JPH08144859A - Fuel supply control device - Google Patents
Fuel supply control deviceInfo
- Publication number
- JPH08144859A JPH08144859A JP6285685A JP28568594A JPH08144859A JP H08144859 A JPH08144859 A JP H08144859A JP 6285685 A JP6285685 A JP 6285685A JP 28568594 A JP28568594 A JP 28568594A JP H08144859 A JPH08144859 A JP H08144859A
- Authority
- JP
- Japan
- Prior art keywords
- injection valve
- valve
- fuel injection
- engine
- fuel
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、例えばガスエンジン車
両の燃料噴射装置の改良に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a fuel injection system for a gas engine vehicle, for example.
【０００２】[0002]
【従来の技術】従来、車両の燃料噴射装置は電子制御に
よってインジェクタのソレノイドコイルに電流を流し、
磁力によってバルブを動かしてインジェクションノズル
との間に隙間を形成し燃料を噴出させるようにしてい
る。そして、例えば特公昭６３−３５８２７号公報の場
合は、燃料噴射弁の開弁の初期に大きい電流を流して動
作時間の短縮を図るとともに、その後、保持電流を下回
らない値まで電流を低下させることで燃料噴射弁の動作
特性、切換特性を迅速に制御するようにしている。2. Description of the Related Art Conventionally, a fuel injection device for a vehicle applies a current to a solenoid coil of an injector by electronic control,
The valve is moved by magnetic force to form a gap between the valve and the injection nozzle so that fuel is ejected. In the case of Japanese Patent Publication No. Sho 63-35827, for example, a large current is passed in the initial stage of opening the fuel injection valve to shorten the operation time, and thereafter the current is reduced to a value not lower than the holding current. In this way, the operating characteristics and switching characteristics of the fuel injection valve are quickly controlled.
【０００３】[0003]
【発明が解決しようとする課題】ところが、例えばガス
燃料エンジン車両のような場合は、低温になるとガスチ
ャージ時のコンプレッサのオイル、メタンガスに含まれ
る水分或いは燃焼時に発生する水分等が凍結しやすくな
り、燃料噴射弁が開きにくくなって特にエンジン始動時
等にエンジンがかかりにくくなるという事態が発生す
る。However, in the case of a gas fuel engine vehicle, for example, when the temperature becomes low, the oil of the compressor at the time of gas charging, the water contained in the methane gas or the water generated at the time of combustion is easily frozen. The situation in which the fuel injection valve becomes difficult to open and the engine is difficult to start, especially when the engine is started, occurs.
【０００４】[0004]
【課題を解決するための手段】上記課題を解決するため
本発明は、燃料噴射弁の張り付き力を算出するための基
礎データを検出する検出手段と、燃料噴射弁のリフト荷
重を制御する制御手段を設け、検出手段にて検出した基
礎データから燃料噴射弁の張り付き力を算出し、この張
り付き力よりリフト荷重が大きくなるよう、制御手段に
よって燃料噴射弁のピーク電流値を制御するようにし
た。また、制御手段によってピーク電流値とともに開弁
時間も制御するようにした。In order to solve the above-mentioned problems, the present invention provides a detection means for detecting basic data for calculating the sticking force of a fuel injection valve, and a control means for controlling a lift load of the fuel injection valve. Is provided, the sticking force of the fuel injection valve is calculated from the basic data detected by the detecting means, and the peak current value of the fuel injection valve is controlled by the control means so that the lift load becomes larger than the sticking force. Further, the valve opening time as well as the peak current value is controlled by the control means.
【０００５】[0005]
【作用】低温時であって燃料噴射弁が凍結しているよう
な場合は、燃料噴射弁のピーク電流を増してリフト荷重
を大きくし、また、燃料噴射弁の張り付き力が高まると
インジェクション無効時間（開弁指令を出してから実際
に燃料噴射弁が開くまでの無効時間）が長くなるため、
リフト荷重を増すとともに開弁時間を長くして燃料の噴
射ノズルを完全にリフトさせる。When the fuel injection valve is frozen at low temperature, the peak current of the fuel injection valve is increased to increase the lift load, and when the sticking force of the fuel injection valve is increased, the injection invalid time is increased. (Invalid time from when the valve opening command is issued until the fuel injection valve actually opens) becomes longer,
The lift load is increased and the valve opening time is extended to lift the fuel injection nozzle completely.
