WO2022239309A1 - 燃料噴射制御装置 - Google Patents
燃料噴射制御装置 Download PDFInfo
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- WO2022239309A1 WO2022239309A1 PCT/JP2022/002725 JP2022002725W WO2022239309A1 WO 2022239309 A1 WO2022239309 A1 WO 2022239309A1 JP 2022002725 W JP2022002725 W JP 2022002725W WO 2022239309 A1 WO2022239309 A1 WO 2022239309A1
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- Prior art keywords
- fuel injection
- valve closing
- valve
- closing time
- fuel
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- 238000002347 injection Methods 0.000 title claims abstract description 383
- 239000007924 injection Substances 0.000 title claims abstract description 383
- 239000000446 fuel Substances 0.000 title claims abstract description 305
- 230000008859 change Effects 0.000 claims description 10
- 238000001514 detection method Methods 0.000 description 43
- 238000012937 correction Methods 0.000 description 42
- 238000002485 combustion reaction Methods 0.000 description 36
- 238000004364 calculation method Methods 0.000 description 17
- 238000010586 diagram Methods 0.000 description 12
- 230000006866 deterioration Effects 0.000 description 10
- 238000000034 method Methods 0.000 description 10
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 6
- 230000007423 decrease Effects 0.000 description 6
- 230000004069 differentiation Effects 0.000 description 6
- 239000001301 oxygen Substances 0.000 description 6
- 229910052760 oxygen Inorganic materials 0.000 description 6
- 238000011156 evaluation Methods 0.000 description 5
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 5
- 239000003054 catalyst Substances 0.000 description 4
- 238000002474 experimental method Methods 0.000 description 4
- 238000012545 processing Methods 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 238000004590 computer program Methods 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000004907 flux Effects 0.000 description 3
- 239000007789 gas Substances 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 239000002828 fuel tank Substances 0.000 description 2
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- 239000000203 mixture Substances 0.000 description 2
- 238000003825 pressing Methods 0.000 description 2
- 230000002265 prevention Effects 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
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- 230000003068 static effect Effects 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Images
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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
- F02D41/2467—Characteristics of actuators for injectors
- F02D41/247—Behaviour for small quantities
-
- 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
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
- F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
- F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a fuel injection control device.
- Patent Document 1 as a control device for controlling the operation of a fuel injection valve, individual difference information of the fuel injection valve is detected, and based on the detected individual difference information, a drive current for controlling the supply of the fuel injection valve is disclosed. is made variable for each fuel injection valve.
- the peak current of the driving current common to all the fuel injection valves assembled in the internal combustion engine for opening the fuel injection valves is excessive. It determines whether the supply is sufficient or insufficient, and reduces or increases the drive current to optimize the valve opening force when the valve is opened.
- a reverse voltage is applied immediately after the peak current is applied, and the current supplied to the fuel injection valve is abruptly withdrawn, thereby reducing the acceleration of the valve body immediately before the valve is completely opened, thereby reducing valve body bouncing after the valve is completely opened. ing.
- the longer the injection pulse width that permits the execution of individual difference detection the less frequently the individual difference detection can be executed while the internal combustion engine is running, and there is a risk that the individual difference detection will not progress.
- the shorter the injection pulse width that permits the execution of the individual difference detection the more frequently the individual difference detection can be performed while the internal combustion engine is running, but the variation in the individual difference detection of the fuel injection valves increases. It becomes large, and there exists a possibility of causing the precision deterioration.
- the valve body of the fuel injection valve is stable, whether or not a holding current for holding the valve body in the full lift position is being energized when stopping the energization of the fuel injection valve is determined.
- the valve closing time changes, which may deteriorate the accuracy of detecting individual differences.
- the present invention provides a fuel injection control device for controlling a plurality of fuel injection valves in which a valve element moves from a closed position to an open position by energizing a solenoid, wherein the plurality of fuel injection For each of the valves, the time from the end of energization of the solenoid until the valve body moves to the valve closing position is measured as a valve closing time, and the energization time of the solenoid is divided into a plurality of sections, and the plurality of sections are divided into a plurality of sections.
- the average value of the valve closing time measured multiple times is calculated as the average valve closing time
- the characteristic valve closing time is calculated based on the average valve closing time of at least one section among the plurality of sections
- the energization time is corrected according to the peculiar valve closing time of each of the plurality of fuel injection valves.
- the energization time of the solenoid of each fuel injection valve is divided into a plurality of intervals, and the characteristic time of each fuel injection valve is determined based on at least one of the average valve closing times of each interval.
- the valve closing time is calculated, and variations in the intrinsic valve closing time of each fuel injection valve are detected as individual differences among the fuel injection valves. As a result, it is possible to improve the execution frequency and accuracy of the individual difference detection of the plurality of fuel injection valves.
- the fuel injection control device of the present invention it is possible to improve the execution frequency and accuracy of individual difference detection of a plurality of fuel injection valves.
