WO2013031422A1 - 燃料噴射弁の制御装置 - Google Patents
燃料噴射弁の制御装置 Download PDFInfo
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- WO2013031422A1 WO2013031422A1 PCT/JP2012/068475 JP2012068475W WO2013031422A1 WO 2013031422 A1 WO2013031422 A1 WO 2013031422A1 JP 2012068475 W JP2012068475 W JP 2012068475W WO 2013031422 A1 WO2013031422 A1 WO 2013031422A1
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- Prior art keywords
- fuel
- valve
- fuel injection
- drive current
- pulse
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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
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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
-
- 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
- F02D41/402—Multiple injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0675—Electromagnet aspects, e.g. electric supply therefor
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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
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
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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
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2034—Control of the current gradient
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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
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
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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
- 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
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- 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
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
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- 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 for an internal combustion engine, and more particularly to control of movement of a valve body of a fuel injection valve.
- a minute re-energization is performed when the solenoid is energized and the valve body is moving in the valve closing direction.
- a method is known in which the moving speed (valve closing speed) of the valve body is reduced (for example, Japanese Patent Application Laid-Open No. 2003-120848).
- the fuel pressure is not necessarily proportional to the engine load. For example, by increasing the fuel pressure, the fuel can be atomized, mixing of the fuel and air can be promoted, and a good combustion state can be realized. For this reason, it is conceivable that the fuel pressure is increased not only from the injection amount according to the engine load, but also from the viewpoint of promoting mixing and low emission.
- the force applied to the seat portion between the valve body and the valve seat when the valve body is seated does not necessarily depend on the operating condition of the engine, but largely depends on the fuel pressure.
- an object of the present invention is to suppress the occurrence of wear of the valve body or the valve seat and to increase the number of times the fuel injection valve is used for the lifetime in consideration of the force acting on the valve body or the valve seat.
- a control device for a fuel injection valve provides a first injection pulse signal for injecting fuel in a control device for controlling a drive current passed through a fuel injection valve having a solenoid. Is completed and before the start of the second injection pulse signal that is output following the first injection pulse signal to inject fuel, a third for energizing the solenoid with a drive current And a driving current flowing through the solenoid by the third pulse is controlled based on an actual measured value or a predicted value of the fuel pressure.
- control device for the fuel injection valve is a circuit device generally called an engine control unit (ECU), or is configured integrally with the circuit device, or in some cases, a separate device configured as a fuel injection valve.
- ECU engine control unit
- the present invention is not limited to either or both of the drive circuits that supply the drive current to the drive circuit.
- the maximum value of the drive current flowing through the solenoid by the third pulse or the drive current flowing through the solenoid by the third pulse is determined based on the actual value or predicted value of the fuel pressure. It is preferable to control at least one of presence / absence.
- the third pulse is usually output to the same signal line as the injection pulse for injecting fuel, and may be called the third injection pulse signal, but for the purpose of fuel injection Because it is not, I do not dare to “inject”.
- the pulse width of the third pulse may be changed based on the actual value or predicted value of the fuel pressure.
- the timing of supplying the drive current flowing through the solenoid by the third pulse is controlled based on the drive current waveform for the on-off valve, the engine speed and the number of injections. It is good to do so.
- the third pulse may not be output, and control may be performed so that the driving current flowing through the solenoid does not flow by the third pulse.
- control is performed so that the third pulse is output and the drive current is supplied to the solenoid. Good.
- the third operation region in which the engine speed is equal to that of the first operation region and the second operation region and the fuel pressure is lower than that in the second operation region, the third operation region is the third operation region. It is good to control so that the drive current which flows into the said solenoid by the said 3rd pulse may not be sent.
- the pulse width of the first injection pulse may be made shorter than in the case where the control is not performed.
- the valve closing speed of the valve body is controlled based on the fuel pressure, the valve closing speed can be controlled in consideration of the force acting on the valve body or the valve seat. It is possible to suppress the occurrence of wear of the fuel injection valve and increase the number of times the fuel injection valve is used for a lifetime.