【０００６】[0006]
【実施例】以下に本発明の実施例を添付図面に基づいて
説明する。まず図５乃至図７に基づき本発明の燃料供給
制御装置を適用した車両の燃料供給系統の概要を説明す
る。ここで図５は燃料供給系統の車体配置図、図６は燃
料供給系統のシステム概要図、図７は燃料噴射制御のシ
ステム構成図である。燃料供給系統は、車両後部に配設
されるタンク１内のＣＮＧ（圧縮天然ガス）を車両前部
の水冷式ガスエンジン２に供給すべく構成され、エンジ
ン２にはガス燃料を噴射するインジェクタ３が設けられ
ている。Embodiments of the present invention will be described below with reference to the accompanying drawings. First, an outline of a fuel supply system of a vehicle to which the fuel supply control device of the present invention is applied will be described with reference to FIGS. 5 to 7. 5 is a vehicle layout diagram of the fuel supply system, FIG. 6 is a system schematic diagram of the fuel supply system, and FIG. 7 is a system configuration diagram of the fuel injection control. The fuel supply system is configured to supply CNG (compressed natural gas) in a tank 1 arranged at the rear of the vehicle to a water-cooled gas engine 2 at the front of the vehicle, and an injector 3 for injecting gas fuel into the engine 2. Is provided.
【０００７】そして、前記タンク１は実施例ではトラン
クルーム内に２本配設され、またこのタンク１に近傍に
は、タンク１内に約２００kg/cm2程度の高圧ガスを充填
する燃料充填口４が設けられている。そしてタンク１、
１と燃料充填口４の間にはタンク配管５を設けており、
このタンク配管５の途中に逆止弁６を設けて充填時にガ
スの逆流を防止するようにしている。In the embodiment, two tanks 1 are arranged in the trunk room, and in the vicinity of the tank 1, a fuel filling port 4 for filling the tank 1 with a high pressure gas of about 200 kg / cm 2 is provided. It is provided. And tank 1,
A tank pipe 5 is provided between 1 and the fuel filling port 4,
A check valve 6 is provided in the middle of the tank pipe 5 to prevent the reverse flow of gas during filling.
【０００８】この逆止弁６の近傍には高圧配管７が接続
されており、この高圧配管７の接続部がタンクガス検知
部８として構成されている。そしてこのタンクガス検知
部８には圧力センサ１０と温度センサ１１が設けられ、
圧力センサ１０にてタンクガス圧Ｐ0 を測定し、温度セ
ンサ１１にてタンクガス温度Ｔ0 を測定することができ
るようにしている。また、各タンク１の容器入口には第
１電磁遮断弁１２を設けており、ＥＣＵ（electronic c
ontrol unit ）（制御用マイクロコンピュータ）にて開
閉制御することができるようにするとともに、各タンク
１の反対側にはリリーフバルブ１３を設けている。A high-pressure pipe 7 is connected in the vicinity of the check valve 6, and the connection portion of the high-pressure pipe 7 is configured as a tank gas detection unit 8. The tank gas detector 8 is provided with a pressure sensor 10 and a temperature sensor 11,
The pressure sensor 10 can measure the tank gas pressure P 0 , and the temperature sensor 11 can measure the tank gas temperature T 0 . A first electromagnetic shutoff valve 12 is provided at the container inlet of each tank 1, and the ECU (electronic c
The open / close control can be performed by an ontrol unit) (control microcomputer), and a relief valve 13 is provided on the opposite side of each tank 1.
