WO2013061123A1 - Procédé et dispositif pour commander l'alimentation en carburant d'un moteur à combustion interne - Google Patents

Procédé et dispositif pour commander l'alimentation en carburant d'un moteur à combustion interne Download PDF

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Publication number
WO2013061123A1
WO2013061123A1 PCT/IB2012/002003 IB2012002003W WO2013061123A1 WO 2013061123 A1 WO2013061123 A1 WO 2013061123A1 IB 2012002003 W IB2012002003 W IB 2012002003W WO 2013061123 A1 WO2013061123 A1 WO 2013061123A1
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WO
WIPO (PCT)
Prior art keywords
fuel
pressure
internal combustion
combustion engine
duration
Prior art date
Application number
PCT/IB2012/002003
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English (en)
Other versions
WO2013061123A8 (fr
Inventor
Zenichiro Mashiki
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to EP12790950.5A priority Critical patent/EP2771557A1/fr
Publication of WO2013061123A1 publication Critical patent/WO2013061123A1/fr
Publication of WO2013061123A8 publication Critical patent/WO2013061123A8/fr

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Classifications

    • 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
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to an internal combustion engine that injects and supplies fuel, fed under pressure through a high-pressure passage from a cam-driven high-pressure pump, into a cylinder via a fuel injection valve, and a control device and control method that control a mode in which fuel is injected by the fuel injection valve on the basis of a fuel pressure in the high-pressure passage immediately before fuel injection.
  • An internal combustion engine control device of this type is, for example, a device described in Japanese Patent Application Publication No. 2009-215909 (JP 2009-215909 A).
  • JP 2009-215909 A fuel stored in a fuel tank is drawn by a feed pump, and is supplied to a high-pressure pump.
  • the fuel supplied to the high-pressure pump is further pressurized by the high-pressure pump, and is fed under pressure through a high-pressure passage to a fuel injection valve provided for corresponding cylinders.
  • the fuel fed under pressure in this way is injected and supplied from each fuel injection valve into a corresponding one of the cylinders.
  • the high-pressure pump is a cam-driven pump.
  • a plunger provided in a cylinder of the high-pressure pump is lifted by cam noses of a cam provided on an intake camshaft of the internal combustion engine. By so doing, the fuel supplied from the fuel tank is pressurized.
  • a fuel injection mode such as a valve open duration of each fuel injection valve, is controlled on the basis of a fuel pressure in the high-pressure passage immediately before fuel injection.
  • a cam having two cam noses is employed in the case of a four-cylinder internal combustion engine
  • a cam having three cam noses is employed in the case of a six-cylinder internal combustion engine. Fluctuations in fuel pressure immediately before fuel injection reduce by carrying out fuel injection between a duration during which one cam nose is lifted by the plunger (hereinafter, lift duration) and a subsequent lift duration.
  • a cam having three cam noses is also employed for, for example, a four-cylinder internal combustion engine as a cam that drives the high-pressure pump, it is possible to commonalize a cam between a four-cylinder internal combustion engine and a six-cylinder internal combustion engine.
  • the lift duration of the plunger by any one of the cam noses overlaps with a period during which a fuel pressure is detected for fuel injection or a valve open duration of each fuel injection valve. That is, when an excessive amount of fuel is injected from that fuel injection valve, variations in fuel injection amount among the cylinders cannot be ignored. As a result, engine torque fluctuations increase, and engine vibrations cannot be ignored.
  • the invention provides an internal combustion engine control device, internal combustion engine control method and internal combustion engine that are able to appropriately reduce variations in fuel injection amount among cylinders when a lift duration of a plunger by any one of cam noses overlaps with an injection control period in any one of fuel injection valves.
  • a first aspect of the invention provides an internal combustion engine control device for an internal combustion engine that includes: a high-pressure pump that pressurizes and discharges fuel, supplied from a fuel tank, by lifting a plunger with the use of a plurality of cam noses of a cam that rotates with rotation of an engine output shaft; and fuel injection valves that are provided for corresponding cylinders and that inject and supply fuel, fed under pressure from the high-pressure pump through a high-pressure passage, into the corresponding cylinders.
  • the internal combustion engine control device includes: a control unit that controls a mode in which fuel is injected by each of the fuel injection valves on the basis of a fuel pressure in the high-pressure passage in a period immediately before fuel injection, wherein the control unit executes pressure feed limiting control in which, when a lift duration of the plunger by any one of the cam noses overlaps with an injection control duration in any one of the fuel injection valves, feeding fuel under pressure by the high-pressure pump during the lift duration is limited.
  • control unit may stop feeding fuel under pressure by the high-pressure pump in the pressure feed limiting control.
  • the number of cylinders of the internal combustion engine may be not a natural number multiple of the cam noses.
  • At least a lift duration of the plunger by any one of the cam noses overlaps with an injection control duration in any one of the fuel injection valves.
