WO2017077877A1 - Dispositif de commande pour appareil d'injection de carburant - Google Patents

Dispositif de commande pour appareil d'injection de carburant Download PDF

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Publication number
WO2017077877A1
WO2017077877A1 PCT/JP2016/081192 JP2016081192W WO2017077877A1 WO 2017077877 A1 WO2017077877 A1 WO 2017077877A1 JP 2016081192 W JP2016081192 W JP 2016081192W WO 2017077877 A1 WO2017077877 A1 WO 2017077877A1
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WIPO (PCT)
Prior art keywords
fuel injection
injection valve
time
valve
filtering process
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PCT/JP2016/081192
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English (en)
Japanese (ja)
Inventor
青野　俊宏
豊原　正裕
修 向原
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日立オートモティブシステムズ株式会社
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Publication of WO2017077877A1 publication Critical patent/WO2017077877A1/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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically

Definitions

  • the present invention relates to a control device for reducing individual variation of a fuel injection device that supplies fuel to an internal combustion engine.
  • Patent Document 1 in a solenoid valve drive control device that controls the flow rate of fluid, a terminal voltage detection unit that detects a terminal voltage of a solenoid of the solenoid valve; and the terminal voltage immediately after the energization of the solenoid is stopped. Filtering means for extracting a specific frequency component from the detection signal, and estimation means for estimating a seating timing at which the valve body of the electromagnetic valve is seated on the valve seat based on the specific frequency component.
  • An electromagnetic valve drive control device has been proposed.
  • the set spring varies depending on the individual fuel injection device. Therefore, in order to make the injection characteristics of the individual fuel injection devices uniform, the set spring force must be estimated. Generally, when the set spring force is strong, the valve closing completion timing is advanced, and when the set spring force is weak, the valve closing completion timing is delayed. Therefore, there is a correlation between the valve closing completion timing and the set spring force. Based on this correlation, I would like to estimate the set spring force from the valve closing completion timing.
  • an object of the present invention is to solve these problems and improve the variation in the flow rate characteristics of the fuel injection device.
  • the present invention provides a control device for a fuel injection valve that is controlled by applying a driving voltage to each solenoid of a plurality of fuel injection valves to flow a driving current.
  • An example of an internal combustion engine An example of a fuel injection device An example of a control device for a fuel injection device Example of control result of fuel injection device by control device Example of flow characteristics of fuel injection system An example of valve behavior before correction of fuel injector An example of corrected valve behavior of a fuel injector Example of control results for multiple fuel injectors Relation between valve lift, solenoid voltage and filter output Example of filter output Example of filter characteristics Example of filter output An example of a control device for a fuel injection device Filter configuration example Example of peak current correction results Example of corrected current censoring time An example of the result of correcting the holding current
  • FIG. 1 shows an internal combustion engine equipped with a fuel injection device controlled by a control device proposed by the present invention.
  • the internal combustion engine takes in air and fuel into the cylinder 106, ignites and explodes the air-fuel mixture with the spark plug 121, and reciprocates the piston 122 with the energy from the explosion. This reciprocating motion is converted into a rotational motion of the crankshaft by a link mechanism including the connecting rod 123 and the like, and becomes a driving force for moving the automobile.
  • the air is filtered by the air cleaner 101, the flow rate is adjusted by the throttle 103, and flows into the cylinder 106 through the collector 104 and the intake port 105.
  • the fuel in the fuel tank 111 is sent to the low pressure pipe 113 by the low pressure pump 112, the fuel in the low pressure pipe 113 is sent to the high pressure pipe 115 by the high pressure pump 114, and the fuel in the high pressure pipe 115 is kept at a high pressure. It is.
  • a fuel injection device 116 is attached to the high-pressure pipe 115, and a current is passed through a solenoid in the fuel injection device 116, so that the fuel injection valve opens and fuel is injected while the valve is open.
  • FIG. 2 shows the configuration of the fuel injection device.
  • a member constituting the outside of the fuel injection device is a housing 201, to which a core 202 is fixed, and further, a solenoid 203 is arranged so as to go around the central axis of the fuel injection device.
  • a valve body 204 that moves up and down is disposed on the central axis.
