JPH1162676A - Fuel injection control device for internal combustion engine - Google Patents
Fuel injection control device for internal combustion engineInfo
- Publication number
- JPH1162676A JPH1162676A JP9228030A JP22803097A JPH1162676A JP H1162676 A JPH1162676 A JP H1162676A JP 9228030 A JP9228030 A JP 9228030A JP 22803097 A JP22803097 A JP 22803097A JP H1162676 A JPH1162676 A JP H1162676A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- injection
- fuel pressure
- pressure
- pulse width
- 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.)
- Pending
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
- Y02T10/12—Improving ICE efficiencies
-
- 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
- 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
制御装置に関し、詳しくは、燃圧に応じて噴射パルス幅
を補正する技術に関する。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 more particularly to a technique for correcting an injection pulse width according to a fuel pressure.
【０００２】[0002]
【従来の技術】従来、機関の燃焼室内に直接燃料を噴射
する燃料噴射弁を備え、機関の低負荷時には、燃料の分
散を抑えて点火栓近傍に燃料を供給させるべく、圧縮行
程後期に燃料を噴射する一方、高負荷時には燃料を積極
的に分散化させるべく、吸気行程の初期において燃料を
噴射する直噴式（筒内噴射式）ガソリン機関が知られて
いる（特開昭６０−３０４２０号公報等参照）。2. Description of the Related Art Conventionally, a fuel injection valve for directly injecting fuel into a combustion chamber of an engine is provided. When the engine is under a low load, the fuel is dispersed late in the compression stroke in order to suppress the dispersion of the fuel and supply the fuel near the spark plug. On the other hand, a direct-injection (in-cylinder injection) gasoline engine is known which injects fuel in the early stage of an intake stroke in order to actively disperse the fuel when the load is high (JP-A-60-30420). Gazette).
【０００３】[0003]
【発明が解決しようとする課題】ところで、燃料噴射弁
の開弁時間（噴射パルス幅）によって噴射量を制御する
構成のシステムでは、燃料噴射弁に供給される燃料の圧
力（以下、燃圧という）を所期値に制御する必要があ
り、燃圧の変動に対しては噴射パルス幅を補正して必要
な燃料量を噴射させる必要がある。また、前記直噴式ガ
ソリン機関では、圧縮行程において燃焼室内に直接燃料
を噴射するために、吸気ポート噴射の場合に比して高圧
な燃料を燃料噴射弁に供給する必要があるが、燃圧が高
いために単位時間当たりの噴射量が多く、これによって
噴射中の燃圧低下が生じ易く、かかる噴射中の燃圧低下
にも対応して噴射パルス幅を補正する必要があった。In a system in which the injection amount is controlled by the valve opening time (injection pulse width) of the fuel injection valve, the pressure of the fuel supplied to the fuel injection valve (hereinafter referred to as fuel pressure). Must be controlled to an expected value, and it is necessary to inject a required fuel amount by correcting an injection pulse width with respect to a change in fuel pressure. Further, in the direct injection gasoline engine, in order to inject fuel directly into the combustion chamber in the compression stroke, it is necessary to supply high-pressure fuel to the fuel injection valve as compared with the case of intake port injection, but the fuel pressure is high. For this reason, the injection amount per unit time is large, which tends to cause a decrease in fuel pressure during injection, and it has been necessary to correct the injection pulse width in response to the decrease in fuel pressure during injection.
【０００４】一方、燃圧は燃料ポンプの吐出脈動等によ
って脈動するため、燃圧センサで検出された燃圧をその
まま用いて噴射パルス幅を補正すると、脈動のピーク値
に基づいて不適切な補正が行われてしまう可能性がある
ため、従来から、センサにより検出された燃圧を加重平
均して、該加重平均値により噴射パルス幅を補正するこ
とが行われていた。On the other hand, since the fuel pressure pulsates due to the discharge pulsation of the fuel pump, if the injection pulse width is corrected using the fuel pressure detected by the fuel pressure sensor as it is, an improper correction is performed based on the peak value of the pulsation. Conventionally, the fuel pressure detected by the sensor is weighted and averaged, and the injection pulse width is corrected based on the weighted average value.
