WO2018150834A1 - Dispositif de commande d'injection de carburant et procédé de commande d'injection de carburant - Google Patents

Dispositif de commande d'injection de carburant et procédé de commande d'injection de carburant Download PDF

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Publication number
WO2018150834A1
WO2018150834A1 PCT/JP2018/002201 JP2018002201W WO2018150834A1 WO 2018150834 A1 WO2018150834 A1 WO 2018150834A1 JP 2018002201 W JP2018002201 W JP 2018002201W WO 2018150834 A1 WO2018150834 A1 WO 2018150834A1
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WIPO (PCT)
Prior art keywords
stroke
fuel injection
fuel
amount
injection
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PCT/JP2018/002201
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English (en)
Japanese (ja)
Inventor
史博 板羽
修 向原
清隆 小倉
豊原　正裕
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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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Priority to JP2018568070A priority Critical patent/JP6748743B2/ja
Publication of WO2018150834A1 publication Critical patent/WO2018150834A1/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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • 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 has a valve body that opens so that fuel can be injected by moving the stroke, and the stroke of the valve body in the fuel injection device that can be operated by selecting a stroke range of the valve body from a plurality of stroke ranges.
  • the present invention relates to a fuel injection control device that controls fuel injection by controlling movement.
  • Patent Document 1 discloses a technique for indirectly detecting an individual difference based on electrical characteristics of a valve opening operation of a fuel injection device (specifically, timing when the valve element is opened). .
  • a technique for detecting the valve closing operation of the fuel injection device from the electrical characteristics is also known. Yes.
  • Patent Document 2 discloses a fuel injection device that changes the injection amount (injection rate) per unit time by switching the stroke amount of the valve body by two movable cores as a technique for expanding the dynamic range of the fuel injection valve. It is disclosed. According to this fuel injection device, fuel injection by full lift is possible even in the minimum injection region, so that the accuracy of the injection amount can be increased.
  • Patent Document 2 discloses how to change the stroke amount of the valve body to perform fuel injection. There is no disclosure about what to do.
  • the present invention has been made in view of the above circumstances, and an object thereof is to provide a technique capable of appropriately controlling fuel injection by a fuel injection device.
  • a fuel injection control device has a valve body that opens a valve so that fuel can be injected by moving the stroke, and selects a stroke range of the valve body from a plurality of stroke ranges.
  • a fuel injection control device that controls fuel injection by controlling stroke movement of a valve body in a fuel injection device that can be operated, wherein the fuel injection device has a stroke range in which a maximum stroke amount is a first amount.
  • the valve body can be moved by a first stroke, and the valve body can be moved by a second stroke which is a stroke range in which the maximum stroke amount is a second amount smaller than the first amount.
  • Fuel injection when injecting a fuel injection quantity that can be injected regardless of whether the valve is moved by one stroke or the second stroke.
  • a valve selection unit for selecting a first stroke or a second stroke based on information on fuel injection by a device and / or information on a state of an internal combustion engine provided with a fuel injection device, and a valve body by a stroke selected by the stroke selection unit
  • a stroke drive control unit for moving the stroke.
  • the fuel injection of the fuel injection device can be appropriately controlled.
  • FIG. 1 is an overall configuration diagram of an internal combustion engine system according to a first embodiment.
  • FIG. 2 is a configuration diagram of the fuel injection control device and related parts according to the first embodiment.
  • FIG. 3 is an enlarged configuration diagram of a part of the fuel injection device according to the first embodiment.
  • FIG. 4 is a diagram for explaining a basic operation of the fuel injection device according to the first embodiment.
  • FIG. 5 is a diagram showing an injection amount characteristic (Ti-Q characteristic) in the fuel injection device according to the first embodiment.
  • FIG. 6 is a diagram illustrating selection of a stroke of the fuel injection device according to the first embodiment.
  • FIG. 7 is a flowchart of stroke selection processing according to the first embodiment.
  • FIG. 8 is a flowchart of the selection usable area stroke selection processing according to the first embodiment.
  • FIG. 1 is an overall configuration diagram of an internal combustion engine system according to a first embodiment.
  • FIG. 2 is a configuration diagram of the fuel injection control device and related parts according to the first embodiment.
  • FIG. 9 is a time chart in the internal combustion engine system according to the first embodiment.
  • FIG. 10 is a flowchart of the selectable area stroke selection process according to the second embodiment.
  • FIG. 11 is a time chart in the internal combustion engine system according to the second embodiment.
  • FIG. 12 is a flowchart of a selection usable area stroke selection process according to the third embodiment.
  • FIG. 13 is a time chart in the internal combustion engine system according to the third embodiment.
  • FIG. 14 is a flowchart of stroke selection processing according to the fourth embodiment.
  • FIG. 15 is a flowchart of stroke selection processing according to the fifth embodiment.
  • FIG. 16 is a flowchart of stroke selection processing according to the sixth embodiment.
  • FIG. 1 is an overall configuration diagram of an internal combustion engine system according to a first embodiment. In FIG. 1, only one cylinder among the plurality of cylinders of the engine 101 is shown.
  • the internal combustion engine system 100 includes an engine 101 as an example of an internal combustion engine and an ECU (Engine Control Unit) 109.
  • the engine 101 is, for example, an inline 4-cylinder gasoline engine.
  • the air drawn into the engine 101 from an intake port flows to the collector 115 via an air flow meter (AFM: Air Flow Meter) 120 and a throttle valve 119.
