WO2008072569A1 - Fuel injection controller - Google Patents
Fuel injection controller Download PDFInfo
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- WO2008072569A1 WO2008072569A1 PCT/JP2007/073682 JP2007073682W WO2008072569A1 WO 2008072569 A1 WO2008072569 A1 WO 2008072569A1 JP 2007073682 W JP2007073682 W JP 2007073682W WO 2008072569 A1 WO2008072569 A1 WO 2008072569A1
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- WIPO (PCT)
- Prior art keywords
- fuel injection
- predetermined temperature
- temperature
- fuel
- deceleration
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
Definitions
- the present invention relates to a fuel injection control device for an internal combustion engine, and more particularly to a device that improves drivability.
- Patent Document 1 Japanese Patent No. 3428407
- Patent Document 1 Japanese Patent Laid-Open No. 5-187301
- the present invention has been made in view of the above circumstances, and a fuel injection control method capable of suppressing deterioration of a feeling of deceleration at low temperatures, improving drivability, and ensuring a more comfortable traveling state, and The apparatus is provided.
- the fuel injection control in the fuel injection control device configured to perform the smooth injection in which the fuel injection is performed gradually over time at the time of normal temperature deceleration.
- a fuel injection control method configured to increase the amount of smoothing and perform smoothing injection when it is determined that a predetermined temperature condition that causes deterioration of the deceleration feeling has occurred in the vehicle.
- the fuel injection valve has a plurality of fuel injection valves and an electronic control unit that controls the operation of the fuel injection valves, and at the time of normal temperature deceleration, the fuel injection is performed over time.
- a fuel injection control device configured to be able to gradually perform smooth injection
- the electronic control unit determines whether or not a predetermined temperature condition that causes a deterioration in the feeling of deceleration has occurred in the vehicle, and if it is determined that a predetermined temperature condition that causes a deterioration in the feeling of deceleration has occurred in the vehicle.
- a fuel injection control device configured to increase the amount of smoothing and perform smoothing injection.
- FIG. 1 is a configuration diagram showing a configuration example of a fuel injection control device in an embodiment of the present invention.
- FIG. 2 is a subroutine showing the overall procedure of the fuel injection control process in the fuel injection control device shown in FIG.
- FIG. 3 is a subroutine flowchart showing a more specific procedure of a deceleration injection amount smoothing amount calculation process shown in the flowchart of FIG. 2.
- FIG. 4 is an explanatory view for explaining the smoothing injection operation in the embodiment of the present invention
- FIG. 4 (A) is a diagram illustrating an accelerator pedal for deceleration from an acceleration state where the accelerator pedal is depressed.
- the control signal generated by the electronic control unit corresponding to the change of the injection fuel change and the increase in the smoothing amount in the normal smoothing injection together with the control signal generated by the electronic control unit.
- Figure 4 (B) is an explanatory diagram that schematically shows the change in injected fuel during injection with smoothed injection, and the accelerator pedal is depressed to decelerate from the acceleration state where the accelerator pedal is depressed.
- FIG. 6 is an explanatory diagram schematically showing a change in vehicle speed at that time together with a control signal generated in the electronic control unit in response to the cancellation.
- the fuel injection control device is a so-called common rail fuel injection control device.
- This common rail type fuel injection control device supplies a plurality of fuel injection valves 2 -— !! 2-- ⁇ that inject fuel to the cylinders of the diesel engine 1 and high-pressure fuel that supplies fuel injection valves 2 -— !! 2-- ⁇ .
- Common rail 3 to store and high pressure to pump high pressure fuel to common rail 3
- the pump 4 is roughly divided into a feed pump 5 that supplies fuel from the fuel tank 6 to the high-pressure pump 4 and an electronic control unit 11 that executes the smoothing injection control described later. .
- the force and the structure itself are the same as the basic structure of this kind of fuel injection control device that has been well known.
- the fuel in the fuel tank 6 is pumped to the high pressure pump 4 by the feed pump 5, and the pumped fuel is pumped to the common rail 3 by the high pressure pump 4 as high pressure fuel. It has become.
- piping is provided so that excess fuel in the common rail 3 is returned to the fuel tank 6!
- the fuel injection valves 2—;! To 2— n are provided for each cylinder of the diesel engine 1.
- Each of the fuel injection valves 2 is supplied with high-pressure fuel from the common rail 3, and is controlled by an injection control by the electronic control unit 11. Fuel injection and annealing injection are performed.
- the electronic control unit 11 has, for example, a memory element (not shown) such as a RAM or a ROM around a microcomputer (not shown) having a known / known configuration,
- a memory element such as a RAM or a ROM around a microcomputer (not shown) having a known / known configuration
- the fuel injection valve 2—;! To 2— n is composed of a drive circuit (not shown) for driving the main component.
- the electronic control unit 11 includes a rotation sensor 12 for detecting the engine speed, an accelerator opening sensor 13 for detecting the accelerator opening, an outside air temperature sensor 14 for detecting the outside air temperature, and a cooling water for the diesel engine 1.
- a rotation sensor 12 for detecting the engine speed
- an accelerator opening sensor 13 for detecting the accelerator opening
- an outside air temperature sensor 14 for detecting the outside air temperature
- FIG. 2 shows a subroutine flowchart showing the procedure of the fuel injection control process executed by the electronic control unit 11.
- the fuel injection in the embodiment of the present invention will be described with reference to FIG. The control process will be described.
- the annealing control refers to a process of slowing a sudden increase in fuel injection amount or a sudden decrease in fuel injection amount when the vehicle is suddenly accelerated or decelerated.
- the embodiment of the present invention is a force that is an example of smoothing control during deceleration. Normally, smoothing control is also performed during acceleration to prevent occurrence of surging during rapid acceleration.
- step S400 fuel injection with smoothing control is performed.
- FIG. 3 shows a subroutine flowchart showing a more specific processing procedure of the above-described deceleration injection amount smoothing amount calculation (see step S300 in FIG. 2).
- step S300 in FIG. 2
- FIG. 3 shows a subroutine flowchart showing a more specific processing procedure of the above-described deceleration injection amount smoothing amount calculation (see step S300 in FIG. 2).
- the temperature condition is a predetermined temperature that causes a feeling of deceleration (see step S302 in FIG. 3).
- the predetermined temperature condition that causes the deterioration of the feeling of deceleration specifically refers to, for example, the outside air temperature, the water temperature of the engine cooling water or the fuel temperature being equal to or lower than a predetermined temperature that causes the deterioration of the feeling of deceleration. In such a case, it is preferable that the temperature reaches a predetermined temperature range.