  • An anchor 205 is arranged so as to make a round around the valve body 204.
  • a set spring 207 that presses the valve body 204 in the direction of the valve seat 206 is disposed above the valve body 204.
  • a spring adjuster 208 is fixed to the housing 201 at the upper part of the set spring 207, and the spring force is adjusted by the vertical position thereof.
  • the inside of the housing 201 is filled with fuel, and when an electric current flows through the solenoid 203, the anchor 205 is attracted to the solenoid 203, the lower end of the valve body 204 is separated from the valve seat 206, and has been blocked by the valve body 204 until then. Fuel is injected from an injection hole 209 formed in the valve seat 206.
  • a stopper 211 is fixed to the valve body 204 or the housing 201, and the anchor 205 when the valve body is in a closed state is pressed against the stopper 211 by a zero spring 210.
  • the fuel injection device having such a configuration is controlled by the control device 3 shown in FIG.
  • the control device 3 drives the solenoid 203 using the electric power from the battery 311.
  • the control device 3 includes a booster circuit 310 that boosts the voltage of the battery 311 and a capacitor 309 that stores the boosted voltage.
  • the control device 3 also includes a switch 301 for turning ON / OFF between the boosted voltage Vboost and the solenoid VH terminal 350, a switch 302 for turning ON / OFF between the battery voltage Vbat and the solenoid VH terminal 350, and a solenoid VL terminal.
  • a switch 303 for turning ON / OFF between 351 and the ground voltage is provided.
  • the control device 3 includes a shunt resistor 304 that is arranged between the switch and GND and generates a voltage proportional to the current, a diode 308 that allows current to flow only in a direction from the VL terminal to the capacitor 309 and the booster circuit 310, GND And a diode 305 for supplying current only to the VH terminal.
  • control device 3 stores a time Tp for applying Vboost, a time T2 from when the boost is applied until the next battery voltage is applied, and a current value Ih that flows by switching the battery voltage. 321, 322, and 323, and a drive current control unit 312 that turns on and off the three switches based on current measured by an internal timer or resistor.
  • the drive current control unit 312 is a CPU (Central Processing Unit) that functions as a control unit that controls the fuel injection valve described below.
  • the drive current control unit 312 (CPU) receives a drive pulse as a control signal from the ECU and controls the switches 301, 302, and 303 to send a drive voltage or a drive current to the solenoid, thereby injecting fuel.
  • Drive the valve In this embodiment, a CPU (drive current control unit 312) is provided separately from the ECU, and the drive voltage or drive current is sent to the fuel injection valve.
  • the present invention is not limited to this. You may make it control by CPU of ECU itself.
  • the voltage Vboost boosted by the booster circuit 310 is applied between the terminals of the solenoid 203, and the current gradually starts to flow.
  • the current gradually increases, and accordingly, the magnetic field generated by the solenoid 203 also increases.
  • the magnetic attractive force that attracts the anchor 205 to the core 202 by the magnetic field becomes larger than the zero spring force, the anchor 205 starts to move toward the core 202 (time t2).
  • the switch 303 and the switch 301 are turned off (time t4). Normally, this timing is reached before the anchor 205 collides with the core 202. This is because the momentum when the anchor 205 collides with the core 202 is not increased more than necessary.
  • the switches 303 and 301 are turned off, the current that has been flowing into the GND through the switch 303 until now flows into the capacitor 309 through the diode 308, and the voltage at the LOW side terminal of the solenoid 203 becomes higher. That is, the voltage applied to the solenoid takes a negative value as shown between t4 and t5 in the voltage graph of FIG.
  • ⁇ Switches 302 and 303 are turned OFF in synchronization with the fall of the Ti pulse.
  • time t6 the current is rapidly attenuated, the magnetic attractive force is attenuated, and the valve body 204 and the anchor 205 are pushed by the force of the set spring 207 to start moving toward the valve seat 206.
  • a reverse voltage is applied to the solenoid 203, and when the current converges to 0, the voltage gradually approaches 0.
