JPH11132076A - Fuel injection controller for internal combustion engine - Google Patents
Fuel injection controller for internal combustion engineInfo
- Publication number
- JPH11132076A JPH11132076A JP9296802A JP29680297A JPH11132076A JP H11132076 A JPH11132076 A JP H11132076A JP 9296802 A JP9296802 A JP 9296802A JP 29680297 A JP29680297 A JP 29680297A JP H11132076 A JPH11132076 A JP H11132076A
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- internal combustion
- combustion engine
- fuel
- pressure
- 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
-
- 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)
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
射制御装置に関し、例えば、内燃機関の各気筒内に燃料
を直接噴射する直接噴射式ガソリン機関に利用すること
ができる。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection control device for an internal combustion engine, and can be used, for example, in a direct injection gasoline engine that directly injects fuel into each cylinder of the internal combustion engine.
【０００２】[0002]
【従来の技術】従来、内燃機関に配設される燃料噴射弁
の開弁期間を、内燃機関の運転状態に対応して制御する
ことによって各気筒に適切な燃料量を供給する技術が知
られている。また、近年、内燃機関の各気筒内に燃料を
直接噴射する燃料噴射弁を備え、それら燃料噴射弁の開
弁期間を制御することによって各気筒内への燃料噴射量
を制御する技術が試みられている。2. Description of the Related Art Conventionally, there has been known a technique of supplying an appropriate amount of fuel to each cylinder by controlling an opening period of a fuel injection valve provided in an internal combustion engine in accordance with an operation state of the internal combustion engine. ing. In recent years, a technique has been attempted in which a fuel injection valve for directly injecting fuel into each cylinder of an internal combustion engine is provided, and a fuel injection amount into each cylinder is controlled by controlling a valve opening period of the fuel injection valve. ing.
【０００３】[0003]
【発明が解決しようとする課題】ところで、燃料噴射弁
による単位時間当たりの燃料噴射量は、内燃機関の運転
状態に対応して要求される燃料噴射量の最大値に応じて
設定されており、一般に、要求される燃料噴射量が少量
となると実際の燃料噴射量が噴射期間に比例しなくなっ
てリニアリティが悪化する傾向にある。The fuel injection amount per unit time by the fuel injection valve is set according to the maximum value of the fuel injection amount required corresponding to the operating state of the internal combustion engine. In general, when the required fuel injection amount is small, the actual fuel injection amount is not proportional to the injection period, and the linearity tends to deteriorate.
【０００４】そして、内燃機関が直接噴射式であると、
気筒内に燃料を直接噴射する際の燃料噴射開始時期は、
圧縮行程に入ってからとなるため当然のことながら燃料
噴射可能期間は従来の直接噴射式でない内燃機関よりも
短くなる。このため、高負荷時のように要求される燃料
噴射量（以下、『要求燃料噴射量』という）が多量であ
り、燃料噴射可能期間内に全量噴射するには、燃料噴射
弁による単位時間当たりの燃料噴射量を増大させる必要
がある。If the internal combustion engine is of the direct injection type,
The fuel injection start timing when injecting fuel directly into the cylinder is
Naturally, the period during which the fuel can be injected is shorter than that of a conventional non-injection type internal combustion engine because it is after the compression stroke. For this reason, the required fuel injection amount (hereinafter, referred to as “required fuel injection amount”) is large, as in the case of a high load. Needs to be increased.
【０００５】このような燃料噴射弁を含むシステムで、
低負荷時のように要求燃料噴射量が少量であると前述の
ようにリニアリティが悪化する。また、このリニアリテ
ィは燃料圧力（以下、『燃圧』という）によっても変動
する。このため、車両の減速時またはアイドル運転中の
ように内燃機関に対して要求燃料噴射量が少量である
と、実際の燃料噴射量が不安定となって内燃機関のトル
ク変動であるサージや失火が発生するという不具合があ
った。In a system including such a fuel injection valve,
If the required fuel injection amount is small, such as at the time of low load, the linearity deteriorates as described above. The linearity also varies depending on the fuel pressure (hereinafter, referred to as "fuel pressure"). Therefore, if the required fuel injection amount for the internal combustion engine is small, such as when the vehicle is decelerating or during idle operation, the actual fuel injection amount becomes unstable, causing surges or misfires, which are torque fluctuations of the internal combustion engine. There was a problem that occurs.
【０００６】そこで、この発明はかかる不具合を解決す
るためになされたもので、燃料噴射弁に対する要求燃料
噴射量を適切に制御して内燃機関のサージや失火の発生
を抑止可能な内燃機関の燃料噴射制御装置の提供を課題
としている。Accordingly, the present invention has been made to solve such a problem, and a fuel for an internal combustion engine capable of suppressing the occurrence of a surge or a misfire of the internal combustion engine by appropriately controlling a required fuel injection amount for a fuel injection valve. It is an object to provide an injection control device.
