WO2004031561A1 - コモンレール式燃料噴射装置の燃料圧力検出装置及びその燃料圧力検出装置を備えたコモンレール式燃料噴射装置 - Google Patents
コモンレール式燃料噴射装置の燃料圧力検出装置及びその燃料圧力検出装置を備えたコモンレール式燃料噴射装置 Download PDFInfo
- Publication number
- WO2004031561A1 WO2004031561A1 PCT/JP2003/012292 JP0312292W WO2004031561A1 WO 2004031561 A1 WO2004031561 A1 WO 2004031561A1 JP 0312292 W JP0312292 W JP 0312292W WO 2004031561 A1 WO2004031561 A1 WO 2004031561A1
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- WIPO (PCT)
- Prior art keywords
- fuel
- common rail
- pressure
- crank angle
- detecting
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/08—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by two or more pumping elements with conjoint outlet or several pumping elements feeding one engine cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
- F02M59/102—Mechanical drive, e.g. tappets or cams
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/0275—Arrangement of common rails
- F02M63/028—Returnless common rail system
-
- 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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
-
- 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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
Definitions
- the present invention relates to a fuel pressure detection device for detecting a fuel pressure in a common rail in a common rail type fuel injection device having a pressure accumulation pipe (so-called common rail) applied to a fuel supply system such as a diesel engine.
- the present invention also relates to a common rail fuel injection device provided with the fuel pressure detection device.
- the present invention relates to measures for improving the accuracy of detection data of the common rail internal combustion pressure.
- the common rail fuel injection device can control not only the fuel injection amount and the injection timing but also the fuel injection pressure determined by the fuel pressure in the common rail according to the operating state of the engine. It has been developed as an injection device with excellent performance.
- Figure 17 shows an outline of the overall configuration of the fuel supply system of a multi-cylinder diesel engine equipped with a common rail fuel injector.
- This common-rail fuel injection device is compared with a plurality of fuel injection valves (hereinafter, called injectors) b, b,... that are attached to each cylinder of a diesel engine (hereinafter, simply referred to as engine) a.
- injectors fuel injection valves
- a common rail c that accumulates high-pressure fuel of a very high pressure (common rail pressure: 2 OMPa, for example) and a high pressure that pressurizes fuel sucked from a fuel tank d through a low-pressure pump e to a high pressure and discharges it into the common rail c A pump f, and a controller (ECU) g for electronically controlling the injectors b, b,... And the high-pressure pump f.
- a controller ECU
- Each of the injectors b, b, ... is attached to the downstream end of the fuel pipe that communicates with the common rail c.
- the fuel injection from the injector b is controlled, for example, by energizing and stopping energizing (ONZOFF) an injection control solenoid valve h provided in the middle of the fuel pipe. That is, the injector b injects the high-pressure fuel supplied from the common rail c toward the combustion chamber of the engine a while the injection control solenoid valve h is open. For this reason, a high predetermined common rail pressure (2 OMPa) corresponding to the fuel injection pressure needs to be accumulated in the common rail c. For this reason, the high pressure pump is connected via the fuel supply pipe i and the discharge valve j. f is connected.
- various types of engine information such as the engine speed and the engine load are input to the ECU g, and the ECU g is used for injection control so that the optimum fuel injection timing and fuel injection amount determined from these signals can be obtained.
- the ECU g outputs a control signal to the high-pressure pump f so that the fuel injection pressure becomes an optimum value according to the engine speed and the engine load.
- a pressure sensor k for detecting the internal pressure of the common rail is attached to the common rail c, and a signal of the pressure sensor k is set to an optimum value set in advance according to the engine speed and the engine load.
- the amount of fuel discharged from the high-pressure pump f to the common rail c is controlled.
- a fuel injection device disclosed in Japanese Unexamined Patent Publication No. 7-122422 and a common rail pressure detection device disclosed in Japanese Patent Application Laid-Open No. 3325201 have been proposed.
- Japanese Patent Publication No. 7-1122422 discloses that the fuel pressure in the common rail is constantly monitored, and Japanese Patent Publication No. 3235210 discloses that the fuel pressure in the common rail is directly monitored. It is disclosed that calculation is performed by calculation without detection.
- the fuel injection pressure is controlled. It is necessary to recognize the fuel pressure in the common rail with high accuracy and precision, and to control the pressure so that the optimum fuel pressure in the common rail is always maintained. In other words, it is important that the fuel pressure in the common rail be recognized with high accuracy so that the drive control of the high-pressure pump and the accompanying fuel injection control can be performed appropriately.
- the present invention has been made in view of the above points, and an object of the present invention is to provide a common rail type fuel injection device to improve the accuracy of detection data of fuel pressure in a common rail, thereby improving the accuracy.
- the purpose is to improve the reliability of basic data used for engine control. Disclosure of the invention
- the present invention provides a method of collecting fuel pressure data in a common rail during operation of an engine, wherein the fuel pressure in the common rail is changed every predetermined crank angle (every time the crankshaft rotates by a predetermined angle).
- the sampling timing of the fuel pressure data is specified to improve the accuracy of the detection data and to improve the detection data.
- the purpose is to improve the value of use.
- the common rail fuel injection device includes a fuel pump for pumping fuel, a common rail for storing fuel pumped from the fuel pump, and a fuel injection valve for injecting fuel supplied from the common rail. It is assumed that a fuel pressure detector for detecting pressure is used.
- Cylinder number determination means for determining the cylinder number of the engine, crank angle detection means for detecting the crank angle, and an output signal from the crank angle detection means, which receives the output signal of the crank angle detection means for each predetermined angle of the crank angle.
- Pressure detection means for detecting the fuel pressure in the common rail.
- a storage means is provided for receiving the outputs of the cylinder number determining means, the crank angle detecting means, and the pressure detecting means, and storing the cylinder number, the crank angle, and the common rail internal combustion pressure in association with each other.
