US20090063016A1 - Injection control device of internal combustion engine - Google Patents

Injection control device of internal combustion engine Download PDF

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Publication number
US20090063016A1
US20090063016A1 US12/201,426 US20142608A US2009063016A1 US 20090063016 A1 US20090063016 A1 US 20090063016A1 US 20142608 A US20142608 A US 20142608A US 2009063016 A1 US2009063016 A1 US 2009063016A1
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United States
Prior art keywords
injection
fuel
timing
pressure
predetermined
Prior art date
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Abandoned
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US12/201,426
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English (en)
Inventor
Kenichiro Nakata
Koji Ishizuka
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Denso Corp
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Denso Corp
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Assigned to DENSO CORPORATION reassignment DENSO CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ISHIZUKA, KOJI, NAKATA, KENICHIRO
Publication of US20090063016A1 publication Critical patent/US20090063016A1/en
Priority to US13/434,139 priority Critical patent/US8543314B2/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0041—Means for damping pressure pulsations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • F02M57/005—Fuel-injectors combined or associated with other devices the devices being sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a fuel injection control device that is applied to a fuel supply system injecting fuel through a predetermined injector and that controls a fuel injection characteristic of the system.
  • an injection operation of the injector is controlled with such the common rail fuel injection system
  • a control method of setting an injection pattern in accordance with an engine operation state of each time with reference to a map (an adaptation map), in which an injection pattern (i.e., an adaptation value) for each engine operation state is written, or a mathematical expression is widely adopted.
  • the device stores the optimum pattern (i.e., the adaptation value), which is beforehand obtained for each anticipated engine operation state through experiment and the like, as the map, the mathematical expression or the like (in ROM, for example).
  • the device sets the injection pattern corresponding to the engine operation state with reference to the map, the mathematical expression or the like.
  • a fuel injection control device for controlling a fuel injection characteristic at the time when performing injection supply of fuel to a target engine is applied to an injector that has a valve body formed with a fuel injection hole, a valve member accommodated in the valve body for opening and closing the injection hole, and an actuator driving the valve member such that the valve member reciprocates and that is structured to be able to continuously adjust an injection rate of the injector indicating a fuel injection quantity per unit time in accordance with an actuator operation signal to the actuator.
  • the fuel injection control device has a fuel pressure sensing section and an operation signal calculating section.
  • the fuel pressure sensing section senses a fuel pressure waveform indicating a transition of a fuel pressure fluctuation accompanying a predetermined injection of the injector.
  • the operation signal calculating section calculates the actuator operation signal for approximating a predetermined injection parameter concerning the predetermined injection to a reference value of the parameter based on the fuel pressure waveform sensed by the fuel pressure sensing section.
  • a transition of a fuel pressure fluctuation i.e., a fuel pressure waveform
  • a fuel pressure waveform a fuel pressure waveform
  • the above device that senses the fuel pressure waveform and that variably sets the injection command (the injection command signal) to the injector, or more specifically, the actuator operation signal of the valve member of the injector, based on the sensed fuel pressure waveform.
  • the characteristic of the target injection can be controlled in a desired mode easily and appropriately based on the fuel pressure waveform.
  • the device employs the reciprocating drive injector capable of continuously adjusting the fuel injection quantity per unit time (i.e., the injection rate) among the many kinds of the injectors.
  • the injection characteristic of the injector can be precisely controlled based on the injection command to the injector. Moreover, such the injector has been already put in practical use in part, and the practicality thereof has been acknowledged. Therefore, the device according to above aspect of the present invention can perform the appropriate fuel injection control in accordance with the injection characteristic of each time with high practicality.
  • the operation signal calculating section calculates the actuator operation signal concerning the predetermined injection during execution of the predetermined injection.
  • the fuel injection control device further has an operation signal setting section for setting the actuator operation signal calculated by the operation signal calculating section as a command concerning the predetermined injection during the execution of the predetermined injection.
  • the device can sense the injection characteristic (equivalent to the pressure transition) concerning the predetermined injection with high simultaneity (i.e., in real time). Eventually, by adjusting a subsequent injection operation based on the previously sensed pressure transition, an error at a preceding timing can be compensated, for example.
  • the operation signal calculating section calculates an injection start timing of the predetermined injection based on the fuel pressure waveform and calculates the actuator operation signal subsequent to the injection start timing of the same injection based on a deviation of the injection start timing from a reference timing thereof to approximate a total injection quantity of one injection as the injection parameter to a reference value of the parameter.
  • the operation signal calculating section calculates an integration value of the injection rate from an injection start to a predetermined timing of the predetermined injection or a correlation value of the integration value based on the fuel pressure waveform and calculates the actuator operation signal subsequent to the predetermined timing of the same injection based on a deviation of the integration value or the correlation value from a reference value thereof to approximate a total injection quantity of one injection as the injection parameter to a reference value of the parameter.
  • the operation signal calculating section calculates an injection rate at a predetermined timing of the predetermined injection based on the fuel pressure waveform and calculates the actuator operation signal subsequent to the predetermined timing of the same injection based on a deviation of the injection rate from a reference value thereof to approximate a total injection quantity of one injection as the injection parameter to a reference value of the parameter.
  • the injection operation after the predetermined timing by adjusting the injection operation after the predetermined timing, the error in the injection rate or the injection rate integration value at the predetermined timing or the error in the timing (the injection start timing) can be compensated.
  • the total injection quantity of one injection can be suitably controlled to a desired value (a reference value).
  • the injection rate at the predetermined timing is the maximum injection rate in the predetermined injection.
  • the maximum injection rate is known as a parameter well indicating the feature of the injection characteristic. Therefore, also in the case of adjusting the total injection quantity of one injection, as in the above construction, it is specifically effective to calculate the actuator operation signal subsequent to the predetermined timing based on the deviation of the maximum injection rate.
  • the operation signal calculating section calculates a signal for deciding an injection end timing of the predetermined injection as the actuator operation signal. With such the construction, the total injection quantity of the predetermined injection can be adjusted appropriately.
  • the fuel injection control device further has an operation signal setting section for setting the actuator operation signal calculated by the operation signal calculating section as a command concerning a certain injection of the same kind as the predetermined injection, which is executed on the occasion of the calculation of the actuator operation signal, if the certain injection is executed after an end of the predetermined injection.
  • the injection characteristic can be improved appropriately.
  • each of following four constructions or an arbitrary combination of the constructions is effective.
  • the operation signal calculating section calculates a rising angle or a falling angle of an injection rate waveform indicating a transition of the injection rate in the predetermined injection based on the fuel pressure waveform.
  • the operation signal calculating section calculates the actuator operation signal for approximating the rising angle or the falling angle of the injection rate waveform of the injection as the injection parameter to a reference value of the parameter based on a deviation of the rising angle or the falling angle from a reference angle thereof.
  • the operation signal calculating section calculates a position of an apex of an injection rate waveform indicating a transition of the injection rate in the predetermined injection (i.e., an end point of a side of a polygon) based on the fuel pressure waveform.
  • the operation signal calculating section calculates the actuator operation signal for approximating the position of the apex of the injection rate waveform of the injection as the injection parameter to a reference value of the parameter based on a deviation of the position of the apex from a reference point thereof.
  • the operation signal calculating section calculates the maximum injection rate of an injection rate waveform indicating a transition of the injection rate in the predetermined injection based on the fuel pressure waveform.
  • the operation signal calculating section calculates the actuator operation signal for approximating the maximum injection rate of the injection rate waveform of the injection as the injection parameter to a reference value of the parameter based on a deviation of the maximum injection rate from a reference value thereof.
  • the operation signal calculating section calculates an injection rate in a stable interval, in which the injection rate is maintained at a constant value, in an injection rate waveform indicating a transition of the injection rate in the predetermined injection based on the fuel pressure waveform.
  • the operation signal calculating section calculates the actuator operation signal for approximating the injection rate in the stable interval of the injection rate waveform of the injection as the injection parameter to a reference value of the parameter based on a deviation of the injection rate from a reference value thereof.
  • the predetermined parameter related to the injection characteristic (the rising or falling angle, the position of the apex, the maximum injection rate or the injection rate in the stable interval) can be controlled to a desired value (a reference value).
  • a desired value a reference value
  • the injection rate waveform takes the form of one of a triangle, a trapezoid and a rectangle or the form of a diagram as a combination of multiplicity of at least one kind of the triangle, the trapezoid and the rectangle.
  • the diagram as the profile of the injection rate transition of the injector belongs to either one of the above-described diagrams. Therefore, when the general injector is adopted, adoption of the above construction is effective.
  • the fuel injection control device is applied to a pressure accumulator type fuel injection system having a pressure accumulator for accumulating high-pressure fuel to be supplied to the injector and at least one fuel pressure sensor for sensing pressure of the fuel flowing through an inside of a fuel passage extending from a fuel discharge hole of the pressure accumulator to an injection hole of the injector at a predetermined point downstream of a neighborhood of the fuel discharge hole of the pressure accumulator with respect to a fuel flow direction.
  • the fuel pressure sensing section senses the fuel pressure waveform by sequentially sensing the fuel pressure based on an output of the fuel pressure sensor.
  • the above-described fuel pressure sensor is installed to measure the pressure at the predetermined point downstream of the neighborhood of the fuel discharge hole of the pressure accumulator in the fuel passage extending from the pressure accumulator to the injection hole of the injector.