  • valve body 204 reaches the valve seat 206, and the fuel flowing out of the nozzle hole stops (time t7). Since the valve body 204 and the valve seat 206 are elastic, the valve body 204 continues to move in the direction of the valve seat 206 even after the valve body 204 reaches the valve seat 206. The elastic deformation of the valve seat 206 begins to return. At this time, the anchor 205 moves away from the valve body and continues to move toward the valve seat 206 due to inertia. (Time t8) Until the time t8, the anchor 205 was applied with the force of the set spring 207 and the fuel pressure through the valve body 204 until the time t8.
  • the anchor 205 and the valve body 204 are separated so that these forces are not applied. . Therefore, the acceleration of the anchor 205 decreases rapidly.
  • the back electromotive force generated in the solenoid 203 changes due to the movement of the anchor 205, and an inflection point occurs in the voltage of the solenoid 203.
  • the anchor 205 Even after the anchor 205 is separated from the valve body 204, the anchor 205 continues to move in the direction of the valve seat 206 due to inertia, but eventually collides with the stopper 211. Due to this collision, the acceleration of the anchor 205 changes suddenly, so that the back electromotive force generated in the solenoid 203 changes, and an inflection point occurs in the solenoid voltage (time t9).
  • the CPU which is the control unit of the control device 3 controls the fuel injection valve
  • the fuel injection valve is a width of the drive pulse Ti given from the CPU (drive current control unit 312).
  • An amount of fuel corresponding to the fuel injection is injected. It is desirable for the amount of air taken into the internal combustion engine and the amount of fuel to be in a certain ratio in order for the exhaust catalyst to act efficiently. Therefore, a value proportional to the value Qa / Neng / ⁇ obtained by dividing the intake air amount Qa / Neng per rotation obtained by dividing the air amount Qa measured by the air flow sensor by the engine speed Neng and the target air-fuel ratio ⁇ is set to the pulse width Ti.
  • the flow characteristics of the fuel injection valve vary as shown in FIG. This is because the valve behavior varies mainly due to the set spring force.
  • the valve behavior of the fuel injection device varies as shown in FIG. 6A due to the magnitude of the set spring force.
  • the valve behavior of the fuel injection device varies as shown in FIG. 6C depending on the magnitude of the set spring force.
  • the relationship between Ti and the flow rate is as shown in FIG. Referring to this figure, the flow rate characteristics are the same in the region a until the full lift is reached and in the region c where the valve behavior is settled down to the full lift, but in the region b, the flow characteristics vary. This is because the valve behavior varies mainly by the set spring force.
  • the valve behaviors of the regions a and c are made uniform, thereby trying to make the flow characteristics uniform.
  • the drive current control unit 312 When the drive pulse Ti is input to the drive current control unit 312, the drive current control unit 312 turns on the switches 301 and 303 and turns off the switch 302 until the time Tp stored in the set value memory 321 elapses. Thus, a boosted voltage is applied to the solenoid 203. Then, the current of the solenoid 203 increases, the magnetic attractive force increases, and the valve body 204 starts to rise.
  • the drive current control unit 312 turns off all switches and applies a reverse voltage to the solenoid 203. Then, the current flowing through the solenoid 203 rapidly converges to zero.
  • the magnetic attractive force Fmag generated by the solenoid 203 gradually decreases.
  • Fmag becomes smaller than the sum of the force Fsp of the set spring 207 and the fuel pressure Fpf, the valve turns from rising to lowering. Since this timing depends on the magnitude of Fsp + Fpf, those with a large set spring force Fsp turn from rising to falling quickly (Tpa), and those with a small Fsp turning slowly (Tpc).
  • the speed at which the valve ascends increases as the time suction force by Ih overcomes Fsp + Fpf. Therefore, if Ih is the same, the ascending speed is faster as the spring force is smaller, and the ascending speed is slower as the spring force is larger. .
  • the valve that has started to rise eventually reaches full lift and maintains full lift until the drive pulse is discontinued.
  • the filter output corresponding to the two inflection points appearing in the voltage when the drive pulse is cut off has two peaks as shown in FIG. (A) is a case where the first peak is larger, and (b) is a case where the second peak is larger.
  • the two peaks are smoothed into one, and the valve closing time is estimated based on the peak time Tb0 of the smoothed one peak. If you want to know the difference between the cylinders of the set spring force of the fuel injection device, you can take the difference between the cylinders at this one peak time Tb0. If you want to know the absolute value Tb1 of the valve closing time, 1 By examining the difference Tb0-Tb1 between the time Tb0 of one peak and the time Tb1 of the first peak when two peaks appear, Tb1 can be obtained by subtracting from Tb0.
