WO2014188597A1 - Dispositif de commande d'injection de carburant pour moteur à combustion interne - Google Patents

Dispositif de commande d'injection de carburant pour moteur à combustion interne Download PDF

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Publication number
WO2014188597A1
WO2014188597A1 PCT/JP2013/064522 JP2013064522W WO2014188597A1 WO 2014188597 A1 WO2014188597 A1 WO 2014188597A1 JP 2013064522 W JP2013064522 W JP 2013064522W WO 2014188597 A1 WO2014188597 A1 WO 2014188597A1
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Prior art keywords
injection control
fuel
injection
combustion state
fuel injection
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PCT/JP2013/064522
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English (en)
Japanese (ja)
Inventor
素成 鎗野
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トヨタ自動車株式会社
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Priority to PCT/JP2013/064522 priority Critical patent/WO2014188597A1/fr
Publication of WO2014188597A1 publication Critical patent/WO2014188597A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • 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
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
    • F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
    • F02M61/184—Discharge orifices having non circular sections
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2200/063—Lift of the valve needle
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • 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.
  • Patent Document 1 describes a fuel injection valve for an internal combustion engine.
  • the fuel injection valve described in Patent Document 1 is a fuel injection valve having a slit-shaped injection hole and a variable needle lift amount.
  • JP 2001-153003 A Japanese Patent Laid-Open No. 2006-220098
  • an object of the present invention is to improve the deterioration of the combustion state when a fuel injection valve having a slit-shaped injection hole is used as a direct injection valve.
  • the present invention includes an internal combustion engine that includes a fuel injection valve that directly injects fuel into a cylinder, the fuel injection valve has a slit-shaped injection hole, and can selectively perform full lift injection control and partial lift injection control
  • the present invention relates to a fuel injection control device.
  • the apparatus of the present invention is a controller that switches the injection control to the other injection control while maintaining the total fuel injection amount before and after switching when the combustion state is worse than the predetermined combustion state during one injection control. It comprises.
  • the device of the present invention sets the total fuel injection amount after switching to the total fuel injection before switching.
  • a control unit is provided that switches the injection control from the one injection control to the other injection control while maintaining the same amount as the amount.
  • the total fuel injection amount is the total amount of fuel injected from the fuel injection valve per engine cycle.
  • the control unit increases the number of injections per engine cycle to increase the total fuel injection amount after switching (that is, partial lift injection control). Is maintained at the same amount as the total fuel injection amount before switching (that is, the total fuel injection amount in the full lift injection control).
  • the fuel flow distribution in the spray when the combustion state deteriorates, one of the causes of the deterioration is the fuel flow distribution in the spray. That is, when the combustion state deteriorates, the fuel flow rate distribution in the spray may be unfavorable for ensuring a predetermined combustion state.
  • the nozzle hole has a slit shape, the fuel flow rate distribution in the spray is changed by changing the needle lift amount. Therefore, if the injection control is switched between the full lift injection control and the partial lift injection control when the combustion state deteriorates, the distribution of the fuel flow rate in the spray is suitable for ensuring a predetermined combustion state. Is likely to be. For this reason, according to this invention, the deterioration of a combustion state can be improved.
  • the control unit changes the injection control from the full lift injection control to the partial lift while maintaining the same total fuel injection amount before and after switching. Switch to injection control.
  • the combustion state can be improved for the following reasons. That is, when the combustion state deteriorates during the full lift injection control, there is a possibility that the fuel flow rate distribution in the spray is not preferable for forming an air-fuel mixture with high homogeneity.
  • the fuel flow rate distribution in the spray changes by changing the needle lift amount. Therefore, if the injection control is switched to partial lift injection control when the combustion state deteriorates during full lift injection control, the distribution of fuel flow in the spray is suitable for forming a mixture with high homogeneity. Is likely to be. For this reason, the deterioration of the combustion state can be improved.
  • control unit maintains the same total fuel injection amount before and after switching when the combustion state is worse than the predetermined combustion state during full lift injection control at high load and low rotation.
  • the injection control is switched from full lift injection control to partial lift injection control.
