The present application relates to and incorporates by references Japanese Patent Application No. 2006-240490 filed on Sep. 5, 2006.
1. The Field of the Invention
The present invention relates to a technique for a pressure reducing valve assembled in a common rail type fuel injection system, in particular relates to the technique to accurately reduce a pressure of fuel accumulated in the common rail using the pressure reducing valve.
2. Description of the Prior Art
As fuel injection systems for internal combustion engines, a common rail type fuel injection system has been known. In the common rail type fuel injection system, high pressure fuel is accumulated in an accumulation device connected to injection pipes each being directed to an individual injector on respective ends assigned to respective engine cylinders. Such a fuel injection apparatus for a diesel engine is generally referred to as a “common rail” connecting between a high pressure pump pipe and injection pipes. Injectors are triggered individually by an engine control system. In such an accumulator fuel injection system for the internal combustion engines or a common rail fuel injection system for the diesel engines, high pressure fuel is accumulated in the fuel accumulating device (i.e., the common rail). One of the characteristic features of these systems is that the pressure of fuel accumulated in the fuel accumulating device is extremely high, which for example is about 150 Mpa or more in some diesel engines.
A typical fuel injection system for internal combustion engine comprises a fuel accumulating device (a common rail for a diesel engine), which is connected to an injection block that includes injection pipes and a plurality of injectors. The fuel accumulating device is further connected to a high pressure pump for pumping high pressure fuel through a high pressure pump pipe. The high pressure pump is a high pressure fuel supplier to the fuel accumulating device after fuel is drawn from a fuel tank and is highly compressed. The fuel accumulating device is provided in the interior thereof with an accumulation chamber for accumulating high pressure fuel. Injectors are mounted on respective cylinders of the engine for injecting fuel into the respective cylinders. Therefore, fuel is normally transported from the high pressure pump to each of the injectors in the respective cylinders of the engine. The high pressure pipe are connected to the respective cylinders via the high pressure pump pipe, the accumulation chamber of the fuel accumulating device, and the respective injection pipes. The injectors are connected at a downstream end of the plurality of injection pipes branching out from the fuel accumulating device. Each injector includes essentially a fuel nozzle or atomizer and a solenoid valve. The solenoid valve is energized by an electronic control unit (ECU) via an engine drive unit (EDU). The ECU is configured to activate the injection of fuel into each cylinder of the internal combustion engine in response to signals not only from an accelerator pedal driven by a vehicle driver but also from sensors mounted on the vehicle. The sensors monitor engine conditions. The engine conditions include such members as crank speed, cam phase, air temperature, coolant water temperature, boost pressure, and air mass. When the solenoid valve is de-energized, the injection stops. Fuel leaked from the injectors is returned to a fuel tank via a relief pipe.
In addition to the above mentioned typical fuel injection system for internal combustion engines, in particular, for diesel engines, there is a further known a common rail type fuel injection system in which a pressure reducing valve is provided with a fuel accumulating device which discharges the high pressure fuel stored in the fuel accumulating device for reducing the internal pressure of the common rail. Such a system having the fuel accumulating device with a pressure reducing valve is disclosed, for example, in Japanese Unexamined Patent Publication 2005-139928, corresponding to U.S. Pat. No. 6,966,300 to Fukuda.
In the common rail type fuel injection system according to Fukuda, a pressure reducing valve and a pressure sensing means for sensing a fuel pressure in the fuel accumulating device are included in addition to the typical devices of the above mentioned typical common rail type fuel injection systems. Both of the pressure reducing valve and the pressure sensing means are generally installed in the fuel accumulating device, but alternatively, only the pressure reducing valve can be installed in the fuel accumulating device, and the pressure sensing means can be externally connected to the fuel accumulating device. The pressure reducing valve adjusts a degree of opening of a drain passage, through which the fuel accumulated in the fuel accumulating device is drained. A maximum draining rate of the pressure reducing valve for draining the fuel accumulated in the fuel accumulating device is greater than a maximum feed rate of fuel. The fuel is fed from the high pressure pump to the fuel accumulating device via the high pressure pump pipe. The degree of opening is controlled by the electronic control unit (ECU) based on results of continuously measured fuel pressure in the fuel accumulating device by the pressure sensing means so that the fuel pressure in the accumulating device reaches to and agrees with a predetermined target value of the fuel pressure.
