WO2011125371A1 - Dispositif de réglage d'injection de carburant et dispositif d'injection de carburant de type à accumulation de pression - Google Patents

Dispositif de réglage d'injection de carburant et dispositif d'injection de carburant de type à accumulation de pression Download PDF

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Publication number
WO2011125371A1
WO2011125371A1 PCT/JP2011/052802 JP2011052802W WO2011125371A1 WO 2011125371 A1 WO2011125371 A1 WO 2011125371A1 JP 2011052802 W JP2011052802 W JP 2011052802W WO 2011125371 A1 WO2011125371 A1 WO 2011125371A1
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Prior art keywords
injector
fuel injection
pressure
injection
target
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PCT/JP2011/052802
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English (en)
Japanese (ja)
Inventor
須田　栄
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ボッシュ株式会社
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Priority to JP2012509340A priority Critical patent/JPWO2011125371A1/ja
Publication of WO2011125371A1 publication Critical patent/WO2011125371A1/fr

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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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
    • 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
    • F02M63/0265—Pumps feeding common rails
    • F02M63/027—More than one high pressure pump feeding a single common rail

Definitions

  • the present invention relates to a fuel injection control device and a pressure accumulation fuel injection device for performing fuel injection control to a cylinder of an internal combustion engine.
  • the present invention relates to a fuel injection control device and an accumulator fuel injection device that control an actual fuel injection amount to a calculated target fuel injection amount.
  • a fuel injection device that injects fuel into a cylinder of an internal combustion engine
  • a common rail that temporarily accumulates fuel pumped by a high-pressure pump and supplies fuel adjusted to a predetermined pressure to a plurality of injectors
  • the pressure accumulation type fuel injection device provided is used.
  • the injector is configured such that fuel is injected by opening an injection hole by energization control by a control device.
  • the energization time for the injector is obtained from the basic injection amount map information based on the pressure of the fuel supplied to the injector and the target fuel injection amount.
  • the target fuel injection amount is obtained by calculation based on, for example, the rotation speed of the internal combustion engine (hereinafter referred to as “engine rotation speed”) and the accelerator operation amount.
  • engine rotation speed the rotation speed of the internal combustion engine
  • accelerator operation amount the accelerator operation amount.
  • the energization time to the injector is detected by a pressure sensor or the like using basic injection amount map information indicating the relationship between the pressure in the common rail (hereinafter referred to as “rail pressure”), the energization time, and the fuel injection amount. Determined based on the pressure in the common rail (hereinafter referred to as “actual rail pressure”) and the target fuel injection amount.
  • a fuel injection device In a fuel injection device, if the fuel injection amount injected into the cylinder is excessive or insufficient with respect to the target fuel injection amount, there is a risk of causing exhaust emission, deterioration of operability, etc. It is desired that fuel injection be performed without excess or deficiency with respect to the amount.
  • injection characteristics the relationship between the energization time of each injector and the fuel injection amount due to variations in machining accuracy. It cannot be avoided. Therefore, there has been proposed a fuel injection control device configured to set a correction value for fuel injection according to the injection characteristics of the injector. More specifically, when the learning condition is satisfied, a learning operation is performed in which fuel injection is performed once and the actual fuel injection amount is detected from the state change amount of the internal combustion engine after the injection, while the energization time of the fuel injection valve is changed.
  • a fuel injection control apparatus that is executed a plurality of times and that calculates the energization time correction value for controlling the fuel injection amount to the target fuel injection amount by estimating the injection characteristics of the fuel injection valve from the detection result.
  • a fuel injection control apparatus that is executed a plurality of times and that calculates the energization time correction value for controlling the fuel injection amount to the target fuel injection amount by estimating the injection characteristics of the fuel injection valve from the detection result.
  • the fuel injection control device described in Patent Document 1 controls the fuel injection amount by correcting the energization time. If the flow rate of the fuel that passes through the nozzle of the injector matches the reference injector that is the reference for obtaining the target fuel injection amount, the energization time is corrected according to the control method described in Patent Document 1.
  • the waveform of the injection flow rate of the injector at a certain point in the injection period (hereinafter, this injection flow rate is referred to as the “injection rate of the injector”) is the waveform when the target fuel injection amount is injected by the reference injector. Can match.
  • injection rate characteristic the fuel injection amount characteristic per unit time of the injector
  • FIG. 13 shows a current waveform and an injection rate waveform when fuel injection by the injector is executed.
  • an injector hereinafter referred to as “lower limit product” in which the flow rate of fuel passing through the nozzle under a predetermined reference pressure (hereinafter referred to as “nozzle hydraulic flow rate”) indicates a lower limit value of tolerance.
  • Injection rate waveform is indicated by a one-dot chain line
  • the injection rate waveform of an injector hereinafter referred to as “upper limit product” in which the nozzle hydraulic flow rate indicates the upper limit of tolerance is indicated by a dotted line
  • the nozzle hydraulic flow rate is tolerance
  • the injection rate waveform of an injector hereinafter referred to as “central product”) indicating the median value of is indicated by a solid line.