- FIG. 1 is a schematic overall configuration diagram showing a basic configuration example of an internal combustion engine system equipped with a fuel injection control device according to an embodiment of the present invention
- 1 is a schematic configuration diagram showing a fuel injection control device according to one embodiment of the present invention
- FIG. 3 is a diagram showing a configuration example of a fuel injection driving unit shown in FIG. 2
- FIG. FIG. 2 is a cross-sectional view of the fuel injection valve shown in FIG. 1
- FIG. 2 is a timing chart for explaining a method of driving the fuel injection valve shown in FIG. 1
- FIG. 2 is a diagram showing the relationship between the injection pulse width of the fuel injection valve shown in FIG. 1 and the amount of fuel injection;
- FIG. 5 is a diagram showing the relationship between the injection amount characteristic and the injection pulse width correction amount of each fuel injection valve; It is a figure explaining the relationship between valve-closing time and injection pulse width correction amount used when implementing injection pulse width correction
- 2 is a diagram illustrating detection of a valve closing time using a drive voltage in the fuel injection valve shown in FIG. 1; FIG. It is a figure explaining the injection pulse width interval which evaluates a valve closing detection result. It is a figure explaining the method of evaluating the valve closing detection result for every injection pulse width interval.
- FIG. 1 is an overall configuration diagram of an internal combustion engine system equipped with a fuel injection control device according to an embodiment.
- An internal combustion engine (engine) 101 shown in FIG. 1 is a four-cycle engine that repeats four strokes of an intake stroke, a compression stroke, a combustion (expansion) stroke, and an exhaust stroke. is the engine. Note that the number of cylinders that the internal combustion engine 101 has is not limited to four, and may have six or eight or more cylinders.
- the internal combustion engine 101 has a piston 102 , an intake valve 103 and an exhaust valve 104 .
- Intake air (intake air) of the internal combustion engine 101 passes through an air flow meter (AFM) 120 that detects the amount of inflowing air, and the flow rate is adjusted by a throttle valve 119 .
- the air that has passed through the throttle valve 119 is sucked into the collector 115, which is a branch, and then enters the combustion chamber 121 of each cylinder via the intake pipe 110 and the intake valve 103 provided for each cylinder. supplied.
- AFM air flow meter
- fuel is supplied from the fuel tank 123 to the high-pressure fuel pump 125 by the low-pressure fuel pump 124, and is increased by the high-pressure fuel pump 125 to the pressure required for fuel injection. That is, the high-pressure fuel pump 125 moves a plunger provided in the high-pressure fuel pump 125 up and down by power transmitted from an exhaust cam shaft (not shown) of the exhaust cam 128, so that the fuel in the high-pressure fuel pump 125 is pumped. is pressurized (boosted).
- An opening/closing valve driven by a solenoid is provided at the intake port of the high-pressure fuel pump 125, and the solenoid is connected to a fuel injection control device 127 provided in an ECU (Engine Control Unit) 109, which is an electronic control device. ing.
- the fuel injection control device 127 controls the solenoid based on a control command from the ECU 109, and opens and closes the valve so that the pressure of the fuel discharged from the high-pressure fuel pump 125 (hereinafter abbreviated as "fuel pressure") becomes a desired pressure. to drive.
- the ECU 109 fuel injection control device 127) includes, for example, a CPU, a memory, and an input/output interface (not shown).
- a CPU is a processor that performs arithmetic processing.
- the memory is a storage unit made up of a volatile or nonvolatile semiconductor memory or the like.
- a computer program for controlling the fuel injection valve 105 may be stored in the memory. In this case, all or part of the functions of the fuel injection control device 127 are realized by the CPU reading and executing the computer program recorded in the memory.
- An ignition switch signal for commanding start (ignition) of the internal combustion engine 101 is input to the ECU 109 . For example, when the CPU detects that the ignition switch signal is on, it starts processing a computer program for fuel injection control.
- MPU Micro Processing Unit
- the fuel pressurized by the high-pressure fuel pump 125 is sent to the fuel injection valve 105 via the high-pressure fuel pipe 129 .
- Fuel injection valve 105 directly injects fuel into combustion chamber 121 based on a command from fuel injection control device 127 .
- the fuel injection valve 105 is an electromagnetic valve that injects fuel by operating a valve element when a drive current is supplied (energized) to a solenoid (electromagnetic coil) described later.
- the internal combustion engine 101 is provided with a fuel pressure sensor 126 that measures the fuel pressure in the high-pressure fuel pipe 129 .
- the ECU 109 sends a control command to the fuel injection control device 127 to bring the fuel pressure in the high-pressure fuel pipe 129 to a desired pressure based on the measurement result of the fuel pressure sensor 126 . That is, the ECU 109 performs so-called feedback control to bring the fuel pressure in the high-pressure fuel pipe 129 to a desired pressure.
- each combustion chamber 121 of the internal combustion engine 101 is provided with an ignition plug 106, an ignition coil 107, and a water temperature sensor .
- the spark plug 106 exposes an electrode portion in the combustion chamber 121 and ignites a mixture of intake air and fuel in the combustion chamber 121 by electric discharge.
- Ignition coil 107 produces a high voltage for discharging at spark plug 106 .
- a water temperature sensor 108 measures the temperature of cooling water that cools the cylinders of the internal combustion engine 101 .
- the ECU 109 controls energization of the ignition coil 107 and ignition control by the ignition plug 106 .
- a mixture of intake air and fuel in the combustion chamber 121 is combusted by sparks emitted from the spark plug 106, and the pressure pushes the piston 102 downward.
- Exhaust gas generated by combustion is discharged to the exhaust pipe 111 through the exhaust valve 104 .
- a three-way catalyst 112 and an oxygen sensor 113 are provided in the exhaust pipe 111 .
- the three-way catalyst 112 purifies harmful substances such as nitrogen oxides (NOx) contained in the exhaust gas.