- the temperature of the engine cooling water or the fuel temperature is equal to or lower than a predetermined temperature that causes a deterioration in the feeling of deceleration, or has reached a predetermined temperature range.
- step S302 when it is determined in step S302 that the outside air temperature, the water temperature of the engine cooling water or the fuel temperature force has become lower than a predetermined temperature that causes deterioration of the feeling of deceleration, or has been in a predetermined temperature range (YES) In the case of), the amount of smoothing is increased with respect to the deceleration injection amount. That is, when it is determined that the outside air temperature, the engine coolant water temperature or the fuel temperature is equal to or lower than a predetermined temperature causing deterioration of the deceleration feeling, or in a predetermined temperature range.
- step S304 a smoothing amount that takes into account a predetermined increase amount is obtained based on a predetermined arithmetic expression, a map, and the like (see step S304 in FIG. 3). Then, after the processing of step S304, the process returns to the subroutine shown in FIG.
- the annealing control is performed when the vehicle suddenly increases or decreases suddenly. It is a process that slows down the amount of fuel, and it is “smoothly” to slow down the sudden increase in fuel injection amount or the sudden decrease in fuel injection amount.
- a large “smoothness”, in other words, a large “smoothing amount” means that the slow increase in fuel injection amount or the slow decrease in fuel injection amount slows down. It ’s bigger. In other words, to express numerically that the slowness is large, it means that the amount of change in the two consecutive fuel injection amounts is smaller.
- step S304 increasing the amount of annealing compared to the normal time means that the change amount of the fuel injection amount is made slower than the normal time.
- the better factor is to reduce / J.
- step S302 if it is determined in step S302 that the outside air temperature, the engine cooling water temperature, or the fuel temperature is not lower than a predetermined temperature that causes deterioration of the feeling of deceleration or does not reach a predetermined temperature range.
- a normal smoothing amount that does not take into account such a decrease in engine coolant water temperature or fuel temperature is calculated (see step S306 in FIG. 3).
- the normal smoothing amount is further increased.
- the deterioration of the deceleration feeling is avoided as described below with reference to FIG.
- FIG. 4 (A) when the accelerator pedal is depressed to decelerate from the acceleration state where an accelerator pedal (not shown) is depressed, the corresponding electronic device is released.
- the control signal generated by the control unit 11 is indicated by a solid line, and the change in the injected fuel when the normal smoothing injection is accompanied at that time is schematically indicated by a dotted line, and the amount of the smoothing is increased.
- the change of the injected fuel in the case where the injection is carried out and accompanied by the annealing injection is schematically shown by a one-dot chain line.
- the horizontal direction represents the passage of time
- the vertical direction represents the logical change between logical high and logical low in the control signal. In this case, it represents the amount of injected fuel.
- FIG. 4 (B) an example of the same control signal as shown in FIG. 4 (A) is indicated by a solid line, and the change in the vehicle speed due to the change in the control signal is schematically represented by two. It is shown with a dotted line.
- the horizontal direction represents the passage of time
- the vertical direction represents the logical change between the logical value High and the logical value Low for the control signal
- the characteristic line indicating the vehicle speed change It represents the vehicle speed.
- the electronic control unit 11 As shown by the solid line in Fig. 4 (A), a control signal that switches from a logic high state to a logic low level is generated and used for injection control triggering. .
- the vehicle is not in a state where it is determined that the vehicle is in a predetermined temperature state that causes a feeling of deceleration to deteriorate!
- the accelerator as shown by the solid line in FIG.
- a control signal corresponding to the operation of the pedal is generated and a deceleration request is generated, normal fuel injection is performed at a time up to a predetermined injection amount Q1 almost simultaneously with the generation of the control signal.
- a predetermined injection amount Q2 (Q2> Q1) determined in advance is almost simultaneously with the generation of the control signal. Usually, the injection is performed almost at once without any further injection. And reached the fuel injection amount Q2. Thereafter, the smoothing injection (see step S304 in FIG. 3) force S is performed with a larger amount of annealing than in the normal case (see the two-dot chain line in FIG. 4 (A)).
- the cooling water temperature or the fuel temperature when the engine cooling water temperature and the fuel temperature are lowered to such a degree that the feeling of deceleration is deteriorated, and the temperature depending on the respective temperatures.
- the characteristic line of the fuel injection with the better injection is to the right of the dashed line in Fig. 4 (A). There will be more than one on the side.
- the fuel injection control method and the fuel injection control device according to the present invention are particularly suitable for use in a common rail fuel injection control device employing so-called smoothing control of fuel injection.
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- 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)
Abstract
More comfortable traveling state is ensured by suppressing deterioration in deceleration feeling at low temperature and enhancing drivability. When a decision is made that the water temperature of engine cooling water or the fuel temperature has dropped below a predetermined temperature possibly causing deterioration in deceleration feeling or reached a predetermined temperature region, slow-down amount is incremented and a large-scale slow-down injection is performed such that time required for injection is prolonged and the quantity of fuel injected in unit time is decreased as compared with slow-down injection performed at a normal temperature. Drivability is enhanced by suppressing deterioration in deceleration feeling and preventing difference from occurring between it and deceleration feeling of slow-down injection at a normal temperature.
Description
明 細 書 Specification
燃料噴射制御装置 Fuel injection control device
技術分野 Technical field
[0001] 本発明は、内燃機関の燃料噴射制御装置に係り、特に、ドライバビリティの向上等 を図ったものに関する。 TECHNICAL FIELD [0001] The present invention relates to a fuel injection control device for an internal combustion engine, and more particularly to a device that improves drivability.
背景技術 Background art
[0002] 従来から、ディーゼルエンジンを用いた車両において、その加速の際に生ずるショ ックを軽減するため、燃料噴射量を加速増量する際に、その増量速度を鈍化させて 噴射を行ういわゆるなまし制御が良く知られている、例えば、駆動系のフリクションを 検出し、その検出結果に基づいてロードロード噴射量を求めて、このロードロード噴 射量近傍の噴射量の領域において、燃料噴射量の増減速度を鈍化させる、いわゆ るなまし制御を行うようにしたものなどが提案されている（例えば、特許文献 1等参照） [0002] Conventionally, in a vehicle using a diesel engine, in order to reduce a shock generated during acceleration, when increasing the fuel injection amount, the so-called injection is performed by slowing the increase rate. More well known control, for example, detecting the friction of the drive system, obtaining the road load injection amount based on the detection result, and in the region of the injection amount in the vicinity of this road load injection amount, the fuel injection amount A so-called smoothing control that slows the speed of increase / decrease in speed has been proposed (see, for example, Patent Document 1).