  • the air flow meter 120 measures the amount of inhaled air (intake air amount).
  • the air flowing into the collector 115 is supplied into the combustion chamber 121 via the intake pipe 110 and the intake valve 103 connected to each cylinder of the engine 101.
  • the fuel stored in the fuel tank 123 is sucked by the low-pressure fuel pump 124 and supplied to the high-pressure fuel pump 125 provided in the engine 101.
  • the high-pressure fuel pump 125 an internal plunger is operated up and down by power transmitted from an exhaust cam shaft (not shown) provided with an exhaust cam 128, and the supplied fuel is increased in pressure.
  • the high-pressure fuel pump 125 controls a solenoid of a not-shown inlet / outlet valve based on a control command from the fuel injection control device 127 of the ECU 109 so that the discharged fuel has a desired pressure.
  • the fuel discharged from the high pressure fuel pump 125 is supplied to the fuel injection device 105 via the high pressure fuel pipe 129.
  • the fuel injection device 105 injects fuel into the combustion chamber 121 based on a command from the fuel injection control device 127 of the ECU 109.
  • the engine 101 is provided with a fuel pressure sensor 126 that measures the pressure (fuel pressure) of the fuel in the high-pressure fuel pipe 128.
  • the ECU 109 performs feedback control based on the measurement result (sensor value) by the fuel pressure sensor 126, that is, controls the high pressure fuel pump 125 so that the fuel pressure in the high pressure fuel pipe 128 becomes a desired pressure. Send a command.
  • the engine 101 further includes, for each combustion chamber 121, an ignition plug 106 for discharging a spark into the combustion chamber 121 and an ignition coil 107 for supplying electric power to the ignition plug 106.
  • the ECU 109 controls energization to the ignition coil 107 so that a spark is emitted from the spark plug 106 at a desired timing.
  • the mixture of air and fuel supplied into the combustion chamber 121 is burned by sparks emitted from the spark plug 106.
  • the piston 102 is pushed down by the pressure generated by the combustion of the air-fuel mixture.
  • Exhaust gas generated by the combustion is guided to the three-way catalyst 112 through the exhaust valve 104 and the exhaust pipe 111.
  • the three-way catalyst 112 performs an exhaust purification process for purifying the exhaust gas.
  • the exhaust gas purified by the three-way catalyst 112 flows downstream and is finally released to the atmosphere.
  • the internal combustion engine system 100 includes a water temperature sensor 108 that measures the temperature of cooling water that cools the engine 101, a crank angle sensor 116 that measures the angle of a crankshaft (not shown) of the engine 101, and an AFM 120 that measures the intake air amount.
  • the oxygen sensor 113 for detecting the oxygen concentration in the exhaust gas in the exhaust pipe 111
  • the accelerator opening sensor 122 for detecting the accelerator opening (accelerator opening) operated by the driver
  • the high-pressure fuel pipe 128 A fuel pressure sensor 126 that measures the pressure of the fuel is provided.
  • the ECU 109 receives signals of measurement results from sensors such as the water temperature sensor 108, the crank angle sensor 116, the AFM 120, the oxygen sensor 113, the accelerator opening sensor 122, and the fuel pressure sensor 126.
  • the ECU 109 executes various processes based on various input signals. For example, the ECU 109 performs a process of calculating the required torque of the engine 101 based on a signal input from the accelerator opening sensor 122, and performs a process of determining whether or not the engine 101 is in an idle state. Further, the ECU 109 performs a process of calculating the engine speed (engine speed) based on the signal input from the crank angle sensor 116. Further, the ECU 109 performs a process of determining whether or not the three-way catalyst 112 is warmed up based on the coolant temperature input from the water temperature sensor 108, the elapsed time after the engine is started, and the like.
  • the ECU 109 calculates the intake air amount necessary for the engine 101 from the calculated required torque and the like, and outputs a signal to the throttle valve 119 for setting the opening corresponding to the calculated intake air amount.
  • the ECU 109 incorporates a fuel injection device 127.
  • the fuel injection control device 127 of the ECU 109 calculates a fuel amount (required injection amount) corresponding to the intake air amount, outputs a fuel injection signal to the fuel injection device 105, and further outputs an ignition signal to the ignition coil 107.
  • FIG. 2 is a block diagram of the fuel injection control device and related parts according to the first embodiment.
  • the fuel injection control device 127 of the ECU 109 includes a control unit 202, a drive IC (Integrated Circuit) 205, a high voltage generation unit 206, and fuel injection valve drive units 207a and 207b.
  • a battery voltage 209 supplied from a battery is supplied via a fuse 203 and a relay 204 to the high voltage generation unit 206 and the fuel injection valve drive unit 207a.
  • the control unit 202 is configured by, for example, a microcomputer (microcomputer) including a CPU (Central Processing Unit), a memory (storage device), an I / O port, and the like.
  • the control unit 202 includes a pulse signal calculation unit 202a, a drive waveform command unit 202b, a parameter input unit 202c, and a stroke selection unit 202d.
  • the drive waveform command unit 202b and the parameter input unit 202c correspond to a stroke drive control unit.
  • the stroke selection unit 202d corresponds to an idle state determination unit, an internal combustion engine state acquisition unit, a fuel state determination unit, a pump failure determination unit, and a sensor failure determination unit.
  • the parameter input unit 202c inputs parameters used for processing (for example, sensor values from sensors or the like), and passes them to the drive waveform command unit 202b and the stroke selection unit 202d.