- the common rail internal pressure detection data which is the basic data for obtaining the optimal fuel injection state (fuel injection timing and injection amount) according to the engine speed, engine load, etc.
- the common rail internal pressure detection data is acquired with high accuracy.
- the crank angle detecting means may transmit an output signal at every predetermined crank angle, and the pressure detecting means may detect the fuel pressure in the common rail in accordance with the timing of transmitting the output signal. .
- the following is listed as a configuration for extracting common rail internal combustion fuel pressure data detected at a specific timing. That is, Pumping the fuel in multiple stages and increasing the common rail ⁇ fuel pressure to a predetermined fuel injection pressure at the end of the final pumping stage, a common rail for storing fuel pumped from the fuel pump, and a common rail It is assumed that a common rail fuel injection device having a fuel injection valve for injecting fuel is provided with a fuel pressure detection device for detecting the fuel pressure in the common rail.
- Cylinder number determining means for determining the cylinder number of the engine, crank angle detecting means for detecting the crank angle, and an output signal from the crank angle detecting means, and the fuel pressure detecting device receives the output signal of the crank angle detecting means for every predetermined crank angle.
- Pressure detecting means for detecting the fuel pressure in the common rail.
- a storage means for receiving the output of the cylinder number determining means, the crank angle detecting means, and the pressure detecting means and storing the cylinder number, the crank angle, and the fuel pressure in the common rail in association with each other. Further, of the data stored in the storage means, the fuel pressure in the common rail between the fuel pumping at a stage before the final pumping stage and before the next fuel pumping (including the final pumping stage). And a data discriminating means for discriminating the data according to (1).
- the data that is determined and extracted by the data determining means includes a state in which the fuel pressure in the common rail has not reached the fuel injection pressure and a state in which fuel has not been pumped into the common rail.
- Non-pumping timing during the matching pumping phase since the data is detected at the timing when the fuel pressure in the common rail has not reached the fuel injection pressure, the data is detected at a timing that deviates from the timing when the fuel pressure may change suddenly due to the execution of fuel injection. Since the pressure data is obtained and the fuel is not pumped, the change in the fuel pressure in the common rail is extracted as pressure data detected at a relatively small timing. Therefore, the data of the fuel pressure in the common rail detected with high accuracy can be extracted.
- the fuel pressure data in the common rail detected when the fuel pressure in the common rail has reached the fuel injection pressure is the data in which the pressure detection is completed before the fuel injection is started.
- the data may be data during or after fuel injection depending on the setting of the fuel injection timing, and is not desired data. For this reason, in the present solution, by extracting the pressure data detected at a timing outside the timing when the fuel pressure in the common rail may suddenly change due to the execution of fuel injection, pressure data with high reliability can be obtained. So that you can get it.
- the data discriminating means is configured to discriminate the data related to the fuel pressure in the common rail after the fuel pumping one stage before the final pumping stage and before the start of the final pumping stage. In other words, it is possible to extract the pressure data detected when the fuel pressure in the common rail is relatively high (close to the fuel injection pressure) immediately before the final pumping stage.
- the solution is to detect the fuel pressure in the common rail at every predetermined angle of the force crank angle.
- this solution is a common rail type fuel injection device including a fuel pump for pumping fuel, a common rail for storing fuel pumped from the fuel pump, and a fuel injection valve for injecting fuel supplied from the common rail. It is assumed that a fuel pressure detecting device for detecting the fuel pressure in the common rail is used in the above. A pressure detecting means for detecting the fuel pressure in the common rail every time a predetermined time elapses, and a storage means for receiving the output of the pressure detecting means and storing the fuel pressure in the common rail every elapse of the predetermined time. And are provided.
- the detection data of the fuel pressure in the common rail which is the basic data for obtaining the optimum fuel injection state (fuel injection timing and injection amount) according to the engine speed and the engine load, is acquired with high accuracy. , It can be memorized.
- the predetermined time interval for detecting the fuel pressure in the common rail is about several tens ⁇ sec to several msec (for example, about 5 msec).
- the crank angle detecting means for detecting the crank angle is provided, and the pressure detecting means receives the output of the crank angle detecting means and sets the detection start timing when detecting the fuel pressure in the common rail every predetermined time to the crank angle. It is configured to start on the basis of: That is, the detection operation of the fuel pressure in the common rail is started when the crank angle reaches a predetermined angle.
- a fuel pump that pumps fuel in multiple stages and raises the fuel pressure in the common rail to a predetermined fuel injection pressure at the end of the final pumping stage, a common rail that stores fuel pumped by the fuel pump power, and a common rail
- a fuel pressure detection device for detecting the fuel pressure in the common rail in a common rail type fuel injection device having a fuel injection valve for injecting the fuel supplied from the fuel cell.
- the crankshaft angle detecting means for detecting the crank angle and the output signal of the crank angle detecting means are supplied to the fuel pressure detecting device.
- Pressure detecting means for detecting the fuel pressure in the common rail before the fuel pressure feeding at every predetermined crank angle is provided.
- the fuel pressure in the common rail can be detected at a timing when the change in the fuel pressure in the common rail is small, and the detection accuracy of the fuel pressure can be improved.
- the present solution can detect the fuel pressure in the common rail at a desired timing, that is, can detect the fuel pressure in the common rail at a pinpoint, and for example, when controlling the engine based on the detection data. Applicable if
- the pressure detecting means detects the fuel pressure in the common rail at every predetermined angle of the crank angle after the fuel pumping one stage before the final pumping stage and before the start of the final pumping stage. In such a case, a pressure closer to the fuel injection pressure is detected, as described above, so that the accuracy of detecting the fuel pressure can be further improved.
- a common rail fuel injection device comprising the fuel pressure detection device according to any one of the above-described means, and configured to inject fuel supplied from a common rail toward a combustion chamber by a fuel injection valve.