  • This control has the following advantages. That is, when the combustion state deteriorates during the full lift injection control at the time of high load and low rotation, there is a high possibility that the cause of the deterioration is the fuel flow rate distribution in the spray. Therefore, if the injection control is switched to the partial lift injection control at this time, the fuel flow rate distribution in the spray is very likely to be a distribution suitable for forming an air-fuel mixture with high homogeneity. For this reason, according to this invention, deterioration of a combustion state can be improved more reliably.
  • the control unit switches the injection control from the partial lift injection control to the full lift injection control when the combustion state is the predetermined combustion state during the partial lift injection control, the combustion state is changed to the predetermined combustion state. If maintained, the injection control may be switched from partial lift injection control to full lift injection control while maintaining the same total fuel injection amount before and after switching.
  • This control has the following advantages. That is, deposits may accumulate in the nozzle holes. And when a nozzle hole is slit shape, many deposits accumulate on the edge part wall surface of the width direction of a nozzle hole. On the other hand, according to full lift injection, the flow rate of fuel flowing in the vicinity of the end wall surface in the width direction of the nozzle hole is larger than in partial lift injection. According to the present invention, as long as the combustion state is maintained at a predetermined combustion state, full lift injection control is performed. Therefore, deposits accumulated in the nozzle holes can be removed while maintaining the combustion state at a predetermined combustion state. In addition, it is possible to suppress deposit accumulation in the nozzle hole.
  • the control unit performs the partial lift injection control while maintaining the total fuel injection amount before and after switching to the same amount. To full lift injection control.
  • the combustion state can be improved for the following reasons. That is, when the combustion state deteriorates during the partial lift injection control, one of the causes of the deterioration is the fuel flow rate distribution in the spray. That is, there is a possibility that the fuel flow rate distribution in the spray is not preferable for maintaining a predetermined combustion state.
  • the flow rate distribution in the spray changes by changing the needle lift amount. Therefore, if the injection control is switched to the full lift injection control when the combustion state deteriorates during the partial lift injection control, the fuel flow distribution in the spray becomes a distribution suitable for maintaining a predetermined combustion state. Probability is high. For this reason, according to this invention, the deterioration of a combustion state can be improved.
  • FIG. 1 shows an internal combustion engine to which a fuel injection control device of an embodiment of the present invention is applied.
  • FIG. 2 shows the fuel injection valve of the first embodiment.
  • FIG. 3A shows a change in the needle lift amount during the full lift injection
  • FIG. 3B shows a change in the needle lift amount during the partial lift injection.
  • FIG. 4 shows the nozzle hole and its periphery of the fuel injection valve of the first embodiment.
  • FIG. 5A shows fuel spray during full lift injection
  • FIG. 5B shows fuel spray during partial lift injection.
  • 6A is a diagram for explaining the spray angle at the time of full lift injection
  • FIG. 6B is a diagram for explaining the spray angle at the time of partial lift injection.
  • FIG. 7 shows an example of the fuel injection control flow of the first embodiment.
  • FIG. 8 shows a part of another example of the fuel injection control flow of the first embodiment.
  • FIG. 9 shows a part of another example of the fuel injection control flow of the first embodiment.
  • FIG. 10 shows an example of the fuel
  • FIG. 1 An internal combustion engine to which the fuel injection control device of the present invention is applied is shown in FIG.
  • 10 is a body of an internal combustion engine (hereinafter referred to as “engine body”)
  • 11 is a fuel injection valve
  • 12 is a cylinder head
  • 13 is a cylinder block
  • 14 is an intake valve
  • 15 is an exhaust valve
  • 16 is a spark plug
  • 17 Is an in-cylinder pressure sensor
  • 18 is a combustion chamber
  • 19 is a piston
  • 90 is an electronic control unit (ECU).
  • ECU electronice control unit
  • the fuel injection valve 11 is attached to a part of the engine body 10 (for example, a part of the cylinder head 12 or a part of the cylinder block 13) on the side of the intake valve 13 in the upper part of the cylinder (that is, the combustion chamber 18). .
  • FIG. 2 shows the configuration of the fuel injection valve 11.
  • 30 is a nozzle
  • 31 is a needle valve
  • 32 is a fuel injection hole (hereinafter “injection hole”)
  • 33 is a fuel passage
  • 34 is a solenoid
  • 35 is a spring
  • 36 is a fuel intake port
  • 37 is an injection valve.
  • Each axis is shown.
  • the injection valve axis 37 is an axis extending in the longitudinal direction of the fuel injection valve 11.
