WO2017094437A1 - 燃料噴射制御装置、燃料噴射システム及び燃料噴射弁 - Google Patents

燃料噴射制御装置、燃料噴射システム及び燃料噴射弁 Download PDF

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Publication number
WO2017094437A1
WO2017094437A1 PCT/JP2016/082747 JP2016082747W WO2017094437A1 WO 2017094437 A1 WO2017094437 A1 WO 2017094437A1 JP 2016082747 W JP2016082747 W JP 2016082747W WO 2017094437 A1 WO2017094437 A1 WO 2017094437A1
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WIPO (PCT)
Prior art keywords
injection
fuel
fuel injection
pressure
passage
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2016/082747
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English (en)
French (fr)
Japanese (ja)
Inventor
増田　誠
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Denso Corp
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Denso Corp
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Priority to DE112016005559.5T priority Critical patent/DE112016005559T5/de
Publication of WO2017094437A1 publication Critical patent/WO2017094437A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • 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
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/008—Arrangement of fuel passages inside of injectors
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0056—Throttling valves, e.g. having variable opening positions throttling the flow
    • 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
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • 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
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/28—Details of throttles in fuel-injection apparatus
    • 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 disclosure relates to a fuel injection control device, a fuel injection system, and a fuel injection valve provided for an internal combustion engine.
  • An accumulator fuel injection device in which a pressure accumulating container such as a common rail and a fuel injection valve are connected by a connection passage, and fuel supplied from the pressure accumulation container to the fuel injection valve through the connection passage is injected from an injection hole of the fuel injection valve.
  • a pressure accumulating container such as a common rail and a fuel injection valve
  • fuel supplied from the pressure accumulation container to the fuel injection valve through the connection passage is injected from an injection hole of the fuel injection valve.
  • Patent Document 1 for example, an orifice for adjusting the flow rate of the fuel is provided at the connection portion between the pressure accumulating vessel and the connection passage.
  • the pulsation of the fuel pressure is suppressed by adjusting the flow rate of the fuel at the orifice in accordance with the pulsation of the fuel pressure depending on the length dimension of the connection passage.
  • the fuel pressure pulsation is small, the fuel pressure at each timing of fuel injection is kept almost constant even if fuel injection is performed multiple times by multistage injection, etc., so the actual injection amount relative to the target injection amount The variation of is reduced. That is, the control accuracy of the injection amount is improved.
  • the length dimension of the connection passage may be different for each cylinder because the positional relationship with the pressure accumulating vessel is different for each cylinder.
  • the pulsation of the fuel pressure generated in the connection passage is likely to be different for each cylinder, so that it is necessary to individually adjust the fuel flow rate at the orifice for each cylinder.
  • the processing burden for adjusting the flow rate at the orifice increases and that the control accuracy of the fuel injection amount from the fuel injection valve varies from cylinder to cylinder.
  • the present disclosure has been made in view of the above problems, and an object of the present disclosure is to provide a fuel injection control device, a fuel injection system, and a fuel injection valve that can suppress variation in control accuracy of the fuel injection amount for each cylinder of the internal combustion engine. There is to do.
  • a fuel injection valve for injecting fuel used for combustion in an internal combustion engine from an injection hole;
  • a supply passage for supplying pressurized fuel to the fuel injection valve;
  • An injection passage connected to the supply passage and supplying fuel from the supply passage to the injection hole;
  • a throttle portion provided at a position spaced apart from the injection hole in the injection passage, the throttle degree being changeable to change the cross-sectional area of the injection passage;
  • a fuel injection control device applied to a fuel injection system having An injection acquisition unit for acquiring an injection mode of fuel from the fuel injection valve;
  • An aperture adjustment unit that adjusts the degree of aperture of the aperture unit based on the acquisition result of the injection acquisition unit;
  • a fuel injection control device is provided.
  • the throttle portion is provided in the injection passage of the fuel injection valve, it is easy to make the separation distance between the injection hole and the throttle portion the same in each cylinder of the internal combustion engine.
