WO2013005284A1 - 内燃機関の燃料噴射制御システム - Google Patents
内燃機関の燃料噴射制御システム Download PDFInfo
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- WO2013005284A1 WO2013005284A1 PCT/JP2011/065224 JP2011065224W WO2013005284A1 WO 2013005284 A1 WO2013005284 A1 WO 2013005284A1 JP 2011065224 W JP2011065224 W JP 2011065224W WO 2013005284 A1 WO2013005284 A1 WO 2013005284A1
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- pressure fuel
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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
- F02D41/30—Controlling fuel injection
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
- F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
-
- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
- F02M37/0041—Means for damping pressure pulsations
-
- 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
- F02M59/20—Varying fuel delivery in quantity or timing
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
Definitions
- the present invention relates to a fuel injection control system for an internal combustion engine provided with a low-pressure fuel pump (feed pump) and a high-pressure fuel pump (supply pump).
- a low-pressure fuel pump that sucks up fuel from the fuel tank, a high-pressure fuel pump that boosts the fuel sucked up by the low-pressure fuel pump to a pressure that can be injected into the cylinder
- a fuel injection control system comprising:
- Patent Document 1 in the system in which the discharge pressure of the high-pressure fuel pump is adjusted by the pre-control amount and the open control and the closed loop control amount, the output of the integrator to which the open control and the closed loop control amount are supplied becomes zero. In this case, a technique for reducing the discharge pressure of the low-pressure fuel pump is described.
- Patent Document 3 describes a technique for determining that vapor is generated when the drive duty of a high-pressure fuel pump exceeds a predetermined value and increasing the feed pressure.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a low-pressure fuel pump while avoiding fuel vapor in a fuel injection control system for an internal combustion engine having a low-pressure fuel pump and a high-pressure fuel pump. Is to reduce the discharge pressure as much as possible.
- the present invention calculates a drive signal for a high-pressure fuel pump using proportional integral control (PI control) based on a difference between a discharge pressure of the high-pressure fuel pump and a target pressure, and integrates the integral signal.
- PI control proportional integral control
- the change amount per unit time of the term (term I) shows a decreasing tendency or zero
- the discharge pressure of the low-pressure fuel pump is decreased
- the change amount per unit time of the integral term shows an increasing tendency
- the low-pressure fuel In a fuel injection control system for an internal combustion engine that increases the discharge pressure of a pump, an increase in the discharge pressure of a low-pressure fuel pump is prohibited when an increase in integral term occurs due to a change in the target discharge pressure of the high-pressure fuel pump. I made it.
- the present invention provides In the fuel injection control system for an internal combustion engine, the fuel discharged from the low pressure fuel pump is boosted by the high pressure fuel pump and supplied to the fuel injection valve.
- a pressure sensor for detecting a discharge pressure of the high-pressure fuel pump;
- a calculation unit that calculates a drive signal of the high-pressure fuel pump using a proportional term and an integral term calculated using a deviation between a target discharge pressure of the high-pressure fuel pump and a detection value of the pressure sensor as a parameter;
- a first processing unit that performs a reduction process for reducing the discharge pressure of the low-pressure fuel pump when the amount of change per unit time of the integral term is less than or equal to zero;
- a second processing unit that performs an increasing process for increasing the discharge pressure of the low-pressure fuel pump when the amount of change per unit time of the integral term is greater than zero;
- the integral term shows an increasing tendency due to a change in the target discharge pressure of the high-pressure fuel pump, a prohibiting unit prohibiting execution of the ascending process by the second
- the drive signal of the high-pressure fuel pump is calculated using proportional integral control using the deviation between the target discharge pressure of the high-pressure fuel pump and the detected value of the pressure sensor (hereinafter referred to as “actual discharge pressure”) as a parameter.
- actual discharge pressure the deviation between the target discharge pressure of the high-pressure fuel pump and the detected value of the pressure sensor
- the integral term shows an increasing tendency ( The amount of change per unit time of the integral term is greater than zero).
- the integral term shows a constant or decreasing tendency (when the amount of change of the integral term per unit time is less than or equal to zero)
- the reduction process is executed, and the integral term shows an increasing tendency (
- the increase process is executed when the amount of change in the integral term per unit time is greater than zero, the discharge pressure of the low-pressure fuel pump can be reduced while avoiding the generation of vapor.
