WO2014196047A1 - Dispositif de commande de soupape d'injection de carburant - Google Patents

Dispositif de commande de soupape d'injection de carburant Download PDF

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Publication number
WO2014196047A1
WO2014196047A1 PCT/JP2013/065662 JP2013065662W WO2014196047A1 WO 2014196047 A1 WO2014196047 A1 WO 2014196047A1 JP 2013065662 W JP2013065662 W JP 2013065662W WO 2014196047 A1 WO2014196047 A1 WO 2014196047A1
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WO
WIPO (PCT)
Prior art keywords
fuel
fuel injection
injection valve
valve
control device
Prior art date
Application number
PCT/JP2013/065662
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English (en)
Japanese (ja)
Inventor
輝晃 羽原
Original Assignee
トヨタ自動車株式会社
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Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2013/065662 priority Critical patent/WO2014196047A1/fr
Publication of WO2014196047A1 publication Critical patent/WO2014196047A1/fr

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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
    • 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
    • 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
    • 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
    • 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
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • 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
    • 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 control device for a fuel injection valve. Specifically, the present invention relates to a control device for a fuel injection valve having a slit nozzle. More specifically, the present invention relates to a control device for a fuel injection valve having a slit nozzle, which can reduce deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke.
  • the purpose is to reduce particulate matter (PM) caused by interference between fuel spray and an intake valve, and to reduce oil dilution caused by adhesion of fuel spray to the bore inner wall.
  • PM particulate matter
  • the compression stroke it has been proposed to perform the compression stroke injection in which fuel is injected from the fuel injection valve.
  • the air flow (for example, tumble flow) in the cylinder (combustion chamber) is weaker than the intake stroke injection in which fuel is injected from the fuel injection valve in the intake stroke. For this reason, when compression stroke injection is performed in a direct injection engine, the homogeneity of the air-fuel mixture in the cylinder deteriorates (homogeneity decreases). As a result, for example, there is an increased risk of causing problems such as a decrease in exhaust gas cleanliness (a decrease in emissions) and an increase in torque fluctuation.
  • the fuel injection valve provided with the slit nozzle as described above makes the shape of the fuel spray injected from the nozzle hole non-uniform in the circumferential direction around the injection direction as the entire fuel spray injected into the nozzle hole. be able to.
  • the spray of fuel injected from the nozzle hole of the fuel injection valve provided with the slit nozzle has, for example, a fan shape, and the concentration of fuel at both end portions of the fan spray is compared to other portions. And high (that is, the fuel distribution in the spray is non-uniform) and has a high penetration force.
  • the air-fuel mixture in the cylinder caused by the fact that the air flow in the cylinder in the compression stroke is weaker than that in the intake stroke as compared with the fuel injection valve provided with a general nozzle.
  • the homogeneity to deteriorate, and as a result, there is a higher possibility of causing problems such as a reduction in emissions and an increase in torque fluctuation. Accordingly, there is a need in the art for a control device for a fuel injection valve having a slit nozzle that can reduce the deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke.
  • a control device for a fuel injection valve having a slit nozzle that can reduce the deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke. That is, it is an object of the present invention to provide a control device for a fuel injection valve having a slit nozzle, which can reduce the deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke.
  • the above object of the present invention is to A valve seat formed around a nozzle hole having a slit-like shape, and a valve body that closes the nozzle hole by sitting on the valve seat part and opens the nozzle hole by moving away from the valve seat part And a control device for a fuel injection valve that directly injects fuel into a cylinder, When fuel is injected in the compression stroke, at least once, the lift amount, which is the amount of movement of the valve body from the state in which the valve body is seated on the valve seat portion, is a maximum that is a predetermined maximum amount. Injecting fuel from the fuel injection valve by a partial lift system which is an injection system for reducing the lift amount before reaching the lift amount; This is achieved by the control device of the fuel injection valve.
  • a control device for a fuel injection valve equipped with a slit nozzle which can reduce the deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke.
  • problems such as a reduction in emissions and an increase in torque fluctuation can be reduced.
  • FIG. 1 is a schematic diagram showing an example of the configuration of an internal combustion engine to which a control device for a fuel injection valve according to one embodiment of the present invention is applied.
  • FIG. 2 is a schematic diagram showing an example of the configuration of the fuel injection valve provided in the internal combustion engine to which the control device for the fuel injection valve according to one embodiment of the present invention is applied.
  • FIG. 3A is a schematic graph showing a change in the lift amount of the valve body (needle) at the time of injection by the full lift method
  • FIG. 3B is a change of the lift amount of the needle at the time of injection by the partial lift method. It is a typical graph which shows.
  • FIG. 3A is a schematic graph showing a change in the lift amount of the valve body (needle) at the time of injection by the full lift method
  • FIG. 3B is a change of the lift amount of the needle at the time of injection by the partial lift method. It is a typical graph which shows.