  • the fuel injection from the fuel injection valve can be performed without adjusting the throttle degree of the throttle part for each cylinder. It can be avoided that the control accuracy of the quantity varies greatly from cylinder to cylinder. That is, it is possible to suppress variation in the control accuracy of the fuel injection amount for each cylinder of the internal combustion engine.
  • the throttle degree of the throttle part is adjusted based on the fuel injection mode from the fuel injection valve, the fuel injection control can be performed in accordance with each situation. For example, when it is desired to increase the fuel injection amount as much as possible, such as when the internal combustion engine is in a high load state, a larger amount of fuel is injected than by increasing the control accuracy of the fuel injection amount by decreasing the throttle degree of the throttle portion. Priority can be given to doing.
  • the control accuracy of the fuel injection amount is more accurate than by injecting a large amount of fuel by increasing the throttle degree of the throttle portion. Can be prioritized. In this case, the operation sound and vibration of the internal combustion engine can be managed with high accuracy.
  • a fuel injection system for injecting fuel used for combustion in an internal combustion engine A fuel injection valve for injecting fuel from an injection hole; A supply passage for supplying pressurized fuel to the fuel injection valve; With The fuel injection valve In addition to the injection holes An injection passage connected to the supply passage and supplying fuel from the supply passage to the injection hole; A throttle portion that is provided at a position spaced apart from the injection hole in the injection passage, and that changes the degree of restriction to change the cross-sectional area of the injection passage; A fuel injection system is provided.
  • the throttle portion is provided in the injection passage of the fuel injection valve, it is easy to make the separation distance between the injection hole and the throttle portion the same in each cylinder of the internal combustion engine.
  • the fuel injection from the fuel injection valve can be performed without adjusting the throttle degree of the throttle part for each cylinder. It can be avoided that the control accuracy of the quantity varies greatly from cylinder to cylinder. That is, it is possible to suppress variation in the control accuracy of the fuel injection amount for each cylinder of the internal combustion engine.
  • An injection hole for injecting fuel used for combustion in an internal combustion engine An injection passage connected to a supply passage for supplying fuel in a pressurized state and supplying fuel from the supply passage to an injection hole; A throttle portion that is provided at a position spaced apart from the injection hole in the injection passage, and that changes the degree of restriction to change the cross-sectional area of the injection passage; A fuel injection valve is provided.
  • 9 is a flowchart illustrating a procedure of injection control processing according to the second embodiment of the present disclosure.
  • a fuel injection valve 10 shown in FIG. 1 injects fuel to be used for combustion of an internal combustion engine, and is controlled by an ECU 11 as an electronic control unit to inject high-pressure fuel supplied from a pressure accumulating vessel 12.
  • an ECU 11 as an electronic control unit to inject high-pressure fuel supplied from a pressure accumulating vessel 12.
  • the ECU 11 corresponds to a control device.
  • the internal combustion engine is, for example, a diesel engine that uses light oil as fuel.
  • the fuel injection system 100 is constructed including the fuel injection valve 10, the ECU 11, the pressure accumulating container 12, and the fuel pump 13.
  • the fuel pump 13 supplies the fuel stored in the fuel tank to the pressure accumulating container 12 in a pressurized state.
  • the fuel injection system 100 can be referred to as an accumulator fuel injection device.
  • the ECU 11 corresponds to a fuel injection control device.
  • the fuel injection valve 10 includes a body 20, a needle 30, a piston 40, a control valve 50, an electromagnetic coil 60, and the like described below.
  • the body 20 has an injection hole 21 as an injection hole for injecting fuel, a high-pressure passage 22 for guiding the high-pressure fuel supplied from the pressure accumulating vessel 12 to the injection hole 21, and fuel leaking inside the body 20 is not shown.
  • a low pressure passage 23 for discharging to the fuel tank is formed.
  • the high pressure passage 22 corresponds to an injection passage.
  • the needle 30 is slidably disposed in the high-pressure passage 22.
  • the high pressure passage 22 is closed and fuel injection from the injection hole 21 is stopped.
  • the needle 30 is lifted up and separated from the seat surface 22 a, the high-pressure passage 22 is opened and fuel is injected from the injection hole 21.