  • the fuel injection by the injector starts after a while from the start of energization to the injector and ends after a while after the energization stops.
  • a value obtained by integrating the injection rate from the start point to the end point of fuel injection corresponds to the fuel injection amount.
  • the injection rate at a certain point in the injection period becomes lower as the hydraulic flow rate of the nozzle is smaller, and even when the same current waveform is applied, the smaller the injector, the lower the hydraulic flow rate of the nozzle. The injection amount is reduced.
  • the injection end time of the lower limit product and the upper limit product cross over the injection end time of the central product, respectively.
  • the injection time of the lower limit product is longer than that of the central product. If the injection time is longer than the injection time by the reference injector, there is a possibility that exhaust emission is deteriorated in the internal combustion engine.
  • the inventors of the present invention have made diligent efforts to correct the fuel injection amount by solving the problem by adjusting the rail pressure so that the injection rate characteristic of the injector approximates the injection rate characteristic of the reference injector.
  • the present invention has been found and completed. That is, the present invention aims to provide a fuel injection control device and an accumulator fuel injection device that can control the actual fuel injection amount to the target fuel injection amount without extending the injection time beyond the injection time by the reference injector.
  • the target fuel injection amount is based on the operating state of the internal combustion engine.
  • Target injection amount calculating means for calculating the target pressure
  • target rail pressure calculating means for calculating the target pressure in the common rail based on the operating state of the internal combustion engine
  • rail pressure detecting means for detecting the pressure in the common rail
  • Rail pressure control means for controlling the fuel
  • storage means for storing basic injection amount map information indicating the relationship between the pressure in the common rail, the energization time, and the fuel injection amount, which is created using the reference injector
  • the reference injector Correction method for correcting the control amount of the target pressure or rail pressure control means based on the difference between the injection rate characteristic and the injection rate characteristic of the injector
  • an injector control means for determining the energization time based on the basic injection amount map information and executing drive control of the injector. it can.
  • the correction means corrects the control amount of the target pressure or the rail pressure control means so that the peak of the injection rate of the reference injector matches the peak of the injection rate of the injector. It is preferable to do.
  • the correcting means converts the ratio of the flow rate of the reference injector nozzle and the flow rate of the injector nozzle under a predetermined pressure into a pressure ratio value obtained by converting the ratio. Based on this, it is preferable to obtain the correction amount of the control amount of the target pressure or rail pressure control means.
  • the predetermined pressure is an allowable maximum pressure of the common rail that can be realized in the accumulator fuel injection device.
  • a correction coefficient for making the injection rate of the injector coincide with the injection rate of the reference injector based on the injection rate of the reference injector and the injection rate of the injector under a predetermined pressure It is preferable that the correction means is obtained in advance and the correction means corrects the control amount of the target pressure or the rail pressure control means using the correction coefficient.
  • the injection rate of the injector or the passage flow rate of the nozzle is obtained in advance for each individual injector in the manufacturing stage of the injector.
  • the injector performs fuel injection by separating a needle valve that can be separated from and brought into contact with the seat surface of the nozzle. , A first period in which the injection flow rate of the injector is governed by the lift amount of the needle valve, and a second period in which the injection flow rate of the injector is governed by the nozzle hole area. In the case of the period, it is preferable that the correction unit corrects the control amount of the target pressure or the rail pressure control unit.
  • the target injection amount calculation means or the injector control means is configured so that the target fuel injection amount is based on the difference information between the reference fuel injection amount by the reference injector and the actual fuel injection amount by the injector. Alternatively, it is preferable to correct the control amount of the injector control means.
  • the injector control means uses the assumed rail pressure when correction is not performed, which is obtained based on the pressure in the common rail detected by the rail pressure detection means. It is preferable to obtain the energization time.
  • the storage means stores a plurality of injection quantity map information corresponding to the injection rate characteristics in addition to the basic injection quantity map information, and the injector control means It is preferable to select the injection amount map information corresponding to the injection rate characteristic to obtain the energization time.
  • Another aspect of the present invention includes a high-pressure pump that pressurizes and pumps fuel, a common rail that accumulates fuel pumped by the high-pressure pump, and a plurality of injectors connected to the common rail.
  • An accumulator fuel injection device comprising any one of the fuel injection control devices.
  • the pressure accumulation type fuel injection device of the present invention it is preferable to provide injectors having similar injection rate characteristics as the plurality of injectors.
  • the rail pressure is adjusted so that the injection rate characteristic of the injector approximates the injection rate characteristic of the reference injector, and the injector mounted on the internal combustion engine
  • the influence of variation between the injection rate and the injection rate of the reference injector used for creating the basic injection amount map information is reduced. Therefore, the fuel injection amount can be controlled to the target fuel injection amount while changing the injection time as much as possible. Therefore, the correction of the fuel injection amount that suppresses the deterioration of the exhaust emission is executed. Further, if such correction of the fuel injection amount becomes possible, the manufacturing tolerance of the nozzle hydraulic flow rate can be widened in the injector manufacturing stage, and the manufacturing efficiency of the injector can be improved.