  • parameters to be input include fuel temperature, cooling water temperature, lubricating oil temperature, and fuel pressure.
  • the stroke selection unit 202d has a large stroke (first stroke) with a large maximum stroke amount and a maximum stroke as a stroke for moving the valve body of the fuel injection device 105 based on the parameters input from the parameter input unit 202c. Either a small stroke (second stroke) with a small stroke amount is selected, and the selection result is notified to the pulse signal calculation unit 202a and the drive waveform command unit 202b. The specific process of the stroke selection unit 202d will be described later.
  • the pulse signal calculation unit 202a determines the width (energization time Ti) of the fuel injection pulse signal for driving the fuel injection device 105 by the stroke selected by the stroke selection unit 202d, and outputs it to the drive IC 205.
  • the drive waveform command unit 202b determines a drive waveform of a current for driving the fuel injection device 105 by the stroke selected by the stroke selection unit 202d based on the parameter input by the parameter input unit 202c, and sends it to the drive IC 205. Output as a command.
  • the drive IC 205 selects the drive period of the fuel injection device 105 (energization time of the fuel injection device 105) and the drive voltage (high) based on the command from the pulse signal calculation unit 202a and the command from the drive waveform command unit 202b.
  • the voltage 210 and the battery voltage 209 are selected) and a set value of the drive current is determined, and the high voltage generation unit 206 and the fuel injection drive units 207a and 207b are controlled according to this determination.
  • the high voltage generation unit 206 generates, from the battery voltage 209, a high power supply voltage (high voltage 210) to be supplied to the fuel injection device 105 when the valve body provided in the electromagnetic solenoid fuel injection device 105 is opened. It supplies to the fuel injection valve drive part 207a. Specifically, the high voltage generation unit 206 boosts the battery voltage 209 supplied from the battery to reach a desired target high voltage based on a command from the drive IC 205, and a high voltage 210 higher than the battery voltage 209. Is generated.
  • a high power supply voltage high voltage 210
  • a power source for supplying a voltage to the fuel injection device 105 a high voltage 210 for ensuring the valve opening force of the valve body and a battery that keeps the valve body open so that the valve body does not close after the valve is opened.
  • Two systems of voltage with voltage 209 are provided.
  • the fuel injection valve drive unit 207a is electrically connected to the upstream side of the coil 305 (see FIG. 3) of the fuel injection device 105, and controls the supply of voltage to the fuel injection device 105 based on the control by the drive IC 205.
  • the selection of the voltage to be supplied selection of the high voltage 210 generated by the high voltage generation unit 206 or the battery voltage 209 is performed.
  • the fuel injection valve drive unit 207b is electrically connected to the downstream side of the coil 305 of the fuel injection device 105, and switches whether to ground the fuel injection device 105 based on control by the drive IC 205.
  • FIG. 3 is an enlarged configuration diagram of a part of the fuel injection device according to the first embodiment.
  • FIG. 3A shows a state where the coil 305 of the fuel injection device 105 is not energized
  • FIG. 3B shows a small stroke (second stroke) driving current flowing through the coil 305.
  • FIG. 3C shows a state in which a current having a driving waveform for a large stroke (first stroke) flows through the coil 305.
  • the fuel injection device 105 includes a valve seat 306 in which an opening for injecting fuel is formed, a valve body 303 that moves in a stroke, a first movable core 301, a second movable core 302, a fixed core 304, and a fixed core 304. And a coil 305 that generates a force for attracting the first movable core 301 and the second movable core 302.
  • the first movable core 301 is fixed by the generated magnetic attraction force as shown in FIG. 3B. Suctioned to 304.
  • the second movable core 302 cannot move away from the first movable core 301 toward the fixed core 304 side by a magnetic attraction force by a small stroke current.
  • the valve body 303 can be separated from the valve seat 306, but the maximum stroke amount is St1 (second amount).
  • St1 second amount
  • the stroke with the maximum stroke amount St1 is a small stroke
  • the current that can be brought into the state shown in FIG. 3B is the current for the small stroke.
  • the first movable core 301 is attracted to the fixed core 304 by the generated magnetic attractive force, and the second movable core 302 is attracted away from the first movable core 301 toward the fixed core 304 side.
  • the maximum stroke amount of the valve body 303 is St1 + St2 (first amount).
  • a fuel flow path to the opening of the valve seat 306 is formed, and the flow path area of the fuel flow path can be made larger than in the case shown in FIG.
  • the quantity (injection rate) increases.
  • the stroke with the maximum stroke amount of St1 + St2 is a large stroke, and a relatively large current that can be brought into the state shown in FIG. It becomes.
  • FIG. 4 is a diagram for explaining the basic operation of the fuel injection device according to the first embodiment.
  • FIG. 4 shows the injection command signal at the time of the small stroke and the time of the large stroke, the change in the current of the drive waveform supplied to the fuel injection device 105, and the displacement of the valve body 303.
  • the pulse signal calculation unit 202a outputs, for example, an injection command signal of energization time (pulse signal width) Ti, and the drive waveform command unit 202b changes the current from 0 to Ip1, as indicated by the current waveform 401. After that, a control command for maintaining the current until Ih1 reaches the energization time Ti is output to the drive IC 205.
  • the drive IC 205 controls the current to be supplied to the coil 305 of the fuel injection device 105 in accordance with the control command.
  • the valve body 303 starts to open and the maximum stroke amount becomes St1 (small stroke as shown by the valve displacement 403).