【０００５】しかし、噴射開始時点における燃圧の加重
平均値を初期圧とし、該初期圧から噴射によって燃圧が
低下するものとして、噴射パルス幅を補正する構成とす
ると、燃圧低下を過大に推定して噴射パルス幅を過剰に
増大修正してしまうことがあるという問題があった。即
ち、前記加重平均値はＡ／Ｄ変換タイミング毎の燃圧値
を逐次加重平均した値であって、噴射中の低下した燃圧
も加重平均値の演算に含まれるため、噴射開始時点の加
重平均値が直前の燃料噴射による燃圧低下の影響を受け
て、実際には設定圧まで回復しているのに、設定圧より
も低い値を示すことがある（図５参照）。この場合に
は、実際値よりも低い燃圧を初期圧として、該初期圧か
ら噴射に伴って更に燃圧が低下するものとして、噴射パ
ルス幅の増大補正が行われることになってしまうという
問題があったものである。However, if the weighted average value of the fuel pressure at the start of the injection is used as the initial pressure and the injection pulse width is corrected based on the assumption that the fuel pressure is reduced by the injection from the initial pressure, the decrease in the fuel pressure is excessively estimated. There is a problem that the injection pulse width may be excessively increased and corrected. That is, the weighted average value is a value obtained by successively weighting the fuel pressure values for each A / D conversion timing, and the reduced fuel pressure during injection is also included in the calculation of the weighted average value. May have a value lower than the set pressure even though it has actually recovered to the set pressure due to the effect of the fuel pressure decrease due to the immediately preceding fuel injection (see FIG. 5). In this case, there is a problem that the fuel pressure lower than the actual value is set as the initial pressure, and the fuel pressure is further reduced from the initial pressure with the injection, so that the increase of the injection pulse width is corrected. It is a thing.
【０００６】本発明は上記問題点に鑑みなされたもので
あり、噴射によって燃圧の低下が生じる場合であって
も、燃料噴射弁に供給される燃圧を精度良く検知して、
高精度に噴射パルス幅を補正できる燃料噴射制御装置を
提供することを目的とする。SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and even when the fuel pressure is reduced by the injection, the fuel pressure supplied to the fuel injection valve is detected with high accuracy.
An object of the present invention is to provide a fuel injection control device capable of correcting an injection pulse width with high accuracy.
【０００７】[0007]
【課題を解決するための手段】そのため請求項１記載の
発明は、図１に示すように構成される。図１において、
燃圧検出手段は、燃料噴射弁に供給される燃料の圧力を
検出するここで、加重平均値演算手段は、前記燃料噴射
弁による燃料噴射が行われていないときに前記燃圧検出
手段で検出された燃料圧力の加重平均値を演算する。The invention according to claim 1 is configured as shown in FIG. In FIG.
The fuel pressure detecting means detects the pressure of the fuel supplied to the fuel injection valve, wherein the weighted average value calculating means detects the pressure by the fuel pressure detecting means when the fuel injection by the fuel injection valve is not performed. Calculate the weighted average of the fuel pressure.
【０００８】そして、噴射パルス幅演算手段は、加重平
均値演算手段で演算された燃料圧力の加重平均値に基づ
いて前記燃料噴射弁に出力する噴射パルス幅を演算す
る。かかる構成によると、燃料圧力の加重平均値を演算
するときに、燃料噴射が行われているときに検出された
値を用いずに、噴射が行われていないときに検出された
値のみを用いる。即ち、噴射に伴って低下しているとき
の燃圧は加重平均に含ませない。[0008] The injection pulse width calculating means calculates an injection pulse width to be output to the fuel injector based on the weighted average value of the fuel pressure calculated by the weighted average value calculating means. According to such a configuration, when calculating the weighted average value of the fuel pressure, only the value detected when the injection is not performed is used without using the value detected when the fuel injection is performed. . That is, the fuel pressure when the fuel pressure is decreasing with the injection is not included in the weighted average.
