injection amount Qtr so as to return the increase in engine torque accompanying the advance angle of the injection timing. The target injection amount Qtr in this case is the injection amount that was planned to be supplied by the fuel injection at the target low slope of the injection rate increase.

Next, in the valve opening mode in which the switching control for switching from the low speed valve opening to the high speed valve opening is performed, the details of the process for correcting the drive period Td are shown in FIGS. 1 and 5 based on FIGS. 11 to 13. It will be explained with reference to it.

The descent detection unit 73 performs the change point detection process (see FIG. 12), and based on the measurement result of the injection pressure, the injection pressure change start time t _{sac due to the switching of the throttle state of the valve mechanism 60 (see FIG. 2).} (See FIG. 11) is detected. The change point detection process is started when the switching control is executed _{, triggered by the detection of the descent start time t fac} (see FIG. 6) in the start point detection process, and is continuous until the _{injection pulse off time to off} (see FIG. 6). Repeat every 10 μs).

In S161 to S163 of the change point detection process, substantially the same process as S131 to S133 (see FIG. 9) of the start point detection process is performed, and it is determined whether or not the injection differential pressure is less than a certain value. The constant value (threshold value) used in S163 may be different from the constant value used in S133. When it is determined in S163 that the injection differential pressure is equal to or higher than a certain value, it is estimated that the acceleration of the pressure drop accompanying the transition of the throttle state in the valve mechanism 60 (see FIG. 2) has started, and the process proceeds to S164.

In S164, the injection rate determination unit 74 and the period correction unit 75 are made to perform the second inclination determination process for detecting the inclination change of the injection rate increase, and the process proceeds to S165. In S165, the value of the previous injection pressure used in the next S162 is updated by the value of the current injection pressure, and the change point detection process is temporarily terminated.

The injection rate determination unit 74 further acquires the actual switching delay time (hereinafter, “actual switching delay time Δt2”) _{from the switching execution time t sw} of the drive energy to the change start time t _sac. The period correction unit 75 corrects the drive period Td in the fuel injection being carried out when the actual switching delay time Δt2 acquired by the injection rate determination unit 74 is different from the assumed delay time Δtp2 assumed in advance. As will be described later, when the actual switching delay time Δt2 is larger (longer) than the total value of the assumed delay time Δtp2 and the constant γ corresponding to the dead zone, the period correction unit 75 sets the actual switching delay time Δt2. It is determined that the delay time is different from the assumed delay time Δtp2.

The injection rate determination unit 74 and the period correction unit 75 jointly perform the second inclination determination process (see S164) as a sub-process of the change point detection process. In S171 of the second inclination determination process, _{the value of the change start time t sac} is updated with the value of the current time, and the process proceeds to S172. In S172, the actual switching delay time Δt2 is calculated from the change start time t _sac and the switching execution time t _{sw of the drive energy, and the process proceeds to S173.} In S173, the predicted value of the assumed switching delay time, that is, the estimated delay time Δtp2 is calculated using the value of the injection pressure this time. _{Then, based on the difference Δtg2 (FIG. 11 t sp to t sac} ) between the calculated estimated delay time Δtp2 and the actual switching delay time Δt2 calculated in S172, it is determined whether or not the drive period Td needs to be corrected.

In S173, when the difference Δtg2 is larger (longer) than the constant γ (γ> 0), that is, when the actual switching delay time Δt2 exceeds the total value of the assumed delay time Δtp2 and the constant γ, the drive period Td It is determined that correction is necessary, and the process proceeds to S174. On the other hand, when the actual switching delay time Δt2 is equal to or less than the total value of the assumed delay time Δtp2 and the constant γ, it is determined that the correction of the drive period Td is unnecessary, and the second inclination determination process is terminated.

In S174, the corrected injection pulse width is calculated based on the required injection amount, the current injection pressure, and the deviation amount of injection switching (corresponding to the difference Δtg2), and the process proceeds to S175. _{In S175, the off time to off} of the injection pulse is calculated based on the change start time t _sac of the drive energy and the injection pulse width calculated in S174, and the process proceeds to S175. In S175, it sets the off time _{t off} of the corrected calculated in S174, and ends the second tilt determination process.