【０００９】高圧配管７の上流側には手動で開閉制御で
きる手動弁１４を設け、下流側にはフィルタ１５を設け
ている。そして、このフィルタ１５の下流には第２電磁
遮断弁１６と一次圧力レギュレータ１７を設けており、
第２電磁遮断弁１６はＥＣＵにて開閉制御できるように
するとともに、一次圧力レギュレータ１７によって約２
００kg/cm2程度の高圧ガスを約７kg/cm2程度に減圧する
ようにしている。そして、この一次圧力レギュレータ１
７には、水通路１８（図６）を設けてエンジン２を循環
した冷却水を導くようにしている。これは、急減圧によ
る断熱膨張によって一次圧力レギュレータ１７が急冷さ
れるのを防止するためである。A manual valve 14 that can be manually controlled to open and close is provided on the upstream side of the high-pressure pipe 7, and a filter 15 is provided on the downstream side. A second electromagnetic cutoff valve 16 and a primary pressure regulator 17 are provided downstream of the filter 15,
The second electromagnetic cut-off valve 16 is controlled by the ECU so that it can be opened and closed, and the primary pressure regulator 17 is used to control
The 00kg / cm 2 about the high-pressure gas is to be reduced to about 7 kg / cm 2. And this primary pressure regulator 1
A water passage 18 (FIG. 6) is provided in 7 to guide the cooling water circulating through the engine 2. This is to prevent the primary pressure regulator 17 from being rapidly cooled due to adiabatic expansion due to rapid pressure reduction.
【００１０】また、一次圧力レギュレータ１７の下流に
は一次ガス検知部２０を設け、この一次ガス検知部２０
に一次圧力センサ２１を設けて一次ガス圧Ｐ1 を検知し
得るようにするとともに、この一次ガス検知部２０にリ
リーフバルブ２２を設け、このリリーフバルブ２２にリ
リーフ配管２３（図５）を接続して車体の後方に向けて
延出させている。また、一次ガス検知部２０の下流には
二次圧力レギュレータ２４を設け、この二次圧力レギュ
レータ２４にて約７kg/cm2程度のガス圧を最終的にゲー
ジ圧で約２kg/cm2程度まで減圧してエンジン２に供給す
るようにしている。A primary gas detector 20 is provided downstream of the primary pressure regulator 17, and the primary gas detector 20 is provided.
Is provided with a primary pressure sensor 21 so that the primary gas pressure P 1 can be detected, a relief valve 22 is provided in the primary gas detection unit 20, and a relief pipe 23 (FIG. 5) is connected to the relief valve 22. It extends toward the rear of the car body. Further, a secondary pressure regulator 24 is provided downstream of the primary gas detection unit 20, and the gas pressure of about 7 kg / cm 2 is finally measured by the secondary pressure regulator 24 to about 2 kg / cm 2 as a gauge pressure. The pressure is reduced and supplied to the engine 2.
【００１１】そして、図７にも示すように、二次圧力レ
ギュレータ２４によって精密に調圧されたガスは低圧配
管２５を通ってガスチャンバー２６内に送り込まれ、イ
ンジェクタ３からエンジン２内に噴射される。そして排
気ガスはＣＮＧ専用の触媒コンバータ２７で処理され、
大気に開放される。尚、ガスチャンバー２６内には、二
次ガス圧Ｐ2 を検知する二次圧力センサ２８と二次ガス
温度Ｔ2 を検知する二次温度センサ３０を設けており、
この二次圧力センサ２８、二次温度センサ３０で検知し
た圧力、温度をＥＣＵに送り、ＥＣＵではその他のセン
サ、例えば不図示のエンジン水温ＴW を検出する水温セ
ンサ、吸気温度ＴA を検出する温度センサ等から各種エ
ンジンデータ等を受けるようにしており、それらのデー
タも加味して所定の燃料噴射量が得られるようインジェ
クション・ドライバー（INJ DRIVER）を介してインジェ
クタ３のバルブ制御を行う。As shown in FIG. 7, the gas whose pressure is precisely adjusted by the secondary pressure regulator 24 is sent into the gas chamber 26 through the low-pressure pipe 25, and is injected from the injector 3 into the engine 2. It Then, the exhaust gas is processed by the catalytic converter 27 dedicated to CNG,
Open to the atmosphere. A secondary pressure sensor 28 for detecting the secondary gas pressure P 2 and a secondary temperature sensor 30 for detecting the secondary gas temperature T 2 are provided in the gas chamber 26.