  • a four-cylinder internal combustion engine that includes a cam having three cam noses
  • a six-cylinder internal combustion engine that includes a cam having four cam noses.
  • the cam having three cam noses is employed for a four-cylinder internal combustion engine, it is possible to appropriately suppress variations in fuel injection amount among the cylinders by applying the invention.
  • the cam having three cam noses is employed for a six-cylinder internal combustion engine, existing high-pressure pump control just needs to be applied. Therefore, the common cam is employed for internal combustion engines having a different number of cylinders, while it is possible to appropriately suppress variations in fuel injection amount among the cylinders.
  • control unit may feed fuel under pressure by the high-pressure pump only during one lift duration, which does not overlap with any injection control durations in the fuel injection valves, among lift durations of the plunger by the plurality of cam noses in the pressure feed limiting control.
  • control unit may limit feeding fuel under pressure by the high-pressure pump only during a lift duration, which overlaps with an injection control duration in any one of the fuel injection valves, among lift durations of the plunger by the plurality of cam noses in the pressure feed limiting control.
  • control unit may execute the pressure feed limiting control during low-load operation.
  • the amount of fuel injected by each fuel injection valve per injection is small during low-load operation of the internal combustion engine, so the width of decrease in fuel pressure per injection is small. Therefore, even when feeding fuel under pressure is limited by applying the above aspect and, therefore, the fuel pressure cannot be temporarily increased, it is possible to suppress occurrence of an inconvenience that injected fuel becomes insufficient by applying the above aspect as much as possible.
  • the control unit may execute the pressure feed limiting control during idle operation.
  • a driver tends to experience discomfort from, particularly ⁇ engine vibrations.
  • pressure feed limiting control is executed during idle operation, so it is possible to appropriately suppress occurrence of engine vibrations during idle operation.
  • control unit may execute the pressure feed limiting control when a fuel pressure in the high-pressure passage is a target fuel pressure.
  • control unit may set one lift duration at the time when the pressure feed limiting control is executed such that the one lift duration is longer than one lift duration at the time when the pressure feed limiting control is not executed.
  • a second aspect of the invention provides an internal combustion engine.
  • the internal combustion engine includes: a high-pressure pump that pressurizes and discharges fuel, supplied from a fuel tank, by lifting a plunger with the use of a plurality of cam noses of a cam that rotates with rotation of an engine output shaft; fuel injection valves that are provided for corresponding cylinders and that inject and supply fuel, fed under pressure from the high-pressure pump through a high-pressure passage, into the corresponding cylinders; the cam of which the number of the cam noses is not a natural number multiple of the number of the cylinders of the internal combustion engine; and a drain mechanism that, when a lift duration of the plunger by any one of the cam noses overlaps with an injection control duration in any one of the fuel injection valves, drains fuel compressed by the plunger toward the fuel tank during the lift duration.
  • a third aspect of the invention provides an internal combustion engine control method.
  • the internal combustion engine control method includes: causing a high-pressure pump that pressurizes and discharges fuel, supplied from a fuel tank, to lift a plunger with the use of a plurality of cam noses of a cam that rotates with rotation of an engine output shaft; injecting and supplying fuel, fed under pressure from the high-pressure pump through a high-pressure passage, from fuel injection valves provided for corresponding cylinders; controlling a mode, in which fuel is injected by the fuel injection valves, on the basis of a fuel pressure in the high-pressure passage during a period immediately before fuel injection; and, when a lift duration of the plunger by any one of the cam noses overlaps with an injection control duration in any one of the fuel injection valves, limiting fuel pressure feed by the high-pressure pump during the lift duration.
  • the above internal combustion engine control method may further include, when a lift duration of the plunger by any one of the cam noses overlaps with an injection control duration in any one of the fuel injection valves, draining fuel compressed by the plunger toward the fuel tank during the lift duration.
  • FIG. 1 is a schematic view that shows the schematic configuration of a fuel supply system in an internal combustion engine and an internal combustion engine control device according to an embodiment of the invention
  • FIG. 2 is a flowchart that shows the procedure of drive control over a high-pressure pump in the embodiment
  • FIG. 3 A is a timing chart that shows a change of an injection state of each fuel injection valve in the embodiment
  • FIG. 3B is a timing chart that shows a change of a pressure feed state of the high-pressure pump during idle operation in the embodiment
  • FIG. 3C is a timing chart that shows a change of a fuel pressure during idle operation in the embodiment
  • FIG. 3D is a timing chart that shows a change of a pressure feed state of a high-pressure pump in a comparative embodiment to the embodiment.
  • FIG. 3E is a timing chart that shows a change of a fuel pressure in the comparative embodiment to the embodiment.