  • the frequency characteristic of the filter that makes these two peaks into one is that the frequency f0 at which the filter gain becomes 0 is the reciprocal of the interval Tb2-Tb1 between the inflection points of the drive voltage when the valve is closed. It may be smaller than 1 / (Tb2-Tb1). This is because the center frequency of a waveform having two peaks as shown in FIG. 10 is 1 / (Tb2-Tb1), and if this is greater than f0, the gain is almost zero, so this component does not pass through the filter. Instead, as shown by the solid line in FIG. 12, only the component that combines two peaks into one can pass.
  • the control device 3 includes a take-in unit 1301 that reads the drive voltage of the solenoid, a filter 1302 that filters the drive voltage after valve closing, and a peak of the filter output of the filter 1302.
  • a peak extraction unit 1303 for extraction and a drive current control unit 312 for correcting and outputting the drive current by the drive pulse based on the peak time are provided.
  • the characteristic of the filter 1302 is that the gain is 0 at a predetermined frequency f0 greater than 0, and this f0 is smaller than the reciprocal 1 / (Tb2-Tb1) of the interval Tb2-Tb1 of the inflection point of the driving voltage when the valve is closed. Is set.
  • the gain of the filter 1302 is 0 at frequency 0 and 0 at frequency.
  • the gain is monotonously increased from 0 to a certain frequency fp, the gain is decreased from the frequency fp, and is set to be 0 again at a frequency larger than 0 and lower than the frequency 1 / ⁇ T.
  • a signal having a period equal to or shorter than the interval between two inflection points is cut by the filter, and the output of the filter has one peak between the two inflection points.
  • this peak time Tb0 has a substantially constant deviation from the time Tb1 of the first inflection point, based on this time Tb0, the set spring force is strong in the cylinder with the early Tb0, and the set spring is in the cylinder with the slow Tb0. Since it can be assumed that the cylinder has a fast Tb0, the width of the drive current pulse is increased, and for the slow cylinder, the pulse width is shortened, the time Tb-Ta ′ from the valve opening start Ta ′ to the valve closing end Tb is obtained. The variation is reduced, and the variation in the fuel injection amount is also reduced.
  • the filter according to the first embodiment may be a low-pass filter whose gain is attenuated to 0 at a frequency lower than the frequency 1 / ⁇ T and two difference means arranged in series.
  • the frequency characteristic of this low-pass filter and two differential filters arranged in series is that the gain of the filter characteristic filter of the first embodiment is 0 at frequency 0 and gain monotonically from frequency 0 to a certain frequency fp.
  • the gain is reduced from the frequency fp and becomes equal to 0 again at a frequency larger than 0 and lower than the frequency 1 / ⁇ T.
  • the operation and effect are the same as those in the first embodiment.
  • the means for correcting the drive current based on the peak time is a short drive pulse for the fuel injection valve with the early peak time, and the fuel injection valve with the late peak time.
  • a fuel injection valve drive device characterized by giving a long drive pulse may be used.
  • a control device for a fuel injection valve that is controlled by applying a drive voltage to each solenoid of a plurality of fuel injection valves to flow a drive current
  • a time difference between two inflection points appearing in the solenoid drive voltage after closing Is set to ⁇ T (Tb2-Tb1)
  • the gain is 0 at a predetermined frequency f0 greater than 0
  • the drive voltage is filtered after the valve is closed by the filter 1302 in which f0 is set to be smaller than 1 / (Tb2-Tb1).
  • the peak time of the output of the filtering process is compared with the first fuel injection valve (INJ A) earlier than the other fuel injection valves (INJ B, INJ C).
  • the first fuel injection valve (INJ A) is opened by sending a drive pulse longer than the drive pulse sent before the filtering process. To control such. Further, the drive current control unit 312 discharges the same fuel to the second fuel injection valve (INJ C) whose output processing peak time is later than the other fuel injection valves (INJ A, INJ B). In this case, the second fuel injection valve (INJ C) is opened by sending a driving pulse shorter than the driving pulse sent before performing the filtering process to the second fuel injection valve (INJ C). To control.