  • St1 small stroke as shown by the valve displacement 403
  • the full lift position is maintained until the energization time Ti elapses.
  • the pulse signal calculation unit 202a outputs, for example, an injection command signal of energization time Ti, and the drive waveform command unit 202b raises the current from 0 to Ip2 (> Ip1) as shown by the current waveform 402. After that, a control command for maintaining the current until Ih2 reaches the energization time Ti is output to the drive IC 205.
  • the drive IC 205 controls the current to be supplied to the coil 305 of the fuel injection device 105 in accordance with the control command.
  • the valve body 303 starts to open as shown by the valve displacement 404, and the maximum stroke amount becomes St1 + St2 (large stroke).
  • St1 + St2 large stroke
  • FIG. 5 is a view showing an injection amount characteristic (Ti-Q characteristic) in the fuel injection device according to the first embodiment.
  • the fuel injection characteristic can ensure the linearity of the change in the injection amount Q with respect to the change in the energization time Ti in the range of the relatively small injection amount as in the characteristic 501 shown in FIG. In particular, after the time point P2 when the maximum stroke amount St1 of the small stroke is reached, highly accurate linearity can be ensured.
  • the fuel injection characteristic can ensure the linearity of the change in the injection amount Q with respect to the change in the energization time Ti in a relatively large injection amount range, like the characteristic 502 shown in FIG.
  • highly accurate linearity can be ensured.
  • the energization time Ti is the same in the case of a large stroke, it is more It can be seen that a lot of fuel can be injected. It can also be seen that when the injection amount is small, the injection amount can be adjusted with higher accuracy in the case of a small stroke.
  • an injection amount characteristic (Ti-Q characteristic) of the fuel injection device 105 as shown in FIG. 5 is measured by experiment, and a map of the measured injection amount characteristic is stored in the control unit 202. Then, the pulse signal calculation unit 202a determines the energization time Ti corresponding to the required injection amount calculated in the ECU 109 with reference to a map stored in the control unit 202.
  • the Ti-Q characteristic also changes depending on the fuel pressure. As the fuel pressure increases, the injection amount increases with respect to the valve opening time, and when the fuel pressure decreases, the injection amount tends to decrease. Therefore, the correction value of the Ti-Q characteristic corresponding to the fuel pressure value is measured in advance by experiment or the like, and the correction value is stored as a table in the memory or the like of the control unit 202. A correction value of the Ti-Q characteristic corresponding to the sensor value (fuel pressure value) measured at 126 is identified from the table, and the energization time Ti corresponding to the required injection amount is corrected based on the correction value (for example, correction) You may make it calculate the energization time actually used by multiplying a value.
  • the energization time Ti is determined based on the Ti-Q characteristic 501 shown in FIG. Further, when the pulse signal calculation unit 202a is selected to be driven by the current waveform 402 shown in FIG. 4 as when it is necessary to inject a lot of fuel in a short time (a large stroke is selected). In this case, the energization time Ti is determined based on the Ti-Q characteristic 502 shown in FIG.
  • FIG. 6 is a diagram for explaining the selection of the stroke of the fuel injection device according to the first embodiment.
  • the stroke selection unit 202d determines whether to use a large stroke or a small stroke based on the required injection amount.
  • the stroke information determined by the stroke selection unit 202d is sent to the pulse signal calculation unit 202a and the drive waveform command unit 202b, and is used to determine the energization time Ti and the drive current waveform.
  • the stroke selection unit 202d uses the injection amount (first injection amount) 601 that can be injected after the full stroke full lift (time point P1) as a threshold, and the required injection amount is the first injection.
  • the amount is 601 or more, a large stroke may be selected, and when the amount is less than the first injection amount 601, a small stroke may be selected.
  • any required injection amount can be injected by full lift, so that highly accurate fuel injection can be realized.
  • the stroke can be selected by setting the minimum injection amount (injection amount at the time point P3) 602 due to the large stroke half lift as a threshold value.
  • the minimum injection amount by the half lift is a minimum injection amount that can control the injection amount with relatively high accuracy in a half-stroke state of a large stroke, and the minimum injection amount is the value of the fuel injection device 105.
  • the stroke selection unit 202d may select a large stroke when the minimum injection amount 602 is greater than or equal to the minimum injection amount 602, and may select a small stroke when the required injection amount is less than the minimum injection amount 602. . In this way, it is possible to widen the range of the required injection amount from which a large stroke can be selected, that is, the range in which fuel injection can be performed in a short time.
  • the stroke may be selected as follows.
  • the selection available area in FIG. 6 there is an area where the same fuel injection amount can be realized regardless of whether the stroke is a large stroke or a small stroke.
  • this selectively available area that is, the area where the fuel injection amount is less than the first injection amount 601 and the second injection amount threshold value 602 or more, the desired fuel injection can be performed in either a large stroke or a small stroke by changing the energization time Ti. Quantity can be realized.
  • the stroke selection unit 202d performs fuel injection in a selectable available region where injection can be performed in either a large stroke or a small stroke other than a region where a large stroke is injected (large stroke region), a region where a small stroke is injected (small stroke region). You may make it select a stroke based on the information regarding the fuel injection by the injection device 105 (for example, the injection start position, the number of injection divisions in the combustion cycle, the injection interval, etc.) and the information on the state of the engine 101.
  • FIG. 7 is a flowchart of stroke selection processing according to the first embodiment.
  • the ECU 109 determines an injection parameter related to fuel injection of the combustion injection device 105.