【０００９】尚、燃料噴射弁による燃料噴射が行われて
いないときに検出された燃料圧力の加重平均値を演算す
る方法としては、所定周期毎にサンプリングされる燃圧
の中から、噴射を行っていないときの値のみを加重平均
する方法の他、噴射中には燃圧のサンプリングを停止さ
せる方法であっても良い。また、加重平均値に基づく噴
射パルス幅の演算には、燃圧の加重平均値を含む複数の
パラメータに基づいて噴射パルス幅を演算する構成の
他、燃圧の加重平均値に基づいて設定した補正係数によ
って噴射パルス幅を補正設定する構成が含まれるものと
する。As a method of calculating the weighted average of the fuel pressure detected when the fuel injection by the fuel injection valve is not performed, the fuel is injected from the fuel pressure sampled at predetermined intervals. In addition to the method of weighted averaging only the values when there is no fuel pressure, the method of stopping the sampling of the fuel pressure during the injection may be used. The calculation of the injection pulse width based on the weighted average value includes a configuration in which the injection pulse width is calculated based on a plurality of parameters including the weighted average value of the fuel pressure, and a correction coefficient set based on the weighted average value of the fuel pressure. And a configuration in which the injection pulse width is corrected and set.
【００１０】請求項２記載の発明では、前記噴射パルス
幅演算手段が、必要燃料量相当の噴射パルス幅から燃料
噴射中の燃料圧力の低下量を予測し、該予測した燃料圧
力の低下量と前記加重平均値演算手段で演算された燃料
圧力の加重平均値とに基づいて前記必要燃料量相当の噴
射パルス幅を補正して最終的な噴射パルス幅を演算する
構成とした。[0010] In the invention described in claim 2, the injection pulse width calculating means predicts the amount of decrease in fuel pressure during fuel injection from the injection pulse width corresponding to the required amount of fuel, and calculates the predicted amount of decrease in fuel pressure and The final injection pulse width is calculated by correcting the injection pulse width corresponding to the required fuel amount based on the weighted average value of the fuel pressure calculated by the weighted average value calculation means.
【００１１】かかる構成によると、噴射により低下して
いるときの燃圧を含まない加重平均値を初期圧として、
必要燃料量相当の噴射パルス幅に応じた燃圧低下が生じ
るものとして、噴射パルス幅が補正される。即ち、噴射
に伴う燃圧の低下量が、必要燃料量に相当する噴射パル
ス幅から予測されるから、噴射中の燃圧を予測するため
のベースとなる燃圧は非噴射中の値であれば良く、加重
平均値の演算においては非噴射中に検出された燃圧を用
いる。According to this configuration, the weighted average value not including the fuel pressure when the fuel pressure is lowered by the injection is set as the initial pressure,
The injection pulse width is corrected on the assumption that the fuel pressure decreases according to the injection pulse width corresponding to the required fuel amount. That is, since the amount of decrease in fuel pressure due to injection is predicted from the injection pulse width corresponding to the required fuel amount, the base fuel pressure for predicting the fuel pressure during injection may be a value during non-injection, In calculating the weighted average value, the fuel pressure detected during non-injection is used.
【００１２】前記予測した燃料圧力の低下量と加重平均
値とに基づく噴射パルス幅の補正は、例えば、燃圧低下
量の所定割合を加重平均値から減算した値を、噴射中の
平均的な燃圧として求め、該燃圧に基づいて補正係数を
設定して噴射パルス幅を補正する構成とすることができ
る。The correction of the injection pulse width based on the predicted fuel pressure decrease amount and the weighted average value is performed by, for example, subtracting a predetermined ratio of the fuel pressure decrease amount from the weighted average value by an average fuel pressure during injection. , And a correction coefficient is set based on the fuel pressure to correct the injection pulse width.