- FIG. 1 is a diagram showing a common rail fuel injection device according to the embodiment.
- FIG. 2 is a cross-sectional view of the high-pressure pump viewed from the side.
- FIG. 3 is a cross-sectional view of the high-pressure pump as viewed from the front.
- FIG. 4 is a block diagram showing a schematic configuration of the crank angle identification device.
- FIG. 5 is a basic configuration diagram of a crank angle discriminating apparatus schematically showing first and second detecting means.
- FIG. 6 (a) is an explanatory diagram showing a reference position of the crank angle by the first detecting means.
- Fig. 6 (b) is an expanded view of the protrusion of the crankshaft synchronous rotating body.
- FIG. 6 (c) is a diagram illustrating a waveform signal formed by amplifying the electromagnetic pickup output signal detected by the first detector.
- Fig. 6 (d) shows the square wave pulse signal obtained by converting the waveform signal.
- FIG. 7A is an explanatory diagram showing a reference position of the cam angle by the second detecting means.
- Fig. 7 (b) is an expanded view of the protrusion of the camshaft synchronous rotating body.
- FIG. 7 (c) is a diagram showing a waveform signal formed by amplifying the electromagnetic pickup output signal detected by the second detector.
- FIG. 7D is a diagram illustrating a rectangular pulse signal obtained by converting a waveform signal.
- FIG. 8 is a waveform diagram of a pulse signal for explaining the basis for determining the first or second detection signal by the first determination unit.
- FIG. 9 is a waveform diagram of a pulse signal for explaining the basis for determining the third or fourth detection signal by the second determination means.
- FIG. 10 is a waveform diagram of a pulse signal for explaining the basis for the determination of the crank angle counting reference by the counting reference determining means.
- FIG. 11 is a diagram showing a table stored in the storage means.
- FIG. 12 is a time chart showing various waveforms detected along with the operation of the engine.
- FIG. 13 is a flowchart for explaining the operation of detecting the fuel pressure in the common rail.
- FIG. 14 is a flowchart showing an arithmetic processing operation for controlling the fuel pressure in the common rail using the table of the pressure detection data.
- FIG. 15 is a diagram showing a table stored in the storage unit in the second modification.
- FIG. 16 is a flowchart showing a pressure detection operation in the third modification.
- FIG. 17 is a diagram schematically showing the overall configuration of a fuel supply system of a conventional multi-cylinder diesel engine equipped with a common rail fuel injection device. BEST MODE FOR CARRYING OUT THE INVENTION
- Figure 1 shows a common rail fuel injector for a six-cylinder engine.
- the components of the common rail type fuel injection device shown in this figure are substantially the same as those of the common rail type fuel injection device described with reference to FIG. 17 above, and thus detailed description thereof will be omitted.
- the supply of fuel to each injector 1 is performed from the common rail 2 through a branch pipe 3 constituting a part of a fuel flow path.
- the fuel extracted from the fuel tank 4 via the filter 5 by the feed pump (low-pressure pump) 6 and pressurized to a predetermined suction pressure is sent to the high-pressure pump (fuel pump) 8 through the fuel pipe 7.
- the high-pressure pump 8 is a so-called plunger-type supply fuel supply pump that is driven by an engine, for example, to increase the pressure of the fuel to a high pressure determined based on an operation state or the like and supply the fuel to the common rail 2 through the fuel pipe 9.
- the detailed configuration of the high-pressure pump 8 will be described later.
- the fuel supplied to the high-pressure pump 8 is stored in the common rail 2 while being pressurized to a predetermined pressure, and supplied from the common rail 2 to each of the injectors 1, 1,.
- a plurality of injectors 1 are provided in accordance with the type of engine (the number of cylinders, in this embodiment, six cylinders).
- the fuel supplied from the common rail 2 is optimally controlled at an optimal injection timing under the control of the controller 12.
- the fuel is injected into the corresponding combustion chamber with an appropriate amount of fuel injection. Since the injection pressure of the fuel injected from the injector 1 is substantially equal to the pressure of the fuel stored in the common rail 2, to control the fuel injection pressure, the pressure in the common rail 2 is controlled.
- the fuel not consumed for injection into the combustion chamber is returned to the fuel tank 4 through the return pipe 11.
- the controller 12 which is an electronic control unit has information on the cylinder number and crank angle. Information has been entered.
- the controller 12 controls target fuel injection conditions (for example, target fuel injection timing, target fuel injection amount, target fuel injection amount, etc.) determined in advance based on the engine operating condition so that the engine output becomes an optimal output corresponding to the operating condition.
- the common fuel pressure is stored as a map or a function, and the target fuel injection condition (ie, fuel injection timing by the injector 1 and the fuel injection amount) corresponding to the signal indicating the current engine operating state detected by various sensors. Then, the operation of the injector 1 and the fuel pressure in the common rail are controlled so that the fuel injection is performed under the condition.
- the common rail 2 is provided with a pressure sensor 13, and a detection signal of the internal pressure of the common rail 2 detected by the pressure sensor 13 is sent to the controller 12. The transmission timing of the detection signal from the pressure sensor 13 to the controller 12 will be described later.
- the controller 12 controls the discharge amount of the high-pressure pump 8 so that the fuel pressure in the common rail 2 is constant. I do.
- the common rail fuel injection device accumulates the discharge fuel pumped from the high-pressure pump 8 into the common rail 2, and sets the appropriate fuel injection timing (fuel injection timing) and fuel injection amount (fuel injection timing) according to the operating state of the engine.
- the fuel is injected by driving the injector 1 with the fuel pressure in the common rail and the fuel injection period.
- the fuel pressure in the common rail is controlled by controlling the high-pressure pump 8 in accordance with the fuel injection from the injector 1 to pump the fuel, and by controlling the pumping amount, the common rail pressure is kept constant so as not to decrease. I am trying to do it.