  • FIG. 3A is a schematic graph showing a
  • FIG. 4 is a schematic diagram showing an example of the configuration of the injection hole of the fuel injection valve provided in the internal combustion engine to which the control device for the fuel injection valve according to one embodiment of the present invention is applied, and its surroundings.
  • FIG. 5 is a schematic diagram for explaining fuel injection control by the fuel injection valve control apparatus according to one embodiment of the present invention.
  • FIG. 6 is a schematic diagram for explaining fuel injection control by the control device for a fuel injection valve according to another embodiment of the present invention.
  • FIG. 7 is a schematic diagram for explaining fuel injection control by the fuel injection valve control apparatus according to still another embodiment of the present invention.
  • the present invention provides a control device for a fuel injection valve including a slit nozzle, which can reduce the deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke.
  • a control device for a fuel injection valve including a slit nozzle which can reduce the deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke.
  • the present inventor has found that the degree of deviation from the valve seat portion of the valve body that opens and closes the fuel injection valve is higher than usual when fuel is injected into the cylinder in the compression stroke.
  • partial lift system By making it small (so-called “partial lift system”), it has been found that the homogeneity of the air-fuel mixture in the cylinder can be ensured even in the fuel injection in the compression stroke by the fuel injection valve provided with the slit nozzle. It has come to be.
  • the first embodiment of the present invention is: A valve seat formed around a nozzle hole having a slit-like shape, and a valve body that closes the nozzle hole by sitting on the valve seat part and opens the nozzle hole by moving away from the valve seat part And a control device for a fuel injection valve that directly injects fuel into a cylinder, When fuel is injected in the compression stroke, at least once, the lift amount, which is the amount of movement of the valve body from the state in which the valve body is seated on the valve seat portion, is a maximum that is a predetermined maximum amount. Injecting fuel from the fuel injection valve by a partial lift system which is an injection system for reducing the lift amount before reaching the lift amount; It is a control apparatus of a fuel injection valve.
  • the control device for the fuel injection valve closes the nozzle hole by seating on the valve seat part formed around the nozzle hole having a slit shape and the valve seat part.
  • the present invention is applied to a fuel injection valve that includes a valve body that opens the nozzle hole by separating from the valve seat portion and injects fuel directly into a cylinder.
  • the fuel injection valve is in a state in which the valve body is seated in the valve seat portion in a lift amount that is a movement amount of the valve body from a state in which the valve body is seated in the valve seat portion.
  • the fuel injection valve is adjustable between a minimum lift amount in a (fully closed state) and a maximum lift amount in a state where the valve body is farthest from the valve seat portion (fully opened state).
  • a specific configuration of a fuel injection valve including a slit nozzle having such a slit-like nozzle shape is well known to those skilled in the art (see, for example, Patent Document 1).
  • An example of the configuration of the fuel injection valve including a slit nozzle having a slit-like nozzle hole shape will be described in detail later with reference to the accompanying drawings.
  • the fuel injection valve having the slit nozzle as described above is not suitable in the circumferential direction around the injection direction of the entire fuel spray injected from the injection hole. It can be made uniform.
  • the spray of fuel injected from the nozzle hole of the fuel injection valve provided with the slit nozzle has, for example, a fan shape, and the concentration of fuel at both end portions of the fan spray is compared to other portions. And high (that is, the fuel distribution in the spray is non-uniform) and has a high penetration force.
  • a fuel injection valve provided with a slit nozzle can enable stratified combustion in a wider range of operating conditions, for example.
  • FIG. 1 is a schematic diagram showing an example of the configuration of an internal combustion engine to which a control device for a fuel injection valve according to one embodiment of the present invention is applied as described above.
  • FIG. 1 is a schematic diagram showing an example of the configuration of an internal combustion engine to which a control device for a fuel injection valve according to one embodiment of the present invention is applied as described above.
  • 1, 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, and 90 is an electronic control unit (ECU).
  • engine body an internal combustion engine
  • 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
  • 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 14 in the upper part of the cylinder (that is, the combustion chamber 18).
  • the electronic control unit (ECU) 90 is, for example, a cylinder pressure sensor 17, a crank angle sensor that outputs a signal corresponding to the rotational position (ie, crank angle) of the crankshaft, a cam position sensor, and the like (not shown). Based on the signal from the sensor, the operating state of the engine body 10 is acquired, and for example, the opening operation of the needle valve in the fuel injection valve 11 is controlled according to the acquired operating state of the engine body 10.
  • the fuel injection amount and injection timing can be adjusted, and the ignition timing by the spark plug 16 can be adjusted. Further, the electronic control unit (ECU) 90 controls the valve opening operation of the needle valve in the fuel injection valve 11 when, for example, fuel is injected in the compression stroke, and the fuel injection method by the fuel injection valve 11 is fully lifted. It is also possible to execute control to switch from the method to the partial lift method.
  • ECU electronice control unit
  • FIG. 2 is a schematic diagram showing an example of the configuration of the fuel injection valve included in the internal combustion engine to which the control device for the fuel injection valve according to one embodiment of the present invention is applied as described above.