  • the needle 30 is provided with the elastic force of the spring 31 and the operating force of the piston 40 in the valve closing direction as the valve closing force, and the fuel pressure in the fuel reservoir 22b of the high pressure passage 22 is used as the valve opening force. It is given in the valve opening direction. In FIG. 1, the valve closing direction is downward, and the valve opening direction is upward.
  • the high-pressure passage 22 has a sac chamber 22c provided on the downstream side of the fuel reservoir 22b.
  • the sac chamber 22 c extends along the seat surface 22 a and communicates with the injection hole 21.
  • the piston 40 is slidably disposed inside the body 20.
  • a back pressure which is a fuel pressure in a back pressure chamber 24 formed inside the body 20, is applied to the piston 40 in a direction to close the needle 30, and this back pressure is combined with the operating force of the piston 40 described above.
  • the high pressure fuel in the high pressure passage 22 flows into the back pressure chamber 24 through the inflow orifice 24a.
  • the high pressure fuel in the back pressure chamber 24 flows out to the low pressure passage 23 through the outflow orifice 24b.
  • the control valve 50 is a valve body that opens and closes the outflow orifice 24 b.
  • the control valve 50 When the ECU 11 energizes the electromagnetic coil 60 to generate an electromagnetic force, the control valve 50 is attracted by the electromagnetic force and resists the elastic force of the spring 51. Then, the control valve 50 opens the outflow orifice 24b.
  • the control valve 50 closes the outflow orifice 24b by the elastic force of the spring 51.
  • the control valve 50 opens and the fuel in the back pressure chamber 24 flows out from the outflow orifice 24b. Then, the back pressure gradually decreases, and the operating force of the piston 40 decreases.
  • the valve closing force of the needle 30 becomes smaller than the valve opening force, the needle 30 starts to lift up and fuel injection from the injection hole 21 is started.
  • the rail pressure that is the fuel pressure in the pressure accumulating vessel 12 is the pressure of the fuel supplied to the fuel injection valve 10 and decreases with fuel injection from the injection hole 21. As the fuel injection amount from the injection hole 21 increases, the amount of decrease in rail pressure also increases.
  • the pressure accumulating container 12 is a common rail formed of a metallic tubular member, and has a plurality of supply parts that supply fuel to the fuel injection valve 10.
  • the plurality of fuel injection valves 10 are individually connected to the supply part of the pressure accumulating vessel 12 via the supply passage 71.
  • the supply passage 71 is connected to the high-pressure passage 22 of the fuel injection valve 10, and the fuel accumulated in the pressure accumulation container 12 is supplied to the high-pressure passage 22 through the supply passage 71.
  • the supply passage 71 is formed by a piping member or the like, and is connected to the nozzle hole 21 via the high-pressure passage 22.
  • the pressure accumulating vessel 12 is provided with a rail pressure sensor 14 for detecting the rail pressure.
  • the rail pressure sensor 14 can detect a change in rail pressure accompanying fuel injection from the nozzle hole 21 and outputs a detection signal to the ECU 11.
  • the fuel injection valve 10 has a high-pressure orifice 72 that adjusts the flow rate of fuel flowing through the high-pressure passage 22.
  • the high-pressure orifice 72 is attached to the body 20 so as to surround the outer peripheral surface of the high-pressure passage 22, and is an intermediate position (a position on the upstream side of the seat surface 22 a) that is spaced upstream from the injection hole 21 in the high-pressure passage 22. Is arranged. In this case, the high-pressure orifice 72 is also spaced upstream from the sac chamber 22 c and is spaced downstream from the supply passage 71.
  • the separation distance L between the injection hole 21 and the high pressure orifice 72 in the high pressure passage 22 is the same in each fuel injection valve 10.
  • the separation distance L is a separation distance between the center lines of the nozzle hole 21 and the high-pressure orifice 72.
  • the center line of the bulging portion is the center line of the high pressure orifice 72.
  • the distance between the nozzle hole 21 and the fuel reservoir 22b is the same, and the distance between the high-pressure orifice 72 and the downstream end of the fuel reservoir 22b is the same. Yes.
  • the high-pressure orifice 72 can change the passage area which is the cross-sectional area of the high-pressure passage 22.