In the fuel injection device 10 in which the slope of the injection rate increase can be switched as in the present embodiment described so far, the actual injection delay time Δt1 changes according to the target slope of the injection rate increase as described above. .. Therefore, based on the actual injection delay time Δt1, the slope of the injection rate increase in the actual fuel injection can be immediately determined. Therefore, when the actual slope of the injection rate increase is different from the target slope of the injection rate increase, the control device 100 corrects the drive period Td by changing the injection pulse width, and implements the operation as shown in FIG. It is possible to suppress the increase / decrease in the amount of fuel supplied by the fuel injection inside. Therefore, even if the fuel injection is performed with a slope of increase in the injection rate that is different from the target, the influence can be reduced.

In addition, the drive period Td of the present embodiment is corrected so that the actual injection amount Qac approximates the target injection amount Qtr. According to the correction of the drive period Td as described above, the accuracy of the injection amount can be ensured, so that the deviation of the actual engine torque from the target engine torque can be reduced. Therefore, even if the fuel injection is performed with a slope of increase in the injection rate that is different from the target, the effect is less likely to be perceived by the user of the engine 2.

Further, the correction of the drive period Td in the present embodiment is performed so as to suppress fluctuations in the engine torque of the engine 2. Specifically, assuming that the fuel timing shifts to the advance angle side or the retard angle side due to the deviation of the injection timing, the increase or decrease in the engine torque due to the deviation of the fuel timing is corrected by adjusting the actual injection amount Qac. Will be done.

More specifically, when the slope of the actual injection rate increase is larger than the target, the drive period Td is shortened so that the actual injection amount Qac is slightly smaller than the target injection amount Qtr. In this way, when the fuel injection is performed with an injection rate inclination larger than the target, the fuel supply shifts to the advance angle side, so that the combustion timing also shifts to the advance angle side, and the engine torque can increase. Therefore, if the actual injection amount Qac to be adjusted to the target injection amount Qtr is adjusted to a degree slightly smaller than the target injection amount Qtr, the fluctuation of the engine torque can be further reduced.

On the other hand, when the slope of the actual injection rate increase is smaller than the target, the drive period Td is extended so that the actual injection amount Qac is slightly larger than the target injection amount Qtr. In this way, when the fuel injection is performed with an injection rate inclination smaller than the target, the fuel supply is shifted to the retard side, so that the combustion timing is also shifted to the retard side, and the engine torque can be reduced. Therefore, if the actual injection amount Qac to be adjusted to the target injection amount Qtr is adjusted to a degree slightly larger than the target injection amount Qtr, the fluctuation of the engine torque can be further reduced.

Further, the control device 100 of the present embodiment can change the valve opening mode of the fuel injection device 10 from low-speed valve opening to high-speed valve opening by controlling the switching of the driving energy during the injection period. When performing such switching control, the control device 100 acquires the actual switching delay time Δt2 and corrects the drive period Td in the fuel injection being executed when the actual switching delay time Δt2 is different from the assumed delay time Δtp2. .. According to such processing, even if the change start time t _{sac deviates from the switching execution time t sw} , the actual injection amount Qac is less likely to deviate from the target injection amount Qtr, as shown in FIG. Therefore, even when the switching control for switching the valve opening speed is performed, the control device 100 can avoid an increase / decrease in the actual injection amount Qac and eventually the engine torque.

In the first embodiment, the engine 2 corresponds to the "engine" and the control device 100 corresponds to the "fuel injection control device". In addition, drop start time t _fac corresponds to the "drop start timing", on-time t _on the injection pulse corresponds to the "input start timing", change start time t _sac corresponds to the "change start timing", switching The implementation time t _sw corresponds to the "switching implementation timing". Further, the actual injection delay time Δt1 corresponds to the “injection delay time”, the actual switching delay time Δt2 corresponds to the “switching delay time”, and the actual injection amount Qac corresponds to the “fuel injection amount”.