  • the fuel injection valve 11 is a so-called inner opening type fuel injection valve.
  • the fuel injection valve 11 can selectively perform either full lift injection or partial lift injection. As shown in FIG.
  • the full lift injection is a fuel injection that raises the needle valve 31 to the maximum lift amount (that is, the maximum lift injection), and the partial lift injection is the one shown in FIG. ),
  • the fuel injection that is, partial lift injection
  • the needle lift amount can be controlled by controlling the energization time to the fuel injection valve 11.
  • FIG. 3A shows the transition of the needle lift amount of one full lift injection
  • FIG. 3B shows the transition of the needle lift amount of three partial lift injections. ing.
  • FIG. 4 shows the structure of the injection hole 32 and its periphery of the fuel injection valve 11 of the first embodiment.
  • FIG. 4A shows the tip of the fuel injection valve 11 when the tip of the fuel injection valve 11 is viewed from the outside of the fuel injection valve 11 along the injection valve axis 37.
  • 4B shows a cross section taken along line BB in FIG. 4A
  • FIG. 4C shows a cross section taken along line CC in FIG. 4A.
  • 30 is a nozzle
  • 31 is a needle valve
  • 32 is an injection hole
  • 37 is an injection valve axis
  • 38 is a sack
  • 39 is a needle seat portion (hereinafter “sheet portion”)
  • 40 is a nozzle seat wall surface
  • 41 is a needle.
  • the sheet wall surface, 42 is the nozzle hole central region
  • 43 is the nozzle hole end region
  • 44 is the inlet
  • 45 is the outlet
  • 46 is the sack center
  • 47 is the nozzle central axis
  • 48 is the nozzle end axis.
  • the sack center 46 is the center of the space constituting the sack 38 and is a point on the injection valve axis 37.
  • the nozzle seat wall surface 40 is a wall surface on which the needle seat wall surface 41 is seated when the fuel injection valve 11 is fully closed (that is, when the needle lift amount becomes zero).
  • the nozzle hole central axis 47 is an axis that penetrates the center of the nozzle hole 32 in the fuel flow direction (that is, the direction in which fuel flows in the nozzle hole).
  • the nozzle hole end axis 48 is an axis that penetrates the end of the nozzle hole 13 in the fuel flow direction.
  • the nozzle hole 32 has an inlet 44 and an outlet 45.
  • the inlet 44 is open to the sack 38, and the fuel flows into the injection hole 32 through the inlet 44.
  • the outlet 45 is open to the outside of the fuel injection valve 11, and the fuel is injected from the outlet 45.
  • the inner region of the nozzle hole 32 is divided into a nozzle hole central region 42 and a nozzle hole end region 43.
  • the nozzle hole central region 42 is a region extending from the inlet 44 to the outlet 45 along the nozzle central axis 47.
  • the nozzle hole end region 43 is a region that extends from the inlet 44 to the outlet 45 along each nozzle hole end axis 48 on both sides of the nozzle hole central region 42.
  • the injection hole 32 when the injection hole 32 is viewed in its cross section, the injection hole 32 has a rectangular cross section.
  • the cross section of the injection hole is a cross section when the injection hole is cut along a plane perpendicular to the injection hole central axis 47.
  • FIG. 4B when the nozzle hole 32 is viewed in cross section BB, the nozzle hole 32 has a fan-shaped shape that spreads from the inlet 44 toward the outlet 45. Therefore, the flow path cross section of the nozzle hole 32 gradually increases from the inlet 44 toward the outlet 45.
  • the channel area of the outlet 45 is larger than the channel area of the inlet 44.
  • the cross section BB is a cross section when the nozzle hole is cut along one plane including the nozzle hole central axis 47 and each nozzle hole end axis 48.
  • the nozzle hole 32 when the nozzle hole 32 is viewed in its longitudinal section, the nozzle hole 32 has a substantially rectangular shape.
  • the vertical cross section of the injection hole is a cross section when cut along one plane including the injection hole central axis 47 and the injection valve axis 37.
  • the nozzle hole 32 is formed so that the nozzle hole center axis 47 and the nozzle hole end axis 48 intersect the sack center 46. It is formed at the tip.
  • the injection hole 32 is formed at the tip of the nozzle 30 so that the injection hole central axis 47 has a certain angle with respect to the injection valve axis 37.