  • the high-pressure orifice 72 has a bulging portion that bulges toward the inside of the high-pressure passage 22, and the passage area is changed by changing the bulging dimension of the bulging portion.
  • the high-pressure orifice 72 corresponds to a throttle portion that throttles the flow rate of the high-pressure passage 22, and reducing the passage area increases the degree of throttling.
  • the degree of throttling can also be referred to as a flow coefficient, and the larger the degree of throttling, the smaller the flow coefficient.
  • the high-pressure orifice 72 can be shifted to a small throttle state having a predetermined throttle degree and a large throttle state having a larger throttle degree than the small throttle state.
  • the high-pressure orifice 72 is in the large throttle state, the fuel is less likely to flow than in the small throttle state, and the fuel flow rate in the high-pressure passage 22 is small.
  • the flow rate of the fuel at the high-pressure orifice 72 is indicated by a flow coefficient
  • the flow coefficient is smaller when the high-pressure orifice 72 is in the large throttle state than when it is in the small throttle state.
  • the high-pressure orifice 72 has a circular cross section, the smaller the inner diameter of the high-pressure orifice 72, the greater the degree of throttling.
  • the small aperture state corresponds to the first state
  • the large aperture state corresponds to the second state.
  • the fuel in the high-pressure passage 22 is reduced by the amount of injection.
  • the passages 22 and 71 are formed in an elongated shape. The fuel pressure fluctuates in the supply passage 71 and the pressure accumulating vessel 12.
  • the high pressure passage 22 is opened to open the fuel reservoir 22b to the suck chamber 22c.
  • the fuel flows in and the fuel pressure in the fuel reservoir 22b starts to decrease.
  • the high pressure passage 22 is closed, and the fuel that has flowed into the sac chamber 22c is replenished to the fuel reservoir 22b from the upstream side, so that the fuel pressure in the fuel reservoir 33b starts to rise.
  • a pressure wave of fuel is generated in the fuel reservoir 22b, and this pressure wave becomes a reflected wave that travels toward the upstream side of the high-pressure passage 22, so that the fuel pressure in the high-pressure passage 22 is increased as shown in FIG.
  • the pulsation as shown occurs.
  • the vertical axis in FIG. 2 is the fuel pressure in the fuel reservoir 22b
  • the horizontal axis is the time and crank angle.
  • the reflected wave traveling toward the upstream side of the high pressure passage 22 is more likely to be attenuated by the high pressure orifice 72.
  • the reflected wave reaches the high-pressure orifice 72 both free-end reflection and fixed-end reflection occur, and this reflected wave passes through the high-pressure orifice 72 and travels to the pressure accumulating vessel 12 side.
  • the wave is reflected and returned to the fuel reservoir 22b side. In this way, fuel pressure pulsations are reduced both upstream and downstream of the high pressure orifice 72.
  • FIG. 2 shows the change in the fuel pressure of the fuel reservoir 22b for each of A1 to A3 in the configuration in which the degree of restriction of the high pressure orifice 72 can be shifted to A1 to A3.
  • A1 is the smallest and A3 is the largest.
  • the voltage change of A1 having the smallest diaphragm degree is the largest
  • the voltage change of A3 having the largest diaphragm degree is the smallest.
  • the ECU 11 includes a microcomputer as a microcomputer, an input processing circuit, an output processing circuit, and the like.
  • the microcomputer has a CPU and a memory as a central processing unit.
  • the ECU 11 performs control processing for the electromagnetic coil 60 and the high-pressure orifice 72 by the CPU executing a predetermined program stored in the memory.
  • a crank angle sensor 75 that detects the crank angle is electrically connected to the ECU 11.
  • the crank angle sensor 75 is attached to a cylinder block of the internal combustion engine, and outputs a detection signal corresponding to the number of revolutions per unit time of the crankshaft and the crankshaft.
  • the ECU 11 can perform multi-stage injection in which multiple fuel injections are performed from one fuel injection valve 10 during one combustion cycle.
