WO2014041831A1 - エンジンの燃料噴射制御装置 - Google Patents

エンジンの燃料噴射制御装置 Download PDF

Info

Publication number
WO2014041831A1
WO2014041831A1 PCT/JP2013/058065 JP2013058065W WO2014041831A1 WO 2014041831 A1 WO2014041831 A1 WO 2014041831A1 JP 2013058065 W JP2013058065 W JP 2013058065W WO 2014041831 A1 WO2014041831 A1 WO 2014041831A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel injection
fuel
engine
cylinder
spill valve
Prior art date
Application number
PCT/JP2013/058065
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
川辺　敬
文昭 平石
村上　隆
Original Assignee
三菱自動車工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Priority to EP13837383.2A priority Critical patent/EP2896814B1/de
Publication of WO2014041831A1 publication Critical patent/WO2014041831A1/ja

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02M59/368—Pump inlet valves being closed when actuated

Definitions

  • the present invention relates to fuel injection control technology of an engine capable of in-cylinder fuel injection and intake manifold fuel injection.
  • the fuel injection valve includes an in-cylinder fuel injection valve for injecting fuel into the combustion chamber and an intake passage fuel injection valve for injecting fuel into the intake passage, and the fuel injection amount in each fuel injection valve is controlled according to the rotational speed and load of the engine.
  • the engine is known. By supplying the fuel pressurized by the high pressure pump to the in-cylinder fuel injection valve, it is possible to inject the fuel into the high pressure combustion chamber.
  • the high-pressure pump includes a cam on a drive shaft driven by, for example, a crankshaft or a camshaft of an engine, and is introduced into the pressurizing chamber by the reciprocating movement of the plunger in the pressurizing chamber by the driving of the cam as the drive shaft rotates.
  • the fuel is pressurized to discharge high pressure fuel.
  • the high pressure pump is provided with a spill valve, which is an electromagnetically driven on-off valve, between a supply passage for supplying fuel to the pressurizing chamber and the pressurizing chamber.
  • a plurality of cam peaks are provided on the cam provided on the drive shaft, and it is general that the plunger is reciprocated a plurality of times by one rotation of the drive shaft. It is
  • Patent Document 1 there has been proposed a control technique in which the discharge pressure of fuel from the high-pressure pump can be changed by changing the operation and stop of the spill valve based on the operating state of the engine.
  • the spill valve is operated in the low load side idle state, and high pressure fuel is directly injected from the in-cylinder fuel injection valve directly into the cylinder to enable stable fuel injection, and the high load idle In the state, it is possible to stop the spill valve and inject low-pressure fuel from the in-cylinder fuel injection valve and the intake passage fuel injection valve at a predetermined injection ratio to reduce the operation noise of the spill valve.
  • Patent No. 4428293 gazette
  • the spill valve is operated to enable stable fuel injection on the low load side in the idle state, and the spill valve is stopped only on the high load side in the idle state.
  • the area where the operation noise can be reduced is limited to a part of the idle state, and it is desirable to reduce the operation noise of the spill valve in a wider engine operation area.
  • only switching between operation and stop of the spill valve enables fuel to be supplied without excess or deficiency in a wider engine operation area including fuel injection by combined use of the intake manifold fuel injection valve and the in-cylinder fuel injection valve, achieving stable combustion.
  • the present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a fuel injection control device for an engine capable of reducing the operation noise of a high pressure pump spill valve in a wide operation range. It is in.
  • the invention set forth in claim 1 is an intake manifold fuel injection means for injecting fuel into an intake manifold, and an in-cylinder fuel injection means for injecting fuel pressurized by a high pressure pump into a combustion chamber.
  • the high pressure pump is a plunger that moves in the pressurizing chamber to pressurize the fuel in the pressurizing chamber, and a spill that opens and closes the fuel supply path to the pressurizing chamber.
  • the control means includes control means for controlling the discharge state of fuel from the high-pressure pump, and the control means reduces the operation frequency of the spill valve as the load on the engine decreases at the time of fuel injection by the in-cylinder fuel injection means.