  • the injection hole may be formed at the tip of the nozzle 30 such that the injection hole central axis 47 coincides with the injection valve axis 37.
  • FIG. 5 shows fuel spray injected from the fuel injection valve 11 of the first embodiment (hereinafter referred to as “spray”).
  • FIG. 5 shows spraying when the tip of the fuel injection valve 11 is viewed from the outside of the fuel injection valve 11 along the injection valve axis 37.
  • FIG. 5A shows spray during full lift injection
  • FIG. 5B shows spray during partial lift injection.
  • 50 is spray sprayed from the nozzle hole center region 42 through the outlet 45 (hereinafter “spray center part”), and 51 is sprayed from the nozzle hole end region 43 through the outlet 45.
  • Spray hereinafter “spray end”.
  • the fuel flow rate (see FIG. 5A) of the spray central portion 50 at the time of full lift injection is the spray central portion at the time of partial lift injection.
  • Less than 50 fuel flow rates see FIG. 5B). That is, the ratio of the injection amount from the nozzle hole central region to the total injection amount at the time of full lift injection is smaller than the ratio of the injection amount from the nozzle hole central region to the total injection amount at the time of partial lift injection.
  • the fuel flow rate at the nozzle hole end 51 during full lift injection is larger than the fuel flow rate at the spray end 51 during partial lift injection (see FIG. 5B). That is, the ratio of the injection amount from the nozzle hole end region to the total injection amount at the time of full lift injection is larger than the ratio of the injection amount from the nozzle hole end region to the total injection amount at the time of partial lift injection.
  • the spray angle 52 during full lift injection is the same as the spray angle 52 during partial lift injection (see FIG. Larger than B).
  • the penetration force at the time of full lift injection is larger than the penetration force at the time of partial lift injection.
  • the spray angle 52 is the angle between the outer edges 53 of the spray, and the penetration force is the force that the spray travels in the cylinder.
  • the fuel injection control of the first embodiment will be described.
  • the fuel flow rate at the center of the spray at the time of full lift injection is the fuel flow rate at the center of the spray at the time of partial lift injection (see FIG. More than B).
  • the fuel flow rate at the spray end during full lift injection is smaller than the fuel flow rate at the spray end during partial lift injection (see FIG. 5B).
  • the injection control in view of the relationship between the needle lift amount and the fuel flow distribution in the spray, when the combustion state becomes worse than the predetermined combustion state during the full lift injection control, the injection control is changed from the full lift injection control. It is switched to partial lift injection control.
  • the full lift injection control is a control for executing full lift injection at a predetermined timing (specifically, a timing near the compression top dead center), and the partial lift injection control is a predetermined timing (specifically, In this case, the partial lift injection is executed at a timing near the compression top dead center.
  • the total fuel injection amount before and after the switching is maintained at the same amount. That is, the total fuel injection amount after switching (that is, the total fuel injection amount during partial lift injection control) is maintained at the same amount as the total fuel injection amount before the switching (that is, total fuel injection amount during full lift injection control). It is preferable.
  • the total fuel injection amount is the total amount of fuel injected by the fuel injection valve per engine cycle.
  • a means for maintaining the same total fuel injection amount before and after switching for example, a means for increasing the number of injections per engine cycle in the partial lift injection control can be employed.
  • the atomization degree of the fuel at the spray end is poor, and therefore, the fuel at the spray end is difficult to burn (that is, the combustion of the fuel at the spray end is difficult to proceed, that is, The combustion speed of the fuel at the spray end is slow), and as a whole, there is a possibility that an air-fuel mixture with high homogeneity is not formed in the cylinder. That is, there is a possibility that the fuel flow rate distribution in the spray is unfavorable for forming a mixture with high homogeneity.
  • the fuel flow rate distribution in the spray changes by changing the needle lift amount. Specifically, the fuel flow rate at the spray end is reduced by switching the injection control from full lift injection control to partial lift injection control. Accordingly, if the injection control is switched to the partial lift injection control when the combustion state deteriorates during the full lift injection control, there is a high possibility that the degree of atomization of the fuel at the spray end is improved. That is, there is a high possibility that the fuel flow rate distribution in the spray becomes a distribution suitable for forming an air-fuel mixture with high homogeneity. For this reason, according to 1st Embodiment, the deterioration of a combustion state can be improved.