  • FIG. 1 shows an example of the configuration of an accumulator fuel injection device 50 according to the first embodiment of the present invention.
  • An accumulator fuel injection apparatus 50 shown in FIG. 1 is an accumulator fuel injection apparatus that injects fuel into a cylinder of a diesel engine as an internal combustion engine 40, and includes a fuel tank 1, a low pressure pump 2, and a high pressure pump 5. And common rail 10, injector 13, control device 70, and the like as main components.
  • the basic configuration of the pressure accumulating fuel injection apparatus 50 is merely a conventionally known configuration, and a part of the configuration may be different.
  • the low pressure pump 2 sucks up the fuel in the fuel tank 1 and pumps it to the high pressure pump 5.
  • the high pressure pump 5 pressurizes the fuel pumped by the low pressure pump 2 and pumps it to the common rail 10.
  • a flow rate control valve 8 is provided on the upstream side of the pressurizing chamber 5a of the high-pressure pump 5, and according to the operating state of the internal combustion engine 40 and a target value of rail pressure (hereinafter referred to as “target rail pressure”).
  • target rail pressure a target rail pressure
  • the flow rate of the fuel flowing into 5a can be adjusted.
  • An overflow valve 14 is connected upstream of the flow rate control valve 8, and the pressure of the fuel pumped by the low pressure pump 2 is adjusted to a predetermined pressure.
  • the common rail 10 temporarily accumulates high-pressure fuel pumped from the high-pressure pump 5, and a plurality of connected injectors (hereinafter, the injectors used in the pressure-accumulation fuel injection device 50 are referred to as “actual injectors”). High pressure fuel is supplied to 13.
  • the common rail 10 is provided with a rail pressure sensor 21 and a pressure control valve 12 for detecting the rail pressure.
  • the pressure control valve 12 may be a safety valve, in the present embodiment, an electromagnetic control valve that controls the flow rate of the flow by the control device 70 is used, and the fuel in the common rail 10 according to the target rail pressure.
  • the discharge flow rate is adjustable.
  • the injector 13 controls the advancing and retreating movement of the nozzle needle by controlling the nozzle provided with the injection hole, the nozzle needle that can be separated from and contacting the seat surface of the nozzle, and the back pressure acting on the rear end side of the nozzle needle. And a back pressure control valve.
  • the injector 13 includes, for example, an electromagnetic control type injector in which an electromagnetic solenoid is used as a back pressure control valve, and an electrostriction type injector in which a piezo actuator is used as a back pressure control valve. Any injector can be used. can do.
  • the injector 13 has a configuration in which the lift amount of the needle valve changes depending on the energization time of the back pressure control valve, but in the first period (the seat restricting region) where the energization time is short, the lift amount of the needle valve
  • the fuel passage area defined by the nozzle seating surface and the needle valve is smaller than the total area of the injection holes. Therefore, in the first period of energization time, the injection flow rate of the injector 13 is governed by the lift amount of the needle valve.
  • the lift amount of the needle valve becomes large, and the fuel passage area defined by the seat surface of the nozzle and the needle valve is larger than the total area of the injection holes. Become. Therefore, in the second period of the energization time (injection aperture region), the injection flow rate of the injector 13 is governed by the total area of the injection holes.
  • the injector 13 when the injector 13 is produced by mass production, variations in the machining accuracy of each part are inevitable.
  • the flow rate of the fuel passing through the nozzle through the injection hole varies for each injector 13 due to the variation of the injection hole even if the fuel has the same pressure.
  • the flow rate of the fuel that passes through the nozzle affects the injection rate of the injector 13, and becomes a factor that causes variations in the fuel injection amount particularly in the second period (injection aperture restriction region) of the energization time.
  • FIG. 2 shows the relationship between the energization time ET and the fuel injection amount Qact of the injectors 13 of the upper limit product, the central product, and the lower limit product under the respective pressures in the low pressure state, the intermediate pressure state, and the high pressure state.
  • the first period sheet restriction region
  • the second period injection hole constriction region
  • a difference occurs in the injection rate due to the variation in the shape of the injection hole. Therefore, the injection was executed with the same energization time ET under the same pressure. Even in this case, the injection amount of the injector 13 for each of the upper limit product, the center product, and the lower limit product varies.
  • the flow rate of fuel (hydraulic flow rate) passing through each nozzle under a predetermined pressure is inspected.
  • the injector 13 is provided in each cylinder of the internal combustion engine 40.
  • all of the injectors 13 used in the accumulator fuel injection device 50 of the present embodiment have an approximation of the nozzle hydraulic flow rate, that is, the injection.
  • the rate characteristic is approximated. If a plurality of injectors 13 having similar injection rate characteristics are used, the fuel injection amount becomes equal as long as the rail pressure and the energization time are the same. No need for high processing power.
  • FIG. 3 is a block diagram functionally showing a part related to fuel injection amount correction control in the configuration of the control device 70 of the present embodiment.