The secondary pressure sensor 28, the pressure sensed by the secondary temperature sensor 30 sends a temperature in ECU, the ECU other sensors, for example, a water temperature sensor for detecting an engine coolant temperature T W, not shown, for detecting the intake air temperature T A Various engine data and the like are received from a temperature sensor and the like, and the valve control of the injector 3 is performed through an injection driver (INJ DRIVER) so that a predetermined fuel injection amount can be obtained by taking these data into consideration.
【００１２】また、車室内のハンドルの下方には所定量
の衝撃（Ｇ）値によって作動するイナーシャスイッチ３
１を設けており、このイナーシャスイッチ３１はイグニ
ッションスイッチ３２とＥＣＵを結ぶ配線の途中にノー
マルオープンリレー３３と共に設けられている。そし
て、イグニッションスイッチ３２がオンでイナーシャス
イッチ３１がオン（正常）の時はノーマルオープンリレ
ー３２を閉じて前記第１電磁遮断弁１２と第２電磁遮断
弁１６をオープンにし、イグニッションスイッチ３２が
オフ、或いはイナーシャスイッチ３１がオフになると各
遮断弁１２、１６を閉じるようにしている。Further, below the steering wheel in the vehicle compartment, an inertia switch 3 which operates by a predetermined amount of impact (G) value is operated.
1 is provided, and the inertia switch 31 is provided together with the normally open relay 33 in the middle of the wiring connecting the ignition switch 32 and the ECU. When the ignition switch 32 is on and the inertia switch 31 is on (normal), the normally open relay 32 is closed to open the first electromagnetic cutoff valve 12 and the second electromagnetic cutoff valve 16, and the ignition switch 32 is turned off. Alternatively, the shutoff valves 12 and 16 are closed when the inertia switch 31 is turned off.
【００１３】次に、本発明の燃料供給制御装置の制御方
法等について図１乃至図４に基づき説明する。ここで図
１は本発明の燃料供給制御装置の制御フローを示すフロ
ー図、図２はリフト荷重を大きくした時の電流波形の違
いを示す説明図、図３、図４は制御マップの概要を説明
する説明図である。上記のような燃料供給装置におい
て、特に低温時にあっては燃料に含有されるメタンガス
中の水分の凍結とか、燃焼中に発生する水分の凍結等に
よって、図４（Ａ）に示されるようなインジェクタノズ
ル３ａとインジェクタバルブ３ｂの接触部が貼り付くよ
うな現象が起き、電磁コイルに電流を流してインジェク
タバルブ３ｂを作動させようとしても正規な作動を示さ
ない。そこで、本案では、特にエンジン２が暖まってい
ない始動初期の段階で図１に示すようなサブルーチンの
制御を採用する。Next, a control method and the like of the fuel supply control device of the present invention will be described with reference to FIGS. Here, FIG. 1 is a flow chart showing a control flow of the fuel supply control device of the present invention, FIG. 2 is an explanatory diagram showing a difference in current waveform when the lift load is increased, and FIGS. 3 and 4 show an outline of the control map. It is an explanatory view explaining. In the fuel supply device as described above, the injector as shown in FIG. 4 (A) is generated due to freezing of water in methane gas contained in the fuel, especially during low temperature, or freezing of water generated during combustion. A phenomenon occurs such that the contact portion between the nozzle 3a and the injector valve 3b sticks to each other, and even if an attempt is made to operate the injector valve 3b by applying a current to the electromagnetic coil, the normal operation is not shown. Therefore, in the present proposal, the control of the subroutine as shown in FIG. 1 is adopted especially at the initial stage of starting when the engine 2 is not warmed up.
【００１４】すなわち、まず始動モードの１発目におい
て、インジェクションバルブが張り付き条件にあるか否
かが判別され、最初のエンジン始動であって張り付き条
件にあると判別されたら本サブルーチンが実行される。
そしてこの張り付き条件の判別は実施例では下記の３つ
の温度条件のいずれか１つでも満たした場合には、張り
付きであると判別する。すなわち、エンジン水温ＴW ≦
−５℃であるか否か、吸気温度ＴA ≦−５℃であるか否
か、二次ガス温度Ｔ2 ≦−５℃であるか否かである。
尚、始動モード中の２発目以降においては、インジェク
ションバルブの凍結が解除されているため本サブルーチ
ンは採用しない。That is, first, in the first start mode, it is determined whether or not the injection valve is in the sticking condition, and when it is determined that the engine is being started for the first time and the sticking condition is satisfied, this subroutine is executed.