Thus, if a target value of fuel pressure in the fuel accumulating device is set near the upper limit value over which the fuel accumulation cannot withstand, an actual pressure on the fuel accumulating device may overshoot the target value during the increase of the fuel pressure in the fuel accumulating device. Hence, in the worst case, the fuel accumulating device will be broken since fuel pressure therein exceeds the limit value.
Further, if a target value of the fuel pressure in the fuel accumulating device is set near the lower limit value under which the engine cannot continue running, an actual pressure on the fuel accumulating device may undershoot the target value during the decrease of the fuel pressure in the fuel accumulating device. In the worst case, the diesel engine may be stopped. In the diesel engine, fuel is ignited when fuel and hot compressed air are mixed in the engine cylinder. However, in the state where the fuel pressure in the fuel accumulating device undershoots the target value while the pressure reducing valve is opened so as to discharge high pressure fuel from the fuel accumulating device, fuel is not sufficiently compressed for ignition.
The present invention addresses the above disadvantages.
It is an object of the present invention to provide a control apparatus for a pressure reducing valve provided with a fuel accumulating device of a fuel injection system mounted on a vehicle for injecting the fuel into an internal combustion engine installed in the vehicle and is actuated in order to discharge a fuel accumulated in the fuel accumulating device in response to a command signal with a delay time being defined as an interval between a time when the command signal is outputted from a control unit of the fuel injection system and a further time when the pressure reducing valve starts to move for adjusting a degree of opening thereof, the control apparatus comprises engine condition detecting means for detecting either an operating state or an operating condition of the internal combustion engine, either the operating state or the operating condition at least including fuel pressure in the fuel accumulating device sequentially, target reducing time estimating means for estimating a target reducing time when the fuel pressure in the fuel accumulating device reaches at a predetermined target value of the fuel pressure in the fuel accumulating device, delay time estimating means for estimating the delay time in accordance with either the operating state or the operating conditions of the internal combustion engine detected by the engine condition detecting means, a required time estimating means for estimating a required time which needs until the fuel pressure in the fuel accumulating device reaches the target value, and a valve control command outputting means for outputting the command signal to the pressure reducing valve to adjust the degree of opening of the pressure reducing valve when the required time estimated by the required time estimating means becomes to be shorter than the delay time estimated by the delay time estimating means such that the pressure reducing valve starts to change the degree of opening thereof when the fuel pressure in the fuel accumulating device arrives at the target value.
According to a first aspect of the present invention, it is a object of the present invention to provide a control apparatus which is capable of compensating a delay time for opening a pressure reducing valve since an electronic control unit (ECU) has send a command signal for driving the pressure reducing valve so as to discharge high pressure fuel in a fuel accumulating device (a common rail) of a fuel injection system for the internal combustion engine. The delay time control apparatus for opening a pressure reducing valve has a potential for avoiding an overshoot phenomenon in which an actual pressure of fuel accumulated in the fuel accumulating device overshoots a target value of fuel pressure during the increase the fuel pressure of the fuel accumulating device. Therefore, it is possible to prevent the fuel accumulating device from breaking due to the overshooting of the pressure limit of the fuel accumulating device.