  • the pressure fluctuation mode due to at least one of an injection operation and an actual injection of the injector concerning the predetermined injection can be accurately sensed at the installation point of the sensor.
  • the injection operation is opening/closing action of an electromagnetic valve in the case of an injector of a type that drives a needle based on the opening/closing of the electromagnetic valve.
  • the actual injection is an injection actually performed through the injection operation.
  • the device of Patent document 1 described above controls the fuel pressure of the injector only with the rail pressure sensor that senses the pressure (i.e., the rail pressure) in the common rail (the pressure accumulator).
  • the pressure fluctuation due to the injection attenuates when or before the fluctuation reaches the common rail from the injection hole of the injector and does not appear as a fluctuation of the rail pressure. Therefore, with such the device, it is difficult to sense the pressure fluctuation caused by the above-described injection with high accuracy.
  • the device has the fuel pressure sensor that senses the injection pressure at the position closer to the fuel injection hole than the rail pressure sensor (or a sensor provided near the common rail) is. Therefore, the pressure fluctuation due to the injection (including the injection operation) can be grasped appropriately with the pressure sensor before the pressure fluctuation attenuates. Accordingly, with such the device, the actuator operation signal can be adjusted appropriately based on the fuel pressure sequentially sensed with the fuel pressure sensing section, and the appropriate fuel injection control can be performed.
  • the fuel injection control device constituting the fuel injection system as described in Patent document 1 is provided with a fuel pulsation reducing section in a connection between the common rail and a fuel discharge pipe of the common rail for reducing a fuel pulsation transmitted to the common rail through the fuel discharge pipe in order to reduce the pressure pulsation in the common rail and to supply the fuel to the injector at stable pressure.
  • the pressure fluctuation due to the injection arises in the injection hole of the injector and spreads toward the common rail through the common rail fuel discharge pipe.
  • the fuel pulsation out of the pressure fluctuation is reduced (attenuated) by the fuel pulsation reducing section. Therefore, with such the construction, it is difficult to correctly sense the pressure fluctuation mode due to the injection (including the injection operation) based on the pressure in the common rail (i.e., the rail pressure).
  • the fuel injection control device is applied to a fuel injection system having a pressure accumulator for accumulating high-pressure fuel to be supplied to the injector, a fuel pulsation reducing section provided in a connection between the pressure accumulator and a fuel discharge pipe of the pressure accumulator for reducing a fuel pulsation transmitted to the pressure accumulator through the fuel discharge pipe, and at least one fuel pressure sensor for sensing pressure of the fuel flowing through an inside of a fuel passage extending from the pressure accumulator to the injection hole of the injector at a predetermined point downstream of the fuel pulsation reducing section with respect to a fuel flow direction.
  • the fuel pressure sensing section senses the fuel pressure waveform by sequentially sensing the fuel pressure based on an output of the fuel pressure sensor.
  • the pressure fluctuation mode can be sensed with the fuel pressure sensor before the fuel pulsation is reduced by the fuel pulsation reducing section. Eventually, the pressure fluctuation mode can be sensed with high accuracy.
  • the fuel pulsation reducing section is constituted by an orifice (a restrictor), a flow damper or a combination of the orifice and the flow damper.
  • the fuel pressure sensor is provided inside or near the injector.
  • the pressure fluctuation mode due to the injection can be sensed through the sensor output of the fuel pressure sensor with higher accuracy as the installation position of the fuel pressure sensor is closer to the fuel injection hole of the injector. Therefore, in order to sense the pressure fluctuation mode with high accuracy, it is effective to install the fuel pressure sensor inside or near the injector as in the construction according to the above aspect. In this case, if the fuel pressure sensor is provided to a fuel inlet of the injector, mountability and maintenance performance of the fuel pressure sensor are improved and the pressure can be sensed accurately and comparatively stably.
  • the fuel pressure sensor is provided in a fuel discharge pipe of the pressure accumulator at a position closer to the fuel injection hole of the injector than the pressure accumulator.
  • the actuator is a piezoelectric element that continuously changes an extension-contraction amount thereof in accordance with a continuous change of applied voltage as the actuator operation signal.
  • the injector of the type that uses the piezoelectric element as the actuator and that can continuously adjust the injection rate is well known.
  • the practicality of the device is improved.
  • the injection rate can be controlled continuously and a boot-shaped injection can be realized, for example.
  • the boot-shaped injection increases the injection rate stepwise in one injection.
  • each of multiple sections may be realized by a hardware resource having a function specified by a construction thereof, a hardware resource having a function specified by a program, or a combination of the hardware resources of both types.
  • the functions of the sections are not limited to those realized by hardware resources physically independent from each other.
  • the present invention can be specified not only as an invention related to an apparatus but also as an invention related to a program, an invention related to a storage medium storing the program, and an invention related to a method.
  • FIG. 1 is a diagram showing a system including a fuel injection control device according to a first embodiment of the present invention
  • FIG. 2 is a cross-sectional view showing an internal structure of an injector according to the first embodiment
  • FIG. 3 is a diagram showing a driver unit for driving the injector according to the first embodiment
  • FIG. 4 is a timing chart showing an operation mode of a piezoelectric element of the injector according to the first embodiment
  • FIG. 5 is a flowchart showing a flow of a fuel injection control program according to the first embodiment
  • FIG. 6 is a timing chart showing a production mode of an operation current signal according to the first embodiment
  • FIG. 7 is a timing chart showing an example of transitions of parameters concerning an injection during fuel injection control according to the first embodiment
  • FIG. 8 is a flowchart showing a flow of a program concerning fuel pressure acquisition and differential value calculation according to the first embodiment
  • FIG. 9 is a flowchart showing a flow of an injection start timing detection program according to the first embodiment.
  • FIGS. 10A to 10C are maps for variably setting a threshold value used for detection of the injection start timing according to the first embodiment
  • FIG. 11 is a flowchart showing a flow of an injection command correction program according to the first embodiment
  • FIG. 12 is a timing chart showing a processing mode of injection command correction processing according to the first embodiment
  • FIG. 13 is a timing chart showing a processing mode of the injection command correction processing according to the first embodiment
  • FIG. 14 is a flowchart showing a flow of a maximum injection rate reaching timing detection program according to a second embodiment of the present invention.
  • FIG. 15 is a flowchart showing a flow of an injection end timing detection program according to the second embodiment
  • FIG. 16 is a flowchart showing a flow of an injection rate decrease start timing detection program according to the second embodiment
  • FIGS. 17A and 17B are maps for variably setting a return time used for detection of the injection rate decrease start timing according to the second embodiment
  • FIG. 18 is a flowchart showing a flow of an injection command correction program according to the second embodiment
  • FIG. 19 is a timing chart showing a relationship between an injection rate waveform and a basic waveform in the case where a deviation arises in an injection start timing according to the second embodiment
  • FIG. 20 is a timing chart showing a relationship between the injection rate waveform and the basic waveform in the case where a deviation arises in an injection end timing according to the second embodiment
  • FIG. 21 is a timing chart showing a relationship between the injection rate waveform and the basic waveform in the case where a deviation arises in a rising angle of the injection rate waveform according to the second embodiment;
  • FIG. 22 is a timing chart showing a relationship between the injection rate waveform and the basic waveform in the case where a deviation arises in a falling angle of the injection rate waveform according to the second embodiment;
  • FIG. 23 is a timing chart showing a production mode of an operation current signal according to a modification of the first or second embodiment
  • FIG. 24 is a flowchart showing a flow of a program for calculating an integration value of an injection rate according another modification of the first or second embodiment
  • FIG. 25 is a flowchart showing a correction signal production program according to the another modification of the first or second embodiment.
  • FIG. 26 is a flowchart showing a correction signal production program according to a further modification of the first or second embodiment.
  • a fuel injection device is mounted, for example, in a common rail fuel injection system (a high-pressure injection fuel supply system) for controlling a reciprocating diesel engine as an engine for an automobile. That is, like the device described in Patent document 1, the device according to the present embodiment is also a fuel injection device for a diesel engine used to perform injection supply (direct injection supply) of high-pressure fuel (for example, light oil at injection pressure of 1000 atmospheres or higher) directly into a combustion chamber in an engine cylinder of the diesel engine (an internal combustion engine).
  • high-pressure fuel for example, light oil at injection pressure of 1000 atmospheres or higher
  • the engine according to the present embodiment is a multi-cylinder engine (for example, an in-line four-cylinder engine) for a four-wheeled vehicle.
  • the injectors 20 shown in FIG. 1 are injectors for the cylinder #1, #2, #3, and #4 from a fuel tank 10 side in this order.
  • the system is structured such that an ECU 60 (an electronic control unit) takes in sensor outputs (sensing results) from various sensors and controls drive of a fuel supply device based on the respective sensor outputs.
  • the ECU 60 controls drive of various devices constituting a fuel supply system to perform feedback control of conforming fuel injection pressure of the engine to a target value (target fuel pressure), thereby controlling an output (rotation speed or torque) of the diesel engine, for example.
  • the fuel injection pressure of the engine is fuel pressure of each time measured with a fuel pressure sensor 20 a.
  • the devices constituting the fuel supply system include the fuel tank 10 , a fuel pump 11 , and a common rail 12 (a pressure accumulator) in this order from a fuel flow upstream side.
  • the fuel tank 10 and the fuel pump 11 are connected by a pipe 10 a via a fuel filter 10 b.