  • 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 shown in FIG. 2 is a so-called “inner open type” fuel injection valve.
  • the fuel injection valve 11 can selectively execute either one of injection by a full lift method or injection by a partial lift method.
  • the full lift injection is fuel injection that raises the needle valve 31 to the maximum lift amount (that is, maximum lift injection).
  • this is fuel injection (that is, partial lift injection) that raises the needle valve 31 only to a lift amount smaller than the maximum lift amount.
  • 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 in one full lift injection
  • FIG. 3B shows the transition of the needle lift amount over three partial lift injections. Has been.
  • FIG. 4 is a schematic diagram showing an example of the configuration of the injection hole of the fuel injection valve provided in the internal combustion engine to which the control device for the fuel injection valve according to one embodiment of the present invention is applied, and its peripheral configuration as described above. is there. More specifically, FIG. 4 shows the configuration of the injection hole 32 of the fuel injection valve 11 shown in FIG.
  • 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.
  • FIG. 4B shows a cross section of the tip of the fuel injection valve 11 (hereinafter “cross section BB”) by a plane including the line BB and the injection hole central axis 47 shown in FIG. 4A.
  • 4 (C) shows a cross section of the tip of the fuel injection valve 11 by a plane passing through the line CC shown in FIG. 4 (A) and parallel to the injection valve axis 37.
  • 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 (of the valve seat portion) 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 passing through 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 nozzle hole 32 when the nozzle hole 32 is viewed in cross section, the nozzle hole 32 has a specific direction (a direction parallel to the line BB in FIG. 4 (A)).
  • such a nozzle hole shape is referred to as a “slit-shaped nozzle hole shape”.
  • the shape of the cross section of the “slit-shaped nozzle hole” does not necessarily have to be a rectangle, for example, a corner is rounded. Alternatively, it may have an oval shape as a whole.
  • 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.
  • the nozzle hole 32 when the nozzle hole 32 is viewed in the cross section BB, the nozzle hole 32 has a fan-shaped shape extending 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. As a result, 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 as described above.
  • FIG. 4C 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 forms a certain angle with respect to the injection valve axis 37.
  • the injection hole 32 may be formed at the tip of the nozzle 30 so that the injection hole central axis 47 coincides with the injection valve axis 37.
  • the purpose is to reduce the PM caused by the interference between the fuel spray and the intake valve, and to reduce the oil dilution caused by the fuel spray adhering to the inner wall of the bore.
  • compression stroke injection in which fuel is injected from the fuel injection valve in the compression stroke.
  • the temperature of the engine is low, such as during a cold start, it is difficult to vaporize the fuel, and therefore, an increase in PM and oil dilution are more likely to occur, thus increasing the need for compression stroke injection.
  • the valve body when fuel is injected in the compression stroke, the valve body is seated on the valve seat portion at least once.
  • the fuel is injected from the fuel injection valve by a partial lift method that reduces the lift amount before the lift amount that is the amount of movement of the valve body reaches the maximum lift amount that is a predetermined maximum amount.
  • a partial lift method that reduces the lift amount before the lift amount that is the amount of movement of the valve body reaches the maximum lift amount that is a predetermined maximum amount.
  • the air flow in the cylinder is weaker than the intake stroke injection in which the fuel is injected from the fuel injection valve in the intake stroke. Therefore, in particular, in the fuel injection valve having the slit nozzle, the possibility that the homogeneity of the air-fuel mixture in the cylinder is deteriorated is further increased as compared with the fuel injection valve having a general nozzle.
  • the control device for a fuel injection valve according to the present embodiment when fuel is injected in the compression stroke, the fuel is injected from the fuel injection valve by the partial lift method at least once. As a result, fuel spray spots can be reduced and the fuel can be injected more uniformly. For example, it is possible to reduce the possibility of causing problems such as a reduction in emissions and an increase in torque fluctuation.
  • the control device for a fuel injection valve according to the present invention performs partial lift injection at least once when fuel is injected in a compression stroke in a fuel injection valve having a slit nozzle.
  • the spray spots of fuel can be reduced, and the homogeneity of the air-fuel mixture in the cylinder can be ensured even in the compression stroke where the airflow in the cylinder is weak.
  • the control device for the fuel injection valve according to the present invention does not prohibit full lift injection in the compression stroke. That is, the fuel injection valve control apparatus according to the present invention may perform full lift injection when the airflow in the cylinder is sufficiently strong even in, for example, compression stroke injection.
  • FIG. 5 is a schematic diagram for explaining the fuel injection control by the control device for the fuel injection valve according to one embodiment of the present invention, as described above.
  • the lower part of FIG. 5 shows a schematic graph showing the relationship between the flow velocity of the airflow in the cylinder (tumble flow in the example shown in FIG. 5) and the crank position (crank angle [°]).
  • the crank position is in a range from 360 ° to 180 °
  • the flow velocity of the airflow in the cylinder is relatively large.