【０００７】[0007]
【課題を解決するための手段】請求項１の内燃機関の燃
料噴射制御装置によれば、内燃機関の所定の運転状態に
対応した燃料噴射弁の要求燃料噴射量に対して補償し得
る要求燃料噴射量の最小値が圧力調整手段による燃圧に
応じて設定され、噴射量制御手段で燃料噴射弁の開弁期
間によって適切な燃料噴射量が制御される。これによ
り、燃料噴射弁に対する要求燃料噴射量が少量となりリ
ニアリティが悪化し実際の燃料噴射量が不安定となると
きには、要求燃料噴射量の最小値による適切なガード処
理が実行される。このため、要求燃料噴射量に対する燃
料噴射弁の噴***度が向上され、内燃機関のサージや失
火の発生を抑止することができる。According to the first aspect of the present invention, there is provided a fuel injection control apparatus for an internal combustion engine, which is capable of compensating a required fuel injection amount of a fuel injection valve corresponding to a predetermined operating state of the internal combustion engine. The minimum value of the injection amount is set according to the fuel pressure by the pressure adjusting unit, and the injection amount control unit controls the appropriate fuel injection amount by the opening period of the fuel injection valve. As a result, when the required fuel injection amount to the fuel injection valve is small and the linearity is degraded and the actual fuel injection amount becomes unstable, an appropriate guard process based on the minimum required fuel injection amount is executed. For this reason, the injection accuracy of the fuel injection valve with respect to the required fuel injection amount is improved, and the occurrence of surge and misfire of the internal combustion engine can be suppressed.
【０００８】請求項２の内燃機関の燃料噴射制御装置で
は、内燃機関の所定の運転状態に対応した燃料噴射弁の
要求される開弁期間に対して補償し得る開弁期間の最小
値が圧力調整手段による燃圧に応じて設定され、噴射量
制御手段で燃料噴射弁の適切な開弁期間によって燃料噴
射量が制御される。これにより、燃料噴射弁に対する要
求される開弁期間が短くなりリニアリティが悪化し実際
の燃料噴射量が不安定となるときには、開弁期間の最小
値による適切なガード処理が実行される。このため、要
求される開弁期間に対する燃料噴射弁の噴***度が向上
され、内燃機関のサージや失火の発生を抑止することが
できる。In the fuel injection control device for an internal combustion engine according to the second aspect, the minimum value of the valve opening period that can be compensated for the required valve opening period of the fuel injection valve corresponding to the predetermined operating state of the internal combustion engine is the pressure. The fuel injection amount is set according to the fuel pressure by the adjusting means, and the fuel injection amount is controlled by the injection amount control means by an appropriate valve opening period of the fuel injection valve. Thereby, when the required valve opening period of the fuel injection valve is shortened, the linearity is deteriorated, and the actual fuel injection amount becomes unstable, an appropriate guard process based on the minimum value of the valve opening period is executed. For this reason, the injection accuracy of the fuel injection valve for the required valve opening period is improved, and the occurrence of surge or misfire of the internal combustion engine can be suppressed.
【０００９】請求項３の内燃機関の燃料噴射制御装置で
は、内燃機関の所定の運転状態に対応した燃料噴射弁の
要求される開弁期間に対して補償し得る無効噴射期間が
圧力調整手段による燃圧に応じて設定され、噴射量制御
手段で燃料噴射弁の適切な開弁期間によって燃料噴射量
が制御される。これにより、燃料噴射弁に対する要求さ
れる開弁期間が短くなりリニアリティが悪化し実際の燃
料噴射量が不安定となるときには、無効噴射期間による
適切なガード処理が実行される。このため、要求される
開弁期間に対する燃料噴射弁の噴***度が向上され、内
燃機関のサージや失火の発生を抑止することができる。In the fuel injection control device for an internal combustion engine according to the third aspect, the invalid injection period which can be compensated for the required valve opening period of the fuel injection valve corresponding to the predetermined operation state of the internal combustion engine is determined by the pressure adjusting means. The fuel injection amount is set according to the fuel pressure, and the injection amount control means controls the fuel injection amount by an appropriate valve opening period of the fuel injection valve. Accordingly, when the required valve opening period of the fuel injection valve is shortened, the linearity is deteriorated, and the actual fuel injection amount becomes unstable, an appropriate guard process based on the invalid injection period is executed. For this reason, the injection accuracy of the fuel injection valve for the required valve opening period is improved, and the occurrence of surge or misfire of the internal combustion engine can be suppressed.