  • the control means stops driving the spill valve to stop fuel injection from the in-cylinder fuel injection means during low load operation of the engine, and causes the fuel from the intake passage fuel injection means to be reduced.
  • the spill valve is driven to inject fuel from the in-cylinder fuel injection means, and the operation range between low load operation and high load operation.
  • the spill valve is driven at a frequency less than the operation frequency at high load operation to inject fuel from the in-cylinder fuel injection means and control to inject fuel from the intake passage fuel injection means.
  • control means is configured to control the fuel injection amount from the in-cylinder fuel injection means and at least the engine load when the discharge pressure of fuel from the high pressure pump is less than a predetermined value during medium load operation.
  • the insufficient fuel amount which is a difference from the required fuel injection amount set based on the above is replenished with the fuel injected from the intake passage fuel injection means.
  • control means sets the fuel injection amount by the intake passage fuel injection means to a predetermined value during high load operation, and at least the engine load from the intake passage fuel injection means and the engine load. It controls so that the insufficiency fuel which is a difference with the required fuel injection quantity set based on it from the in-cylinder fuel injection means.
  • control means sets the fuel injection amount from the intake passage fuel injection means to be larger than the fuel injection amount from the in-cylinder fuel injection means during medium load operation.
  • control means sets the amount of fuel injection from the in-cylinder fuel injection means larger than the amount of fuel injection from the intake passage fuel injection means during high load operation.
  • control means variably controls the valve closing timing of the spill valve based on the operating state of the engine at the time of fuel injection by the in-cylinder fuel injection means.
  • the operating frequency of the spill valve is reduced as the load on the engine decreases, so the operating noise of the spill valve is suppressed during low load operation. be able to.
  • the operating frequency of the spill valve can be secured to maintain the fuel discharge pressure from the high pressure pump high, and the fuel injection amount from the in-cylinder fuel injection means can be secured. Output can be increased.
  • the operating frequency of the spill valve is increased to secure the discharge pressure of the high-pressure pump, and the operating frequency of the spill valve is reduced as the load on the engine decreases.
  • the operating noise of the spill valve can be reduced by setting the region for reducing the operating frequency of the valve not only in the idle state but also in a wide region.
  • the drive of the spill valve in the low load operation, is stopped to stop the fuel injection from the in-cylinder fuel injection means, and the fuel is controlled to be injected by the intake passage fuel injection means.
  • the noise of the spill valve in the high pressure pump can be eliminated.
  • the insufficient fuel is replenished with the injection fuel from the intake passage fuel injection means.
  • the required fuel injection amount can be satisfied without increasing the number of times the spill valve is driven, and the operation noise of the spill valve can be suppressed.
  • the fuel injection amount by the intake passage fuel injection means is set to a predetermined value, and the insufficient fuel is injected from the in-cylinder fuel injection means.
  • the fuel injection amount from the intake passage injection means is set to be larger than the fuel injection amount from the in-cylinder fuel injection means, so atomization of fuel is promoted and fuel consumption is enhanced. Can be improved.
  • the fuel injection amount from the in-cylinder fuel injection means is set larger than the fuel injection amount from the intake passage fuel injection means, so the intake air cooling effect is improved and output Can be increased.
  • the operation frequency of the spill valve but also the valve closing timing is variably controlled based on the operating state of the engine, so the discharge pressure of the high-pressure pump can be finely controlled. Therefore, by finely controlling the discharge pressure of the high-pressure pump in accordance with the fuel injection amount from the in-cylinder fuel injection means, it is possible to reduce friction at the time of operation of the plunger and to further improve fuel consumption.