  • the compression stroke in the example shown in FIG.
  • the crank position is in the range from 180 ° to 0 °
  • the flow rate of the airflow in the cylinder is relatively small. Therefore, as described above, when the compression stroke injection is executed in the direct injection engine, the homogeneity of the air-fuel mixture in the cylinder is deteriorated as compared with the intake stroke injection. As a result, for example, the emission is reduced and the torque fluctuation is reduced. The possibility of incurring problems such as an increase is increased.
  • FIG. 5 schematically shows the shape of fuel spray injected from the fuel injection valve having the slit nozzle when the lift amount of the valve body is large and small. More specifically, the shape of the fuel spray injected from the fuel injection valve provided with the slit nozzle when the lift amount is large is schematically shown on the left side in FIG. On the other hand, the shape of the fuel spray injected from the fuel injection valve provided with the slit nozzle when the lift amount is small is schematically shown on the right side in FIG.
  • the flow rate of fuel injected from the fuel injection valve is large as shown on the upper left side of FIG.
  • the fuel spray injected from the nozzle hole of the fuel injection valve has a non-uniform shape in the circumferential direction about the injection direction as a whole spray, and the fuel distribution in the fuel spray is non-uniform.
  • the fuel spray injected from the injection hole of the fuel injection valve has a feature that the penetration force is large.
  • the shape of the fuel spray is substantially fan-shaped, and the concentration of fuel at both end portions of the substantially fan-shaped spray is higher than that of the other portions.
  • the airflow in the cylinder is weaker than that in the intake stroke injection as described above.
  • the tendency to deteriorate the homogeneity of is further increased.
  • the possibility of causing problems such as a reduction in emissions and an increase in torque fluctuation is further increased.
  • the fuel spray injected from the nozzle hole of the fuel injection valve has a uniform shape in the circumferential direction about the injection direction as a whole spray, and the fuel distribution in the fuel spray is uniform.
  • the shape of the fuel spray is substantially conical, and the fuel concentration is uniform throughout the substantially conical spray.
  • the partial lift system is used when fuel is injected in the compression stroke as shown by the schematic time chart shown in the upper part of the graph shown in the lower part of FIG.
  • the control device for the fuel injection valve according to the present embodiment even when the compression stroke injection is performed using the fuel injection valve including the slit nozzle, for example, the emission is reduced, the torque fluctuation is increased, etc. The possibility of causing problems can be reduced.
  • the horizontal axis is the crank position and the horizontal axis is the fuel injection amount. Therefore, it means that the longer the horizontal width of the rectangular peak drawn on the time chart is, the longer the time is, and the higher the height, the larger the injection amount.
  • the above time chart schematically represents the transition of the fuel injection amount with respect to the crank position, and does not strictly represent the transition of the fuel injection amount with respect to the crank position. That is, in the above time chart, the transition of the fuel injection amount in each injection is represented by a rectangle, but the actual transition of the fuel injection amount corresponds to the transition of the needle lift amount as shown in FIG. It goes without saying that it becomes.
  • the control device for a fuel injection valve according to the present embodiment even in a direct injection engine using a fuel injection valve having a slit nozzle, the deterioration of the homogeneity of the air-fuel mixture during in-cylinder injection in the compression stroke is reduced. can do. As a result, for example, problems such as a reduction in emissions and an increase in torque fluctuation can be reduced.
  • the type of the engine that uses the fuel injection valve to which the control device for the fuel injection valve according to the present invention is applied is not particularly limited, and may be, for example, a gasoline engine that uses gasoline as fuel, Or the diesel engine which uses light oil etc. as a fuel may be sufficient, for example.
  • the number of fuel injections by the partial lift method executed by the fuel injection valve control apparatus is, for example, the total amount of fuel injection required per cycle according to the operating state of the engine. It can be set as appropriate based on the relationship with the amount of fuel that can be injected by one injection by the partial lift method. Specifically, for example, when it is possible to inject the total amount of fuel injection required per cycle according to the operating state of the engine by one injection by the partial lift method, the partial lift method The number of fuel injections may be one, or two or more.
  • the partial lift method is used.
  • the number of fuel injections may be equal to the smallest integer greater than N (M times), or may be M + 1 times or more.
  • intake stroke injection in which fuel is injected from the fuel injection valve in the intake stroke may be performed.
  • the air flow in the cylinder is larger in the intake stroke than in the compression stroke. Therefore, in the intake stroke, when the fuel injection valve provided with the slit nozzle is opened at the maximum lift amount and the fuel is injected, the fuel distribution in the fuel spray becomes uneven, but the mixture in the cylinder Homogeneity can be ensured.
  • the second embodiment of the present invention is A control device for a fuel injection valve according to the first embodiment of the present invention, comprising: In the case of injecting fuel in the compression stroke, if the required injection amount of fuel is equal to or greater than a predetermined upper limit amount, a part of the required injection amount is taken from the fuel injection valve at the maximum lift amount in the intake stroke.