- the oxygen sensor 113 detects the concentration of oxygen contained in the exhaust gas and outputs the detection result to the ECU 109 . Based on the detection result of the oxygen sensor 113, the ECU 109 performs feedback control so that the fuel injection amount supplied from the fuel injection valve 105 becomes the target air-fuel ratio.
- a crankshaft 131 is also connected to the piston 102 via a connecting rod 132 .
- the reciprocating motion of the piston 102 is converted into rotary motion by the crankshaft 131 .
- a crank angle sensor 116 is attached to the crankshaft 131 .
- Crank angle sensor 116 detects the rotation and phase of crankshaft 131 and outputs the detection result to ECU 109 .
- ECU 109 can detect the rotational speed of internal combustion engine 101 based on the output of crank angle sensor 116 .
- the ECU 109 receives signals from the crank angle sensor 116, the air flow meter 120, the oxygen sensor 113, the accelerator opening sensor 122 that indicates the opening of the accelerator operated by the driver, the fuel pressure sensor 126, and the like.
- the ECU 109 Based on the signal supplied from the accelerator opening sensor 122, the ECU 109 calculates the required torque of the internal combustion engine 101 and determines whether or not the vehicle is in an idling state. The ECU 109 also calculates the amount of intake air required for the internal combustion engine 101 from the required torque and the like, and outputs an opening degree signal corresponding to the amount to the throttle valve 119 .
- the ECU 109 also has a rotation speed detection unit that detects the rotation speed of the internal combustion engine 101 (hereinafter referred to as engine rotation speed) based on the signal supplied from the crank angle sensor 116 . Furthermore, the ECU 109 has a warm-up determination unit that determines whether or not the three-way catalyst 112 is warmed up based on the temperature of the cooling water obtained from the water temperature sensor 108 and the elapsed time after the start of the internal combustion engine 101. have
- the fuel injection control device 127 calculates the amount of fuel according to the amount of intake air, and outputs a fuel injection signal corresponding to it to the fuel injection valve 105 . Further, fuel injection control device 127 outputs an energization signal to ignition coil 107 and an ignition signal to ignition plug 106 .
- FIG. 1 the configuration of the fuel injection control device 127 shown in FIG. 1 will be explained using FIGS. 2 and 3.
- FIG. 2 the configuration of the fuel injection control device 127 shown in FIG. 1 will be explained using FIGS. 2 and 3.
- FIG. 1 the configuration of the fuel injection control device 127 shown in FIG. 1 will be explained using FIGS. 2 and 3.
- FIG. 2 the configuration of the fuel injection control device 127 shown in FIG. 1 will be explained using FIGS. 2 and 3.
- FIG. 2 is a schematic configuration diagram showing the fuel injection control device 127.
- FIG. 3 is a diagram showing a configuration example of the fuel injection driving section shown in FIG.
- the fuel injection control device 127 includes a fuel injection pulse signal calculation section 201 and a fuel injection drive waveform command section 202 as a fuel injection control section, an engine state detection section 203, and a drive IC 208. Further, the fuel injection control device 127 includes a high voltage generation unit (booster device) 206, fuel injection drive units 207a and 207b, a valve closing time detection unit 211, a valve closing time evaluation unit 212, and an injection pulse width correction amount calculation unit 213. Prepare.
- boost device high voltage generation unit
- the engine state detection unit 203 collects and provides various types of information such as the aforementioned engine speed, intake air amount, cooling water temperature, fuel pressure, and failure state of the internal combustion engine 101 .
- the fuel injection pulse signal calculation unit 201 defines the fuel injection period of the fuel injection valve 105 for realizing fuel injection with the required injection amount. Calculate the injection pulse width. Since this injection pulse width is determined from the characteristics of a reference fuel injection valve (for example, a central product with design variation), injection pulse width correction for each cylinder calculated by an injection pulse width correction amount calculation unit 213 described later The amount is added and output to the drive IC 208 .
- a fuel injection drive waveform command unit 202 calculates a command value of a drive current to be supplied for opening and maintaining the valve opening of the fuel injection valve 105 based on various information including fuel pressure obtained from the engine state detection unit 203. , is set in the driving IC 208 via serial communication or the like.
- a battery voltage 209 is supplied to the high voltage generator 206 via a fuse 204 and a relay 205 . Based on the battery voltage 209, the high voltage generator 206 generates a high power supply voltage 210 (VH) required when the electromagnetic fuel injection valve 105 is opened.
- the power supply voltage 210 is hereinafter referred to as a high voltage 210 .
- a high voltage 210 for the purpose of securing the valve opening force of the valve body
- a battery voltage 209 for keeping the valve open so that the valve body does not close after the valve is opened. ing.
- the fuel injection drive unit 207a (switch unit) is provided on the upstream side (power supply side) of the fuel injection valve 105, and applies a high voltage 210 required to open the fuel injection valve 105 to the fuel injection valve 105. supply. After the fuel injection valve 105 is opened, the fuel injection drive unit 207a supplies the fuel injection valve 105 with the battery voltage 209 required to keep the fuel injection valve 105 open.
- the fuel injection driver 207a has diodes 301 and 302, a high voltage side switching element 303, and a low voltage side switching element 304.
- the fuel injection drive unit 207a supplies the high voltage 210 supplied from the high voltage generation unit 206 to the fuel injection valve 105 using the high voltage side switching element 303 through the diode 301 provided for current backflow prevention. .