【００１３】[0013]
【発明の効果】請求項１記載の発明によると、噴射中に
おける燃圧低下の影響を受けない加重平均値を求めるこ
とができるので、非噴射中の平均的な燃圧に基づいて高
精度に噴射パルス幅を設定させることができるという効
果がある。請求項２記載の発明によると、予測される噴
射中の燃圧低下量と、該燃圧低下の影響を受けない加重
平均値とに基づいて、噴射中の燃圧を精度良く推定で
き、以て、噴射パルス幅を精度良く補正できるという効
果がある。According to the first aspect of the present invention, a weighted average value which is not affected by a decrease in fuel pressure during injection can be obtained, so that the injection pulse can be accurately determined based on the average fuel pressure during non-injection. There is an effect that the width can be set. According to the second aspect of the invention, the fuel pressure during the injection can be accurately estimated based on the predicted fuel pressure decrease amount during the injection and the weighted average value that is not affected by the fuel pressure decrease. There is an effect that the pulse width can be accurately corrected.
【００１４】[0014]
【発明の実施の形態】以下に、本発明の実施の形態を説
明する。図２は、内燃機関の燃料供給系を示す図であ
る。本実施の形態における機関は、所謂直噴式ガソリン
機関であり、燃料噴射弁１は、各気筒の燃焼室に直接燃
料を噴射する。Embodiments of the present invention will be described below. FIG. 2 is a diagram illustrating a fuel supply system of the internal combustion engine. The engine in the present embodiment is a so-called direct injection gasoline engine, and the fuel injection valve 1 directly injects fuel into the combustion chamber of each cylinder.
【００１５】前記燃料噴射弁１は、ソレノイドに通電さ
れて開弁し、通電停止されて閉弁する電磁式燃料噴射弁
であって、コントロールユニット２から出力される噴射
パルス信号によって開駆動される。前記燃料噴射弁１に
は、燃料タンク３内の燃料が所定圧に調整されて供給さ
れるようになっており、これにより、前記噴射パルス信
号のパルス幅に比例する量の燃料が噴射される。The fuel injection valve 1 is an electromagnetic fuel injection valve that is energized by a solenoid and opens, and is deenergized and closed by an injection pulse signal output from the control unit 2. . The fuel in the fuel tank 3 is supplied to the fuel injection valve 1 while being adjusted to a predetermined pressure, whereby fuel is injected in an amount proportional to the pulse width of the injection pulse signal. .
【００１６】燃料タンク３内の燃料は、モータ４によっ
て駆動される低圧燃料ポンプ５によって吸引され、前記
低圧燃料ポンプ５から吐き出された低圧の燃料は、燃料
フィルター６を介して機関駆動される高圧燃料ポンプ７
に供給される。前記低圧燃料ポンプ５による高圧燃料ポ
ンプ７に対する燃料の供給圧は、高圧燃料ポンプ７の上
流側から前記燃料タンク３に戻るリターン通路８に介装
された低圧プレッシャレギュレータ９によって所定の低
圧に調整される。The fuel in the fuel tank 3 is sucked by a low-pressure fuel pump 5 driven by a motor 4, and the low-pressure fuel discharged from the low-pressure fuel pump 5 is supplied to a high-pressure fuel driven engine via a fuel filter 6. Fuel pump 7
Supplied to The supply pressure of fuel from the low-pressure fuel pump 5 to the high-pressure fuel pump 7 is adjusted to a predetermined low pressure by a low-pressure pressure regulator 9 provided in a return passage 8 returning from the upstream side of the high-pressure fuel pump 7 to the fuel tank 3. You.
