JP2002310042A - Fuel injection control device of internal combustion engine - Google Patents
Fuel injection control device of internal combustion engineInfo
- Publication number
- JP2002310042A JP2002310042A JP2001113116A JP2001113116A JP2002310042A JP 2002310042 A JP2002310042 A JP 2002310042A JP 2001113116 A JP2001113116 A JP 2001113116A JP 2001113116 A JP2001113116 A JP 2001113116A JP 2002310042 A JP2002310042 A JP 2002310042A
- Authority
- JP
- Japan
- Prior art keywords
- injection
- injection hole
- internal combustion
- combustion engine
- needle valve
- 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
- F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
- F02M61/182—Discharge orifices being situated in different transversal planes with respect to valve member direction of movement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
- F02M45/08—Injectors peculiar thereto
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
-
- 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
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
- F02M65/007—Cleaning
- F02M65/008—Cleaning of injectors only
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は内燃機関の燃料噴射
制御装置に関する。The present invention relates to a fuel injection control device for an internal combustion engine.
【０００２】[0002]
【従来の技術】従来、噴孔開閉弁が第一位置に位置して
いる時には、第一噴孔及び第二噴孔の両方から噴射が行
われ、噴孔開閉弁が第二位置に位置している時には、第
一噴孔から噴射が行われ、第二噴孔から噴射が行われな
い内燃機関の燃料噴射制御装置が知られている。この種
の内燃機関の燃料噴射制御装置の例としては、例えば特
開平１１−３５１１０５号公報に記載されたものがあ
る。特開平１１−３５１１０５号公報に記載された内燃
機関の燃料噴射制御装置では、噴孔開閉弁を閉弁方向に
付勢する油圧室内の圧力が減圧されると、噴孔開閉弁が
ハイリフト位置に配置され、その時には第一噴孔及び第
二噴孔の両方から噴射が行われる。一方、噴孔開閉弁を
閉弁方向に付勢する油圧室内の圧力が増圧されると、噴
孔開閉弁がローリフト位置に配置され、その時には、第
一噴孔のみから噴射が行われ、第二噴孔からは噴射が行
われない。2. Description of the Related Art Conventionally, when an injection hole opening / closing valve is located at a first position, injection is performed from both a first injection hole and a second injection hole, and the injection hole opening / closing valve is located at a second position. A fuel injection control device for an internal combustion engine in which injection is performed from a first injection hole when injection is not performed and injection is not performed from a second injection hole is known. An example of this type of fuel injection control device for an internal combustion engine is described in, for example, Japanese Patent Application Laid-Open No. 11-351105. In the fuel injection control device for an internal combustion engine described in JP-A-11-351105, when the pressure in the hydraulic chamber that urges the injection hole opening / closing valve in the valve closing direction is reduced, the injection hole opening / closing valve moves to the high lift position. In this case, the injection is performed from both the first injection hole and the second injection hole. On the other hand, when the pressure in the hydraulic chamber that urges the injection hole opening / closing valve in the valve closing direction is increased, the injection hole opening / closing valve is arranged at the low lift position, and at that time, injection is performed only from the first injection hole, No injection is performed from the second injection hole.
【０００３】[0003]
【発明が解決しようとする課題】ところで、特開平１１
−３５１１０５号公報には、噴孔開閉弁をローリフト位
置に配置することが要求される機関運転条件が長く続い
たときに、噴孔開閉弁をどのように制御すべきかについ
て開示されていない。従って、特開平１１−３５１１０
５号公報に記載された内燃機関の燃料噴射制御装置で
は、噴孔開閉弁をローリフト位置に配置することが要求
される機関運転条件が長く続いたときであっても、噴孔
開閉弁はローリフト位置に配置され続けると考えられ
る。ところが、比較的長い期間の間、噴孔開閉弁がロー
リフト位置に配置され続け、第二噴孔から全く噴射が行
われなくなってしまうと、第二噴孔の出口付近や内部に
デポジットが堆積し、第二噴孔が詰まってしまうおそれ
が生ずる。However, Japanese Patent Application Laid-Open No.
JP-A-351105 does not disclose how to control the injection hole opening / closing valve when the engine operating condition required to arrange the injection hole opening / closing valve at the low lift position continues for a long time. Accordingly, Japanese Patent Application Laid-Open No. 11-35110
In the fuel injection control device for an internal combustion engine described in Japanese Patent Application Publication No. 5 (1999) -2000, even when the engine operating condition required to dispose the injection hole opening / closing valve at the low lift position continues for a long time, the injection hole opening / closing valve operates at a low lift. It is believed that it will continue to be placed in the location. However, when the injection hole opening / closing valve is kept at the low lift position for a relatively long period of time and no injection is performed from the second injection hole, deposits are deposited near and inside the outlet of the second injection hole. Then, there is a possibility that the second injection hole is clogged.
【０００４】前記問題点に鑑み、本発明は噴孔から噴射
が行われない機関運転条件が長く続くのに伴ってその噴
孔が詰まってしまうのを回避することができる内燃機関
の燃料噴射制御装置を提供することを目的とする。[0004] In view of the above problems, the present invention provides a fuel injection control for an internal combustion engine which can prevent the injection hole from being clogged as the engine operating condition in which injection from the injection hole is not performed continues for a long time. It is intended to provide a device.
【０００５】[0005]
【課題を解決するための手段】請求項１に記載の発明に
よれば、噴孔開閉弁が第一位置に位置している時には、
第一噴孔及び第二噴孔の両方から噴射が行われ、噴孔開
閉弁が第二位置に位置している時には、第一噴孔から噴
射が行われ、第二噴孔から噴射が行われない内燃機関の
燃料噴射制御装置において、噴孔開閉弁を第二位置に配
置する機関運転条件が所定期間続いたときには、強制的
に第二噴孔から噴射を行うことを特徴とする内燃機関の
燃料噴射制御装置が提供される。According to the first aspect of the present invention, when the injection hole opening / closing valve is located at the first position,
Injection is performed from both the first injection hole and the second injection hole, and when the injection hole opening / closing valve is located at the second position, injection is performed from the first injection hole and injection is performed from the second injection hole. In the fuel injection control device for an internal combustion engine, when the engine operating condition for disposing the injection hole opening / closing valve at the second position continues for a predetermined period, the internal combustion engine is forcibly injected from the second injection hole. Is provided.
【０００６】請求項２に記載の発明によれば、噴孔開閉
弁を第二位置に配置する機関運転条件が所定期間続いた
ときには、第二噴孔から噴射を行うことが要求されない
機関運転条件下であっても、強制的に第二噴孔から噴射
を行うことを特徴とする請求項１に記載の内燃機関の燃
料噴射制御装置が提供される。According to the second aspect of the present invention, when the engine operating condition in which the injection hole opening / closing valve is disposed at the second position lasts for a predetermined period, the engine operating condition in which injection from the second injection hole is not required. The fuel injection control device for an internal combustion engine according to claim 1, wherein the injection is forcibly performed from the second injection hole even when the fuel injection control device is at a lower position.
【０００７】請求項１及び２に記載の内燃機関の燃料噴
射制御装置では、噴孔開閉弁を第二位置に配置する機関
運転条件が所定期間続いたときには、強制的に第二噴孔
から噴射が行われる。詳細には、噴孔開閉弁を第二位置
に配置する機関運転条件が所定期間続いたときには、第
二噴孔から噴射を行うことが要求されない機関運転条件
下であっても、強制的に第二噴孔から噴射が行われる。
そのため、比較的長い期間の間、噴孔開閉弁が第二位置
に配置され続けて第二噴孔から全く噴射が行われなくな
ってしまうことが回避される。それゆえ、比較的長い期
間の間、第二噴孔から全く噴射が行われないために第二
噴孔の出口付近や内部にデポジットが堆積し続けるのに
伴って第二噴孔が詰まってしまうのを回避することがで
きる。In the fuel injection control device for an internal combustion engine according to the first and second aspects, when the engine operating condition in which the injection hole opening / closing valve is disposed at the second position continues for a predetermined period, injection is forcibly performed from the second injection hole. Is performed. Specifically, when the engine operating condition in which the injection hole opening / closing valve is arranged at the second position continues for a predetermined period, even under the engine operating condition in which injection from the second injection hole is not required, the second operation is forcibly performed. Injection is performed from two injection holes.
For this reason, it is possible to prevent the injection hole opening / closing valve from being kept at the second position for a relatively long period of time so that no injection is performed from the second injection hole. Therefore, for a relatively long period of time, since no injection is performed from the second injection hole at all, the second injection hole is clogged as deposits continue to be deposited near and inside the outlet of the second injection hole. Can be avoided.
【０００８】請求項３に記載の発明によれば、内燃機関
の出力トルクが変化しないようなタイミングで強制的に
第二噴孔から噴射を行うことを特徴とする請求項１又は
２に記載の内燃機関の燃料噴射制御装置が提供される。According to the third aspect of the present invention, the injection is forcibly performed from the second injection hole at a timing such that the output torque of the internal combustion engine does not change. A fuel injection control device for an internal combustion engine is provided.
【０００９】請求項３に記載の内燃機関の燃料噴射制御
装置では、内燃機関の出力トルクが変化しないようなタ
イミングで強制的に第二噴孔から噴射が行われる。その
ため、第二噴孔から噴射を行うことが要求されない機関
運転条件下で第二噴孔から噴射が強制的に行われるのに
伴って内燃機関の出力トルクが変化してしまうのを回避
することができる。In the fuel injection control device for an internal combustion engine according to the third aspect, the injection is forcibly performed from the second injection hole at a timing such that the output torque of the internal combustion engine does not change. Therefore, it is possible to prevent the output torque of the internal combustion engine from being changed due to the forced injection from the second injection hole under the engine operating condition in which the injection from the second injection hole is not required. Can be.
【００１０】請求項４に記載の発明によれば、排気行程
中に強制的に第二噴孔から噴射を行うことを特徴とする
請求項１〜３のいずれか一項に記載の内燃機関の燃料噴
射制御装置が提供される。According to the present invention, the injection is forcibly performed from the second injection hole during the exhaust stroke. A fuel injection control device is provided.
【００１１】請求項４に記載の内燃機関の燃料噴射制御
装置では、内燃機関の出力トルクにほとんど影響を及ぼ
さない排気行程中に第二噴孔から強制的に噴射が行われ
る。そのため、第二噴孔から噴射を行うことが要求され
ない機関運転条件下で第二噴孔から噴射が強制的に行わ
れるのに伴って内燃機関の出力トルクが変化してしまう
のを回避することができる。In the fuel injection control device for an internal combustion engine according to the fourth aspect, the injection is forcibly performed from the second injection hole during an exhaust stroke that hardly affects the output torque of the internal combustion engine. Therefore, it is possible to prevent the output torque of the internal combustion engine from being changed due to the forced injection from the second injection hole under the engine operating condition in which the injection from the second injection hole is not required. Can be.
【００１２】[0012]
【発明の実施の形態】以下、添付図面を用いて本発明の
実施形態について説明する。Embodiments of the present invention will be described below with reference to the accompanying drawings.
【００１３】図１は本発明の内燃機関の燃料噴射制御装
置の一実施形態の主要部の拡大図である。図１におい
て、１はインジェクタのノズル先端部、２はニードル弁
である。ニードル弁２は、公知のソレノイド又はピエゾ
素子（図示せず）に対する通電が行われる時に開弁方向
（図１の上側）に付勢され、リフトされる。またニード
ル弁２はスプリング（図示せず）によって閉弁方向（図
１の下側）に付勢されており、ソレノイド又はピエゾ素
子に対する通電量がゼロの時にはニードル弁２のリフト
量がゼロになる。一方、ソレノイド又はピエゾ素子に対
する通電量が比較的小さい時にはニードル弁２のリフト
量が比較的小さくなり、ソレノイド又はピエゾ素子に対
する通電量が比較的大きい時にはニードル弁２のリフト
量が比較的大きくなる。本実施形態では、ソレノイドに
よってニードル弁２がリフトされるが、他の実施形態で
は、例えば特開平１１−３５１１０５号公報に記載され
た内燃機関の燃料噴射制御装置のように油圧によってニ
ードル弁をリフトさせることも可能である。FIG. 1 is an enlarged view of a main part of an embodiment of a fuel injection control device for an internal combustion engine according to the present invention. In FIG. 1, reference numeral 1 denotes a nozzle tip of an injector, and 2 denotes a needle valve. The needle valve 2 is urged and lifted in the valve opening direction (upper side in FIG. 1) when power is supplied to a known solenoid or piezo element (not shown). The needle valve 2 is urged by a spring (not shown) in the valve closing direction (the lower side in FIG. 1), and when the amount of electricity to the solenoid or the piezo element is zero, the lift amount of the needle valve 2 becomes zero. . On the other hand, the lift amount of the needle valve 2 is relatively small when the amount of current to the solenoid or the piezo element is relatively small, and the lift amount of the needle valve 2 is relatively large when the amount of current to the solenoid or the piezo element is relatively large. In the present embodiment, the needle valve 2 is lifted by the solenoid, but in other embodiments, the needle valve 2 is lifted by hydraulic pressure as in a fuel injection control device for an internal combustion engine described in, for example, JP-A-11-351105. It is also possible to make it.
【００１４】３はノズルのハウジング、４はニードル弁
２がリフトされた時に燃料が噴射される第一噴孔であ
る。５はニードル弁２のリフト量が比較的小さいローリ
フト時には燃料が噴射されず、ニードル弁２のリフト量
が比較的大きいハイリフト時には燃料が噴射される第二
噴孔である。６は第一噴孔４及び第二噴孔５からの燃料
の噴射を停止する時にニードル弁２が着座する第一シー
ト部である。７は第一噴孔４からの燃料の噴射を実行
し、第二噴孔５からの燃料の噴射を停止する時にニード
ル弁２の先端が嵌合する第二シート部である。図１に示
すように、ニードル弁２のリフト量がゼロの時、ニード
ル弁２が第一シート部６に着座しているため、第一噴孔
４から燃料は噴射されず、第二噴孔５からも燃料は噴射
されない。Reference numeral 3 denotes a nozzle housing, and reference numeral 4 denotes a first injection hole into which fuel is injected when the needle valve 2 is lifted. Reference numeral 5 denotes a second injection hole from which fuel is not injected when the lift amount of the needle valve 2 is relatively small, and is injected when the lift amount of the needle valve 2 is relatively high. Reference numeral 6 denotes a first seat portion on which the needle valve 2 is seated when fuel injection from the first injection hole 4 and the second injection hole 5 is stopped. Reference numeral 7 denotes a second seat portion to which fuel is injected from the first injection hole 4 and to which the tip of the needle valve 2 is fitted when fuel injection from the second injection hole 5 is stopped. As shown in FIG. 1, when the lift amount of the needle valve 2 is zero, since the needle valve 2 is seated on the first seat portion 6, no fuel is injected from the first injection hole 4 and the second injection hole No fuel is injected from 5.
【００１５】図２はニードル弁のリフト量が比較的小さ
いローリフト時を示した図である。図２に示すように、
ニードル弁２のリフト量が比較的小さいローリフト時に
は、ニードル弁２が第一シート部６に着座しておらず、
かつ、ニードル弁２の先端が第二シート部７と嵌合して
いるため、第一噴孔４のみから燃料が噴射され、第二噴
孔５からは燃料が噴射されない。図３はニードル弁のリ
フト量が比較的大きいハイリフト時を示した図である。
図３に示すように、ニードル弁２のリフト量が比較的大
きいハイリフト時には、ニードル弁２が第一シート部６
に着座しておらず、かつ、ニードル弁２の先端も第二シ
ート部７と嵌合していないため、第一噴孔４及び第二噴
孔５の両方から燃料が噴射される。FIG. 2 is a view showing a low lift state where the lift amount of the needle valve is relatively small. As shown in FIG.
At the time of a low lift in which the lift amount of the needle valve 2 is relatively small, the needle valve 2 is not seated on the first seat portion 6,
Further, since the tip of the needle valve 2 is fitted to the second seat portion 7, fuel is injected only from the first injection hole 4, and no fuel is injected from the second injection hole 5. FIG. 3 is a diagram showing a high lift state in which the lift amount of the needle valve is relatively large.
As shown in FIG. 3, during a high lift where the lift amount of the needle valve 2 is relatively large, the needle valve 2
, And the tip of the needle valve 2 is not fitted with the second seat portion 7, so that fuel is injected from both the first injection hole 4 and the second injection hole 5.
【００１６】上述したように、第一シート部６にはニー
ドル弁２が着座するのに対し、第二シート部７には、ニ
ードル弁２が着座するのではなく、ニードル弁２の先端
が嵌合するように構成されている。従って、第二シート
部７のニードル弁２の先端との間にはいくらかの隙間が
設けられている。そのため、ニードル弁２の先端が第二
シート部７と嵌合しているローリフト時には、第二噴孔
５から燃料は噴射されないものの、第二シート部７とニ
ードル弁２の先端との間の隙間から燃料が漏出し、その
燃料が第二噴孔５内に入る可能性がある。そのように燃
料が第二噴孔５内に入る場合であって、比較的長い期間
の間、ニードル弁２がローリフト位置に配置され続けて
第二噴孔５から全く噴射が行われなくなる場合には、第
二噴孔５の出口付近や内部にデポジットが堆積し、第二
噴孔５が詰まってしまうおそれがある。仮に第二噴孔５
が詰まってしまうと、噴射量や噴霧特性が変化し、スモ
ークが増加したり、出力トルクが減少したりしてしま
う。そのような問題点を解決するために、本実施形態の
内燃機関の燃料噴射制御装置では、後述するような制御
が実行される。As described above, the needle valve 2 is seated on the first seat portion 6, whereas the needle valve 2 is not seated on the second seat portion 7, but the tip of the needle valve 2 is fitted. Are configured to match. Therefore, some clearance is provided between the second seat portion 7 and the tip of the needle valve 2. Therefore, at the time of the low lift in which the tip of the needle valve 2 is fitted to the second seat portion 7, although the fuel is not injected from the second injection hole 5, the gap between the second seat portion 7 and the tip of the needle valve 2. Fuel may leak from the fuel injection port and the fuel may enter the second injection hole 5. In such a case where the fuel enters the second injection hole 5 and the needle valve 2 is kept in the low lift position for a relatively long period and no injection is performed from the second injection hole 5 at all. The deposits may be deposited near and inside the outlet of the second injection hole 5, and the second injection hole 5 may be clogged. Temporarily the second injection hole 5
If clogging occurs, the injection amount and spray characteristics change, and the smoke increases and the output torque decreases. In order to solve such a problem, the fuel injection control device for an internal combustion engine according to the present embodiment executes control as described below.
【００１７】図４は燃料噴射制御方法を示したフローチ
ャートである。このルーチンは、例えば各行程の燃料噴
射量指令値算出後のように所定時間間隔で実行される。
図４に示すように、このルーチンが開始されると、まず
ステップ１０１において、詰まり除去モードを示すフラ
グがＯＮになっているか否かが判断される。後述するス
テップにおいて詰まり除去モードを示すフラグがＯＮに
されているときにはステップ１０１においてＹＥＳと判
断され、後述するステップにおいて詰まり除去モードを
示すフラグがＯＦＦにされているときにはステップ１０
１においてＮＯと判断される。ＹＥＳのときにはステッ
プ１１０に進み、ＮＯのときにはステップ１０２に進
む。FIG. 4 is a flowchart showing a fuel injection control method. This routine is executed at predetermined time intervals, for example, after the calculation of the fuel injection amount command value in each stroke.
As shown in FIG. 4, when this routine is started, first, in step 101, it is determined whether or not a flag indicating the clogging removal mode is ON. If the flag indicating the clogging removal mode is turned on in a step to be described later, it is determined as YES in step 101, and if the flag indicating the clogging removal mode is turned off in the step described later, step 10 is executed.
1 is determined as NO. If YES, the process proceeds to step 110, and if NO, the process proceeds to step 102.
【００１８】ステップ１０２では、不図示のステップで
算出された燃料噴射圧（コモンレール圧）及び燃料噴射
量と図５に示す関係とからニードル弁２のリフト量が推
定される。図５はニードル弁のリフト量と燃料噴射量と
燃料噴射圧との関係を示した図である。図５に示すよう
に、ニードル弁２のリフト量は、燃料噴射量が多くなる
ほど高くなり、燃料噴射圧が高くなるほど低くなるよう
に設定されている。In step 102, the lift amount of the needle valve 2 is estimated from the fuel injection pressure (common rail pressure) and the fuel injection amount calculated in steps (not shown) and the relationship shown in FIG. FIG. 5 is a diagram showing the relationship between the lift amount of the needle valve, the fuel injection amount, and the fuel injection pressure. As shown in FIG. 5, the lift amount of the needle valve 2 is set to increase as the fuel injection amount increases, and to decrease as the fuel injection pressure increases.
【００１９】図４の説明に戻り、次いでステップ１０３
では、ステップ１０２において推定されたニードル弁２
のリフト量に基づいて、図２に示したようなローリフト
運転が行われているか否かが判断される。図２に示した
ようなローリフト運転が行われているときにはステップ
１０４に進む。ステップ１０４では、ローリフトによる
連続運転時間、つまり、第二噴孔５の出口付近や内部に
おけるデポジットの堆積量を示すローリフトカウンタが
インクリメントされる。一方、図３に示したようなハイ
リフト運転が行われているときにはステップ１０５に進
み、ステップ１０５ではローリフトカウンタがデクリメ
ントされる。次いでステップ１０６では、ローリフトカ
ウンタが予め定められた判定値を超えているか否かが判
断される。つまり、ニードル弁２をローリフト位置（図
２参照）に配置する機関運転条件が所定期間続いたか否
かが判断される。ＹＥＳのときにはステップ１０７に進
み、ＮＯのときにはローリフトカウンタの値が変更され
ることなく、このルーチンを終了する。ステップ１０７
では、詰まり除去モードを示すフラグがＯＮにされる。
次いでステップ１０８では、排気行程噴射の必要性を示
す除去回数カウンタがＦＵＬＬにされる。次いでステッ
プ１０９ではローリフトカウンタがクリアされる。Returning to the description of FIG.
Then, the needle valve 2 estimated in step 102
It is determined whether or not the low lift operation as shown in FIG. 2 is performed based on the lift amount. When the low lift operation as shown in FIG. 2 is being performed, the process proceeds to step 104. In step 104, the low lift counter that indicates the continuous operation time by the low lift, that is, the low lift counter that indicates the amount of deposits deposited near or inside the outlet of the second injection hole 5 is incremented. On the other hand, when the high lift operation as shown in FIG. 3 is being performed, the process proceeds to step 105, where the low lift counter is decremented. Next, at step 106, it is determined whether or not the low lift counter has exceeded a predetermined determination value. That is, it is determined whether or not the engine operating condition for disposing the needle valve 2 at the low lift position (see FIG. 2) has continued for a predetermined period. If YES, the process proceeds to step 107, and if NO, the routine ends without changing the value of the low lift counter. Step 107
Then, the flag indicating the clog clearing mode is turned ON.
Next, at step 108, the removal number counter indicating the necessity of the exhaust stroke injection is set to FULL. Next, at step 109, the low lift counter is cleared.
【００２０】ステップ１１０では、ニードル弁２が強制
的にハイリフト位置（図３参照）に配置され、排気行程
噴射が実行される。つまり、図４に示すルーチンが前回
実行されたとき、ステップ１０６においてニードル弁２
をローリフト位置（図２参照）に配置する機関運転条件
が所定期間続いたと判断され、ステップ１０７において
詰まり除去モードを示すフラグがＯＮにされた場合に
は、図４に示すルーチンが今回実行されるとき、ステッ
プ１０１において詰まり除去モードを示すフラグがＯＮ
になっていると判断され、ステップ１１０においてニー
ドル弁２が強制的にハイリフト位置に配置されて排気行
程噴射が実行される。排気行程において噴射された燃料
は機関排気通路内に配置された例えば酸化触媒のような
ＨＣ浄化装置によって無害化される。ニードル弁２がハ
イリフト位置に配置されて第二噴孔５から燃料が高圧で
噴射されると、第二噴孔５の出口付近や内部に堆積して
いたデポジットが噴霧の勢いによって除去される。本実
施形態では、ステップ１１０においてニードル弁２が強
制的にハイリフト位置に配置される場合に排気行程噴射
が実行されるが、他の実施形態では、内燃機関の出力ト
ルクが変化しないようなタイミングであれば、排気行程
以外のタイミングでニードル弁２を強制的にハイリフト
位置に配置して燃料噴射を実行することも可能である。In step 110, the needle valve 2 is forcibly placed in the high lift position (see FIG. 3), and the exhaust stroke injection is executed. That is, when the routine shown in FIG.
It is determined that the engine operating condition for locating at the low lift position (see FIG. 2) has continued for a predetermined period, and if the flag indicating the clogging removal mode has been turned on in step 107, the routine shown in FIG. 4 is executed this time. When the flag indicating the clogging removal mode is turned on in step 101,
Is determined, the needle valve 2 is forcibly arranged at the high lift position in step 110, and the exhaust stroke injection is executed. Fuel injected during the exhaust stroke is rendered harmless by an HC purifier such as an oxidation catalyst disposed in the engine exhaust passage. When the needle valve 2 is arranged at the high lift position and fuel is injected from the second injection hole 5 at a high pressure, deposits deposited near and inside the outlet of the second injection hole 5 are removed by the force of the spray. In the present embodiment, the exhaust stroke injection is performed when the needle valve 2 is forcibly arranged at the high lift position in step 110. However, in other embodiments, the exhaust stroke injection is performed at such a timing that the output torque of the internal combustion engine does not change. If so, it is possible to forcibly arrange the needle valve 2 at the high lift position at a timing other than the exhaust stroke to execute the fuel injection.
【００２１】次いでステップ１１１では、排気行程噴射
の必要性を示す除去回数カウンタがデクリメントされ
る。次いでステップ１１２では、除去回数カウンタがゼ
ロまでデクリメントされたか否かが判断される。除去回
数カウンタがゼロまでデクリメントされたときには、ス
テップ１１３において詰まり除去モードを示すフラグが
ＯＦＦにされる。一方、除去回数カウンタがゼロまでデ
クリメントされていないときには、ステップ１１３を実
行することなく、このルーチンを終了する。つまり、ニ
ードル弁２が強制的にハイリフト位置に配置される排気
行程噴射は、除去回数カウンタがＦＵＬＬからゼロにな
るまで、図４に示すルーチンが実行される毎に実行され
ることになる。Next, at step 111, the removal number counter indicating the necessity of the exhaust stroke injection is decremented. Next, at step 112, it is determined whether or not the removal number counter has been decremented to zero. When the number-of-removals counter is decremented to zero, the flag indicating the clog removal mode is turned off in step 113. On the other hand, if the number-of-removals counter has not been decremented to zero, this routine is terminated without executing step 113. That is, the exhaust stroke injection in which the needle valve 2 is forcibly arranged at the high lift position is executed every time the routine shown in FIG. 4 is executed until the removal number counter becomes FULL to zero.
【００２２】上述した実施形態によれば、ニードル弁２
をローリフト位置（図２参照）に配置する機関運転条件
が所定期間続いたとステップ１０６において判断された
ときには、ステップ１１０において強制的に第二噴孔５
から噴射が行われる。詳細には、ニードル弁２をローリ
フト位置に配置する機関運転条件が所定期間続いたとス
テップ１０６において判断されたときには、第二噴孔５
から噴射を行うことが要求されない機関運転条件下であ
っても、ステップ１１０において強制的に第二噴孔５か
ら噴射が行われる。そのため、比較的長い期間の間、ニ
ードル弁２がローリフト位置に配置され続けて第二噴孔
５から全く噴射が行われなくなってしまうことが回避さ
れる。それゆえ、比較的長い期間の間、第二噴孔５から
全く噴射が行われないために第二噴孔５の出口付近や内
部にデポジットが堆積し続けるのに伴って第二噴孔５が
詰まってしまうのを回避することができる。According to the above-described embodiment, the needle valve 2
When it is determined in step 106 that the engine operating condition for disposing the engine at the low lift position (see FIG. 2) has continued for a predetermined period, in step 110, the second injection hole 5 is forcibly forced.
The injection is performed from. Specifically, when it is determined in step 106 that the engine operating condition for disposing the needle valve 2 at the low lift position has continued for a predetermined period, the second injection hole 5
The injection is forcibly performed from the second injection hole 5 in step 110 even under the engine operating condition where it is not required to perform the injection from the second injection hole. For this reason, it is possible to prevent the needle valve 2 from being kept at the low lift position for a relatively long period of time so that the injection is not performed at all from the second injection hole 5. Therefore, for a relatively long period of time, since no injection is performed from the second injection hole 5 at all, the deposit continues to accumulate near or inside the outlet of the second injection hole 5 and the second injection hole 5 Clogging can be avoided.
【００２３】また上述した実施形態によれば、内燃機関
の出力トルクが変化しないようなタイミングで強制的に
第二噴孔５から噴射が行われる。例えばステップ１１０
では、内燃機関の出力トルクにほとんど影響を及ぼさな
い排気行程中に第二噴孔５から強制的に噴射が行われ
る。そのため、第二噴孔５から噴射を行うことが要求さ
れない機関運転条件下で第二噴孔５から噴射が強制的に
行われるのに伴って内燃機関の出力トルクが変化してし
まうのを回避することができる。Further, according to the above-described embodiment, the injection is forcibly performed from the second injection hole 5 at a timing such that the output torque of the internal combustion engine does not change. For example, step 110
In this case, the injection is forcibly performed from the second injection holes 5 during the exhaust stroke that hardly affects the output torque of the internal combustion engine. Therefore, it is possible to prevent the output torque of the internal combustion engine from changing due to the forced injection from the second injection hole 5 under the engine operating condition in which the injection from the second injection hole 5 is not required. can do.
【００２４】[0024]
【発明の効果】請求項１及び２に記載の発明によれば、
比較的長い期間の間、噴孔開閉弁が第二位置に配置され
続けて第二噴孔から全く噴射が行われなくなってしまう
ことが回避される。それゆえ、比較的長い期間の間、第
二噴孔から全く噴射が行われないために第二噴孔の出口
付近や内部にデポジットが堆積し続けるのに伴って第二
噴孔が詰まってしまうのを回避することができる。According to the first and second aspects of the present invention,
For a relatively long period of time, it is avoided that the injection hole opening / closing valve is kept at the second position and no injection is performed from the second injection hole. Therefore, for a relatively long period of time, since no injection is performed from the second injection hole at all, the second injection hole is clogged as deposits continue to be deposited near and inside the outlet of the second injection hole. Can be avoided.
【００２５】請求項３及び４に記載の発明によれば、第
二噴孔から噴射を行うことが要求されない機関運転条件
下で第二噴孔から噴射が強制的に行われるのに伴って内
燃機関の出力トルクが変化してしまうのを回避すること
ができる。According to the third and fourth aspects of the present invention, the injection is forcibly performed from the second injection hole under engine operating conditions in which injection from the second injection hole is not required. It is possible to prevent the output torque of the engine from changing.
【図１】本発明の内燃機関の燃料噴射制御装置の一実施
形態の主要部の拡大図である。FIG. 1 is an enlarged view of a main part of an embodiment of a fuel injection control device for an internal combustion engine according to the present invention.
【図２】ニードル弁のリフト量が比較的小さいローリフ
ト時を示した図である。FIG. 2 is a view showing a low lift state where the lift amount of the needle valve is relatively small.
【図３】ニードル弁のリフト量が比較的大きいハイリフ
ト時を示した図である。FIG. 3 is a diagram showing a high lift state in which the lift amount of the needle valve is relatively large.
【図４】燃料噴射制御方法を示したフローチャートであ
る。FIG. 4 is a flowchart illustrating a fuel injection control method.
【図５】ニードル弁のリフト量と燃料噴射量と燃料噴射
圧との関係を示した図である。FIG. 5 is a diagram showing a relationship among a lift amount of a needle valve, a fuel injection amount, and a fuel injection pressure.
１…ノズル先端部 ２…ニードル弁 ３…ハウジング ４…第一噴孔 ５…第二噴孔 ６…第一シート部 ７…第二シート部 DESCRIPTION OF SYMBOLS 1 ... Nozzle tip part 2 ... Needle valve 3 ... Housing 4 ... First injection hole 5 ... Second injection hole 6 ... First seat part 7 ... Second seat part
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｆ０２Ｍ 61/10 Ｆ０２Ｍ 61/10 Ｄ Ｅ Ｆターム(参考） 3G066 AA07 AB02 AD12 BA32 CC06T CC06U CC14 CC28 CC30 CD26 CE13 CE22 CE27 DA04 DA06 DA16 DC06 DC18 3G301 JA00 KA08 LB11 LC06 MA11 MA18 MA21 MA28 MA29 NA06 NC02 ND03 NE01 NE11 NE12 PB03A PB03Z PB06A PB08Z──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) F02M 61/10 F02M 61/10 DEF term (Reference) 3G066 AA07 AB02 AD12 BA32 CC06T CC06U CC14 CC28 CC30 CD26 CE13 CE22 CE27 DA04 DA06 DA16 DC06 DC18 3G301 JA00 KA08 LB11 LC06 MA11 MA18 MA21 MA28 MA29 NA06 NC02 ND03 NE01 NE11 NE12 PB03A PB03Z PB06A PB08Z
Claims (4)
には、第一噴孔及び第二噴孔の両方から噴射が行われ、
噴孔開閉弁が第二位置に位置している時には、第一噴孔
から噴射が行われ、第二噴孔から噴射が行われない内燃
機関の燃料噴射制御装置において、噴孔開閉弁を第二位
置に配置する機関運転条件が所定期間続いたときには、
強制的に第二噴孔から噴射を行うことを特徴とする内燃
機関の燃料噴射制御装置。When the injection hole opening / closing valve is located at a first position, injection is performed from both the first injection hole and the second injection hole,
When the injection hole opening / closing valve is located at the second position, the injection is performed from the first injection hole and the injection is not performed from the second injection hole. When the engine operating conditions to be arranged at two positions have continued for a predetermined period,
A fuel injection control device for an internal combustion engine, wherein injection is forcibly performed from a second injection hole.
転条件が所定期間続いたときには、第二噴孔から噴射を
行うことが要求されない機関運転条件下であっても、強
制的に第二噴孔から噴射を行うことを特徴とする請求項
１に記載の内燃機関の燃料噴射制御装置。2. When the engine operating condition in which the injection hole opening / closing valve is arranged at the second position continues for a predetermined period, even if the engine operation condition in which injection from the second injection hole is not required, it is forcibly performed. The fuel injection control device for an internal combustion engine according to claim 1, wherein the injection is performed from a second injection hole.
なタイミングで強制的に第二噴孔から噴射を行うことを
特徴とする請求項１又は２に記載の内燃機関の燃料噴射
制御装置。3. The fuel injection control device for an internal combustion engine according to claim 1, wherein the injection is forcibly performed from the second injection hole at a timing such that the output torque of the internal combustion engine does not change.