- the fuel injection driving unit 207a supplies the battery voltage 209 supplied via the relay 205 to the fuel injection valve 105 through the diode 302 provided for current backflow prevention and using the low voltage side switching element 304. do.
- the fuel injection drive section 207b (switch section) is provided on the downstream side (ground side) of the fuel injection valve 105, and has a switching element 305 and a shunt resistor 306. By turning on the switching element 305, the fuel injection driving section 207b applies the power supplied from the fuel injection driving section 207a on the upstream side to the fuel injection valve 105. As shown in FIG. Further, the fuel injection drive unit 207b detects the current consumed in the fuel injection valve 105 by the shunt resistor 306. FIG.
- a drive IC 208 shown in FIG. 207a and 207b controls the high voltage 210 and the battery voltage 209 applied to the fuel injection valve 105 and controls the drive current supplied to the fuel injection valve 105 .
- a diode 309 is connected in the forward direction between the downstream side of the solenoid 407 (see FIG. 4) and the high voltage generator 206, and a diode 308 is connected in the forward direction between the shunt resistor 306 and the upstream side of the solenoid 407. It is connected.
- the back electromotive force generated in the solenoid 407 of the fuel injection valve 105 energizes the diodes 308 and 309. FIG.
- the current is fed back to the high voltage generator 206 side, and the drive current supplied to the solenoid 407 rapidly drops.
- a reverse-polarity voltage (-VH) having a magnitude corresponding to the high voltage 210, for example, is generated between the terminals of the solenoid 407 as a back electromotive force.
- the valve closing time detection unit 211 detects the valve closing time of the fuel injection valve 105 and outputs it to the valve closing time evaluation unit 212 .
- the valve closing time evaluation unit 212 calculates the valve closing time based on the energization time of the fuel injection valve 105 and outputs the calculated valve closing time to the injection pulse width correction amount calculation unit 213 .
- the injection pulse width correction amount calculation unit 213 calculates a correction amount (injection pulse width correction amount) for the ON time (injection pulse width) of the injection pulse signal based on the valve closing time, and applies the calculated injection pulse width correction amount to the fuel. Output to injection pulse signal calculation unit 201 .
- FIG. 4 is a cross-sectional view of the fuel injection valve 105.
- the fuel injection valve 105 is an electromagnetic fuel injection valve provided with a normally closed solenoid valve.
- the fuel injection valve 105 has a housing 401 forming an outer shell, a valve element 402 arranged in the housing 401, a movable core 403, and a fixed core 404. As shown in FIG. A valve seat 405 and an injection hole 406 communicating with the valve seat 405 are formed in the housing 401 .
- the valve body 402 is formed in a substantially rod shape, and a tip portion 402a, which is one end, is formed in a substantially conical shape.
- a tip portion 402 a of the valve body 402 faces a valve seat 405 of the housing 401 .
- the fuel injection valve 105 closes when the tip 402 a of the valve body 402 contacts the valve seat 405 , and fuel is no longer injected from the injection hole 406 .
- the direction in which the tip portion 402a of the valve body 402 approaches the valve seat 405 is defined as the valve closing direction
- the direction in which the tip portion 402a of the valve body 402 moves away from the valve seat 405 is defined as the valve opening direction.
- the fixed core 404 is formed in a cylindrical shape and is fixed to the end of the housing 401 opposite to the valve seat 405 .
- the other end (rear end) side of the valve body 402 is inserted into the cylindrical hole of the fixed core 404 .
- a solenoid 407 is arranged inside the fixed core 404 so as to encircle the other end (rear end) side of the valve body 402 .
- a set spring 408 that biases the valve body 402 in the valve closing direction is arranged in the cylindrical hole of the fixed core 404 .
- One end of the set spring 408 contacts the rear end portion 402 b that is the other end of the valve body 402 , and the other end of the set spring 408 contacts the housing 401 .
- the movable core 403 is arranged between the fixed core 404 and the valve seat 405, and has a circular through hole 403a through which the valve body 402 passes. Also, the rear end portion 402b of the valve body 402 has a larger diameter than the through hole 403a of the movable core 403 . Therefore, the periphery of the through hole 403 a in the movable core 403 faces the periphery of the rear end portion 402 b of the valve body 402 .
- a zero spring 409 is arranged between the movable core 403 and the housing 401 .
- a zero spring 409 biases the movable core 403 in the valve opening direction.
- Movable core 403 is placed at an initial position set between fixed core 404 and valve seat 405 by being biased by zero spring 409 .
- the inside of the housing 401 is filled with fuel.
- the set spring 408 urges the valve body 402 in the valve closing direction, and pushes the valve body 402 in the valve closing direction against the spring load (spring force) of the zero spring 409 . press to.
- the tip portion 402 a of the valve body 402 contacts the valve seat 405 to close the injection hole 406 .
- the tip 402a of the valve body 402 separates from the valve seat 405, opening the injection hole 406 that had been blocked by the valve body 402 until then, and fuel is injected.
- the movable core 403 returns to its initial position due to the balance between the set spring 408 and the zero spring 409 .
- FIG. 5 is a timing chart for explaining how the fuel injection valve 105 is driven.
- the horizontal axis represents time, and the vertical axis represents injection pulses, drive voltage, drive current, and valve displacement.