- the target discharge pressure of the high-pressure fuel pump increases, the deviation between the target discharge pressure of the high-pressure fuel pump and the actual discharge pressure becomes large. That is, when the target discharge pressure of the high-pressure fuel pump increases, the target discharge pressure becomes higher than the actual discharge pressure. When the target discharge pressure becomes larger than the actual discharge pressure, the integral term tends to increase even though no vapor is generated in the fuel path. If the ascending process is executed in such a case, the driving force of the low-pressure fuel pump becomes unnecessarily large.
- the fuel injection control system for an internal combustion engine of the present invention prohibits the execution of the ascending process when the integral term shows an increasing tendency with a change in the target discharge pressure of the high-pressure fuel pump.
- the prohibition unit may prohibit the execution of the increase process.
- the prohibiting unit increases the increase. Execution of processing may be prohibited.
- the discharge pressure of the low-pressure fuel pump can be reduced as much as possible while avoiding fuel vapor.
- the prohibition unit prohibits the lowering process when the amount of change of the integral term per unit time is less than or equal to the change in the target discharge pressure of the high-pressure fuel pump. Also good.
- the prohibition unit may prohibit the execution of the reduction process when the amount of decrease in the target discharge pressure of the high-pressure fuel pump per unit time exceeds a threshold value. In other words, when the amount of change per unit time of the integral term is less than or equal to zero when the amount of decrease in the target discharge pressure of the high pressure fuel pump per unit time is greater than the threshold, the prohibition unit reduces the decrease. Execution of processing may be prohibited.
- the discharge pressure of the low pressure fuel pump can be reduced as much as possible while avoiding fuel vapor.
- FIG. 1 is a diagram showing a schematic configuration of a fuel injection control system for an internal combustion engine according to the present invention.
- the fuel injection control system shown in FIG. 1 is a fuel injection control system applied to an in-line four-cylinder internal combustion engine, and includes a low-pressure fuel pump 1 and a high-pressure fuel pump 2. Note that the number of cylinders of the internal combustion engine is not limited to four, and may be five or more, or may be three or less.
- the low-pressure fuel pump 1 is a pump for pumping up fuel stored in the fuel tank 3, and is a turbine pump (Wesco pump) driven by electric power.
- the fuel discharged from the low pressure fuel pump 1 is guided to the suction port of the high pressure fuel pump 2 by the low pressure fuel passage 4.
- the high-pressure fuel pump 2 is a pump for boosting the fuel discharged from the low-pressure fuel pump 1, and is a reciprocating pump (plunger pump) driven by the power of the internal combustion engine (for example, the rotational force of the camshaft). ).
- a suction valve 2 a for switching between conduction and blockage of the suction port is provided at the suction port of the high-pressure fuel pump 2.
- the suction valve 2a is an electromagnetically driven valve mechanism, and changes the discharge amount of the high-pressure fuel pump 2 by changing the opening / closing timing with respect to the position of the plunger.
- the base end of the high-pressure fuel passage 5 is connected to the discharge port of the high-pressure fuel pump 2.
- the end of the high pressure fuel passage 5 is connected to a delivery pipe 6.
- the fuel injection valve 7 is a valve mechanism that injects fuel directly into the cylinder of the internal combustion engine.
- a port injection fuel injection valve for injecting fuel into the intake passage is attached to the internal combustion engine. If so, the low pressure fuel passage 4 may be branched from the middle to supply the low pressure fuel to the port injection delivery pipe.
- a pulsation damper 11 is arranged in the middle of the low-pressure fuel passage 4 described above.
- the pulsation damper 11 attenuates fuel pulsation caused by the operation (suction operation and discharge operation) of the high-pressure fuel pump 2.
- a base end of the branch passage 8 is connected to the low pressure fuel passage 4 in the middle.
- the end of the branch passage 8 is connected to the fuel tank 3.
- a pressure regulator 9 is provided in the middle of the branch passage 8. The pressure regulator 9 opens when the pressure (fuel pressure) in the low-pressure fuel passage 4 exceeds a predetermined value, so that excess fuel in the low-pressure fuel passage 4 passes to the fuel tank 3 via the branch passage 8. Configured to return.
- a check valve 10 is disposed in the middle of the high-pressure fuel passage 5 described above.
- the check valve 10 is a one-way valve that allows a flow from the discharge port of the high-pressure fuel pump 2 to the delivery pipe 6 and restricts a flow from the delivery pipe 6 to the discharge port of the high-pressure fuel pump 2.
- a return passage 12 for returning surplus fuel in the delivery pipe 6 to the fuel tank 3 is connected to the delivery pipe 6 described above.
- a relief valve 13 that switches between return and passage of the return passage 12 is disposed.
- the relief valve 13 is an electric or electromagnetically driven valve mechanism, and is opened when the fuel pressure in the delivery pipe 6 exceeds a target value.
- the communication passage 14 is a passage for guiding excess fuel discharged from the high-pressure fuel pump 2 to the return passage 12.
- the fuel supply system in the present embodiment includes an ECU 15 for electrically controlling the above-described devices.
- the ECU 15 is an electronic control unit that includes a CPU, ROM, RAM, backup RAM, and the like.
- the ECU 15 is electrically connected to various sensors such as a fuel pressure sensor 16, an intake air temperature sensor 17, an accelerator position sensor 18, and a crank position sensor 19.
- the fuel pressure sensor 16 is a sensor that outputs an electrical signal correlated with the fuel pressure (discharge pressure of the high-pressure fuel pump) Ph in the delivery pipe 6.
- the intake air temperature sensor 17 outputs an electrical signal correlated with the temperature of air taken into the internal combustion engine.
- the accelerator position sensor 18 outputs an electrical signal correlated with the operation amount (accelerator opening) of the accelerator pedal.
- the crank position sensor 19 is a sensor that outputs an electrical signal correlated with the rotational position of the output shaft (crankshaft) of the internal combustion engine.
- the drive duty the solenoid energization time and the non-energization time
- the ECU 15 performs proportional-integral control (PI control) based on the difference ⁇ Ph with respect to the drive duty Dh of the intake valve 2a.
- the target discharge pressure Phtrg is a value determined according to the target fuel injection amount of the fuel injection valve 7.
- the relationship between the target fuel injection amount and the feedforward term Tff and the relationship between the difference ⁇ Ph and the proportional term Tp are determined in advance by adaptation work using experiments or the like.
- the proportion of the amount added to the integral term Ti is also determined in advance by an adaptation operation using an experiment or the like.
- the ECU 15 executes a process for reducing the discharge pressure (feed pressure) Pl of the low-pressure fuel pump 1 in order to reduce the power consumption of the low-pressure fuel pump 1 as much as possible.
- ⁇ Ti in the equation (1) is the change amount ⁇ Ti of the integral term Ti used in the proportional integral control (for example, the integral term Tiold used in the previous computation of the drive duty Dh and the integral term used in the current computation). Difference from Ti (Ti ⁇ Tiold)).
- F in the equation (1) is a correction coefficient.
- an increase coefficient Fi of 1 or more is used when the change amount ⁇ Ti of the integral term Ti is a positive value, and a decrease of less than 1 when the change amount ⁇ Ti of the integral term Ti is a negative value.
- a factor Fd is used.
- Cdwn in Formula (1) is a decreasing constant.
- the drive signal Dl of the low-pressure fuel pump 1 increases (discharges) when the integral term Ti shows an increasing tendency ( ⁇ Ti> 0).
- the drive signal D1 of the low-pressure fuel pump 1 decreases (the discharge pressure Pl decreases).
- the integral term Ti shows an increasing tendency when vapor is generated in the low-pressure fuel passage 4, in other words, when the fuel pressure in the low-pressure fuel passage 4 is lower than the saturated vapor pressure of the fuel.
- the behavior of the integral term Ti and the fuel pressure in the high-pressure fuel passage 5 (actual discharge pressure of the high-pressure fuel pump 2) Ph when the discharge pressure (feed pressure) Pl of the low-pressure fuel pump 1 is continuously reduced is shown. As shown in FIG.
- the discharge pressure Pl of the low-pressure fuel pump 1 increases when the integral term Ti shows an increasing tendency ( ⁇ Ti> 0).
- the integral term Ti shows a constant or decreasing tendency ( ⁇ Ti ⁇ 0)
- the discharge pressure Pl of the low-pressure fuel pump 1 decreases, so that the suction failure and discharge failure of the high-pressure fuel pump 2 due to the occurrence of vapor are suppressed.
- the discharge pressure Pl of the low-pressure fuel pump can be reduced.
- the ECU 15 calculates the drive signal Dl of the low-pressure fuel pump 1 using the above formula (1), thereby realizing the first processing unit and the second processing unit according to the present invention.
- the integral term Ti shows an increasing tendency even when the target discharge pressure Phtrg of the high-pressure fuel pump 2 is changed.
- the target discharge pressure Phtrg of the high-pressure fuel pump 2 increases, the target discharge pressure Phtrg becomes higher than the actual discharge pressure Ph and the deviation between the target discharge pressure Phtrg and the actual discharge pressure Ph increases.
- the term Ti shows an increasing tendency ( ⁇ Ti> 0).
- the drive signal Dl of the low-pressure fuel pump 1 is calculated according to the above equation (1), the discharge pressure of the low-pressure fuel pump 1 is obtained even though no vapor is generated in the low-pressure fuel passage 4. Pl will be raised. As a result, the power consumption of the low-pressure fuel pump 1 may increase unnecessarily.
- the threshold value ⁇ Phith is a minimum increase amount ⁇ Phrgi that is considered that an increase in the target discharge pressure Phtrg is reflected in an increase in the integral term Ti under the condition that no vapor is generated in the low-pressure fuel passage 4. It is a value obtained by an adaptation process using an experiment or the like.
- the target discharge pressure Phtrg of the high-pressure fuel pump 2 decreases, the target discharge pressure Phtrg becomes smaller than the actual discharge pressure Ph and the deviation between the target discharge pressure Phtrg and the actual discharge pressure Ph increases, so that the integration is performed.
- the term Ti shows a decreasing tendency ( ⁇ Ti ⁇ 0).
- the drive signal Dl of the low-pressure fuel pump 1 is calculated according to the above equation (1), the discharge pressure of the low-pressure fuel pump 1 is obtained even though the fuel pressure in the low-pressure fuel passage 4 is sufficiently low. Pl will be lowered. As a result, the fuel pressure in the low-pressure fuel passage 4 may be excessively lower than the saturated vapor pressure of the fuel.
- the integral term Ti tends to decrease due to a decrease in the target discharge pressure Phtrg of the high-pressure fuel pump 2 ( ⁇ Ti ⁇ 0)
- the drive signal Dl calculation process (decrease process) in 1) is prohibited.
- the ECU 15 drives according to the equation (1) if the decrease amount ⁇ Phtrgd of the target discharge pressure Phtrg of the high-pressure fuel pump is larger than the threshold value ⁇ Phdth.
- the calculation process of the signal Dl is prohibited. That is, the ECU 15 drives the low-pressure fuel pump using the previous calculated value Dold of the drive signal Dl.
- the threshold value ⁇ Phdth is a minimum reduction amount ⁇ Phtrgd that is considered that the reduction in the target discharge pressure Phtrg is reflected in the reduction in the integral term Ti under the condition that no vapor is generated in the low pressure fuel passage 4. It is a value obtained by an adaptation process using an experiment or the like.
- FIG. 3 is a flowchart showing a control routine executed when the ECU 15 determines the drive signal Dl for the low-pressure fuel pump 1.
- This control routine is stored in advance in the ROM of the ECU 15 and is periodically executed by the ECU 15 (every unit time described above).
- the ECU 15 determines whether or not the change amount ⁇ Ti calculated in S101 is greater than zero. If an affirmative determination is made in S102 ( ⁇ Ti> 0), the ECU 15 proceeds to S103.
- the ECU 15 sets the previous drive signal Dold as the latest drive signal Dl without performing the calculation process of the drive signal Dl using the variation ⁇ Ti calculated in S101 and the equation (1).
- the increase amount ⁇ Phrtgi is larger than the threshold value ⁇ Phith, it can be considered that the increase factor of the integral term Ti is an increase in the target discharge pressure Phtrg. Therefore, when the previous drive signal Dold is set to the latest drive signal Dl, there is a situation in which the discharge pressure Pl of the low pressure fuel pump 1 is unnecessarily increased even though no vapor is generated in the low pressure fuel passage 4. It can be avoided.
- the ECU 15 proceeds to S108.
- the ECU 15 determines whether or not the latest target discharge pressure Phtrg of the high-pressure fuel pump 2 is smaller than the previous target discharge pressure Phtrgold. If an affirmative determination is made in S108 (Phtrg ⁇ Phtgold), the ECU 15 proceeds to S109. On the other hand, when a negative determination is made in S108 (Phtrg ⁇ Phtgold), the ECU 15 skips S109 and S110, which will be described later, and proceeds to S111.
- the ECU 15 calculates the drive signal Dl of the low-pressure fuel pump 1 using the change amount ⁇ Ti calculated in S101 and the equation (1).
- the decrease amount ⁇ Phtrgd is equal to or less than the threshold value ⁇ Phdth, it can be considered that the decrease factor of the integral term Ti is that the fuel pressure in the low pressure fuel passage 4 is higher than the appropriate pressure. Therefore, when the drive signal Dl of the low-pressure fuel pump 1 is calculated based on the change amount ⁇ Ti and the equation (1), the discharge pressure Pl of the low-pressure fuel pump 1 can be reduced. As a result, the fuel pressure in the low pressure fuel passage 4 can be reduced.
- the ECU 15 sets the previous drive signal Dold as the latest drive signal Dl without performing the calculation process of the drive signal Dl using the variation ⁇ Ti calculated in S101 and the equation (1).
- the decrease amount ⁇ Phtrgd is larger than the threshold value ⁇ Phdth, it can be considered that the decrease factor of the integral term Ti is a decrease in the target discharge pressure Phtrg. Therefore, when the previous drive signal Dold is set to the latest drive signal Dl, the discharge pressure Pl of the low-pressure fuel pump 1 is unnecessarily lowered even though the fuel pressure in the low-pressure fuel passage 4 is sufficiently low. It can be avoided.
- the ECU 15 determines the discharge pressure (drive signal Dl) of the low-pressure fuel pump 1 according to the control routine of FIG. 3, thereby avoiding the generation of vapor in the low-pressure fuel passage 4 and the discharge pressure of the low-pressure fuel pump 1. Can be made as low as possible.
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- 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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
低圧燃料ポンプから吐出される燃料を高圧燃料ポンプにより昇圧して燃料噴射弁へ供給する内燃機関の燃料噴射制御システムにおいて、
前記高圧燃料ポンプの吐出圧力を検出する圧力センサと、
前記高圧燃料ポンプの目標吐出圧力と前記圧力センサの検出値の偏差をパラメータとして演算される比例項及び積分項を用いて前記高圧燃料ポンプの駆動信号を演算する演算部と、
前記積分項の単位時間あたりの変化量が零以下であるときに、前記低圧燃料ポンプの吐出圧力を低下させるための低下処理を行う第1処理部と、
前記積分項の単位時間あたりの変化量が零より大きいときに、前記低圧燃料ポンプの吐出圧力を上昇させるための上昇処理を行う第2処理部と、
前記高圧燃料ポンプの目標吐出圧力の変化により前記積分項が増加傾向を示すときに、前記第2処理部による上昇処理の実行を禁止する禁止部と、
を備えるようにした。
Dl=D1old+ΔTi*F-Cdwn・・・(1)
式(1)中のD1oldは、駆動信号Dlの前回の計算値である。式(1)中のΔTiは、前記比例積分制御に用いられる積分項Tiの変化量ΔTi(たとえば、駆動デューティDhの前回の演算に用いられた積分項Tioldと今回の演算に用いられた積分項Tiとの差(Ti-Tiold))である。式(1)中のFは、補正係数である。なお、補正係数Fとしては、積分項Tiの変化量ΔTiが正値であるときは1以上の増加係数Fiが使用され、積分項Tiの変化量ΔTiが負値であるときは1未満の減少係数Fdが使用される。また、式(1)中のCdwnは、低下定数である。
2 高圧燃料ポンプ
2a 吸入弁
3 燃料タンク
4 低圧燃料通路
5 高圧燃料通路
6 デリバリパイプ
7 燃料噴射弁
8 分岐通路
9 プレッシャーレギュレータ
10 チェック弁
11 パルセーションダンパ
12 リターン通路
13 リリーフ弁
14 連通路
15 ECU
16 燃圧センサ
17 吸気温度センサ
18 アクセルポジションセンサ
19 クランクポジションセンサ
Claims (2)
- 低圧燃料ポンプから吐出される燃料を高圧燃料ポンプにより昇圧して燃料噴射弁へ供給する内燃機関の燃料噴射制御システムにおいて、
前記高圧燃料ポンプの吐出圧力を検出する圧力センサと、
前記高圧燃料ポンプの目標吐出圧力と前記圧力センサの検出値の偏差をパラメータとして演算される比例項及び積分項を用いて前記高圧燃料ポンプの駆動信号を演算する演算部と、
前記積分項の単位時間あたりの変化量が零以下であるときに、前記低圧燃料ポンプの吐出圧力を低下させるための低下処理を行う第1処理部と、
前記積分項の単位時間あたりの変化量が零より大きいときに、前記低圧燃料ポンプの吐出圧力を上昇させるための上昇処理を行う第2処理部と、