  • the fuel tank 10 is a tank (a vessel) for storing the fuel (the light oil) of the target engine.
  • the fuel pump 11 consists of a low-pressure pump 11 a and a high-pressure pump 11 b and is structured such that fuel drawn by the low-pressure pump 11 a from the fuel tank 10 is pressurized and discharged by the high-pressure pump 11 b.
  • a fuel pumping quantity sent to the high-pressure pump 11 b and an eventual fuel discharge quantity of the fuel pump 11 are metered by a suction control valve 11 c (SCV) provided on a fuel suction side of the fuel pump 11 .
  • SCV suction control valve
  • the fuel pump 11 can control the fuel discharge quantity from the pump 11 to a desired value by regulating drive current (eventually, a valve opening degree) of the suction control valve 11 c.
  • the suction control valve 11 c is a normally-open type regulating valve that opens when de-energized.
  • the low-pressure pump 11 a out of the two kinds of pumps constituting the fuel pump 11 is constituted as a trochoid feed pump, for example.
  • the high-pressure pump 11 b is constituted of a plunger pump, for example.
  • the high-pressure pump 11 b is structured to be able to sequentially pump the fuel, which is sent to pressurization chambers, at a predetermined timing by reciprocating predetermined plungers (for example, three plungers) in axial directions thereof with an eccentric cam (not illustrated) respectively. Both pumps 11 a, 11 b are driven by a drive shaft 11 d.
  • the drive shaft 11 d is interlocked with a crankshaft 21 as an output shaft of the target engine and rotates at a ratio of 1/1, 1/2 or the like to one revolution of the crankshaft 21 .
  • the low-pressure pump 11 a and the high-pressure pump 11 b are driven by an output of the target engine.
  • the fuel in the fuel tank 10 is drawn by the fuel pump 11 through the fuel filter 10 b and is pressure-fed (pumped) to the common rail 12 through a pipe 11 e (a high-pressure fuel passage).
  • the fuel pumped from the fuel pump 11 is accumulated in the common rail 12 at a high-pressure state, and the accumulated high-pressure fuel is supplied to the injectors 20 (fuel injection valves) of respective cylinders through pipes 14 (high-pressure fuel passages) provided to the respective cylinders.
  • injection supply (direct injection supply) of the fuel pumped by the drive of the fuel pump 11 is performed directly into each cylinder of the engine through each injector 20 .
  • the engine according to the present embodiment is a four-stroke engine. That is, in the engine, one combustion cycle consisting of four strokes of an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke is serially performed in a cycle of 720° CA.
  • Each injector 20 is connected also with a low-pressure fuel passage 18 such that the injector 20 can return the fuel to the fuel tank 10 through the low-pressure fuel passage 18 .
  • the fuel supply system according to the present embodiment has a basic structure similar to that of the conventional system.
  • the fuel pressure sensor 20 a (a fuel passage pressure sensor) is provided to a neighborhood of each of the injectors 20 , or more specifically to a fuel inlet of each of the injectors 20 , of the respective cylinders #1-#4. With such the construction, a pressure fluctuation mode due to an injection operation and an actual injection of the injector 20 can be sensed with high accuracy.
  • FIG. 2 A detailed internal structure of the injector 20 is shown in FIG. 2 .
  • the four injectors 20 (#1)- 20 (#4) have the same structure (for example, a structure shown in FIG. 2 ).
  • Each one of the injectors 20 is an injector using the combustion fuel (i.e., the fuel in the fuel tank 10 ).
  • the injector 20 has valve bodies 30 a, 30 b, 30 c, 30 d consisting of multiple members.
  • An injection hole 32 providing communication between an inside of the valve body 30 d and an outside of the injector 20 is formed in a tip portion of the valve body 30 d.
  • a needle 34 as a valve member, a needle stopper 36 and a balance piston 38 are located inside the valve bodies 30 c, 30 d in this order from the tip side of the injector 20 such that the needle 34 , the needle stopper 36 and the balance piston 38 can move in an axial direction along inner walls of the valve bodies 30 c, 30 d.
  • High-pressure fuel is supplied from the high-pressure fuel passage 14 (refer to FIG. 1 ) to a needle chamber 35 defined by the needle 34 and the inner wall of the valve body 30 d and to a balance chamber 39 on a rear side of the balance piston 38 .
  • a back pressure chamber 41 is defined by a face of the needle stopper 36 on an opposite side from the injection hole 32 (referred to as a rear side, hereinafter) and the inner wall of the valve body 30 c and communicates with the low-pressure fuel passage 18 (refer to FIG. 1 ).
  • the fuel from the low-pressure fuel passage 18 is supplied to the back pressure chamber 41 .
  • a spring 40 is provided in the back pressure chamber 41 for biasing the needle stopper 36 toward the injection hole 32 side (referred to as a tip side, hereinafter) of the valve body 30 c.
  • a face of the needle stopper 36 on the injection hole 32 side and the inner wall of the valve body 30 c define a first oil-tight chamber 42 .
  • the first oil-tight chamber 42 is connected with a second oil-tight chamber 46 , which is located on a side of the balance piston 38 opposite from the injection hole 32 , through a transmission passage 44 .
  • the first oil-tight chamber 42 , the transmission passage 44 , and the second oil-tight chamber 46 are filled with the fuel as a medium for transmitting power.
  • the second oil-tight chamber 46 is a space defined and formed by a face of a piezo piston 48 on the injection hole 32 side and an inner wall of the valve body 30 b.
  • the piezo piston 48 accommodates a check valve 50 inside and is formed such that the fuel can be supplied from the low-pressure fuel passage 18 to the second oil-tight chamber 46 .
  • the piezo piston 48 is connected with a piezoelectric element 52 on a rear side of the piezo piston 48 .
  • a multiplicity of layers of the piezoelectric element 52 are stacked to form a laminated body (a piezo stack).
  • the piezo element 52 functions as an actuator by extending and contracting because of the inverse piezoelectric effect.
  • the piezoelectric element 52 is a capacitive load.
  • the piezo electric element 52 extends when charged and contracts when discharged.
  • the piezoelectric element 52 according to the present embodiment uses a piezoelectric element made of a piezoelectric material such as PZT.
  • a displacement amount of the needle 34 i.e., a reciprocating amount
  • a lift amount changes continuously in accordance with a displacement amount of the piezoelectric element 52 , and eventually, the injection command to the aforementioned injector 20 .
  • the driver unit 61 is incorporated in the ECU 60 and has a drive circuit 70 , a controller 71 for controlling the drive circuit 70 and the like.
  • an electric power supplied to the driver unit 61 from a battery 62 is supplied to a DC-DC converter 72 of the drive circuit 70 .
  • the DC-DC converter 72 is a booster circuit that boosts a voltage (for example, 12V) of the battery 62 to a high voltage (for example, 200 to 300V) for charging the piezoelectric element 52 .
  • the boosted voltage of the DC-DC converter 72 is applied to a capacitor 73 .
  • a terminal of the capacitor 73 is connected to the DC-DC converter 72 and the other terminal of the capacitor 73 is grounded. If the boosted voltage of the DC-DC converter 72 is applied to the capacitor 73 , the capacitor 73 stores the electrostatic energy to be supplied to the piezoelectric element 52 .
  • a high-potential terminal of the capacitor 73 i.e., the terminal on the DC-DC converter 72 side, is connected to a high-potential terminal of the piezoelectric element 52 through a series connection body of a charge switch 74 and a charge-discharge coil 75 .
  • a low-potential terminal of the piezoelectric element 52 is grounded.
  • a terminal of a discharge switch 76 is connected between the charge switch 74 and the charge-discharge coil 75 , and the other terminal of the discharge switch 76 is grounded.
  • a diode 77 is connected in parallel with the discharge switch 76 such that a forward direction of the diode 77 coincides with a direction from the ground to a point between the capacitor 73 and the charge-discharge coil 75 .
  • the diode 77 , the capacitor 73 , the charge switch 74 and the charge-discharge coil 75 constitute a chopper circuit for charging the piezoelectric element 52 .
  • the diode 77 functions as a freewheeling diode.
  • a diode 78 is connected in parallel with the charge switch 74 such that a forward direction of the diode 78 coincides with a direction from the discharge switch 76 to the capacitor 73 .
  • the diode 78 , the capacitor 73 , the charge-discharge coil 75 and the discharge switch 76 constitute a chopper circuit for discharging the electrostatic energy stored in the piezoelectric element 52 .
  • the diode 78 functions as a freewheeling diode.
  • the drive circuit 70 having the above-described construction is controlled by the controller 71 . More specifically, the controller 71 controls ON and OFF of the charge switch 74 and the discharge switch 76 based on an injection command signal from a computation section 63 (part for performing computation concerning injection control including processing of S 12 and S 13 of FIG. 5 described later), a voltage (operation voltage) of the piezoelectric element 52 sensed through a node N 1 , and current (operation current) that flows through the piezoelectric element 52 and that is sensed through a node N 2 .
  • the injection command signal from the above-described computation section 63 includes a basic waveform of an injection rate (acquired in S 12 of FIG. 5 ), an injection timing signal (produced in S 13 of FIG.
  • part (a) shows a transition of an operation mode of the charge switch 74
  • part (b) shows a transition of an operation mode of the discharge switch 76
  • part (c) shows a transition of the operation current of the piezoelectric element 52
  • part (d) shows a transition of the operation voltage of the piezoelectric element 52 .