[0003] また、燃料噴射のいわゆるなまし制御を行うコモンレール式燃料噴射装置にあって 、減速時のなまし量に基づいてレール圧を制御し、走行性の向上と共に、排ガス性 能の向上を図ったものなども提案されている (例えば、特許文献 2等参照）。 [0003] Further, in a common rail fuel injection device that performs so-called smoothing control of fuel injection, rail pressure is controlled based on the amount of smoothing during deceleration to improve running performance and exhaust gas performance. Some of these have been proposed (see, for example, Patent Document 2).
ところで、車両は、ある雰囲気温度以下になると、各種のフリクションが高くなり減速 感が強くなり、走行性（ドライバビリティ）が悪化することは知られている力、このような 低温時における減速感に対して上述した従来技術は、十分な解決を与えるものとは 言い難ぐより適切な噴射制御が望まれている。 By the way, when the vehicle is below a certain ambient temperature, various frictions become higher and the feeling of deceleration becomes stronger, and it is known that the drivability deteriorates. On the other hand, it is difficult to say that the above-described conventional technology provides a sufficient solution, and more appropriate injection control is desired.
特許文献 1：特許第 3428407号公報 Patent Document 1: Japanese Patent No. 3428407
特許文献 1：特開平 5— 187301号公報 Patent Document 1: Japanese Patent Laid-Open No. 5-187301
発明の開示 Disclosure of the invention
発明が解決しょうとする課題 Problems to be solved by the invention
[0004] 本発明は、上記実状に鑑みてなされたもので、低温時における減速感の悪化を抑 圧し、ドライバビリティを向上し、より快適な走行状態を確保することのできる燃料噴射 制御方法及びその装置を提供するものである。
課題を解決するための手段 [0004] The present invention has been made in view of the above circumstances, and a fuel injection control method capable of suppressing deterioration of a feeling of deceleration at low temperatures, improving drivability, and ensuring a more comfortable traveling state, and The apparatus is provided. Means for solving the problem
[0005] 本発明の第 1の形態によれば、常温減速時に、燃料噴射を時間の経過に対して徐 々に行うなまし噴射を行うよう構成されてなる燃料噴射制御装置における燃料噴射制 御方法であって、 [0005] According to the first embodiment of the present invention, the fuel injection control in the fuel injection control device configured to perform the smooth injection in which the fuel injection is performed gradually over time at the time of normal temperature deceleration. A method,
減速感の悪化を招く所定の温度状況が車両に生じたと判定された際に、なまし量を 増やしてなまし噴射を行うよう構成されてなる燃料噴射制御方法が提供される。 また、本発明の第 2の形態によれば、複数の燃料噴射弁を有すると共に、当該燃料 噴射弁の動作を制御する電子制御ユニットを有し、常温減速時に、燃料噴射を時間 の経過に対して徐々に行うなまし噴射可能に構成されてなる燃料噴射制御装置であ つて、 Provided is a fuel injection control method configured to increase the amount of smoothing and perform smoothing injection when it is determined that a predetermined temperature condition that causes deterioration of the deceleration feeling has occurred in the vehicle. In addition, according to the second aspect of the present invention, the fuel injection valve has a plurality of fuel injection valves and an electronic control unit that controls the operation of the fuel injection valves, and at the time of normal temperature deceleration, the fuel injection is performed over time. A fuel injection control device configured to be able to gradually perform smooth injection,
前記電子制御ユニットは、減速感の悪化を招く所定の温度状況が車両に生じたか 否かを判定し、減速感の悪化を招く所定の温度状況が車両に生じたと判定された場 合に、なまし量を増やしてなまし噴射を行うよう構成されてなる燃料噴射制御装置が 提供される。 The electronic control unit determines whether or not a predetermined temperature condition that causes a deterioration in the feeling of deceleration has occurred in the vehicle, and if it is determined that a predetermined temperature condition that causes a deterioration in the feeling of deceleration has occurred in the vehicle. There is provided a fuel injection control device configured to increase the amount of smoothing and perform smoothing injection.
発明の効果 The invention's effect
[0006] 本発明によれば、従来考慮されたなかった減速感の悪化が生じるような車両の温 度状況にあっても、常温時における減速感との違いを感ずることがなぐドライバビリ ティの向上を図り、従来に比してより快適な走行状態を確保することができるという効 果を奏するものである。 [0006] According to the present invention, even in a vehicle temperature situation in which deterioration of a feeling of deceleration that has not been considered in the past has occurred, a drivability that does not cause a difference from a feeling of deceleration at room temperature can be felt. The improvement is achieved, and it is possible to secure a more comfortable driving state than before.
図面の簡単な説明 Brief Description of Drawings
[0007] [図 1]本発明の実施の形態における燃料噴射制御装置の構成例を示す構成図であ FIG. 1 is a configuration diagram showing a configuration example of a fuel injection control device in an embodiment of the present invention.
[図 2]図 1に示された燃料噴射制御装置における燃料噴射制御処理の全体的手順を 示すサブノレ一チンフローチャートである。 2 is a subroutine showing the overall procedure of the fuel injection control process in the fuel injection control device shown in FIG.
[図 3]図 2のフローチャートに示された減速噴射量なまし量算出処理のより具体的な 手順を示すサブルーチンフローチャートである。 FIG. 3 is a subroutine flowchart showing a more specific procedure of a deceleration injection amount smoothing amount calculation process shown in the flowchart of FIG. 2.