- the block diagram of an engine system The block diagram of a fuel injection valve.
- the circuit block diagram which drives a fuel injection valve.
- the relationship diagram of magnetic force and energization time of valve closing speed. 2 is a flowchart in the first embodiment.
- 10 is a flowchart according to the second embodiment.
- FIG. 1 is a diagram showing the configuration of the engine system of this embodiment. In this embodiment, an engine having one or more cylinders is assumed, but the cylinder shown in the description is limited to one cylinder.
- the air taken into the engine 1 passes through the air cleaner 2 and the intake air amount is measured by the airflow sensor 3 attached to the intake duct.
- the amount of air taken into the engine 1 is controlled by the throttle valve 4.
- the intake collector 5 is used to distribute air to other cylinders (not shown).
- the intake collector 5 distributes air to the intake pipes of the respective cylinders, and air is sucked into the combustion chamber 22 through the intake valve 25.
- An air flow control valve (not shown) for giving directivity to the air flow may be used in the middle of the intake pipe 6.
- fuel that has been pressurized and transported from the fuel tank 7 by discharge of a low-pressure fuel pump (not shown) is transported to the common rail 8.
- An engine control unit (hereinafter referred to as an ECU) 11 determines the operating state of the engine 1 inside the ECU 11 based on signals from various sensors attached to the engine 1 and outputs command values suitable for the operating state to various actuators. To do.
- examples of various sensors include an airflow sensor 3, a fuel pressure sensor 12 that detects the fuel pressure set in the common rail 8, a phase sensor 13 that detects the phase of the intake cam 9, and a phase that detects the phase of the exhaust cam 14.
- Sensor 15 crank angle sensor 17 that detects the rotational speed of the crankshaft 16
- water temperature sensor 18 that detects engine coolant temperature
- knock sensor (not shown) that detects knocking
- exhaust gas concentration in the exhaust pipe 19 19.
- Exhaust gas sensors exhaust A / F sensor 20, exhaust O 2 sensor 21
- actuators examples include a fuel injection valve 23, a high-pressure fuel pump 10, a throttle valve 4, an air flow control valve (not shown), a phase control valve (not shown) for controlling intake and exhaust cam phases, ignition
- the coil 20 For example, the coil 20.
- the ECU 11 calculates the fuel injection amount, and the high pressure
- the injection period is determined, an injection signal is sent from the ECU 11 to the drive circuit 30 of the fuel injection valve, and from the drive circuit 30 of the fuel injection valve
- the fuel is injected by outputting a drive signal to the fuel injection valve 23.
- the injection signal mainly includes an injection timing, the number of injections, and an injection period. The injection signal will be described in the best mode of the control method of the present invention described later.
- the drive circuit 30 may be provided inside the ECU 11.
- the air and fuel supplied to the combustion chamber 22 are vaporized and mixed in the combustion chamber 22 as the piston 24 moves up and down to form an air-fuel mixture. Thereafter, the temperature and pressure rise due to the compression operation of the piston 24.
- the ECU 11 calculates the ignition timing from information such as the engine speed and the fuel injection amount, and outputs an ignition signal to the ignition coil 27.
- the ignition signal is mainly composed of an energization start timing and an energization end timing for the ignition coil 27.
- ignition is performed by the spark plug 28 at a timing slightly before the compression top dead center of the piston 24, and the air-fuel mixture in the combustion chamber 22 is ignited and combustion occurs. Since the ignition timing varies depending on the operating state, it may be after compression top dead center.
- FIG. 1 the content of control of the fuel injection valve 23 in FIG. 1 will be described with reference to FIGS. 1, 2, 3 and 4.
- FIG. 1 the content of control of the fuel injection valve 23 in FIG. 1 will be described with reference to FIGS. 1, 2, 3 and 4.
- the main body 202 includes a core 203, a nozzle holder 204, and a housing 205, and a plurality of fuel injection holes through which fuel from the high-pressure fuel pump 10 in FIG. 207.
- the valve body 208 has an anchor 209 at its upper end, and is guided by the guide members 214 and 215 so as to be slidable in the axial direction of the valve body 208 (the central axis direction of the fuel injection valve 201). 203.
- valve body 208 and the anchor 209 are configured to be relatively displaceable in the axial direction of the valve body 208, and the anchor 209 is urged in the valve opening direction by the spring 216. It may be fixed to the body 208. When the anchor 209 is fixed to the valve body 208, the spring 216 is not necessary.
- the spring 210 is disposed between the valve body 208 and the adjuster pin 211, the position of the upper end portion of the spring 210 is restricted by the adjuster pin 211, and the spring 210 presses the valve body 208 against the seat portion 213 of the seat member 212. As a result, the fuel injection hole 207 is closed.
- the solenoid 214 receives a drive current from the drive circuit 30 and excites a magnetic circuit including the core 203 and the anchor 209, generates a magnetic attractive force between the core 203 and the anchor 209, and causes the anchor 209 to move to the core 203. Pull it up in the axial direction.
- valve body 208 is pulled up in the axial direction by the anchor 209, the valve body 208 is separated from the seat portion 213 of the valve seat, and a plurality of fuel injection holes 207 are opened.
- the fuel pressurized and pumped by the high-pressure fuel pump 10 in FIG. 1 is injected from the fuel injection hole 207 through the fuel passage 206.
- FIG. 3 is a diagram showing a circuit configuration for driving the fuel injection valve 201.
- the CPU 301 is provided in the ECU 11, for example, calculates an appropriate injection pulse Ti and injection timing according to the operating condition of the internal combustion engine, and outputs the injection pulse Ti as an injection signal to the drive IC 302 of the fuel injection valve 201 through the communication line 304. . Thereafter, the switching ICs 305, 306, and 307 are turned on and off by the driving IC 302, and a driving current is supplied to the fuel injection valve 307 (the fuel injection valve 23 in FIG. 1 and the fuel injection valve 201 in FIG. 2).
- the switching element 305 is connected between a high voltage source VH higher than the voltage source VB input to the drive circuit 30 and a high voltage side terminal of the fuel injection valve 307.
- the switching element is configured by, for example, an FET or a transistor.
- the high voltage source VH is 60 V, for example, and is generated by boosting the battery voltage by the booster circuit 314.
- the booster circuit is constituted by, for example, a DC / DC converter.
- the switching element 308 is connected between the low voltage source VB and the high voltage terminal of the fuel injection valve 307.
- the low voltage source VB is, for example, a battery voltage of 12V.
- the switching element 306 is connected between the terminal on the low voltage side of the fuel injection valve 307 and the ground potential.
- the drive IC 302 detects the current value flowing through the fuel injection valve 307 by the current detection resistors 315, 312, and 313, and switches the switching elements 305, 306, and 308 on and off according to the detected current value. A desired drive current is generated. Diodes 309 and 310 are provided to interrupt the current.
- the CPU 301 communicates with the drive C 302 through the communication line 303, and the drive current generated by the drive IC 302 can be switched depending on the pressure of the fuel supplied to the fuel injection valve 307 and the operation conditions.
- a capacitor (not shown) to the solenoid, a surplus current value of the solenoid can be passed through the capacitor to maintain a constant value.
- a capacitor need not be connected as long as it does not hinder driving of the valve body 208.
- FIG. 4 shows the control signal of the fuel injection valve (the fuel injection valve 23 in FIG. 1, the fuel injection valve 201 in FIG. 2) from the top to the injection signal 401, the drive current 402, and the solenoid 214 of the fuel injection valve in FIG.
- the magnetic force 403 generated by the energization of the fuel and the displacement 404 of the valve body of the fuel injection valve are shown.
- the required injection amount is detected from the detection result of the operation state received from various sensors in the ECU 11 in FIG. 1, and the injection signal 401 in FIG. 4 is determined.
- the flow up to the drive waveform determination will be described with reference to the step diagram of FIG.
- the injection signal 401 is output from the ECU 11 in FIG. 1, and the drive current 402 is output from the drive circuit 30 of the fuel injection valve, whereby the solenoid 214 of the fuel injection valve 201 (fuel injection valve 23 in FIG. 1) in FIG. Energized to generate a magnetic force 403. Thereby, fuel is injected by pulling up the valve body 208.
- the injection signal 401 is input to the drive circuit 30, and the drive current waveform 402 is output from the drive circuit 30.
- the drive current waveform 402 increases the current value until the drive current maximum value Ip is reached.
- the magnetic force 403 generates a magnetic force sufficient to open the valve body 208.
- the valve body 208 operates with a certain delay from the magnetic force like the valve displacement 404.
- the drive current 402 holds the current values Ih1 and Ih2 in order to keep the valve open.
- the magnetic force 403 continues to maintain a sufficient magnetic force for valve opening.
- the solenoid 214 in FIG. 2 has a surplus magnetic force with respect to a magnetic force sufficient to open the valve in consideration of the solid variation of the valve closing force of the valve body 208 and the variation of the magnetic force. .
- the current value of the drive current waveform 402 also becomes zero.
- the magnetic force 403 also becomes zero with a certain delay from the drive current waveform 402.
- the magnetic force 403 has a magnetic force of 411 toward the zero when the valve is closed, and the valve displacement 404 changes like a valve displacement 412.
- the valve displacement 412 is suddenly closed because the magnetic force suddenly decreases when the valve is closed, and the closing force that is the combined force of the fuel pressure and the spring is strong.
- the valve body 208 and the seat portion 213 of the valve seat in FIG. 2 may be worn. Further, there is a possibility that the valve body 208 bounces as indicated by reference numeral 425 due to a strong valve closing force when the valve is closed.
- the injection signal 401 ends (OFF) the injection pulse that is continuously ON during the injection period Ti, and then closes the valve closing speed (valve closing force). ) Is added to control the pulse signal 421.
- the drive current waveform 402 is a current value that cannot maintain the valve opening state for closing the valve from the current value for driving the valve body 208 in the valve opening direction or the holding current value for maintaining the valve opening state. Until the current value is reduced to zero. Then, before the valve body 208 is seated, a driving current 422 by the pulse 421 is supplied to the solenoid 214.
- the solenoid 214 does not reach the force capable of reopening the valve, but generates a magnetic force that only fluctuates the valve closing speed, and the magnetic force changes as indicated by reference numeral 423 in FIG. . Due to the magnetic force 423, the valve displacement 404 changes as indicated by reference numeral 424, and the valve body 208 is seated (closed).
- the maximum value of the current of the drive current waveform 422 is Ip2, and the period (pulse width) of the injection pulse 421 for realizing this current value Ip2 is Ti2. Further, a period from the end time of the injection period Ti to the time when Ti2 starts is defined as Tc.
- Ip2 and Ti2 set a magnetic force for determining the valve closing force, and are changed by a force that affects the valve closing force. That is, since the force that affects the closing force of the fuel injection valve depends on the fuel pressure, the valve closing speed generated by changing Ip2 and Ti2 with the fuel pressure and re-energizing the solenoid 214 is reduced.
- the magnetic force 423 is changed according to the fuel pressure.
- Ip2 is increased when the fuel pressure is increased, and is decreased when the fuel pressure is decreased.
- Ti2 is prolonged when the fuel pressure is high, and is shortened when the fuel pressure is low, thereby adjusting the generation of the magnetic force 323 that affects the valve closing force.
- the upper limit values of Ip2 and Ti2 are determined within a range in which a sufficient speed can be maintained for not reaching the valve opening operation and closing the valve.
- the valve closing force is the fuel pressure Pf.
- the magnetic force Pi must be smaller than the valve closing force. That is, the relationship of Equation 1 must be satisfied.
- Tc is used to determine a control timing for slowing the valve closing speed, and is set before the valve body is opened and then closed. Therefore, it is set based on the engine speed and the injection period Ti.
- the energizing time of the solenoid 214 for performing the control for slowing the valve closing speed increases the magnetic force and makes the valve closing speed gentle as the energizing time increases.
- the energizing time of the drive current 422 needs to be an energizing time that does not open the valve body and the valve closing speed does not become zero, and further, the engine speed and the number of injections in one stroke ( It depends on the interval from injection to injection. In other words, when the number of revolutions is high and there is very little control period when fuel split injection is performed, the control pulse (421 in FIG. 4) is used to control the valve closing speed (valve closing force). Prioritize pulses to inject fuel.
- the operating state is determined by receiving the outputs from the various sensors described in FIG. Next, in S602, a required output is determined from the detected operating state. In S603, the injection amount is calculated by the ECU 11 from the required output. In S604, the fuel pressure (fuel pressure) is determined based on the output from the fuel pressure sensor taken in the ECU 11.
- the output value of the pressure sensor 12 may be used, but a predicted value of the fuel pressure determined from the engine speed and the output may be used. That is, the determination value for switching the drive waveform may be a fuel pressure value or a predicted value corresponding thereto.
- a determination value may be set by setting a value determined in advance through experiments or the like. By obtaining in advance the relationship between the hardness of the seat portion 213 of the fuel injection valve 201, the hardness of the needle valve 208, and the valve closing force based on the valve closing speed, the valve closing speed (valve closing force) of the fuel pressure can be increased.
- the reference value of the fuel pressure for putting the drive current 422 into the drive current waveform by the change can be provided.
- the determination value of the fuel pressure is set only as a control reference, and the reference value may be obtained from another method.
- the number of fuel injections and the injection timing are determined in one stroke according to the flow of S606, and the injection amount request, engine rotation is determined in S608.
- the injection pulse width Ti is calculated based on the number, the drive waveform, the number of injections, and the injection timing, and an injection signal is output to the drive circuit 30.
- the pulse for generating the maximum value Ip2 and the drive current value Ip2 of the drive current for valve closing speed control A period (pulse width) Ti2 of 421 is determined.
- a timing Tc at which the control pulse 421 for controlling the valve closing speed is input is defined using the injection pulse width Ti calculated in S611 as a reference value.
- the injection pulse width Ti is determined in S608. At this time, the setting of the period for shortening the injection pulse width Ti may be determined with reference to a value stored in advance or an output from the exhaust A / F sensor.
- FIG. 7 is a diagram for explaining a control determination method according to the second embodiment.
- the basic system structure and fuel injection valve structure are the same as in FIG.
- the drive current waveform was changed by making a control determination based on the output from the fuel pressure sensor.
- the second embodiment as shown in FIG. 7, by using the MAP stored in the ECU 11 in advance from the fuel pressure and the engine speed, a controllable region is specified using the estimated value of the fuel pressure.
- the control shown in 4 is performed. This makes it possible to perform control even when there is no fuel pressure sensor.
- the MAP for storing the value of the fuel pressure in advance may use the contents related to the operation status such as the accelerator opening and the water temperature in addition to the engine speed.
- a region 701 is a region that does not require this control because the fuel pressure is low. Further, the determination of the fuel pressure that does not require the control to add the drive current 422 may be performed by setting a fuel pressure region in which wear or damage does not occur by an experiment in advance. Further, the determination of the fuel pressure varies depending on the constituent materials constituting the valve body 208 of the fuel injection valve and the seat portion 213 of the valve seat, and therefore the fuel pressure threshold is not defined.
- Ip2 in FIG. 4 is set to be smaller than regions 703, 704, and 705. Further, since the time per cycle of the engine is long, the degree of freedom in setting the pulse width Ti2 of the pulse 421 that generates the drive current 422 is high. Therefore, the pulse width Ti2 is set longer than the regions 703, 704, and 705.
- the value of the maximum value Ip2 of the drive current is set larger than that of the region 702.
- the time Ti2 is set shorter than the region 702 because the time until the next injection is shortened.
- the area 704 will be described.
- the time required for control of the valve closing speed can be secured, so that the value of Ip2 can be defined for the valve closing speed (valve closing force).
- the value of Ti2 is set longer than the region 702 because it is easy to secure time.
- the area 705 will be described.
- the upper limit values of Ip2 and Ti2 cannot be defined with a sufficient size. Therefore, Ti2 is set by the time until the next injection and the range in which the magnetic force generated by the drive current 422 does not affect the next injection. At the same time, Ip2 is set within a range where the valve can be closed.
- the area 706 will be described.
- the region 706 since the engine speed is fast, only a short time for controlling the valve closing speed can be secured. That time is even shorter than region 705. That is, since the injection time is short, the time from the start of the valve closing operation until the valve body 208 is seated on the seat portion 213 is short, and there is an area where the time for controlling the valve closing speed cannot be secured. For this reason, in the region 706, the drive current 422 is not supplied to the solenoid 214, and control for reducing the valve closing speed is not performed.
- the relationship between the fuel pressure and the engine speed in FIG. 7 assumes one injection in one stroke, and the controllable region is further limited when the number of injections is increased by performing divided injection.
- control is performed only in an area where the control time can be secured.
- the control flow in the second embodiment will be described with reference to FIG.
- the output from various sensors is taken into the ECU 11 to detect the driving state. Accordingly, the ECU 11 determines the target output in S802, and calculates the required injection amount in S803. Subsequently, in S804, the region of the fuel pressure MAP as shown in FIG. 7 is determined by using outputs from the various sensors detected, for example, based on outputs from the crank angle sensor, the throttle opening, and the water temperature sensor. Next, when it becomes the area
- control content to be added is determined in S808 (specifically, Ip2, Ti2, Tc in FIG. 4).
- the drive current waveform According to the changed drive current waveform, the number of injections, the injection timing, and the injection pulse are calculated in S805, S806, and S807.
- SYMBOLS 11 Engine control unit (ECU), 12 ... Fuel pressure sensor, 201 ... Fuel injection valve, 202 ... Valve body, 208 ... Needle valve, 210 ... Spring, 212 ... Seat member, 213 ... Seat part, 214 ... Solenoid, 401 ... Injection signal, 402 ... drive current, 403 ... magnetic force, 404 ... valve displacement, 421 ... signal for controlling valve closing force, 422 ... drive current for controlling valve closing force, 423 ... control valve closing force Therefore, magnetic force, 424 ... valve displacement when the valve closing force is controlled, S604 ... fuel pressure value, predicted fuel pressure value detection step, S605 ...
- ECU Engine control unit
- drive current waveform change necessity determination step S612 ... drive current maximum value for valve closing speed control Ip2, valve closing speed control pulse width Ti2 calculation step, S613 ... valve closing speed control input timing Tc calculation step, 701 to 706 ... control region 1, S804 ... fuel pressure region Calculation process, S808 ... drive waveform control additional steps.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Magnetically Actuated Valves (AREA)
Abstract
Description
また、Ti2については、エンジンの回転数と噴射回数とによって時間の制約を受ける。したがって、閉弁速度を緩やかにするための磁気力を決定するIp2とTi2は、燃料の圧力、エンジン回転数、噴射回数によって決定される。
Claims (8)
- ソレノイドを有する燃料噴射弁に通電される駆動電流を制御する制御装置において、
燃料を噴射するための第1の噴射パルス信号が終了した後であって、燃料を噴射するために前記第1の噴射パルス信号に続いて出力される第2の噴射パルス信号の開始前に、前記ソレノイドに駆動電流を通電するための第3のパルス信号を出力すると共に、前記第3のパルスによって前記ソレノイドに流れる駆動電流を燃料圧力の実測値又は予測値に基づいて制御することを特徴とする燃料噴射弁の制御装置。 - 請求項1に記載の燃料噴射弁の制御装置において、
燃料圧力の実測値又は予測値に基づいて、前記第3のパルスによって前記ソレノイドに流れる駆動電流の最大値又は前記第3のパルスによって前記ソレノイドに流れる駆動電流の有無のうち少なくともいずれか一方を制御するようにしたことを特徴とする燃料噴射弁の制御装置。 - 請求項2に記載の燃料噴射弁の制御装置において、
燃料圧力の実測値又は予測値に基づいて、前記第3のパルスのパルス幅を変更することを特徴とする燃料噴射弁の制御装置。 - 請求項2に記載の燃料噴射弁の制御装置において、
燃料圧力の実測値もしくは予測値のほか、開閉弁のための駆動電流波形、エンジン回転数及び噴射回数に基づいて、前記第3のパルスによって前記ソレノイドに流れる駆動電流の投入タイミングを制御することを特徴とする燃料噴射弁の制御装置。 - 請求項2に記載の燃料噴射弁の制御装置において、エンジン回転数および燃料圧力が高くなる第1の運転領域においては、前記第3のパルスを出力せず、前記第3のパルスによって前記ソレノイドに流れる駆動電流を流さないように制御することを特徴とする燃料噴射弁の制御装置。
- 請求項5に記載の燃料噴射弁の制御装置において、
前記第1の運転領域に対して、エンジン回転数が同等で、燃料圧力が小さい第2の運転領域においては、前記第3のパルスを出力して前記ソレノイドに駆動電流を流すように制御することを特徴とする燃料噴射弁の制御装置。 - 請求項6に記載の燃料噴射弁の制御装置において、
前記第1の運転領域及び前記第2の運転領域に対して、エンジン回転数が同等で、前記第2の運転領域よりもさらに燃料圧力が小さい第3の運転領域においては、前記第3のパルスを出力せず、前記第3のパルスによって前記ソレノイドに流れる駆動電流を流さないように制御することを特徴とする燃料噴射弁の制御装置。 - 請求項7に記載の燃料噴射弁の制御装置において、
前記第3のパルスによって前記ソレノイドに駆動電流を通電する制御を場合に、前記制御を行わない場合に比べて前記第1の噴射パルスのパルス幅を短くすることを特徴とする燃料噴射弁の制御装置。
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DE112012003633.6T DE112012003633B4 (de) | 2011-08-31 | 2012-07-20 | Steuervorrichtung für Kraftstoffeinspritzdüse |
CN201280039853.5A CN103732890B (zh) | 2011-08-31 | 2012-07-20 | 燃料喷射阀的控制装置 |
US14/236,718 US9376982B2 (en) | 2011-08-31 | 2012-07-20 | Control apparatus for fuel injector |
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JP2011188159A JP5572604B2 (ja) | 2011-08-31 | 2011-08-31 | 燃料噴射弁の制御装置 |
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JP (1) | JP5572604B2 (ja) |
CN (1) | CN103732890B (ja) |
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WO (1) | WO2013031422A1 (ja) |
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WO2018159184A1 (ja) | 2017-03-03 | 2018-09-07 | マツダ株式会社 | エンジンの制御装置 |
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US9376982B2 (en) | 2016-06-28 |
JP5572604B2 (ja) | 2014-08-13 |
JP2013050065A (ja) | 2013-03-14 |
DE112012003633B4 (de) | 2021-03-18 |
DE112012003633T5 (de) | 2014-05-15 |
CN103732890B (zh) | 2016-05-18 |
US20140240886A1 (en) | 2014-08-28 |
CN103732890A (zh) | 2014-04-16 |
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