  • the injection parameters are, for example, the required injection amount after division (each time), the division ratio (ratio of fuel injected in one fuel injection), the injection start position, etc. when fuel injection is performed in a plurality of times in one combustion cycle. These are determined according to the load of the engine 101, the engine speed, the target combustion state, and the like.
  • the stroke selection unit 202d determines whether or not the required injection amount (for one injection) is a large stroke region. Specifically, the stroke selection unit 202d determines whether or not the required injection amount is equal to or greater than the first injection amount stored in advance. Since the Ti-Q characteristic changes depending on the fuel pressure value, it is desirable to determine whether or not it is a large stroke region by using the Ti-Q characteristic corresponding to the fuel pressure value. It is desirable to set to.
  • the pulse signal calculation unit 202a and the drive waveform command unit 202b determine the energization time Ti and drive waveform for a large stroke based on the stroke selection flag set by the stroke selection unit 202d, and the determined energization time.
  • the driving IC 205 drives the fuel injection device 105 based on Ti and the driving waveform, and fuel is injected.
  • the stroke selection unit 202d determines whether or not the region is a small stroke region in step S704. Specifically, the stroke selection unit 202d determines whether or not the required injection amount is less than the second injection amount stored in advance. Since the Ti-Q characteristic varies depending on the fuel pressure value, it is desirable to determine whether or not it is a small stroke region using the Ti-Q characteristic corresponding to the fuel pressure value. The second injection amount is determined for each fuel pressure. It is desirable to set to.
  • the pulse signal calculation unit 202a and the drive waveform command unit 202b determine the energization time Ti and drive waveform for a small stroke based on the stroke selection flag set by the stroke selection unit 202d, and the determined energization time.
  • the driving IC 205 drives the fuel injection device 105 based on Ti and the driving waveform, and fuel is injected.
  • step S704 determines whether to use a large stroke or a small stroke. If it is determined in step S704 that the region is not a small stroke region, that is, if it is determined that the region is a selectable region (S704: NO), the process proceeds to step S706, and the stroke selection unit 202d A selection usable area stroke selection process (see FIG. 8) for determining whether to use a large stroke or a small stroke is executed.
  • the stroke selection process shown in FIG. 7 is executed for each time of the divided injection when the divided injection is executed in one combustion cycle.
  • FIG. 8 is a flowchart of the selectable area stroke selection process according to the first embodiment.
  • the selectable area stroke selection process is a process corresponding to step S706 in FIG.
  • step S801 the stroke selection unit 202d determines whether or not the injection start position is before a predetermined timing (for example, compression bottom dead center (compression BDC)).
  • a predetermined timing for example, compression bottom dead center (compression BDC)
  • step S801 If it is determined in step S801 that the injection start position is before the predetermined timing (S801: YES), the process proceeds to step S802, and the stroke selection unit 202d selects a large stroke and sets the stroke selection flag large. Set to stroke.
  • that the injection start position is before the predetermined timing means a reverse rotation direction (advance direction) with respect to the engine rotation direction.
  • step S802 may be replaced with a selection available area stroke selection process shown in FIG. 10 described later, or may be replaced with a selection available area stroke selection process shown in FIG. 12 described later.
  • step S801 If it is determined in step S801 that the injection start position is after the predetermined timing (S801: NO), the process proceeds to step S803, and the stroke selection unit 202d selects a small stroke and sets a stroke selection flag. Set to a small stroke.
  • the injection start position is after the predetermined timing means a forward rotation direction (retarding direction) with respect to the engine rotation direction.
  • the stroke selection unit 202d may select the large stroke and set the stroke selection flag to the large stroke.
  • the timing for determining whether or not such fuel can not be properly injected may be determined immediately after the start of the selection available area stroke selection process, or at an earlier time point (the stroke shown in FIG. 7). During selection processing). If the process for determining whether or not the fuel cannot be properly injected is performed during the process of FIG. 7, the selection usable area stroke selection process can be performed regardless of whether a large stroke or a small stroke is selected. This process is performed when the required injection amount of fuel can be injected.
  • FIG. 9 is a time chart in the internal combustion engine system according to the first embodiment.
  • FIG. 9 shows a time chart for one cylinder among a plurality of cylinders of the engine. In one combustion cycle, two split injections are executed in the intake stroke and two split injections are executed in the compression stroke. An example is shown. Further, the predetermined timing in FIG. 8 is the compression BDC 901.
  • the stroke selection flag is set to a large stroke, and the two injections 904 and 905 in the compression stroke are after the compression BDC 901. As a result, the stroke selection flag is set to the small stroke.
  • the pulse signal calculation unit 202a and the drive waveform command unit 202b drive the injection command signal and the drive waveform corresponding to each stroke before the start of injection according to the value of the stroke selection flag. It is necessary to set in the IC 205.
  • the drive waveform command unit 202b is selected by the stroke selection flag at the control reference position 906 where it is necessary to determine the number of fuel injection divisions and the injection start position for the two injections in the intake stroke.
  • the drive IC 205 is set so that the injection command signal and the drive waveform corresponding to the stroke selected by the selection flag (here, the small stroke) are output at the respective injection start positions.
  • the piston 102 when split injection is performed during the combustion cycle, and particularly when fuel injection is performed in the compression stroke, the piston 102 is moving up, so it is necessary to prevent fuel from adhering to the surface of the piston 102.
  • a small stroke having a low penetration a short spray arrival distance
  • the fuel injection accuracy can be improved, the power consumption can be reduced, and the heat generation in the fuel injection device 105 can be suppressed.