  • BRIEF DESCRIPTION OF THE DRAWINGS The schematic block diagram of the fuel supply system of the engine provided with the fuel-injection control apparatus of one Embodiment of this invention.
  • BRIEF DESCRIPTION OF THE DRAWINGS The schematic block diagram of the high pressure pump which concerns on this embodiment.
  • FIG. 1 is a schematic configuration diagram of a fuel supply system of an engine 1 provided with a fuel injection control device according to an embodiment of the present invention.
  • FIG. 2 is a schematic configuration view of the high pressure pump 20.
  • An engine 1 according to an embodiment of the present invention is, for example, an engine for driving and driving an automobile, and as shown in FIG. 5, an intake valve 6 for opening and closing between the intake port 4 and the combustion chamber 3, an exhaust valve 7 for opening and closing between the exhaust port 5 and the combustion chamber 3, an electrode facing the combustion chamber 3 A spark plug 8 is provided.
  • the cylinder head 2 of the engine 1 of the present embodiment includes an intake passage fuel injection valve 10 for injecting fuel into the intake port 4 and an in-cylinder fuel injection valve 11 for injecting fuel into the combustion chamber 3. It is done.
  • an injection port is disposed at the intake port 4, and injects low pressure fuel supplied from the fuel tank 12 by the feed pump 13 into the intake port 4.
  • the fuel injection by the intake passage fuel injection valve 10 is referred to as intake passage fuel injection (PI).
  • the in-cylinder fuel injection valve 11 has an injection port disposed in the combustion chamber 3 and injects the high pressure fuel supplied from the high pressure pump 20 into the combustion chamber 3.
  • the high pressure pump 20 pressurizes the low pressure fuel supplied from the feed pump 13 and supplies it to the in-cylinder fuel injection valve 11.
  • the fuel injection by the in-cylinder fuel injection valve 11 is referred to as in-cylinder fuel injection (DI).
  • DI in-cylinder fuel injection
  • a pressure sensor 14 for detecting a delivery fuel pressure Pd which is a discharge pressure of fuel from the high pressure pump 20 is provided in the fuel supply passage between the high pressure pump 20 and the in-cylinder fuel injection valve 11.
  • the high pressure pump 20 is provided so that the plunger 22 can reciprocate in the cylindrical cylinder 21.
  • the plunger 22 is moved by a cam 24 provided on the drive shaft 23.
  • the drive shaft 23 is connected to, for example, an intake camshaft (not shown) of the engine 1, and hence the plunger 22 reciprocates in the cylinder 21 by driving the engine 1 to increase or decrease the volume of the pressure chamber 25 in the cylinder 21.
  • the cam 24 is formed in a substantially square plate shape in which the corner 24 a is smoothed, and is disposed so as to press the plunger 22 by the four corners 24 a to reduce the volume of the pressure chamber 25.
  • the plunger 22 reciprocates four times each time the drive shaft 23 makes one rotation.
  • the cylinder 21 is provided with a supply passage 26 for supplying the fuel to the pressure chamber 25 and a discharge passage 27 for discharging the fuel from the pressure chamber 25. Furthermore, the cylinder 21 is provided with a spill valve 28 for opening and closing the supply passage 26 and a discharge valve 29 for opening and closing the discharge passage 27.
  • the supply passage 26 is connected to the feed pump 13, and the discharge passage 27 is connected to the in-cylinder fuel injection valve 11.
  • the spill valve 28 is biased to open by the spring 30 and is configured to close by energizing the solenoid 31.
  • the solenoid 31 is supplied with power from the control unit (ECU) 32 as a spill valve drive signal to close the spill valve 28.
  • the discharge valve 29 is biased to close by a spring 33, and the pressure difference between the inside of the pressure chamber 25 and the inside of the discharge passage 27 is a predetermined value or more, and more specifically, the pressure in the pressure chamber 25 is The valve is set to open when it rises above the set supply pressure to the fuel injection valve 11.
  • the spill valve 28 is opened as shown in FIG. 2 and fuel is supplied from the supply passage 26 into the pressure chamber 25.