【００１０】請求項４の内燃機関の燃料噴射制御装置で
は、内燃機関が直接噴射式ガソリン機関であるため、短
い燃料噴射可能期間内に多量の燃料を噴射する必要から
単位時間当たりの燃料噴射量が増大可能な燃料噴射弁が
採用される。すると、少ない燃料を噴射するときにリニ
アリティの悪化を招き易くなるため、要求燃料噴射量に
対して燃圧に応じた要求燃料噴射量の最小値や無効噴射
期間によるガード処理または要求される開弁期間に対し
て燃圧に応じた開弁期間の最小値や無効噴射期間による
ガード処理が特に有効となる。これにより、要求燃料噴
射量または要求される開弁期間に対する燃料噴射弁の噴
***度が向上され内燃機関のサージや失火の発生を抑止
することができる。In the fuel injection control device for an internal combustion engine according to the present invention, since the internal combustion engine is a direct injection gasoline engine, it is necessary to inject a large amount of fuel within a short fuel injection possible period. The fuel injection valve which can increase is adopted. Then, when injecting a small amount of fuel, linearity is likely to be deteriorated. Therefore, the required fuel injection amount is required to be reduced to the minimum value of the required fuel injection amount according to the fuel pressure, the guard processing by the invalid injection period or the required valve opening period In particular, guard processing based on the minimum value of the valve opening period or the invalid injection period according to the fuel pressure is particularly effective. As a result, the injection accuracy of the fuel injection valve with respect to the required fuel injection amount or the required valve opening period is improved, and the occurrence of surge or misfire of the internal combustion engine can be suppressed.
【００１１】[0011]
【発明の実施の形態】以下、本発明の実施の形態を実施
例に基づいて説明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples.
【００１２】図１は本発明の実施の形態の一実施例にか
かる内燃機関の燃料噴射制御装置が適用された内燃機関
を示す全体構成図である。FIG. 1 is an overall configuration diagram showing an internal combustion engine to which a fuel injection control device for an internal combustion engine according to an embodiment of the present invention is applied.
【００１３】図１において、１は４気筒ガソリン機関と
して燃料を直接気筒内に噴射する直接噴射式内燃機関、
２はサージタンク、３はエアクリーナ、４はサージタン
ク２とエアクリーナ３とを連結する吸気通路、５は点火
プラグ、６は各気筒内にガソリン燃料を噴射する高圧用
燃料噴射弁、７は高圧用リザーバタンク、８はリザーバ
タンク７内の高圧燃料を燃料噴射弁６に導く高圧導管、
９は吐出圧制御自在な高圧燃料ポンプ、１０は高圧燃料
ポンプ９からの高圧燃料をリザーバタンク７に導く高圧
導管、１１は燃料タンク、１２は導管１３を介して燃料
タンク１１内の燃料を高圧燃料ポンプ９に供給する低圧
燃料ポンプである。In FIG. 1, reference numeral 1 denotes a direct injection type internal combustion engine which injects fuel directly into a cylinder as a four-cylinder gasoline engine;
2 is a surge tank, 3 is an air cleaner, 4 is an intake passage connecting the surge tank 2 and the air cleaner 3, 5 is a spark plug, 6 is a high-pressure fuel injection valve for injecting gasoline fuel into each cylinder, and 7 is a high-pressure fuel injection valve. A reservoir tank, 8 is a high-pressure conduit for guiding high-pressure fuel in the reservoir tank 7 to the fuel injection valve 6;
9 is a high-pressure fuel pump whose discharge pressure is controllable, 10 is a high-pressure pipe for guiding high-pressure fuel from the high-pressure fuel pump 9 to the reservoir tank 7, 11 is a fuel tank, and 12 is a high-pressure fuel tank. This is a low-pressure fuel pump to be supplied to the fuel pump 9.
【００１４】ＥＣＵ（Electronic Control Unit:電子制
御ユニット）２０はディジタルコンピュータからなり、
周知の中央処理装置としてのＣＰＵ２１、制御プログラ
ムを格納したＲＯＭ２２、各種データを格納するＲＡＭ
２３等を中心に論理演算回路として構成され、各種セン
サからの検出信号を入力する入力ポート２４及び各種ア
クチュエータに制御信号を出力する出力ポート２５等に
対し双方向性バス２６を介して相互に接続される。The ECU (Electronic Control Unit) 20 comprises a digital computer,
CPU 21 as a well-known central processing unit, ROM 22 storing a control program, RAM storing various data
23, etc., are connected as a logical operation circuit via a bidirectional bus 26 to an input port 24 for inputting detection signals from various sensors and an output port 25 for outputting control signals to various actuators. Is done.