  • this peak time Tb0 has a substantially constant deviation from the time Tb1 of the first inflection point, based on this time Tb0, the set spring force is strong in the cylinder with the early Tb0, and the set spring is in the cylinder with the slow Tb0. Since it can be assumed that the cylinder has a fast Tb0, the width of the drive current pulse is increased, and for the slow cylinder, the pulse width is shortened, the time Tb-Ta ′ from the valve opening start Ta ′ to the valve closing end Tb is obtained. Variation is reduced By reducing variation in time from the start of valve opening to completion of valve closing, variation in fuel injection amount is also reduced. Up to now, the method of adjusting the flow rate characteristics for the areas a and c in FIG.
  • the means for correcting the drive current in Examples 1 to 3 has a long boosted voltage application time Tp for a fuel injection device with a fast detected Tb0 and holds it after the boosted voltage application is stopped.
  • the holding current value Ih may be corrected to be large by shortening the time until the current is held.
  • the CPU (drive current control unit 312) of the control device 3 of the present embodiment drives the drive voltage with respect to each solenoid of the plurality of fuel injection valves (INJ A, INJ B, INJ C). Is controlled by passing a drive current. Then, the CPU (drive current control unit 312) of the control device 3 performs the peak of the output of the filtering process when the filter 1302 performs the filtering process of the drive voltage after the valve closing and when the same fuel is discharged.
  • Control is performed to open the first fuel injection valve (INJ A) by flowing a drive current that reaches a peak current at Tp ′′.
  • the drive current control unit 312 applies a second fuel injection valve (INJ C) whose output processing peak time is later than the other fuel injection valves (INJ A, INJ B).
  • the second fuel injection valve (INJ C) is opened by flowing a drive current that reaches the peak current at a time Tp ′ that is shorter than the time Tp until the peak current before the filtering process is performed.
  • the time until the peak current is reached is defined as the time from when the peak current rises from zero to the peak current. Further, the time to reach this peak current is the same as the time for applying the boosted voltage (Vboost) as shown in FIG. 4, so that this is corrected as described above and applied to the fuel injection valve. Also good. That is, when the CPU (drive current control unit 312) of the control device 3 performs the filtering process of the drive voltage after valve closing by the filter 1302, the drive current control unit 312 discharges the same fuel.
  • the first fuel injection valve (INJ A) For the first fuel injection valve (INJ A) whose peak output time of the filtering process is earlier than the other fuel injection valves (INJ B, INJ C), from the boost voltage application time before performing the filtering process
  • the first fuel injection valve (INJ A) is controlled to be opened by applying the boosted voltage for a long time.
  • the drive current control unit 312 applies a second fuel injection valve (INJ C) whose output processing peak time is later than the other fuel injection valves (INJ A, INJ B).
  • the second fuel injection valve (INJ C) is controlled to be opened by applying the boosted voltage for a time longer than the boosted voltage application time before performing the filtering process.
  • Tp Correction Means If the peak timing Tb0 extracted by the peak extraction means of the first to third embodiments is larger than the standard (set value), the value of Tp in the set value memory 321 as shown in the upper diagram of FIG. Is reduced to Tp ′, and if Tb0 is smaller than the standard, the value of Tp is increased to Tp ′′. Then, the valve lift by the peak current is aligned as shown in the middle diagram of FIG. As a result, the flow rate characteristics are as shown in the lower diagram of FIG. 15, and the flow rate characteristics are aligned as compared to FIG. Further, it will be described below that if the Th is corrected for each fuel injection device, the flow rate characteristics will be uniform.
  • the CPU (drive current control unit 312) of the control device 3 discharges the same fuel when the filter 1302 performs the filtering process of the drive voltage after valve closing.
  • the peak current before the filtering process is performed on the first fuel injection valve (INJ A) whose output peak time of the filtering process is earlier than the other fuel injection valves (INJ B, INJ C).
  • the lift amount of the first fuel injection valve (INJ A) can be increased by cutting off the peak current at a time Th ′′ that is shorter than the time Th until the holding current is raised after turning off, and then raising the holding current. Control.