  • FIG. 1 shows the schematic configuration of a fuel supply system in an internal combustion engine according to the present embodiment.
  • an electric feed pump 3 is arranged in a fuel tank 2, and a low-pressure supply pipe 4 is connected to the feed pump 3.
  • Fuel stored in the fuel tank 2 is drawn by the feed pump 3, pressurized up to a predetermined feed pressure (for example, several hundreds of kPa) and fed to the low-pressure supply pipe 4 under pressure.
  • the feed pump 3 is a pump that is able to change its fuel discharge capacity.
  • a return pipe 5 is connected in the middle of the low-pressure supply pipe 4 so as to form a branch path.
  • a pressure regulating valve 6 is provided in the middle of the return pipe 5.
  • the pressure regulating valve 6 opens. By so doing, part of fuel discharged from the feed pump 3 is returned to the fuel tank 2 via the return pipe 5, and the pressure of fuel in the low-pressure supply pipe 4 is kept at the feed pressure.
  • a high-pressure pump 10 is connected to the downstream side of the low-pressure supply pipe 4.
  • An introducing passage 12, a cylinder 13 and a discharge passage 14 are formed inside a pump housing 11 of the high-pressure pump 10.
  • the introducing passage 12 is connected to the downstream side of the low-pressure supply pipe 4.
  • the cylinder 13 of the high-pressure pump 10 is connected to the downstream side of the introducing passage 12.
  • the discharge passage 14 is connected to the downstream side of the cylinder 13 of the high-pressure pump 10.
  • An introducing port 21 is formed at an upstream-side end portion (upper end portion in FIG. 1) of the cylinder 13.
  • the introducing port 21 draws low-pressure fuel from the feed pump 3.
  • a discharge port 22 is formed at a side face (right side face in FIG. 1) of the cylinder 13.
  • the discharge port 22 discharges fuel toward the discharge passage 14.
  • a plunger 15 is provided in the cylinder 13 so as to be reciprocally movable.
  • a pressure chamber 16 is defined by the inner wall of the cylinder 13 and the top face of the plunger 15.
  • the discharge port 22 is in fluid communication with the pressure chamber 16.
  • a valve element 23 of a spill valve 20 is accommodated in the cylinder 13.
  • the spill valve 20 opens or closes the introducing port 21.
  • the valve element 23 is provided so as to be movable via a needle 23a along an axial direction of the needle 23a.
  • the spill valve 20 is a so-called normally open valve, and the valve element 23 is constantly urged by the urging force of a spring 25 in a direction to open the introducing port 21.
  • the needle 23a is attracted by energizing a solenoid 24, and the spill valve 20 closes the introducing port 21.
  • the plunger 15 is driven by the rotation of a crankshaft (not shown) that is an engine output shaft. Specifically, an intake camshaft 31 rotates with the rotation of the crankshaft, and the plunger 15 reciprocates inside the cylinder 13 as the plunger 15 is lifted by a cam 32 provided on the intake camshaft 31.
  • the cam 32 has three cam noses 32a that radially protrude from a base circle 32b. These cam noses 32a have mutually the same shape, and the cam noses 32a are provided at equal angular intervals in the circumferential direction.
  • a lifter 17 is provided below the plunger 15, and the lifter 17 is kept in a state where the lifter 17 is in contact with a earn face of the cam 32 by the urging force of the spring 18.
  • a discharge valve 19 is provided in the middle of the discharge passage 14. When the fuel pressure applied from the pressure chamber 16 to the discharge valve 19 is higher than or equal to a predetermined discharge pressure, the discharge valve 19 opens. By so doing, fuel is allowed to be fed under pressure toward fuel injection valves 9.
  • the discharge passage 14 is provided with a relief passage 26 that bypasses the discharge valve 19.
  • An orifice portion 27 is provided in the middle of the relief passage 26.
  • a high-pressure supply pipe 7 is connected to the downstream side of the discharge passage 14 in the pump housing 11 , and a delivery pipe 8 is connected to the downstream side of the high-pressure supply pipe 7.
  • the fuel injection valves 9 are connected to the delivery pipe 8.
  • the fuel injection valves 9 are used to inject and supply fuel into the corresponding cylinders of the internal combustion engine. Drive control over the fuel injection valves 9 is executed by an electronic control unit 40.
  • the electronic control unit 40 is formed of a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and the like.
  • the CPU executes arithmetic processings related to various controls.
  • the ROM stores programs and data for various controls.
  • the RAM temporarily stores results of arithmetic processings, and the like.
  • the electronic control unit 40 loads signals detected by various sensors, executes various arithmetic processings, and comprehensively controls the internal combustion engine 1 on the basis of the results.
  • the various sensors include a crank angle sensor, a cam angle sensor, an air flow meter, a throttle sensor, a coolant temperature sensor, and the like.
  • the crank angle sensor detects a rotational phase of the crankshaft.
  • the cam angle sensor detects a rotational phase of the intake camshaft.
  • the air flow meter detects an intake air flow rate.
  • the throttle sensor detects a throttle opening degree.
  • the coolant temperature sensor detects the temperature of engine coolant.
  • a fuel pressure sensor 41 is provided.
  • the fuel pressure sensor 41 detects a fuel pressure Pr in the delivery pipe 8.
  • An accelerator sensor, a brake sensor, a vehicle speed sensor, and the like, are provided.
  • the accelerator sensor detects an accelerator operation amount.
  • the brake sensor detects a brake operation amount.
  • the vehicle speed sensor detects a vehicle speed that is a travel speed of the vehicle.