【００１５】リザーバタンク７に配設された燃圧センサ
２７はリザーバタンク７内の燃圧ＰＲを検出し、その燃
圧ＰＲ信号がＥＣＵ２０内のＡ／Ｄ（アナログ−ディジ
タル）変換回路２８を介して入力ポート２４に入力され
る。また、内燃機関１のクランクシャフト（図示略）に
配設されたクランク角センサ２９は機関回転数ＮＥを検
出し、その機関回転数ＮＥに比例した出力パルスが入力
ポート２４に入力される。そして、内燃機関１の負荷状
態を検出する負荷センサとしてのアクセル開度センサ３
０はアクセルペダル（図示略）の踏込量に応じたアクセ
ル開度Ａｐを検出し、そのアクセル開度Ａｐに比例した
出力電圧がＥＣＵ２０内のＡ／Ｄ変換回路３１を介して
入力ポート２４に入力される。A fuel pressure sensor 27 disposed in the reservoir tank 7 detects a fuel pressure PR in the reservoir tank 7, and the fuel pressure PR signal is input to an input port via an A / D (analog-digital) conversion circuit 28 in the ECU 20. 24. Further, a crank angle sensor 29 provided on a crankshaft (not shown) of the internal combustion engine 1 detects the engine speed NE, and an output pulse proportional to the engine speed NE is input to the input port 24. An accelerator opening sensor 3 as a load sensor for detecting a load state of the internal combustion engine 1
0 indicates an accelerator opening Ap corresponding to the depression amount of an accelerator pedal (not shown), and an output voltage proportional to the accelerator opening Ap is input to the input port 24 via the A / D conversion circuit 31 in the ECU 20. Is done.
【００１６】一方、各気筒の燃料噴射弁６はＥＣＵ２０
内の各駆動回路３４を介して出力ポート２５に接続され
る。また、各気筒の点火プラグ５はＥＣＵ２０内の各駆
動回路３５を介して出力ポート２５に接続される。そし
て、高圧燃料ポンプ９は駆動回路３６を介して出力ポー
ト２５に接続される。On the other hand, the fuel injection valve 6 of each cylinder is
Connected to the output port 25 via each drive circuit 34. The ignition plug 5 of each cylinder is connected to the output port 25 via each drive circuit 35 in the ECU 20. The high-pressure fuel pump 9 is connected to the output port 25 via the drive circuit 36.
【００１７】次に、本発明の実施の形態の一実施例にか
かる内燃機関の燃料噴射制御装置で使用されているＥＣ
Ｕ２０内のＣＰＵ２１における燃料噴射制御の処理手順
を示す図２のフローチャートに基づき、図３を参照して
説明する。ここで、図３は燃圧ＰＲから要求燃料噴射量
の最小値Ｑmin を求めるテーブルである。なお、この燃
料噴射制御ルーチンは所定時間毎にＥＣＵ２０内のＣＰ
Ｕ２１にて繰返し実行される。Next, an EC used in a fuel injection control device for an internal combustion engine according to an embodiment of the present invention will be described.
FIG. 3 will be described based on the flowchart of FIG. 2 showing the processing procedure of the fuel injection control in the CPU 21 in U20. FIG. 3 is a table for obtaining the minimum value Qmin of the required fuel injection amount from the fuel pressure PR. It should be noted that this fuel injection control routine is executed every predetermined time.
It is repeatedly executed in U21.
【００１８】図２において、まず、ステップＳ１０１で
アクセル開度センサ３０からのアクセル開度Ａｐ及びク
ランク角センサ２９からの機関回転数ＮＥが読込まれ
る。次にステップＳ１０２に移行して、ステップＳ１０
１で読込まれたアクセル開度Ａｐ及び機関回転数ＮＥに
基づき、内燃機関１の１燃焼サイクルに必要な基本燃料
噴射量としての各気筒の要求燃料噴射量Ｑall が算出さ
れる。次にステップＳ１０３に移行して、燃圧センサ２
７からの燃圧ＰＲが読込まれる。次にステップＳ１０４
に移行して、図３のテーブルに基づき、ステップＳ１０
３で読込まれた燃圧ＰＲから要求燃料噴射量の最小値Ｑ
min が算出される。なお、図３のテーブルでは、燃圧Ｐ
Ｒが高いほど要求燃料噴射量の最小値Ｑmin は大きく設
定され、また、このテーブルにおける中間値は補間演算
によって求められる。In FIG. 2, first, at step S101, the accelerator opening Ap from the accelerator opening sensor 30 and the engine speed NE from the crank angle sensor 29 are read. Next, the process proceeds to step S102, and step S10
The required fuel injection amount Qall of each cylinder as a basic fuel injection amount required for one combustion cycle of the internal combustion engine 1 is calculated based on the accelerator opening Ap and the engine speed NE read in step 1. Next, the process proceeds to step S103, where the fuel pressure sensor 2
The fuel pressure PR from 7 is read. Next, step S104
To step S10 based on the table of FIG.