  • the multi-stage injection includes a main injection in which the fuel injection amount is set to be the largest and a pilot injection performed at a timing before the main injection. Further, the main injection and the pilot injection may be performed a plurality of times as divided injections.
  • the ECU 11 controls the operation of the high-pressure orifice 72 in the injection control process for managing the fuel injection amount from the fuel injection valve 10.
  • the injection control process will be described with reference to the flowchart of FIG. This process is repeatedly executed at a predetermined cycle during the operation period of the internal combustion engine.
  • the ECU 11 has a function of processing each step.
  • step S101 the rotational speed per unit time of the internal combustion engine is acquired as the engine rotational speed.
  • the rotation speed per unit time of the crankshaft is calculated based on the detection signal of the crank angle sensor 75, and this calculation result is acquired as the engine rotation speed.
  • the engine speed corresponds to the rotational speed of the internal combustion engine.
  • step S102 the target injection rate is acquired.
  • the target injection amount is acquired based on the engine speed, the accelerator pedal depression amount, the coolant temperature, and the like, and the target injection rate and the target injection period are calculated based on the target injection amount.
  • the target injection amount is an amount corresponding to the product of the target injection rate and the target injection period, and the target injection rate is set according to the target injection amount and the target injection period.
  • Step S102 corresponds to an injection acquisition unit and a rate acquisition unit.
  • step S103 the target injection interval is acquired based on the engine speed and the target injection period.
  • the injection interval is an interval from the end of the fuel injection in the multistage injection to the start of the next fuel injection, and the target injection period is calculated based on the injection signal.
  • the times Ta, Tb, and Tc are the target injection intervals.
  • Time Ta is a target injection interval between pilot injection and main injection
  • time Tb is a target injection interval between main injections divided into a plurality of times
  • time Tc is divided into a plurality of times. This is the target injection interval between pilot injections.
  • a target injection interval between the injection immediately before this processing and the next injection is acquired.
  • Step S103 corresponds to an injection acquisition unit and an interval acquisition unit.
  • step S104 it is determined whether or not the internal combustion engine is idling based on the engine speed, target injection amount, target injection interval, accelerator pedal operation amount, and the like. If the internal combustion engine is not in an idling state, it is determined in step S105 whether the internal combustion engine is in a high load state. Here, it is determined whether or not the target injection amount is larger than a predetermined injection determination value and whether or not the target torque is larger than a predetermined torque determination value. It is assumed that the internal combustion engine is in a high load state when the target injection amount is larger than the injection determination value or when the target torque is larger than the torque determination value. The target torque increases as the target injection amount increases.
  • step S106 it is determined whether or not the internal combustion engine is in a high rotation state.
  • the engine speed is larger than a predetermined rotation determination value, and it is assumed that the internal combustion engine is in a high rotation state when the engine speed is larger than the rotation determination value.
  • the high pressure orifice 72 is shifted to the small throttle state in step S107, and if not both, the high pressure orifice is determined in step S108. 72 is shifted to the large aperture state. In any case, the throttle degree of the high-pressure orifice 72 is made the same for all the fuel injection valves 10. Steps S107 and S108 correspond to the aperture adjustment unit.
  • the time that can be secured for one fuel injection becomes shorter as the engine speed increases, and the injection interval is appropriately secured. In this case, it is necessary to increase the injection rate.
  • the higher the target speed the smaller the degree of restriction of the high-pressure orifice 72, thereby increasing the injection rate and reducing the actual fuel injection amount. It becomes easy to increase the number.
  • the pressure pulsation accompanying fuel injection is extremely small because the high-pressure orifice 72 is in a large throttle state, the fuel pressure is almost equal regardless of the timing of the next fuel injection. It is the same. In this case, no matter what timing the next fuel injection is performed, the “deviation” of the actual injection rate with respect to the target injection rate is less likely to occur due to the pulsation of the fuel pressure.
  • step S104 when it is determined in step S104 that the internal combustion engine is in the idling state, the process proceeds to step S108, and the high pressure orifice 72 is shifted to the large throttle state.
  • the target injection amount, the target torque, and the engine speed are smaller than the idling state threshold value, and the operating state of the internal combustion engine is in the low load state and the low rotation state.