  • Spray It is a control apparatus of a fuel injection valve.
  • the required injection amount refers to, for example, the total amount of fuel injection required per cycle according to the engine operating conditions. For example, at a high load, the required fuel injection amount Will increase.
  • the predetermined upper limit amount is the maximum amount of fuel that can be injected by the partial lift method within a predetermined period in the compression stroke using the fuel injection valve to which the control device for the fuel injection valve according to this embodiment is applied. You may set as a value corresponding to a value.
  • the predetermined upper limit amount may be a predetermined constant, for example, a variable that varies according to the operating condition of the engine.
  • the predetermined upper limit amount is set as a value that decreases as the engine speed increases, for example, corresponding to the time length of the compression stroke decreasing as the engine speed increases. May be.
  • the fuel injection valve to which the control device for the fuel injection valve according to this embodiment is applied is used.
  • the fuel injection valve to which the control device for the fuel injection valve according to this embodiment is applied is used.
  • the fuel injection valve to which the control device for the fuel injection valve according to this embodiment is applied is used.
  • the fuel injection valve to which the control device for the fuel injection valve according to this embodiment is applied is used.
  • the partial lift injection there is a high possibility that it will be difficult to inject the required amount of fuel within a predetermined period in the compression stroke.
  • it is difficult to maintain a predetermined air-fuel ratio in the engine which may lead to problems such as a decrease in engine output and deterioration in emissions due to poor combustion, for example.
  • the control device for the fuel injection valve according to the present embodiment is required even when the fuel is injected in the compression stroke when the required injection amount of the fuel is equal to or larger than the predetermined upper limit amount.
  • a part of the injection amount is injected from the fuel injection valve at the maximum lift amount in the intake stroke. This makes it impossible to inject all of the required injection amount of fuel only by injection in the partial lift method in the compression stroke, but in addition to injection of the maximum lift amount in the intake stroke, Can be injected.
  • it becomes easy to maintain a predetermined air-fuel ratio in the engine and problems such as a decrease in engine output and deterioration in emissions due to poor combustion can be reduced, for example.
  • the air flow in the cylinder is larger in the intake stroke than in the compression stroke. Therefore, in the intake stroke, when the fuel injection valve provided with the slit nozzle is opened at the maximum lift amount and the fuel is injected, the fuel distribution in the fuel spray becomes non-uniform, but the cylinder has a larger air flow. The homogeneity of the air-fuel mixture can be ensured. In addition, when the fuel injection valve provided with the slit nozzle is opened at the maximum lift amount and the fuel is injected, as described above, the penetration force of the fuel spray is large.
  • the fuel injection valve including the slit nozzle is configured to inject fuel in a direction that can accelerate the airflow generated in the cylinder during the intake stroke
  • the fuel injection valve including the slit nozzle is set to the maximum lift amount.
  • the airflow can be further increased by a synergistic effect with the airflow in the cylinder (for example, a tumble flow).
  • a synergistic effect with the airflow in the cylinder (for example, a tumble flow).
  • the homogeneity of the air-fuel mixture in the cylinder can be further enhanced, and for example, desirable effects such as deposit suppression can be further enhanced.
  • FIG. 6 is a schematic diagram for explaining the fuel injection control by the control device for the fuel injection valve according to another embodiment of the present invention as described above.
  • a time chart schematically showing the transition of the fuel injection amount relative to the crank position is shown at the top of the graph, with the crank position as the horizontal axis and the fuel injection amount as the horizontal axis.
  • . 6 is the same as FIG. 5 except that in the time chart, not only the fuel injection in the partial lift method in the compression stroke but also the fuel injection in the maximum lift amount (full lift method) in the intake stroke is also described.
  • FIG. 5 is the same as FIG. 5 except that in the time chart, not only the fuel injection in the partial lift method in the compression stroke but also the fuel injection in the maximum lift amount (full lift method) in the intake stroke is also described.
  • the time chart shown in FIG. 6 shows that when the fuel is injected in the compression stroke, which is executed by the control device for the fuel injection valve according to this embodiment, the required injection amount of the fuel is not less than a predetermined upper limit amount.
  • the fuel injection pattern in a certain case is shown. Specifically, in the injection pattern shown in FIG. 6, not only the fuel injection by the partial lift system in the compression stroke (in the example shown in FIG. 6, the crank position is in the range from 180 ° to 0 °), but also the intake stroke. Fuel injection with the maximum lift amount in the crank position range of 360 ° to 180 ° in the example shown in FIG. 6 is also executed.
  • the fuel injection valve control device when the required injection amount of the fuel is equal to or larger than the predetermined upper limit amount, the fuel injection valve control device requires only the partial lift method injection in the compression stroke. Although not all of the injection amount of fuel can be injected, all of the required injection amount of fuel can be injected together with the injection with the maximum lift amount in the intake stroke. As a result, it becomes easy to maintain a predetermined air-fuel ratio in the engine, and problems such as a decrease in engine output and deterioration in emissions due to poor combustion can be reduced, for example.