  • the partial lift injection control may be continued regardless of whether or not the combustion state is worse than the predetermined combustion state during the partial lift injection control.
  • the combustion state becomes worse than the predetermined combustion state during the partial lift injection control, it is preferable to switch the injection control from the partial lift injection control to the full lift injection control. According to this, the following advantages can be obtained.
  • the fuel flow rate distribution in the spray changes by changing the needle lift amount. Specifically, the fuel flow rate at the spray end is increased by switching the injection control from the partial lift injection control to the full lift injection control. Therefore, if the injection control is switched to the full lift injection control when the combustion state deteriorates during the partial lift injection control, it is highly possible that the combustion speed of the fuel at the spray end portion is improved. For this reason, when the combustion state becomes worse than the predetermined combustion state during the partial lift injection control, the deterioration of the combustion state can be improved by switching the injection control from the partial lift injection control to the full lift injection control. Benefits are gained.
  • the total fuel injection amount before and after the switching is maintained at the same amount. That is, the total fuel injection amount after switching (that is, the total fuel injection amount during full lift injection control) is maintained at the same amount as the total fuel injection amount before the switching (that is, total fuel injection amount during partial lift injection control). It is preferable.
  • Deposits may accumulate in the nozzle hole. And, like the fuel injection valve of the first embodiment, when the injection hole has a slit shape, many deposits are formed on the wall surface of the end region of the injection hole (in other words, the end of the injection hole in the width direction). Deposited on the wall). On the other hand, according to full lift injection, the flow rate of fuel flowing through the end region of the injection hole (in other words, in the vicinity of the end wall surface in the width direction of the injection hole) is larger than in partial lift injection.
  • the injection control Is switched from partial lift injection control to full lift injection control (that is, by performing full lift injection control as long as the combustion state is maintained at a predetermined combustion state), deposits accumulated in the nozzle holes can be removed. In addition, it is possible to obtain an advantage that deposit accumulation in the nozzle hole can be suppressed.
  • the deposit is a substance generated by in-cylinder combustion, for example, an unburned material such as fuel or lubricating oil.
  • the combustion state can be grasped by, for example, the torque fluctuation amount, the in-cylinder pressure fluctuation amount, the engine speed fluctuation amount, the exhaust temperature, and the exhaust properties (for example, the unburned HC amount).
  • the torque fluctuation amount is larger than a predetermined amount, or when the in-cylinder pressure fluctuation amount is larger than a predetermined amount, or when the engine rotational speed fluctuation amount is larger than a predetermined amount, or the exhaust
  • the temperature is lower than the predetermined temperature, or when the exhaust property is worse than the predetermined property (for example, when the unburned HC amount is larger than the predetermined amount)
  • the combustion state is worse than the predetermined combustion state.
  • the torque fluctuation amount is the fluctuation amount of the engine output torque
  • the fluctuation amount of the in-cylinder pressure is the fluctuation amount of the in-cylinder pressure (or the maximum value of the in-cylinder pressure) at the specific crank angle.
  • the combustion state can be grasped by misfire, for example. That is, when the internal combustion engine has means for detecting misfire in the cylinder (for example, misfire sensor), when misfire occurs, or when the number of misfires within a predetermined time is greater than the predetermined number It can be determined that the combustion state is worse than the predetermined combustion state.
  • misfire for example. That is, when the internal combustion engine has means for detecting misfire in the cylinder (for example, misfire sensor), when misfire occurs, or when the number of misfires within a predetermined time is greater than the predetermined number It can be determined that the combustion state is worse than the predetermined combustion state.
  • FIG. 1 An example of the fuel injection control flow of the first embodiment is shown in FIG. This flow is executed every time a predetermined time elapses.
  • the target fuel injection amount Q is determined.
  • CT> CTth a predetermined amount
  • step 13 the partial lift amount (that is, the needle lift amount in one partial lift injection). ) Lp is determined.
  • the number of injections Np is determined based on the target fuel injection amount Q determined at step 10 and the partial lift amount Lp determined at step 13. That is, the number of partial lift injections required to inject the fuel of the target fuel injection amount Q determined in step 10 is determined by the partial lift injection of the partial lift amount Lp determined in step 13.