- FIG. 2 is a cross-sectional view of the high-pressure pump 8 as viewed from the side
- FIG. 3 is a cross-sectional view of the high-pressure pump 8 as viewed from the front.
- the high-pressure pump 8 has a cam chamber 81a formed at the lower end of the pump housing 81.
- a crankshaft (not shown)
- a camshaft 82 that rotates at the same rotational speed as that of the crankshaft under the force is passed through the camshaft 82.
- a pair of cams 82 are provided at a predetermined interval in the axial direction of the camshaft 82.
- a and 82 a are formed.
- the cam 8 2 a is formed by a three-mounting cam so as to execute an ascending stroke of 3 degrees per rotation of the cam shaft 82 (a high-pressure fuel discharging stroke accompanying the rise of a plunger 84 described later).
- each cam 8 2a, 82 a performs three ascending strokes per rotation of the camshaft 82, and a total of six ascending strokes are executed. Since the crankshaft makes two revolutions in one cycle, the camshaft 82 also makes two revolutions in one cycle in synchronization with this, resulting in the execution of a 12-degree climbing stroke in one cycle. become. In other words, 12 pumpings are performed on the common rail 2.
- the engine according to the present embodiment is a six-cylinder engine.Therefore, after the fuel injection is performed for one cylinder and before the fuel injection is performed for another cylinder, the common rail 2 is not used.
- the fuel is pumped in two stages.
- the reason why the fuel is fed in two stages in this way is to suppress the peak value of the driving torque required to rotationally drive the camshaft 82.
- the pumping of the fuel is performed in two stages. If the fuel is fed in three or more stages, it is possible to further suppress the peak value of the driving torque.
- a pair of plunger barrels 8 3, 8 3 are provided in the upper part of the pump housing 81, and plungers 8 4, 8 4 are provided in the lower half of each plunger barrel 8 3, 8 3, respectively.
- a discharge valve 85a housed in the valve housing 85, 85 and a check valve inserted in the discharge valve 85a are provided in the upper half of the plunger barrels 83, 83.
- the plunger 84 has a cylindrical shape, and is fitted inside the plunger barrel 83 so as to be able to reciprocate vertically in the drawing.
- a plunger chamber 86 is formed between the upper end surface of the plunger 84 and the valve housing 85.
- the plunger chamber 86 communicates with a space above the check valve 85b housed in the valve housing 85 (space between the check valve 85b and the discharge valve 85a).
- the plunger 84 is located at the bottom dead center (when the plunger 84 is on the right side in FIG. 2), the plunger chamber 86 has a low pressure, and the plunger 84 is located at the top dead center. (When the plunger 84 is on the left side in FIG. 2), the pressure is high.
- the energized slider 8 4 b is disposed downward by the return spring 8 4 a
- the slider 84b has a cam roller 84c.
- the cam roller 84c is in contact with the outer surface of the cam 82a. Therefore, when the cam 82 a rotates due to the rotation of the cam shaft 82, the plunger 84 is reciprocated up and down via the cam roller 84 c and the slider 84 b. .
- the plunger chamber 86 has a low pressure when the plunger 84 is located at the bottom dead center as described above (when the plunger 84 is on the right side in FIG. 2), and the plunger 84 is top dead. When it is located at the point (in the state of the left plunger 84 in FIG. 2), the pressure is high.
- the reciprocating stroke of the plunger 84 is determined by the height difference of the cam 82a.
- the check valve 85b and the discharge valve 85a are subjected to downward biasing force by return springs 85c and 85d. As a result, the pressure above the check valve 85 b (the pressure in the space communicating with the plunger chamber 86) became lower by a predetermined pressure than the pressure in the fuel introduction path 87 as the plunger 84 was lowered. In this case, the check valve 85b opens against the urging force of the return spring 85c, The fuel in the charge introduction route 87 is introduced into the plunger room 86.
- the check valve 85b becomes ⁇
- the fuel introduction path 87 is closed by the biasing force of the return spring 85c, and at the same time, the discharge valve 85a is opened against the biasing force of the return spring 85d, and the fuel force in the plunger chamber 86 is released.
- the pump nozzle 81 is discharged toward the fuel pipe 9 via the discharge flow path 88 on the upper part.
- the crank angle discriminating apparatus includes a crank angle detecting function (a function as a crank angle detecting means in the present invention) and a cylinder number discriminating function (a function as a cylinder number judging (determining) means in the present invention). Has both.
- FIG. 4 is a functional block diagram showing a schematic configuration of the crank angle identification device 100
- FIG. 5 is a configuration diagram schematically showing first and second detection means in FIG.
- reference numeral 101 denotes an engine crankshaft
- 102 denotes a camshaft for intake and exhaust valves
- the camshaft 102 is moved relative to the crankshaft 101 by a mechanism (not shown). It rotates synchronously with a 1/2 reduction ratio.
- the crankshaft 101 includes first signal detecting means 111 for obtaining a detection signal for each first predetermined angle and a detection signal for each second predetermined angle related to the rotation of the crankshaft 101. ing.
- the first signal detecting means 111 comprises a crankshaft synchronous rotating body 112, which is integrally connected to the crankshaft 101 and rotates synchronously with the crankshaft 101, and extends along the outer periphery of the crankshaft synchronous rotating body 112. , And a plurality of protrusions 112 a,... Provided at predetermined angles, and a first detector 113 of an electromagnetic pickup type.
- Each of the protrusions 1 1 2 a of the crankshaft synchronous rotating body 1 1 2 is approximately equal to the circumferential width of each of the protrusions 1 1 2 a between the adjacent protrusions 1 1 2 a, 1 1 2 a. It protrudes radially outward at every 6 ° of crank angle with a small gap to the extent that it fits, and two protrusions 1 1 2a, 1 1 in front of the crank angle reference position A (see Fig. 6). 2a is continuously missing (this missing projection is referred to as a missing projection 1 1 2b). In this case, although the protrusions 1 1 2 a,...