(Other embodiments)
Although one embodiment of the present disclosure has been described above, the present disclosure is not construed as being limited to the above embodiment, and is applied to various embodiments and combinations without departing from the gist of the present disclosure. be able to.

The descent detection unit of the above embodiment uses the detection signals of the pressure sensor of the common rail and the built-in pressure sensor of the fuel injection device to detect the descent start time and the change start time of the injection pressure. However, the measurement result used for detecting the descent start time, the change start time, and the like may be only the output of the pressure sensor of the common rail, or may be only the output of the built-in pressure sensor.

In the above embodiment, a piezo actuator having a laminated body of piezoelectric elements has been adopted as a drive unit. However, the drive unit may have a configuration having, for example, a magnetic actuator or the like. Further, the actuator provided in the drive unit is not limited to one. A plurality of magnetic electric actuators or a plurality of piezo actuators may be provided in the drive unit.

In S144 and S149 (see FIG. 10) in the above embodiment, the injection rate determination unit calculates a predicted value using, for example, a map. More specifically, the injection rate determination unit stores in advance a one-dimensional map that outputs the injection delay time from the injection pressure for each of the high-speed valve opening mode and the low-speed valve opening mode. The injection rate determination unit can calculate a predicted value by applying the injection pressure to the one-dimensional map corresponding to the selected valve opening mode this time. The one-dimensional map for estimating the predicted value is obtained in advance by calculation, test, or the like.

In the above embodiment, the injection pulse width is recalculated in S146 and S151 (see FIG. 10) of the first inclination determination process. Further, the injection pulse width was also recalculated in S174 (see FIG. 10) of the second inclination determination process. However, the corrected injection pulse width may be calculated in advance in S104, S108, etc. of the drive process, assuming the occurrence of an error in the inclination of the injection rate increase and the deviation of the change start time. In such a processing mode, in the first inclination determination process and the second inclination determination process, the injection pulse width can be corrected by switching to the value calculated in the drive process. According to the above, since the load of the arithmetic processing performed after the on time is reduced, the correction of the drive period can be performed more quickly.

In S133 (see FIG. 9) and S163 (see FIG. 12) of the above embodiment, when the descent detection unit continuously determines, for example, that the injection differential pressure is less than a certain value a plurality of times, the injection pressure It may be presumed that the descent of the injection pressure and the acceleration of the descent of the injection pressure have started. According to such a determination, erroneous detection caused by noise or the like of the detection signal of each pressure sensor can be reduced.

In the above embodiment, the period correction unit does not completely match the actual injection amount with the target injection amount so as not to cause fluctuations in the engine torque due to the advance and retard angles of the combustion timing, and with respect to the target injection amount. It was adjusted to a value that was slightly increased or decreased. However, the adjustment process for canceling the torque fluctuation does not have to be performed. The period correction unit can adjust the drive period so that the actual injection amount substantially matches the target injection amount.

The specific configuration of the valve mechanism provided in the fuel injection device can be changed as appropriate. For example, if the throttle state changes depending on the magnitude of the drive energy input to the drive unit, the number of continuous passages flowing out of the control chamber may not be switched as described above. The valve mechanism has a configuration in which a low-speed communication passage provided with a small orifice and a high-speed communication passage provided with a large orifice are selectively (exclusively) switched by increasing or decreasing the driving energy input to the drive unit. You may. Further, the valve mechanism is provided with a small orifice and a large orifice in series in one communication passage, and the small orifice is separated from the communication passage by switching the increase of the drive energy input to the drive unit. May be good. Further, the throttle state in the valve mechanism may be switched in more stages than in the above embodiment.

In the above embodiment, a so-called boot-type injection waveform is realized by switching the driving energy during the injection period. However, switching of drive energy during the injection period does not have to be performed.

The control device of the above embodiment includes both an arithmetic circuit unit and a drive circuit unit. However, the control device has a configuration corresponding to the arithmetic circuit unit, and may be an electronic device that controls the drive device (Electronic Driver Unit) including the configuration corresponding to the drive circuit unit. Even in such a form, the control device corresponds to the "fuel injection control device".