  • the piezoelectric element 52 is charged while increasing and decreasing the operation current through chopper control of on-off operation of the charge switch 74 . More specifically, a closed loop circuit consisting of the capacitor 73 , the charge switch 74 , the charge-discharge coil 75 and the piezoelectric element 52 is formed by the ON operation (i.e., switch-on operation) of the charge switch 74 . Thus, the electrostatic energy stored in the capacitor 73 is used to charge the piezoelectric element 52 . At this time, the current flowing through the piezoelectric element 52 increases.
  • the step-down chopper control of operating the charge switch 74 in the above-described mode is performed.
  • the piezoelectric element 52 is charged and an electric potential at the high-potential terminal of the piezoelectric element 52 increases.
  • a charge start timing is defined by a rising timing of a drive pulse signal.
  • the piezoelectric element 52 is discharged while increasing and decreasing the operation current through chopper control of on-off operation of the discharge switch 76 .
  • a closed loop circuit consisting of the discharge switch 76 , the charge-discharge coil 75 and the piezoelectric element 52 is formed by ON operation of the discharge switch 76 .
  • the piezoelectric element 52 is discharged.
  • the current flowing through the piezoelectric element 52 increases.
  • a closed loop circuit consisting of the capacitor 73 , the diode 78 , the charge-discharge coil 75 and the piezoelectric element 52 is formed.
  • the flywheel energy of the charge-discharge coil 75 is collected to the capacitor 73 .
  • the step-up chopper control of operating the discharge switch 76 in the above-described mode is performed.
  • the piezoelectric element 52 is discharged and the electric potential at the high-potential terminal of the piezoelectric element 52 falls.
  • a discharge start timing is defined by a falling timing of the drive pulse signal.
  • the ECU 60 is the main part that performs engine control as an electronic control unit in the system.
  • the ECU 60 (engine control ECU) has a well-known microcomputer (not shown).
  • the ECU 60 grasps an operation state of the target engine and requests from the user based on the sensing signals of the above-described various types of sensors and operates the suction control valve 11 c, the injectors 20 and the like in accordance with the engine operation state and the requests.
  • the ECU 60 performs various kinds of control concerning the engine in the optimum mode corresponding to the current situation.
  • the microcomputer mounted in the ECU 60 consists of various kinds of computing units, storage devices, signal processing devices, communication devices, power supply circuits and the like such as a CPU (a basic processing unit) for performing various kinds of computation, a RAM (a random access memory) as a main memory for temporarily storing data in the progress of the computation, results of the computation and the like, a ROM (a read-only memory) as a program memory, an EEPROM (an electrically rewritable nonvolatile memory) as a memory for data storage, a backup RAM (a memory invariably supplied with power from a backup power supply such as an in-vehicle battery even after a main power supply of the ECU 60 is stopped), signal processing devices such as an A/D converter and a clock generation circuit, and input/output ports for inputting/outputting the signals from/to an exterior.
  • a CPU a basic processing unit
  • RAM random access memory
  • ROM read-only memory
  • EEPROM an electrically rewritable nonvola
  • the ECU 60 calculates torque (request torque) that should be generated in the output shaft (the crankshaft 21 ) at the time and eventually a fuel injection quantity for satisfying the request torque based on the various kinds of the sequentially inputted sensor outputs (sensing signals).
  • the ECU 60 variably sets the fuel injection quantity of the injector 20 to control indicated torque (generation torque) generated through the fuel combustion in each cylinder (a combustion chamber) and shaft torque (output torque) actually outputted to the output shaft (the crankshaft 21 ). That is, the ECU 60 controls the shaft torque to the request torque.
  • the ECU 60 calculates the fuel injection quantity corresponding to the engine operation state, the operation amount of the accelerator by the driver and the like at each time and outputs an injection control signal for directing the fuel injection of the calculated fuel injection quantity to the injector 20 in synchronization with a desired injection timing.
  • the injector 20 injects the fuel based on the injection control signal.
  • the output torque of the target engine is controlled to the target value.
  • an intake throttle valve (a throttle) provided in an intake passage of the engine is held at a substantially fully-opened state during a steady operation for the purpose of increase in a fresh air quantity, reduction in a pumping loss and the like. Therefore, control of the fuel injection quantity is a main part of the combustion control during the steady operation (specifically, the combustion control concerning torque adjustment).
  • Values of various parameters used in the processing shown in FIG. 5 are stored at any time in the storage device mounted in the ECU 60 such as the RAM, the EEPROM or the backup RAM and are updated at any time when necessary.
  • a series of processing shown in FIG. 5 is serially performed at a frequency of one time per combustion cycle for each cylinder of the target engine through execution of the program stored in the ROM by the ECU 60 . That is, with the program fuel supply to all the cylinders except a dormant cylinder is performed during one combustion cycle.
  • S 11 first in S 11 (S means “Step”) in a series of the processing, predetermined parameters such as the current engine rotation speed (i.e., an actual measurement value measured by a crank angle sensor 22 ) and the fuel pressure (i.e., an actual measurement value measured by the fuel pressure sensor 20 a ) are read and also an accelerator operation amount ACCP (i.e., an actual measurement value measured by an accelerator sensor 24 ) achieved by the driver at the time and the like are read. Then, in following S 12 , the injection pattern is set based on the various parameters read in S 11 (and also by separately calculating the request torque including losses due to external loads and the like when necessary).
  • ACCP accelerator operation amount
  • the injection pattern is obtained based on a predetermined reference map (an injection control map or a mathematical expression) and a correction coefficient stored in the ROM, for example. More specifically, for example, the optimum injection patterns (adaptation values) are beforehand obtained by experiment and the like in anticipated ranges of the predetermined parameters (read in S 11 ) and are written in the map, for example.
  • the injection pattern is defined by parameters such as the number of injection stages (i.e., the time number of injections performed in one combustion cycle), a fuel injection timing of each injection (i.e., an injection timing) and a basic waveform of an injection rate (such as a trapezoid or a boot shape).
  • the above-described map indicates the relationship between the parameters and the optimum injection pattern.
  • an injection timing signal (an injection command) for directing the injection timing to the controller 71 ( FIG. 3 ) is produced based on the injection pattern (specifically, the above-described injection timing) acquired in S 12 .
  • the injection signal corresponding to the thus produced injection pattern is used in following S 14 . That is, in S 14 , the injection timing signal is outputted to the controller 71 ( FIG. 3 ) together with the basic waveform acquired in S 12 .
  • the controller 71 produces an operation current signal (equivalent to a target value of the operation current) corresponding to the signals (the injection command signals) and controls the on/off states of the charge switch 74 and the discharge switch 76 ( FIG. 3 ) in accordance with the thus produced operation current signal.
  • the drive of the injector 20 (more specifically, the drive relating to the injection) is controlled, and the injection rate waveform is controlled to the above-described basic waveform (acquired in S 12 ).
  • the series of the processing shown in FIG. 5 is ended.
  • a pilot injection, a pre-injection, an after injection, a post-injection and the like are arbitrarily performed with a main injection in accordance with the situation of the vehicle and the like.
  • FIG. 6 An example of the injection command signals and the operation current signal produced from the injection command signals are shown in FIG. 6 as a time chart.
  • the basic waveform of this example takes the form of a trapezoid.
  • part (a) shows the injection timing signal produced in S 13 of FIG. 5
  • part (b) shows the operation current signal produced by the controller 71 based on the above-described injection command signal
  • part (c) shows the basic waveform of the injection rate acquired in S 12 of FIG. 5 .
  • the basic waveform obtained in S 12 of FIG. 5 is indicated by first to four apexes P 1 to P 4 in FIG. 6 , i.e., timings t 10 , t 20 , t 30 , t 40 and height D of the trapezoid.
  • T 1 represents a period from the second apex P 2 to the third apex P 3 (i.e., a period from t 20 to t 30 ) (equivalent to an upper base of the trapezoid) and T 2 is a period from the first apex P 1 to the fourth apex P 4 (i.e., a period from t 10 to t 40 ) (equivalent to a lower base of the trapezoid).
  • the area Qc is equivalent to a target value of a total injection quantity of a single injection.
  • the above-described injection timing signal is produced in S 13 of FIG. 5 based on the injection timing of the injection pattern acquired in S 12 . That is, a rising timing tp 1 of the above-described injection timing signal (part (a) of FIG. 6 ) is set in accordance with a timing (an injection timing of the injection pattern), at which the timing t 10 of the first apex P 1 of the trapezoid (part (c) of FIG. 6 ) defined by the basic waveform is desired to be set.
  • the rising timing tp 1 is set at a timing earlier than the timing, at which the timing t 10 is desired to be set, by the delay Td 0 .
  • the above-described operation current signal is produced based on the above-described injection command signals (the basic waveform and the injection timing signal). That is, the rising timing tp 1 of the above-described injection timing signal (part (a) of FIG. 6 ) is set as an energization start timing of a charge (positive) pulse operation current (refer to FIG. 4 and part (b) of FIG. 6 ). In addition, an energization start timing tp 2 of a discharge (negative) pulse operation current (refer to FIG. 4 and part (b) of FIG. 6 ) is set in accordance with the timing t 30 of the third apex P 3 of the above-described basic waveform.
  • the energization start timing tp 2 of the discharge pulse operation current is set at a timing earlier than a timing, at which the timing t 30 is required to be set actually, by the delay Te 0 .