  • the spill valve drive signal is temporarily supplied to the solenoid 31 to close the spill valve 28 so that the plunger 22 is subsequently moved upward.
  • the valve is moved to the lower position, the closed state of the spill valve 28 is maintained, and the fuel in the pressurizing chamber 25 is pressurized.
  • the spill valve drive signal for closing the spill valve 28 is inputted to the solenoid 31 every time when the plunger 22 moves upward from the bottom dead center of the plunger 22, thereby responding to the vertical movement of the plunger 22.
  • the spill valve 28 is repeatedly opened and closed, and fuel can be repeatedly pressurized to discharge high-pressure fuel.
  • the control unit 32 is configured to include an input / output device, a storage device (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), and the like.
  • the control unit 32 controls the fuel injection amount by controlling the intake passage fuel injection valve 10 and the in-cylinder fuel injection valve 11 based on the accelerator operation, the engine rotational speed, etc., and controls the operation of the ignition plug 8 etc.
  • control unit 32 inputs the delivery fuel pressure Pd from the pressure sensor 14 and the crank angle from the crank angle sensor 16 of the engine 1 and drives the spill valve 28 of the high pressure pump 20 based on the load and rotational speed of the engine 1 It has a function to control.
  • the load of the engine 1 may be determined based on, for example, the accelerator operation amount input from the accelerator position sensor 17, and the rotational speed of the engine 1 may be determined by measuring the transition of the crank angle input from the crank angle sensor 16.
  • FIGS. 3 and 4 are flowcharts showing the fuel injection control in the control unit 32 and the drive control procedure of the spill valve 28.
  • FIG. 5 is a map for fuel injection mode determination. This routine is started when the engine 1 is started by a key switch or the like. In this embodiment, as shown in FIG. 3, first, in step S10, the in-cylinder fuel injection valve 11, the intake passage fuel injection valve 10, the spark plug 8, and a starter motor (not shown) are operated to control the engine 1 Start it. Then, the process proceeds to step S20.
  • step S20 driving of the spill valve 28 is started. Specifically, according to the crank angle input from the crank angle sensor 16, as described above, the spill valve drive signal is output to the solenoid 31 each time the high-pressure pump 20 starts moving upward from the bottom dead center of the plunger 22 , Pressurize the fuel. Then, the process proceeds to step S30.
  • step S30 the fuel injection mode is determined based on the rotational speed and load of the engine 1. The fuel injection mode is determined using a fuel injection mode map as shown in FIG. As shown in FIG.
  • PI mode is a mode in which fuel injection is not performed by the in-cylinder fuel injection valve 11 but is performed only by the intake passage fuel injection valve 10, and in the DI + PI (1) and DI + PI (2) modes. Fuel is injected from both the in-cylinder fuel injection valve 11 and the intake passage fuel injection valve 10. Then, it is determined whether or not the PI mode is determined, and if the PI mode is determined, the process proceeds to step S40.
  • step S40 the delivery fuel pressure Pd is input from the pressure sensor 14, and it is determined whether the delivery fuel pressure Pd is greater than or equal to a predetermined value Pd1 (Pd ⁇ Pd1?).
  • the predetermined value Pd1 may be set to a fuel pressure sufficient to inject fuel from the in-cylinder fuel injection valve 11 into the combustion chamber 3. If the delivery fuel pressure Pd is equal to or higher than the predetermined value Pd1, the process proceeds to step S50.
  • step S50 the output of the spill valve drive signal is stopped. That is, the drive of the spill valve 28 is stopped to open the valve, and the pressurization of the fuel in the high pressure pump 20 is stopped. Then, the process returns to step S30.
  • step S40 If it is determined in step S40 that the delivery fuel pressure Pd is less than the predetermined value Pd1, the process proceeds to step S60.
  • step S60 the spill valve 28 is driven as in step S20. Specifically, when the spill valve 28 is driven, the spill valve 28 is continuously driven, and when the spill valve 28 is not driven, the drive of the spill valve 28 is started. Then, the process returns to step S30.
  • step S70 the spill valve 28 is driven as in step S60, and the high pressure pump 20 pressurizes the fuel. Then, the process proceeds to step S80.