  • the fuel injection control device according to the second embodiment differs from the fuel injection control device according to the first embodiment only in the selection available area stroke selection processing in step S706 of FIG.
  • the configuration is the same as that of the fuel injection control apparatus according to the first embodiment.
  • FIG. 10 is a flowchart of the selection usable area stroke selection processing according to the second embodiment.
  • step S1001 the stroke selection unit 202d determines whether or not the number of divided injections is equal to or less than a predetermined number.
  • step S1001 If it is determined in step S1001 that the number of divided injections is equal to or less than the predetermined number (step S1001: YES), the process proceeds to step S1002, and the stroke selection unit 202d selects a large stroke and sets a large stroke selection flag. Set to stroke. In this step S1002, a large stroke is selected. However, this step may be replaced with the selection usable area stroke selection process shown in FIG. 8, and in this way, the stroke of the engine combustion cycle is performed. An appropriate stroke can be selected. Further, this step may be replaced with a selection usable area stroke selection process shown in FIG.
  • step S1003 when it is determined in step S1001 that the number of divided injections exceeds the predetermined number (step S1001: NO), in step S1003, the stroke selection unit 202d determines whether or not the engine speed is equal to or less than a predetermined value. To do.
  • step S1003 when the rotational speed of the engine is equal to or less than the predetermined value (step S1003: YES), the process proceeds to step S1004, and the stroke selection unit 202d selects a small stroke and sets the stroke selection flag to a small stroke. Set to.
  • step S1003: NO if the engine speed exceeds the predetermined value in step S1003 (step S1003: NO), the process proceeds to step S1005, and the stroke selection unit 202d selects a large stroke and sets the stroke selection flag to a large value. Set to stroke.
  • the reason why the stroke is selected according to the engine speed is that when the engine speed is high, it is necessary to satisfy the required injection amount in a short time.
  • the small stroke has good injection amount accuracy in the minimum injection region, the energization time becomes long because the fuel injection amount per unit time is small. For this reason, when the engine speed is high and fuel is injected with a small stroke, there is a possibility that the required injection amount cannot be injected by the ignition timing. Therefore, when the engine speed is high, a large stroke is selected.
  • the predetermined value used for comparison with the engine speed in step S1003 is the integration of the energization time of the divided injection within the one-cycle injection possible range (for example, the time from the intake stroke to the ignition timing)? It can be determined based on whether or not. This will be specifically described with reference to the drawings.
  • FIG. 11 is a time chart in the internal combustion engine system according to the second embodiment.
  • the injectable range T1112 in one combustion cycle is, for example, from the intake BDC (T1110) to the ignition timing T1111.
  • the time in this injectable range T1112 varies depending on the rotational speed of the engine.
  • the sum of energizing times T1101, T1102, T1103, T1104, T1105 in each injection and the injection intervals T1106, T1107, T1108, T1109, which is the time from the end of injection to the next injection, is within the injectable range T1112 It can be determined that an injection amount of fuel can be injected.
  • the rotational speed of the engine is a boundary whether the sum of the energization times T1101, T1102, T1103, T1104, and T1105 in each injection and the injection intervals T1106, T1107, T1108, and T1109 is within the time of the injectable range T1112.
  • step S1003 the stroke is selected according to the rotation speed of the engine 101.
  • ignition retard control is performed to raise the temperature of the other engine state, for example, the three-way catalyst 112.
  • the stroke may be selected depending on whether it is being executed, whether the engine 101 is in an idle state, or the like.
  • the fuel injection control device according to the third embodiment differs from the fuel injection control device according to the first embodiment only in the selection available area stroke selection processing in step S706 of FIG.
  • the configuration is the same as that of the fuel injection control apparatus according to the first embodiment.
  • FIG. 12 is a flowchart of a selection usable area stroke selection process according to the third embodiment.
  • step S1201 the stroke selection unit 202d calculates an injection interval in the case of injection with a small stroke.
  • the injection interval will be described later.
  • step S1201 the stroke selection unit 202d calculates an injection interval for all divided injections in one combustion cycle.
  • step S1202 the stroke selection unit 202d determines whether or not the injection interval is equal to or less than a predetermined value.
  • step S1203 when it is determined that the injection interval is equal to or less than the predetermined value (S1202: YES), the process proceeds to step S1203, and the stroke selection unit 202d selects the large stroke and sets the stroke selection flag to the large stroke. Set to.
  • step S1202 determines whether the injection interval exceeds the predetermined value (S1202: NO). If it is determined in step S1202 that the injection interval exceeds the predetermined value (S1202: NO), the process proceeds to step S1204, and the stroke selection unit 202d selects a small stroke and sets the stroke selection flag small. Set to stroke.
  • This step S1204 may be replaced with the selection available area stroke selection process shown in FIG. 8, and in this way, an appropriate stroke according to the stroke of the combustion cycle of the engine can be selected. Further, this step may be replaced with the selection available area stroke selection process shown in FIG.
  • FIG. 13 is a time chart in the internal combustion engine system according to the third embodiment.
  • FIG. 13 shows the injection timing and the injection command signal in one cylinder of the engine.
  • the upper part shows an example in the case of injection with a large stroke, and the lower part shows an example in the case of injection with a small stroke. Show.
  • the injection interval (T1311, T1313) between the first injection and the second injection will be described.
  • the injection timing T1307 of the first injection represents the time (or crank angle) from the control reference position T1300.
  • the injection interval T1311 in the case of injection with a large stroke can be calculated by subtracting the injection end position T1307 + T1301 of the first injection from the second injection start position T1308.
  • the injection interval T1313 when injecting with a small stroke can be calculated by subtracting the injection end position T1307 + T1304 of the first injection from the injection start position T1308 of the second injection.
  • the stroke selection unit 202d selects a large stroke for the first injection, shortens the energization time T1301, and ensures the necessary time T1315 in the injection interval.
  • injection interval T1312, T1314) between the second injection and the third injection will be described.
  • an injection interval T1312 in the case of injection with a large stroke and an injection interval T1314 in the case of injection with a small stroke are calculated.
  • the injection interval T1314 when injecting with a small stroke can ensure the necessary time T1315, and therefore the stroke selection unit 202d selects a small stroke for the second injection.
  • the predetermined value used for the comparison in step S1202 is set so as to be equal to or longer than the boosting waiting time of the high voltage device 206 and the required time T1315 until the valve body 303 of the fuel injection device 105 is closed. That's fine.
  • the fuel injection control device according to the fourth embodiment is obtained by adding a new function to the stroke selection unit 202d in the fuel injection control device according to the first embodiment, and the hardware configuration is the same as that of the first embodiment. This is the same as the fuel injection control device.
  • FIG. 14 is a flowchart of stroke selection processing according to the fourth embodiment.
  • the ECU 109 determines an injection parameter related to fuel injection of the combustion injection device 105.
  • the injection parameters include, for example, a required injection amount after division (each time), a division ratio (ratio of fuel injected in one fuel injection), and an injection start position when fuel injection is performed in a plurality of times in one combustion cycle. These are determined according to the load on the engine 101, the engine speed, the target combustion state, and the like.
  • step S1402 the stroke selection unit 202d determines whether or not the engine 101 is in an idle state.
  • the determination as to whether or not the vehicle is in the idling state can be made by determining whether or not the accelerator pedal is depressed based on the opening degree signal from the accelerator opening degree sensor 122.
  • step S1402 If it is determined in step S1402 that the engine 101 is not in the idle state (S1402: NO), the stroke selection unit 202d performs a stroke selection process in step S1406.
  • the stroke selection process performed in step S1406 is, for example, a process in which step S701 is removed from the stroke selection process shown in FIG.
  • step S1402 If it is determined in step S1402 that the engine 101 is in an idle state (S1402: YES), the process proceeds to step S1403, and the stroke selection unit 202d has a cooling water temperature equal to or lower than a predetermined threshold (extremely low temperature). It is determined whether or not. If the cooling water temperature is equal to or lower than the threshold (S1403: YES), the process proceeds to step S1404, and the stroke selection unit 202d selects a large stroke and sets the stroke selection flag to the large stroke.
  • a predetermined threshold extremely low temperature
  • step S1403 If it is determined in step S1403 that the coolant temperature is greater than the threshold (S1403: NO), the process proceeds to step S1405, and the stroke selection unit 202d selects a small stroke and sets the stroke selection flag to the small stroke. To do.
  • noise accompanying the operation of the fuel injection device 105 becomes relatively large, so that reduction of noise accompanying the fuel injection device 105 is required.
  • Noise is caused by the operation of the fuel injection device 105 because the movable cores 301 and 302 collide with the fixed core 304 and when the valve body 303 is seated on the valve seat 306.
  • the cooling water temperature is not extremely low, noise is reduced by selecting a small stroke. This is because when a small stroke is selected, the generated magnetic attractive force is weak, the distance between the movable core 301 and the fixed core 304 can be shortened, and the force at the time of collision can be weakened compared to when a large stroke is selected. This is because the sound generated at the time of collision can be reduced.
  • the reason for determining the cooling water temperature in step S1403 and selecting the stroke based on the result is to ensure the stability of combustion in the engine 101.
  • the temperature of the catalyst is raised quickly by retarding the ignition timing.
  • the ignition timing is advanced as compared to the low temperature. At this time, it is necessary to inject fuel in a short time. Therefore, in this embodiment, when the temperature is extremely low, by selecting a large stroke, fuel is injected in a short time to stabilize combustion.
  • step S1402 If it is determined in step S1402 that the engine 101 is in an idle state without executing the process in step S1403 (S1402: YES), the process proceeds to step S1405, and the stroke selection unit 202d performs a small process. A stroke may be selected and the stroke selection flag may be set to a small stroke.
  • the fuel injection control device according to the fifth embodiment is obtained by adding a new function to the stroke selection unit 202d in the fuel injection control device according to the first embodiment, and the hardware configuration is the same as that of the first embodiment. This is the same as the fuel injection control device.
  • FIG. 15 is a flowchart of stroke selection processing according to the fifth embodiment.
  • step S1501 the ECU 109 determines an injection parameter related to fuel injection of the combustion injection device 105.
  • step S1502 the stroke selection unit 202d determines whether or not the engine 101 is in a state where fuel is being cut (during fuel cut). Whether or not the fuel is being cut can be determined based on the required injection amount being zero, the accelerator opening detected by the accelerator opening sensor 122, the engine speed, and the like.
  • step S1502 If it is determined in step S1502 that the fuel is being cut (S1502: YES), the process proceeds to step S1503, and the stroke selection unit 202d selects a large stroke and sets the stroke selection flag to the large stroke. .
  • step S1504 the process proceeds to step S1504 to perform a stroke selection process.