- the detection signal at each first predetermined angle is a short-time detection signal output at every crank angle of 6 °, which is output every time the protrusion 112a is detected in the circumferential direction of the crankshaft synchronous rotating body 112. Therefore, it is detected 58 times when the crankshaft synchronous rotor 1 1 makes one rotation.
- the detection signal for each second predetermined angle is a detection signal having a long interval for detecting two missing protrusions 1 1 2b continuously missing in the circumferential direction of the crankshaft synchronous rotating body 112. This signal is detected only once when the crankshaft synchronous rotating body 112 makes one rotation.
- the camshaft 102 is provided with a second signal detecting means 1 2 1 for obtaining a detection signal at a third predetermined angle and a detection signal at a fourth predetermined angle related to the rotation of the camshaft 102.
- the second signal detecting means 122 is composed of a camshaft synchronous rotating body 122, which is rotatably connected to the shaft end of the camshaft 102 and rotates synchronously, and a camshaft synchronous rotating body 122.
- a plurality of protrusions 122 a,... Provided at predetermined angles along the outer circumference, and a second detector 123 of an electromagnetic pickup type are provided.
- the protrusions 122 of the force shaft synchronous rotating body 122 are radially outward at positions substantially corresponding to every cam angle 60 ° in the circumferential direction of the force shaft synchronous rotating body 122. It is projected.
- a single protrusion 1 2 2b is provided before the cam angle reference position B, specifically, at a position 6 ° away from the protrusion 12 2a of the cam angle reference position B at a cam angle of 12 °. It is projected.
- the third predetermined angle detection signal is a cylinder detection signal at a constant interval corresponding to each cylinder which is output each time a protrusion 122a is detected in the circumferential direction of the camshaft synchronous rotating body 122, and is a camshaft synchronous signal. It is detected six times when the rotating body 122 makes one rotation.
- the detection signal for each fourth predetermined angle is the interval between two consecutive detections of the projection 122a at the reference position B of the cam angle and the single projection 122b projecting in front of it. This is a specific detection signal of a short W pulse, and is detected only once (W pulse) when the camshaft synchronous rotating body 122 makes one rotation.
- the detection signal (electromagnetic pickup output signal) detected by 1 1 '3, 123 is amplified by the amplifying means of the signal detecting means of 1 1 1 or 121, and then square wave pulse by the waveform signal forming means. Converted to a signal.
- FIGS. 6 (c) and 7 (c), FIGS. 6 (d) and 7 (d) show the output of the amplifying means and the output of the waveform signal forming means, respectively. These pulse signals correspond to the protrusions 112a, 122a, and 122b, respectively.
- reference numeral 131 denotes first timer means serving as first measuring means.
- the first timer means 131 receives an output from the first detector 113, and receives the output from the crankshaft synchronous rotating body 111. Measurement of the time interval between the occurrence of the first and second detection signals obtained based on 2 is performed.
- Reference numeral 132 denotes second timer means as second measuring means.
- the ⁇ 2 timer means 132 receives the output from the second detector 123 and obtains the output based on the camshaft synchronous rotating body 122. The generation time intervals of the third and fourth detection signals are measured.
- Reference numeral 133 denotes a first determination unit.
- the first determination unit 133 receives the output from the first timer unit 131 and receives the output from the first timer unit 131, as shown in FIG.
- the measured time interval between the present and previous detection signals that is, the time interval Tm between the two detection signals between the adjacent protrusions 1 12a and 1 12a, and the previous and previous previous and previous times
- the first timer means 131 compares the generation time interval of the detection signal twice, that is, the generation time interval Tm-1 of the two detection signals between the immediately preceding projections 112a and 112a.
- the measured detection signal is a detection signal at each first predetermined angle (a detection signal at every 6 ° crank angle) or a detection signal at each second predetermined angle (a missing protrusion 112b is detected once per rotation.) Is determined.
- the first determination means 133 compares the generation time interval Tm of the detection signal measured by the first timer means 131 with the generation time interval Tm-1 of the immediately preceding detection signal, and 2 ⁇ TmZTm- When the relationship of 1 ⁇ 4 is satisfied, it is determined that the current detection signal is a detection signal for each second predetermined angle (a specific detection signal due to the missing protrusion 112b).
- “2” and “4”, which define the range of Tm / Tm-1 are constants that can be changed depending on the engine load, engine operating conditions such as immediately after start-up or acceleration / deceleration.
- reference numeral 134 denotes a second determination means.
- the second determination means 134 receives an output from the second timer means 132 and measures the output by the second timer means 132 as shown in FIG.
- the time interval between the occurrence of the current and previous detection signals that is, the time interval T n between the occurrence of the two detection signals between the adjacent protrusions 122a and 122a, and the time interval between the immediately preceding and last detection signals
- the occurrence time interval that is, the occurrence time interval Tn_l of the two detection signals between the immediately preceding protrusions 122a, 122a is compared with the detection signal measured by the second timer means 132.
- the second determination means 134 compares the generation time interval ⁇ ⁇ ⁇ of the detection signal measured by the second timer means 132 with the generation time interval ⁇ -1 of the immediately preceding detection signal, and ⁇ . ⁇ ⁇ When the relationship of ⁇ , ⁇ -1 ⁇ 0.5 is satisfied, it is determined that the current detection signal is the detection signal for each fourth predetermined angle (specific detection signal of W pulse). Note that “0.1” and “0.5” that specify the range of ⁇ / ⁇ -1 are the engine load, starting It is a constant that can be changed immediately after operation or according to engine operating conditions such as acceleration / deceleration.
- Reference numeral 135 denotes counting reference determining means.
- the counting reference determining means 135 receives outputs from the first determining means 133 and the second determining means 134.
