WO2011149002A1 - 内燃機関の燃料噴射装置及び制御方法 - Google Patents
内燃機関の燃料噴射装置及び制御方法 Download PDFInfo
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- WO2011149002A1 WO2011149002A1 PCT/JP2011/062045 JP2011062045W WO2011149002A1 WO 2011149002 A1 WO2011149002 A1 WO 2011149002A1 JP 2011062045 W JP2011062045 W JP 2011062045W WO 2011149002 A1 WO2011149002 A1 WO 2011149002A1
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- fuel injection
- energy storage
- control device
- voltage
- injection control
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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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
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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
- F02D41/32—Controlling fuel injection of the low pressure type
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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
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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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
- F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor
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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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
- F02D2041/201—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost inductance
Definitions
- the present invention relates to a control device for fuel injection of an internal combustion engine and a control method therefor, and in particular, a second method for storing energy at a battery voltage between a plurality of first energy storage elements that supply a high voltage to a fuel injection valve.
- the present invention relates to a control device that moves electric energy through an energy storage element and a control method thereof.
- a battery voltage VB is boosted using a booster circuit in order to speed up the response of the solenoid valve of the injector, and the high voltage generated by the booster circuit when the injector is opened Application is performed.
- a capacitor is used as a device for storing the boosted charge.
- This capacitor consumes charge energy when the fuel injection valve is opened, and its voltage drops, so that the capacitor starts to be charged from the booster circuit. At this time, if the next injection timing comes before accumulating sufficient charge energy to open the fuel injection valve, the injector may not be opened at all or may be opened. There was a problem that the operation was poor and the flow rate accuracy of the injectors varied.
- any one of the capacitor voltages needs to reach the specified voltage when the injector is opened, and the fact that the specified voltage has been reached means that charging of the capacitor has been completed. That is, it is a necessary condition that the booster circuit to the capacitor is in a stopped state. Therefore, the capacity of the booster circuit is required to have component performance and heat dissipation performance that match the state when the load is most applied, which has been a factor in increasing costs.
- the problem to be solved by the present invention is to improve the utilization efficiency of a plurality of booster circuits, relax the performance and component performance of each booster circuit, and disperse the heat generated by the booster operation, thereby reducing the cost and opening the injector.
- the object is to reliably provide the high voltage required for the valve.
- a fuel injection control device of the present invention is a control device used in a fuel injection device including a fuel injection electromagnetic valve for directly supplying fuel into a combustion chamber of an internal combustion engine, A plurality of first energy storage elements that supply a high voltage to the injection solenoid valve, a booster circuit that boosts the battery voltage and charges the first energy storage element, and a second energy storage element that stores electric energy of the battery voltage And a switching circuit that moves electric energy between the plurality of first energy storage elements via the second energy storage element.
- the fuel injection control device of the present invention electrical energy can be transferred between the plurality of boosting energy storage elements, so that a desired high voltage required for opening the valve for the next fuel injection can be obtained. Therefore, the fuel injection valve can be operated accurately to achieve stable fuel supply, booster circuit utilization efficiency can be improved, individual booster circuit performance and component performance can be relaxed, and boost operation can be achieved. Dispersing the heat generated by can contribute to cost reduction.
- summary of the internal combustion machine which is one embodiment of a fuel-injection control apparatus.
- 1 is a circuit diagram of Embodiment 1 of a fuel injection control device according to the present invention.
- 3 is an operation timing chart when the injector 11 is continuously energized in the first embodiment.
- the circuit diagram of Example 3 of the fuel-injection control apparatus which concerns on this invention.
- FIG. 6 is a circuit diagram of a fourth embodiment of the fuel injection control device according to the present invention.
- FIG. 10 is a circuit diagram of a modification of the fourth embodiment. The operation
- FIG. 9 is a circuit diagram of a fifth embodiment of the fuel injection control device according to the present invention. The circuit diagram of Example 6 of the fuel-injection control apparatus which concerns on this invention.
- FIG. 1 shows a system outline of an internal combustion engine which is one embodiment of a fuel injection control device.
- the engine 101 includes a piston 102, an intake valve 103, and an exhaust valve 104. Air necessary for combustion of the engine 101 is measured by an air flow meter (AFM) 120 and then flowed by a throttle valve 119. It is adjusted and supplied to the combustion chamber 121 of the engine 101 via the collector 115, the intake pipe 110, and the intake valve 103.
- AFM air flow meter
- the fuel is supplied from the fuel tank 123 to the internal combustion engine by the low pressure fuel pump 124, and further to a pressure at which fuel injection is possible even under the pressure of the combustion chamber 121 in the compression process by the high pressure fuel pump 125 attached to the internal combustion engine. Enhanced.
- the high pressure fuel is injected into the combustion chamber 121 of the engine 101 from the fuel injection valve 105 in a fine granular form, and is ignited by the ignition plug 106 that receives energy from the ignition coil 107.
- the exhaust gas after combustion is discharged to the exhaust pipe 111 through the exhaust valve 104 and purified by the three-way catalyst 112.
- An ECU (engine control unit) 109 having a built-in fuel injection control device 127 receives a signal from the crank angle sensor 116 of the engine 101, an air amount signal from the AFM 120, a fuel pressure signal from the fuel pressure sensor 126, and an oxygen concentration in the exhaust gas.
- a signal of the oxygen sensor 113 to be detected, a signal of the engine coolant temperature sensor 108, and an accelerator opening signal of the accelerator opening sensor 122 are input.
- the ECU 109 calculates the required torque to the engine from the signal of the accelerator opening sensor 122 and determines the idle state. Further, the ECU 109 is provided with a rotation speed detection means for calculating the engine rotation speed from the signal of the crank angle sensor 116. Further, the ECU 109 calculates the intake air amount necessary for the engine 101, controls the throttle valve 119 so as to obtain an opening corresponding to the intake air amount, and further calculates the required fuel amount.
- the fuel injection control device 127 outputs a current for the fuel injection valve 105 to perform fuel injection at a predetermined time corresponding to the calculated required fuel amount and fuel pressure. Further, the ECU 109 outputs an ignition signal for igniting the ignition plug 106 at an optimal timing.
- the EGR passage 118 is connected between the exhaust pipe 111 and the collector 115.
- An EGR valve 114 is provided in the middle of the EGR passage 118, the opening degree of which is controlled by the ECU 109, and the exhaust gas in the exhaust pipe 111 is recirculated to the intake pipe 110 as necessary.
- FIG. 2 shows a circuit of a fuel injection device according to the prior art
- FIGS. 3 and 4 show timing charts during injector operation in the prior art.
- the battery voltage VB is boosted by the booster coil L11 by the switching operation of the booster switching element T11.
- the boost capacitors C11 and C12 are charged.
- a high voltage is supplied to the injector by turning on the FETs (T21) and (T22), and then the FETs (T31) and (T32) are switched to determine the injector.
- the valve open state is maintained by controlling the current.
- the FETs (T41), (T42), (T43), and (T44) are turned on / off to select one to be energized from a plurality of injectors.
- the boosting capacitor C11 Since the voltage of the boosting capacitor C11 is lowered by flowing a high voltage to the injector, the boosting capacitor C11 has a predetermined voltage by the boosting circuit including the boosting coil L11, the boosting switching element T11, and the rectifier diode D11. The pressure is increased to.
- FIG. 4 shows a timing chart when the fuel injection interval is short in the prior art fuel injection control device.
- the switching circuit SW31 is turned on and the energy accumulated in the boosting capacitor C11 is used, and in the next injection, the energy accumulated in the boosting capacitor C12 is used by turning on the switching circuit SW32. ing.
- FIG. 5 shows a circuit diagram of Embodiment 1 of the fuel injection control device according to the present invention.
- the circuit of the first embodiment includes a battery 1, a boosting coil L11, a boosting switching element T11, and diodes D11 and D12.
- the battery voltage VB is generated by switching operation of the boosting switching element T11.
- the voltage is boosted by the boosting coil L11, rectified by the diodes D11 and D12, and the capacitors C11 and C12 are charged.
- the circuit of the first embodiment further includes an energy transfer capacitor C20, one of which is a contact a for the potential of the battery voltage VB and a contact b for the potential on the charging side of the boosting capacitor C11 in the switching circuit SW01. Or the other side of the switching circuit SW02 is connected to the charging side potential contact a of the boosting capacitor C11 and the charging side potential of the boosting capacitor C12. It is configured so that it can be connected to a contact b or a contact c connected to GND.
- an energy transfer capacitor C20 one of which is a contact a for the potential of the battery voltage VB and a contact b for the potential on the charging side of the boosting capacitor C11 in the switching circuit SW01.
- the other side of the switching circuit SW02 is connected to the charging side potential contact a of the boosting capacitor C11 and the charging side potential of the boosting capacitor C12. It is configured so that it can be connected to a contact b or a contact c connected to GND.
- FIG. 6 shows an operation timing chart when the injector 11 is continuously energized in the first embodiment shown in FIG.
- the voltage of the boosting capacitor C11 is lowered and the boosting circuit is activated.
- the boost capacitor C11 returns to the ideal voltage for supplying the valve opening current
- a part of the energy accumulated in the boost capacitor C12 is The voltage is transferred to the boosting capacitor C11 through the energy transfer capacitor C20.
- the switching circuit SW01 is set to a contact
- the switching circuit SW02 is set to c contact
- the battery voltage is applied to the energy transfer capacitor C20.
- VB is charged in advance and the energy of the boosting capacitor C12 is transferred to the boosting capacitor C11
- the energy is instantaneously moved by setting the switching circuit SW01 to the b contact and the switching circuit SW02 to the b contact.
- the amount of energy that moves is determined by the capacitance and charge amount of the three capacitors C11, C12, and C20.
- An important feature of the present invention is that, for example, even when the voltage of the boosting capacitor C12 is not boosted and does not reach the ideal voltage necessary for supplying the valve opening current, the voltage of the boosting capacitor C11 is not limited to the energy transfer capacitor C20 and When the voltage of the boosting capacitor C12 is lower than the sum of the voltages of the boosting capacitor C12, that is, until the voltage of the boosting capacitor C12 is lowered by the battery voltage VB from the boosting capacitor C11, the operation of the two switching circuits SW01 and SW02 causes the boosting capacitor C11 to Can be transferred to the boosting capacitor C12, and the energy can be transferred instantaneously. By repeating the above series of operations, it is possible to control the boosting to a desired voltage. .
- the energy transfer is not limited to the above case.
- the switching circuit SW01 is set to the a contact and the switching circuit SW02 is set to This can be realized by setting the switching circuit SW01 to the c contact and the switching circuit SW02 to the a contact after setting the c contact and charging the energy transfer capacitor C20 with the battery voltage VB.
- FIG. 7 shows a circuit diagram of Embodiment 2 of the fuel injection control device according to the present invention.
- the energy transfer capacitor C20 of the first embodiment shown in FIG. 5 is divided into two capacitors C21 and C22. And a circuit replaced by a switching circuit SW11, SW21, SW12, SW22.
- the switching circuit SW21 when energy is transferred from the boosting capacitor C11 to the boosting capacitor C12, first, the switching circuit SW21 is turned on, and the battery voltage VB is led to the energy transfer capacitor C21 via the diode D21 and charged. . Next, when the switching circuit SW21 is turned off and the switching circuit SW11 is turned on, the voltage of the boosting capacitor C11 is led to the energy transfer capacitor C21 and charged, and the boosted voltage is boosted via the diode D31. Boost the voltage of capacitor C12.
- the switching circuit SW22 when energy is transferred from the boosting capacitor C12 to the boosting capacitor C11, first, the switching circuit SW22 is turned on, and the battery voltage VB is led to the capacitor C22 via the diode D22 and charged. Next, when the switching circuit SW22 is turned off and the switching circuit SW12 is turned on, the voltage of the boosting capacitor C12 is led to the energy transfer capacitor C22 and charged, and the boosted voltage is passed through the diode D32. Boost the voltage of the boost capacitor C11.
- energy can be instantaneously transferred between the two boost capacitors C11 and C12, so that the voltage is boosted to a desired voltage by repeating the above series of operations. Control is possible.
- FIG. 8 shows a circuit diagram of Embodiment 3 of the fuel injection control device according to the present invention.
- the third embodiment is an example in which a booster circuit is provided for each of the two boost capacitors C11 and C12.
- FIG. 9 shows a circuit diagram of a fourth embodiment of the fuel injection control apparatus according to the present invention.
- the resistance R11 or R12 is passed, so that the magnitude of these resistors and the capacitance of the capacitors are increased.
- energy transfer takes a certain time, not instantaneously, based on a time constant determined from the capacity.
- the amount of energy transfer between the boosting capacitors can be controlled by the time for which the switching means SW01 and SW12 are turned on.
- FIG. 10 shows a circuit diagram of a modification of the fourth embodiment according to the present invention.
- the resistor R11 or R12 is passed between the boost capacitors C11 and C12 when the electric energy is transferred through the energy transfer capacitors C21 or C22.
- this is an example in which the position of the resistance is different.
- FIG. 11 is an operation timing chart in the fourth embodiment (including the modified example) shown in FIGS. 9 and 10, and the voltage of the boosting capacitor C ⁇ b> 11 decreases due to energization of the injector 11, and the next injection is performed. Therefore, the electric energy is transferred from the boosting capacitor C12 to the boosting capacitor C11 via the energy transfer capacitor C22.
- the switching circuit SW22 is set to on, the energy transfer capacitor C22 is charged with the battery voltage VB, and then the switching circuit SW22 is turned off and the switching circuit SW12 is turned on, thereby
- the energy is transferred to the boosting capacitor C11, but the resistor R12 (see FIG. 9) provided in the discharge path of the energy transfer capacitor C22 or the resistor provided in the charging path of the energy transfer capacitor C22 by the boosting capacitor C12 Since R12 (see FIG. 10) requires a certain amount of time for energy transfer, the voltage at the boost capacitors C11 and C12 can be monitored to turn off the switching circuit SW12 when the target voltage is reached. It becomes possible.
- the boosting voltage of the boosting capacitor is set higher than the ideal valve opening current supply voltage that is a voltage desired for opening the fuel injection valve. By making it higher, the energy of the entire booster circuit can be kept higher than in the conventional system.
- the energy of the boosting capacitor used for injection to the other capacitor before fuel injection, adjusting the valve opening current supply ideal voltage, and returning it after injector injection, This makes it possible to meet the demands for typical fuel multi-stage injection.
- FIG. 12 shows a timing chart when the energy of the boosting capacitor is temporarily saved in the other capacitor.
- FIG. 13 shows a circuit diagram of Embodiment 5 of the fuel injection control apparatus according to the present invention.
- the switching for energy transfer is characterized in that the switching of the injector driving circuit is used.
- FIG. 14 shows a circuit diagram of Embodiment 6 of the fuel injection control apparatus according to the present invention. Here, it is an embodiment when there are three booster circuits.
- the capacitor is used as the energy storage element.
- the present invention is not limited to this.
- a secondary battery storage battery
- Fuel injection valve drive circuit control block 11-14 ... Injector coil for fuel injection 101 ... Engine 102 ... Piston 103 ... Intake valve 104 ... Exhaust valve 105 ... Fuel injection valve 106 ... Spark plug 107 ... Ignition coil 108 ... Water temperature sensor 109 ... ECU (Engine Control Unit) 110 ... Intake pipe 111 ... Exhaust pipe 112 ... Three-way catalyst 113... Oxygen sensor 114 ... EGR valve 115 ... Collector 116 ... Crank angle sensor 118 ... EGR passage 119 ... Throttle valve 120 ... AFM 121 ...
- Combustion chamber 122 Accelerator position sensor 123 ... Fuel tank 124 ... Low pressure fuel pump 125 ... High pressure fuel pump 126 ... Fuel pressure sensor 127 ... Fuel injection control device C11 to C13 ... Boost capacitors C20 ⁇ C23... Energy transfer capacitor D11 to D13 ... Boosting diode D21 to D23, D31 to D33, D41, D42, D51, D52, D61, D62 ... Diodes L11 to L13 ... Boosting coil T11 to T13: Boosting switching element T21 to T22, T31, T33, T41 to T44 ... FET R1, R2 ... Current detection resistors SW01, SW02, SW11 to SW13, SW21 to SW23, SW31, SW32 ... Switching circuit
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Abstract
Description
図5は、本発明に係る燃料噴射制御装置の実施例1の回路図を示す。
図7は、本発明に係る燃料噴射制御装置の実施例2の回路図を示す。この実施例2は、図5に示された実施例1のエネルギー移動用コンデンサC20を二つのコンデンサC21及びC22に分割し、同じく切替回路SW01及び切替回路SW02を、ダイオードD21, D22, D31, D32及び切替回路SW11, SW21, SW12, SW22 により置き換えた回路である。
図8は、本発明に係る燃料噴射制御装置の実施例3の回路図を示す。実施例3では、二つの昇圧用コンデンサC11及びC12に対応して、それぞれに昇圧回路を設けた例である。
図9は、本発明に係る燃料噴射制御装置の実施例4の回路図を示す。実施例4では、昇圧用コンデンサC11及びC12の間で、電気エネルギーをエネルギー移動用コンデンサC21又はC22を介して移動させる際に、抵抗R11又はR12を通すことにより、これらの抵抗の大きさとコンデンサの容量から決まる時定数により、エネルギーの移動が、瞬間的にはではなく、一定の時間がかかるようにした例である。実施例4では、昇圧用コンデンサ間のエネルギーの移動量を、切替手段SW01及びSW12をオンする時間で制御することが可能となる。
図13は、本発明に係る燃料噴射制御装置の実施例5の回路図を示す。ここでは、エネルギー移動の為のスイッチングを、インジェクタ駆動回路のスイッチングを利用していることに特徴がある。
図14は、本発明に係る燃料噴射制御装置の実施例6の回路図を示す。ここでは、昇圧回路が3個ある場合の実施例である。
2…昇圧回路制御ブロック
3…燃料制御演算手段
4…燃料噴射弁駆動回路制御ブロック
11~14…燃料噴射用インジェクタコイル
101…エンジン
102…ピストン
103…吸気弁
104…排気弁
105…燃料噴射弁
106…点火プラグ
107…点火コイル
108…水温センサ
109…ECU(エンジンコントロールユニット)
110…吸気管
111…排気管
112…三元触媒
113…酸素センサ
114…EGR弁
115…コレクタ
116…クランク角度センサ
118…EGR通路
119…スロットル弁
120…AFM
121…燃焼室
122…アクセル開度センサ
123…燃料タンク
124…低圧燃料ポンプ
125…高圧燃料ポンプ
126…燃料圧力センサ
127…燃料噴射制御装置
C11~C13…昇圧用コンデンサ
C20~C23…エネルギー移動用コンデンサ
D11~D13…昇圧用ダイオード
D21~D23、D31~D33、D41、D42、D51、D52、D61、D62…ダイオード
L11~L13…昇圧用コイル
T11~T13…昇圧用スイッチング素子
T21~T22、T31、T33、T41~T44…FET
R1、R2…電流検出用抵抗
SW01、SW02、SW11~SW13、SW21~SW23、SW31、SW32…切替回路
Claims (8)
- 内燃機関の燃焼室内へ燃料を直接供給するための燃料噴射電磁弁を備えた燃料噴射装置に用いられる制御装置であって、
前記燃料噴射電磁弁に高電圧を供給する複数の第1エネルギー蓄積素子と、
バッテリ電圧を昇圧して前記第1エネルギー蓄積素子を充電する昇圧回路と、
バッテリ電圧の電気エネルギーを蓄積する第2エネルギー蓄積素子と、を備えて、
前記複数の第1エネルギー蓄積素子間において、前記の第2エネルギー蓄積素子を介して、電気エネルギーを移動する切替回路を備えたことを特徴とする燃料噴射制御装置。 - 請求項1に記載された燃料噴射制御装置において、
前記切替回路を操作して前記第2エネルギー蓄積素子の両端子の接続電位を適宜変更することにより、前記複数の第1エネルギー蓄積素子間における前記電気エネルギーの移動を行うことを特徴とする燃料噴射制御装置。 - 請求項1に記載された燃料噴射制御装置において、
前記複数の第1エネルギー蓄積素子の電圧のモニタ手段を備えて、
次の燃料噴射で使用する第1エネルギー蓄積素子の電圧が燃料噴射に適切な電圧となるように、前記電気エネルギーの移動を制御することを特徴とする燃料噴射制御装置。 - 請求項3に記載された燃料噴射制御装置において、
前記第2エネルギー蓄積素子に直列に接続された抵抗素子を備えて、
前記切替回路の作動時間を操作して、前記複数の第1エネルギー蓄積素子間における電気エネルギーの移動量を制御することを特徴とする燃料噴射制御装置。 - 請求項4に記載された燃料噴射制御装置において、
前記複数の第1エネルギー蓄積素子中で昇圧に係る素子の前記モニタ手段で監視する電圧が、目標電圧に達する時、前記切替回路の作動状態を変更することを特徴とする燃料噴射制御装置。 - 請求項4又は5に記載された燃料噴射制御装置において、
前記抵抗素子は、前記第2エネルギー蓄積素子の放電時のみ、当該蓄積素子に直列に接続されることを特徴とする燃料噴射制御装置。 - 請求項1に記載された燃料噴射制御装置において、
前記昇圧回路は、複数あることを特徴とする燃料噴射制御装置。 - 請求項2に記載された燃料噴射制御装置において、
前記第1エネルギー蓄積素子から前記燃料噴射電磁弁へ高電圧を供給するための切替回路の下流側に、第2エネルギー蓄積素子の一方を、切替回路を介して接続することを特徴とする燃料噴射制御装置。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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CN201180025816.4A CN102933824B (zh) | 2010-05-27 | 2011-05-26 | 内燃机的燃料喷射装置以及控制方法 |
EP11786701.0A EP2578856A4 (en) | 2010-05-27 | 2011-05-26 | FUEL INJECTION DEVICE FOR INTERNAL COMBUSTION ENGINE AND CONTROL METHOD |
US13/700,009 US9777667B2 (en) | 2010-05-27 | 2011-05-26 | Fuel injector and control method for internal combustion engine |
Applications Claiming Priority (2)
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JP2010-121626 | 2010-05-27 | ||
JP2010121626A JP5260597B2 (ja) | 2010-05-27 | 2010-05-27 | 内燃機関の燃料噴射装置及び制御方法 |
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PCT/JP2011/062045 WO2011149002A1 (ja) | 2010-05-27 | 2011-05-26 | 内燃機関の燃料噴射装置及び制御方法 |
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US (1) | US9777667B2 (ja) |
EP (1) | EP2578856A4 (ja) |
JP (1) | JP5260597B2 (ja) |
CN (1) | CN102933824B (ja) |
WO (1) | WO2011149002A1 (ja) |
Cited By (3)
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CN103670746A (zh) * | 2012-08-30 | 2014-03-26 | 三菱电机株式会社 | 车载发动机控制装置 |
JP2014066196A (ja) * | 2012-09-26 | 2014-04-17 | Honda Motor Co Ltd | 電磁弁駆動装置 |
DE102017105775B4 (de) * | 2016-09-02 | 2020-02-06 | Mitsubishi Electric Corporation | Fahrzeugmotor-Steuersystem |
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JP5971187B2 (ja) * | 2013-04-26 | 2016-08-17 | 株式会社デンソー | インジェクタ駆動用電子制御装置 |
JP5884768B2 (ja) * | 2013-05-08 | 2016-03-15 | 株式会社デンソー | 電子制御装置 |
JP5772884B2 (ja) * | 2013-06-24 | 2015-09-02 | トヨタ自動車株式会社 | 燃料噴射弁駆動システム |
US10393051B2 (en) * | 2013-09-27 | 2019-08-27 | Hitachi Automotive Systems, Ltd. | Internal-combustion-engine fuel injection control device |
CN105736162B (zh) * | 2014-12-08 | 2018-06-19 | 联创汽车电子有限公司 | 共轨式柴油机喷油控制系统 |
JP6393346B2 (ja) * | 2015-02-05 | 2018-09-19 | 日立オートモティブシステムズ株式会社 | 内燃機関の制御装置 |
EP3339615B1 (en) * | 2015-08-21 | 2020-11-25 | Hitachi Automotive Systems, Ltd. | Booster device for driving injector |
CN105351128B (zh) * | 2015-12-11 | 2017-10-27 | 中国北方发动机研究所(天津) | 一种具有升压功能的高速电磁阀的喷射驱动电路 |
JP6657983B2 (ja) * | 2016-01-18 | 2020-03-04 | 株式会社デンソー | 放電電力制御装置 |
JP6751654B2 (ja) * | 2016-11-14 | 2020-09-09 | 日立オートモティブシステムズ株式会社 | 燃料噴射装置の制御装置 |
JP6733571B2 (ja) * | 2017-02-08 | 2020-08-05 | 株式会社デンソー | 電子制御装置 |
JP7110613B2 (ja) * | 2018-02-21 | 2022-08-02 | 株式会社デンソー | 負荷駆動装置 |
JP6987035B2 (ja) * | 2018-09-27 | 2021-12-22 | 日立Astemo株式会社 | 電磁弁駆動装置 |
JP7446197B2 (ja) * | 2020-09-30 | 2024-03-08 | 日立Astemo株式会社 | 電磁弁駆動装置 |
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- 2011-05-26 CN CN201180025816.4A patent/CN102933824B/zh not_active Expired - Fee Related
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JP2014066196A (ja) * | 2012-09-26 | 2014-04-17 | Honda Motor Co Ltd | 電磁弁駆動装置 |
DE102017105775B4 (de) * | 2016-09-02 | 2020-02-06 | Mitsubishi Electric Corporation | Fahrzeugmotor-Steuersystem |
Also Published As
Publication number | Publication date |
---|---|
CN102933824B (zh) | 2016-02-03 |
JP5260597B2 (ja) | 2013-08-14 |
US9777667B2 (en) | 2017-10-03 |
EP2578856A1 (en) | 2013-04-10 |
JP2011247185A (ja) | 2011-12-08 |
CN102933824A (zh) | 2013-02-13 |
EP2578856A4 (en) | 2016-06-08 |
US20130104856A1 (en) | 2013-05-02 |
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