In this embodiment, the sticking condition is judged to be the sticking condition when any one of the following three temperature conditions is satisfied. That is, the engine water temperature T W ≦
It is whether or not −5 ° C., whether or not intake air temperature T A ≦ −5 ° C., and whether or not secondary gas temperature T 2 ≦ −5 ° C.
Since the injection valve is frozen after the second shot in the start mode, this subroutine is not adopted.
【００１５】張り付き条件を満たす場合は、エンジン状
態に応じて張り付き力を算出する。そしてこの張り付き
力を算出するための基礎データとして、実施例の場合は
前記エンジン水温ＴW 、吸気温度ＴA 、二次ガス温度Ｔ
2 の他、図４（Ａ）に示すインジェクタ上流空間Ｈの絶
対圧Ｐ2A（＝Ｐ2 ）を採用し、これらデータを検出する
各センサを検出手段として構成している。そして、予め
各データ値に基づいて、張り付き力を算出するマップが
形成されており、このマップに照合することで張り付き
力を求める。因みにマップの概要は図４（Ｂ）に示すよ
うに、各温度ＴW 、ＴA 、Ｔ2 が低く、且つ絶対圧Ｐ2A
が高い程、張り付き力が大きい。When the sticking condition is satisfied, the sticking force is calculated according to the engine state. Then, as basic data for calculating this sticking force, in the case of the embodiment, the engine water temperature T W , the intake air temperature T A , and the secondary gas temperature T
In addition to 2 , the absolute pressure P 2A (= P 2 ) of the injector upstream space H shown in FIG. 4 (A) is adopted, and each sensor for detecting these data is configured as a detection means. Then, a map for calculating the sticking force is formed in advance based on each data value, and the sticking force is obtained by collating with this map. Incidentally, as shown in FIG. 4B, the outline of the map is such that the temperatures T W , T A and T 2 are low and the absolute pressure P 2A.
The higher the value, the greater the sticking force.
【００１６】次に、この張り付き力とバッテリー電圧Ｖ
B によりインジェクション無効時間（開弁指令を出して
から実際に燃料噴射弁が開くまでの無効時間）を求め、
開弁時間を算出する。そして、この場合も予め張り付き
力とバッテリー電圧ＶB に基づいてインジェクション無
効時間を算出するマップが形成されており、そのマップ
に照合することでインジェクション無効時間、及びそれ
を補正した開弁時間を求める。因みにこのマップの概要
は図３に示すように、張り付き力が小さく、且つバッテ
リー電圧ＶB が高い程、開弁補正時間（インジェクショ
ン無効時間）は短くなる。Next, the sticking force and the battery voltage V
Seeking injection invalid time (invalid time from issuing the valve-opening command to the actual fuel injection valve is opened) by B,
Calculate the valve opening time. Also in this case, a map for calculating the injection invalid time based on the sticking force and the battery voltage V B is formed in advance, and the injection invalid time and the valve opening time corrected for it are obtained by collating with the map. . Incidentally, the outline of this map is, as shown in FIG. 3, the shorter the sticking force and the higher the battery voltage V B, the shorter the valve opening correction time (injection invalid time).
【００１７】また、これと同時にインジェクタバルブ３
ｂを作動させるための電磁コイルのピーク電流を通常よ
り高めに設定し、インジェクタバルブ３ｂのリフト荷重
を高める。そして、このリフト荷重は張り付き力より大
きなものとし、実施例では予め凍結による張り付き力の
最大値を予測し、その最大値より大きいリフト荷重が得
られるようなピーク電流（例えば通常時が２Ａであれ
ば、５Ａ程度）を設定して通電するようにしている。
又、この時電流制限回路は解除している。因みに、この
時の電流波形を通常時と較べると図２の通りである。At the same time, the injector valve 3
The peak current of the electromagnetic coil for operating b is set higher than usual, and the lift load of the injector valve 3b is increased. Then, this lift load is set to be larger than the sticking force, and in the embodiment, the maximum value of the sticking force due to freezing is predicted in advance, and a peak current (for example, 2 A at normal time is obtained so that a lift load larger than the maximum value is obtained). For example, about 5 A) is set to energize.
