WO2002077433A1 - Regulateur d'injection de carburant - Google Patents

Regulateur d'injection de carburant Download PDF

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Publication number
WO2002077433A1
WO2002077433A1 PCT/JP2002/001075 JP0201075W WO02077433A1 WO 2002077433 A1 WO2002077433 A1 WO 2002077433A1 JP 0201075 W JP0201075 W JP 0201075W WO 02077433 A1 WO02077433 A1 WO 02077433A1
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WO
WIPO (PCT)
Prior art keywords
fuel
fuel pressure
value
pressure
injection
Prior art date
Application number
PCT/JP2002/001075
Other languages
English (en)
Japanese (ja)
Inventor
Tatsumasa Sugiyama
Motoichi Murakami
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to EP02711408A priority Critical patent/EP1371838A1/fr
Priority to HU0302148A priority patent/HUP0302148A3/hu
Publication of WO2002077433A1 publication Critical patent/WO2002077433A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the present invention relates to an engine that distributes and injects pressurized fuel to a plurality of fuel injection valves by a fuel distribution pipe and detects the pressure of the fuel in the fuel distribution pipe by a plurality of fuel pressure sensors, based on the detected values. More specifically, the present invention relates to a fuel injection control device that controls at least one of a fuel injection haze and an injection pressure.
  • the fuel is compressed to a high pressure by the fuel pump, and the fuel is distributed from the fuel distribution pipe, that is, the common rail, to the fuel injectors of each cylinder, and the fuel injectors are opened to inject the fuel.
  • Diesel engines are known.
  • the pressure of the fuel in the common rail is detected by a single fuel pressure sensor, and based on the detected value, the amount of fuel injected from the fuel injection valve and the amount of fuel injection are determined. Some control pressure.
  • the detected value of the fuel pressure sensor is out of the normal range, it can be understood that the fuel pressure sensor is abnormal. Therefore, in this case, it is possible to perform an appropriate fail process in the fuel injection amount control and the injection pressure control.
  • the characteristic abnormality is a phenomenon in which the detected value of the fuel pressure sensor belongs to a range that can be normally taken, but is different from the output characteristic in a normal state.
  • the slope of the characteristic is the same as the normal slope, but it is out of alignment or the slope of the characteristic is different from the normal slope. And so on. In this case, it is difficult to distinguish between normal and abnormal characteristics.
  • the deviation becomes smaller than the determination value, and the characteristic abnormality may not be detected.
  • the present invention has been made in view of such circumstances, and has as its object to provide a fuel pressure range detected by a plurality of fuel pressure sensors in a normal range, and to use two predetermined fuel pressure sensors. Even when the deviation of the fuel pressure is smaller than the predetermined judgment value, It is an object of the present invention to provide a fuel injection control device that can appropriately perform the fail-safe processing. Disclosure of the invention
  • a plurality of fuel pressure sensors provided in a fuel distribution pipe for distributing pressurized fuel to a plurality of fuel injection valves of an engine, each of which detects a pressure of fuel in the same fuel distribution pipe.
  • a fuel pressure setting unit for setting a fuel pressure used as a control parameter based on a detection value of each of the fuel pressure sensors; a fuel injection amount according to an operation state of the engine; and a fuel pressure by the fuel pressure setting unit.
  • a fuel injection control means for controlling the fuel injection valve so that the fuel is injected over the injection period.
  • the fuel pressure setting means comprises: When each detection value of the pressure sensor belongs to a range that can be normally taken, and when the deviation between the two detection values is smaller than a predetermined determination value, the higher detection value is sent to the fuel injection control means. Is set as the fuel pressure for calculating the injection period. According to the above configuration, the pressure of the fuel in the fuel distribution pipe is detected by each of the plurality of fuel pressure sensors. If the two specified fuel pressure sensors are both normal, their detection values should be approximately the same. The fuel pressure setting means sets the fuel pressure based on the detected value of each fuel pressure sensor.
  • an injection period is obtained based on the fuel injection amount according to the operating state of the engine and the fuel pressure.
  • the injection period becomes shorter as the fuel pressure increases.
  • the fuel injection control means controls the fuel injection valve so that fuel is injected over the injection period.