The minimum value Q of the required fuel injection amount from the fuel pressure PR read in step 3
min is calculated. In the table of FIG. 3, the fuel pressure P
The higher the value of R, the larger the minimum value Qmin of the required fuel injection amount is set, and the intermediate value in this table is obtained by interpolation.
【００１９】次にステップＳ１０５に移行して、ステッ
プＳ１０２で算出された要求燃料噴射量Ｑall がステッ
プＳ１０４で算出された要求燃料噴射量の最小値Ｑmin
未満であるかが判定される。ステップＳ１０５の判定条
件が成立、即ち、Ｑall ＜Ｑmin であるときにはステッ
プＳ１０６に移行し、Ｑall ＝Ｑmin とし、このときの
要求燃料噴射量Ｑall に対する要求燃料噴射量の最小値
Ｑmin によるガード処理が実行され、本ルーチンを終了
する。このようにして、内燃機関１の所定の運転状態に
対応する要求燃料噴射量Ｑall が、燃圧ＰＲに応じて設
定された燃料噴射弁６の補償し得る要求燃料噴射量の最
小値Ｑmin 未満であると、このときの要求燃料噴射量Ｑ
all に燃料噴射弁６からの実際の燃料噴射量を適合させ
ることは無理である。このため、要求燃料噴射量Ｑall
が補償し得る要求燃料噴射量の最小値Ｑmin に一致され
ることで燃料噴射弁６からの燃料噴射量が安定されるの
である。Next, the process proceeds to step S105, in which the required fuel injection amount Qall calculated in step S102 is reduced to the minimum value Qmin of the required fuel injection amount calculated in step S104.
It is determined whether it is less than. When the determination condition of step S105 is satisfied, that is, when Qall <Qmin, the process proceeds to step S106, where Qall = Qmin, and a guard process is performed using the minimum value Qmin of the required fuel injection amount with respect to the required fuel injection amount Qall at this time. Then, this routine ends. Thus, the required fuel injection amount Qall corresponding to the predetermined operating state of the internal combustion engine 1 is less than the minimum value Qmin of the required fuel injection amount that can be compensated by the fuel injection valve 6 set according to the fuel pressure PR. And the required fuel injection amount Q at this time
It is impossible to adapt the actual fuel injection amount from the fuel injection valve 6 to all. Therefore, the required fuel injection amount Qall
Is equal to the minimum value Qmin of the required fuel injection amount that can be compensated, so that the fuel injection amount from the fuel injection valve 6 is stabilized.
【００２０】一方、ステップＳ１０５の判定条件が成立
せず、即ち、Ｑall ≧Ｑmin であるときにはステップＳ
１０６がスキップされ、このときの要求燃料噴射量Ｑal
l に対する要求燃料噴射量の最小値Ｑmin によるガード
処理が実行されることなく本ルーチンを終了する。この
ときには、内燃機関１の所定の運転状態に対応する要求
燃料噴射量Ｑall が、燃圧ＰＲに応じて設定された燃料
噴射弁６からの実際の燃料噴射量に適合させることがで
きる。このため、要求燃料噴射量Ｑall がそのまま燃料
噴射弁６からの燃料噴射量に反映されるのである。On the other hand, if the condition of step S105 is not satisfied, that is, if Qall ≧ Qmin, step S105 is executed.
106 is skipped and the required fuel injection amount Qal at this time is
This routine is terminated without executing the guard process using the minimum value Qmin of the required fuel injection amount with respect to l. At this time, the required fuel injection amount Qall corresponding to the predetermined operating state of the internal combustion engine 1 can be adapted to the actual fuel injection amount from the fuel injection valve 6 set according to the fuel pressure PR. Therefore, the required fuel injection amount Qall is directly reflected on the fuel injection amount from the fuel injection valve 6.
【００２１】このように、本実施例の内燃機関の燃料噴
射制御装置は、燃料噴射弁６の開弁期間を制御して要求
燃料噴射量Ｑall を制御するＥＣＵ２０内のＣＰＵ２１
にて達成される噴射量制御手段と、燃料噴射弁６に供給
する燃料の圧力を所定の燃圧ＰＲに調整するリザーバタ
ンク７、高圧燃料ポンプ９、燃圧センサ２７等にて構成
される圧力調整手段とを具備し、内燃機関１のアクセル
開度Ａｐ及び機関回転数ＮＥで決定される所定の運転状
態に対応して燃料噴射弁６に要求される要求燃料噴射量
の最小値Ｑmin を燃圧ＰＲに応じて設定するものであ
る。As described above, the fuel injection control apparatus for an internal combustion engine according to the present embodiment controls the valve opening period of the fuel injection valve 6 to control the required fuel injection amount Qall.