を行うことを特徴とする請求項１〜３のいずれか一項に
記載の内燃機関の燃料噴射制御装置。4. The fuel injection control device for an internal combustion engine according to claim 1, wherein injection is forcibly performed from the second injection hole during an exhaust stroke.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001113116A JP3518521B2 (en) | 2001-04-11 | 2001-04-11 | Fuel injection control device for internal combustion engine |
| EP20020008007 EP1249600B1 (en) | 2001-04-11 | 2002-04-10 | Fuel injection control system for internal combustion engine and method |
| DE2002612242 DE60212242T2 (en) | 2001-04-11 | 2002-04-10 | Method and apparatus for controlling fuel injection |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001113116A JP3518521B2 (en) | 2001-04-11 | 2001-04-11 | Fuel injection control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002310042A true JP2002310042A (en) | 2002-10-23 |
| JP3518521B2 JP3518521B2 (en) | 2004-04-12 |
Family
ID=18964396
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001113116A Expired - Fee Related JP3518521B2 (en) | 2001-04-11 | 2001-04-11 | Fuel injection control device for internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP1249600B1 (en) |
| JP (1) | JP3518521B2 (en) |
| DE (1) | DE60212242T2 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006514194A (en) * | 2003-02-08 | 2006-04-27 | 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 | Method for driving an injection valve of an internal combustion engine |
| JP2007132249A (en) * | 2005-11-09 | 2007-05-31 | Denso Corp | Fuel injection device |
| WO2007119293A1 (en) | 2006-03-14 | 2007-10-25 | Toyota Jidosha Kabushiki Kaisha | Fuel injection control device for internal combustion engine |
| WO2008152488A1 (en) | 2007-06-15 | 2008-12-18 | Toyota Jidosha Kabushiki Kaisha | Apparatus and method for controlling a fuel injector under abnormal conditions |
| CN115704353A (en) * | 2021-08-06 | 2023-02-17 | Ip传输控股公司 | Engine assembly and multi-fuel injector assembly |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4135642B2 (en) * | 2004-01-13 | 2008-08-20 | トヨタ自動車株式会社 | Injection control device for internal combustion engine |
| DE102004002286A1 (en) * | 2004-01-16 | 2005-08-11 | Man B & W Diesel Ag | fuel Injector |
| JP4265645B2 (en) * | 2006-11-07 | 2009-05-20 | トヨタ自動車株式会社 | Fuel injection device |
| JP2008231996A (en) * | 2007-03-20 | 2008-10-02 | Toyota Motor Corp | Control device of internal combustion engine |
| DE102012204482A1 (en) * | 2012-03-21 | 2013-09-26 | Robert Bosch Gmbh | Fuel injector |
| BR112015002265A2 (en) * | 2012-08-01 | 2017-07-04 | 3M Innovative Properties Co | fuel injectors with unprinted three-dimensional nozzle inlet face |
| KR20150038307A (en) | 2012-08-01 | 2015-04-08 | 쓰리엠 이노베이티브 프로퍼티즈 컴파니 | Fuel injectors with improved coefficient of fuel discharge |
| CN103362710A (en) * | 2013-03-26 | 2013-10-23 | 哈尔滨工程大学 | Variable spray hole type electric control oil sprayer |
| US9915215B2 (en) | 2016-04-28 | 2018-03-13 | Caterpillar Inc. | Fuel injector for pulsed injections and system and method thereof |
| WO2019145592A1 (en) * | 2018-01-23 | 2019-08-01 | Wärtsilä Finland Oy | Fuel injection arrangement and method of operating piston engine |
| DE102018214595A1 (en) * | 2018-08-29 | 2020-03-05 | Robert Bosch Gmbh | Fuel injector |
| CN113279886B (en) * | 2021-06-16 | 2022-11-04 | 哈尔滨工程大学 | Diesel engine high pressure common rail injector cleanliness detection device |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3818862C2 (en) * | 1987-06-19 | 1999-01-07 | Volkswagen Ag | Fuel injector |
| JP3823540B2 (en) * | 1998-06-05 | 2006-09-20 | 株式会社デンソー | Fuel injection valve for internal combustion engine |
| ATE472677T1 (en) * | 1999-10-06 | 2010-07-15 | Delphi Tech Holding Sarl | FUEL INJECTION VALVE |
| DE60219396T2 (en) * | 2001-08-06 | 2007-12-20 | Toyota Jidosha Kabushiki Kaisha, Toyota | Internal combustion engine |
-
2001
- 2001-04-11 JP JP2001113116A patent/JP3518521B2/en not_active Expired - Fee Related
-
2002
- 2002-04-10 EP EP20020008007 patent/EP1249600B1/en not_active Expired - Lifetime
- 2002-04-10 DE DE2002612242 patent/DE60212242T2/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006514194A (en) * | 2003-02-08 | 2006-04-27 | 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 | Method for driving an injection valve of an internal combustion engine |
| JP2007132249A (en) * | 2005-11-09 | 2007-05-31 | Denso Corp | Fuel injection device |
| WO2007119293A1 (en) | 2006-03-14 | 2007-10-25 | Toyota Jidosha Kabushiki Kaisha | Fuel injection control device for internal combustion engine |
| WO2008152488A1 (en) | 2007-06-15 | 2008-12-18 | Toyota Jidosha Kabushiki Kaisha | Apparatus and method for controlling a fuel injector under abnormal conditions |
| CN115704353A (en) * | 2021-08-06 | 2023-02-17 | Ip传输控股公司 | Engine assembly and multi-fuel injector assembly |
Also Published As
| Publication number | Publication date |
|---|---|
| EP1249600A2 (en) | 2002-10-16 |
| EP1249600A3 (en) | 2004-09-15 |
| DE60212242T2 (en) | 2007-06-14 |
| JP3518521B2 (en) | 2004-04-12 |
| DE60212242D1 (en) | 2006-07-27 |
| EP1249600B1 (en) | 2006-06-14 |
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