  • the injection period determined from the fuel injection amount and the fuel pressure is longer than the original injection period. Therefore, when fuel is injected for a set period of time, a larger amount of fuel is injected than should be injected.
  • the higher detection value is incorrect, the lower detection value is correct, and the former detection value is set as the fuel pressure by the fuel pressure setting means, the fuel injection amount and the fuel pressure Is shorter than the original injection period. Therefore, when fuel is injected for a set period of time, a smaller amount of fuel is injected than it should be.
  • the deviation of the power detection values is smaller than the predetermined judgment value, the deviation is smaller than the predetermined judgment value.
  • a fuel distribution pipe is provided for distributing pressurized fuel supplied from a fuel pump to a plurality of fuel injection valves, and detects the pressure of the fuel in the fuel distribution pipe.
  • a plurality of fuel pressure sensors for setting a fuel pressure used as a control parameter based on a detection value for each of the fuel pressure sensors; and a fuel pressure by the fuel pressure setting means, the operating state of the engine.
  • a fuel injection control means for controlling the fuel pump so as to converge to a target pressure according to the fuel pressure control means, wherein the fuel pressure setting means normally takes each detected value of two predetermined fuel pressure sensors. If the difference between the detected values is smaller than a predetermined determination value, the higher detected value is determined by the fuel pump control by the fuel injection control means. Is set as the fuel pressure. According to the above configuration, the pressure of the fuel supplied from the fuel pump to the fuel distribution pipe is detected by each of the plurality of fuel pressure sensors.
  • the fuel pressure setting means the fuel pressure is set based on the detection value of each of the fuel pressure sensors.
  • the fuel injection control means the fuel pump is controlled so that the fuel pressure set by the fuel pressure setting means converges to a target pressure according to the operating state of the engine.
  • the latter detection value is used as the fuel pressure by the fuel pressure setting means.
  • the pressure of the fuel supplied from the fuel pump, and consequently, the pressure of the fuel in the fuel distribution pipe becomes higher than it should be.
  • the higher detection value is incorrect and the lower detection value is correct, and the former detection value is set as fuel pressure by the fuel pressure setting means, the target pressure and the fuel pressure Is smaller than the original deviation, and the control amount required to converge the fuel pressure to the target pressure is the original control amount (required when the latter detected value is set as the fuel pressure). Control amount).
  • the pressure of the fuel in the fuel distribution pipe becomes lower than it should be.
  • the detection values of the two predetermined fuel pressure sensors belong to a range which can be normally taken, and the deviation between the two detection values is smaller than the predetermined determination value.
  • the higher detection value is set as the fuel pressure. Therefore, by performing an appropriate fail-safe process in which the fuel pressure set in this manner is used for controlling the fuel pump, it is possible to suppress the fuel pressure in the fuel distribution pipe from excessively increasing.
  • the fuel pressure setting means preferably sets a detection value of the other fuel pressure sensor as the fuel pressure when only one detection value of the predetermined two fuel pressure sensors is out of the range.
  • the fuel pressure setting means determines the latter (the other) when the detected value of one of the fuel pressure sensors is out of the normal range and the detected value of the other fuel pressure sensor belongs to the same range.
  • the value detected by the fuel pressure sensor is set as the fuel pressure and used for control in the fuel injection control means.
  • the fuel pressure setting means sets a value according to the operating state of the engine as the fuel pressure when both the detected values of the two predetermined fuel pressure sensors are out of the range. According to the above configuration, when the detected values of both fuel pressure sensors are out of the normal range, it is apparent that both detected values are abnormal. For this reason, the fuel pressure setting means sets the fuel pressure to a value determined based on the operating state of the engine at that time, instead of the detection values of both fuel pressure sensors, and controls the fuel injection control means.
  • the fuel pressure setting means when both detected values of the predetermined two fuel pressure sensors belong to the range and a deviation between the two detected values is equal to or larger than the determination value, sets a value corresponding to the operating state of the engine. It is desirable to set the fuel pressure. According to the above configuration, when each of the detected values of both the fuel pressure sensors belongs to the range that can be normally taken, and when the deviation between the two detected values is equal to or larger than the predetermined determination value, one of the fuel pressure sensors becomes apparent It is considered that the characteristic is abnormal.