- FIG. 5 shows an example of an injection pulse, drive voltage, drive current, and displacement amount (valve displacement) of the valve body 402 when injecting fuel from the fuel injection valve 105 in chronological order.
- a current setting value which will be described later, is set in advance based on the characteristics of the fuel injection valve 105 .
- the injection amount characteristic of the fuel injection valve 105 corresponding to the current set value is stored in a memory 142 (for example, RAM (Read Only Memory)) provided in the ECU 109 .
- the fuel injection control device 127 calculates the injection pulse of the fuel injection valve 105 from the operating state of the internal combustion engine 101 and the injection amount characteristic of the fuel injection valve 105 .
- the injection pulse output from the fuel injection pulse signal calculator 201 (see FIG. 2) is in the OFF state. Therefore, the fuel injection drive units 207a and 207b are turned off, and the drive current does not flow through the fuel injection valve 105. FIG. Therefore, the spring load of the set spring 408 of the fuel injection valve 105 urges the valve body 402 in the valve closing direction, and the tip 402a of the valve body 402 comes into contact with the valve seat 405, closing the injection hole 406. , no fuel is injected.
- the injection pulse is turned on, and the fuel injection driving section 207a and the fuel injection driving section 207b are turned on.
- a high voltage 210 is applied to the solenoid 407 and a drive current flows through the solenoid 407 .
- a drive current flows through solenoid 407 , magnetic flux is generated between fixed core 404 and movable core 403 , and magnetic attraction acts on movable core 403 .
- the movable core 403 When the magnetic attraction force acts on the movable core 403, the movable core 403 begins to move in the valve opening direction (time T501-T502). After that, when the movable core 403 moves a predetermined distance, the movable core 403 and the valve body 402 begin to move together (time T502), and the valve body 402 moves away from the valve seat 405, thereby opening the fuel injection valve 105. be told. As a result, fuel in housing 401 is injected from injection hole 406 .
- the valve body 402 moves together with the movable core 403 until the movable core 403 collides with the fixed core 404 .
- the movable core 403 bounces off the fixed core 404, and the valve body 402 continues to move in the valve opening direction.
- the valve body 402 starts moving in the valve closing direction (hereinafter referred to as bouncing operation).
- the bouncing operation of the valve body 402 disturbs the flow rate of the fuel injected from the injection hole 406 .
- the switching elements 303 and 304 of the fuel injection driving units 207a and 207b are turned off to turn off the solenoids. 407 to decrease the drive current.
- the peak current Ip is one of current set values that are set based on the characteristics of the fuel injection valve 105 .
- the ON state of the fuel injection driving section 207b is maintained, and the fuel injection driving section 207a is intermittently turned ON. That is, by controlling the fuel injection drive unit 207a by PWM (Pulse Width Modulation) and intermittently changing the drive voltage applied to the solenoid 407 to the battery voltage 209, the drive current flowing through the solenoid 407 falls within a predetermined range. make it As a result, a magnetic attraction force of a magnitude necessary to attract the movable core 403 to the fixed core 404 is generated.
- PWM Pulse Width Modulation
- the injection pulse is turned off.
- the fuel injection drive units 207a and 207b are all turned off, the drive voltage applied to the solenoid 407 is reduced, and the drive current flowing through the solenoid 407 is reduced.
- the magnetic flux generated between fixed core 404 and movable core 403 gradually disappears, and the magnetic attraction acting on movable core 403 disappears.
- valve body 402 moves in the valve closing direction with a predetermined time delay due to the spring load of the set spring 408 and the pressing force (biasing force) due to the fuel pressure. pushed back. Then, at time T506, the valve body 402 is returned to its original position. That is, the tip portion 402a of the valve body 402 contacts the valve seat 405, and the fuel injection valve 105 is closed. As a result, fuel is no longer injected from injection hole 406 .
- FIG. 6 is a diagram showing the relationship between the injection pulse width of the fuel injection valve 105 and the fuel injection amount, with the horizontal axis representing the injection pulse width and the vertical axis representing the fuel injection amount for each injection pulse width.
- An injection amount characteristic 611 indicated by a solid line is a reference product, and an injection amount characteristic 612 indicated by a dotted line represents the fuel injection valve 105 in which the spring load of the set spring 408 is smaller than that of the reference product.
- the period from time T502 when the valve body 402 begins to open until time T601 when the valve body 402 reaches full lift is due to the application of high voltage. Since the lift amount of the valve body 402 increases based on the supply time of the peak current, the fuel injection amount increases.
- the slope of the fuel injection amount during this period is determined according to the valve opening speed of the valve body 402 . As described above, the power supply for the peak current is the high voltage 210, so the slope of the fuel injection amount is steep.
- the valve body 402 starts a bouncing operation, which disturbs the fuel injection amount (from time T601 to time T602).
- This bouncing operation occurs due to variations in the characteristics of each fuel injection valve, or when the driving current is large relative to the pressing force due to the spring load of the set spring 408 or the pressure of the fuel.
- the valve body 402 maintains the full lift position, so the fuel injection amount has a slope increasing characteristic proportional to the length of the injection pulse.
- the injection amount characteristic 612 With the injection amount characteristic 612, the fuel injection amount increase rate when the valve is open is higher than that of the fuel injection valve with the injection amount characteristic 611, and the bouncing operation is large. Also, the injection amount increases with respect to the injection amount characteristic 611 after time T602 when the bouncing operation converges. This is because, when each fuel injection valve is driven with the same drive current, the fuel injection valve with the weak spring load of the set spring 408 has a higher valve opening speed and a higher rate of increase in the injection amount when the valve is opened. This is because the valve closing speed becomes slow after the stop. Therefore, the injection amount characteristic 612 is offset from the injection amount characteristic 611 toward a larger injection amount.
- each fuel injection valve has variations in the spring load of the set spring 408, etc., and thus the injection amount also varies.
- the injection pulse width for the required injection amount calculated by the engine state detection unit 203 is calculated using the injection amount characteristic of the fuel injection valve 105P as a reference such as a pre-measured variation center product. In order to reduce the injection amount variation of the fuel injection valve, it is necessary to change the injection pulse width for each fuel injection valve.
- FIG. 7 is a diagram showing the relationship between the injection pulse width and the fuel injection amount, with the horizontal axis representing the injection pulse width and the vertical axis representing the fuel injection amount for each injection pulse width.
- 701 represents the injection amount characteristic (solid line) of the fuel injection valve 105P
- 702 represents the injection amount characteristic (broken line) of the fuel injection valve 105W
- 703 represents the injection amount characteristic (dotted line) of the fuel injection valve 105S.
- the fuel injection valve 105W with a weak spring load of the set spring 408 should be adjusted to the injection pulse width 711 of the reference product (for example, the variation center product).
- the injection pulse width 712 it is necessary to shorten the injection pulse width (the injection pulse width 712).
- the fuel injection valve 105S in which the spring load of the set spring 408 is strong needs to have an injection pulse width (injection pulse width 713) longer than the injection pulse width 711 of the reference product.
- the relationship between the injection pulse width correction amount and the valve closing time is measured in advance and stored in a memory, and the injection pulse width is calculated by calculating the injection pulse width correction amount for the measured valve closing time. to correct.
- Fig. 8 shows the relationship between the injection pulse width correction amount and the valve closing time.
- the injection pulse width correction value 813 for the valve closing time 803 shorter than the reference valve closing time 801 becomes a positive value.
- the injection pulse width correction value 812 for the valve closing time 802 longer than the reference valve closing time 801 becomes a negative value.
- the relational expression 800 can be calculated by approximating the data of the valve closing times of the plurality of fuel injection valves 105 and the injection pulse width correction amount by the method of least squares or the like.
- FIG. 8 shows an approximate straight line for the required injection amount 710 of FIG. can be calculated.
- the injection pulse width correction amount since the injection amount characteristic varies depending on not only the individual difference of the fuel injection valve but also the fuel pressure, it is preferable to calculate the injection pulse width correction amount with respect to the reference injection pulse width for each specific fuel pressure.
- the calculation of the injection pulse width correction amount for the actual fuel pressure is based on the correction amount of the fuel pressure representative point larger than the actual fuel pressure and the actual fuel pressure It is preferable to calculate the correction amount for the smaller fuel pressure representative point and perform linear interpolation between the two points. Similarly, the injection amount may be calculated by performing linear interpolation between two points.
- the injection pulse width correction amount is calculated from the relational expression 800 (see FIG. 9).
- the injection pulse width 711 By adding a correction amount to the injection pulse width 711 (see FIG. 7), the injection pulse width corresponding to the individual difference of the fuel injection valve 105 can be calculated.
- FIG. 9 is a diagram for explaining the detection of the valve closing time using the drive voltage in the fuel injection valve 105.
- the horizontal axis shows the injection pulse width, and the vertical axis shows the fuel injection amount and the second derivative of the drive voltage.
- the valve closing time 901 is defined as the elapsed time from when the injection pulse is turned off (time T505) to when the valve is completely closed (time T506).
- the high voltage 210 is applied to the solenoid 407 and a relatively large drive current flows, causing the movable core 403 and the valve body 402 to move. accelerated.
- the high voltage 210 applied to the solenoid 407 is cut off, and the driving current flowing through the solenoid 407 decreases to a predetermined value (holding current Ih).
- the holding current Ih is one of current set values that are set based on the characteristics of the fuel injection valve 105 .
- the inflection point 902 of the drive voltage that appears when the fuel injection valve 105 is closed is the valve closing timing of the fuel injection valve 105 . Therefore, the valve closing time 901 can be detected by measuring the time from the timing when the injection pulse is turned off (time T505) to the inflection point 902 of the drive voltage.
- the inflection point 902 appears as an extreme value 911 (maximum value or minimum value) when the time-series data of the drive voltage applied to the solenoid 407 is differentiated second order. Therefore, the inflection point 902 can be identified by detecting the extreme value 911 of the time-series data of the drive voltage.
- a desired extreme value can be detected by applying a low-pass filter or the like to the drive voltage and performing second-order differentiation on the smoothed time-series data.
- the second-order differential value of the drive voltage shown in the lower part of FIG. 9 is obtained by applying a filter to the time-series data of the drive voltage and performing second-order differentiation on the smoothed time-series data.
- the extremum is obtained when the voltage is switched (when the back electromotive force is applied after the drive voltage is turned off). may appear as Then, an inflection point caused by a change in acceleration of the movable core 403 cannot be specified accurately.
- the time-series data of the drive voltage to which the second-order differentiation is applied can be the time-series data of the drive voltage after the injection pulse is turned off (in other words, after the drive voltage is turned off or the drive current is turned off) after a certain period of time has elapsed. desirable. That is, the time-series data of the drive voltage to which the second-order differentiation is performed is desirably the time-series data of the drive voltage after the back electromotive force is applied after the drive voltage is turned off.
- valve closing time evaluation unit 212 Next, a method for calculating the valve closing time of the fuel injection valve 105 executed by the valve closing time evaluation unit 212 will be described.
- valve closing detection is performed when the injection pulse width is greater than or equal to a predetermined value.
- the injection pulse width is detected at the injection pulse width or more at which the valve body 402 is fully lifted and stabilized.
- the valve closing detection is performed a plurality of times for each cylinder when the injection pulse width is equal to or greater than a predetermined value, and the average value is output to the injection pulse width correction amount calculation unit 213 as the average valve closing time of the cylinder.
- the correction amount calculation unit 213 changes the injection pulse width correction amount for each cylinder.
- valve closing time may increase depending on the injection pulse width.
- the injection pulse width of a predetermined value or more for performing the valve closing detection is divided at predetermined time intervals (the pulse width of T602 or more is divided into four sections 1001 to 1004 in FIG. 10). Since the valve closing detection is performed when the pulse width becomes equal to or greater than T602, the injection pulse width for which the valve closing detection has been performed is saved at the same time. By repeating this, the valve closing time of each pulse width section is detected a predetermined number of times or more. After that, the valve closing time for each section is evaluated. Note that the interval between the pulse widths is determined in advance by experiments in consideration of deterioration, behavior of the valve body, holding current when de-energization, and the like.
- the valve closing time for each section is evaluated using the variation in the valve closing time for each injection pulse width section.
- the variation it is preferable to use the standard deviation of the valve closing time measured multiple times, the maximum vertical width, or the like. That is, as shown in FIG. 11, the variation 1111 to 1114 of the valve closing time of each injection pulse width section is calculated, and the average valve closing time of the sections 1001, 1003, and 1004 having variations smaller than the variation upper limit value 1121 is used to calculate the injection A valve closing time (specific valve closing time) used for calculating the pulse width correction amount is calculated.
- the characteristic valve closing time can be obtained by averaging the average valve closing times 1101, 1103, and 1104.
- the injection pulse width correction amount calculation unit 213 calculates the injection pulse width correction amount for each cylinder using this intrinsic valve closing time.
- the average valve closing time of the interval with the smallest variation in each pulse width interval may be used.
- the injection pulse width correction amount of each cylinder is calculated by the injection pulse width correction amount calculation unit 213 using the average valve closing time 1101 of this section 1001 as the intrinsic valve closing time. .
- the pulse width section used for valve closing detection becomes narrower, and the number of samples for valve closing detection may decrease. Time precision can be improved.
- the average valve closing time may be evaluated using the amount of change from the pre-calculated average valve closing time. Since the injection pulse width correction amount calculation unit 213 calculates the injection pulse width correction amount of each fuel injection valve using the average valve closing time, valve closing detection is executed after the fuel injection valve is installed in the internal combustion engine. , the average closing time of the fuel injection valves installed in the internal combustion engine must be stored in memory.
- an injection pulse width correction amount calculation unit 213 calculates an injection pulse width correction amount for each cylinder.
- the initial value of the average valve closing time may be obtained by performing multiple valve closing detections in an interval defined in advance by experiments where the variation in valve closing time is small, and calculating the average value of each valve closing time.
- the allowable range of the amount of change from the initial value of the average valve closing time should be determined according to the state of deterioration of the fuel injection valve.
- the deterioration of the fuel injection valve progresses as the number of times it is driven increases, and the set spring 408 weakens. Therefore, as the deterioration of the fuel injection valve progresses, the valve closing time becomes longer. Therefore, the permissible range of variation from the initial value is changed according to the deterioration characteristics previously clarified by experiments.
- the average valve closing time from the last saved The average valve closing time may be evaluated based on the amount of change.
- valve closing time varies depending on the fuel pressure
- the average valve closing time may be evaluated for each fuel pressure in the same injection pulse width section.
- each of the plurality of fuel injection valves 105 in the fuel injection control device 127 that controls the plurality of fuel injection valves 105 whose valve elements move from the valve closing position to the valve opening position by energizing the solenoid 407, each of the plurality of fuel injection valves 105 , the time from the end of energization of the solenoid 407 until the valve body 402 moves to the valve closing position is measured as the valve closing time, and the energizing time of the solenoid 407 is divided into a plurality of sections 1001 to 1004, and each section Calculate the average value of the valve closing time measured multiple times as the average valve closing time, calculate the intrinsic valve closing time based on the average valve closing time of at least one of the plurality of sections 1001 to 1004, The energizing time is corrected according to the peculiar valve closing time of each of the fuel injection valves 105 of .
- the energization time (injection pulse width) of the solenoid 407 of each fuel injection valve 105 is divided into a plurality of sections 1001 to 1004, and at least the average valve closing time of each section is Based on one, the characteristic valve closing time of each fuel injection valve 105 is calculated, and variations in the characteristic valve closing time of each fuel injection valve 105 are detected as individual differences of the fuel injection valves 105 . As a result, it is possible to improve the execution frequency and accuracy of the individual difference detection of the plurality of fuel injection valves 105 .
- the fuel injection control device 127 provides the average valve closing time of the sections 1001, 1003, and 1004 in which the variation 1111 to 1114 of the valve closing time is equal to or less than a predetermined value 1121 among the plurality of sections 1001 to 1004.
- the characteristic valve closing time is calculated based on. This makes it possible to improve the accuracy of the intrinsic valve closing time.
- the fuel injection control device 127 in the present embodiment calculates the average valve closing time in the section 1001 having the smallest variation in the valve closing time among the plurality of sections 1001 to 1004 as the intrinsic valve closing time. This makes it possible to further improve the accuracy of the intrinsic valve closing time.
- the fuel injection control device 127 in the present embodiment stores the pre-calculated average valve closing time as a reference average valve closing time (initial value) for each of the plurality of sections 1001 to 1004.
- the characteristic valve closing time is calculated based on the average valve closing time of a section in which the amount of change of the average valve closing time from the reference average valve closing time is within a predetermined range.
- the fuel injection control device 127 in this embodiment changes the predetermined range according to the number of times the plurality of fuel injection valves 105 are driven. As a result, it is possible to improve the accuracy of the intrinsic valve closing time while allowing the valve closing time to change due to deterioration of the fuel injection valve 105 .
- the fuel injection control device 127 in this embodiment calculates the intrinsic valve closing time for each fuel pressure. This makes it possible to suppress variations in the fuel injection amount of each fuel injection valve 105 regardless of the fuel pressure.
- valve closing time detecting section 212 ... valve closing time evaluation section 213 ... injection pulse width correction amount calculation section 301, 302 ... diode 303 ... high voltage side switching element 304 ... low voltage side switching element 305 ... switching Elements 306 Shunt resistor 308, 309 Diode 401 Housing 402 Valve body 402a Front end 402b Rear end 403 Movable core 403a Through hole 404 Fixed core 405 Valve seat 406 Injection hole 407 Solenoid 408 Set spring 409 Zero spring 611, 612, 701 to 703 Injection amount characteristic 710 Required injection amount 711 to 713 Injection pulse width 801 to 803... Valve closing time, 812, 813... Correction value, 901... Valve closing time, 902... Inflection point, 911... Extreme value, 1001 to 1004... Section, 1101 to 1104... Average valve closing time, 1111 to 1114... Variation , 1121 . . . variation upper limit.
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Abstract
Description
本実施形態では、ソレノイド407に通電することにより弁体が閉弁位置から開弁位置に移動する複数の燃料噴射弁105を制御する燃料噴射制御装置127において、複数の燃料噴射弁105のそれぞれについて、ソレノイド407の通電を終了してから弁体402が前記閉弁位置を移動するまでの時間を閉弁時間として計測し、ソレノイド407の通電時間を複数の区間1001~1004に区切り、各区間で複数回計測した前記閉弁時間の平均値を平均閉弁時間として算出し、複数の区間1001~1004のうち少なくとも1つの区間の前記平均閉弁時間に基づいて固有閉弁時間を算出し、複数の燃料噴射弁105のそれぞれの前記固有閉弁時間に応じて前記通電時間を補正する。
Claims (6)
- ソレノイドに通電することにより弁体が閉弁位置から開弁位置に移動する複数の燃料噴射弁を制御する燃料噴射制御装置において、
前記複数の燃料噴射弁のそれぞれについて、前記ソレノイドの通電を終了してから前記弁体が前記閉弁位置を移動するまでの時間を閉弁時間として計測し、
前記ソレノイドの通電時間を複数の区間に区切り、前記複数の区間のそれぞれにおいて、複数回計測した前記閉弁時間の平均値を平均閉弁時間として算出し、
前記複数の区間のうち少なくとも1つの区間の前記平均閉弁時間に基づいて固有閉弁時間を算出し、
前記複数の燃料噴射弁のそれぞれの前記固有閉弁時間に応じて前記通電時間を補正する
ことを特徴とする燃料噴射制御装置。 - 請求項1に記載の燃料噴射制御装置において、
前記複数の区間のうち、前記閉弁時間のばらつきが所定値以下となる区間の前記平均閉弁時間に基づいて前記固有閉弁時間を算出する
ことを特徴とする燃料噴射制御装置。 - 請求項1に記載の燃料噴射制御装置において、
前記複数の区間のうち、前記閉弁時間のばらつきが最も小さい区間における前記平均閉弁時間を前記固有閉弁時間として算出する
ことを特徴とする燃料噴射制御装置。 - 請求項1に記載の燃料噴射制御装置において、
前記複数の区間のそれぞれについて、予め算出した前記平均閉弁時間を基準平均閉弁時間として記憶し、
前記複数の区間のうち、前記平均閉弁時間の前記基準平均閉弁時間からの変化量が所定範囲内にある区間の前記平均閉弁時間に基づいて前記固有閉弁時間を算出する
ことを特徴とする燃料噴射制御装置。 - 請求項4に記載の燃料噴射制御装置において、
前記複数の燃料噴射弁の駆動回数に応じて前記所定範囲を変化させる
ことを特徴とする燃料噴射制御装置。 - 請求項1に記載の燃料噴射制御装置において、
燃圧毎に前記固有閉弁時間を算出する
ことを特徴とする燃料噴射制御装置。
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US18/281,996 US20240151189A1 (en) | 2021-05-11 | 2022-01-25 | Fuel Injection Control Device |
DE112022001021.5T DE112022001021T5 (de) | 2021-05-11 | 2022-01-25 | Kraftstoffeinspritzsteuerungsvorrichtung |
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