  • the electronic control unit 40 controls an injection mode, such as the valve open duration of each fuel injection valve 9, on the basis of the fuel pressure Pr in the delivery pipe 8 in a period immediately before fuel injection. That is, when the valve open duration of each fuel injection valve 9 is constant, the amount of fuel actually injected from each fuel injection valve 9 increases as the fuel pressure Pr in the delivery pipe 8 increases. Thus, the valve open duration of each fuel injection valve 9 is set to be shorter as the fuel pressure Pr in the delivery pipe 8 increases such that a set fuel injection amount is injected.
  • the camshaft 31 that has the cam 32 having the three cam noses 32a for the four-cylinder internal combustion engine 1, it is possible to utilize the cam 32 used in a six-cylinder internal combustion engine. That is, the cam 32 is commonalized between the four-cylinder internal combustion engine 1 and the six-cylinder internal combustion engine.
  • a lift duration is a duration during which the volume of the pressure chamber 16 reduces as the plunger 15 is lifted, and is a duration during which fuel in the pressure chamber 16 is discharged to the discharge passage 14 when current is supplied to the solenoid 24 during the lift duration.
  • the electronic control unit 40 executes pressure feed limiting control in which feeding fuel under pressure by the high-pressure pump 10 during the lift duration is stopped by opening the spill valve 20.
  • the pressure feed limiting control fuel is fed under pressure by the high-pressure pump 10 only during one lift duration that does not overlap with any injection control durations in the fuel injection valves 9 among the three lift durations during one revolution of the cam 32.
  • FIG. 2 shows the procedure of drive control over the high-pressure pump 10. The series of processes are repeatedly executed at each predetermined crank angle (°CA) during engine operation.
  • step SI it is determined in step SI whether the internal combustion engine 1 is in an idle operation state.
  • the process subsequently proceeds to step S2.
  • step S2 a driving duty of the spill valve 20 is calculated such that fuel is fed under pressure during all the lift durations (in this case, three lift durations) while the cam 32 rotates one revolution.
  • step S6 energization control over the solenoid 24 is executed on the basis of the driving duty calculated in step S2. Then, the series of processes once end.
  • step SI when it is determined in step SI that the internal combustion engine 1 is in the idle operation state (YES in step S I), the process proceeds to step S3.
  • step S3 it is determined whether the fuel pressure Pr is a target fuel pressure.
  • the target fuel pressure is set to a value at which, when fuel is fed under pressure by the high-pressure pump 10 only during the above-described one lift duration while the cam 32 rotates one revolution, a fuel pressure required for fuel injection at the last timing after the fuel has been fed under pressure can be ensured, and is preset through an experiment, or the like.
  • the process sequentially proceeds to step S2 and step S6, and energization control over the solenoid 24 is executed, after which the series of processes once end.
  • step S3 when it is determined in step S3 that the fuel pressure Pr is the target fuel pressure (YES in step S3), the process proceeds to step S4. In step S3
  • pressure feed stop lift duration a lift duration during which feeding fuel under pressure is stopped
  • step S6 energization control over the solenoid 24 is executed, after which the series of processes once end. That is, pressure feed limiting control is executed when the fuel pressure in the high-pressure passage is the target fuel pressure.
  • FIG. 3 A shows a change of an injection state of each fuel injection valve.
  • FIG. 3B shows a change of a pressure feed state of the high-pressure pump 10 during idle operation.
  • FIG. 3C shows a change of a fuel pressure Pr during idle operation.
  • FIG. 3D shows a change of a pressure feed state of the high-pressure pump 10 in a comparative embodiment.
  • FIG 3E shows a change of a fuel pressure Pr in the comparative embodiment.
  • the abscissa axis represents a crank angle (°CA).
  • the internal combustion engine 1 has four cylinders, so fuel is injected by the fuel injection valves at intervals of 180°CA. That is, in this case, fuel is injected into the fourth cylinder (#4) at 30°CA, and fuel is injected into the second cylinder (#2) at 210°CA. After that, fuel is injected into the first cylinder (#1) at 390°CA, and fuel is injected into the third cylinder (#3) at 570°CA.
  • fuel is fed under pressure during all the lift durations while the cam 32 rotates one revolution.
  • fuel is fed under pressure by closing the spill valve 20 during a period from about -30°CA (690°CA) to 0°CA, a period from about 210°CA to 240°CA and a period from about 450°CA to 480°CA.
  • the lift duration overlaps with the injection control duration of the fuel injection valve 9 (the period during which the fuel pressure Pr is detected, the valve open duration of the fuel injection valve 9), so, as shown in FIG. 3E, the fuel pressure Pr increases although the fuel injection valve 9 is opened. Thus, an excessive amount of fuel is injected from the opened fuel injection valve 9.
  • the spill valve 20 is opened, so fuel compressed by the plunger 15 is drained toward the fuel tank 2 through the introducing port 21.
  • the plunger 15 is lifted in a period in which the fuel pressure Pr is detected for fuel injection or a valve open duration of any one of the fuel injection valves 9 and, therefore, the fuel pressure Pr does not change in a desired mode, feeding fuel under pressure by the high-pressure pump 10 during the lift duration is stopped. Therefore, it is possible to avoid an excessive amount of injected fuel when the injection control duration overlaps with the lift duration.
  • the duration during which the spill valve 20 is closed in order to feed fuel under pressure is about three times as long as the duration (from about -30°CA (690°CA) to 0°CA) in the above-described comparative embodiment. That is, one lift duration at the time when pressure feed limiting control is executed is set so as to be longer than one lift duration at the time when no pressure feed limiting control is executed. This is because the amount of fuel fed under pressure once is increased and, by so doing, shortage of fuel at the time of each following fuel injection is appropriately suppressed.
  • the spill valve 20 in the present embodiment functions as a drain mechanism according to the invention.
  • the internal combustion engine 1 includes the high-pressure pump 10 that pressurizes and discharges fuel, supplied from the fuel tank 2, by lifting the plunger 15 with the use of the three cam noses 32a of the cam 32 of the intake camshaft 31.
  • the internal combustion engine 1 includes the fuel injection valves 9 respectively provided in the four cylinders.
  • the fuel injection valves 9 inject and supply fuel, fed under pressure from the high-pressure pump 10 through the high-pressure passage (the discharge passage 14, the high-pressure supply pipe 7 and the delivery pipe 8), into the corresponding cylinders. That is, the number of cylinders "4" of the internal combustion engine 1 is not a natural number multiple of the number of the cam noses 32a "3".
  • the electronic control unit 40 controls a mode in which fuel is injected by each fuel injection valve 9 on the basis of the fuel pressure Pr in the delivery pipe 8 in a period immediately before fuel injection.
  • the electronic control unit 40 executes pressure feed limiting control in which feeding fuel under pressure by the high-pressure pump 10 during the lift duration is stopped by opening the spill valve 20.
  • the pressure feed limiting control fuel is fed under pressure by the high-pressure pump 10 only during one lift duration that does not overlap with any injection control durations in the fuel injection valves 9 among the lift durations of the plunger 15 by the three cam noses 32a.
  • the electronic control unit 40 executes pressure feed limiting control during idle operation.
  • pressure feed limiting control When there are large variations in fuel injection amount among the cylinders, engine torque fluctuations increase, so engine vibrations increase. Particularly, during idle operation of the internal combustion engine 1 in which the engine vibration level is low, such increasing of the engine vibrations cannot be ignored. Thus, by executing the above-described pressure feed limiting control during idle operation, it is possible to appropriately suppress occurrence of such an inconvenience.
  • each fuel injection valve 9 per injection The amount of fuel injected by each fuel injection valve 9 per injection is small during idle operation of the internal combustion engine 1, so the width of decrease in fuel pressure per injection is small. Therefore, even when feeding fuel under pressure is limited through pressure feed limiting control and, therefore, the fuel pressure cannot be temporarily increased, it is possible to suppress occurrence of an inconvenience that injected fuel becomes insufficient through pressure feed limiting control as much as possible.
  • the internal combustion engine control device and the internal combustion engine according to the invention are not limited to the configuration illustrated in the above-described embodiment, but they may be, for example, modified into the following alternative embodiments as needed.
  • the above-described pressure feed limiting control is executed during idle operation; instead, pressure feed limiting control may be executed during low-load operation other than during idle operation.
  • fuel is fed under pressure by the high-pressure pump 10 only during one lift duration that does not overlap with any injection control durations in the fuel injection valves 9 among the lift durations of the plunger 15 by the three cam noses 32a.
  • the mode in which pressure feed limiting control is executed according to the invention is not limited to this configuration.
  • feeding fuel under pressure by the high-pressure pump 10 is limited only during a lift duration that overlaps with an injection control duration in any one of the fuel injection valves 9 (period from about 210°CA to 240°CA in the above-described embodiment) among the lift durations of the plunger 15 by the three cam noses 32a.
  • the four-cylinder internal combustion engine 1 that includes the cam 32 having the three cam noses 32a is illustrated; however, the internal combustion engine according to the invention is not limited to this configuration.
  • a six-cylinder internal combustion engine includes a cam having four cam noses.
  • the number of cylinders "6" of the internal combustion engine is not a natural number multiple of the number of the cam noses "4", and at least a lift duration of the plunger by any one of the cam noses overlaps with an injection control duration in any one of the fuel injection valves.
  • feeding fuel under pressure by the high-pressure pump 10 is stopped in pressure feed limiting control; however, the pressure feed limiting control according to the invention is not always limited to the configuration that feeding fuel under pressure is stopped. That is, for example, when a lift duration overlaps with an injection control duration in any one of the fuel injection valves, the amount of fuel fed under pressure by the high-pressure pump is reduced as compared with the case where a lift duration does not overlap with any injection control durations. Thus, feeding fuel under pressure just needs to be limited.

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

Abstract

L'invention porte sur un dispositif de commande pour un moteur à combustion interne qui comprend : une pompe à haute pression qui comprime et débite un carburant, pris sur un réservoir de carburant, en élevant un plongeur au moyen de nez de came d'une came qui tourne avec la rotation d'un arbre de sortie du moteur ; et des soupapes d'injection de carburant utilisées pour des cylindres correspondants pour injecter et fournir du carburant, lequel est acheminé sous pression à partir d'une pompe à haute pression en passant par un passage de haute pression, dans les cylindres correspondants, le dispositif comprenant : une unité de commande servant à commander un mode d'injection de carburant pour chaque soupape d'injection de carburant sur la base d'une pression de carburant régnant dans le passage à haute pression dans une période qui précède immédiatement l'injection de carburant, l'unité de commande exécutant une commande de limitation d'alimentation de pression dans laquelle, lorsqu'une durée d'élévation du plongeur par un quelconque des nez de came est à recouvrement avec une durée de commande d'injection dans l'une quelconque des soupapes d'injection de carburant, la fourniture de carburant sous pression par la pompe à haute pression pendant la durée de l'élévation est limitée.
PCT/IB2012/002003 2011-10-24 2012-10-10 Procédé et dispositif pour commander l'alimentation en carburant d'un moteur à combustion interne WO2013061123A1 (fr)

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Application Number Priority Date Filing Date Title
EP12790950.5A EP2771557A1 (fr) 2011-10-24 2012-10-10 Procédé et dispositif pour commander l'alimentation en carburant d'un moteur à combustion interne

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JP2011-233287 2011-10-24
JP2011233287A JP2013092071A (ja) 2011-10-24 2011-10-24 内燃機関制御装置及び内燃機関

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WO2013061123A1 true WO2013061123A1 (fr) 2013-05-02
WO2013061123A8 WO2013061123A8 (fr) 2013-07-04

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