【００１７】前記低圧プレッシャレギュレータ９は、燃
圧が目標の低圧よりも高いときに前記リターン通路８を
開いて燃料を燃料タンク３に戻すことで、燃圧を所定の
低圧に調整するものである。一方、前記高圧燃料ポンプ
７から吐き出されて燃料噴射弁１に供給される燃圧は、
高圧プレッシャレギュレータ10によって所定の高圧に調
整される。The low pressure regulator 9 adjusts the fuel pressure to a predetermined low pressure by opening the return passage 8 and returning the fuel to the fuel tank 3 when the fuel pressure is higher than a target low pressure. On the other hand, the fuel pressure discharged from the high-pressure fuel pump 7 and supplied to the fuel injection valve 1 is:
The pressure is adjusted to a predetermined high pressure by the high-pressure pressure regulator 10.
【００１８】前記高圧プレッシャレギュレータ10は、前
記コントロールユニット２からの制御信号に応じて、前
記高圧燃料ポンプ７の下流側の燃料を低圧側に戻す通路
11の開口面積を連続的に変化させるものであり、コント
ロールユニット２は、燃圧センサ13（燃圧検出手段）で
検出される燃圧が目標の高圧になるように、前記制御信
号を高圧プレッシャレギュレータ10に出力する。The high-pressure pressure regulator 10 returns a fuel downstream of the high-pressure fuel pump 7 to a low-pressure side in response to a control signal from the control unit 2.
The control unit 2 sends the control signal to the high pressure regulator 10 so that the fuel pressure detected by the fuel pressure sensor 13 (fuel pressure detecting means) becomes the target high pressure. Output.
【００１９】また、リリーフバルブ12は、高圧系の燃圧
が最高圧を越えたときに開いて高圧系の燃料を低圧側に
戻すためのものである。上記構成の燃料供給系を備えた
機関において、前記コントロールユニット２は、図３及
び図４のフローチャートに示すようにして、噴射パルス
幅を演算し、該噴射パルス幅の噴射パルス信号を燃料噴
射弁１に所定のタイミングで出力する。The relief valve 12 is opened when the fuel pressure of the high-pressure system exceeds the maximum pressure, and returns the fuel of the high-pressure system to the low-pressure side. In the engine provided with the fuel supply system having the above configuration, the control unit 2 calculates an injection pulse width as shown in the flowcharts of FIGS. 3 and 4, and outputs an injection pulse signal of the injection pulse width to the fuel injection valve. 1 at a predetermined timing.
【００２０】図３のフローチャートにおいて、ステップ
１（図中にはＳ１と記してある。以下同様）では、必要
燃料量に相当する噴射パルス幅ＴＡＴＰを演算する。前
記噴射パルス幅ＴＡＴＰは、燃料噴射弁１に供給される
燃圧が所期の高圧であるときに、必要燃料量を噴射する
のに要するパルス幅（開弁時間）として演算されるもの
であり、シリンダ吸入空気量に基づく基本パルス幅Ｔ
Ｐ，目標当量比，空燃比補正係数，壁流補正係数などに
基づいて演算される。In the flowchart of FIG. 3, in step 1 (indicated as S1 in the figure, the same applies hereinafter), an injection pulse width TATP corresponding to a required fuel amount is calculated. The injection pulse width TATP is calculated as a pulse width (valve opening time) required to inject a required fuel amount when the fuel pressure supplied to the fuel injection valve 1 is an expected high pressure. Basic pulse width T based on cylinder intake air volume
It is calculated based on P, target equivalent ratio, air-fuel ratio correction coefficient, wall flow correction coefficient, and the like.