  • the control device 70 is configured around a microcomputer having a known configuration, and includes a target injection amount calculation unit 71, a target rail pressure calculation unit 73, a rail pressure detection unit 75, and a rail pressure control unit 77.
  • a correction unit 79 and an injector control unit 81 are provided. Specifically, each of these units is realized by executing a program by a microcomputer.
  • control device 70 is provided with storage means (not shown) such as RAM (Random Access Memory), and various information is stored in the storage means in advance, or information read by other units, The calculation result is stored.
  • storage means such as RAM (Random Access Memory)
  • RAM Random Access Memory
  • various information is stored in the storage means in advance, or information read by other units, The calculation result is stored.
  • the engine speed signal from the rotation speed sensor 44 provided in the internal combustion engine 40, and the accelerator sensor In addition to the accelerator operation amount signal, sensor signals from other sensors are input.
  • the target injection amount calculation unit 71 is configured to read the engine speed Ne and the accelerator operation amount Acc and calculate the target fuel injection amount Qtgt.
  • the target rail pressure calculation unit 73 is configured to calculate the target rail pressure Prail_tgt based on the calculated target fuel injection amount Qtgt and the engine speed Ne.
  • the rail pressure detection unit 75 is configured to read a rail pressure signal from the rail pressure sensor 21 and detect the actual rail pressure Prail_act.
  • the correction unit 79 is configured to calculate the target rail pressure based on the difference between the injection rate characteristic of the reference injector BaseInj used as the reference of the basic injection amount map information BaseQmap stored in the storage unit and the injection rate characteristic of the actual injector 13.
  • the target rail pressure Prail_tgt obtained at 73 is corrected, and the corrected target rail pressure Prail_current is obtained.
  • the target rail pressure Prail_tgt is corrected, for example, so that the peak of the injection rate of the actual injector 13 during the injection period coincides with the peak of the injection rate of the reference injector BaseInj.
  • the peak value of the injection rate of the injector is defined by the hydraulic flow rate Qhydr of the nozzle, and this hydraulic flow rate Qhydr is a constant ⁇ times the square root of the pressure P (the following formula (1)).
  • Qhydr ⁇ ⁇ ⁇ P (1)
  • the pressure P corresponds to the difference between the pressure on the nozzle seat side and the pressure on the injection hole outlet side.
  • the pressure P is constant.
  • the variation of Qhydr is considered to be due to the variation of the constant ⁇ .
  • This variation in the constant ⁇ is caused by nozzle performance factors represented by the inlet diameter and outlet diameter of the injection hole, the curvature radius on the injection hole inlet side and the curvature radius on the outlet side, the flow coefficient of the fuel passing through the injection hole, and the like. Includes variation.
  • the ratio between the hydraulic flow rate Qhydr_Base of the nozzle of the reference injector BaseInj and the hydraulic flow rate Qhydr_inj of the nozzle of the actual injector 13 is converted into a pressure ratio to obtain a correction coefficient X, and multiplied by the target rail pressure Prail_tgt. Correction is performed.
  • the hydraulic flow rate measured when the injector is manufactured.
  • the target rail pressure Prail_tgt is multiplied by the pressure ratio obtained by converting the ratio of Qhydr_Base and Qhydr_inj.
  • the hydraulic flow rate Qhydr_Base of the reference injector BaseInj and the hydraulic flow rate Qhydr_inj of the actual injector 13 can be expressed by the following equations (2) and (3).
  • Qhydr_Base ⁇ base ⁇ ⁇ Pbase (2)
  • Qhydr_inj ⁇ inj ⁇ ⁇ Prail_current (3)
  • ⁇ base Constant due to tolerance of hydraulic flow rate of nozzle of reference injector
  • ⁇ inj Constant due to tolerance of hydraulic flow rate of nozzle of actual injector 13
  • the correction coefficient X ⁇ ( ⁇ base / ⁇ inj) 2 in the above equation (5).
  • ⁇ Can be set in advance. If the correction coefficient X corresponding to the actual injector 13 is set, the correction unit 79 substitutes the target rail pressure Prail_tgt calculated by the target rail pressure calculation unit 73 for Pbase in the above equation (5), and the corrected target The rail pressure Prail_current can be obtained.
  • the injection rate characteristic of the actual injector 13 is greater than the injection rate characteristic of the reference injector BaseInj. Even if it is high or low, the injection rate waveform can be approximated to the injection rate waveform of the reference injector BaseInj as shown in FIG. As a result, the fuel injection amount Qact of the reference injector 13 can be controlled to the target fuel injection amount Qtgt.
  • the hydraulic flow rate Qhydr of the nozzle required in the manufacturing stage is preferably at least the hydraulic flow rate under the actual working pressure.
  • the increase rate of the fuel injection amount Qact with the energization time ET increases as the rail pressure increases. In other words, when the same amount of fuel is injected in each of the upper limit product, the central product, and the lower limit product, the variation in the injection time is noticeable when the rail pressure is high and the fuel injection amount is large. .
  • the nozzle hydraulic flow rate Qhydr is set under the condition including the allowable maximum pressure that can be realized in the accumulator fuel injector 50. It is preferable to measure.