  • the injection control is switched from full lift injection control to partial lift injection control, and the flow ends. In this case, after the injection control is switched in step 15, the partial lift injection at the partial lift amount Lp determined in step 13 is executed for the number of injections Np determined in step 14 in each engine cycle of each cylinder. Is done.
  • FIGS. 1 and 2 of First Embodiment Another example of the fuel injection control flow of the first embodiment is shown in FIGS. This flow is executed every time a predetermined time elapses. Since steps 11 to 16 of this flow are the same as steps 11 to 16 of the flow of FIG. 7, description of these steps is omitted.
  • step 22 it is determined whether or not the torque fluctuation amount CT is larger than a predetermined amount CTth (CT> CTth).
  • CT> CTth a predetermined amount
  • the injection control is switched to the full lift injection control in step 21, the full lift injection control is continued.
  • the partial lift amount Lp is determined in step 23.
  • the number of injections Np is determined based on the target fuel injection amount Q determined at step 10 and the partial lift amount Lp determined at step 23.
  • the number of partial lift injections required to inject the fuel of the target fuel injection amount Q determined in step 10 is determined by the partial lift injection of the partial lift amount Lp determined in step 23.
  • the injection control is switched from full lift injection control to partial lift injection control, and the flow ends.
  • the partial lift injection at the partial lift amount Lp determined in step 23 is executed for the number of injections Np determined in step 24 in each engine cycle of each cylinder. Is done.
  • step 20 to step 25 of this flow when the torque fluctuation amount is equal to or less than the predetermined amount during the partial lift injection control, the injection control is once switched to the full lift injection control, and the subsequent torque fluctuation amount is equal to or less than the predetermined amount. Then, the full lift injection control is continued as it is, while if the torque fluctuation amount is larger than the predetermined amount, the injection control is returned to the partial lift injection control.
  • Second Embodiment A second embodiment will be described.
  • the configuration and control of the second embodiment not described below are the same as the configuration and control of the first embodiment, respectively, or when considering the configuration or control of the second embodiment described below.
  • the configuration and control are naturally derived from the configuration or control of the embodiment.
  • the injection control is switched from the full lift injection control to the partial lift injection control when the combustion state is worse than the predetermined combustion state during full lift injection control at the time of high load and low rotation.
  • the total fuel injection amount before and after switching is maintained at the same amount. That is, the total fuel injection amount after switching (that is, the total fuel injection amount during partial lift injection control) is maintained at the same amount as the total fuel injection amount before the switching (that is, total fuel injection amount during full lift injection control). It is preferable.
  • FIG. 3 An example of the fuel injection control flow of the second embodiment is shown in FIG. This flow is executed every time a predetermined time elapses.
  • the target fuel injection amount Q is determined.
  • CT> CTth a predetermined amount
  • step 33 the engine speed NE is smaller than the predetermined engine speed NEth and the engine load KL. Is greater than a predetermined load KLth (NE ⁇ NEth and KL> KLth).
  • the partial lift amount Lp is determined in step 34.
  • the number of injections Np is determined based on the target fuel injection amount Q determined at step 30 and the partial lift amount Lp determined at step 34. That is, the number of partial lift injections required to inject the fuel of the target fuel injection amount Q determined in step 30 is determined by the partial lift injection of the partial lift amount Lp determined in step 34.
  • the injection control is switched from full lift injection control to partial lift injection control, and the flow ends. In this case, after the injection control is switched in step 36, the partial lift injection at the partial lift amount Lp determined in step 34 is executed for the number of injections Np determined in step 35 in each engine cycle of each cylinder. Is done.
  • step 33 When it is determined in step 33 that NE ⁇ NEth and KL> KLth are not satisfied, the flow ends as it is. In this case, the current injection control (that is, full lift injection control) is continued.
  • step 37 the injection control is switched from partial lift injection control to full lift injection control, and the flow finish.
  • the full lift injection control is executed so that the fuel of the target fuel injection amount Q determined in step 30 is injected in each engine cycle of each cylinder.
  • the flow described above performs both switching from full lift injection control to partial injection control and switching from partial lift injection control to full lift injection control in accordance with the combustion state.
  • the present invention is also applicable to the case where only one of these switching is performed according to the combustion state.
  • the present invention has been described by taking as an example the case where the fuel injection valve is attached to the part of the engine body on the side of the intake valve at the upper part of the cylinder.
  • the present invention can be applied to any part of the engine body as long as it directly injects fuel.