[図 4]本発明の実施の形態におけるなまし噴射動作を説明する説明図であって、図 4 (A)は、アクセルペダルが踏まれた加速状態から、減速のためにアクセルペダルの
踏み込みが解除された際に、それに対応して電子制御ユニットにお!/、て生成される 制御信号と共に、通常のなまし噴射を伴う噴射における噴射燃料の変化、及び、なま し量の増量が行われてなまし噴射を伴う噴射における噴射燃料の変化を模式的に示 した説明図、図 4(B)は、アクセルペダルが踏まれた加速状態から、減速のためにァ クセルペダルの踏み込みが解除された際に、それに対応して電子制御ユニットにお いて生成される制御信号と共に、その際の車速の変化を模式的に示した説明図であ FIG. 4 is an explanatory view for explaining the smoothing injection operation in the embodiment of the present invention, and FIG. 4 (A) is a diagram illustrating an accelerator pedal for deceleration from an acceleration state where the accelerator pedal is depressed. When the depression is released, the control signal generated by the electronic control unit corresponding to the change of the injection fuel change and the increase in the smoothing amount in the normal smoothing injection together with the control signal generated by the electronic control unit. Figure 4 (B) is an explanatory diagram that schematically shows the change in injected fuel during injection with smoothed injection, and the accelerator pedal is depressed to decelerate from the acceleration state where the accelerator pedal is depressed. FIG. 6 is an explanatory diagram schematically showing a change in vehicle speed at that time together with a control signal generated in the electronic control unit in response to the cancellation.
符号の説明 Explanation of symbols
[0008] 1···ディーゼルエンジン [0008] 1 ... Diesel engine
1 η···燃料噴射弁 1 η ... Fuel injection valve
3···コモンレーノレ 3 ... Common Lenore
11···電子制御ユニット 11 ... Electronic control unit
12···回転センサ 12 ... Rotation sensor
13···アクセル開度センサ 13 Accelerator position sensor
14···外気温センサ 14 ··· Outside air temperature sensor
15···水温センサ 15 ... Water temperature sensor
16···燃料温度センサ 16 .. Fuel temperature sensor
発明を実施するための最良の形態 BEST MODE FOR CARRYING OUT THE INVENTION
[0009] 以下、本発明の実施の形態について、図 1乃至図 4を参照しつつ説明する。 Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 4.
なお、以下に説明する部材、配置等は本発明を限定するものではなぐ本発明の 趣旨の範囲内で種々改変することができるものである。 The members, arrangements, and the like described below can be variously modified within the scope of the present invention, which does not limit the present invention.
最初に、本発明の実施の形態における燃料噴射制御装置の構成例について、図 1 を参照しつつ説明する。 First, a configuration example of the fuel injection control device in the embodiment of the present invention will be described with reference to FIG.
[0010] 本発明の実施の形態における燃料噴射制御装置は、いわゆるコモンレール式燃料 噴射制御装置である。 [0010] The fuel injection control device according to the embodiment of the present invention is a so-called common rail fuel injection control device.
このコモンレール式燃料噴射制御装置は、ディーゼルエンジン 1の気筒へ燃料を 噴射供給する複数の燃料噴射弁 2— ;! 2— ηと、燃料噴射弁 2— ;! 2— ηへ供給 する高圧燃料を蓄えるコモンレール 3と、コモンレール 3へ高圧燃料を圧送する高圧
ポンプ 4と、燃料タンク 6から高圧ポンプ 4へ燃料を供給するフィードポンプ 5と、後述 するなまし噴射制御などを実行する電子制御ユニット 11とに大別されて構成されたも のとなつている。力、かる構成自体は、従来から良く知られているこの種の燃料噴射制 御装置の基本的な構成と同一のものである。 This common rail type fuel injection control device supplies a plurality of fuel injection valves 2 -— !! 2--η that inject fuel to the cylinders of the diesel engine 1 and high-pressure fuel that supplies fuel injection valves 2 -— !! 2--η. Common rail 3 to store and high pressure to pump high pressure fuel to common rail 3 The pump 4 is roughly divided into a feed pump 5 that supplies fuel from the fuel tank 6 to the high-pressure pump 4 and an electronic control unit 11 that executes the smoothing injection control described later. . The force and the structure itself are the same as the basic structure of this kind of fuel injection control device that has been well known.
[0011] 力、かる構成において、燃料タンク 6の燃料は、フィードポンプ 5で高圧ポンプ 4へ汲 み上げられ、汲み上げられた燃料は、高圧ポンプ 4によってコモンレール 3へ高圧燃 料として圧送されるようになっている。なお、図示は省略してあるがコモンレール 3の 余剰燃料は、燃料タンク 6へ戻されるよう配管が設けられて!/、る。 [0011] In the configuration of force and fuel, the fuel in the fuel tank 6 is pumped to the high pressure pump 4 by the feed pump 5, and the pumped fuel is pumped to the common rail 3 by the high pressure pump 4 as high pressure fuel. It has become. Although not shown in the figure, piping is provided so that excess fuel in the common rail 3 is returned to the fuel tank 6!
燃料噴射弁 2— ;!〜 2— nは、ディーゼルエンジン 1の気筒毎に設けられており、そ れぞれコモンレール 3から高圧燃料の供給を受け、電子制御ユニット 11による噴射 制御によって、通常の燃料噴射やなまし噴射を行うようになっている。 The fuel injection valves 2—;! To 2— n are provided for each cylinder of the diesel engine 1. Each of the fuel injection valves 2 is supplied with high-pressure fuel from the common rail 3, and is controlled by an injection control by the electronic control unit 11. Fuel injection and annealing injection are performed.
[0012] 電子制御ユニット 11は、例えば、公知 ·周知の構成を有してなるマイクロコンピュー タ（図示せず）を中心に、 RAMや ROM等の記憶素子（図示せず）を有すると共に、 燃料噴射弁 2— ;!〜 2— nを駆動するための駆動回路（図示せず）を主たる構成要素 として構成されたものとなってレ、る。 The electronic control unit 11 has, for example, a memory element (not shown) such as a RAM or a ROM around a microcomputer (not shown) having a known / known configuration, The fuel injection valve 2—;! To 2— n is composed of a drive circuit (not shown) for driving the main component.
力、かる電子制御ユニット 11には、エンジン回転数を検出する回転センサ 12、ァクセ ル開度を検出するアクセル開度センサ 13、外気温度を検出する外気温センサ 14、 ディーゼルエンジン 1の冷却水の温度を検出する水温センサ 15、燃料噴射弁 2— 1 〜2— nに供給される燃料の温度を検出する燃料温度センサ 16などの各種センサの 検出信号力、エンジン動作制御や噴射制御に供するために入力されるようになって いる。 The electronic control unit 11 includes a rotation sensor 12 for detecting the engine speed, an accelerator opening sensor 13 for detecting the accelerator opening, an outside air temperature sensor 14 for detecting the outside air temperature, and a cooling water for the diesel engine 1. To provide the detection signal force of various sensors such as the water temperature sensor 15 for detecting the temperature and the fuel temperature sensor 16 for detecting the temperature of the fuel supplied to the fuel injection valves 2-1 to 2-n, engine operation control and injection control Is entered.