  • the fuel injection amount when the fuel injection is executed in the energization time corresponding to the full lift region of the needle valve is experimentally determined at two or more different energization times. It is preferable to determine the hydraulic flow rate Qhydr per unit time by determining and dividing the difference in fuel injection amount by the difference in injection time.
  • the hydraulic flow rate Qhydr of each injector 13 is obtained, and the injectors 13 are classified according to the tolerance. Then, when assembling the accumulator fuel injector 50, all the actual injectors 13 are constituted by the same class of injectors 13, and the correction coefficient X when correcting the target rail pressure Prail_tgt is in accordance with the tolerance of the hydraulic flow rate Qhydr. To the control device 70. Thus, when the target rail pressure Prail_tgt is obtained by the target rail pressure calculation unit 73, the correction unit 79 multiplies the target rail pressure Prail_tgt by the correction coefficient X to obtain the corrected target rail pressure Prail_current.
  • the rail pressure control unit 77 includes a flow rate control valve control unit 77a and a pressure control valve control unit 77b, and can control rail pressure by either one of the control units or by using both control units in combination. It is configured. Which control unit executes the control of the rail pressure is determined by the operating state of the internal combustion engine 40. This basic control of the rail pressure is executed by feedback-controlling the current value supplied to the flow control valve 8 or the pressure control valve 12 so that the actual rail pressure Prail_act becomes the corrected target rail pressure Prail_current. In the present embodiment, feedback control is executed using the corrected control rail value Prail_current obtained by the correction unit 79.
  • the injector control unit 81 is configured to determine the energization time ET of the injector 13 based on the basic injection amount map information BaseQmap stored in advance in the storage means and execute drive control of the injector 13.
  • the basic injection amount map information BaseQmap is a map of the relationship among the rail pressure Prail, the energization time ET, and the fuel injection amount Q, and is created in advance using the reference injector BaseInj.
  • the reference injector BaseInj for example, a central injector having a median injection rate characteristic is used. However, an injector other than the central injector may be the reference injector BaseInj.
  • the actual rail pressure Prail_act detected by the rail pressure detection unit 75 is basically used.
  • the corrected target rail obtained by correcting the target rail pressure Prail_tgt is used. Since rail pressure control is executed by the pressure Prail_current, the actual rail pressure Prail_act cannot be used as it is. If the actual rail pressure Prail_act is used as it is, the energization time ET is obtained with the variation in the injection rate characteristic included.
  • the injector control unit 81 multiplies the actual rail pressure Prail_act by the reciprocal (1 / X) of the correction coefficient X used for correcting the target rail pressure Prail_tgt to obtain the assumed rail pressure Prail_cal, and based on this assumed rail pressure Prail_cal. It is configured to obtain the energization time ET.
  • the required energization time ET is substantially equal to the energization time according to the actual rail pressure Prail_act that can be detected before the target rail pressure Prail_tgt is corrected.
  • the injector control unit 81 instructs the energization control to be executed according to the obtained energization time ET.
  • FIG. 5 shows a series of flows for executing the fuel injection control method of the present embodiment. Among these steps, steps S2 and S3 are mainly executed by arithmetic processing by the control device 70.
  • step S1 a preparation process for setting the correction coefficient X for correcting the target rail pressure Prail_tgt in the control device 70 is performed.
  • FIG. 6 shows a specific flowchart of the preparation process.
  • step S11 is performed in the manufacturing stage of the injector 13, and the nozzle in the energization time corresponding to the full lift region of the needle valve under the condition including the allowable maximum pressure that can be realized in the accumulator fuel injector 50.
  • the hydraulic flow rate Qhydr is measured for each nozzle, and the injectors 13 are classified according to the tolerance of the hydraulic flow rate Qhydr of the mounted nozzle.
  • step S12 basic injection amount map information BaseQmap is created using, for example, the central injector as the reference injector among the injectors 13 classified for each tolerance of the hydraulic flow rate Qhydr.
  • step S13 the pressure accumulation type fuel injection device 50 is configured using the injectors 13 belonging to the same category, and the correction coefficient X is set in the control device 70 according to the tolerance of the actual injector 13 used. This correction coefficient X is also used when obtaining the energization time ET to the injector 13. Further, the control device 70 stores basic injection amount map information BaseQmap created using the reference injector BaseInj. When step S11 to step S13 are completed, the preparation process ends.
  • FIG. 7 shows a specific flowchart of the rail pressure control in step S2. This rail pressure control flow is repeated in a predetermined cycle.
  • FIG. 8 shows a specific flowchart of the control of the injector 13 in step S3. The control flow of the injector 13 is also repeatedly performed in a predetermined injection cycle.
  • the target rail pressure Prail_tgt is calculated based on the engine speed Ne, the target fuel injection amount Qtgt, and the like.
  • the corrected target rail pressure Prail_current is obtained by multiplying the target rail pressure Prail_tgt by a correction coefficient X corresponding to the tolerance of the hydraulic flow rate Qhydr.