  • the embodiment of the present invention when viewed broadly, includes the fuel injection valve 11 that directly injects fuel into the cylinder, the fuel injection valve has the slit-shaped injection hole 32, and provides full lift control and partial lift.
  • the present invention relates to a fuel injection control device for an internal combustion engine capable of selectively performing control.
  • the combustion state is worse than the predetermined combustion state during one injection control (for example, when the torque fluctuation amount is larger than the predetermined amount)
  • the total fuel injection amount before and after switching is set to the same amount. It can be said that the control part (electronic control apparatus) 90 which switches injection control to the other injection control is maintained.
  • control unit maintains the same total fuel injection amount before and after switching when the combustion state is worse than a predetermined combustion state during the full lift injection control.
  • the injection control is switched from full lift injection control to partial lift injection control.
  • control unit performs before and after switching when the combustion state is worse than the predetermined combustion state during full lift injection control during high load and low rotation.
  • the injection control that maintains the same total fuel injection amount may be switched from full lift injection control to partial lift injection control.
  • control unit changes the injection control from the partial lift injection control to the full lift injection control when the fuel state is the predetermined combustion state during the partial lift injection control. If the combustion state is maintained at the predetermined combustion state even after switching, the injection control may be switched from partial lift injection control to full lift injection control while maintaining the same total fuel injection amount before and after switching. .
  • control unit determines the total fuel injection amount before and after switching when the combustion state is worse than the predetermined combustion state during the partial lift injection control. While maintaining the same amount, the injection control is switched from the partial lift injection control to the full lift injection control.

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

Abstract

L'objectif de la présente invention est de remédier à la dégradation d'un état de combustion en cas d'utilisation d'une soupape d'injection de carburant munie d'une ouverture d'injection en fente comme soupape d'injection de carburant injectant directement du carburant dans un cylindre. Le dispositif de commande d'injection de carburant pour moteur à combustion interne est muni d'une soupape d'injection de carburant (11) qui injecte directement du carburant dans un cylindre. La soupape d'injection de carburant présente une ouverture d'injection en fente (32), et le dispositif de commande d'injection de carburant peut exécuter sélectivement une commande d'injection de levée totale et une commande d'injection de levée partielle. Le dispositif est équipé d'une unité de commande (90) qui, lorsque l'état de combustion se dégrade pendant la commande d'injection de levée totale au-delà d'un état de combustion prédéterminé, commute la commande d'injection en la faisant passer de la commande d'injection de levée totale à la commande d'injection de levée partielle tout en maintenant en l'état la quantité totale d'injection de carburant avant et après commutation.
PCT/JP2013/064522 2013-05-24 2013-05-24 Dispositif de commande d'injection de carburant pour moteur à combustion interne WO2014188597A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2013/064522 WO2014188597A1 (fr) 2013-05-24 2013-05-24 Dispositif de commande d'injection de carburant pour moteur à combustion interne

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Application Number Priority Date Filing Date Title
PCT/JP2013/064522 WO2014188597A1 (fr) 2013-05-24 2013-05-24 Dispositif de commande d'injection de carburant pour moteur à combustion interne

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002115629A (ja) * 2000-10-12 2002-04-19 Nissan Motor Co Ltd 内燃機関の燃料噴射制御装置
JP2009513856A (ja) * 2003-06-30 2009-04-02 ダイムラー・アクチェンゲゼルシャフト 圧縮点火内燃機関
WO2013073111A1 (fr) * 2011-11-18 2013-05-23 株式会社デンソー Dispositif de commande d'injection de carburant pour moteur à combustion interne
JP2013104329A (ja) * 2011-11-11 2013-05-30 Toyota Motor Corp 内燃機関の燃料噴射システム

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002115629A (ja) * 2000-10-12 2002-04-19 Nissan Motor Co Ltd 内燃機関の燃料噴射制御装置
JP2009513856A (ja) * 2003-06-30 2009-04-02 ダイムラー・アクチェンゲゼルシャフト 圧縮点火内燃機関
JP2013104329A (ja) * 2011-11-11 2013-05-30 Toyota Motor Corp 内燃機関の燃料噴射システム
WO2013073111A1 (fr) * 2011-11-18 2013-05-23 株式会社デンソー Dispositif de commande d'injection de carburant pour moteur à combustion interne

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