At this time, the current limiting circuit is released. Incidentally, the current waveform at this time is compared with that in the normal time, as shown in FIG.
【００１８】以上のように構成した燃料供給制御装置に
おいて、インジェクタ３が凍結した場合でもインジェク
タバルブ３ｂのリフト荷重を高めているため、エンジン
に燃料が供給されないでエンジンを始動できないという
不具合がなくなり、また、インジェクション無効時間を
補正して開弁時間を長くしているため、常に所望の燃料
を流すことができる。In the fuel supply control device configured as described above, the lift load of the injector valve 3b is increased even when the injector 3 freezes, so that the problem that the engine cannot be started without supplying the fuel to the engine is eliminated. Further, since the injection invalid time is corrected and the valve opening time is lengthened, the desired fuel can always be flowed.
【００１９】[0019]
【発明の効果】以上のように本発明は、特に寒冷地等に
おいて低温のエンジンを始動するような場合に、燃料噴
射弁のリフト荷重を高めるようにしたため、燃料噴射弁
が凍結してエンジンに燃料を供給できないという不具合
を無くすことができる。また、同時に開弁時間も制御す
ることで常に所望の量の燃料を供給でき、エンジン始動
等をスムーズに行わせることができる。As described above, according to the present invention, the lift load of the fuel injection valve is increased, especially when starting a low temperature engine in a cold region. It is possible to eliminate the problem that fuel cannot be supplied. Further, by controlling the valve opening time at the same time, a desired amount of fuel can always be supplied, and the engine can be started smoothly.
【図１】本発明の燃料供給制御装置の制御フローを示す
フロー図FIG. 1 is a flow chart showing a control flow of a fuel supply control device of the present invention.
【図２】リフト荷重を大きくした時と通常時の電流波形
の違いを示す説明図FIG. 2 is an explanatory diagram showing a difference between current waveforms when a lift load is increased and when a lift load is normal.
【図３】開弁補正時間を求める制御マップの概要を説明
する説明図FIG. 3 is an explanatory diagram illustrating an outline of a control map for obtaining a valve opening correction time.
【図４】インジェクタバルブの張り付き力を説明するた
めの説明図で（Ａ）はインジェクタノズルの部分図、
（Ｂ）は張り付き力を求める制御マップの概要を説明す
る説明図FIG. 4 is an explanatory view for explaining the sticking force of the injector valve, (A) is a partial view of the injector nozzle,
(B) is an explanatory view illustrating an outline of a control map for obtaining the sticking force
【図５】燃料供給系統の車体配置の概要図[Fig. 5] Schematic view of the vehicle body layout of the fuel supply system
【図６】燃料供給系統のシステム概要図[Fig. 6] System outline diagram of fuel supply system
【図７】燃料噴射制御のシステム構成図FIG. 7 is a system configuration diagram of fuel injection control.
３…インジェクタ、３ａ…インジェクタノズル、３ｂ…
インジェクタバルブ。3 ... Injector, 3a ... Injector nozzle, 3b ...
Injector valve.
Claims (2)
閉制御するようにした燃料供給制御装置において、この
燃料供給制御装置は前記燃料噴射弁の張り付き力を算出
するための基礎データを検出する検出手段と、前記燃料
噴射弁のリフト荷重を制御する制御手段を備え、前記検
知手段にて検知した基礎データから燃料噴射弁の張り付
き力を算出し、この張り付き力より前記リフト荷重が大
きくなるよう前記制御手段によって燃料噴射弁のピーク
電流値を制御することを特徴とする燃料供給制御装置。1. A fuel supply control device for electromagnetically controlling opening and closing of a fuel injection valve of a fuel injection device, wherein the fuel supply control device detects basic data for calculating a sticking force of the fuel injection valve. And a control means for controlling the lift load of the fuel injection valve, the sticking force of the fuel injection valve is calculated from the basic data detected by the detecting means, and the lift load becomes larger than this sticking force. The fuel supply control device, wherein the control means controls the peak current value of the fuel injection valve.