  • step S23 after the actual rail pressure Prail_act is detected using the rail pressure sensor 21, in step S24, the flow control valve 8 or pressure is determined based on the difference between the corrected target rail pressure Prail_current and the actual rail pressure Prail_act. After the energization control of the control valve 12 is executed, the process returns to step S21.
  • the rail pressure control described above the rail pressure is adjusted so that the injection rate of the actual injector 13 and the injection rate of the reference injector BaseInj coincide.
  • step S31 the target fuel injection amount Qtgt is calculated based on the operating state of the internal combustion engine 40 such as the engine speed Ne and the accelerator operation amount Acc. Is done.
  • step S32 after the actual rail pressure Prail_act is detected using the rail pressure sensor 21, in step S33, the actual rail pressure Prail_act is multiplied by the reciprocal (1 / X) of the correction coefficient X to obtain the assumed rail pressure.
  • Prail_cal is required.
  • step S34 the energization time ET to the actual injector 13 is obtained from the basic injection amount map information BaseQmap based on the assumed rail pressure Prail_cal obtained in step S33 and the target fuel injection amount Qtgt obtained in step S31. Thereafter, in step S35, the energization control of the actual injector 13 is executed according to the energization time ET, and then the process returns to step S31.
  • the actual rail pressure Prail_act is adjusted according to the injection rate characteristic of the actual machine injector 13, while the actual machine injector 13 is in a state before the rail pressure adjustment.
  • the injection control is executed with the energization time ET substantially the same as the energization time at, and the fuel injection amount Qact by the actual injector 13 approximates the target fuel injection amount Qtgt. According to this method, since the injection time does not change greatly before and after the correction, there is no possibility that exhaust emission will deteriorate.
  • the correction coefficient X for correcting the target rail pressure Prail_tgt is obtained based on the hydraulic flow rate Qhydr of the nozzle, but the correction coefficient X is obtained based on the injection rate of the injector 13. It may be what was made. That is, at the stage of manufacturing the injectors 13, the injection rates of the individual injectors 13 actually manufactured are directly measured and classified for each injector 13 having an injection rate characteristic that approximates, and the injection rate of the reference injector and the injection rate of the actual injector The correction coefficient may be obtained by converting the ratio to the pressure.
  • the influence of the variation in the fuel injection amount due to the hydraulic flow rate Qhydr of the nozzle is affected. Since it is small, the correction of the target rail pressure Prail_tgt described so far may be executed only when the energization time is in the second period. By limiting the scenes where correction is performed in this way, it is possible to reduce the load of calculation processing by the control device 70.
  • the injection rate characteristic of the actual injector 13 is learned by a conventionally known method, and the correction coefficient X is updated by the learned injection rate characteristic. If the apparatus 70 is configured, the fuel injection amount can be controlled to the target fuel injection amount in response to a change in the injection rate characteristic due to deterioration with time. Such an aspect is also included in the present invention.
  • the correction unit 79 of the control device 70 of the present embodiment is configured to adjust the actual rail pressure Prail_act by multiplying the target rail pressure Prail_tgt by the correction coefficient X, but the correction target is rail pressure control. Even with the control amount of the flow control valve 8 or the pressure control valve 12 obtained by the unit 77, the fuel injection amount Qact can be similarly controlled to the target fuel injection amount Qtgt. Further, a specific calculation processing method for correction is not limited to multiplication, and a method by addition / subtraction or gradual calculation may be used.
  • the pressure-accumulation fuel injection device is basically the same as the pressure-accumulation fuel injection device of the first embodiment except that the configuration of the rail pressure control unit of the control device is different. It is configured.
  • the pressure accumulation type fuel injection device of the present embodiment will be described focusing on the configuration of the rail pressure control unit.
  • the storage means of the control device includes a plurality of injection amount map information corresponding to the injection rate characteristics of the injector, in addition to the basic injection amount map information created using the reference injector. It is remembered. This injection amount map information is created, for example, according to the injection rate characteristic of the injector classified at the injector manufacturing stage.
  • the control device stores information on the injection rate characteristics of the actual injector used when assembling the accumulator fuel injection device. For example, a correction coefficient X for correcting the target rail pressure Prail_tgt may be used as the injection rate characteristic information.
  • the rail pressure control unit uses the injection amount map information Qmap corresponding to the injection rate characteristics of the actual injector, the target fuel injection amount Qtgt calculated by the target fuel injection amount calculating means, the rail The energization time ET is obtained based on the actual rail pressure Prail_act detected by the pressure detecting means, and energization control for the actual injector is executed.
  • a series of flow for executing the fuel injection control method by the control device of the present embodiment is the same as the flowchart of FIG. 5, but the specific flow of the preparation process of step S1 and the control of the injector 13 of step S3 is as follows. Different from the first embodiment. On the other hand, the rail pressure control in step S2 is executed along the flowchart of FIG.
  • FIG. 9 shows a specific flowchart of a preparation process for executing the fuel injection control method of the present embodiment.
  • step S41 is performed at the stage of manufacturing the injector, and the nozzle hydraulic pressure during the energization time corresponding to the full lift region of the needle valve under conditions including the maximum allowable pressure that can be realized in the accumulator fuel injection device.