  • the high-pressure orifice 72 since the high-pressure orifice 72 is in a large throttle state, a relatively small amount of fuel can be injected with high accuracy by the fuel injection valve 10 in accordance with low load and low rotation.
  • the high-pressure orifice 72 is included in the fuel injection valve 10, the same fuel injection valve 10 is used for each cylinder of the internal combustion engine.
  • the separation distance L from the nozzle hole 21 is the same. For this reason, it is possible to avoid that the control accuracy of the fuel injection amount varies greatly from cylinder to cylinder without adjusting the throttle degree of the high pressure orifice 72 individually for each cylinder.
  • the injection control process can be performed in a mode suitable for each situation such as the operating state of the internal combustion engine. it can.
  • the high pressure orifice 72 when the internal combustion engine is not in a high load state, such as when the target injection amount is smaller than the injection determination value, the high pressure orifice 72 can be shifted to the large throttle state. For this reason, priority can be given to increasing the control accuracy of the fuel injection amount over increasing the fuel injection amount for each cylinder.
  • the high pressure orifice 72 when the internal combustion engine is not in the high rotation state, such as when the engine speed is smaller than the rotation determination value, the high pressure orifice 72 can be shifted to the large throttle state. For this reason, priority can be given to increasing the control accuracy of the fuel injection amount over increasing the fuel injection amount for each cylinder.
  • the control accuracy of the fuel injection amount is increased, the control accuracy of the in-cylinder pressure for the cylinder is increased, and a sudden change in the in-cylinder pressure can be suppressed.
  • the greater the rate of change in the in-cylinder pressure the greater the combustion noise of the fuel. Therefore, when the vehicle is traveling at a low speed by rotating the internal combustion engine with a low load and rotating at a low speed, the combustion sound of the internal combustion engine is more easily heard by the driver or the like than the wind noise associated with traveling.
  • a controlled combustion noise can be generated from the internal combustion engine.
  • the magnitude and quality of the combustion sound generated from each cylinder can be made uniform without adjusting the degree of restriction of the high pressure orifice 72 for each cylinder individually.
  • it is not necessary to increase or decrease the fuel injection amount rapidly so that even when the high pressure orifice 72 is in a large throttle state, a situation in which the fuel injection amount is insufficient is unlikely to occur.
  • the throttle degree is higher than the configuration in which the throttle degree of the high-pressure orifice 72 can be continuously adjusted.
  • the high pressure orifice 72 can be reduced in size and simplified in structure. This is effective in incorporating the high-pressure orifice 72 in the fuel injection valve 10.
  • the high pressure orifice 72 when the internal combustion engine is in an idling state, the high pressure orifice 72 is in a large throttle state, so that the vehicle is stopped and properly managed in a situation where no wind noise is generated. The combustion noise can be heard by the passenger.
  • the degree of restriction of the high-pressure orifice 72 can be changed to two stages.
  • the degree of restriction can be changed to three stages in which a medium throttle state is added to a small throttle state and a large throttle state. It has become.
  • the diaphragm degree in the middle diaphragm state is larger than that in the small diaphragm state and smaller than that in the large diaphragm state.
  • the injection control process will be described with reference to the flowchart of FIG. 8 with a focus on differences from the first embodiment.
  • step S201 the engine speed is acquired as in step S101 of the first embodiment.
  • step S202 the state of multistage injection is acquired.
  • the fuel injection mode from the fuel injection valve 10 is set based on the engine speed, the accelerator pedal depression amount, the coolant temperature, and the like. For example, when the internal combustion engine is in a high load and high rotation state, the main injection is performed without performing the pilot injection, thereby injecting as much fuel as possible to increase the output of the internal combustion engine. ing. Further, when the internal combustion engine is in a low load and low rotation state such as an idling state, the combustion is stabilized by improving the ignitability of the fuel by the main injection by performing the pilot injection. .
  • Step S202 corresponds to the injection acquisition unit.
  • step S203 fuel characteristics such as general properties are acquired for the fuel used for combustion in the internal combustion engine.
  • the volatility and ignitability of the fuel are acquired as fuel characteristics.
  • the fuel characteristic indicates the state of the fuel injected from the fuel injection valve 10 as the fuel injection mode, and step S203 corresponds to the injection acquisition unit.
  • the in-cylinder environment such as the in-cylinder pressure may be acquired, and the volatility and ignitability of the fuel in each in-cylinder environment may be acquired.
  • step S204 it is determined whether or not pilot injection is performed in one combustion cycle.
  • the operation state of the internal combustion engine is assumed to be at least one of the high load state and the high rotation state, and the process proceeds to step S205, and the high pressure orifice 72 is shifted to the small throttle state.
  • step S206 it is determined whether or not the fuel is highly volatile.
  • the value indicating the volatility of the fuel is larger than a predetermined volatilization determination value. If the value is larger, the volatility of the fuel is high. Whether the fuel volatility is high or not high, it is determined in steps S207 and S208 whether the fuel ignitability is high. Here, it is determined whether or not a value indicating the ignitability of the fuel is greater than a predetermined ignition determination value. If the value is larger, it is determined that the ignitability of the fuel is high.
  • step S205 the process proceeds to step S205, and the high pressure orifice 72 is shifted to the small throttle state.
  • the amount of the fuel that changes from gas to gas after being injected from the fuel injection valve 10 and the amount of combustion gradually increase.
  • the rate of change of the in-cylinder pressure accompanying the combustion of fuel is relatively small and the control accuracy of the fuel injection amount is relatively low due to the high-pressure orifice 72 being in a small throttle state, Variations in size and quality are less likely to occur. For this reason, it is easy to manage the combustion noise even when the high pressure orifice 72 is in a small throttle state.
  • step S210 If the fuel is both volatile and ignitable, the process proceeds to step S210, and the high pressure orifice 72 is shifted to the large throttle state.
  • the high pressure orifice 72 is shifted to the large throttle state.
  • step S209 If only one of the volatility and the ignitability of the fuel is high, the process proceeds to step S209, and the high pressure orifice 72 is shifted to the middle throttle state.
  • the amount of the fuel that changes from liquid to gas after being injected from the fuel injection valve 10 or the amount of combustion increases appropriately.
  • the combustion noise can be managed within the allowable range, and the output of the internal combustion engine can be increased within the allowable range. For this reason, it is preferable to manage both the combustion noise and the internal combustion engine within an allowable range by shifting the high-pressure orifice 72 to the middle throttle state.
  • Steps S205, S208, and S209 correspond to an aperture adjustment unit.
  • the high-pressure orifice 72 when it is desired to inject as much fuel as possible without performing pilot injection in one combustion cycle, the high-pressure orifice 72 is shifted to a small throttle state, so that the fuel injection amount is increased. This can be prioritized over the control accuracy of the fuel injection amount. Further, by using pilot injection as a parameter for setting the throttle degree of the high-pressure orifice 72, it is possible to reduce the processing burden in controlling the throttle degree of the high-pressure orifice 72.
  • the degree of restriction of the high-pressure orifice 72 may be changed in three stages as in the second embodiment. For example, when the internal combustion engine is in one of a high load state and a high rotation state, the high pressure orifice 72 is shifted to the middle throttle state. In this case, the throttle degree of the high-pressure orifice 72 can be set to an appropriate size without being too small or too small in accordance with the operating state of the internal combustion engine. Further, the degree of restriction of the high-pressure orifice 72 may be changeable in four steps or more.
  • the degree of restriction of the high-pressure orifice 72 may not be changed stepwise but may be changed continuously. For example, the degree of restriction of the high-pressure orifice 72 is increased as the engine speed or the load on the internal combustion engine is reduced.
  • the high pressure orifice 72 is shifted to a state where the degree of throttling is the largest.
  • the high pressure orifice 72 is shifted to a state where the throttle degree is the smallest.
  • the throttle degree of the high-pressure orifice 72 may be adjusted according to the number of fuel injections in one combustion cycle. For example, the degree of restriction of the high-pressure orifice 72 is reduced as the number of fuel injections is increased. In this configuration, even if the period for one fuel injection is shortened, the fuel injection rate tends to increase due to the small degree of restriction of the high-pressure orifice 72. It can suppress that the injection quantity runs short.
  • the high-pressure orifice 72 may be capable of transitioning between an unrestricted state where the fuel flow rate is not restricted in the high-pressure passage 22 and a restricted state where the fuel flow rate is restricted.
  • the unrestricted state corresponds to the first state
  • the restricted state corresponds to the second state.
  • both the small aperture state and the large aperture state correspond to the restricted state
  • all of the small aperture state, the middle aperture state, and the large aperture state correspond to the restricted state. To do.
  • the separation distance L between the injection hole 21 and the high-pressure orifice 72 in the high-pressure passage 22 may be different for each fuel injection valve 10.
  • the pulsation state of the fuel pressure is different for each fuel injection valve 10, and therefore it is preferable to adjust the throttle degree of the high-pressure orifice 72 individually for each fuel injection valve 10.
  • the degree of restriction of the high-pressure orifice 72 may be adjusted based on the actual injection rate and the actual injection interval instead of the target injection rate and the target injection interval. For example, in the injection control process, the actual injection rate and the actual injection interval are acquired for the fuel injection that has already been performed, and the high-pressure orifice 72 is set to the small throttle state or the large throttle state based on the actual injection rate and the actual injection interval. Transition.
  • the throttle degree of the high-pressure orifice 72 may be adjusted regardless of the fuel injection amount. For example, when the internal combustion engine is in a high rotation state, the high pressure orifice 72 is shifted to a small throttle state regardless of the target injection amount or target torque, and when the internal combustion engine is in a low rotation state, the target injection amount or target torque Regardless of whether the high pressure orifice 72 is shifted to the large throttle state.
  • the throttle degree of the high-pressure orifice 72 may be adjusted regardless of the injection interval. For example, when the internal combustion engine is in a high load state, the high pressure orifice 72 is shifted to a small throttle state regardless of the target injection interval, and when the internal combustion engine is in a low load state, the high pressure orifice 72 is independent of the target injection interval. Is configured to be shifted to the large aperture state.
  • the high-pressure orifice 72 may be disposed not at the intermediate position of the high-pressure passage 22 but at the upstream end of the high-pressure passage 22.
  • the supply passage 71 is connected to the high-pressure orifice 72.
  • the function provided by the ECU 11 in the injection control process may be provided by hardware or software different from the ECU 11 or a combination of these hardware and software.
  • the fuel injection system 100 has a control circuit capable of controlling the fuel injection valve 10 separately from the ECU 11, and this control circuit executes a part or all of the injection control processing.
  • the fuel injection system 100 may be mounted on a ship, a railway vehicle, an aircraft, or the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
PCT/JP2016/082747 2015-12-03 2016-11-04 燃料噴射制御装置、燃料噴射システム及び燃料噴射弁 Ceased WO2017094437A1 (ja)

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GB2587015A (en) * 2019-09-13 2021-03-17 Delphi Tech Ip Ltd Fuel injector

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JP7293959B2 (ja) 2019-08-06 2023-06-20 株式会社デンソー 燃料噴射弁

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JPH1137015A (ja) * 1997-07-23 1999-02-09 Toyota Motor Corp 蓄圧式燃料噴射装置
JP2003343330A (ja) * 2002-05-21 2003-12-03 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JP2006274877A (ja) * 2005-03-29 2006-10-12 Denso Corp インジェクタ
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JPH1137015A (ja) * 1997-07-23 1999-02-09 Toyota Motor Corp 蓄圧式燃料噴射装置
JP2003343330A (ja) * 2002-05-21 2003-12-03 Toyota Motor Corp 内燃機関の燃料噴射制御装置
JP2006274877A (ja) * 2005-03-29 2006-10-12 Denso Corp インジェクタ
JP2013217341A (ja) * 2012-04-11 2013-10-24 Nippon Soken Inc 燃料噴射制御装置

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GB2587015A (en) * 2019-09-13 2021-03-17 Delphi Tech Ip Ltd Fuel injector
GB2587015B (en) * 2019-09-13 2021-12-08 Delphi Tech Ip Ltd Fuel injector

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