  • the stroke selection process performed in step S1504 is, for example, a process in which step S701 is removed from the stroke selection process illustrated in FIG.
  • the stroke selection flag is set by the stroke selection unit 202d in order to prepare for a sudden fuel cut recovery.
  • a large torque is required for the engine and the required injection amount tends to increase.
  • a large stroke current is previously set in the drive IC 205 by setting the stroke selection flag to a large stroke. The waveform is set.
  • the fuel injection control device according to the sixth embodiment is obtained by adding a new function to the stroke selection unit 202d in the fuel injection control device according to the first embodiment, and the hardware configuration is the same as that of the first embodiment. This is the same as the fuel injection control device.
  • FIG. 16 is a flowchart of stroke selection processing according to the sixth embodiment.
  • step S1601 the stroke selection unit 202d performs failure diagnosis of the fuel pressure sensor 126 and the high pressure fuel pump 125.
  • step S1602 the ECU 109 determines injection parameters related to fuel injection of the combustion injection device 105.
  • step S1603 the stroke selection unit 202d determines whether a failure has been detected in either the fuel pressure sensor 126 or the high pressure fuel pump 125.
  • step S1603 If a failure is detected in either the fuel pressure sensor 126 or the high pressure fuel pump 125 in step S1603 (S1603: YES), the process proceeds to S1604, and the stroke selection unit 202d selects a large stroke, Set the stroke selection flag to large stroke.
  • step S1605 a stroke selection process is performed.
  • the stroke selection process performed in step S1605 is, for example, a process obtained by removing step S701 in the stroke selection process illustrated in FIG.
  • the output value of the fuel pressure sensor 126 becomes a constant value, and the fuel injection control device 127 recognizes the actual fuel pressure value. become unable. If the actual fuel pressure value cannot be recognized, the high pressure fuel pump 125 cannot be accurately boosted. Therefore, the ECU 109 stops the high pressure fuel pump 125 as fail-safe control. Become. Similarly, if a harness breakage connecting the high-pressure fuel pump 125 and the ECU 109 or a short circuit occurs in the circuit configured in the ECU 109, the high-pressure fuel pump 125 cannot pump the fuel. Low pressure).
  • the fuel injection is performed under the feed pressure, and the fuel injection amount with respect to the energization time Ti is rapidly reduced. Therefore, by setting the stroke selection flag to a large stroke, it is possible to secure the fuel injection amount and prevent an unintended engine stop.
  • the failure diagnosis of both the fuel pressure sensor 126 and the high pressure fuel pump 125 is performed.
  • the present invention is not limited to this, and only one of the failure diagnosiss is performed. When the occurrence of a failure is detected, a large stroke may be selected.
  • part or all of the processing performed by the ECU 109 may be performed by another hardware circuit.
  • SYMBOLS 100 Internal combustion engine system, 101 ... Engine, 105 ... Fuel injection apparatus, 106 ... Spark plug, 107 ... Ignition coil, 109 ... ECU, 127 ... Fuel injection control apparatus, 202 ... Control part, 202a ... Pulse signal calculating part, 202b ... Drive waveform command unit, 202c ... Parameter input unit, 202d ... Stroke selection unit

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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)

Abstract

La présente invention permet de commander de manière appropriée l'injection de carburant par un dispositif d'injection de carburant. La présente invention porte sur un dispositif de commande d'injection de carburant 127 qui comprend : une unité de sélection de course 202d qui, lorsqu'un dispositif d'injection de carburant peut déplacer un corps de soupape selon une première course qui rend une quantité maximale de course une première quantité, peut déplacer le corps de soupape selon une deuxième course qui rend la quantité maximale de course une deuxième quantité qui est inférieure à la première quantité, et doit injecter une quantité de carburant qui peut être injectée en déplaçant le corps de soupape selon la première course ou la deuxième course, sélectionne la première course ou la deuxième course sur la base d'informations sur l'injection de carburant par le dispositif d'injection de carburant et/ou d'informations sur l'état d'un moteur à combustion interne qui comprend le dispositif d'injection de carburant; et une unité de calcul de signal d'impulsion 202a et une unité de commande de forme d'onde d'entraînement 202b qui font bouger le corps de valve selon la course sélectionnée.
PCT/JP2018/002201 2017-02-17 2018-01-25 Dispositif de commande d'injection de carburant et procédé de commande d'injection de carburant WO2018150834A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003511604A (ja) * 1999-10-07 2003-03-25 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 燃料噴射弁
JP2013167194A (ja) * 2012-02-15 2013-08-29 Toyota Motor Corp 燃料噴射弁
JP2013227880A (ja) * 2012-04-24 2013-11-07 Nippon Soken Inc 燃料噴射弁
JP2014141924A (ja) * 2013-01-24 2014-08-07 Hitachi Automotive Systems Ltd 燃料噴射装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004225659A (ja) * 2003-01-27 2004-08-12 Toyota Motor Corp インジェクタの駆動制御装置
JP2005171854A (ja) * 2003-12-10 2005-06-30 Toyota Motor Corp 燃料噴射弁

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003511604A (ja) * 1999-10-07 2003-03-25 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 燃料噴射弁
JP2013167194A (ja) * 2012-02-15 2013-08-29 Toyota Motor Corp 燃料噴射弁
JP2013227880A (ja) * 2012-04-24 2013-11-07 Nippon Soken Inc 燃料噴射弁
JP2014141924A (ja) * 2013-01-24 2014-08-07 Hitachi Automotive Systems Ltd 燃料噴射装置

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