  • step S80 the in-cylinder fuel injection valve 11 is operationally controlled to start in-cylinder fuel injection. Then, the process proceeds to step S90.
  • step S90 the fuel injection mode is determined in the same manner as step S30, and it is determined whether the fuel injection mode is the DI + PI (1) mode, and if it is the DI + PI (1) mode Go to S100.
  • step S100 the drive of the spill valve 28 in the high pressure pump 20 is set to drive twice per one rotation of the drive shaft 23. Specifically, as described above, the high pressure pump 20 is configured such that the plunger 22 reciprocates four times in one rotation of the drive shaft, but outputs the spill valve drive signal every other time among the four reciprocations.
  • step S110 pressure is increased by the amount that the plunger reciprocates twice in one rotation of the drive shaft, and the discharge amount is halved and the discharge pressure is reduced compared to the case where the spill valve drive signal is output at all reciprocation of the plunger 22 Do. Then, the process proceeds to step S110.
  • step S110 as in step S40, the delivery fuel pressure Pd is input from the pressure sensor 14, and it is determined whether the delivery fuel pressure Pd is equal to or greater than a predetermined value Pd1 (Pd ⁇ Pd1?). If the delivery fuel pressure Pd is equal to or higher than the predetermined value Pd1, the process returns to step S90. If the discharge pressure Pd is less than the predetermined value Pd1, the process proceeds to step S120. In step S120, the shortage of fuel is replenished by intake manifold fuel injection (PI).
  • PI intake manifold fuel injection
  • the necessary fuel set based on the fuel injection amount from the in-cylinder fuel injection valve 11 and the engine rotation speed and load Insufficient fuel, which is a difference from the injection amount, is controlled to be injected from the intake passage fuel injection valve 10. Then, the process returns to step S90.
  • step S90 If it is determined in step S90 that the fuel injection mode is not the DI + PI (1) mode, the process proceeds to step S130.
  • step S130 the fuel injection mode is determined in the same manner as step S30, and it is determined whether the fuel injection mode is DI + PI (2) mode. If DI + PI (2) mode is selected Go to S140.
  • step S140 the drive of the spill valve 28 is set to drive four times per rotation of the drive shaft 23. This is a normal setting at the time of operation of the high pressure pump 20, and in the high pressure pump 20 in which the plunger 22 reciprocates four times by one rotation of the drive shaft 23, the spill valve drive signal is output when all the plungers 22 reciprocate. is there. Then, the process proceeds to step S150.
  • step S150 the intake passage fuel injection amount which is the fuel injection amount by the intake passage fuel injection valve 10 is set to a predetermined value Vpi1 which is a relatively small value. Then, the process proceeds to step S160.
  • step S160 the insufficiency of fuel is replenished by in-cylinder fuel injection. Specifically, the in-cylinder fuel injection valve 11 is controlled to inject an insufficient fuel amount which is a difference between the predetermined value Vpi1 and a required fuel injection amount set based on the engine rotational speed and the load. Then, the process returns to step S130.
  • step S130 If it is determined in step S130 that the fuel injection mode is not the DI + PI (2) mode, the process proceeds to step S170.
  • step S170 it is determined whether the engine 1 is stopped. If the engine 1 is stopped, this routine ends. If the engine 1 has not stopped, the process returns to step S30 shown in FIG.
  • the drive of the spill valve 28 can be switched between two stages of driving twice and four times per rotation of the drive shaft 23, and the discharge performance of the high pressure pump 20 It can be switched in two steps. Then, at the time of low load and low rotation of the engine 1, the PI mode is selected and the drive of the spill valve 28 is stopped, so that the operation noise of the spill valve 28 can be eliminated. Since the required fuel injection amount is small at the time of low load and low rotation, the maximum fuel injection amount of the intake passage fuel injection valve 10 can be sufficiently coped with only the intake passage fuel injection without performing the in-cylinder fuel injection at least. It is.
  • the DI + PI (1) mode is selected, and fuel injection is performed by both in-cylinder fuel injection and intake manifold fuel injection.