- the first determination means 133 determines that the detection signal is a detection signal at each second predetermined angle (one specific detection signal per rotation), and the second determination means
- the determination of the detection signal (specific detection signal of the W pulse) at the fourth predetermined angle according to 13 4 was performed within the predetermined angle (for example, within 30 °) of the crankshaft synchronous rotating body 112. It is determined that the time point at which the first detection signal first measured by the first timer means 13 1 is the crank angle counting reference A (the reference position A of the crank angle), You. In this case, as shown in FIG.
- the crank angle counting reference A (the reference position A of the crank angle) is a pulse signal (protrusion 11) in the rotation direction of the crankshaft synchronous rotating body 112. 2a) is specified at the rising edge position.
- the reference position B of the cam angle is at the rising edge position of the pulse signal (projection 122a) in the rotation direction of the camshaft synchronous rotating body 122.
- reference numeral 14 1 denotes a counting means. The counting means 14 1 receives an output from the first determining means 13 3, and performs a first detection based on the crankshaft synchronous rotating body 1 12. Every time a signal is generated, the number of generated signals is counted.
- the counting means 141 is reset when the number of generations of the first detection signal based on the crankshaft synchronous rotating body 112 reaches a predetermined value.
- the counting means 14 is used at the time when “18” is obtained by subtracting two pulses. 1 is reset.
- the counting means 1 4 1 uses the cylinder number every time it is reset.
- the numbers are updated sequentially (1 ⁇ 2 ⁇ 3 ⁇ 4 ⁇ 5 ⁇ 6 ⁇ 1 ⁇ ⁇ ). That is, the cylinder number recognized when the number of signal generations of the detection signal based on the crankshaft synchronous rotating body 112 reaches “20” or “18” is sequentially updated.
- This fuel pressure detecting device includes a crank angle discriminating device 100 having a cylinder number discriminating function and a crank angle detecting function, a pressure sensor 13 as pressure detecting means, and a storage means 1 provided in the controller 12. It has a configuration with four.
- the storage means 14 is provided in the controller 12 and has an output signal from the crank angle identification device 100 having the cylinder number identification function and the crank angle detection function, a pressure sensor. It receives the output signal from 13 and stores the cylinder number, crank angle and fuel pressure in the common rail in association with each other. Specifically, the pressure sensor 13 detects the fuel pressure in the common rail at every 6 ° of the crank angle, and transmits the pressure detection result to the storage means 14.
- the storage means 14 creates the table shown in FIG. 11 by associating the cylinder number and the crank angle with the pressure detection data (fuel pressure data in the common rail) from the pressure sensor 13. Store this table.
- This table consists of k rows and n columns.
- the fuel pressure data in the common tray is centrally managed according to the state of each cylinder (stroke position such as the top dead center and bottom dead center of the piston) and the crank angle of the crankshaft. .
- This table stores the corresponding block (data written in the table).
- the pressure detection data is sequentially written and updated in the writing region, which is the region corresponding to the recognized cylinder number and the crank angle (number of pulses) at the timing when the pressure is detected.
- a new table may be created sequentially every two revolutions of the crankshaft. In other words, tables are created one after another.
- FIG. 2 is a time chart showing various waveforms detected with the operation of the engine.
- (A) shows the waveform of the crank angle signal transmitted by the crank angle sensor (constituted by the crank angle identification device 100), and (B) shows the cam angle sensor (also the crank angle identification device).
- FIG. 10 is a waveform of the cam angle signal transmitted by the apparatus 100 (each waveform is substantially the same as that of FIG. 10).
- (C) shows a phase change state of the high-pressure pump 8, and a hatched portion is a pumping stroke. In other words, one cycle (one peak) of the waveform (C) indicates the discharge operation of the high-pressure fuel by one reciprocating movement of the plunger 84 of the high-pressure pump 8.
- (D) is a waveform showing the change state of the common rail fuel pressure obtained by plotting the common rail fuel pressure detected at each predetermined crank angle (every 6 °).
- the pressure sensor 13 detects the fuel pressure in the common rail at the timing when the pulse of the waveform (A) falls (similarly at the passage timing of the missing protrusion 1 12b), and the pressure detection result
- the waveform of (D) is created based on.
- (E) is a waveform indicating the fuel injection rate indicating the injection timing of the injector 1.
- the fuel pressure in the common rail reaches a predetermined fuel injection pressure through two stages of pumping, and thereafter, the pressure repeatedly drops due to the fuel injection of one injector 1 ( Configuration where the above two pumping stages are performed Has already been mentioned). What _
- the first stage of pumping after fuel injection by injector 1 (the stage indicated by I in FIG. 12) is referred to as the first stage of pumping, and the second stage of pumping (stage indicated by III in FIG. 12). Is referred to as a second pumping stage.
- the non-pumping stage between the first pumping stage and the second pumping stage is called an intermediate pressure stage (stage indicated by II in FIG. 12), and is a period from the end of the second pumping stage to the start of fuel injection.
- the non-pumping stage (the stage indicated by IV in Fig. 12) is called the injection pressure stage.
- the fuel pressure in the common rail gradually increases, and at the fuel injection timing, the fuel pressure in the common rail drops sharply with the fuel injection of the injector 1.
- the fuel pressure in the common rail is relatively stable.
- the pressure sensor 13 is connected to the common rail in synchronization with the timing at which the pulse of the crank angle signal (A) falls at every 6 ° of the crank angle, that is, in FIG.
- the internal fuel pressure is detected and the result of the pressure detection is transmitted to the storage means 14.
- This storage means 14 is shown in FIG. 11 by associating the cylinder number, the crank angle, and the common rail fuel pressure with each other. I create a table and remember it.
- step ST 1 the pressure sensor 13 detects the fuel pressure in the common rail every time the crank angle rotates 6 ° from the initial angle (step ST 1), and the pressure detection result (sample ST The result is stored in the buffer of the storage means 14 in association with the cylinder number and the crank angle (step ST 2). This operation is repeated every time the crank angle rotates 6 °, and the above table is created based on these stored data.