  • the drive current control unit 312 applies a second fuel injection valve (INJ C) whose output processing peak time is later than the other fuel injection valves (INJ A, INJ B).
  • the second current is obtained.
  • the lift amount of the fuel injection valve (INJ C) is controlled.
  • the fuel injection device with a fast Tb0 output from the peak extraction means that is, the fuel injection device a having a large spring force is corrected to a large value Ih ′′.
  • Ih of the fuel injection device having a slow Tb0 that is, the fuel injection device c having a small spring force is corrected to a small value Ih ′ and written to the set value memory 323.
  • the speed at which the valve lift rises from the end of the flat portion to the full lift is aligned as shown in the middle of FIG.
  • the flow characteristics at this time are as shown in the lower diagram of FIG.
  • the CPU (drive current control unit 312) of the control device 3 of the present embodiment discharges the same fuel when the filter 1302 performs the filtering process of the drive voltage after valve closing.
  • the holding current before the filtering process is performed on the first fuel injection valve (INJ A) whose peak time of the output of the filtering process is earlier than the other fuel injection valves (INJ B, INJ C).
  • a lift amount of the first fuel injection valve (INJ A) is controlled by flowing a holding current Ih '' larger than Ih after the peak current is cut off.
  • the drive current control unit 312 has a second fuel injection valve (INJ C) whose output output peak time is later than the other fuel injection valves (INJ A, INJ B).
  • the lift amount of the second fuel injection valve (INJ C) is controlled by flowing a holding current Ih ′ smaller than the holding current Ih before the filtering process after the peak current is cut off.
  • the valve behavior is aligned, and as a result, the flow characteristics are also aligned.
  • the fuel injection device can be used in the range up to the Qmin line of the flow rate characteristic shown in the lower diagram of FIG.

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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)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention a pour objet de réduire les variations des caractéristiques de débit d'un appareil d'injection de carburant. Un dispositif de commande de soupapes d'injection de carburant commande une pluralité de soupapes d'injection de carburant en appliquant une tension d'excitation à un solénoïde de chaque soupape d'injection de carburant pour permettre ainsi à un courant d'excitation de circuler. Ce dispositif de commande de soupapes d'injection de carburant est muni d'une unité de commande de courant d'excitation. Lorsqu'un processus de filtrage de la tension d'excitation est effectué après la fermeture d'une soupape en utilisant un filtre dans lequel l'écart temporel entre deux points d'inflexion apparaissant dans la tension d'excitation du solénoïde après la fermeture de la soupape est réglé à (Tb2-Tb1), un gain est nul à une fréquence prédéterminée f0 supérieure à 0, et f0 est prise inférieure à 1/(Tb2-Tb1), l'unité de commande de courant d'excitation commande l'ouverture d'une première soupape d'injection de carburant en émettant une impulsion d'excitation plus longue qu'une impulsion d'excitation qui a été émise avant d'effectuer le processus de filtrage sur la première soupape d'injection de carburant qui présente un instant de crête de sortie plus précoce pour le processus de filtrage que d'autres soupapes d'injection de carburant, dans le cas où le même carburant est éjecté.
PCT/JP2016/081192 2015-11-05 2016-10-21 Dispositif de commande pour appareil d'injection de carburant WO2017077877A1 (fr)

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Cited By (4)

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JP2020153354A (ja) * 2019-03-22 2020-09-24 トヨタ自動車株式会社 内燃機関の制御装置
CN113494375A (zh) * 2020-03-18 2021-10-12 株式会社京滨 探测装置
CN114729615A (zh) * 2019-11-21 2022-07-08 日立安斯泰莫株式会社 燃料喷射控制装置
CN114829764A (zh) * 2020-02-28 2022-07-29 日立安斯泰莫株式会社 高压燃料泵的控制装置

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Publication number Priority date Publication date Assignee Title
JP7213627B2 (ja) * 2018-06-27 2023-01-27 日立Astemo株式会社 内燃機関制御装置

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JP2014055571A (ja) * 2012-09-13 2014-03-27 Denso Corp 燃料噴射制御装置
JP2014234922A (ja) * 2013-06-05 2014-12-15 本田技研工業株式会社 電磁弁の駆動制御装置
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