And a pressure adjusting means comprising a reservoir tank 7 for adjusting the pressure of the fuel supplied to the fuel injection valve 6 to a predetermined fuel pressure PR, a high-pressure fuel pump 9, a fuel pressure sensor 27, and the like. The minimum value Qmin of the required fuel injection amount required for the fuel injection valve 6 corresponding to a predetermined operating state determined by the accelerator opening Ap of the internal combustion engine 1 and the engine speed NE is determined as the fuel pressure PR. It is set according to.
【００２２】前述したように、燃料噴射弁６は要求燃料
噴射量の最大値に応じて設定されており、要求燃料噴射
量が少量となると実際の燃料噴射量が不安定となる。こ
のため、内燃機関１の所定の運転状態に対応した要求燃
料噴射量Ｑall に対して補償し得る要求燃料噴射量の最
小値Ｑmin が燃圧ＰＲに応じて設定される。これによ
り、要求燃料噴射量Ｑall に対する燃料噴射弁６の噴射
精度が向上し、着火良好な混合気を点火プラグ５の近傍
に生成でき、内燃機関１のサージや失火の発生を抑止す
ることができる。As described above, the fuel injection valve 6 is set according to the maximum value of the required fuel injection amount, and when the required fuel injection amount becomes small, the actual fuel injection amount becomes unstable. Therefore, the minimum value Qmin of the required fuel injection amount that can be compensated for the required fuel injection amount Qall corresponding to the predetermined operating state of the internal combustion engine 1 is set according to the fuel pressure PR. As a result, the injection accuracy of the fuel injection valve 6 with respect to the required fuel injection amount Qall is improved, an air-fuel mixture with good ignition can be generated near the ignition plug 5, and the occurrence of surge and misfire of the internal combustion engine 1 can be suppressed. .
【００２３】また、本実施例の内燃機関の燃料噴射制御
装置は、内燃機関１が燃料を各気筒内に直接噴射する直
接噴射式ガソリン機関（気筒内噴射式内燃機関）とする
ものである。前述したように、内燃機関が直接噴射式で
あると、短い燃料噴射可能期間内に多量の燃料を噴射す
る必要から単位時間当たりの燃料噴射量が増大可能な燃
料噴射弁６が採用される。すると、少ない燃料を噴射す
るときにリニアリティの悪化を招き易くなるため、要求
燃料噴射量Ｑall に対して燃圧ＰＲに応じた要求燃料噴
射量の最小値Ｑmin によるガード処理が特に有効とな
る。これにより、要求燃料噴射量Ｑall に対する燃料噴
射弁６の噴***度が向上し、着火良好な混合気を点火プ
ラグ５の近傍に生成でき、内燃機関１のサージや失火の
発生を抑止することができる。The fuel injection control apparatus for an internal combustion engine according to the present embodiment is a direct injection gasoline engine (in-cylinder injection internal combustion engine) in which the internal combustion engine 1 directly injects fuel into each cylinder. As described above, when the internal combustion engine is of the direct injection type, the fuel injection valve 6 capable of increasing the fuel injection amount per unit time is used because a large amount of fuel needs to be injected within a short fuel injection possible period. Then, when injecting a small amount of fuel, the linearity is likely to deteriorate, so that the guard processing by the minimum value Qmin of the required fuel injection amount according to the fuel pressure PR with respect to the required fuel injection amount Qall is particularly effective. As a result, the injection accuracy of the fuel injection valve 6 with respect to the required fuel injection amount Qall is improved, an air-fuel mixture with good ignition can be generated near the ignition plug 5, and the occurrence of surge and misfire of the internal combustion engine 1 can be suppressed. .
【００２４】ここで、上記実施例では、要求燃料噴射量
の最小値Ｑmin を燃圧ＰＲに応じて設定しているが、本
発明を実施する場合には、これに限定されるものではな
く、燃料噴射量は燃料噴射弁６の開弁期間と相関関係に
あるため燃料噴射弁６の開弁期間の最小値を燃圧ＰＲに
応じて設定したり無効噴射期間を燃圧ＰＲに応じて設定
してもよい。Here, in the above embodiment, the minimum value Qmin of the required fuel injection amount is set according to the fuel pressure PR. However, the present invention is not limited to this. Since the injection amount is correlated with the valve opening period of the fuel injection valve 6, even if the minimum value of the valve opening period of the fuel injection valve 6 is set according to the fuel pressure PR or the invalid injection period is set according to the fuel pressure PR. Good.