  • the flow rate Qhydr is measured for each nozzle, and the injectors are classified according to the tolerance of the hydraulic flow rate Qhydr of the nozzles to be mounted.
  • step S42 a plurality of injection amount map information Qmap corresponding to each injector classified for each tolerance of the hydraulic flow rate Qhydr is created.
  • step S43 an accumulator fuel injection device is configured using injectors belonging to the same category, and a correction coefficient X is set in the control device in accordance with the tolerance of the actual injector used. Further, the control device stores a plurality of injection amount map information Qmap created for each injector classification.
  • step S51 the target fuel injection amount Qtgt_tgt is calculated based on the operating state of the internal combustion engine such as the engine speed Ne and the accelerator operation amount Acc. .
  • step S52 after the actual rail pressure Prail_act is detected using the rail pressure sensor, the corresponding injection amount map information Qmap is determined in step S53 according to the injection rate characteristic of the actual injector defined by the correction coefficient X. Is selected.
  • step S54 based on the actual rail pressure Prail_act detected in step S52 and the target fuel injection amount Qtgt obtained in step S51, the energization time from the injection amount map information Qmap selected in step S53 to the actual injector. ET is required. Thereafter, in step S55, energization control of the actual injector is executed according to the energization time ET, and then the process returns to step S51.
  • the detected rail pressure Prail_act is used as it is.
  • the energization time ET of the actual injector can be obtained.
  • the actual rail pressure Prail_act is adjusted in accordance with the injection rate characteristics of the actual machine injector, while the actual machine injector performs injection control with an energization time ET that is substantially the same as the energization time before the rail pressure adjustment.
  • the fuel injection amount Qact by the actual injector is approximated to the target fuel injection amount Qtgt. Therefore, there is no possibility that the exhaust emission will deteriorate, and the management of the manufacturing tolerance of the nozzle of the injector can be made relatively gradual, and the manufacturing efficiency of the injector can be improved.
  • the correction coefficient X for correcting the target rail pressure Prail_tgt may be obtained based on the injection rate of the injector. Further, the target to be directly corrected may not be the target rail pressure Prail_tgt but the control amount of the flow control valve 8 or the pressure control valve 12. Furthermore, the correction of the target rail pressure Prail_tgt may be executed only when the energization time is in the second period.
  • step S53 described above is omitted.
  • a mode in which the fuel injection amount is controlled to the target fuel injection amount corresponding to the change in the injection rate characteristic due to the deterioration of the injector with time is also included in the present invention.
  • the accumulator fuel injection apparatus is configured to correct the energization time ET together with the correction of the target rail pressure Prail_tgt, and to control the fuel injection amount Qact to the target fuel injection amount Qtgt. It has been done. Although the variation in the injection rate characteristic can be eliminated by correcting the target rail pressure Prail_tgt, the variation in the injection amount may remain due to factors other than the injection rate characteristic.
  • the pressure-accumulation fuel injection device according to the present embodiment is configured to be able to eliminate not only variations in injection rate characteristics, but also variations in injection amounts due to other factors.
  • the method for correcting the energization time ET can be executed by various methods including a conventionally known method.
  • a conventionally known method an example of the configuration of the control device constituting the pressure accumulation type fuel injection device of the present embodiment will be described.
  • FIG. 11 is a block diagram functionally showing a part related to the fuel injection amount correction control in the configuration of the control device of the present embodiment.
  • This control device is configured around a microcomputer having a known configuration, and includes a target injection amount calculation unit 101, a target injection amount correction unit 102, a target rail pressure calculation unit 103, and a rail pressure detection unit 105.
  • the rail pressure control unit 107, the target rail pressure correction unit 109, and the injector control unit 111 are provided. Specifically, each of these units is realized by executing a program by a microcomputer.
  • the control device is provided with a storage unit as in the configuration of the control device 70 of the first embodiment or the second embodiment.
  • the target injection amount calculation unit 101, the target rail pressure calculation unit 103, the rail pressure detection unit 105, the rail pressure control unit 107, the target rail pressure correction unit 109, and the injector control unit 111 are the same as those in the first embodiment or It is comprised similarly to each part which comprises the control apparatus of 2nd Embodiment.
  • correction amount map information ⁇ Qmap for correcting the target fuel injection amount Qtgt is stored in the storage means.
  • the correction amount map information ⁇ Qmap is created based on the difference information between the fuel injection amount by the reference injector BaseInj and the fuel injection amount by the actual injector, and at a plurality of injection points with different rail pressures or target fuel injection amounts.
  • a correction amount ⁇ Q is set. It does not matter whether the correction amount map information ⁇ Qmap is created and stored in advance or is created by arithmetic processing in the control device at the time of initialization of the control device or the like.
  • the target injection amount correction unit 102 is configured to correct the target fuel injection amount Qtgt calculated by the target injection amount calculation unit 101 using the correction amount map information ⁇ Qmap and calculate a corrected target fuel injection amount Qtgt_current. Yes.