In the above embodiment, an example in which the drive period correction process according to the present disclosure is applied to the control device that controls the fuel injection device that injects light oil as fuel has been described. However, the implementation of such a correction process is effective in suppressing fluctuations in engine torque even in a control device that controls a fuel injection device that injects a fuel other than light oil, for example, a liquefied gas fuel such as dimethyl ether.

1 Fuel injection control system, 2 Engine (engine), 10 Fuel injection device, 29 injection hole, 30 drive unit, 72 drive control unit, 73 descent detection unit, 74 injection rate determination unit, 75 period correction unit, 100 control unit ( Fuel injection control device), Td drive period, t _fac descent start time (descent start timing), ton _on time (feeding start timing), t _sac change start time (change start timing), t _sw switching execution time (switching implementation) Timing), Δt1 actual injection delay time (injection delay time), Δt2 actual switching delay time (switching delay time), Δtp2 assumed delay time, Qac actual injection amount, Qtr target injection amount

Claims (7)

A fuel injection control device that controls a fuel injection device (10) in which the inclination of the injection rate increase in fuel injection from the injection hole (29) can be switched by the drive energy input to the drive unit (30).
A drive control unit (72) that controls the drive energy input to the drive unit so that fuel injection is performed at a target slope of increase in injection rate.
Based on the measurement result of measuring the pressure of the fuel supplied to the injection hole, the descent detection unit (73) that detects _{the descent start timing (t fac) of the fuel pressure and the descent detection unit (73).}
Based on said turned start timing of the drive energy (t _on) the drop start time to the injection delay time from (.DELTA.t1), the actual injection rate slope determining injection rate determination unit of the rise of the fuel injection in the fuel injection device ( 74) and
When the slope of the actual injection rate increase determined by the injection rate determination unit is different from the target slope of the injection rate increase, the driving energy is input to the driving unit in the fuel injection being carried out. A fuel injection control device including a period correction unit (75) that corrects a drive period (Td). The drive control unit controls the engine torque of the engine (2) provided with the fuel injection device by the drive energy input to the drive unit.
The fuel injection control device according to claim 1, wherein the period correction unit corrects the drive period so that an increase or decrease in the engine torque due to a deviation between the target of the inclination of the injection rate increase and the actual value is reduced. The drive control unit controls the fuel injection amount (Qac) injected in one fuel injection by inputting the drive energy to the drive unit.
The fuel injection according to claim 1 or 2, wherein the period correction unit corrects the drive period so that an increase or decrease in the fuel injection amount due to a deviation between the target of the inclination of the injection rate increase and the actual fuel injection amount is reduced. Control device. The period correction unit
When the slope of the actual injection rate increase is larger than the target, the actual fuel injection amount is larger than the target injection amount (Qtr) planned to be supplied by the fuel injection at the target injection rate increase slope. Correct the drive period so that it is less,
The fuel injection control device according to claim 3, wherein the driving period is corrected so that the actual fuel injection amount becomes larger than the target injection amount when the slope of the actual injection rate increase is smaller than the target. The period correction unit
When the slope of the actual injection rate increase is larger than the target, the correction for shortening the drive period is performed.
The fuel injection control device according to any one of claims 1 to 4, wherein when the slope of the actual increase in the injection rate is smaller than the target, the correction for extending the drive period is performed. The drive control unit can switch the inclination of the injection rate increase within one injection period by the switching control that increases the drive energy input to the drive unit.
_{The descent detection unit further detects the change start timing (t sac} ) in which the slope of the injection rate increase changes according to the switching control, based on the measurement result.
The injection rate determination unit acquires the switching delay time (Δt2) from _{the switching execution timing (tsw) of the driving energy to the change start timing.}
The period correction unit corrects the drive period in the fuel injection being carried out when the switching delay time acquired by the injection rate determination unit is different from the estimated delay time (Δtp2) assumed in advance. The fuel injection control device according to any one of claims 1 to 5. A fuel injection control system including the fuel injection control device according to any one of claims 1 to 6 and at least one of the fuel injection devices (10).

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