【００２５】このような内燃機関の燃料噴射制御装置
は、内燃機関１の所定の運転状態に対応して燃料噴射弁
６に要求される開弁期間の最小値を燃圧ＰＲに応じて設
定するものである。また、内燃機関１の所定の運転状態
に対応して燃料噴射弁６に要求される無効噴射期間を燃
圧ＰＲに応じて設定するものである。即ち、最終的に要
求燃料噴射量Ｑall を決定する燃料噴射弁６の開弁期間
の最小値や無効噴射期間が燃圧ＰＲに応じて設定される
ため、要求燃料噴射量Ｑall に対する燃料噴射弁６の噴
***度が向上し、着火良好な混合気を点火プラグ５の近
傍に生成でき、内燃機関１のサージや失火の発生を抑止
することができる。Such a fuel injection control device for an internal combustion engine sets the minimum value of the valve opening period required for the fuel injection valve 6 in accordance with the predetermined operating state of the internal combustion engine 1 in accordance with the fuel pressure PR. It is. Further, an invalid injection period required for the fuel injection valve 6 in accordance with a predetermined operating state of the internal combustion engine 1 is set according to the fuel pressure PR. That is, since the minimum value of the valve opening period of the fuel injection valve 6 and the invalid injection period which ultimately determine the required fuel injection amount Qall are set according to the fuel pressure PR, the fuel injection valve 6 with respect to the required fuel injection amount Qall The injection accuracy is improved, and a mixture with good ignition can be generated in the vicinity of the ignition plug 5, so that the occurrence of surge or misfire of the internal combustion engine 1 can be suppressed.
【００２６】ところで、上記実施例では、要求燃料噴射
量の最小値Ｑmin をテーブルに基づき算出しているが本
発明を実施する場合には、これに限定されるものではな
く、所定のＱmin 設定値に燃圧ＰＲに応じた補正係数を
乗算、即ち、（Ｑmin 設定値×補正係数）から要求燃料
噴射量の最小値Ｑmin を算出してもよい。In the above embodiment, the minimum value Qmin of the required fuel injection amount is calculated based on the table. However, the present invention is not limited to this. May be multiplied by a correction coefficient corresponding to the fuel pressure PR, that is, the minimum value Qmin of the required fuel injection amount may be calculated from (Qmin set value × correction coefficient).
【図１】 図１は本発明の実施の形態の一実施例にかか
る内燃機関の燃料噴射制御装置が適用された内燃機関を
示す全体構成図である。FIG. 1 is an overall configuration diagram showing an internal combustion engine to which a fuel injection control device for an internal combustion engine according to an embodiment of the present invention is applied.
【図２】 図２は本発明の実施の形態の一実施例にかか
る内燃機関の燃料噴射制御装置で使用されているＥＣＵ
内のＣＰＵにおける燃料噴射制御の処理手順を示すフロ
ーチャートである。FIG. 2 is an ECU used in a fuel injection control device for an internal combustion engine according to one embodiment of the present invention.
4 is a flowchart showing a processing procedure of fuel injection control in a CPU inside the CPU.
【図３】 図３は図２における燃圧から要求燃料噴射量
の最小値を算出するテーブルである。FIG. 3 is a table for calculating a minimum value of a required fuel injection amount from a fuel pressure in FIG. 2;
１ 内燃機関 ６ （高圧用）燃料噴射弁 ７ （高圧用）リザーバタンク ９ 高圧燃料ポンプ ２０ ＥＣＵ（電子制御ユニット） ２７ 燃圧センサ Reference Signs List 1 internal combustion engine 6 (for high pressure) fuel injection valve 7 (for high pressure) reservoir tank 9 high pressure fuel pump 20 ECU (electronic control unit) 27 fuel pressure sensor
Claims (4)
射量を制御する噴射量制御手段と、 前記燃料噴射弁に供給する燃料の圧力を所定の燃料圧力
に調整する圧力調整手段とを具備し、 内燃機関の所定の運転状態に対応して前記燃料噴射弁に
要求される燃料噴射量の最小値を前記燃料圧力に応じて
設定することを特徴とする内燃機関の燃料噴射制御装
置。An injection amount control unit that controls a fuel injection amount by controlling a valve opening period of the fuel injection valve; a pressure adjustment unit that adjusts a pressure of fuel supplied to the fuel injection valve to a predetermined fuel pressure. A fuel injection control device for an internal combustion engine, wherein a minimum value of a fuel injection amount required for the fuel injection valve is set according to the fuel pressure in accordance with a predetermined operation state of the internal combustion engine. .