【００２１】ステップ２では、前記噴射パルス幅ＴＡＴ
Ｐと燃圧低下予測係数ＣＤとに基づいて、噴射中の予測
燃圧低下量ＣＤＬＰを演算する。 ＣＤＬＰ＝ＴＡＴＰ×ＣＤ ステップ３では、燃圧センサ13で検出された燃圧の加重
平均値ＡＶＥＰと、前記予測燃圧低下量ＣＤＬＰとに基
づいて補正燃圧値ＣＭＰを演算する。In step 2, the injection pulse width TAT
Based on P and the fuel pressure decrease prediction coefficient CD, a predicted fuel pressure decrease amount CDLP during injection is calculated. CDLP = TATP × CD In step 3, a corrected fuel pressure value CMP is calculated based on the weighted average value AVEP of the fuel pressure detected by the fuel pressure sensor 13 and the predicted fuel pressure decrease amount CDLP.
【００２２】ＣＭＰ＝ＡＶＥＰ−ＣＤＬＰ ステップ４では、前記補正燃圧値ＣＭＰに基づいて燃圧
補正係数ＫＰを演算する。そして、ステップ５では、前
記噴射パルス幅ＴＡＴＰを前記燃圧補正係数ＫＰで補正
して最終的な噴射パルス幅ＴＩを演算し、次のステップ
６では、前記噴射パルス幅ＴＩの噴射パルス信号を所定
のタイミングで前記燃料噴射弁１に出力する。In step 4, a fuel pressure correction coefficient KP is calculated based on the corrected fuel pressure value CMP. In Step 5, the final injection pulse width TI is calculated by correcting the injection pulse width TATP with the fuel pressure correction coefficient KP. In the next Step 6, the injection pulse signal of the injection pulse width TI is converted to a predetermined value. Output to the fuel injection valve 1 at the timing.
【００２３】上記図３のフローチャートに示されるコン
トロールユニット２の機能が、噴射パルス幅演算手段に
相当する。前記ステップ３で用いる加重平均値ＡＶＥＰ
は、図４のフローチャートで演算される。前記図４のフ
ローチャートに示されるコントロールユニット２の機能
が、加重平均値演算手段に相当する。The function of the control unit 2 shown in the flowchart of FIG. 3 corresponds to the injection pulse width calculating means. Weighted average value AVEP used in step 3
Is calculated according to the flowchart of FIG. The function of the control unit 2 shown in the flowchart of FIG. 4 corresponds to the weighted average value calculating means.
【００２４】図４のフローチャートにおいて、まず、ス
テップ21で燃圧センサ13で検出された燃圧ＰをＡ／Ｄ変
換して読み込む。次のステップ22では、いずれかの気筒
の燃料噴射弁１で燃料噴射が行われているか否かを判別
する。そして、噴射中であるときには、加重平均値ＡＶ
ＥＰを更新することなくそのまま本ルーチンを終了させ
る。In the flowchart of FIG. 4, first, at step 21, the fuel pressure P detected by the fuel pressure sensor 13 is A / D converted and read. In the next step 22, it is determined whether or not fuel injection is being performed by the fuel injection valve 1 of any one of the cylinders. And, during injection, the weighted average value AV
This routine is terminated without updating the EP.
【００２５】一方、いずれの燃料噴射弁１においても燃
料噴射が行われていないと判断されたときには、ステッ
プ23へ進み、今回ステップ21で読み込んだ燃圧検出値Ａ
ＶＥＰを用いて加重平均を行い加重平均値ＡＶＥＰを更
新する。即ち、前記加重平均値ＡＶＥＰは、燃料噴射弁
１による燃料噴射が行われていないときに検出された燃
圧に基づいて演算されるように構成されており、噴射中
の燃圧の低下は、加重平均値ＡＶＥＰに影響を与えない
ようになっている（図５参照）。On the other hand, when it is determined that fuel injection is not being performed in any of the fuel injection valves 1, the routine proceeds to step 23, where the fuel pressure detection value A read in step 21 this time is read.
Weighted averaging is performed using VEP to update the weighted average value AVEP. That is, the weighted average value AVEP is configured to be calculated based on the fuel pressure detected when the fuel injection by the fuel injector 1 is not performed, and the decrease in the fuel pressure during the injection is determined by the weighted average. The value AVEP is not affected (see FIG. 5).