  • the actual machine injectors are constituted by the injectors belonging to the same classification of the injection rate characteristics, basically all the actual machines are used by using one correction amount map information ⁇ Qmap.
  • a correction amount ⁇ Q of the target fuel injection amount Qtgt in the injector can be obtained.
  • the target injection amount correction unit 102 calculates a correction amount ⁇ Q corresponding to the assumed rail pressure Prail_cal and the target fuel injection amount Qtgt based on the correction amount map information ⁇ Qmap. For example, out of the correction amount ⁇ Q set in the correction amount map information ⁇ Qmap, the correction amount ⁇ Q used for the correction from the assumed rail pressure Prail_cal calculated by the control device and the correction amount ⁇ Q of the injection point close to the target fuel injection amount Qtgt. Is calculated. Then, the target injection amount correction unit 102 calculates the corrected target fuel injection amount Qtgt_current by adding the calculated correction amount ⁇ Q to the target fuel injection amount Qtgt.
  • the injector control unit 111 calculates the energization time ET to the actual injector based on the calculated corrected target fuel injection amount Qtgt_current and the assumed rail pressure Prail_cal, and executes the energization control of the injector. As shown in FIG. 12, the correction of the target fuel injection amount Qtgt appears in the change in the energization time ET. However, since the rail pressure is controlled so that the injection rate characteristics match, the energization time ET is small. As a result of the adjustment, the injection time of the actual injector coincides with the injection time of the reference injector BaseInj.
  • the pressure accumulation type fuel injection device of the present embodiment by adjusting the rail pressure, not only the injection rate characteristic of the actual injector can be matched to the injection rate characteristic of the reference injector BaseInj, but also by fine adjustment of the energization time ET, The injection time of the injector matches the injection time of the reference injector BaseInj. Therefore, even if the fuel injection amount Qact by the actual injector is made closer to the target fuel injection amount Qtgt, and there is an error in the elements other than the injection rate characteristics between the actual injector and the reference injector BaseInj, the fuel injection control is performed with high accuracy. Will be executed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention se rapporte à un dispositif de réglage d'injection de carburant et à un dispositif d'injection de carburant de type à accumulation de pression de sorte qu'une quantité d'injection de carburant réelle soit réglée à une quantité d'injection de carburant cible sans prolonger le temps d'injection à une quantité non inférieure au temps d'injection basé sur un injecteur de base. Le dispositif de réglage d'injection de carburant est équipé d'un moyen de calcul de quantité d'injection cible destiné à calculer la quantité d'injection de carburant cible ; d'un moyen de calcul de pression de rampe cible destiné à calculer une pression cible dans une rampe commune ; un moyen de détection de pression de rampe destiné à détecter la pression dans la rampe commune ; un moyen de réglage de pression de rampe destiné à régler la pression dans la rampe commune ; un moyen de mémoire destiné à mémoriser des informations de carte de quantité d'injection basiques préparées à l'aide de l'injecteur de base ; un moyen de correction destiné à corriger la pression cible ou la quantité de réglage par le moyen de réglage de pression de rampe, sur la base de la différence entre les caractéristiques de vitesse d'injection de l'injecteur de base et les caractéristiques de vitesse d'injection de l'injecteur ; et un moyen de réglage d'injecteur destiné à obtenir un temps d'activation sur la base des informations de carte de quantité d'injection basiques, et à exécuter un réglage d'entraînement de l'injecteur.
PCT/JP2011/052802 2010-04-09 2011-02-10 Dispositif de réglage d'injection de carburant et dispositif d'injection de carburant de type à accumulation de pression WO2011125371A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017057755A (ja) * 2015-09-15 2017-03-23 株式会社デンソー 電磁弁駆動装置
CN114704398A (zh) * 2022-04-11 2022-07-05 哈尔滨工程大学 一种基于在线感知为反馈信息的高压共轨柴油机燃油喷射系统及其pid闭环控制方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07238857A (ja) * 1994-02-25 1995-09-12 Hino Motors Ltd 燃料噴射装置
JP2000220508A (ja) * 1999-02-01 2000-08-08 Denso Corp インジェクタおよび燃料噴射システム
JP2006200378A (ja) * 2005-01-18 2006-08-03 Denso Corp 燃料噴射制御装置、燃料噴射弁、及び燃料噴射制御の調整方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07238857A (ja) * 1994-02-25 1995-09-12 Hino Motors Ltd 燃料噴射装置
JP2000220508A (ja) * 1999-02-01 2000-08-08 Denso Corp インジェクタおよび燃料噴射システム
JP2006200378A (ja) * 2005-01-18 2006-08-03 Denso Corp 燃料噴射制御装置、燃料噴射弁、及び燃料噴射制御の調整方法

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017057755A (ja) * 2015-09-15 2017-03-23 株式会社デンソー 電磁弁駆動装置
CN114704398A (zh) * 2022-04-11 2022-07-05 哈尔滨工程大学 一种基于在线感知为反馈信息的高压共轨柴油机燃油喷射系统及其pid闭环控制方法

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