  • portions corresponding to an angle ⁇ 1 of the first apex P 1 and an angle ⁇ 2 of the fourth apex P 4 shown in part (c) of FIG. 6 respectively change in accordance with pulse width of the charge (positive) pulse operation current signal and pulse width of the discharge (negative) pulse operation current signal (shown in part (b) of FIG, 6 ).
  • the controller 71 variably sets the pulse width of the respective operation current signals, i.e., the pulse width of the charge pulse operation current signal and the pulse width of the discharge pulse operation current signal, in accordance with the angles ⁇ 1 , ⁇ 2 in the basic waveform (which is received as the above-described injection command signal). More specifically, the pulse width of the charge pulse operation current signal is set larger as the angle ⁇ 1 (the rising angle of the injection rate waveform) increases. The pulse width of the discharge pulse operation current signal is set larger as the angle ⁇ 2 (the falling angle of the injection rate waveform) increases.
  • a portion corresponding to length T 1 of a stable interval from the second apex P 2 to the third apex P 3 as the upper base in part (c) of FIG. 6 changes in accordance with length T 1 a (part (b) pf FIG. 6 ) of an operation current holding period, in which both of the charge pulse operation current signal and the discharge pulse operation current signal are held at a reference level (i.e., a zero level). Therefore, the controller 71 variably sets the length T 1 a of the operation current holding period in accordance with the length T 1 of the stable interval in the basic waveform (which is received as the injection command signal). More specifically, the length T 1 a of the operation current holding period is increased as the length T 1 increases.
  • FIG. 7 is a timing chart showing an example of transitions of parameters concerning an injection at the time when the fuel injection control of the above-described injector 20 is performed based on the injection command signals and the operation current signal shown in FIG. 6 .
  • part (a) shows the injection timing signal
  • part (b) shows the operation current flowing through the piezoelectric element 52 based on the operation current signal
  • part (c) shows an operation voltage applied to the piezoelectric element 52
  • part (d) shows a transition of the injection rate IR (an injection rate waveform) of the injection performed based on the operation current signal shown in part (b).
  • the operation current (shown in part (b) of FIG. 7 ) indicating multiple positive pulse waveforms is first outputted to the charge switch 74 ( FIG. 3 ) based on the charge pulse operation current signal produced by the above-described controller 71 ( FIG. 3 ) in order to raise the injection rate waveform.
  • the operation current to be used for charging the piezoelectric element 52 flows and the operation voltage rises in an interval from a timing t 100 to a timing t 101 .
  • the lift amount of the needle 34 ( FIG. 2 ) increases and the fuel quantity injected through the injection hole 32 ( FIG. 2 ) per unit time, i.e., the injection rate IR, increases.
  • the portion from the first apex P 1 to the second apex P 2 in the basic waveform (the trapezoid) shown in part (c) of FIG. 6 is obtained.
  • both of the charge pulse signal and the discharge pulse signal are maintained at the reference level (the zero level) in order to obtain the portion corresponding to the upper base of the basic waveform (the trapezoid) (i.e., the stable interval from the second apex P 2 to the third apex P 3 in part (c) of FIG. 6 ).
  • the operation current (shown in part (b) of FIG. 7 ) indicating multiple negative pulse waveforms is outputted to the discharge switch 76 (FIG, 3 ) based on the discharge pulse operation current signal produced by the above-described controller 71 ( FIG. 3 ).
  • the operation current accompanying the discharge of the electrostatic energy stored in the piezoelectric element 52 flows and the operation voltage lowers in an interval from the timing t 102 to a timing t 103 .
  • the lift amount of the needle 34 ( FIG. 2 ) decreases, and the fuel quantity injected through the injection hole 32 ( FIG. 2 ) per unit time, i.e., the injection rate IR, decreases.
  • the portion from the third apex P 3 to the fourth apex P 4 in the basic waveform (the trapezoid) shown in part (c) of FIG. 6 is obtained.
  • the trapezoidal injection rate waveform corresponding to the basic waveform can be acquired by the processing of S 14 of FIG. 5 .
  • a transition of fuel pressure fluctuation i.e., a fuel pressure waveform
  • a predetermined injection of a target injector 20 an injector of a predetermined cylinder
  • a timing concerning the predetermined injection is detected based on the thus sensed fuel pressure waveform.
  • an operation signal for approximating a total injection quantity of the one time of the injection to a reference value of the same parameter is calculated during the execution of the predetermined injection.
  • the piezoelectric element 52 ( FIG. 2 ) is operated with the operation signal.
  • an injection end timing based on the above-described injection pattern (S 12 of FIG. 5 ) is corrected in real time.
  • the injection end timing of the currently executed injection is set at an appropriate timing (which is set based on the operation signal of the piezoelectric element 52 ), and the total injection quantity from the injection start to the injection end is controlled to a desired value (a reference value).
  • FIG. 8 is a flowchart showing a series of processing concerning the data acquisition (obtainment and storage of the sensor output: learning processing) and differential value calculation. Fundamentally, a series of processing shown in FIG. 8 is serially performed at a predetermined interval (e.g., at an interval of 20 ⁇ sec) through execution of a program stored in the ROM by the ECU 60 .
  • a predetermined interval e.g., at an interval of 20 ⁇ sec
  • the respective data P, dP, ddP are stored and the series of the processing is ended.
  • FIG. 9 is a flowchart showing a flow of a program for detecting the injection start timing t 1 (the timing corresponding to the timing t 10 in FIG. 6 ) based on the pressure second order differential value ddP calculated in S 23 of FIG. 8 .
  • the program is also serially executed by the ECU 60 in a predetermined cycle (for example, at an interval of 20 ⁇ sec).
  • the threshold value K 1 is set at a value smaller than 0 (i.e., K 1 ⁇ 0), i.e., a negative value.
  • the value K 1 is variably set based on multiple maps obtained through experiments and the like beforehand. This responds to a phenomenon that an inclination of the pressure drop accompanying the injection start changes in accordance with fuel pressure immediately before the injection, an injection execution timing, and cylinder pressure. That is, the threshold value K 1 is set at a smaller value (i.e., at a larger value on the negative side) as the inclination of the pressure drop becomes steeper.
  • FIG. 10A is a map showing a relationship between the fuel pressure level P (i.e., the actual measurement value measured by the fuel pressure sensor 20 a ) and an adaptation value (i.e., the optimum value) of the threshold value K 1 obtained by experiment and the like.
  • the threshold value K 1 is set at a smaller value as the fuel pressure level P increases before the fuel pressure level P reaches a convergence point (80 MPa, in this example). If the fuel pressure level P reaches the convergence point, a degree of the decrease in the the threshold value K 1 with respect to the increase in the fuel pressure level P becomes very small.
  • FIG. 10B is a map showing a relationship between the injection execution timing and an adaptation value (i.e., the optimum value) of the threshold value K 1 obtained through experiment and the like.
  • the injection execution timing is detected as the injection start command timing indicated by the injection start command to the injector 20 , or more specifically as the rising timing of the injection command pulse (i.e., the energization start timing).
  • the threshold value K 1 is set at a smaller value as the injection execution timing comes closer to TDC (top dead center).
  • FIG. 10C is a map showing a relationship between the pressure inside the cylinder of the target engine (i.e., an actual measurement value measured by a cylinder pressure sensor, for example) and an adaptation value (i.e. the optimum value) of the threshold value K 1 obtained by experiment and the like. As shown in FIG. 10C , according to the map, the threshold value K 1 is set at a smaller value as the cylinder pressure increases.
  • the threshold value K 1 is variably set in accordance with the inclination of the pressure drop.
  • the pressure drop and eventually the injection start timing t 1 can be detected with high accuracy.
  • the processing in S 32 is repeatedly performed during the detection period of the timing t 1 . If it is determined in S 32 that the pressure second order differential value ddP is not smaller than the threshold value K 1 , the series of processing of FIG. 9 is ended. If it is determined in S 32 that the pressure second order differential value ddP is smaller than the threshold value K 1 , the present timing is stored as the injection start timing t 1 in a predetermined storage device in following S 33 .
  • the timing when the pressure drop accompanying the injection start occurs, or eventually the injection start timing t 1 is detected as the timing (a cross point), at which the pressure second order differential value ddP shifts from the larger side to the smaller side than the threshold value K 1 .
  • the above-described pressure drop can be grasped appropriately, and eventually the injection start timing can be detected with high accuracy.
  • FIG. 11 is a flowchart showing a flow of a program (an injection command correction program) for correcting the above-described injection command signal (specifically, the basic waveform) based on the injection start timing calculated as the result of execution of the injection start timing calculation program.
  • a program an injection command correction program for correcting the above-described injection command signal (specifically, the basic waveform) based on the injection start timing calculated as the result of execution of the injection start timing calculation program.
  • S 41 it is determined whether the injection start timing t 1 obtained by the processing of FIG. 9 is deviated from a corresponding reference timing (the timing t 10 shown in FIG. 6 ). Only when it is determined that there occurs a deviation processing of S 42 is performed. In detail, it is determined in S 41 whether the deviation Td 1 of the injection start timing t 1 from the corresponding reference timing t 10 is larger than a threshold value K 11 .
  • the injection command signal is corrected to approximate a total injection quantity to a corresponding reference value based on the deviation Td 1 of the injection start timing t 1 from the corresponding reference timing t 10 . More specifically, for example, the injection command signal is corrected to extend or contract the stable interval T 1 (equivalent to the upper base of the trapezoid shown in part (c) of FIG. 6 ) in the basic waveform by the amount Td 1 in accordance with the deviation of the injection start timing t 1 .