  • the fuel injection valve having the slit nozzle when the lift amount of the valve body is large, the flow rate of the fuel injected from the fuel injection valve is large. Further, the fuel spray injected from the nozzle hole of the fuel injection valve has a non-uniform shape in the circumferential direction about the injection direction as a whole spray, and the fuel distribution in the fuel spray is non-uniform. . Further, the fuel spray injected from the injection hole of the fuel injection valve has a feature that the penetration force is large. In the example shown in FIG. 6, the shape of the fuel spray is substantially fan-shaped, and the concentration of fuel at both end portions of the substantially fan-shaped spray is higher than the other portions.
  • the flow velocity of the airflow in the cylinder in the intake stroke is larger than the flow velocity of the airflow in the cylinder in the compression stroke. Therefore, in the intake stroke, when the fuel injection valve provided with the slit nozzle is opened at the maximum lift amount and the fuel is injected, the fuel distribution in the fuel spray becomes non-uniform, but the cylinder has a larger air flow. The homogeneity of the air-fuel mixture can be ensured.
  • the fuel injection valve including the slit nozzle when configured to inject fuel in a direction that can accelerate the airflow generated in the cylinder in the intake stroke, the fuel injection valve including the slit nozzle By opening the valve with the maximum lift amount and injecting the fuel, the airflow can be further increased by a synergistic effect with the airflow (for example, tumble flow) in the cylinder.
  • a synergistic effect with the airflow for example, tumble flow
  • desirable effects such as deposit suppression can be further increased.
  • the fuel injection valve control device in a direct injection engine that uses a fuel injection valve including a slit nozzle, when the required injection amount of fuel is equal to or greater than a predetermined upper limit amount, Even when fuel is injected in the compression stroke, a part of the required injection amount is injected from the fuel injection valve at the maximum lift amount in the intake stroke. Thereby, it is possible to inject all of the required injection amount of fuel while reducing the deterioration of the homogeneity of the air-fuel mixture during the in-cylinder injection in the compression stroke.
  • the horizontal axis represents the crank position and the horizontal axis represents the fuel injection amount, as in FIG. Therefore, it means that the longer the horizontal width of the rectangular peak drawn on the time chart is, the longer the time is, and the higher the height, the larger the injection amount.
  • the above time chart schematically represents the transition of the fuel injection amount with respect to the crank position, and does not strictly represent the transition of the fuel injection amount with respect to the crank position. That is, in the above time chart, the transition of the fuel injection amount in each injection is represented by a rectangle, but the actual transition of the fuel injection amount corresponds to the transition of the needle lift amount as shown in FIG. It goes without saying that it becomes.
  • fuel injection by the partial lift method in the compression stroke is performed a plurality of times (three times in FIG. 6).
  • the number of fuel injections by the partial lift method executed by the control device for the fuel injection valve is, for example, the total amount of fuel injection required per cycle in accordance with the engine operating conditions. It can be set as appropriate based on the relationship with the amount of fuel that can be injected by one injection by the partial lift method.
  • the flow velocity of the airflow in the cylinder in the compression stroke is smaller than the flow velocity of the airflow in the cylinder in the intake stroke.
  • the flow velocity of the airflow in the cylinder is not constant, and changes with time even during the compression stroke.
  • the fuel injection is performed with the partial lift method with a uniform lift amount in the compression stroke in which the flow velocity of the airflow in the cylinder changes over time, it corresponds to fluctuations in the flow velocity of the airflow in the cylinder at the time of fuel injection.
  • the homogeneity of the air-fuel mixture in the cylinder may change.
  • there is an increased risk of causing problems such as a reduction in emissions and an increase in torque fluctuation. Therefore, it is desirable to maintain the homogeneity of the air-fuel mixture in the cylinder at a certain level when performing the compression stroke injection in which fuel is injected from the fuel injection valve in the compression stroke.
  • the fuel spray homogeneity is set to the fuel injection. It is desirable to adapt to the flow velocity of the airflow in the cylinder at the time. Specifically, it is desirable to increase the homogeneity of the fuel spray as the flow velocity of the airflow in the cylinder during fuel injection decreases.
  • the maximum lift amount of the valve body the lift amount when the lift amount is reduced before reaching the maximum lift amount
  • the third embodiment of the present invention A control device for a fuel injection valve according to any one of the first and second embodiments of the present invention, In the compression stroke, the maximum value of the lift amount of the valve body when fuel is injected from the fuel injection valve by the partial lift method is decreased as the flow velocity of the airflow in the cylinder at the time of fuel injection is smaller. It is a control apparatus of a fuel injection valve.
  • the control device for the fuel injection valve according to the present embodiment determines the maximum value of the lift amount of the valve body when fuel is injected from the fuel injection valve by the partial lift method in the compression stroke.
  • the homogeneity of the air-fuel mixture in the cylinder is maintained at a constant level even in the case of performing the compression stroke injection in which the fuel is injected from the fuel injection valve in the compression stroke in which the flow velocity of the airflow in the cylinder changes with time. can do.