[0013] 図 2には、かかる電子制御ユニット 11によって実行される燃料噴射制御処理の手順 を示すサブルーチンフローチャートが示されており、以下、同図を参照しつつ本発明 の実施の形態における燃料噴射制御処理について説明する。 FIG. 2 shows a subroutine flowchart showing the procedure of the fuel injection control process executed by the electronic control unit 11. Hereinafter, the fuel injection in the embodiment of the present invention will be described with reference to FIG. The control process will be described.
電子制御ユニット 11により処理が開始されると、最初に、ディーゼルエンジン 1の動 作状態を表す各種の信号 (エンジン状態信号)、すなわち、エンジン回転数やェンジ ン冷却水の水温、アクセル開度や外気温度など力 電子制御ユニット 11内の所定の 記憶領域に入力され、一時的に記憶されることとなる（図 2のステップ S100参照）。
[0014] 次!/、で、これらのエンジン状態信号に基づ!/、て、必要とされる目標燃料噴射量が所 定の演算式に基づいて算出される（図 2のステップ S200参照）。 When the processing is started by the electronic control unit 11, first, various signals (engine state signals) indicating the operation state of the diesel engine 1, that is, the engine speed, the engine coolant temperature, the accelerator opening degree, Forces such as outside air temperature are input to a predetermined storage area in the electronic control unit 11 and temporarily stored (see step S100 in FIG. 2). [0014] Next! /, Based on these engine status signals, the required target fuel injection amount is calculated based on a predetermined arithmetic expression (see step S200 in FIG. 2). .
さらに、減速時において行われるなまし制御におけるなまし量の算出が行われるこ ととなる。 In addition, the amount of smoothing in the smoothing control performed during deceleration is calculated.
ここで、なまし制御は、車両の急加速や急減速時において、急激な燃料噴射量の 増加、又は、急激な燃料噴射量の減少を、緩慢とする処理を言う。 Here, the annealing control refers to a process of slowing a sudden increase in fuel injection amount or a sudden decrease in fuel injection amount when the vehicle is suddenly accelerated or decelerated.
本発明の実施の形態は、減速時におけるなまし制御の例である力 通常、加速時 においても同様になまし制御が行われ、急加速時によるサージングの発生防止等が 図られている。 The embodiment of the present invention is a force that is an example of smoothing control during deceleration. Normally, smoothing control is also performed during acceleration to prevent occurrence of surging during rapid acceleration.
次いで、ステップ S400においては、なまし制御を伴った燃料噴射が行われることと なる。 Next, in step S400, fuel injection with smoothing control is performed.
[0015] 図 3には、上述の減速噴射量なまし量算出（図 2のステップ S300参照）のより具体 的な処理手順を示すサブルーチンフローチャートが示されており、以下、同図を参照 しつつその内容について説明する。 FIG. 3 shows a subroutine flowchart showing a more specific processing procedure of the above-described deceleration injection amount smoothing amount calculation (see step S300 in FIG. 2). Hereinafter, referring to FIG. The contents will be described.
処理が開始されると、減速感の悪化を招く所定の温度状況であるか否かが判定さ れることとなる（図 3のステップ S302参照）。 When the process is started, it is determined whether or not the temperature condition is a predetermined temperature that causes a feeling of deceleration (see step S302 in FIG. 3).
[0016] ここで、減速感を悪化を招く所定の温度状況とは、具体的には、例えば、外気温度 、エンジン冷却水の水温や燃料温度が、減速感の悪化を招く所定の温度以下となつ た場合、又は、所定の温度範囲に達した場合とするのが好適である。 [0016] Here, the predetermined temperature condition that causes the deterioration of the feeling of deceleration specifically refers to, for example, the outside air temperature, the water temperature of the engine cooling water or the fuel temperature being equal to or lower than a predetermined temperature that causes the deterioration of the feeling of deceleration. In such a case, it is preferable that the temperature reaches a predetermined temperature range.
すなわち、エンジン冷却水の水温又は燃料温度が、減速感の悪化を招く所定の温 度以下となったか、又は、所定の温度範囲となつたかを判定する。ここで、判定基準 となる温度は、実験ゃシユミレーシヨン結果等に基づいて設定するのが好適である。 That is, it is determined whether the temperature of the engine cooling water or the fuel temperature is equal to or lower than a predetermined temperature that causes a deterioration in the feeling of deceleration, or has reached a predetermined temperature range. Here, it is preferable to set the temperature as a criterion for determination based on the result of the simulation.
[0017] そして、ステップ S302において、外気温度、エンジン冷却水の水温又は燃料温度 力 減速感の悪化を招く所定の温度以下となった、又は、所定の温度範囲となったと 判定された場合 (YESの場合）には、減速噴射量に対するなまし量の増量演算が行 われることとなる。すなわち、外気温度、エンジン冷却水の水温又は燃料温度が、減 速感の悪化を招く所定の温度以下となった、又は、所定の温度範囲となったと判定さ れた状態においては、このような状態にない場合におけるなまし量では減速感の悪
化を十分に抑圧できないため、さらに、所定の演算式やマップ等に基づいて所定の 増量分を加味したなまし量が求められることとなる（図 3のステップ S304参照）。そし て、ステップ S304の処理後は、先の図 2に示されたサブルーチンへ戻ることとなる。 [0017] Then, when it is determined in step S302 that the outside air temperature, the water temperature of the engine cooling water or the fuel temperature force has become lower than a predetermined temperature that causes deterioration of the feeling of deceleration, or has been in a predetermined temperature range (YES) In the case of), the amount of smoothing is increased with respect to the deceleration injection amount. That is, when it is determined that the outside air temperature, the engine coolant water temperature or the fuel temperature is equal to or lower than a predetermined temperature causing deterioration of the deceleration feeling, or in a predetermined temperature range. If the smoothing amount is not in the state, the feeling of deceleration is bad Therefore, a smoothing amount that takes into account a predetermined increase amount is obtained based on a predetermined arithmetic expression, a map, and the like (see step S304 in FIG. 3). Then, after the processing of step S304, the process returns to the subroutine shown in FIG.