  • the operation current holding period T 1 a shown in part (b) of FIG. 6 ) of the operation current signal is extended or shortened.
  • the reference timing t 30 (shown in part (c) of FIG. 6 ) of the injection end timing is adjusted (changed) by the amount Td 1 .
  • the total injection quantity can be approximated to the corresponding reference value by adjusting the injection end timing.
  • the stable interval T 1 (the upper base of the trapezoid) in the basic waveform is lengthened by the delay Td 1 .
  • the operation current holding period T 1 a (part (b) of FIG. 6 ) is extended, and the reference timing t 30 of the injection end timing delays by the amount Td 1 .
  • a decrease ⁇ Qc of the injection quantity (shown by a shaded area in part (a) of FIG. 12 ) due to the delay of the injection start timing t 1 can be compensated as shown in part (b) of FIG. 12 .
  • the total injection quantity Qc can be adjusted to the corresponding reference value.
  • the present embodiment described above exerts following outstanding effects, for example.
  • the fuel injection control device (the ECU 60 for engine control) for controlling the injection supply of the fuel to the engine is applied to the injector 20 that has the valve bodies 30 a - 30 d formed with the fuel injection hole 32 , the needle 34 accommodated in the valve bodies to open/close the injection hole 32 , and the piezoelectric element 52 for driving the needle 34 such that the needle 34 reciprocates and that can continuously adjust the injection rate indicating the fuel injection quantity per unit time in accordance with the injection command signal to the piezoelectric element 52 .
  • the fuel injection control device has the program (S 21 of FIG. 8 ) for sensing the fuel pressure waveform indicating the transition of the fuel pressure fluctuation accompanying a predetermined injection of the injector 20 and the program (S 42 of FIG. 11 ) for calculating the injection command signal of the piezoelectric element 52 for approximating the total injection quantity of one injection to the corresponding reference value based on the fuel pressure waveform sensed by the above program.
  • the device according to the present embodiment specifically uses the injector of the reciprocation drive type that can continuously adjust the injection rate.
  • the injection characteristic of the injector 20 can be precisely controlled based on the injection command signal to the injector 20 .
  • the injector 20 has been already put into practical use in part, and the practicality thereof has been acknowledged.
  • the appropriate fuel injection control can be performed in accordance with the injection characteristic of each time with high practicality.
  • the device calculates the correction value of the injection command signal (the injection command to the piezoelectric element 52 ) concerning the currently executed injection in the processing of FIG. 11 .
  • the device has the program (S 42 of FIG. 11 ) for correcting the injection command signal concerning the currently executed predetermined injection with the calculated correction value of the injection command signal during the execution of the predetermined injection.
  • the fuel pressure sensor 20 a is provided on the injector 20 side of the connection section 12 a (the orifice).
  • the pressure fluctuation mode can be sensed with the fuel pressure sensor 20 a before the fuel pulsation is reduced by the orifice.
  • the pressure fluctuation mode can be sensed with high accuracy.
  • a rail pressure sensor generally attached to the common rail 12 is omitted, so a wide space near the common rail 12 can be ensured. Even if the rail pressure sensor is omitted, the usual fuel injection control can be performed appropriately based on the sensor output of the fuel pressure sensor 20 a in the structure having the above-described fuel pressure sensor 20 a.
  • the sensor output of the above-described fuel pressure sensor 20 a is sequentially obtained at an interval (20 ⁇ sec) short enough to plot the profile of the pressure transition waveform with the sensor output.
  • the above-described fuel pressure waveform i.e., the pressure fluctuation mode
  • the fuel pressure sensor 20 a is provided to each one of the fuel inlets of the injectors 20 of the cylinders #1-#4.
  • the mountability and maintenance performance of the fuel pressure sensor 20 a are improved and the pressure can be sensed accurately and relatively stably.
  • various timings other than the injection start timing and the injection rates at the timings are also sensed based on the output of the above-described fuel pressure sensor 20 a.
  • the injection rate waveform concerning the injection is sensed based on the sensed timings and the injection rates.
  • the operation current signal i.e., the operation signal (the actuator operation signal) to the above-described piezoelectric element 52 ( FIG. 2 )
  • the calculated operation current signal is not set during execution of the predetermined injection executed on the occasion of the calculation.
  • the thus-calculated operation current signal is set as a command concerning a certain injection of the same kind as the predetermined injection if the certain injection is performed after the injection end of the predetermined injection.
  • the certain injection is an injection of an injection pattern (defined in the reference map of S 12 of FIG. 5 ) that is the same as or similar to the injection pattern of the predetermined injection. More specifically, by updating the correction coefficient of S 12 of FIG. 5 , the injection pattern reflecting the correction coefficient is obtained in S 12 when the injection of the same kind is performed again in a subsequent combustion cycle. Thus, the proper injection command can be obtained over a long period of time.
  • a mode of sensing the various timings other than the injection start timing concerning the above-described injection rate waveform or more specifically, a mode of sensing a maximum injection rate reaching timing, an injection rate decrease start timing and an injection end timing and the injection rates at the respective timings concerning the injection rate waveform will be explained in detail.
  • a series of processing shown in the drawings is serially performed at a predetermined interval (e.g., at an interval of 20 ⁇ sec) through execution of a program (or programs) stored in the ROM by the ECU 60 .
  • a series of processing of FIGS. 8 and 9 mentioned above is serially performed also in the present embodiment to detect the injection start timing in the same mode as the first embodiment. Also in the case of detecting the timing other than the injection start timing, the target timing is detected based on the data P, dP, ddP calculated and stored by the processing of FIG. 8 .
  • FIG. 14 is a flowchart showing a flow of a maximum injection rate reaching timing detection program according to the present embodiment. That is, the program detects the maximum injection rate reaching timing (a timing corresponding to the timing t 20 in part (c) of FIG. 6 ).
  • a previous value of the pressure first order differential value dP calculated in S 22 of FIG. 8 is smaller than 0 (dP(previous) ⁇ 0) and a present value of the pressure first order differential value dP is equal to or greater than a predetermined threshold value K 2 (i.e., dP(present) ⁇ K 2 ).
  • the threshold value K 2 may be either one of a fixed value and a variable value.
  • the threshold value K 2 is set at a value greater than 0, i.e., a positive value (K 2 >0).
  • the processing in S 52 is repeatedly performed during the detection period of the timing t 2 . If it is not determined in S 52 that dP(previous) ⁇ 0 and dP(present) ⁇ K 2 , the series of the processing of FIG. 14 is ended. If it is determined that dP(previous) ⁇ 0 and dP(present) ⁇ K 2 , the present timing is stored as the maximum injection rate reaching timing t 2 in a predetermined storage device (for example, the EEPROM, the backup RAM or the like) in following S 53 . Moreover, the fuel pressure and eventually an injection rate IR at the timing t 2 are also stored in the same storage device together. A decrease amount of the fuel pressure P from the timing t 1 corresponds to the injection rate IR at the timing t 2 .
  • the timing when the steep decrease of the fuel pressure P caused at the injection start ends and the fuel pressure P is stabilized, or eventually the maximum injection rate reaching timing t 2 is detected as the timing (a cross point) at which the pressure first order differential value dP shifts from the smaller side to the larger side than the threshold value K 2 .
  • the above-described timing when the fuel pressure stabilizes can be grasped appropriately, and eventually the maximum injection rate reaching timing t 2 can be detected with high accuracy.
  • FIG. 15 is a flowchart showing a flow of an injection end timing detection program. That is, the program detects the injection end timing (a timing corresponding to the timing t 40 in part (c) of FIG. 6 ).
  • a previous value of the pressure first order differential value dP calculated in S 22 of FIG. 8 is greater than 0 (dP(previous)>0) and a present value of the pressure first order differential value dP is equal to or smaller than a predetermined threshold value K 3 (i.e., dP(present) ⁇ K 3 ).
  • the threshold value K 3 may be either one of a fixed value and a variable value.
  • the threshold value K 3 is set at a value ( ⁇ 0) smaller than 0, i.e., a negative value.
  • the processing of S 62 is repeatedly performed in the detection period of the injection end timing t 4 . If it is not determined in S 62 that dP(previous)>0 and dP(present) ⁇ K 3 , the series of the processing of FIG. 15 is ended. If it is determined that dP(previous)>0 and dp(present) ⁇ K 3 , the present timing is stored as the injection end timing t 4 in a predetermined storage device (for example the EEPROM, the backup RAM or the like) in following S 63 .
  • a predetermined storage device for example the EEPROM, the backup RAM or the like
  • the fuel pressure P and eventually the injection rate IR at the timing t 4 are also stored in the same storage device together.
  • the timing at which the steep increase of the fuel pressure P accompanying the closing of the injector ends and the pulsation of the fuel pressure P starts, or eventually the injection end timing t 4 is detected as the timing (a cross point) at which the pressure first order differential value dP shifts from the larger side to the smaller side than the threshold value K 3 .
  • FIG. 16 is a flowchart showing a flow of an injection rate decrease start timing detection program. That is, the program detects the injection rate decrease start timing (a timing corresponding to the timing t 30 in part (c) of FIG. 6 ).
  • the injection rate decrease start timing t 3 is stored in a predetermined storage device (for example, the EEPROM, the backup RAM or the like).
  • the fuel pressure P and eventually the injection rate IR at the timing t 3 are also stored in the same storage device together.
  • the return time Tc is variably set based on multiple maps obtained through experiments and the like beforehand, e.g., maps shown in FIGS. 17A and 17B . This responds to the phenomenon that the period since the injection rate starts to decrease until the injection ends changes in accordance with the fuel pressure P immediately before the injection (i.e., a fuel pressure level at the time when the pressure is stable) and the injection period.
  • FIG. 17A is a map showing a relationship between the fuel pressure level P (i.e., the actual measurement value measured by the fuel pressure sensor 20 a ) and an adaptation value (i.e., the optimum value) of the return time Tc obtained through the experiment and the like. As shown in FIG. 17A , according to the map, the return time Tc is set at a shorter time as the fuel pressure level P (i.e., base pressure) increases.
  • FIG. 17B is a map showing a relationship between the injection period (which is sensed as pulse width TQ of the injection command, for example) and an adaptation value (i.e., the optimum value) of the return time Tc obtained through the experiment and the like. As shown in FIG. 17B , according to the map, the return time Tc is set at a longer time as the injection period lengthens.
  • the timing at which the injection rate starts decreasing after reaching the above-described maximum injection rate is sensed based on a relative positional relationship with the injection end timing t 4 detected through the processing based on the injection end timing detection program (refer to FIG. 15 ).
  • the injection rate decrease start timing t 3 can be detected with high accuracy.
  • the device has the programs for detecting the injection start timing t 1 , the maximum injection rate reaching timing t 2 , the injection rate decrease start timing t 3 and the injection end timing t 4 in the predetermined injection and the injection rates at the respective timings respectively.
  • the device also has the programs for sensing the related parameters based on the timings and the injection rates.
  • the related parameters include the rising angle ⁇ 1 a of the first apex P 1 (the angle corresponding to the angle ⁇ 1 shown in part (c) of FIG. 6 ), the falling angle ⁇ 2 a of the fourth apex P 4 (the angle corresponding to the angle ⁇ 2 shown in part (c) of FIG.
  • the device performs predetermined injection correction concerning the above-described injector 20 based on the above-described various parameters.
  • the above-described maximum injection rate can be calculated as the injection rate at the second apex P 2 , the injection rate at the third apex P 3 , an injection rate at an arbitrary timing in the stable interval from the apex P 2 to the apex P 3 , or an injection rate average among the multiple timings in the stable interval.
  • the injection command correction program corrects the operation signal (the operation current signal) of the piezoelectric element 52 in an injection after the predetermined injection based on the deviations of the various parameters from the corresponding reference values (for example, the positions and the angles at the apexes P 1 to P 4 , refer to part (c) of FIG. 6 ). More specifically, the operation current signal is corrected by updating the correction coefficient of S 12 of FIG. 5 .
  • FIG. 18 is a flowchart showing a flow of the injection command correction program according to the present embodiment. This program is executed at a predetermined time interval (for example, at every combustion cycle).
  • a deviation of the angle ⁇ 1 a from the corresponding reference value is larger than a permissible level (for example, a predetermined value). That is, when the injection is performed based on the basic waveform shown in part (c) of FIG. 6 , in some cases, as shown in FIG. 21 , there occurs a deviation in the rising angle of the first apex P 1 (a deviation between the angle ⁇ 1 and the angle ⁇ 1 a ) between the injection rate waveform (shown by a solid line) and the corresponding basic waveform (shown by a chained line).
  • a permissible level for example, a predetermined value
  • the injection command signal is corrected in S 84 to increase or decrease the pulse width of the charge pulse operation current signal (part (b) of FIG. 6 ) in accordance with the deviation in the rising angle of the injection rate waveform.
  • the rising angle of the first apex P 1 can be increased by increasing the pulse width of the charge pulse operation current signal.
  • the rising angle of the injection rate waveform is corrected.
  • deviation of the falling angle ⁇ 2 a of the fourth apex P 4 it is determined in S 81 whether deviation of the angle ⁇ 2 a from the corresponding reference value is larger than a permissible level (for example, a predetermined value). That is, when the injection is performed based on the basic waveform shown in part (c) of FIG. 6 , in some cases, as shown in FIG. 22 , there occurs a deviation in the falling angle of the fourth apex P 4 (a deviation between the angle ⁇ 2 and the angle ⁇ 2 a ) between the injection rate waveform (shown by a solid line) and the corresponding basic waveform (shown by a chained line).
  • a permissible level for example, a predetermined value
  • the injection command signal is corrected in S 85 to increase or decrease the pulse width of the discharge pulse operation current signal (part (b) of FIG. 6 ).
  • the falling angle of the fourth apex P 4 can be increased by increasing the pulse width of the discharge pulse operation current signal.
  • the falling angle of the injection rate waveform is corrected.
  • the deviation of the maximum injection rate in S 81 , it is determined whether the deviation of the maximum injection rate between the injection rate waveform (shown by a solid line) and the corresponding basic waveform (shown by a chained line) is larger than a permissible level (for example, a predetermined value).
  • a permissible level for example, a predetermined value.
  • the injection command signal to the injector 20 (the operation amount of the piezoelectric element 52 ) is corrected in order to approximate the injection rate waveform to the corresponding basic waveform.
  • the present embodiment described above exerts following outstanding effects in addition to the effects (3) to (6) of the first embodiment.
  • the fuel injection control device (the ECU 60 for engine control) for controlling the fuel injection supply to the engine is applied to the injector 20 that has the valve bodies 30 a - 30 d formed with the fuel injection hole 32 , the needle 34 accommodated in the valve bodies to open/close the injection hole 32 , and the piezoelectric element 52 for driving the needle 34 such that the needle 34 reciprocates and that can continuously adjust the injection rate indicating the fuel injection quantity per unit time in accordance with the injection command signal to the piezoelectric element 52 .
  • the fuel injection control device has the program (S 21 of FIG. 8 ) for sensing the fuel pressure waveform indicating the transition of the fuel pressure fluctuation accompanying a predetermined injection of the injector 20 and the program (S 82 to S 86 of FIG. 18 ) for calculating the injection command signal of the piezoelectric element 52 to approximate the injection rate waveform to the corresponding basic waveform based on the fuel pressure waveform sensed by the above program.
  • the device according to the present embodiment specifically uses the injector of the reciprocation drive type that can continuously adjust the injection rate.
  • the injection characteristic of the injector 20 can be precisely controlled based on the injection command signal to the injector 20 .
  • the injector 20 has been already put into practical use in part, and the practicality thereof has been acknowledged. Therefore, according to the above-described construction, the appropriate fuel injection control can be performed in accordance with the injection characteristic of each time with high practicality.
  • the injection end timing is corrected based on the deviation of the injection start timing of the same injection.
  • a subsequent timing other than the injection start timing such as the maximum injection rate reaching timing or the injection rate decrease start timing (the timing t 20 or t 30 in part (c) of FIG. 6 (c)) may be corrected.
  • a predetermined subsequent timing e.g., the injection rate decrease start timing
  • the injection rate at the timing may be corrected. That is, when the deviation (the error) arises in the predetermined timing concerning the target injection, the total injection quantity can be approximated to the desired value (the reference value) by adjusting the waveform subsequent to the predetermined timing in accordance with the deviation of the predetermined timing.
  • the operation signal of the piezoelectric element 52 is adjusted in order to approximate all of the injection start timing t 1 , the injection rate decrease start timing t 3 , the rising angle ⁇ 1 of the injection rate waveform, the falling angle ⁇ 2 of the injection rate waveform, and the maximum injection rate D to the corresponding reference values.
  • the operation signal of the piezoelectric element 52 is adjusted in order to approximate all of the injection start timing t 1 , the injection rate decrease start timing t 3 , the rising angle ⁇ 1 of the injection rate waveform, the falling angle ⁇ 2 of the injection rate waveform, and the maximum injection rate D to the corresponding reference values.
  • only a part of these parameters may be adjusted.
  • the basic waveform of the injection rate is the trapezoid.
  • an arbitrary diagram may be employed as the basic waveform.
  • a rectangular shape, a triangular shape (a delta shape), a boot shape (equivalent to a combination of two trapezoids) and the like are known in addition to the above-described trapezoidal shape.
  • An example of the boot-shaped basic waveform is shown in FIG. 23 .
  • the basic waveform of the injection rate is the trapezoid.
  • a boot-shaped waveform may be set as the basic waveform of the above-described injection rate.
  • An example of the boot-shaped basic waveform is shown in FIG. 23 .
  • the basic waveform of this example is defined by positions of six apexes P 1 b to P 6 b, i.e., timings t 10 b, t 20 b, t 30 b, t 40 b, t 50 b, t 60 b, height D 1 (a middle injection rate) of a middle stage (a stable interval) of the boot shape, and height D 2 of an upper stage (a stable interval) of the boot shape.
  • the height D 2 corresponds to the maximum injection rate.
  • the operation signal for approximating a total injection quantity of one injection to a reference value of the same parameter can be calculated and the piezoelectric element 52 ( FIG. 2 ) can be operated with the operation signal.
  • the operation signal (the injection command signal) of the piezoelectric element 52 is variably set in accordance with a deviation of the injection start timing (i.e., a deviation between the reference timing t 10 shown in part (c) of FIG. 23 b and a sensing value of the same).
  • an injection end timing can be adjusted by extending or shortening a portion corresponding to a side P 2 b -P 3 b or a side P 4 b -P 5 b in the injection rate waveform shown in FIG. 23 .
  • the actual total injection quantity can be approximated to the total injection quantity (equivalent to the area) of the basic waveform.
  • an injection rate waveform concerning a predetermined injection may be sensed and an operation current signal, i.e., an operation signal (an actuator operation signal) to the above-described piezoelectric element 52 ( FIG. 2 ), for approximating the sensed injection rate waveform to the above-mentioned basic waveform (part (c) of FIG. 23 ) may be calculated.
  • the operation signal may be set as a command concerning a certain injection of the same kind as the predetermined injection when the certain injection is performed after the end of the predetermined injection.
  • the certain injection is an injection in the injection pattern (defined in the reference map of S 12 of FIG. 5 ) that is the same as or similar to the injection pattern of the predetermined injection.
  • an injection start timing (a timing corresponding to the reference timing t 10 b shown in part (c) of FIG. 23 )
  • a middle injection rate reaching timing (a timing corresponding to a reference timing t 20 b shown in FIG. 23 )
  • a timing at which the injection rate starts increasing after reaching the middle injection rate (a timing corresponding to a reference timing t 30 b in FIG. 23 )
  • a maximum injection rate reaching timing (a timing corresponding to a reference timing t 40 b shown in FIG. 23 )
  • an injection rate decrease start timing (a timing corresponding to a reference timing t 50 b shown in FIG.
  • the operation signal (the injection command signal) of the piezoelectric element 52 in a subsequent injection may be variably set by updating the correction coefficient in S 12 of FIG. 5 , for example.
  • the injection rate waveform can be approximated to the basic waveform.
  • FIGS. 24 and 25 An integration value of an injection rate from an injection start timing t 1 to a predetermined timing in a predetermined injection or a correlation value thereof may be calculated. Then, the operation signal (the injection command signal) of the piezoelectric element 52 after the above-described predetermined timing in the same injection may be set based on a deviation of the integration value or the correlation value from a corresponding reference value.
  • FIGS. 24 and 25 An example of such the control is shown in FIGS. 24 and 25 .
  • FIG. 24 shows a program for calculating the integration value of the injection rate IR.
  • FIG. 25 is a flowchart showing a flow of a correction signal production program. These programs are serially executed during a predetermined injection at a predetermined interval (for example, at an interval of 20 ⁇ sec). Values of various parameters used in the processing shown in the drawings are sequentially stored in the storage device mounted in the ECU 30 such as the RAM, the EEPROM or the backup RAM and are updated at any time when necessary.
  • S 91 shown in FIG. 24 it is determined whether the target injection (the predetermined injection) is started. When it is determined in S 91 that the injection is started, the process proceeds to processing of S 92 . When it is determined in S 91 that the injection is not started, the execution of the program is ended.
  • an injection rate IR at the time is calculated from the fuel pressure at the time (the actual measurement value measured by the fuel pressure sensor 20 a ).
  • the injection rate IR is calculated by a predetermined calculation formula. Fundamentally, the injection rate IR increases as the fuel pressure drop accompanying the injection increases.
  • the integration value IRint indicating the total injection quantity in the interval from the injection start to the present time is serially updated and stored for the target injection. That is, with such the program, the integration value of the injection rate from the injection start timing t 1 to a predetermined timing in a predetermined injection can be calculated.
  • S 101 shown in FIG. 25 it is determined whether the maximum injection rate reaching timing t 2 is reached.
  • IRmax in FIG. 25 means the maximum injection rate. If it is determined that the maximum injection rate reaching timing t 2 is reached, the process proceeds to processing of S 102 . If it is determined that the maximum injection rate reaching timing t 2 is not reached, the execution of the program is ended.
  • S 102 it is determined whether a deviation ⁇ IRint of the integration value IRint calculated by the processing of FIG. 24 from a corresponding reference value is larger than a predetermined threshold value K 12 . If it is determined that the deviation ⁇ IRint is larger than the threshold value K 12 , the process proceeds to processing of S 103 . If it is determined that the deviation ⁇ IRint is equal to or less than the threshold value K 12 , the execution of the program is ended.
  • a correction signal (signal for correcting the injection rate waveform) corresponding to the deviation ⁇ IRint of the integration value is produced.
  • the injection rate decrease start timing or the injection end timing is corrected.
  • the injection rate IR after the maximum injection rate reaching timing t 2 can be adjusted based on the injection quantity in the interval from the injection start timing t 1 to the maximum injection rate reaching timing t 2 of each injection.
  • the integration value IRint and the total injection quantity of one injection can be approximated to desired values.
  • the reference is made about the case where the injection rate IR after the maximum injection rate reaching timing t 2 is adjusted based on the injection quantity up to the timing t 2 .
  • the determination point of the deviation ⁇ IRint of the above-described integration value IRint is not limited to the above-described maximum injection rate reaching timing. Instead, an arbitrary timing in the interval from the injection start to the injection end may be used.
  • a deviation of an injection rate (e.g., the maximum injection rate) at a predetermined timing in a predetermined injection from a corresponding reference value may be calculated, and the operation signal (the injection command signal) of the piezoelectric element after the predetermined timing in the same injection may be set based on the deviation of the injection rate.
  • FIG. 26 shows an example of such a correction signal production program as a flowchart. The program is serially executed in a predetermined injection at a predetermined interval (for example, 20 ⁇ sec). Values of various parameters used in the processing shown in FIG. 26 are serially stored in the storage device mounted in the ECU 60 such as the RAM, the EEPROM or the backup RAM and are updated at any time when necessary.
  • the injection rate IR at the present time is calculated from the fuel pressure at the present time (the actual measurement value measured by the fuel pressure sensor 20 a ).
  • the injection rate IR is calculated by a predetermined computation formula.
  • the injection rate IR increases as the fuel pressure drop accompanying the injection increases.
  • the reference value is variably set based on the basic waveform. Refer to FIG. 6 or FIG. 23 for the basic waveform.
  • the process proceeds to processing of S 113 . If it is determined that the deviation ⁇ IR is equal to or less than the threshold value K 13 , the execution of the program is ended. In S 113 , a correction signal corresponding to the deviation ⁇ IR of the injection rate IR is produced. Thus, the injection rate IR in each injection is fed back to the operation signal of the piezoelectric element 52 . With such the construction, the waveform of the injection rate IR can be approximated to a desired waveform.
  • the adaptation map (used in S 12 of FIG. 5 ) including the adaptation values, which are decided through the experiment or the like beforehand, is adopted.
  • a construction not requiring the adaptation map i.e., an adaptation-less construction, can be adopted if the corrected values have sufficient reliability.
  • the fuel pressure sensor 20 a (fuel pressure sensor) for sensing the fuel pressure is attached to the fuel inlet of the above-described injector 20 .
  • the fuel pressure sensor 20 a may be provided inside the injector 20 (for example, near the injection hole 20 f shown in FIG. 2 ).
  • An arbitrary number of the fuel pressure sensor(s) may be used.
  • two or more sensors may be provided to the fuel flow passage of one cylinder.
  • the fuel pressure sensor 20 a is provided to each cylinder.
  • the sensor may be provided only in a part of the cylinders (for example, one cylinder), and an estimate based on the sensor output may be used for the other cylinder(s).
  • the orifice is provided in the connection section 12 a to reduce the pressure pulsation in the common rail 12 .
  • a flow damper (a fuel pulsation reducing device) may be provided in place of the orifice or together with the orifice to reduce the pressure pulsation in the common rail 12 .
  • the sensor output of the above-described fuel pressure sensor 20 a is sequentially acquired at an interval (i.e., in a cycle) of 20 ⁇ sec.
  • the acquisition interval may be arbitrarily changed in a range capable of grasping the tendency of the pressure fluctuation mentioned above.
  • an interval shorter than 50 ⁇ sec is effective.
  • the device It is also effective to provide the device with a rail pressure sensor for sensing the pressure in the common rail 12 in addition to the above-described fuel pressure sensor 20 a.
  • the pressure in the common rail 12 (the rail pressure) can be also acquired in addition to the pressure measurement value measured by the above-described fuel pressure sensor 20 a.
  • the fuel pressure can be sensed with higher accuracy.
  • the kind and the system configuration of the engine as the control target can also be arbitrarily modified in accordance with the use and the like.
  • the present invention is applied to the diesel engine as an example.
  • the present invention can be also applied to a spark ignition gasoline engine (specifically, direct-injection engine) or the like in the similar way.
  • a fuel injection system of a direct injection gasoline engine has a delivery pipe that stores fuel (gasoline) in a high-pressure state.
  • the fuel is pumped from a fuel pump to the delivery pipe, and the high-pressure fuel in the delivery pipe is injected and supplied into an engine combustion chamber through an injector.
  • the delivery pipe corresponds to the pressure accumulator.
  • the device and the system according to the present invention can be applied not only to the injector that injects the fuel directly into the cylinder but also to an injector, which injects the fuel to an intake passage or an exhaust passage of the engine, in order to control the fuel injection pressure or the like.
  • the target injector is not limited to the injector illustrated in FIG. 2 but is arbitrary as long as the injector can continuously adjust the injection rate.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
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CN101377168B (zh) 2012-10-24
JP4623066B2 (ja) 2011-02-02
US20120185155A1 (en) 2012-07-19
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JP2009057925A (ja) 2009-03-19
DE102008041659B4 (de) 2013-05-29

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