【００２６】尚、最初に噴射中であるか否かを判別し、
噴射中でないときにのみ燃圧Ｐを読み込んで加重平均を
行わせる構成としても良い。上記構成によると、前記加
重平均値ＡＶＥＰは、前述のように、噴射中の燃圧低下
に影響を受けない値であるから、噴射開始時点における
燃料噴射弁１に対する供給圧を略正しく示すことになる
（図５参照）。従って、加重平均値ＡＶＥＰを初期圧と
して噴射によって燃圧が低下するものとして、前述のよ
うに補正燃圧値ＣＭＰを求めれば、噴射中の燃圧を精度
良く推定でき、以て、噴射パルス幅を高精度に補正して
必要燃料量を確実に噴射させることが可能となる。First, it is determined whether or not the fuel is being injected.
The fuel pressure P may be read and the weighted average may be calculated only when the fuel injection is not being performed. According to the above configuration, the weighted average value AVEP is a value that is not affected by a decrease in fuel pressure during injection, as described above, and therefore indicates the supply pressure to the fuel injector 1 at the start of injection substantially correctly. (See FIG. 5). Therefore, assuming that the fuel pressure is reduced by the injection using the weighted average value AVEP as the initial pressure, the fuel pressure during the injection can be accurately estimated by obtaining the corrected fuel pressure value CMP as described above. And the required fuel amount can be reliably injected.
【００２７】前記加重平均値ＡＶＥＰを、噴射中の燃料
低下時も含めて演算させると、前回の噴射中における燃
圧低下の影響を受けて、実際には燃圧が所期値に復帰し
ているのに次の噴射開始時点で燃圧が低いものと判断さ
れてしまう可能性があり（図５参照）、噴射中の燃圧を
正しく予測することができなくなってしまうが、上記の
ように本実施の形態では、噴射開始時の燃圧を脈動影響
を回避しつつ正しく検出できるから、この噴射開始時点
の燃圧を基準として噴射中に低下する燃圧を精度良く推
定できるものである。When the weighted average value AVEP is calculated including the time of fuel drop during injection, the fuel pressure actually returns to the expected value due to the influence of the fuel pressure drop during the previous injection. At the start of the next injection, the fuel pressure may be determined to be low (see FIG. 5), and the fuel pressure during the injection cannot be correctly predicted. Since the fuel pressure at the start of injection can be correctly detected while avoiding the influence of pulsation, the fuel pressure falling during injection can be accurately estimated based on the fuel pressure at the start of injection.
【図１】請求項１記載の発明の基本構成を示すブロック
図。FIG. 1 is a block diagram showing a basic configuration of the invention according to claim 1;
【図２】実施の形態における機関の燃料供給系を示すシ
ステム図。FIG. 2 is a system diagram showing a fuel supply system of the engine according to the embodiment.
【図３】上記実施の形態における噴射パルス幅の燃圧に
応じた補正制御を示すフローチャート。FIG. 3 is a flowchart showing correction control according to fuel pressure of an injection pulse width in the embodiment.
【図４】前記燃圧に応じたパルス幅補正に用いる燃圧加
重平均値の演算を示すフローチャート。FIG. 4 is a flowchart showing calculation of a fuel pressure weighted average used for pulse width correction according to the fuel pressure.
【図５】燃圧の加重平均値の特性を示すタイムチャー
ト。FIG. 5 is a time chart showing characteristics of a weighted average value of fuel pressure.