  • the fuel injection amount can be increased compared to the PI mode, and the fuel injection amount required during medium load operation can be sufficiently coped with.
  • region since the drive of the spill valve 28 is set to drive twice, an operation
  • the in-cylinder fuel injection amount is set small, and the shortage is replenished by the intake passage fuel injection, so the intake passage fuel injection is greater than the in-cylinder fuel injection amount.
  • the ratio of the amount is set large.
  • the fuel is easily atomized in the period from the fuel injection to the combustion chamber 3 after the fuel injection in the intake passage fuel injection, so that the fuel consumption can be improved.
  • the friction at the time of operation of the spill valve 28 can be reduced, and also the drive of the solenoid 31 can be reduced.
  • the DI + PI (2) mode is selected, fuel injection is performed in both in-cylinder fuel injection and intake manifold fuel injection, and drive of the spill valve 28 is set to drive four times.
  • the capacity of the high pressure pump 20 can be maximized, and the fuel required for high load operation can be sufficiently secured.
  • the number of actuations of spill valve 28 is twice that in DI + PI (1) mode, and the operation noise of spill valve 28 is no longer reduced. Since the sound is loud, the operation sound of the spill valve 28 is unlikely to be a problem.
  • the intake manifold fuel injection amount is set small, and the shortfall is replenished by in-cylinder fuel injection, so in-cylinder fuel injection is more than intake manifold fuel injection amount.
  • the ratio of the amount is set large. Therefore, the intake air cooling effect can be sufficiently obtained by the fuel injection into the combustion chamber 3 in the in-cylinder fuel injection, the charging efficiency can be improved, and the output can be increased.
  • the operation of the spill valve 28 is stopped without performing the in-cylinder fuel injection during the low load operation including the idle state (the low load and low rotation), and the noise from the high pressure pump 20 is reduced. Operation noise is suppressed by halving the number of times the spill valve 28 is operated during high-load operation as well as during low-load operation. The operating noise can be reduced.
  • the present invention is not limited to the above embodiment.
  • control is performed so that stopping and actuation are alternately performed once.
  • the stop and actuation may be performed, for example, twice at a time.
  • fluctuation of the delivery fuel pressure Pd from the high-pressure pump 20 can be suppressed, and more accurate Fuel injection control becomes possible.
  • both in-cylinder fuel injection and intake manifold fuel injection are performed in the DI + PI (2) mode, but only in-cylinder fuel injection may be performed.
  • the valve closing timing of the spill valve 28 is further variable according to the required fuel injection amount from the in-cylinder fuel injection valve 11. It is good to control.
  • the delivery fuel pressure Pd which is the discharge pressure from the high pressure pump 20, can be set high.
  • the valve closing timing of the spill valve 28 is retarded to a position moved upward from the bottom dead center of the plunger 22, the delivery fuel pressure Pd can be reduced.
  • valve closing timing of the spill valve 28 By setting the valve closing timing of the spill valve 28 to be retarded according to the operating condition of the engine 1 in which the required amount of fuel injection amount from the in-cylinder fuel injection valve 11 decreases, the friction at the time of actuation of the plunger 22 is reduced. The fuel consumption can be further improved.
  • the invention of the present application includes intake passage fuel injection means for injecting fuel into the intake passage, and in-cylinder fuel injection means for injecting fuel into the combustion chamber, and high pressure fuel is supplied to the in-cylinder fuel injection means by a high pressure pump having a spill valve.
  • intake passage fuel injection means for injecting fuel into the intake passage
  • in-cylinder fuel injection means for injecting fuel into the combustion chamber
  • high pressure fuel is supplied to the in-cylinder fuel injection means by a high pressure pump having a spill valve.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
PCT/JP2013/058065 2012-09-12 2013-03-21 エンジンの燃料噴射制御装置 WO2014041831A1 (ja)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13837383.2A EP2896814B1 (de) 2012-09-12 2013-03-21 Kraftstoffeinspritzungssteuerung für einen motor