- FIG. 14 is a flowchart showing an arithmetic processing operation for determining control conditions and the like of the fuel pressure in the common rail using the above table.
- step ST11 during the operation of detecting the fuel pressure in the common rail, it is determined whether or not the current crank angle POS is the timing for referring to the fuel pressure in the common rail. If this determination is YES, the process moves to step ST12.
- the pressure reference timing for example, the timing is set in consideration of the time for extracting the pressure data and the time required for the arithmetic processing, going back from the timing of executing the control condition obtained by the arithmetic processing.
- step ST21 the fuel pressure data in the common rail corresponding to the cylinder number CYL and the predetermined crank angle POS are extracted with reference to the table, and sent to the calculation buffer.
- the pressure data is used, for example, to calculate a condition for obtaining an optimum fuel pressure in the common rail.
- the fuel pressure in the common rail is detected for each predetermined crank angle and the data is tabulated, so that the engine speed, engine load, etc. It is possible to acquire with high accuracy the detection data of the fuel pressure in the common rail, which is the basic data for obtaining the optimal fuel injection state (fuel injection timing and injection amount) according to the conditions, and store it.
- the table makes it possible to easily recognize the fluctuation pattern of the fuel pressure in the common rail according to the cylinder number and the crank angle. As a result, it is possible to accurately build a control program for controlling the fuel pressure in the common rail and the control of the fuel injection timing and the amount of fuel injection associated therewith, thereby realizing highly efficient engine operation control. Can It becomes.
- the timing for detecting the fuel pressure in the common rail is defined for each predetermined angle of the crank angle, so that the reproducibility of data is good, and the control of the fuel pressure in the common rail and the engine Suitable data to be used when performing control can be obtained.
- a data discriminating means 15 for discriminating data relating to the fuel pressure in the common rail before the fuel pumping at I and before the next fuel pumping (that is, the second pumping step III) is provided.
- the data discriminating means 15 discriminates the data detected in the intermediate pressure stage II which is the non-pumping stage between the first pumping stage I and the second pumping stage III, The data can be extracted as needed.
- the change state of the fuel pressure in the common rail may be recognized to determine that the data is detected in the intermediate pressure stage II, or the crank angle signal (A :), the cam angle
- the signal (B) and the waveform of the phase (C) of the high-pressure pump 8 are compared to determine the data detected in the intermediate pressure stage II.
- the data extracted and determined by the data determination means 15 include a state in which the fuel pressure in the common rail has not reached the fuel injection pressure and a state in which the fuel has not been fed into the common rail 2. It was detected in the intermediate pressure stage II).
- the pressure data detected at this timing may be during or after fuel injection depending on the set value of the fuel injection timing. , Which is not the desired data. For this reason, in this modified example, the pressure data detected at a timing outside the timing at which the fuel pressure in the common rail may suddenly change due to the execution of the fuel injection is extracted, so that highly reliable pressure data is extracted. So that you can get it.
- the fuel is pumped to the common rail 2 in two stages of the first pumping stage I and the second pumping stage III, and between the first pumping stage I and the second pumping stage III.
- the data detected in the intermediate pressure stage II which is a non-pumping stage, can be determined and extracted by the data determination means 15.
- the most reliable timing the pressure state closest to the fuel injection pressure It is possible to acquire the fuel pressure data in the common rail detected at (timing).
- the fuel pressure in the common rail is detected at every predetermined crank angle.
- the fuel pressure in the common rail is detected every time a predetermined time elapses.
- the fuel pressure in the common rail is detected by the pressure sensor 13 every 5 msec during the operation of the engine, and the detected data is transmitted to the storage means, and the table shown in Fig. 15 is created. I do.
- the time interval of this pressure detection timing is limited to 5 msec.
- the force can be set arbitrarily. In order to satisfactorily recognize the fluctuation pattern of the fuel pressure in the common rail, the force is preferably about several tens ⁇ sec to several msec.
- the table shown in FIG. 15 is a table obtained by tapering n times of sampling, that is, fuel pressure data in the common rail detected during 5 ⁇ n (msec).
- the detection data of the common rail internal combustion pressure which is the basic data for obtaining the optimum fuel injection state (fuel injection timing and injection amount) according to the engine speed and the engine load, is acquired with high accuracy. , It can be memorized.
- the detection start timing for detecting the fuel pressure in the common rail every predetermined time elapses based on the crank angle the fuel pressure in the common rail 2 changes with time. Based data can be obtained for the required period. Therefore, the detection load on the control device can be reduced, and the compatibility between the acquired data and the desired data can be improved.
- the timing for detecting the fuel pressure in the common rail is defined every elapse of a predetermined time, so that suitable data for analyzing a physical phenomenon during the operation of the engine can be obtained. .
- the fuel pressure in the common rail as data suitable for analyzing the state of pulsation occurring in the common rail.
- the detected fuel pressure data in the common rail is tabulated.
- the fuel pressure in the common rail is detected at every predetermined crank angle (for example, every 6 °), but the fuel pressure in the common rail is detected without tabulating the fuel pressure data in the common rail.
- the data is used as it is as fuel pressure control data in the common rail.
- the stage before the final pumping stage (the second pumping stage III), that is, after the fuel pumping in the first pumping stage I, the fuel pumping in the next stage (that is, the second pumping stage III) Step ⁇ ) Detect the fuel pressure in the common rail up to the previous time. Is used as data for fuel pressure control in the common rail.
- FIG. 16 is a flowchart showing the pressure detection operation in the present modification.
- step ST21 it is determined whether the crank angle has reached a predetermined crank angle or not.
- step ST2.2 the fuel in the common rail is detected by the pressure sensor 13 in step ST2.2.
- Detect pressure perform pressure sampling process.
- step ST23 the detected common-rail internal-combustion-material pressure data is used as the data for controlling the fuel pressure in the common rail, and the fuel pressure in the common rail is executed (for example, the operation control of the high-pressure pump 8).
- the fuel pressure in the common rail has not reached the fuel injection pressure, and the fuel is not being pumped into the common rail 2.
- To detect the fuel pressure in the common rail That is, since the fuel pressure in the common rail is detected at a timing when the pressure change is relatively stable, the detection accuracy of the fuel pressure in the common rail can be improved.
- the present invention is applied to the common rail fuel injection device provided in the fuel supply system of the six-cylinder diesel engine.
- the present invention is not limited to this, and is applicable to various types of engines such as a four-cylinder diesel engine.
- the detection of the pulse signal may be at a rising position of the pulse or at a rising position. Further, the pulse signal may be detected at any position in the pulse signal.
- the fuel pressure detection device of the common rail fuel injection device according to the present invention and the common rail fuel injection device equipped with the fuel pressure detection device collect fuel pressure data in the common rail during engine operation.
- the fuel pressure in the common rail is detected at every predetermined crank angle, or the fuel pressure in the common rail is detected every predetermined time. This is useful for improving the accuracy of the data and the value of the detection data. Therefore, according to the present invention, it is possible to easily recognize the fluctuation pattern of the fuel pressure in the common rail according to the cylinder number and the crank angle, and to improve the accuracy of the detection data of the fuel pressure in the common rail. Can be.
- a control program for appropriately controlling the fuel pressure in the common rail and the accompanying control of the fuel injection timing and injection amount can be accurately constructed, and a high-efficiency engine operation control can be performed. Can be realized.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP03799137A EP1548262B1 (en) | 2002-09-30 | 2003-09-25 | Fuel pressure detection device for common rail type fuel injection device, and common rail type fuel injection device having such fuel pressure detection device |
US10/506,793 US7267106B2 (en) | 2002-09-30 | 2003-09-25 | Fuel pressure detector for common rail type fuel injection apparatus, and common rail type fuel injection apparatus equipped with the fuel pressure detector |
AU2003266634A AU2003266634A1 (en) | 2002-09-30 | 2003-09-25 | Fuel pressure detection device for common rail type fuel injection device, and common rail type fuel injection device having such fuel pressure detection device |
DE60329203T DE60329203D1 (de) | 2002-09-30 | 2003-09-25 | Kraftstoffdruckerfassungsvorrichtung für common-rail-kraftstoffeinspritzvorrichtung und common-rail-kraftstoffeinspritzvorrichtung mit solch einer kraftstoffdruckerfassungsvorrichtung |
AT03799137T ATE442521T1 (de) | 2002-09-30 | 2003-09-25 | Kraftstoffdruckerfassungsvorrichtung für common- rail-kraftstoffeinspritzvorrichtung und common- rail-kraftstoffeinspritzvorrichtung mit solch einer kraftstoffdruckerfassungsvorrichtung |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2002-285873 | 2002-09-30 | ||
JP2002285873A JP3965098B2 (ja) | 2002-09-30 | 2002-09-30 | コモンレール式燃料噴射装置の燃料圧力検出装置及びその燃料圧力検出装置を備えたコモンレール式燃料噴射装置 |
Publications (1)
Publication Number | Publication Date |
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WO2004031561A1 true WO2004031561A1 (ja) | 2004-04-15 |
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PCT/JP2003/012292 WO2004031561A1 (ja) | 2002-09-30 | 2003-09-25 | コモンレール式燃料噴射装置の燃料圧力検出装置及びその燃料圧力検出装置を備えたコモンレール式燃料噴射装置 |
Country Status (9)
Country | Link |
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US (1) | US7267106B2 (ja) |
EP (1) | EP1548262B1 (ja) |
JP (1) | JP3965098B2 (ja) |
KR (1) | KR20050051582A (ja) |
CN (1) | CN100357584C (ja) |
AT (1) | ATE442521T1 (ja) |
AU (1) | AU2003266634A1 (ja) |
DE (1) | DE60329203D1 (ja) |
WO (1) | WO2004031561A1 (ja) |
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DE102017217113A1 (de) * | 2017-09-26 | 2019-03-28 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Verbrennungsmotors und elektronisches Steuergerät für einen Verbrennungsmotor |
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JP7120081B2 (ja) * | 2019-03-01 | 2022-08-17 | 株式会社デンソー | 燃料噴射ポンプ |
JP7331776B2 (ja) * | 2020-05-21 | 2023-08-23 | トヨタ自動車株式会社 | 燃圧推定システム、データ解析装置、燃料供給装置の制御装置 |
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- 2003-09-25 US US10/506,793 patent/US7267106B2/en not_active Expired - Fee Related
- 2003-09-25 AT AT03799137T patent/ATE442521T1/de not_active IP Right Cessation
- 2003-09-25 CN CNB038057832A patent/CN100357584C/zh not_active Expired - Fee Related
- 2003-09-25 DE DE60329203T patent/DE60329203D1/de not_active Expired - Fee Related
- 2003-09-25 WO PCT/JP2003/012292 patent/WO2004031561A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
---|---|
US20050103311A1 (en) | 2005-05-19 |
EP1548262B1 (en) | 2009-09-09 |
DE60329203D1 (de) | 2009-10-22 |
JP2004124716A (ja) | 2004-04-22 |
AU2003266634A1 (en) | 2004-04-23 |
EP1548262A1 (en) | 2005-06-29 |
KR20050051582A (ko) | 2005-06-01 |
CN100357584C (zh) | 2007-12-26 |
ATE442521T1 (de) | 2009-09-15 |
CN1643243A (zh) | 2005-07-20 |
EP1548262A4 (en) | 2005-12-07 |
JP3965098B2 (ja) | 2007-08-22 |
US7267106B2 (en) | 2007-09-11 |
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