[0018] ここで、なまし量について説明すれば、まず、なまし制御は、既に述べたように車両 の急加速や急減速時において、急激な燃料噴射量の増加、又は、急激な燃料噴射 量の減少を、緩慢とする処理であり、このように急激な燃料噴射量の増カロ、又は、急 激な燃料噴射量の減少を、緩慢とすることが"なまじ'である。したがって、その"なま じ'が大きい、換言すれば、 "なまし量"が大きいとは、急激な燃料噴射量の増加、又 は、急激な燃料噴射量の減少を、緩緩にするその緩慢さがより大きいことである。す なわち、緩慢さが大きいということを、数値的に表現すれば、連続する 2回の燃料噴 射量の変化量が、より小さいということである。 [0018] Here, the annealing amount will be described. First, as described above, the annealing control is performed when the vehicle suddenly increases or decreases suddenly. It is a process that slows down the amount of fuel, and it is “smoothly” to slow down the sudden increase in fuel injection amount or the sudden decrease in fuel injection amount. A large “smoothness”, in other words, a large “smoothing amount” means that the slow increase in fuel injection amount or the slow decrease in fuel injection amount slows down. It ’s bigger. In other words, to express numerically that the slowness is large, it means that the amount of change in the two consecutive fuel injection amounts is smaller.
[0019] したがって、なましが大きくなるほど、すなわち、なまし量が大きくなるほど、その数 値、すなわ、便宜上、これを"なまし係数"と称するとすれば、なまし係数は小さくなる こととなる。 [0019] Therefore, the greater the amount of annealing, that is, the larger the amount of annealing, the smaller the numerical value, that is, for convenience, if this is called an "annealing factor", the smaller the smoothing factor. Become.
それ故、ステップ S304において、なまし量を、通常時に比して大きくするということ は、燃料噴射量の変化量を、通常時に比してより緩慢にすることであり、具体的には 、なまし係数をより/ J、さくすることである。 Therefore, in step S304, increasing the amount of annealing compared to the normal time means that the change amount of the fuel injection amount is made slower than the normal time. The better factor is to reduce / J.
[0020] 一方、ステップ S302において、外気温度、エンジン冷却水の水温又は燃料温度が 、減速感の悪化を招く所定の温度以下ではない、又は、所定の温度範囲に至ってい ないと判定された場合 (NOの場合）には、そのようなエンジン冷却水の水温又は燃 料温度の低下を考慮しない通常のなまし量が算出されることとなる（図 3のステップ S 306参照）。 [0020] On the other hand, if it is determined in step S302 that the outside air temperature, the engine cooling water temperature, or the fuel temperature is not lower than a predetermined temperature that causes deterioration of the feeling of deceleration or does not reach a predetermined temperature range. In the case of NO, a normal smoothing amount that does not take into account such a decrease in engine coolant water temperature or fuel temperature is calculated (see step S306 in FIG. 3).
[0021] このようにして、本発明の実施の形態においては、車両が減速感を悪化を招く所定 の温度状況にあると判断された場合に、通常のなまし量を更に増量して、なまし噴射 を行うようにしたことで、以下に、図 4を参照しつつ説明するように減速感の悪化が回 避されるあのとなる。 [0021] Thus, in the embodiment of the present invention, when it is determined that the vehicle is in a predetermined temperature state that causes a feeling of deceleration, the normal smoothing amount is further increased. By making better injection, the deterioration of the deceleration feeling is avoided as described below with reference to FIG.
まず、図 4 (A)においては、図示されないアクセルペダルが踏まれた加速状態から 、減速のためにアクセルペダルの踏み込みが解除された際に、それに対応して電子
制御ユニット 11におレ、て生成される制御信号が実線で示される共に、その際に通常 のなまし噴射を伴う場合における噴射燃料の変化が模式的に点線で、また、なまし量 の増量が行われてなまし噴射を伴う場合における噴射燃料の変化が模式的に一点 鎖線で、それぞれ示されたものとなっている。 First, in FIG. 4 (A), when the accelerator pedal is depressed to decelerate from the acceleration state where an accelerator pedal (not shown) is depressed, the corresponding electronic device is released. The control signal generated by the control unit 11 is indicated by a solid line, and the change in the injected fuel when the normal smoothing injection is accompanied at that time is schematically indicated by a dotted line, and the amount of the smoothing is increased. The change of the injected fuel in the case where the injection is carried out and accompanied by the annealing injection is schematically shown by a one-dot chain line.
図 4 (A)において、横方向は時間の経過を表し、縦方向は、制御信号にあっては、 論理値 Highと論理値 Lowの論理変化を表し、噴射燃料の変化を示す 2つの特性線 にあっては、噴射燃料の量を表すものとなっている。 In Fig. 4 (A), the horizontal direction represents the passage of time, and the vertical direction represents the logical change between logical high and logical low in the control signal. In this case, it represents the amount of injected fuel.
[0022] また、図 4 (B)においては、図 4 (A)に示されたと同一の制御信号の例が実線で示 されると共に、制御信号の変化に伴う車速の変化が模式的に二点鎖線で示されてい る。そして、同図において、横方向は時間の経過を表し、縦方向は、制御信号にあつ ては、論理値 Highと論理値 Lowの論理変化を表し、車速変化を示す特性線にあつ ては、車速を表すものとなっている。 In FIG. 4 (B), an example of the same control signal as shown in FIG. 4 (A) is indicated by a solid line, and the change in the vehicle speed due to the change in the control signal is schematically represented by two. It is shown with a dotted line. In the figure, the horizontal direction represents the passage of time, the vertical direction represents the logical change between the logical value High and the logical value Low for the control signal, and the characteristic line indicating the vehicle speed change, It represents the vehicle speed.
[0023] かかる前提の下、まず、例えば、加速のために図示されないアクセルペダルが踏ま れた状態から、減速のために、そのアクセルペダルの踏み込みが解除されたとすると 、電子制御ユニット 11においては、図 4 (A)において実線で示されたように、論理値 Highの状態から論理ィ直 Lowに切り替わるような制御信号が生成され、噴射制御のト リガなどに用いられるようになってレ、る。 Under such a premise, first, for example, when the accelerator pedal (not shown) for acceleration is depressed and then the accelerator pedal is released for deceleration, the electronic control unit 11 As shown by the solid line in Fig. 4 (A), a control signal that switches from a logic high state to a logic low level is generated and used for injection control triggering. .
[0024] 車両が減速感を悪化を招く所定の温度状況にあると判断される状態ではな!/、場合 、すなわち、常温時においては、図 4 (A)に実線で示されたようなアクセルペダルの 操作に対応した制御信号が発生して減速要求が生ずると、その制御信号の発生とほ ぼ同時に、予め定められている所定の噴射量 Q1までは一気に通常の燃料噴射が行 われる。 [0024] The vehicle is not in a state where it is determined that the vehicle is in a predetermined temperature state that causes a feeling of deceleration to deteriorate! In other words, at normal temperature, the accelerator as shown by the solid line in FIG. When a control signal corresponding to the operation of the pedal is generated and a deceleration request is generated, normal fuel injection is performed at a time up to a predetermined injection amount Q1 almost simultaneously with the generation of the control signal.
そして、燃料噴射量 Q1に達した以降は、通常のなまし量（図 3のステップ S306参 照）で、残りの燃料が徐々に噴射（なまし噴射）されることとなる（図 4 (A) )点線参照） After reaching the fuel injection amount Q1, the remaining fuel is gradually injected (smoothed injection) at the normal smoothing amount (see step S306 in FIG. 3) (FIG. 4 (A )) See dotted line)
[0025] これに対して、車両が減速感を悪化を招く所定の温度状況にある場合には、まず、 制御信号の発生とほぼ同時に、予め定められた所定の噴射量 Q2 (Q2〉Q1)までな まし噴射なしで通常にほぼ一気に噴射が行われる。そして、燃料噴射量 Q2に達した
以降は、通常時に比してより大きななまし量でのなまし噴射（図 3のステップ S304参 照）力 S行われることとなる（図 4 (A) )二点鎖線参照）。 [0025] On the other hand, when the vehicle is in a predetermined temperature condition that causes the feeling of deceleration to deteriorate, first, a predetermined injection amount Q2 (Q2> Q1) determined in advance is almost simultaneously with the generation of the control signal. Usually, the injection is performed almost at once without any further injection. And reached the fuel injection amount Q2. Thereafter, the smoothing injection (see step S304 in FIG. 3) force S is performed with a larger amount of annealing than in the normal case (see the two-dot chain line in FIG. 4 (A)).
したがって、なまし量の増量（図 3のステップ S304参照）が行われた場合の燃料噴 射の終了時は、通常のなまし量（図 3のステップ S306参照）での燃料噴射の終了時 に比して、より遅い時期となる（図 4 (A)参照）。すなわち、図 4 (A)において、 ts〉tn である。 Therefore, when fuel injection ends when the amount of smoothing is increased (see step S304 in Fig. 3), fuel injection ends at the normal smoothing amount (see step S306 in Fig. 3). In comparison, it will be later (see Fig. 4 (A)). That is, in FIG. 4 (A), ts> tn.
[0026] すなわち、車両の減速感の悪化を招く所定の温度状況にある場合に、通常より大き ななましを行うことは、通常時に比して、時間の経過に対してより多くの噴射を行うこと 意味し（図 4 (A)参照）、それによつて通常時に比してエンジントルクをより大とし、車 両が減速感を悪化を招く所定の温度状況にある場合に生ずるフリクショントルクとの 相殺を行い、フリクションによる減速感の悪化が抑圧されるようになっている。 [0026] That is, when the vehicle is in a predetermined temperature state that causes a deterioration in the feeling of deceleration of the vehicle, performing greater annealing than usual causes more injections over time than normal. (See Fig. 4 (A)), which increases the engine torque compared to the normal time, and the friction torque generated when the vehicle is in a predetermined temperature condition that causes a feeling of deceleration. By canceling out, deterioration of the feeling of deceleration due to friction is suppressed.
[0027] このように、外気温度、エンジン冷却水の水温や燃料温度が減速感の悪化を招く程 に低下した状態における減速時に、通常よりなまし量が増量されて大きななましが施 される結果、エンジン冷却水の水温や燃料温度が減速感の悪化を招く程に低下した 状態における減速時の車速の低下と、常温時における減速時の車速の低下は、ほ ぼ一致することとなる（図 4 (B)二点鎖線参照）。そのため、従来であれば、減速感の 悪化を招くようなエンジン冷却水の水温や燃料温度となっても、常温時における減速 感と変わることがなぐドライバビリティが向上されるものとなっている。 [0027] In this manner, during deceleration in a state where the outside air temperature, the engine cooling water temperature, and the fuel temperature are lowered to such a degree that the feeling of deceleration is deteriorated, the amount of smoothing is increased more than usual and large annealing is performed. As a result, the decrease in vehicle speed during deceleration when the engine coolant water temperature and fuel temperature are so low as to cause a feeling of deceleration almost coincides with the decrease in vehicle speed during deceleration at room temperature ( (Refer to Fig. 4 (B) two-dot chain line). Therefore, conventionally, even if the engine cooling water temperature and fuel temperature cause deterioration of the deceleration feeling, the drivability that does not change from the deceleration feeling at normal temperature is improved.
[0028] なお、本発明の実施の形態におレ、ては、外気温度、エンジン冷却水の水温や燃料 温度が減速感の悪化を招く程に低下した状態での減速時におけるなまし制御を伴う 燃料噴射の特性線として、図 4 (A)に一点鎖線で示されたように一つの特性線を示し た力 このように一つの特性線に沿ったなまし制御に限定される必要はなぐエンジン 冷却水の水温や燃料温度が減速感の悪化を招く程に低下した状態であると判定さ れた場合に、その際の温度に応じて、より適切ななまし噴射を伴う燃料噴射特性が選 択されるようにしても勿論良いものである。 [0028] It should be noted that in the embodiment of the present invention, smoothing control at the time of deceleration in a state where the outside air temperature, the water temperature of the engine cooling water and the fuel temperature are lowered to the extent that the feeling of deceleration is deteriorated is performed. As a characteristic line of the fuel injection, the force indicated by one characteristic line as shown by the one-dot chain line in Fig. 4 (A). Thus, it is not necessary to be limited to the annealing control along one characteristic line. When it is determined that the engine coolant temperature or the fuel temperature has dropped to such a degree that it will cause a feeling of deceleration, the fuel injection characteristic with more appropriate smoothing injection will depend on the temperature at that time. Of course, even if it is selected, it is good.
すなわち、この場合、エンジン冷却水の水温や燃料温度が減速感の悪化を招く程 に低下した状態におけるその冷却水温又は燃料温度が低くなるにした力^、、それぞ れの温度に応じたなまし噴射を伴う燃料噴射の特性線が、図 4 (A)の一点鎖線の右
側に複数存在することとなる。 In other words, in this case, the cooling water temperature or the fuel temperature when the engine cooling water temperature and the fuel temperature are lowered to such a degree that the feeling of deceleration is deteriorated, and the temperature depending on the respective temperatures. The characteristic line of the fuel injection with the better injection is to the right of the dashed line in Fig. 4 (A). There will be more than one on the side.
産業上の利用可能性 Industrial applicability
以上のように、本発明に係る燃料噴射制御方法及び燃料噴射制御装置は、特に、 燃料噴射のいわゆるなまし制御を採用したコモンレール式燃料噴射制御装置に用レ るのに適している。
As described above, the fuel injection control method and the fuel injection control device according to the present invention are particularly suitable for use in a common rail fuel injection control device employing so-called smoothing control of fuel injection.
Claims
[1] 常温減速時に、燃料噴射を時間の経過に対して徐々に行うなまし噴射を行うよう構 成されてなる燃料噴射制御装置における燃料噴射制御方法であって、 [1] A fuel injection control method in a fuel injection control device configured to perform smooth injection in which fuel injection is performed gradually over time during normal temperature deceleration,
減速感の悪化を招く所定の温度状況が車両に生じたと判定された際に、なまし量を 増やしてなまし噴射を行うことを特徴とする燃料噴射制御方法。 A fuel injection control method, characterized in that, when it is determined that a predetermined temperature condition that causes deterioration in a feeling of deceleration has occurred in a vehicle, a smoothing injection is performed by increasing a smoothing amount.
[2] 所定の温度状況は、エンジン冷却水の水温が所定の温度以下、又は、所定の温度 領域に低下した状態であることを特徴とする請求項 1記載の燃料噴射制御方法。 2. The fuel injection control method according to claim 1, wherein the predetermined temperature condition is a state in which the water temperature of the engine cooling water is equal to or lower than a predetermined temperature or falls to a predetermined temperature range.
[3] 所定の温度状況は、燃料温度が所定の温度以下、又は、所定の温度領域に低下 した状態であることを特徴とする請求項 1記載の燃料噴射制御方法。 [3] The fuel injection control method according to claim 1, wherein the predetermined temperature state is a state in which the fuel temperature is equal to or lower than a predetermined temperature or falls to a predetermined temperature range.
[4] 所定の温度状況は、外気温度が所定の温度以下、又は、所定の温度領域に低下 した状態であることを特徴とする請求項 1記載の燃料噴射制御方法。 4. The fuel injection control method according to claim 1, wherein the predetermined temperature state is a state in which the outside air temperature is equal to or lower than a predetermined temperature or falls to a predetermined temperature range.
[5] 複数の燃料噴射弁を有すると共に、当該燃料噴射弁の動作を制御する電子制御 ユニットを有し、常温減速時に、燃料噴射を時間の経過に対して徐々に行うなまし噴 射可能に構成されてなる燃料噴射制御装置であって、 [5] It has multiple fuel injection valves and an electronic control unit that controls the operation of the fuel injection valves, enabling smooth injection that gradually injects fuel over time during normal temperature deceleration A fuel injection control device comprising:
前記電子制御ユニットは、減速感の悪化を招く所定の温度状況が車両に生じたか 否かを判定し、減速感の悪化を招く所定の温度状況が車両に生じたと判定された場 合に、なまし量を増やしてなまし噴射を行うよう構成されてなることを特徴とする燃料 噴射制御装置。 The electronic control unit determines whether or not a predetermined temperature condition that causes a deterioration in the feeling of deceleration has occurred in the vehicle, and if it is determined that a predetermined temperature condition that causes a deterioration in the feeling of deceleration has occurred in the vehicle. A fuel injection control device, characterized in that the fuel injection control device is configured to perform smoothing injection with an increased amount.
[6] 所定の温度状況は、エンジン冷却水の水温が所定の温度以下、又は、所定の温度 領域に低下した状態であることを特徴とする請求項 5記載の燃料噴射制御装置。 6. The fuel injection control device according to claim 5, wherein the predetermined temperature state is a state in which the water temperature of the engine cooling water is equal to or lower than a predetermined temperature or falls to a predetermined temperature region.
[7] 所定の温度状況は、燃料温度が所定の温度以下、又は、所定の温度領域に低下 した状態であることを特徴とする請求項 5記載の燃料噴射制御装置。 7. The fuel injection control device according to claim 5, wherein the predetermined temperature state is a state in which the fuel temperature is equal to or lower than the predetermined temperature or falls to a predetermined temperature range.
[8] 所定の温度状況は、外気温度が所定の温度以下、又は、所定の温度領域に低下 した状態であることを特徴とする請求項 5記載の燃料噴射制御方法。
8. The fuel injection control method according to claim 5, wherein the predetermined temperature state is a state in which the outside air temperature is equal to or lower than a predetermined temperature or falls to a predetermined temperature range.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2006334503A JP2008144702A (en) | 2006-12-12 | 2006-12-12 | Fuel injection control device |
| JP2006-334503 | 2006-12-12 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2008072569A1 true WO2008072569A1 (en) | 2008-06-19 |
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ID=39511589
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/JP2007/073682 WO2008072569A1 (en) | 2006-12-12 | 2007-12-07 | Fuel injection controller |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2008144702A (en) |
| WO (1) | WO2008072569A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112761803A (en) * | 2021-01-04 | 2021-05-07 | 潍柴动力股份有限公司 | Gas injection transient compensation method and device, vehicle and storage medium |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62206247A (en) * | 1986-03-07 | 1987-09-10 | Toyota Motor Corp | Fuel injection quantity control for internal combustion engine |
| JPH11173191A (en) * | 1997-12-09 | 1999-06-29 | Toyota Motor Corp | Injection quantity control device for diesel engine |
-
2006
- 2006-12-12 JP JP2006334503A patent/JP2008144702A/en active Pending
-
2007
- 2007-12-07 WO PCT/JP2007/073682 patent/WO2008072569A1/en active Application Filing
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62206247A (en) * | 1986-03-07 | 1987-09-10 | Toyota Motor Corp | Fuel injection quantity control for internal combustion engine |
| JPH11173191A (en) * | 1997-12-09 | 1999-06-29 | Toyota Motor Corp | Injection quantity control device for diesel engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112761803A (en) * | 2021-01-04 | 2021-05-07 | 潍柴动力股份有限公司 | Gas injection transient compensation method and device, vehicle and storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2008144702A (en) | 2008-06-26 |
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