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-200378 2012-09-12
JP2012200378A JP6024882B2 (ja) 2012-09-12 2012-09-12 エンジンの燃料噴射制御装置

Publications (1)

Publication Number Publication Date
WO2014041831A1 true WO2014041831A1 (ja) 2014-03-20

Family

ID=50277969

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/058065 WO2014041831A1 (ja) 2012-09-12 2013-03-21 エンジンの燃料噴射制御装置

Country Status (3)

Country Link
EP (1) EP2896814B1 (de)
JP (1) JP6024882B2 (de)
WO (1) WO2014041831A1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6603150B2 (ja) * 2016-02-09 2019-11-06 本田技研工業株式会社 内燃機関の燃料噴射制御装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005207374A (ja) * 2004-01-26 2005-08-04 Toyota Motor Corp 内燃機関の高圧燃料供給装置
WO2006100938A1 (ja) * 2005-03-18 2006-09-28 Toyota Jidosha Kabushiki Kaisha ２系統燃料噴射式内燃機関
JP2007009815A (ja) * 2005-06-30 2007-01-18 Toyota Motor Corp 内燃機関の制御装置
JP2008255980A (ja) * 2007-03-13 2008-10-23 Toyota Motor Corp 燃料供給制御装置
JP4428293B2 (ja) 2005-06-07 2010-03-10 トヨタ自動車株式会社 内燃機関の制御装置
JP2011202587A (ja) * 2010-03-25 2011-10-13 Daihatsu Motor Co Ltd 燃料ポンプの制御方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3818011B2 (ja) * 2000-04-10 2006-09-06 トヨタ自動車株式会社 内燃機関の燃料圧力制御装置
JP4120567B2 (ja) * 2003-11-11 2008-07-16 トヨタ自動車株式会社 内燃機関の噴射制御装置
JP4649142B2 (ja) * 2004-07-30 2011-03-09 トヨタ自動車株式会社 内燃機関の点火時期制御装置
JP4506526B2 (ja) * 2005-03-18 2010-07-21 トヨタ自動車株式会社 内燃機関の制御装置
JP2007303336A (ja) * 2006-05-10 2007-11-22 Toyota Motor Corp 内燃機関の制御装置
JP4673812B2 (ja) * 2006-09-20 2011-04-20 トヨタ自動車株式会社 内燃機関の制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005207374A (ja) * 2004-01-26 2005-08-04 Toyota Motor Corp 内燃機関の高圧燃料供給装置
WO2006100938A1 (ja) * 2005-03-18 2006-09-28 Toyota Jidosha Kabushiki Kaisha ２系統燃料噴射式内燃機関
JP4428293B2 (ja) 2005-06-07 2010-03-10 トヨタ自動車株式会社 内燃機関の制御装置
JP2007009815A (ja) * 2005-06-30 2007-01-18 Toyota Motor Corp 内燃機関の制御装置
JP2008255980A (ja) * 2007-03-13 2008-10-23 Toyota Motor Corp 燃料供給制御装置
JP2011202587A (ja) * 2010-03-25 2011-10-13 Daihatsu Motor Co Ltd 燃料ポンプの制御方法

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP2896814A4 *

Also Published As

Publication number Publication date
EP2896814B1 (de) 2018-11-07
EP2896814A1 (de) 2015-07-22
JP6024882B2 (ja) 2016-11-16
JP2014055539A (ja) 2014-03-27
EP2896814A4 (de) 2016-06-15

Similar Documents

Publication Publication Date Title
KR100372472B1 (ko) 연료 펌프 제어 장치
KR100373616B1 (ko) 고압 연료 펌프 및 고압 연료 펌프용 캠
US6336445B1 (en) Fuel supplying apparatus and method for internal combustion engine
US7182067B2 (en) Storage-volume fuel injection system for an internal combustion engine
JP4050287B2 (ja) 内燃機関の省エネ方式の高圧燃料供給制御装置
EP1557555B1 (de) Brennstoffzuführeinrichting einer Brennkraftmaschine
JP2013113145A (ja) 内燃機関の制御装置
US20080115770A1 (en) Pump with torque reversal avoidance feature and engine system using same
WO2014041831A1 (ja) エンジンの燃料噴射制御装置
KR101416366B1 (ko) 가솔린 직분사 엔진의 연료 제어 시스템 및 방법
JP5141724B2 (ja) 高圧ポンプの制御装置
JPH09222056A (ja) 燃料噴射装置
JP5018374B2 (ja) 内燃機関の燃料噴射システム
JP2009185622A (ja) 筒内直噴式内燃機関の燃料供給装置
JP7151241B2 (ja) 燃料噴射制御装置
JP4329755B2 (ja) 内燃機関の高圧燃料ポンプ
JP2006037836A (ja) エンジンの高圧燃料ポンプ制御装置
JP5626142B2 (ja) 蓄圧式燃料噴射装置
JP2001152922A (ja) コモンレール式燃料噴射装置
JP2001271725A (ja) 燃料ポンプの駆動装置
JPH07189793A (ja) 筒内直噴式内燃機関の燃料噴射制御装置
JP2008202578A (ja) 内燃機関の高圧燃料ポンプ

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13837383

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE