CN104246187A - Engine fuel property estimation apparatus - Google Patents

Engine fuel property estimation apparatus Download PDF

Info

Publication number
CN104246187A
CN104246187A CN201380018583.4A CN201380018583A CN104246187A CN 104246187 A CN104246187 A CN 104246187A CN 201380018583 A CN201380018583 A CN 201380018583A CN 104246187 A CN104246187 A CN 104246187A
Authority
CN
China
Prior art keywords
fuel
ignitability
motor
timing
performance estimation
Prior art date
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.)
Granted
Application number
CN201380018583.4A
Other languages
Chinese (zh)
Other versions
CN104246187B (en
Inventor
土山牧男
保田郁夫
岸本岳
寺田宁之
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of CN104246187A publication Critical patent/CN104246187A/en
Application granted granted Critical
Publication of CN104246187B publication Critical patent/CN104246187B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/082—Premixed fuels, i.e. emulsions or blends
    • F02D19/085—Control based on the fuel type or composition
    • F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
    • F02D19/088—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels by estimation, i.e. without using direct measurements of a corresponding 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
    • F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Landscapes

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

Abstract

An engine fuel property estimation apparatus according to the invention estimates the ignition quality (cetane number) of fuel based on torque produced after fuel injection. By variably setting the timing of the fuel injection for estimating the cetane number (cetane number estimation-purpose injection timing) according to the EGR opening degree VR, the vehicle speed SPD and the cylinder wall surface heat quantity Qc (SI03), the influence that change in the ignition delay that is caused by a factor other than the ignition property of the fuel has the results of estimation of the cetane number is restrained.

Description

Motor fuel performance estimation device
Technical field
The present invention relates to motor fuel performance estimation device, on the basis of the Engine torque produced in the burning by the fuel sprayed, estimate the ignitability of fuel.
Background technique
Diesel engine through overcompression by the fuel ignition of injection is burnt it.Light oil is used as fuel by diesel engine.The composition of the light oil of commercial type is different, and the change of the fuel performance of such as ignitability.The ignitability of fuel affects the situation occurred that catches fire widely, motor exports etc.Therefore, in order to improve the output performance of diesel engine, fuel economy and emission performance, be necessary the check result checking the ignitability of fuel and the ignitability of based on fuel used at present, adjust the executive mode of the timing of relevant fuel injection and the engine control of amount.
By the ignitability of cetane number assessment as the light oil of the fuel of diesel engine.By presenting the cetane number representing sample light oil with the percent by volume of the cetane amount in the cetane of sample light oil identical point bad temper and the mixture of alpha-methyl-naphthalene.
Japanese Patent Application Publication No.2010-024870 (JP 2010-024870 A) discloses under state that is non-loaded and that spray without fuel, when the engine speed decreases, perform the single injection event of fuel and on the basis of the size of Engine torque produced in the burning by burner oil and the injection timing of single injection event, estimate the device of the cetane number of the fuel of current use.
The principle of the above-mentioned estimation of the cetane number of fuel is as follows.If before complete combustion of fuel, inner pressure of air cylinder or internal cylinder temperature decline, and the fuel that a part is sprayed can not burnout, but imperfect combustion.The cetane number of fuel is lower, and ignition delay time is longer and the burning of fuel starts more late.Therefore, the cetane number of fuel is lower, shorter to the time that inner pressure of air cylinder or internal cylinder temperature decline from the burning of fuel.Therefore, the cetane number of fuel is lower, and uncombusted but imperfect combustion fuel quantity are larger, and the fuel quantity reaching burning is fewer, and therefore, the Engine torque produced by the burning of fuel is less.Therefore, by checking the size of the Engine torque produced by the burning of burner oil, the cetane number of fuel can be estimated, that is, the degree of the ignitability of fuel.
Except the ignitability of fuel, cylinder interior gas temperature during burning also can affect the retard time of the igniting of fuel.Cylinder interior gas temperature depends on the operating conditions of motor and changes.Therefore, even if when the fixing fuel quantity of injection and the cetane number of burner oil, depend on the engine operating conditions before the cetane number estimating fuel, the size of the Engine torque produced also can change.Based on the size of the Engine torque that the burning by burner oil produces, this change may the estimated accuracy of ignitability of deteriorated fuel.
Summary of the invention
The invention provides can with the motor fuel performance estimation device of the ignitability of the Accuracy extimate fuel improved.
A first aspect of the present invention is motor fuel performance estimation device, the size of its Engine torque produced based on the burning by the fuel sprayed, and estimates the ignitability of fuel.According to amount of exhaust gas recirculation, the timing that the fuel changing the ignitability for estimating fuel sprays.In this aspect, amount of exhaust gas recirculation is the first amount, the timing that the fuel being used for the ignitability estimating fuel sprays can be set to than late when amount of exhaust gas recirculation is the second amount being less than the first amount.
Along with the gas temperature in cylinder is higher, the time of the ignition lag of the fuel in cylinder is shorter.By EGR back in the motor of gas, amount of exhaust gas recirculation is higher, and higher in the temperature of the mixed air inlet of high-temp waste gas of air inlet and recirculation, therefore, cylinder interior gas temperature is higher.
In conjunction with this aspect, in a first aspect, due to according to amount of exhaust gas recirculation, the timing that the fuel changing the ignitability for estimating fuel sprays, become the timing that can adjust the fuel for estimation point bad temper and spray, make to reduce the change of the ignition delay time depending on amount of exhaust gas recirculation to the impact of the estimated result of ignitability.Particularly, can reduce the change of the Engine torque caused by amount of exhaust gas recirculation, therefore, when amount of exhaust gas recirculation is larger, the timing of being sprayed by the fuel more postponed for estimating, reduces the deterioration of the precision of the estimation of ignitability.Therefore, according to said structure, by the ignitability of the Accuracy extimate fuel of raising.
A second aspect of the present invention is a kind of motor fuel performance estimation device, the size of its Engine torque produced based on the burning by the fuel sprayed, and estimates the ignitability of fuel.According to the speed of a motor vehicle, the timing that the fuel changing the ignitability for estimating fuel sprays.In this aspect, when the speed of a motor vehicle is First Speed, the timing that the fuel being used for the ignitability estimating fuel sprays can be set to than late when the speed of a motor vehicle is the second speed being less than First Speed.
The time of the ignition lag of fuel is also depended on the heat of cylinder wall surface and changes.Particularly, when the heat of cylinder wall surface is larger, ignition lag is shorter, because from the hot heat air gas in the jar of cylinder wall, make the temperature of cylinder interior gas increase.If before estimation point bad temper, motor operates under high loads, the heat of cylinder wall surface during estimation is large.Therefore, if the speed of a motor vehicle when the estimation of ignitability is high, can likely previously operate under high loads by estimated engine.
In conjunction with this consideration, in second aspect, due to according to the speed of a motor vehicle, the timing that the fuel changing the ignitability for estimating fuel sprays, become the timing that can adjust the fuel for estimation point bad temper and spray, make to reduce the change of the ignition delay time of the heat depending on cylinder wall surface to the impact of the estimated result of ignitability.Particularly, the change of the Engine torque caused by the heat difference of cylinder wall surface can be reduced, therefore, higher when the speed of a motor vehicle and engine load before estimation therefore in ignitability is estimated as high time, by the timing that the fuel more postponed for estimating sprays, reduce the deterioration of the precision of the estimation of ignitability.Therefore, according to above-mentioned aspect, by the precision improved, estimate the ignitability of fuel.
A third aspect of the present invention is a kind of motor fuel performance estimation device, the size of its Engine torque produced based on the burning by the fuel sprayed, and estimates the ignitability of fuel.According to the heat of cylinder wall surface, the timing that the fuel changing the ignitability for estimating fuel sprays.In this aspect, when the heat of cylinder wall surface is the first amount, the timing that the fuel being used for the ignitability estimating fuel sprays can be set to than late when the heat of cylinder wall surface is the second amount being less than the first amount.
As mentioned above, the heat of cylinder wall surface is also depended in change retard time of the igniting of fuel.Therefore, in a third aspect, due to the heat according to cylinder wall surface, change the timing of spraying for the fuel of estimation point bad temper, become the timing that can adjust the fuel for the estimation of ignitability and spray, make to reduce the change of the ignition delay time of the heat depending on cylinder wall surface to the impact of the estimated result of ignitability.Particularly, can reduce the change of the Engine torque caused by the heat difference of cylinder wall surface, therefore, when the heat of cylinder wall surface is larger, the timing of being sprayed by the fuel more postponed for estimating, reduces the deterioration of the precision of the estimation of ignitability.Therefore, according to the third aspect, with the precision improved, the ignitability of fuel can be estimated.In this aspect, the state of the load of the motor that can occur before the estimation of execution point bad temper, estimates the heat of cylinder wall surface.
A fourth aspect of the present invention is a kind of motor fuel performance estimation device, the size of its Engine torque produced based on the burning by the fuel sprayed, and estimates the ignitability of fuel.According to suction pressure, the timing that the fuel changing the ignitability for estimating fuel sprays.In this aspect, when suction pressure is the first pressure, the timing that the fuel being used for the ignitability estimating fuel sprays can be set to than Zao when suction pressure is the second pressure higher than the first pressure.
The retard time of the igniting of fuel changes also to be depended on during the compression stroke of cylinder, the maximum value (peak cylinder internal pressure) of the pressure in the cylinder of motor.Particularly, peak cylinder internal pressure is lower, and the ignition lag of fuel is longer.Such as, when suction pressure is lower, peak cylinder internal pressure is lower, and therefore, ignition lag is longer.Therefore, by allowing according to suction pressure, change ignitability estimation injection timing, and when suction pressure is lower, more predicted point bad temper estimation injection timing, can suppress the change of the ignition delay time depending on peak cylinder internal pressure on the impact of the estimated result of ignitability, therefore, with the precision improved, the ignitability of fuel can be estimated.
A fifth aspect of the present invention is a kind of motor fuel performance estimation device, the size of its Engine torque produced based on the burning by the fuel sprayed, and estimates the ignitability of fuel.According to intake temperature, the timing that the fuel changing the ignitability for estimating fuel sprays.In this aspect, when intake temperature is the first temperature, the timing that the fuel being used for the ignitability estimating fuel sprays can be set to than Zao when intake temperature is the second temperature higher than the first temperature.
The retard time of the igniting of fuel changes also to be depended on during the compression stroke of cylinder, the temperature (in peak cylinder temperature) of the gas in the cylinder of motor.Particularly, in peak cylinder, temperature is lower, and the ignition lag of fuel is longer.Such as, when the temperature (cylinder interior gas temperature) sucking the gas in cylinder is lower, in peak cylinder, temperature is lower, and therefore, ignition lag is longer.Therefore, when intake temperature is lower, in cylinder, intake temperature is lower.Therefore, by allowing according to intake temperature, change ignitability estimation injection timing, and intake temperature is lower, more predicted point bad temper estimation injection timing, can suppress the change of the ignition delay time depending on intake temperature in cylinder on the impact of the estimated result of ignitability, therefore, with the precision improved, estimate the ignitability of fuel.
A sixth aspect of the present invention is a kind of motor fuel performance estimation device, the size of its Engine torque produced based on the burning by the fuel sprayed, and estimates the ignitability of fuel.According to engine coolant temperature, the timing that the fuel changing the ignitability for estimating fuel sprays.In this aspect, when coolant temperature is the first temperature, the timing that the fuel being used for the ignitability estimating fuel sprays can be set to than Zao when coolant temperature is the second temperature higher than the first temperature.
As mentioned above, the heat also depending on cylinder wall surface is changed the retard time of the igniting of fuel.The temperature of cylinder wall surface can be estimated from coolant temperature.If the temperature of cylinder wall surface is lower, cylinder wall surface heat is less.Therefore, by allowing to change ignitability estimation injection timing according to engine coolant temperature, and when intake temperature is lower, more predicted point bad temper estimation injection timing, the change of the ignition delay time depending on cylinder wall surface heat can be suppressed the impact of the estimated result of ignitability, therefore, with the ignitability of the Accuracy extimate fuel improved.
In addition, in above-mentioned, can during the fuel cut-off of motor, the estimation of execution point bad temper.By performing estimation during the fuel cut-off being easy to the motor checking Engine torque, the estimation of the ignitability of above-mentioned fuel suitably can be performed.
Accompanying drawing explanation
With reference to accompanying drawing, hereinafter, by the feature of description exemplary embodiment of the present invention, advantage and technology and industrial significance, wherein, the element that identical numeral is identical, wherein:
Fig. 1 is the integrally-built general figure schematically showing engine controlling unit according to an embodiment of the invention;
Fig. 2 is the sectional view of the structure of the sidepiece that the sparger provided in the diesel engine of application the present embodiment is shown;
Fig. 3 is the figure of the example of the time waveform that fuel injection rate is shown;
Fig. 4 is the flow chart that the cetane number adopted in the present embodiment estimates routine;
Fig. 5 illustrates performing before and after the fuel injection for the detection of cetane number, the sequential chart of the transformation of engine speed and the transformation of speed discrepancy;
Fig. 6 A is the figure of the transformation that inner pressure of air cylinder is shown;
Fig. 6 B is the figure of the example that combustion manner is shown;
Fig. 6 C be illustrate when ignition lag in short-term, the figure of the example of combustion manner; And
Fig. 6 D illustrates the reduction according to ignition lag, when postponing fuel injection timing, and the figure of the example of combustion manner.
Embodiment
Hereinafter, with reference to Fig. 1 to 6, the embodiment embodied according to motor fuel performance estimation device of the present invention is described in more detail.The estimation unit of the present embodiment is applied to and will be arranged on the diesel engine in vehicle.
As shown in Figure 1, the fuel tank 10 applying the diesel engine of the estimation unit of the present embodiment has the fuel quantity ga(u)ge 11 measuring remaining fuel quantity in fuel tank 10.In addition, the fuel supply channel 12 that the fuel of supply engine passes through is connected with fuel tank 10.The intermediate portion of fuel supply channel 12 has from fuel tank 10 pump fuel, pressurizes and the high pressure fuel pump 13 of drain pressurized fuel to its.The downstream of fuel supply channel 12 is connected to the common rail 14 of preserving pressurized fuel.
Sparger 16 for the cylinder of diesel engine is connected to common rail 14.Each sparger 16 has the fuel pressure sensor 17 of the fuel pressure detected in sparger 16.In addition, sparger 16 is connected to the return passage 18 for the surplus of fuel being turned back to fuel tank 10.
This diesel engine has EGR (EGR) system.Egr system is by a part of EGR back into gas, and therefore combustion temperature reduces, and therefore suppresses to produce NOx.By being arranged on the EGR valve 26 connected in the exhaust passage of diesel engine and the EGR channel of gas-entered passageway, adjust by the exhausted air quantity of egr system recirculation.
By electronic control unit 19, control the diesel engine formed thus.Electronic control unit 19 comprises the microcomputer performing the various computational processes relevant with engine control.In addition, electronic control unit 19 has the input circlult of the various sensor Received signal strength inputs from the operating conditions detecting diesel engine.Fuel quantity ga(u)ge 11 and fuel pressure sensor 17 are connected to input circlult.Other sensors be connected with input circlult comprise air inlet pressure sensor 20, speed probe 21, cooling-water temperature transmitter 22 and the intake air temperature sensor 25 of suction pressure, rotating speed, coolant temperature and the intake temperature detecting diesel engine respectively and detect the vehicle speed sensor 24 of the speed of a motor vehicle, the accelerator pedal sensors 23 detecting the volume under pressure of accelerator pedal etc.
In addition, electronic control unit 19 has the drive circuit of the actuator of the various piece for driving diesel engine.These drive circuits comprise the circuit of the sparger 16 driving cylinder and drive the circuit of EGR valve 26.Electronic control unit 19, based on the aperture of EGR valve 26, performs EGR and controls, as a part for engine control.Then, when EGR controls, electronic control unit 19, from the aperture (EGR aperture), engine speed etc. of EGR valve 26, draws the amount of recirculated exhaust gas (EGR amount) in the gas be included in cylinder.
With reference to figure 2, the other details of the structure of each of the sparger 16 that each cylinder being described as diesel engine is provided.Electric drive type sparger is used as sparger 16 by this diesel engine.
As shown in Figure 2, each sparger 16 comprises the housing 30 with hollow cylinder shape.In housing 30, arrange and be used for reciprocating needle-valve 31 in the above-below direction of Fig. 2.In addition, always promote downwards in fig. 2 the spring 32 of needle-valve 31 be arranged on housing 30 relative in the part upwards of the needle-valve 31 in Fig. 2.
In addition, in housing 30, two fuel chambers separated by needle-valve 31 are formed, more particularly, relative to needle-valve 31, the nozzle box 33 of relative lower location in fig. 2, and relative to needle-valve 31, the pressure chamber 34 of relative upper location in fig. 2.
Nozzle box 33 has the spray-hole 35 of the connection between inside and the outside of housing 30 providing nozzle box 33.Nozzle box 33 is connected with the introduction channel 36 formed in housing 30.Introduction channel 36 is connected to common rail 14 (Fig. 1), makes fuel be supplied in nozzle box 33 by introduction channel 36.
On the other hand, pressure chamber 34 is connected to nozzle box 33 by communicating passage 37, and is connected to above-mentioned return passage 18 by discharge passage 38.In addition, in pressure chamber 34, provide the valve body 40 driven by piezoelectric actuator 39, by lamination pressure-electric elements, such as piezoelectric element forms piezoelectric actuator 39.Thus, the structure made by driving valve body 40 selectively to make pressure chamber 34 be communicated with in discharge passage 38 with communicating passage 37 is provided.
Above-mentioned fuel pressure sensor 17 integrally provides with the top of the sparger 16 in Fig. 2.Fuel pressure sensor 17 is configured to the pressure of the fuel detected in introduction channel 36.
Each operation of the sparger 16 formed thus is as follows.Piezoelectric actuator 39, when not applying driving voltage, presents the contraction state of the whole length of reduction piezoelectric actuator 39, makes valve body 40 to be positioned at pressure chamber 34 and be communicated with communicating passage 37 and the position closed from discharge passage 38.Now, nozzle box 33 and pressure chamber 34 are interconnected, and make the pressure in two rooms substantially equal.Therefore, now, by the elastic force of spring 32, needle-valve 31 is set in fig. 2 downwards, makes to close spray-hole 35.Therefore, now, can not from sparger 16 burner oil.
On the other hand, when piezoelectric actuator 39 is applied in driving voltage, its whole length increases, and makes to be positioned at by valve body 40 from communicating passage 37 closing pressure room 34 and the position be communicated with discharge passage 38.Now, discharge fuel from pressure chamber 34 and pressure drop pressure chamber 34, make the pressure in nozzle box 33 be greater than pressure in pressure chamber 34.Due to pressure difference, now, in fig. 2, needle-valve 31 is upwards set, that is, makes to leave the position that needle-valve 31 closes spray-hole 35.That is, now, sparger 16 burner oil.
In the embodiment of above-mentioned formation, electronic control unit 19 performs the fuel injection control of diesel engine.Specifically, electronic control unit 19 by the estimated value of the cetane number (control cetane number) of the volume under pressure of engine speed, accelerator pedal and the fuel of use, the desired value (target fuel injection amount) of computing fuel emitted dose.In addition, electronic control unit 19 by target fuel injection amount and engine speed, the desired value of computing fuel injection timing and duration of charge.Then, according to the desired value that these calculate, driving voltage is applied to the piezoelectric actuator 39 of each sparger 16 by electronic control unit 19, sprays to control fuel.
In addition, in this embodiment, in conjunction with above-mentioned fuel injection control, electronic control unit 19 realizes on the basis of the fuel pressure detected by the fuel pressure sensor 17 provided for each sparger 16, forms the control of the time waveform of the fuel injection rate (fuel quantity that time per unit sprays) of each sparger 16.Perform this control in the following manner.
Be applied to the driving voltage of piezoelectric actuator 39 in basis, the needle-valve 31 of sparger 16 starts after spray-hole 35 rising, and the fuel pressure in nozzle box 33 reduces along with the rising gradually of needle-valve 31.Then, stopping applies driving voltage and the rising of needle-valve 31 reduction.Along with the rising of valve reduces, the fuel pressure in nozzle box 33 progressively rises.Therefore, from the fuel pressure that the fuel pressure sensor 17 by sparger 16 detects, timing (valve opening drive start timing Tos) that needle-valve 31 starts to rise can be determined clearly, timing (minimum rising reaches timing Tce) that the rising that fuel injection rate becomes maximum timing (maximum injection rate reaches timing Toe), fuel injection rate starts timing (fuel injection rate declines and starts timing Tcs) and the needle-valve 31 reduced terminates.Then, from the timing that these are determined, the time waveform of fuel injection rate as shown in Figure 3 can be obtained.From this waveform, the actual state that fuel sprays can be checked very accurately, i.e. actual fuel injection quantities, natural fuel injection timing etc.In this embodiment, electronic control unit 19 draws the variance ratio (time-derivative of fuel pressure) of the fuel pressure in each sparger 16, and on the basis of the value of variance ratio, draws above-mentioned timing.
In this embodiment, electronic control unit 19 estimates the cetane number of the fuel of current use, and it is the desired value of the ignitability of fuel.Estimate routine by the cetane number shown in process Fig. 4, perform the estimation of cetane number.In the operation period of diesel engine, repeatedly perform this routine by electronic control unit 19 by each predetermined control cycle.
When the process of this routine starts, in step S100, determine whether to meet the condition judging cetane number calculating for performing moment of torsion.This executive condition meets following all conditions (i) to (iii).Fuel cut-off when () is just performing the deceleration of diesel engine that will realize according to stopping accelerator operation (namely stopping accelerator pedal) i.(ii) total amount that the fuel after previous fueling (filling fuel tank) sprays is more than or equal to predetermined value α.Predetermined value α is set to the value being greater than and can being filled into the total amount extending to the fuel the fuel channel of sparger 16 from fuel tank 10.That is, satisfy condition (ii) refer to after previous fueling, substitute the fuel in above-mentioned fuel channel by the fresh fuel supplied from fuel tank 10.(iii) after previous fueling, the estimated value of the cetane number of fuel is not also determined.
If do not meet above-mentioned executive condition (no), the pretreatment of working as of routine terminates immediately.If meet executive condition (YES), then process proceeds to step S101.Then, when process proceeds to step S101, in step S101, read the condition of the rotating speed about diesel engine, that is, read in engine speed NE, coolant temperature THW, intake temperature THA and suction pressure PA.Then, in step S102, state in the cylinder reading in diesel engine, particularly, EGR aperture VR, speed of a motor vehicle SPD and cylinder wall surface heat amount Qc.By the estimation of the state of the engine load before this moment, the cylinder wall surface heat Qc now read in.
Then, in step S103, in the condition of read relevant rotating speed and the basis of state in the cylinder read, the timing (cetane number estimation injection timing) that the fuel setting the cetane number for estimating fuel sprays.Particularly, engine speed NE is higher, or coolant temperature THW is lower, or suction pressure PA is lower, sets more early by cetane number estimation injection timing.In addition, EGR aperture VR is less, or speed of a motor vehicle SPD is lower, or cylinder wall surface heat Qc is less, and cetane number estimation injection timing is set to more early.
Then, in step S104, the fuel injection timing as above set, is embodied as cetane number estimation fuel and sprays by the single injection event of predetermined quantity of fuel.Then, in step S105, draw the size (moment of torsion of generation) of the Engine torque produced by the burning of the fuel sprayed.
Perform the calculating of the generation moment of torsion of step S105 in the following manner.That is, electronic control unit 19 obtains the engine speed of each predetermined period time, and draws obtained engine speed) and difference (rotation speed difference deltan NE) between the engine speed obtained last cycle time before.
Upper half part of Fig. 5 represents in the transformation performing the engine speed before and after for the fuel injection of the detection of cetane number, and lower half portion of Fig. 5 represents the transformation of this moment rotation speed difference deltan NE.When the fuel owing to performing the cetane number for detecting fuel sprays generation Engine torque, engine speed increases or the rate of descent of engine speed reduces, and rotation speed difference deltan NE is increased.The moment of torsion produced is larger, and the time integral value (area corresponding to the dash area of Fig. 5) of the increase of rotation speed difference deltan NE is larger.Therefore, in the present embodiment, the time integral value of the increase of rotation speed difference deltan NE is calculated as and rotates variable quantity ∑ Δ NE, and the value of this amount is used as the desired value of produced moment of torsion.
Then, in step S106, from the time waveform of the fuel injection rate that the fuel performed in step S104 sprays, draw natural fuel injection timing and actual fuel injection quantities, and the error of the actual value of computing fuel injection timing and fuel injection amount and their bid value (injection timing error and emitted dose error).Then, on the basis of injection timing error and emitted dose error, correct and rotate variable quantity ∑ Δ NE.Performing this correction with the correction by performing the amount corresponding to the variable quantity of generation moment of torsion caused by injection timing error and emitted dose error, alleviating injection timing error and emitted dose error to the impact of the estimated result of the cetane number of fuel.Particularly, the injection timing error of side (injection timing shifts to an earlier date side further) is larger in advance, and the moment of torsion produced is larger, makes to rotate variable quantity ∑ Δ NE to correct to reduce widely.In addition, the emitted dose error of increment side is larger, and the moment of torsion produced is larger, makes to rotate variable quantity ∑ Δ NE to correct to reduce widely.
Then, in step S107, rotate variable quantity ∑ Δ NE after calibration and perform on the basis of the engine speed occurred when fuel sprays, the estimation cetane number of computing fuel.The microcomputer of electronic control unit 19 prestores the cetane number of fuel and engine speed and rotates the experimentally predetermined relation of variable quantity ∑ Δ NE.On the basis of pre-existing relationship, perform the calculating of step S204.After the cetane number estimated by calculating, the pretreatment of working as of routine terminates.
Then, the operation with the motor fuel performance estimation device of the present embodiment of above-mentioned structure will be described.In this embodiment, on the basis of the moment of torsion produced after fuel sprays, estimate the cetane number of fuel.This estimation principle is as follows.
As shown in Figure 6A, after the piston of cylinder reaches compression top dead center (TDC), when piston declines, inner pressure of air cylinder reduces.In addition, when the pressure decreases, the temperature in cylinder also reduces.Therefore, in cylinder, state finally reaches limit of inflammability, exceeds this limit of inflammability, burns untenable.
As shown in Figure 6B, be ejected into its igniting from fuel, there is certain delay (delayed) time.The ignitability of fuel is higher, that is, the cetane number of fuel is higher, and the retard time being ejected into its igniting from fuel is shorter.
As shown in Figure 6 C, if ignition lag shortens, from igniting until reach the time of limit of inflammability, namely firing duration is elongated, then make to burn incompletely but imperfect combustion fuel quantity tails off.Therefore, if ignition lag is shorter, the fuel quantity of burning is larger, and therefore, the Engine torque produced by the burning of fuel is larger.Therefore, after spraying from fuel, the size of the Engine torque of generation, can estimate the ignitability (cetane number) of fuel.
In this embodiment, in the condition (engine speed NE, coolant temperature THW, intake temperature THA and suction pressure PA) and cylinder of the rotating speed about diesel engine state (EGR aperture VR, speed of a motor vehicle SPD and cylinder wall surface heat amount Qc) basis on, setting cetane number estimation injection timing.Due to following reason, perform this setting of fuel injection timing.
If still identical as the ignition timing, engine speed NE is higher, and from igniting until the period of combustion reaching limit of inflammability is shorter, therefore, the moment of torsion produced is less.Therefore, in the present embodiment, by when engine speed is higher, the timing of more suitably advanced fuel injection, makes from injection, until the time reaching limit of inflammability is constant, to have nothing to do with engine speed NE.
The factor except the ignitability (cetane number) of fuel is also depended in the ignition lag change of fuel.Such as, during the compression stroke of cylinder, during the maximum value (peak value of cylinder interior gas temperature, the peak value of internal cylinder temperature) of the temperature of the cylinder interior gas of motor and compression stroke, the maximum value (peak value of inner pressure of air cylinder, peak cylinder internal pressure) of inner pressure of air cylinder also affects the time of the ignition lag of fuel.Particularly, in peak cylinder temperature and/or peak cylinder internal pressure lower, fuel ignition delay is longer.
If the ignition delay time of fuel is due to the factor change except the ignitability of fuel, ignition timing changes, and therefore, even if the ignitability of fuel is still identical, period of combustion and the moment of torsion produced change.Therefore, the estimated accuracy based on the ignitability of the fuel of generation moment of torsion declines.
Even if in this case, if fuel injection timing changes the amount of the change of the ignition lag corresponding to the fuel caused by the factor except the ignitability of fuel, as long as the ignitability of fuel is still identical, even if the ignitability of the fuel caused by the factor except the ignitability of fuel changes, ignition timing is still identical and produce moment of torsion and remain unchanged.
Such as, assuming that due to the factor except the ignitability of fuel, there is the shortening of ignition lag as shown in Figure 6 C.In this case, if make the shortening amount of fuel ignition timing retard ignition lag, as shown in Figure 6 D, identical ignition timing as shown in Figure 6B can be obtained.Therefore, the moment of torsion of period of combustion and generation does not change.Therefore, if the change of the time according to the ignition lag caused by the factor except the ignitability of fuel, adjustment fuel injection timing, energy suppresses the change of the ignition lag owing to being caused by the factor except the ignitability of fuel and causes producing the change of moment of torsion, therefore, the estimated accuracy of the cetane number of fuel can be improved.
Therefore, in the present embodiment, by from coolant temperature THW, intake temperature THA, suction pressure PA, EGR aperture VR, speed of a motor vehicle SPD and cylinder wall surface heat amount Qc, draw the change of the ignition lag caused by the factor except the ignitability of fuel, the estimated accuracy of the cetane number of fuel can be improved, then, according to the variable quantity of ignition lag, set cetane number estimation injection timing changeably.
Such as, relative to suction pressure PA, in the following embodiments, cetane number estimation injection timing is set changeably.Suction pressure PA is lower, and peak cylinder internal pressure is lower and ignition lag is longer.Therefore, in this embodiment, suction pressure PA is lower, more improves cetane number estimation injection timing.
On the other hand, the temperature (in cylinder intake temperature) sucking the gas in cylinder is lower, and in peak cylinder, temperature is lower and ignition lag is longer.Intake temperature THA is lower, and in cylinder, intake temperature is lower.Therefore, in this embodiment, intake temperature THA is lower, the injection timing of cetane number estimation more in advance.
In the motor adopting egr system, in cylinder, intake temperature change also depends on EGR amount.That is, the amount of the high-temp waste gas mixed with air inlet is larger, and in cylinder, intake temperature is higher, and therefore, ignition lag is shorter.Therefore, in this embodiment, EGR aperture VR is larger, and therefore, EGR amount is larger, more delay estimation injection timing.
In addition, in peak cylinder, the heat of cylinder wall surface is also depended in temperature change.That is, if the heat of cylinder wall surface is large, the heat of increase is delivered to the gas in cylinder, therefore, the temperature of cylinder interior gas raises.Therefore, in order to make the heat of ignition timing and cylinder wall surface independently keep constant, being necessary when cylinder wall surface heat is larger, more postponing cetane number estimation injection timing.Therefore, in this embodiment, the cylinder wall surface heat Qc estimated by the load condition of motor is larger, more postpones cetane number estimation injection timing.
In addition, when speed of a motor vehicle SPD height, motor previously likely operated under high loads.Therefore, during the high load operation of motor spraying a large amount of fuel, the heat that cylinder wall surface receives is large.Therefore, when speed of a motor vehicle height, estimate that the heat of cylinder wall surface is large.Therefore, in this embodiment, when speed of a motor vehicle SPD is higher, cetane number estimation injection timing is more postponed.
In addition, the temperature of cylinder wall surface can be estimated by coolant temperature THW.Therefore, if the temperature of cylinder wall surface is relatively low, cylinder wall surface heat is relatively little.Therefore, in this embodiment, when coolant temperature THW is lower, the injection timing of cetane number estimation more in advance.
According to the motor fuel performance estimation device of above-described embodiment, following effect can be realized.(1) in this embodiment, according to EGR amount (EGR aperture VR), cetane number estimation injection timing is changed.Therefore, the change of the ignition delay time depending on EGR amount can be suppressed the impact of the estimated result of the ignitability of fuel, and the precision by improving, estimate the ignitability of fuel.
(2) in an embodiment, according to speed of a motor vehicle SPD, cetane number estimation injection timing is changed.From speed of a motor vehicle SPD, cylinder wall surface heat can be estimated.Therefore, the change of the ignition delay time depending on cylinder wall surface heat can be suppressed the impact of the estimated result of the ignitability of fuel, and the precision by improving, estimate the ignitability of fuel.
(3) in an embodiment, according to the cylinder wall surface heat Qc that the load condition of the motor occurred before estimating cetane number is estimated, cetane number estimation injection timing is changed.Therefore, the change of the ignition delay time depending on cylinder wall surface heat can be suppressed the impact of the estimated result of the ignitability of fuel, and the precision by improving, estimate the ignitability of fuel.
(4) in an embodiment, according to coolant temperature THW, cetane number estimation injection timing is changed.From coolant temperature THW, the temperature of cylinder wall surface and the heat of cylinder wall surface can be estimated.Therefore, the change of the ignition delay time depending on cylinder wall surface heat can be suppressed the impact of the estimated result of the ignitability of fuel, and the precision by improving, estimate the ignitability of fuel.
(5) in an embodiment, according to intake temperature THA, cetane number estimation injection timing is changed.Therefore, the change of the ignition delay time depending on intake temperature in cylinder can be suppressed the impact of the estimated result of the ignitability of fuel, and the precision by improving, estimate the ignitability of fuel.
(6) in an embodiment, according to suction pressure PA, cetane number estimation injection timing is changed.Therefore, the change of the ignition delay time depending on peak cylinder internal pressure can be suppressed the impact of the estimated result of the ignitability of fuel, and the precision by improving, estimate the ignitability of fuel.
(7) in an embodiment, according to engine speed NE, cetane number estimation injection timing is changed.Therefore, the change of the ignition delay time depending on engine speed NE can be suppressed the impact of the estimated result of the ignitability of fuel, and the precision by improving, estimate the ignitability of fuel.
(8) in an embodiment, the change of the fuel pressure of the sparger 16 detected by the fuel pressure sensor 17 provided for sparger 16, draws the error (injection timing error and emitted dose error) between the bid value of fuel injection timing and fuel injection amount and its actual value.Then, use these errors, correct the rotation variable quantity ∑ Δ NE of the desired value of the generation moment of torsion as motor, therefore, the estimated result of the cetane number of correction fuel.Therefore, the deterioration of the estimated accuracy of the ignitability of the fuel caused by the error of fuel injection amount and fuel injection timing can suitably be suppressed.
Also by following improvement, perform above-described embodiment.In an embodiment, the change of the fuel pressure of the sparger 16 detected by fuel pressure sensor 17, draws the error (injection timing error and emitted dose error) between the bid value of fuel injection timing and fuel injection amount and its actual value.Then, use these errors, correct the rotation variable quantity ∑ Δ NE of the desired value of the generation moment of torsion as motor.Replace rotating variable quantity ∑ Δ NE, also by injection timing error and emitted dose error, directly correct and estimate cetane number.In this case, the deterioration of the estimated accuracy of the ignitability of the fuel caused by the error of fuel injection amount and fuel injection timing can also suitably be suppressed.
Although above-described embodiment is used as the desired value of the generation moment of torsion of motor by rotating variable quantity ∑ Δ NE, also can from other parameters, the increment of such as relevant with burning inner pressure of air cylinder, draws generation moment of torsion.
Although in this embodiment, during the fuel cut-off of diesel engine, estimate the cetane number of fuel, also except in the situation of fuel cut-off, the estimation of cetane number can be performed, as long as the accurate estimation of the moment of torsion produced after the injection of this situation permission fuel.
When engine speed NE substantial constant when estimating cetane number, accurately can perform the estimation of cetane number, and not needing according to engine speed NE, setting estimation injection timing changeably.
The situation of the coolant temperature THW substantial constant when estimating the cetane number of fuel or coolant temperature THW substantially little under insignificant situation on the impact of ignition delay time, accurately can perform the estimation of cetane number, and not need to set cetane number estimation injection timing changeably according to coolant temperature THW.
The situation of the intake temperature THA substantial constant when estimating the cetane number of fuel or intake temperature THA substantially little under insignificant situation on the impact of ignition delay time, accurately can perform the estimation of cetane number, and not need to set cetane number estimation injection timing changeably according to intake temperature THA.
The situation of the suction pressure PA substantial constant when estimating the cetane number of fuel or suction pressure PA substantially little under insignificant situation on the impact of ignition delay time, accurately can perform the estimation of cetane number, and not need to set cetane number estimation injection timing changeably according to suction pressure PA.
In the above-described embodiments, according to EGR amount (EGR aperture VR), speed of a motor vehicle SPD and cylinder wall surface heat amount Qc, set cetane number estimation injection timing changeably.When any one or two that can ignore three parameters are on the affecting of ignition lag, tolerable omits the variable setting of the cetane number estimation injection timing based on the parameter or multiple parameter ignoring its impact.Particularly, can expect that following structure (I) is to (VI).(I) omit the variable setting based on the cetane number estimation injection timing of EGR amount (EGR aperture VR) and according to speed of a motor vehicle SPD and cylinder wall surface heat amount Qc, change the structure of estimation injection timing.(II) omit the variable setting based on the cetane number estimation injection timing of speed of a motor vehicle SPD, and according to EGR amount (EGR aperture VR) and cylinder wall surface heat amount Qc, change the structure of estimation injection timing.(III) omit the variable setting based on the cetane number estimation injection timing of cylinder wall surface heat Qc, and according to EGR amount (EGR aperture VR) and speed of a motor vehicle SPD, change the structure of estimation injection timing.(IV) the variable setting of the cetane number estimation injection timing based on EGR amount (EGR aperture VR) and speed of a motor vehicle SPD is omitted, and according to cylinder wall surface heat Qc, the structure of change estimation injection timing.(V) the variable setting of the cetane number estimation injection timing based on EGR amount (EGR aperture VR) and cylinder wall surface heat amount Qc is omitted, and according to speed of a motor vehicle SPD, the structure of change estimation injection timing.(VI) omit the variable setting based on the cetane number estimation injection timing of speed of a motor vehicle SPD and cylinder wall surface heat amount Qc, and according to EGR amount (EGR aperture VR), change the structure of estimation injection timing.
In the diesel engine of application above-described embodiment, from the change of the fuel pressure in the sparger 16 detected by fuel pressure sensor 17, draw the fuel quantity of actual ejection, and proposed actual injected fuel amount is fed back to the drived control of sparger.The estimation of the cetane number of the fuel of above-described embodiment (ignitability of fuel) can also be applied to the diesel engine not performing this feedback similarly.
In an identical manner or mode that can be suitable with the mode that adopts in above-described embodiment, the estimation logic in above-described embodiment can also be applied to the estimation of the desired value of the ignitability of the fuel except cetane number.Such as, the lower limit of the above-mentioned cetane number of problem not having to cause because catching fire being used as separatrix value, fuel being divided into cetane number higher than the high-cetane fuel of lower limit and the cetane number low cetane fuel lower than limit value.In such configuration, estimation logic substantially same as the previously described embodiments can be used, to estimate that the fuel used at present is any in two kinds of fuel.

Claims (14)

1. a motor fuel performance estimation device, the size of the Engine torque that described motor fuel performance estimation device produces based on the burning by the fuel sprayed, estimate the ignitability of fuel, it is characterized in that:
According to amount of exhaust gas recirculation, the timing that the fuel changing the ignitability for estimating fuel sprays.
2. motor fuel performance estimation device according to claim 1, wherein
When described amount of exhaust gas recirculation is the first amount, the timing that the described fuel being used for the ignitability estimating fuel sprays is set to than late when being the second amount being less than described first amount when described amount of exhaust gas recirculation.
3. a motor fuel performance estimation device, the size of the Engine torque that described motor fuel performance estimation device produces based on the burning by the fuel sprayed, estimate the ignitability of fuel, it is characterized in that:
According to the speed of a motor vehicle, the timing that the fuel changing the ignitability for estimating fuel sprays.
4. motor fuel performance estimation device according to claim 3, wherein
When the described speed of a motor vehicle is First Speed, the timing that the described fuel being used for the ignitability estimating fuel sprays is set to than late when the described speed of a motor vehicle is the second speed lower than described First Speed.
5. a motor fuel performance estimation device, the size of the Engine torque that described motor fuel performance estimation device produces based on the burning by the fuel sprayed, estimate the ignitability of fuel, it is characterized in that:
According to the heat of cylinder wall surface, the timing that the fuel changing the ignitability for estimating fuel sprays.
6. motor fuel performance estimation device according to claim 5, wherein
When the heat of described cylinder wall surface is the first amount, the timing that the described fuel being used for the ignitability estimating fuel sprays is set to than late when the heat of described cylinder wall surface is the second amount being less than described first amount.
7. the motor fuel performance estimation device according to claim 5 or 6, wherein
By the load condition of the motor before the described estimation of ignitability, estimate the heat of described cylinder wall surface.
8. a motor fuel performance estimation device, the size of the Engine torque that described motor fuel performance estimation device produces based on the burning by the fuel sprayed, estimate the ignitability of fuel, it is characterized in that:
According to suction pressure, the timing that the fuel changing the ignitability for estimating fuel sprays.
9. motor fuel performance estimation device according to claim 8, wherein
When described suction pressure is the first pressure, the timing that the described fuel being used for the ignitability estimating fuel sprays is set to than Zao when being the second pressure higher than described first pressure when described suction pressure.
10. a motor fuel performance estimation device, the size of the Engine torque that described motor fuel performance estimation device produces based on the burning by the fuel sprayed, estimate the ignitability of fuel, it is characterized in that:
According to intake temperature, the timing that the fuel changing the ignitability for estimating fuel sprays.
11. motor fuel performance estimation devices according to claim 8, wherein
When described intake temperature is the first temperature, the timing that the described fuel being used for the ignitability estimating fuel sprays is set to than Zao when being the second temperature higher than described first temperature when described intake temperature.
12. 1 kinds of motor fuel performance estimation devices, the size of the Engine torque that described motor fuel performance estimation device produces based on the burning by the fuel sprayed, estimate the ignitability of fuel, it is characterized in that:
According to engine coolant temperature, the timing that the fuel changing the ignitability for estimating fuel sprays.
13. motor fuel performance estimation devices according to claim 12, wherein
When institute's coolant temperature is the first temperature, the timing that the described fuel being used for the ignitability estimating fuel sprays is set to than Zao when being the second temperature higher than described first temperature when described coolant temperature.
14. motor fuel performance estimation devices according to any one in claim 1 to 13, wherein,
During the fuel cut-off of motor, the estimation of execution point bad temper.
CN201380018583.4A 2012-03-30 2013-03-11 Engine fuel performance estimation device Expired - Fee Related CN104246187B (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2012-080962 2012-03-30
JP2012080962A JP2013209943A (en) 2012-03-30 2012-03-30 Engine fuel property estimation apparatus
PCT/IB2013/000357 WO2013144696A1 (en) 2012-03-30 2013-03-11 Engine fuel property estimation apparatus

Publications (2)

Publication Number Publication Date
CN104246187A true CN104246187A (en) 2014-12-24
CN104246187B CN104246187B (en) 2017-05-31

Family

ID=48325777

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201380018583.4A Expired - Fee Related CN104246187B (en) 2012-03-30 2013-03-11 Engine fuel performance estimation device

Country Status (5)

Country Link
JP (1) JP2013209943A (en)
CN (1) CN104246187B (en)
BR (1) BR112014024334B1 (en)
DE (1) DE112013001807B8 (en)
WO (1) WO2013144696A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014224488A1 (en) * 2014-12-01 2016-06-16 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine
JP2017002845A (en) * 2015-06-11 2017-01-05 株式会社デンソー Fuel estimation device
JP6428592B2 (en) * 2015-12-10 2018-11-28 株式会社デンソー Fuel injection control device

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004353490A (en) * 2003-05-27 2004-12-16 Toyota Motor Corp Control device of internal combustion engine
EP1900926A1 (en) * 2006-09-11 2008-03-19 HONDA MOTOR CO., Ltd. Control system for internal combustion engine
JP2010024870A (en) * 2008-07-16 2010-02-04 Toyota Motor Corp Antiknock property index value detecting device of fuel of diesel engine
CN101688497A (en) * 2007-05-28 2010-03-31 丰田自动车株式会社 Cetane number estimating device and method
US20100088008A1 (en) * 2008-10-03 2010-04-08 Denso Corporation Internal combustion engine control device and internal combustion engine control system
CN101765710A (en) * 2007-07-31 2010-06-30 丰田自动车株式会社 Cetane number detection device and cetane number detection method
CN101855438A (en) * 2007-11-14 2010-10-06 丰田自动车株式会社 Controller for diesel engine and method of controlling diesel engine
WO2011067643A1 (en) * 2009-12-04 2011-06-09 Toyota Jidosha Kabushiki Kaisha Fuel property determination system for internal combustion engine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3864754B2 (en) * 2001-10-25 2007-01-10 日産自動車株式会社 Control device for internal combustion engine
DE602007000538D1 (en) 2006-11-17 2009-03-26 Honda Motor Co Ltd Control system for an internal combustion engine
JP4600484B2 (en) * 2008-01-31 2010-12-15 株式会社デンソー Fuel property detection device and fuel injection system using the same
JP5549398B2 (en) * 2010-06-11 2014-07-16 トヨタ自動車株式会社 Cetane number estimation device

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004353490A (en) * 2003-05-27 2004-12-16 Toyota Motor Corp Control device of internal combustion engine
EP1900926A1 (en) * 2006-09-11 2008-03-19 HONDA MOTOR CO., Ltd. Control system for internal combustion engine
CN101688497A (en) * 2007-05-28 2010-03-31 丰田自动车株式会社 Cetane number estimating device and method
CN101765710A (en) * 2007-07-31 2010-06-30 丰田自动车株式会社 Cetane number detection device and cetane number detection method
CN101855438A (en) * 2007-11-14 2010-10-06 丰田自动车株式会社 Controller for diesel engine and method of controlling diesel engine
JP2010024870A (en) * 2008-07-16 2010-02-04 Toyota Motor Corp Antiknock property index value detecting device of fuel of diesel engine
US20100088008A1 (en) * 2008-10-03 2010-04-08 Denso Corporation Internal combustion engine control device and internal combustion engine control system
WO2011067643A1 (en) * 2009-12-04 2011-06-09 Toyota Jidosha Kabushiki Kaisha Fuel property determination system for internal combustion engine

Also Published As

Publication number Publication date
JP2013209943A (en) 2013-10-10
WO2013144696A1 (en) 2013-10-03
CN104246187B (en) 2017-05-31
DE112013001807B8 (en) 2018-07-26
BR112014024334A2 (en) 2017-06-20
DE112013001807T5 (en) 2014-12-11
BR112014024334B1 (en) 2021-06-29
DE112013001807B4 (en) 2018-03-15
WO2013144696A8 (en) 2013-12-05

Similar Documents

Publication Publication Date Title
JP4782759B2 (en) Internal combustion engine control device and internal combustion engine control system
US7757669B2 (en) High-pressure fuel pump control apparatus for an internal combustion engine
US7904231B2 (en) Method for controlling combustion noise in a compression-ignition engine
CN100406703C (en) Fuel injection system
CN1982676B (en) Engine fuel injection control method and engine fuel injection control apparatus
CN111692000A (en) Method and system for fuel injector balancing
CN111691992A (en) Method and system for fuel injector balancing
CN101377165B (en) System and method to compensate for variable fuel injector characterization in a direct injection system
US20070006851A1 (en) Engine fuel control system
CN108869079B (en) Method of fuel injection control in a diesel engine
JP2009103063A (en) Internal combustion engine control device and internal combustion engine control system
CN102797569A (en) Adaptation control of lean nox trap regeneration with biodiesel during engine transient operation
JP2010043614A (en) Engine control device
CN106194463A (en) Control device and control method for electromotor
US20160003182A1 (en) Control Device for Internal Combustion Engine
JP5880219B2 (en) Engine fuel property estimation device
CN104246187A (en) Engine fuel property estimation apparatus
EP2757238B1 (en) Control device for an internal combustion engine
JPH06280717A (en) Fuel injection end timing detecting device for internal combustion engine
US20140013832A1 (en) Cetane number estimation device
JP2011236788A (en) Fuel supply control apparatus for internal combustion engine
JP5392241B2 (en) Multi-cylinder internal combustion engine
US10082098B2 (en) Systems and methods for controlling fluid injections
WO2011096092A1 (en) Combustion control device for internal combustion engine
WO2013150350A1 (en) Method and apparatus for determining the cetane number of a fuel

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
C10 Entry into substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant
CF01 Termination of patent right due to non-payment of annual fee
CF01 Termination of patent right due to non-payment of annual fee

Granted publication date: 20170531