  • the fuel pressure setting means sets a value determined based on the operating state of the engine at that time as the fuel pressure instead of the detection values of both fuel pressure sensors, and controls the fuel injection control means. Used. Accordingly, the detected value of the fuel pressure sensor suspected of being abnormal is used for the control, and an excessive amount of fuel is injected from the fuel injection valve, or the pressure of the fuel in the fuel distribution pipe excessively increases. Can be suppressed. By using a value corresponding to the operating state of the engine at that time, control can be continued properly. According to yet another embodiment of the present invention, there is provided a fuel injection control method.
  • the method comprises the steps of detecting the pressure of fuel in a fuel distribution pipe for distributing pressurized fuel to a plurality of fuel injection valves of an engine by a plurality of fuel pressure sensors, and controlling the fuel pressure based on a detection value of each fuel pressure sensor. Setting the fuel pressure used as a parameter for fuel injection, obtaining the injection period based on the fuel injection amount according to the operating state of the engine, and the fuel pressure set in the fuel pressure setting step, Controlling the fuel injection valve so that the fuel is injected.
  • the fuel pressure setting process In particular, in the fuel pressure setting process,
  • the higher detected value is used as the fuel pressure for calculating the injection period. Set. Therefore, similarly to the embodiment of the device, appropriate fail-safe processing is performed, and it is possible to suppress injection of an excessive amount of fuel.
  • FIG. 1 is a schematic diagram showing a configuration of an embodiment in which a fuel injection control device of the present invention is embodied in a diesel engine.
  • Fig. 2 is a graph showing the output characteristics of the fuel pressure sensor.
  • FIG. 3 is a flowchart showing a procedure for setting the fuel pressure.
  • Fig. 4 is a flowchart showing the procedure for setting the fuel pressure.
  • FIG. 5 is a flowchart showing a procedure for setting the injection period in the injection amount control.
  • FIG. 6 is a schematic diagram showing a control map used for setting an injection period.
  • Fig. 7 is a flowchart showing the procedure for controlling the injection pressure.
  • the vehicle is equipped with an internal combustion diesel engine (hereinafter simply referred to as engine).
  • the engine 11 includes a cylinder head 12 and a cylinder block 14 having a plurality of cylinders (cylinders) 13.
  • Each A piston 15 is reciprocally accommodated in the cylinder 13.
  • Each piston 15 is connected to a crankshaft (not shown) which is an output shaft of the engine 11 via a connecting port 16.
  • the reciprocating motion of each piston 15 is converted into a rotary motion by a connecting rod 16 and then transmitted to the crankshaft.
  • An intake passage 18 is connected to the combustion chamber of each cylinder 13, and air outside the engine 11 is taken into the combustion chamber through the intake passage 18.
  • An exhaust passage 19 is connected to the combustion chamber.
  • the cylinder head 12 is provided with an intake valve 21 and an exhaust valve 22 for each cylinder 13.
  • the intake valve 21 and the exhaust valve 22 reciprocate in conjunction with the rotation of the crankshaft to open and close the connection between the intake passage 18 and the exhaust passage 19 and the combustion chamber, respectively.
  • Each cylinder head 12 is provided with a fuel injection valve (injector) 23 for injecting fuel into a combustion chamber of each cylinder 13.
  • the fuel injection from each fuel injection valve 23 to the corresponding combustion chamber is controlled by a solenoid valve 24.
  • the fuel injection valve 23 is connected to the fuel distribution pipe, that is, the common rail 25, and while the solenoid valve 24 is open, the fuel in the common rail 25 corresponds to the fuel injection valve 23. It is injected into the combustion chamber.
  • a relatively high pressure corresponding to the fuel injection pressure is accumulated in the common rail 25.
  • the common rail 25 is connected to a discharge port 28 of a supply pump 27 via a supply pipe 26.
  • the suction port 31 of the supply pump 27 is connected to the fuel tank 33 via the filter 32.
  • the supply pump 27 sucks fuel from the fuel tank 33 through the filter 32.
  • the supply pump 27 reciprocates the plunger by a cam (not shown) synchronized with the rotation of the engine 11 to increase the fuel to a predetermined pressure and supply the fuel to the common rail 25.
  • a pressure control valve 34 for controlling the pressure of the fuel discharged from the discharge port 28 toward the common rail 25 and eventually the discharge amount is provided. ing.
  • the common rail 25 has a relief valve that opens when predetermined conditions are met.
  • the water temperature sensor 41 is attached to the cylinder block 14 and detects the temperature of the cooling water flowing in the water jacket 14a, that is, the temperature of the cooling water.
  • the rotation speed sensor 42 is arranged near the crankshaft, and detects the rotation speed of the crankshaft per time, that is, the engine rotation speed.
  • the accelerator sensor 43 detects the amount of depression of the accelerator pedal 39 by the driver, that is, the accelerator opening.
  • the plurality of fuel pressure sensors are mounted on the common rail 25, and the common rail 25 Detects the fuel pressure inside.
  • a first fuel pressure sensor 44 and a second fuel pressure sensor 45 are used as a plurality of fuel pressure sensors.
  • Both fuel pressure sensors 44, 45 output a voltage (analog value) proportional to the fuel pressure.
  • Figure 2 shows the characteristics of the voltage VPC output from both fuel pressure sensors 44 and 45.
  • the first area lower than the lower limit value VM IN indicated by the broken line and the second area higher than the upper limit value VMAX also indicated by the broken line are areas that cannot be obtained if the fuel pressure sensors 44 and 45 are normal. If the voltage VPC belongs to the first region (VPC then VM IN), it is highly possible that the fuel pressure sensors 44 and 45 are disconnected. When the voltage VPC belongs to the second region (VPC> VMAX), it is highly possible that the fuel pressure sensors 44 and 45 are short-circuited.
  • the range indicated by VMIN N ⁇ VPC ⁇ VMAX is the range that the normal fuel pressure sensors 44, 45 can normally take.
  • a first characteristic line L1 indicated by a solid line indicates the characteristic of the voltage output from the normal first fuel pressure sensor 44
  • a second characteristic line L2 indicated by a solid line indicates the characteristic of the normal second fuel pressure sensor 45.
  • 5 shows the characteristics of the voltage output from.
  • the voltage increases in proportion to the increase of the pressure (fuel pressure) within the above-mentioned normal range. Note that the two characteristic lines LI and L2 do not match, and the voltage differs by a predetermined amount ⁇ for the same pressure over the entire range of pressure. Further, in FIG.
  • a region sandwiched by two dashed lines indicates a first range R1 in which the voltage output from the normal first fuel pressure sensor 44 varies around the characteristic line L1.
  • a region sandwiched between two two-dot chain lines indicates a second range R2 in which the voltage output from the normal second fuel pressure sensor 45 varies around the characteristic line L2.
  • the vehicle is provided with an electronic control unit (ECU) 46 to control each part of the vehicle.
  • the ECU 46 is mainly composed of a microcomputer, and performs arithmetic processing according to a control program, initial data, a control map, and the like stored in a central processing unit (CPU) power read-only memory (ROM), and the calculation results Various controls are executed based on the.
  • the calculation results by the CPU are temporarily stored in random access memory (RAM).
  • the ECU 46 also has an AZD converter 47 for converting the voltage (analog value) output from each of the fuel pressure sensors 44 and 45 into a digital value.
  • the various controls include fuel pressure setting, fuel injection amount control, and injection pressure control.
  • the ECU 46 When setting the fuel pressure, the ECU 46 repeatedly executes a “fuel pressure setting routine” shown in FIGS. 3 and 4 at a predetermined timing, for example, at predetermined time intervals.
  • step S100 the ECU 46 obtains an A / D conversion value VPC1 by subjecting the output voltage of the first fuel pressure sensor 44 to AZD conversion.
  • step S105 the A / D conversion value VPC2 is obtained by subjecting the output voltage of the second fuel pressure sensor 45 to AZD conversion.
  • step S110 the first fuel pressure PCR1 is calculated according to the following equation 1, and the second fuel pressure PCR2 is calculated according to the following equation 2.
  • Equation 1 is a conversion equation for converting the A / D conversion value VPC 1 to the first fuel pressure PCR 1
  • Equation 2 is a conversion equation for converting the AZ D conversion value VPC 2 to the second fuel pressure PCR 2. It is an expression.
  • a and B in Eq. 1 and C and D in Eq. 2 are constant values. According to Equation 1 and Equation 2, When both fuel pressure sensors 44 and 45 are normal, the fuel pressures PGR 1 and PCR 2 have substantially the same value.
  • step S115 it is determined whether or not only the first fuel pressure PCR1 is abnormal. Specifically, the first fuel pressure PCR1 force falls within the normal range (MIN 1 to MAX1) and the second fuel pressure PCR 2 belongs to the normal range (MIN2 to MAX2). It is determined whether both of the conditions are satisfied.
  • the lower limit values MI NI and MIN N2 correspond to the lower limit value VMIN of FIG. 2
  • the upper limit values MAX 1 and MAX 2 correspond to the upper limit value VMAX of FIG.
  • step S115 the first fuel pressure PCR1 is considered to be obviously abnormal because the first fuel pressure PCR1 is out of the normal range (MIN1 to MAX1). Further, since the second fuel pressure PCR 2 belongs to the normal range (MIN2 to MAX2), it cannot be said that it is an obvious abnormality. In addition, it is very unlikely that both fuel pressure sensors 44, 45 will both fail at any one time. From this, the second fuel pressure PCR2 can be considered normal. Therefore, in step S120, the second fuel pressure PCR2 is set as the final fuel pressure PCR, and then this routine is terminated. If the determination condition in step S115 is not satisfied, it is determined in step S125 whether only the second fuel pressure PCR2 is abnormal.
  • a condition that the first fuel pressure PCR 1 belongs to the normal range (MIN1 to MAX1) and a condition that the second fuel pressure PCR2 deviates from the normal range (MIN2 to MAX2) It is determined whether both are satisfied.
  • the determination condition of step S125 is satisfied, the second fuel pressure PCR2 is out of the normal range (MIN2 to MAX2), and thus is considered to be obviously abnormal.
  • the first fuel pressure PCR1 belongs to the normal range (MIN1 to MAX1), it cannot be said that it is an obvious abnormality.
  • both fuel pressure sensors 44, 45 will both fail at any one time. From this, the first fuel pressure PCR 1 can be considered normal.
  • step S130 the first fuel pressure PCR1 is set as the final fuel pressure PCR, and thereafter, this routine is terminated. If the determination condition in step S125 is not satisfied, it is determined in step S135 in FIG. 4 whether both the first fuel pressure PCR1 and the second fuel pressure PCR2 are abnormal. Specifically, a condition that the first fuel pressure PCR1 is out of the normal range (MI NI to MAX1) and a condition that the second fuel pressure PCR 2 is out of the normal range (MIN2 to MAX2). It is determined whether both are satisfied.
  • MI NI to MAX1 a condition that the first fuel pressure PCR1 is out of the normal range
  • MIN2 to MAX2 a condition that the second fuel pressure PCR 2 is out of the normal range
  • step S140 a target pressure determined based on the operating state of the engine 11 at that time is set as the final fuel pressure PCR in place of the two fuel pressures PCR1 and PCR2. End the routine. If the determination condition in step S135 is not satisfied, in step S145, the difference between the two fuel pressures PCR1 and PCR2 is? ⁇ ⁇ ⁇ It is determined whether the absolute value of R is equal to or greater than a predetermined determination value X.
  • the determination value X is determined in consideration of the above-described variation of the first fuel pressure PCR1 and the variation of the second fuel pressure PCR2, that is, the first and second ranges R1 and R2 in FIG. It is decided by taking into account.
  • one of the two fuel pressure sensors 44 and 45 has a characteristic. This is to determine the degree of abnormality when abnormal. In other words, when the first fuel pressure PCR 1 and the second fuel pressure PCR 2 are significantly different from each other, it is considered that one of the fuel pressure sensors 44 (or 45) clearly has abnormal characteristics. .
  • step S150 the higher value of the two fuel pressures PC Rl and PCR 2 is set as the final fuel pressure PCR, and thereafter, End the routine.
  • the final fuel pressure PCR set based on the detection values of the fuel pressure sensors 44 and 45 in this manner is used as a control parameter for calculating the fuel injection amount and the injection pressure.
  • the ECU 46 first reads the injection amount Q in step S200.
  • the injection amount Q is calculated based on the operating state of the engine 11 in a separately prepared injection amount calculation routine.
  • a predetermined control map is referred to, and the engine rotation speed and the accelerator opening
  • the basic fuel injection amount (basic fuel injection time) corresponding to the degree is calculated.
  • the basic fuel injection amount is corrected based on the cooling water temperature, etc., and the final injection amount Q is determined.
  • the ECU 46 reads the final fuel pressure PCR in step S205. At this time, the final fuel pressure PC R set in the above-described fuel pressure setting routine is read.
  • step S210 the ECU 46 calculates the fuel injection period TQ with reference to the control map shown in FIG.
  • the injection period TQ is defined based on the injection amount Q and the final fuel pressure PCR.
  • the injection period TQ becomes shorter as the final fuel pressure PCR becomes higher.
  • the final fuel pressure PC R is constant, the injection period TQ becomes longer as the injection amount Q increases.
  • step S210 of FIG. 5 the ECU 46 reads out the injection period TQ corresponding to the injection amount Q and the final fuel pressure PCR from the control map.
  • step S215 the injection period TQ is stored in the RAM, and thereafter, this routine ends.
  • the injection period TQ is used as an energizing time when energizing the solenoid valve 24 of the fuel injection valve 23 in another routine.
  • the fuel injection valve 23 is opened for the injection period TQ, and a desired amount of fuel (injection amount Q) is injected.
  • the ECU 46 first adds the leak amount and the estimated target pressure change amount to the injection amount Q in step S300, and calculates the estimated discharge amount QB AS E of the supply pump 27.
  • the injection amount is the amount of fuel injected from the fuel injection valve 23, and the leak amount is the amount of fuel leaking from the fuel injection valve 23 or the like.
  • the value obtained by adding the leak amount to the injection amount Q is the amount of fuel required to maintain the fuel pressure.
  • the estimated target pressure change amount is based on the operation of engine 11
  • the target value of the fuel pressure according to the running state that is, the amount of fuel (expected amount) required to make the actual fuel pressure match the target pressure PCRTRG when the target pressure PCRTRG changes.
  • step S305 the final fuel pressure PCR is subtracted from the target pressure PCRTRG, and the result of the subtraction is set as a pressure deviation PC RDL.
  • the final fuel pressure PCR set in the above-described fuel pressure setting routine is used as the final fuel pressure PCR in step S305.
  • the feedback (FZB) proportional term QFBP and the F / B integral term QFB I are obtained in steps S310 and S315.
  • step S310 the pressure deviation PCDDL is multiplied by a predetermined value K, and the multiplication result is set as the F / B proportional term QFBP.
  • step S315 the product of the pressure deviation PC RDL and the predetermined value M is added to the FZB integral term QFB I in the previous control cycle, and the addition result is set as a new FZB integral term QFBI. .
  • the F / B proportional term QFBP and the FZB integral term QFB I are added to the expected discharge amount QB ASE, and the addition result is set as the final discharge amount QPF.
  • the ECU 46 obtains a pump energizing current based on the final discharge amount QPF and the engine rotation speed according to a predetermined control map or a predetermined arithmetic expression.
  • the ECU 46 controls the energization of the pressure control valve 34 of the supply pump 27 with the pump energizing current, and ends this routine.
  • the supply pump 27 is controlled so that the final fuel pressure PCR converges on the target pressure PCRTRG according to the operating state of the engine 11. According to the embodiment described above, the following effects can be obtained.
  • the injection period TQ determined from the injection amount Q and the final fuel pressure PCR becomes longer than the original injection period. Therefore, when fuel is injected for a set period of time, a larger amount of fuel is injected than is originally required. Conversely, if the higher value is incorrect, the lower value is correct, and the former higher value is set as the final fuel pressure PCR, the injection period TQ is the original injection period Shorter than Therefore, when fuel is injected for a set period of time, a smaller amount of fuel is injected than it should be.
  • each of the first fuel pressure PCR 1 and the second fuel pressure PCR 2 belongs to a range that can be normally taken, and the deviation APCR between the two fuel pressures PCR 1 and PCR 2 is smaller than the determination value X,
  • the higher value is set as the final fuel pressure PCR (steps S135, S145, S150) and reflected in the fuel injection amount control.
  • Step S 205 Therefore, by performing an appropriate fail-safe process of using the higher value as the final fuel pressure PCR for the injection amount control, it is possible to suppress the injection of an excessive amount of fuel and to increase the injection amount. Excessive rise (overrun) of the engine speed due to this can be suppressed.
  • Step S15, S120, S125, S130 the fuel pressure PCR2 (or PCR1) on the side considered to be normal is set as the final fuel pressure PCR and used for controlling the fuel injection amount and the injection pressure (steps S205 and S305). . Therefore, it is possible to prevent a problem caused by using the fuel pressure PCR1 (or PCR2), which is considered to be an obvious abnormality, for the control. Thought normal By using the fuel pressure PCR2 (or PCR1) to be used as the final fuel pressure PCR, the above control can be appropriately performed.
  • both fuel pressures PCR1 and PCR2 are out of the normal range, it is clear that both fuel pressures PCR1 and PCR2 are abnormal.
  • a value (target pressure) determined based on the operating state of the engine 11 at that time is set as the final fuel pressure PCR (Step S). 135, S140), and is used for fuel injection amount control and injection pressure control (steps S205, S305). Therefore, it is possible to prevent problems caused by using both fuel pressures PCRl and PCR2, which are considered to be obvious abnormalities, for the control.
  • the target pressure as the final fuel pressure PCR for control, the control can be continued properly.
  • Target pressure is set as the final fuel pressure PCR (steps S135, S145, S140) and used for controlling the fuel injection amount and the injection pressure (steps S205, S305). Therefore, the fuel pressure PCR1 (or PCR2) suspected of having a characteristic abnormality is used for the control, and it is possible to suppress the injection of an excessive amount of fuel or the excessive rise in fuel pressure. By using the target pressure as the final fuel pressure PCR for control, The control can be continued properly. Note that the present invention can be embodied in another embodiment described below.
  • the present invention is also applicable to a system in which three or more fuel pressure sensors are used and control is performed using the detected values as control parameters.
  • control is performed using the detected values as control parameters.
  • the higher fuel pressure is set as the final fuel pressure PCR.
  • the present invention is not limited to a diesel engine, but may be applied to an engine that controls the amount and pressure of fuel injection based on the fuel pressure in a fuel distribution pipe, for example, a direct injection gasoline engine that directly injects fuel into a combustion chamber. Is also applicable.
  • the present invention is also applicable to a fuel injection control device that uses the detection values of a plurality of fuel pressure sensors only for controlling the fuel injection amount or a fuel injection control device that uses only the fuel injection pressure control. It is.
  • the fuel pressure sensors 44 and 45 that output different voltages by the predetermined amount ⁇ with respect to the same pressure are used. Therefore, if both the fuel pressure sensors 44 and 45 are normal, a certain deviation should occur between the voltages of the two. By utilizing this fact, the deviation between the AZD conversion values VPC1 and VPC2 may be obtained, and if the deviation is smaller than a predetermined value, it may be determined that the AZD converter 47 is abnormal. In this way, it is possible to detect the presence or absence of an abnormality in the AZD converter 47.
  • a type of fuel pressure sensor that outputs the same voltage at the same pressure may be used.

Landscapes

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

Abstract

La présente invention concerne un régulateur d'injection de carburant comportant une pluralité de capteurs de pression de carburant (44, 45) pour la détection respective de la pression de carburant dans un guide (25), et un régulateur électronique (ECU 46). Lorsque les valeurs de détection de deux capteurs de pression de carburant (44, 45) se trouvent dans une plage normale et la différence entre elles est inférieure à une valeur de décision donnée, le régulateur électronique (ECU 46) établit une valeur de détection supérieure en tant que pression de carburant. Le régulateur électronique (ECU 46) détermine une période d'injection en fonction de l'éjection de carburant correspondant à l'état de fonctionnement d'un moteur (11) et la pression de carburant et commande à une valve d'injection de carburant (23) d'injecter du carburant au cours de ladite période d'injection.