いて、前記制御手段によってピーク電流値とともに開弁
時間も制御することを特徴とする燃料供給制御装置。2. The fuel supply control device according to claim 1, wherein the control means controls the valve opening time together with the peak current value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6285685A JP2865193B2 (en) | 1994-09-20 | 1994-11-18 | Fuel supply control device |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6-225208 | 1994-09-20 | ||
| JP22520894 | 1994-09-20 | ||
| JP6285685A JP2865193B2 (en) | 1994-09-20 | 1994-11-18 | Fuel supply control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08144859A true JPH08144859A (en) | 1996-06-04 |
| JP2865193B2 JP2865193B2 (en) | 1999-03-08 |
Family
ID=26526497
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6285685A Expired - Lifetime JP2865193B2 (en) | 1994-09-20 | 1994-11-18 | Fuel supply control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2865193B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6250286B1 (en) | 1998-07-28 | 2001-06-26 | Robert Bosch Gmbh | Method and device for controlling at least one solenoid valve |
| WO2007077904A1 (en) * | 2006-01-06 | 2007-07-12 | Toyota Jidosha Kabushiki Kaisha | Fuel cell system and its operation stop method |
| JP2007205278A (en) * | 2006-02-02 | 2007-08-16 | Nikki Co Ltd | Fuel supply method and fuel supply device |
| JP2010133347A (en) * | 2008-12-05 | 2010-06-17 | Nikki Co Ltd | Injector control method and injector control device |
| US8178247B2 (en) | 2006-01-06 | 2012-05-15 | Toyota Jidosha Kabushiki Kaisha | Fuel cell system and its operation stop method |
| JP2013174186A (en) * | 2012-02-24 | 2013-09-05 | Nikki Co Ltd | Injector drive circuit |
| JP2017147135A (en) * | 2016-02-18 | 2017-08-24 | 本田技研工業株式会社 | Control method for fuel cell system |
| JP2019079604A (en) * | 2017-10-20 | 2019-05-23 | トヨタ自動車株式会社 | Fuel cell vehicle |
| EP3674536A1 (en) | 2018-12-25 | 2020-07-01 | Nikki Co., Ltd. | Method of controlling injector driving circuit |
-
1994
- 1994-11-18 JP JP6285685A patent/JP2865193B2/en not_active Expired - Lifetime
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6250286B1 (en) | 1998-07-28 | 2001-06-26 | Robert Bosch Gmbh | Method and device for controlling at least one solenoid valve |
| WO2007077904A1 (en) * | 2006-01-06 | 2007-07-12 | Toyota Jidosha Kabushiki Kaisha | Fuel cell system and its operation stop method |
| US8178247B2 (en) | 2006-01-06 | 2012-05-15 | Toyota Jidosha Kabushiki Kaisha | Fuel cell system and its operation stop method |
| JP2007205278A (en) * | 2006-02-02 | 2007-08-16 | Nikki Co Ltd | Fuel supply method and fuel supply device |
| JP2010133347A (en) * | 2008-12-05 | 2010-06-17 | Nikki Co Ltd | Injector control method and injector control device |
| JP2013174186A (en) * | 2012-02-24 | 2013-09-05 | Nikki Co Ltd | Injector drive circuit |
| JP2017147135A (en) * | 2016-02-18 | 2017-08-24 | 本田技研工業株式会社 | Control method for fuel cell system |
| JP2019079604A (en) * | 2017-10-20 | 2019-05-23 | トヨタ自動車株式会社 | Fuel cell vehicle |
| EP3674536A1 (en) | 2018-12-25 | 2020-07-01 | Nikki Co., Ltd. | Method of controlling injector driving circuit |
| JP2020101148A (en) * | 2018-12-25 | 2020-07-02 | 株式会社ニッキ | Control method of injector drive circuit |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2865193B2 (en) | 1999-03-08 |
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