前記高圧燃料ポンプの目標吐出圧力の変化によって前記積分項の単位時間あたりの変化量が零より大きくなるときは、前記第2処理部による上昇処理の実行を禁止する禁止部と、
を備える内燃機関の燃料噴射制御システム。 - 請求項1において、前記禁止部は、前記高圧燃料ポンプの目標吐出圧力の変化によって前記積分項の単位時間あたりの変化量が零以下になるときは、前記第1処理部による低下処理の実行を禁止する内燃機関の燃料噴射制御システム。
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013522622A JP5733396B2 (ja) | 2011-07-01 | 2011-07-01 | 内燃機関の燃料噴射制御システム |
BR112013033825-3A BR112013033825B1 (pt) | 2011-07-01 | 2011-07-01 | sistema de controle de injeção de combustível para motor de combustão interna |
CN201180072003.0A CN103620205B (zh) | 2011-07-01 | 2011-07-01 | 内燃机的燃料喷射控制*** |
PCT/JP2011/065224 WO2013005284A1 (ja) | 2011-07-01 | 2011-07-01 | 内燃機関の燃料噴射制御システム |
US14/129,194 US9188077B2 (en) | 2011-07-01 | 2011-07-01 | Fuel injection control system for internal combustion engine |
EP11869151.8A EP2728159B1 (en) | 2011-07-01 | 2011-07-01 | Fuel injection control system for an internal combustion engine |
Applications Claiming Priority (1)
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PCT/JP2011/065224 WO2013005284A1 (ja) | 2011-07-01 | 2011-07-01 | 内燃機関の燃料噴射制御システム |
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WO2013005284A1 true WO2013005284A1 (ja) | 2013-01-10 |
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US (1) | US9188077B2 (ja) |
EP (1) | EP2728159B1 (ja) |
JP (1) | JP5733396B2 (ja) |
CN (1) | CN103620205B (ja) |
BR (1) | BR112013033825B1 (ja) |
WO (1) | WO2013005284A1 (ja) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102015201414A1 (de) * | 2015-01-28 | 2016-07-28 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Starten einer Brennkraftmaschine |
DE102017222467B4 (de) * | 2017-12-12 | 2020-06-18 | Bayerische Motoren Werke Aktiengesellschaft | Pumpenanordnung zur Förderung von Kraftstoff |
US11326590B2 (en) * | 2020-01-08 | 2022-05-10 | GM Global Technology Operations LLC | Method and apparatus for controlling a variable displacement pump |
WO2023114122A1 (en) * | 2021-12-13 | 2023-06-22 | Icom North America Llc | High pressure regulated fuel return apparatus for engines using direct injection fuel systems |
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- 2011-07-01 BR BR112013033825-3A patent/BR112013033825B1/pt not_active IP Right Cessation
- 2011-07-01 US US14/129,194 patent/US9188077B2/en not_active Expired - Fee Related
- 2011-07-01 WO PCT/JP2011/065224 patent/WO2013005284A1/ja active Application Filing
- 2011-07-01 CN CN201180072003.0A patent/CN103620205B/zh not_active Expired - Fee Related
- 2011-07-01 EP EP11869151.8A patent/EP2728159B1/en active Active
- 2011-07-01 JP JP2013522622A patent/JP5733396B2/ja not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
---|---|
US20140123955A1 (en) | 2014-05-08 |
BR112013033825A2 (pt) | 2017-02-14 |
JP5733396B2 (ja) | 2015-06-10 |
EP2728159A4 (en) | 2016-06-15 |
EP2728159A1 (en) | 2014-05-07 |
BR112013033825B1 (pt) | 2021-02-09 |
US9188077B2 (en) | 2015-11-17 |
CN103620205A (zh) | 2014-03-05 |
EP2728159B1 (en) | 2020-01-08 |
CN103620205B (zh) | 2016-01-06 |
JPWO2013005284A1 (ja) | 2015-02-23 |
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