１ 燃料噴射弁 ２ コントロールユニット ３ 燃料タンク ４ モータ ５ 低圧燃料ポンプ ６ 燃料フィルター ７ 高圧燃料ポンプ ８ リターン通路 ９ 低圧プレッシャーレギュレータ 10 高圧プレッシャーレギュレータ 12 リリーフバルブ 13 燃圧センサ Reference Signs List 1 fuel injection valve 2 control unit 3 fuel tank 4 motor 5 low-pressure fuel pump 6 fuel filter 7 high-pressure fuel pump 8 return passage 9 low-pressure pressure regulator 10 high-pressure pressure regulator 12 relief valve 13 fuel pressure sensor
Claims (2)
する燃圧検出手段と、 前記燃料噴射弁による燃料噴射が行われていないときに
前記燃圧検出手段で検出された燃料圧力の加重平均値を
演算する加重平均値演算手段と、 該加重平均値演算手段で演算された燃料圧力の加重平均
値に基づいて前記燃料噴射弁に出力する噴射パルス幅を
演算する噴射パルス幅演算手段と、 を含んで構成されたことを特徴とする内燃機関の燃料噴
射制御装置。1. A fuel pressure detecting means for detecting a pressure of fuel supplied to a fuel injection valve, and a weighted average of a fuel pressure detected by the fuel pressure detecting means when fuel injection by the fuel injection valve is not performed. Weighted average value calculating means for calculating a value; injection pulse width calculating means for calculating an injection pulse width to be output to the fuel injector based on the weighted average value of the fuel pressure calculated by the weighted average value calculating means; And a fuel injection control device for an internal combustion engine.
相当の噴射パルス幅から燃料噴射中の燃料圧力の低下量
を予測し、該予測した燃料圧力の低下量と前記加重平均
値演算手段で演算された燃料圧力の加重平均値とに基づ
いて前記必要燃料量相当の噴射パルス幅を補正して最終
的な噴射パルス幅を演算することを特徴とする請求項１
記載の内燃機関の燃料噴射制御装置。2. The fuel injection pulse width calculating means predicts a decrease in fuel pressure during fuel injection from an injection pulse width corresponding to a required fuel amount, and calculates the predicted fuel pressure decrease and the weighted average value calculating means. 2. A final injection pulse width is calculated by correcting the injection pulse width corresponding to the required fuel amount based on the weighted average value of the fuel pressure calculated in (1).
A fuel injection control device for an internal combustion engine according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9228030A JPH1162676A (en) | 1997-08-25 | 1997-08-25 | Fuel injection control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9228030A JPH1162676A (en) | 1997-08-25 | 1997-08-25 | Fuel injection control device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH1162676A true JPH1162676A (en) | 1999-03-05 |
Family
ID=16870106
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9228030A Pending JPH1162676A (en) | 1997-08-25 | 1997-08-25 | Fuel injection control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH1162676A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6170459B1 (en) | 1999-12-14 | 2001-01-09 | Mitsubishi Denki Kabushiki Kaisha | Fuel injection control assembly for a cylinder-injected engine |
| WO2001069067A1 (en) * | 2000-03-11 | 2001-09-20 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
| US7891339B2 (en) | 2007-03-29 | 2011-02-22 | Denso Corporation | Control apparatus capable of suitably controlling fuel injection apparatus regardless of variation in fuel pressure in accumulator |
| JP2015155678A (en) * | 2014-02-21 | 2015-08-27 | 富士重工業株式会社 | Engine fuel injection control device |
-
1997
- 1997-08-25 JP JP9228030A patent/JPH1162676A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6170459B1 (en) | 1999-12-14 | 2001-01-09 | Mitsubishi Denki Kabushiki Kaisha | Fuel injection control assembly for a cylinder-injected engine |
| WO2001069067A1 (en) * | 2000-03-11 | 2001-09-20 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
| US7891339B2 (en) | 2007-03-29 | 2011-02-22 | Denso Corporation | Control apparatus capable of suitably controlling fuel injection apparatus regardless of variation in fuel pressure in accumulator |
| EP1978226A3 (en) * | 2007-03-29 | 2011-10-12 | Denso Corporation | Control apparatus for precisely controlling fuel injection apparatus at varying accumulator fuel pressure |
| JP2015155678A (en) * | 2014-02-21 | 2015-08-27 | 富士重工業株式会社 | Engine fuel injection control device |
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