  • problems such as a reduction in emissions and an increase in torque fluctuation can be reduced.
  • the transition of the flow velocity of the airflow in the cylinder during the compression stroke can be measured in advance, for example, by a prior model experiment.
  • the maximum value of the lift amount of the valve body that can maintain the homogeneity of the air-fuel mixture in the cylinder at a certain level at various flow rates of the airflow in the cylinder is also based on, for example, a preliminary model experiment. It can be specified in advance.
  • the correspondence relationship between the flow velocity of the air flow in the cylinder and the maximum value of the lift amount of the valve body suitable for the flow velocity is, for example, that of the fuel injection valve to which the control device for the fuel injection valve according to this embodiment is applied.
  • a data table for example, a storage device (for example, Read Only Memory), a RAM (Random Access Memory), a HDD (Hard Disk Drive), etc. provided in an electronic control unit (ECU: Electronic Control Unit) that controls the engine to be used. , A data map, etc.) can be stored in advance.
  • ECU Electronic Control Unit
  • the CPU can refer to the maximum value of the lift amount of the valve body according to the flow velocity of the air flow in the cylinder at the time of fuel injection.
  • control device for the fuel injection valve also includes all the fuel of the required injection amount depending on only the partial lift type injection in the compression stroke, as described in the second embodiment of the present invention. If the fuel injection valve cannot be injected, the fuel injection valve may be controlled so as to inject all of the required injection amount of fuel together with the injection at the maximum lift amount in the intake stroke.
  • the flow velocity of the airflow in the cylinder is time. It shows a tendency to decrease over time.
  • the flow rate of the air flow in the cylinder at the time of fuel injection is smaller as the injection executed later in time. As the injection is performed later, the homogeneity of the air-fuel mixture in the cylinder may deteriorate.
  • the maximum value of the lift amount of the valve body in each injection is the flow velocity of the air flow in the cylinder. It is desirable that the fuel spray is more homogeneous as the injection is performed later in time by setting so as to decrease with the passage of time in accordance with the above change.
  • the fourth embodiment of the present invention is A control device for a fuel injection valve according to the third embodiment of the present invention, comprising: When injecting fuel from the fuel injection valve a plurality of times by the partial lift method in the compression stroke, the maximum value of the lift amount of the valve body is made smaller as the injection is performed later in time, It is a control apparatus of a fuel injection valve.
  • the control device for the fuel injection valve according to the present embodiment determines the maximum value of the lift amount of the valve body when fuel is injected from the fuel injection valve a plurality of times by the partial lift method in the compression stroke. The smaller the injection is performed later in time.
  • the flow velocity of the air flow in the cylinder in the compression stroke is the time in the period in which the compression stroke injection is performed a plurality of times by the partial lift method. In the case of showing a tendency to decrease with time, the spray homogeneity can be increased as the injection is performed later in time.
  • FIG. 7 is a schematic diagram for explaining the fuel injection control by the control device for the fuel injection valve according to still another embodiment of the present invention as described above.
  • FIG. 7 similar to FIGS. 5 and 6, a schematic diagram showing the relationship between the flow velocity of the airflow in the cylinder (tumble flow in the example shown in FIG. 7) and the crank position (crank angle [°]).
  • a simple graph is shown. As shown by the graph, in the intake stroke (in the example shown in FIG.
  • the crank position is in the range from 360 ° to 180 °), the flow velocity of the airflow in the cylinder is relatively large, and the compression stroke (FIG. In the example shown in FIG. 7, the flow velocity of the airflow in the cylinder is relatively small in the crank position range of 180 ° to 0 °.
  • the flow velocity of the airflow in the cylinder is It shows a tendency to decrease over time. Accordingly, as described above, in such a case, if fuel injection by the partial lift method is performed a plurality of times with a uniform lift amount, the flow rate of the air flow in the cylinder at the time of fuel injection becomes longer as the fuel injection is performed later in time. Therefore, there is a possibility that the homogeneity of the air-fuel mixture in the cylinder deteriorates as the injection is performed later in time.
  • the control device for the fuel injection valve includes a time chart schematically showing the transition of the fuel injection amount with respect to the crank position shown in the upper part of the graph, and a fuel injection valve having a slit nozzle in various lift amounts.
  • the lift amount is reduced as the flow velocity of the air flow in the cylinder is smaller, and the homogeneity of the spray of fuel injected from the fuel injection valve is increased.
  • fuel injection by the partial lift method in the compression stroke is performed three times as in FIGS.
  • the number of times of fuel injection by the partial lift method executed by the control device for the fuel injection valve according to the present embodiment is also the fuel required per cycle according to the operating condition of the engine, for example. It can be set as appropriate based on the relationship between the total amount of injection and the amount of fuel that can be injected by one injection by the partial lift method.