PCT/JP2002/001075 2001-03-23 2002-02-08 Regulateur d'injection de carburant WO2002077433A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP02711408A EP1371838A1 (fr) 2001-03-23 2002-02-08 Regulateur d'injection de carburant
HU0302148A HUP0302148A3 (en) 2001-03-23 2002-02-08 Fuel injection controller

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001084379A JP2002276441A (ja) 2001-03-23 2001-03-23 燃料噴射制御装置
JP2001-084379 2001-03-23

Publications (1)

Publication Number Publication Date
WO2002077433A1 true WO2002077433A1 (fr) 2002-10-03

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EP (1) EP1371838A1 (fr)
JP (1) JP2002276441A (fr)
CZ (1) CZ20023842A3 (fr)
HU (1) HUP0302148A3 (fr)
PL (1) PL373813A1 (fr)
WO (1) WO2002077433A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4492513B2 (ja) * 2005-10-06 2010-06-30 株式会社デンソー 蓄圧式燃料噴射装置
KR100860342B1 (ko) 2007-07-23 2008-09-26 델파이코리아 주식회사 커먼레일 디젤엔진의 연료분사 제어장치 및 방법
JP5718841B2 (ja) * 2012-03-12 2015-05-13 トヨタ自動車株式会社 内燃機関の制御装置
DE102013206428A1 (de) * 2013-04-11 2014-10-30 Robert Bosch Gmbh Verfahren zum Betreiben eines Common-Rail-Systems eines Kraftfahrzeugs und Mittel zu dessen Implementierung
JP5965384B2 (ja) * 2013-12-27 2016-08-03 富士重工業株式会社 燃料圧力センサの特性異常診断装置
JP6384458B2 (ja) * 2015-11-23 2018-09-05 株式会社デンソー 燃焼システム制御装置
CN111365138B (zh) * 2020-03-27 2023-01-06 潍柴动力股份有限公司 轨压控制方法及装置

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04272445A (ja) * 1991-02-27 1992-09-29 Nippondenso Co Ltd 蓄圧式燃料供給装置
JPH0861133A (ja) * 1994-08-19 1996-03-05 Isuzu Motors Ltd 蓄圧式燃料噴射装置及びその制御方法
JPH08284722A (ja) * 1995-04-18 1996-10-29 Mitsubishi Motors Corp ディーゼルエンジンの蓄圧式燃料噴射装置
JPH1054317A (ja) * 1996-08-08 1998-02-24 Toyota Motor Corp 燃料供給装置
JPH112148A (ja) * 1997-06-11 1999-01-06 Toyota Motor Corp 内燃機関の運転制御装置
JPH11210532A (ja) * 1998-01-29 1999-08-03 Toyota Motor Corp 内燃機関の高圧燃料供給装置
US6012438A (en) * 1997-05-21 2000-01-11 Robert Bosch Gmbh System for checking a pressure sensor of a fuel supply system for an internal combustion engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04272445A (ja) * 1991-02-27 1992-09-29 Nippondenso Co Ltd 蓄圧式燃料供給装置
JPH0861133A (ja) * 1994-08-19 1996-03-05 Isuzu Motors Ltd 蓄圧式燃料噴射装置及びその制御方法
JPH08284722A (ja) * 1995-04-18 1996-10-29 Mitsubishi Motors Corp ディーゼルエンジンの蓄圧式燃料噴射装置
JPH1054317A (ja) * 1996-08-08 1998-02-24 Toyota Motor Corp 燃料供給装置
US6012438A (en) * 1997-05-21 2000-01-11 Robert Bosch Gmbh System for checking a pressure sensor of a fuel supply system for an internal combustion engine
JPH112148A (ja) * 1997-06-11 1999-01-06 Toyota Motor Corp 内燃機関の運転制御装置
JPH11210532A (ja) * 1998-01-29 1999-08-03 Toyota Motor Corp 内燃機関の高圧燃料供給装置

Also Published As

Publication number Publication date
EP1371838A1 (fr) 2003-12-17
HUP0302148A2 (hu) 2003-10-28
HUP0302148A3 (en) 2005-10-28
JP2002276441A (ja) 2002-09-25
PL373813A1 (en) 2005-09-19
CZ20023842A3 (cs) 2003-02-12

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