て前記燃料噴射弁に要求される開弁期間の最小値を前記
燃料圧力に応じて設定する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. The fuel injection system according to claim 1, wherein a minimum value of a valve opening period required for the fuel injection valve is set according to the fuel pressure in accordance with a predetermined operation state of the internal combustion engine. A fuel injection control device for an internal combustion engine.
て前記燃料噴射弁に要求される無効噴射期間を前記燃料
圧力に応じて設定することを特徴とする請求項１または
請求項２に記載の内燃機関の燃料噴射制御装置。3. The fuel injection valve according to claim 1, wherein an invalid injection period required for the fuel injection valve is set according to the fuel pressure in accordance with a predetermined operation state of the internal combustion engine. A fuel injection control device for an internal combustion engine according to claim 1.
噴射する直接噴射式ガソリン機関であることを特徴とす
る請求項１乃至請求項３の何れか１つに記載の内燃機関
の燃料噴射制御装置。4. The fuel for an internal combustion engine according to claim 1, wherein the internal combustion engine is a direct injection gasoline engine that directly injects fuel into each cylinder. Injection control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29680297A JP3267217B2 (en) | 1997-10-29 | 1997-10-29 | Fuel injection control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29680297A JP3267217B2 (en) | 1997-10-29 | 1997-10-29 | Fuel injection control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11132076A true JPH11132076A (en) | 1999-05-18 |
| JP3267217B2 JP3267217B2 (en) | 2002-03-18 |
Family
ID=17838342
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29680297A Expired - Lifetime JP3267217B2 (en) | 1997-10-29 | 1997-10-29 | Fuel injection control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3267217B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7216627B2 (en) | 2005-03-18 | 2007-05-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine provided with double system of fuel injection |
| US7281517B2 (en) | 2005-03-18 | 2007-10-16 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine provided with double system of fuel injection |
| US7296558B2 (en) | 2005-03-18 | 2007-11-20 | Yamaha Hatsudoki Kabushiki Kaisha | Dual-injector fuel injection engine |
| US7299784B2 (en) | 2005-03-18 | 2007-11-27 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
| US7637242B2 (en) | 2004-03-22 | 2009-12-29 | Yamaha Motor Co., Ltd. | Fuel supply system and vehicle |
| JP2010133358A (en) * | 2008-12-05 | 2010-06-17 | Toyota Motor Corp | Control device of internal combustion engine |
| JP2014062494A (en) * | 2012-09-21 | 2014-04-10 | Hitachi Automotive Systems Ltd | Control device of internal combustion engine |
| CN108425757A (en) * | 2017-02-13 | 2018-08-21 | 丰田自动车株式会社 | Fuel injection controller and fuel injection control device for internal combustion engine |
-
1997
- 1997-10-29 JP JP29680297A patent/JP3267217B2/en not_active Expired - Lifetime
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7637242B2 (en) | 2004-03-22 | 2009-12-29 | Yamaha Motor Co., Ltd. | Fuel supply system and vehicle |
| US7216627B2 (en) | 2005-03-18 | 2007-05-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine provided with double system of fuel injection |
| US7281517B2 (en) | 2005-03-18 | 2007-10-16 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine provided with double system of fuel injection |
| US7296558B2 (en) | 2005-03-18 | 2007-11-20 | Yamaha Hatsudoki Kabushiki Kaisha | Dual-injector fuel injection engine |
| US7299784B2 (en) | 2005-03-18 | 2007-11-27 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
| JP2010133358A (en) * | 2008-12-05 | 2010-06-17 | Toyota Motor Corp | Control device of internal combustion engine |
| JP2014062494A (en) * | 2012-09-21 | 2014-04-10 | Hitachi Automotive Systems Ltd | Control device of internal combustion engine |
| CN108425757A (en) * | 2017-02-13 | 2018-08-21 | 丰田自动车株式会社 | Fuel injection controller and fuel injection control device for internal combustion engine |
| JP2018131914A (en) * | 2017-02-13 | 2018-08-23 | トヨタ自動車株式会社 | Fuel injection control device |
| US10428758B2 (en) | 2017-02-13 | 2019-10-01 | Toyota Jidosha Kabushiki Kaisha | Fuel injection controller and fuel injection control method for internal combustion engine |
| CN108425757B (en) * | 2017-02-13 | 2021-05-28 | 丰田自动车株式会社 | Fuel injection controller and fuel injection control method for internal combustion engine |
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| Publication number | Publication date |
|---|---|
| JP3267217B2 (en) | 2002-03-18 |
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