  • control device for the fuel injection valve according to this embodiment is also used in the compression stroke as described in the second embodiment of the present invention. If not all of the required injection amount of fuel can be injected only by injection in the partial lift system, all of the required injection amount of fuel is injected together with injection at the maximum lift amount in the intake stroke. In addition, the fuel injection valve may be controlled.
  • the fuel injection valve control device does not prohibit full lift injection in the compression stroke. That is, the control device for a fuel injection valve according to the present invention may perform full lift injection even in the compression stroke injection, for example, when the airflow in the cylinder is sufficiently strong.
  • the fifth embodiment of the present invention provides: A control device for a fuel injection valve according to any one of the first to fourth embodiments of the present invention, When injecting the fuel multiple times in the compression stroke, at least once, the fuel is injected from the fuel injection valve at the maximum lift amount. It is a control apparatus of a fuel injection valve.
  • the control device for the fuel injection valve according to the present embodiment causes the fuel injection valve to inject at least once at the maximum lift amount. That is, the control device for the fuel injection valve according to the present embodiment uses at least one partial lift injection and at least one full lift injection in the compression stroke. Therefore, the fuel injection valve control apparatus according to the present embodiment is described in the second embodiment of the present invention when, for example, the total amount of fuel of the required injection amount cannot be injected only by the partial lift injection in the compression stroke. Thus, not only the full lift injection in the intake stroke can be used together, but also the full lift injection in the compression stroke can be used together.
  • the diversity of fuel injection patterns can be increased.
  • the fuel injection of the required injection amount and the homogeneity of the air-fuel mixture in the cylinder Can be more easily achieved.
  • problems such as a decrease in emission and an increase in torque fluctuation can be reduced more effectively. .
  • SYMBOLS 10 Main body (engine main body) of internal combustion engine, 11 ... Fuel injection valve, 12 ... Cylinder head, 13 ... Cylinder block, 14 ... Intake valve, 15 ... Exhaust valve, 16 ... Spark plug, 17 ... In-cylinder pressure sensor, 18 ... Combustion chamber, 19 ... piston, 90 ... electronic control unit (ECU), 30 ... nozzle, 31 ... needle valve, 32 ... fuel injection hole (injection hole), 33 ... fuel passage, 34 ... solenoid, 35 ... spring, 36 ... Fuel intake port 37 ... Injection valve axis 38 ... Sack 39 ... Needle seat part (sheet part) 40 ... Nozzle seat wall surface 41 ... Needle seat wall surface 42 ... Injection hole central region 43 ... Injection hole end Area 44 ... Inlet 45 ... Outlet 46 ... Sack center 47 ... Central hole axis and 48 ... End hole axis.
  • ECU electronice control unit

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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

Selon la présente invention, quand on injecte du carburant dans un cylindre pendant la course de compression d'un moteur à injection directe de carburant qui utilise une soupape d'injection de carburant comprenant une buse à fente, le point auquel un corps de soupape qui ouvre et ferme la soupape d'injection de carburant se sépare du siège de soupape est diminué pour être inférieur à la normale pendant au moins une injection et, de ce fait, l'uniformité de la pulvérisation de carburant est maintenue. Ainsi, même quand on injecte du carburant dans un cylindre pendant la course de compression d'un moteur à injection directe de carburant qui utilise une soupape d'injection de carburant comprenant une buse à fente, on peut maintenir l'uniformité du mélange air-carburant dans le cylindre et, par exemple, on peut améliorer des problèmes tels que la réduction des émissions et l'augmentation de la fluctuation du couple.
PCT/JP2013/065662 2013-06-06 2013-06-06 Dispositif de commande de soupape d'injection de carburant WO2014196047A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/JP2013/065662 WO2014196047A1 (fr) 2013-06-06 2013-06-06 Dispositif de commande de soupape d'injection de carburant

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PCT/JP2013/065662 WO2014196047A1 (fr) 2013-06-06 2013-06-06 Dispositif de commande de soupape d'injection de carburant

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016135994A (ja) * 2015-01-23 2016-07-28 マツダ株式会社 直噴エンジンの燃料噴射制御装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000170629A (ja) * 1998-12-09 2000-06-20 Nissan Motor Co Ltd 内燃機関用燃料噴射弁
JP2001107758A (ja) * 1999-10-13 2001-04-17 Toyota Motor Corp 筒内噴射式火花点火内燃機関
JP2002155748A (ja) * 2000-11-20 2002-05-31 Toyota Motor Corp 筒内噴射式火花点火内燃機関

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000170629A (ja) * 1998-12-09 2000-06-20 Nissan Motor Co Ltd 内燃機関用燃料噴射弁
JP2001107758A (ja) * 1999-10-13 2001-04-17 Toyota Motor Corp 筒内噴射式火花点火内燃機関
JP2002155748A (ja) * 2000-11-20 2002-05-31 Toyota Motor Corp 筒内噴射式火花点火内燃機関

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016135994A (ja) * 2015-01-23 2016-07-28 マツダ株式会社 直噴エンジンの燃料噴射制御装置

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