In more detail, the control apparatus for compensating a delay in opening a pressure reducing valve (hereinafter referred to as an “delay time control apparatus for opening the pressure reducing valve”) comprises fuel pressure sensing means for sensing fuel pressure of a fuel accumulating device, engine condition sensing means for measuring a condition of the internal combustion engine in order to estimate a delay time for opening a pressure reducing valve and the like, fuel pressure obtaining means for obtaining the fuel pressure of the fuel accumulating device, target reducing time estimating means for estimating the target reducing time when the fuel accumulating device reaches a target value of the fuel pressure based on a time sequential data of the fuel pressure of the fuel accumulating device, such as rates of change in the fuel pressure with time, obtained by the fuel pressure obtaining means during a pressure reducing valve closed period over which the pressure reducing valve is closed, delay time estimating means for estimating a delay time which is needed to be taken into consideration in order to accurately estimate the target reducing time when the fuel accumulating device reaches the target pressure of fuel based on the current value of fuel pressure, a time sequential data of fuel pressure of the fuel accumulating device, and at least one parameter obtained by the engine condition sensing means, required time estimating means for estimating time required for reaching the target pressure meeting time, judging means for judging whether or not a current time is the required time before the target pressure meeting time, and valve opening command signal sending means for sending the valve opening command signal for opening the pressure reducing valve from the electric control unit (ECU) to the magnetic circuit of the pressure reducing valve such that after receiving the valve opening command signal, the magnetic circuit starts supplying electric power to a tubular coil of the pressure reducing valve in order to open the pressure reducing valve.
If a delay time for opening the pressure reducing valve is defined as an interval between a first time when the magnetic circuit of the pressure reducing valve receives the command signal for opening the pressure reducing valve from the ECU and a second time when the valve member of the pressure reducing valve starts opening, the apparatus for controlling the pressure reducing valve of the fuel injection system for an internal combustion engine according to the present invention controls the pressure reducing valve with taking into consideration of the delay time for opening the pressure reducing valve.
Further, in order to achieve the objectives of the present invention, there is also provided a first computer program for opening a pressure reducing valve provided with a fuel accumulating device of a fuel injection system for the internal combustion engine. The first computer program is executed for controlling the pressure reducing valve so as to compensate a delay time for opening a pressure reducing valve since an electronic control unit (ECU) has sent a command signal for driving the pressure reducing valve. The first computer program for controlling the pressure reducing valve has a potential for avoiding an overshoot phenomenon in which an actual pressure of fuel accumulated in the fuel accumulating device overshoots a target value of fuel pressure during the increase the fuel pressure of the fuel accumulating device Therefore, it is possible to prevent the fuel accumulating device from breaking due to the overshooting of the pressure limit of the fuel accumulating device.
The first computer program for opening the pressure reducing valve of the fuel injection system for an internal combustion engine, the fuel injection system having fuel pressure sensing means for sensing fuel pressure of a fuel accumulating device and engine condition sensing means for measuring a condition of the internal combustion engine in order to estimate a delay time for opening a pressure reducing valve, includes a fuel pressure obtaining module for obtaining the fuel pressure of the fuel accumulating device by the fuel pressure obtaining means, a target reducing time estimating module for estimating the target reducing time when the fuel accumulating device reaches a target value of the fuel pressure based on a time sequential data of the fuel pressure of the fuel accumulating device, for example rates of change in the fuel pressure with time, obtained by the fuel pressure obtaining module during a pressure reducing valve closed period over which the pressure reducing valve is closed, a delay time estimating module for estimating a delay time which is needed to be taken into consideration in order to accurately estimate the target reducing time when the fuel accumulating device reaches the target pressure of fuel based on the current value of fuel pressure, the time sequential data of fuel pressure of the fuel accumulating device, and at least one parameter obtained by the engine condition sensing means, a required time estimating module for estimating the time required for reaching the target pressure meeting time will be come, a judging module for judging whether or not a current time is the required time before the target pressure meeting time, and a valve opening command signal sending module for sending the valve opening command signal for opening the pressure reducing valve from the electric control unit (ECU) to the magnetic circuit of the pressure reducing valve such that after receiving the valve opening command signal, the magnetic circuit starts supplying electric power to a tubular coil of the pressure reducing valve in order to open the pressure reducing valve.
Thus, with the execution of the first computer program for opening the pressure reducing valve of the fuel injection system for an internal combustion engine, the ECU controls outputs the command signals for opening the pressure reducing valve at a timing which is the required time before the target pressure meeting time. Therefore, it is possible to reliably open the pressure reducing valve so as to discharge high pressure fuel accumulated in the fuel accumulating device.
In this way, fuel pressure can be prevented from overshooting the upper limit value.
Further, it is preferable that the valve opening command signal sending module starts running either at the time when the delay time for opening the pressure reducing valve becomes to be equal to the target reducing time or at the time when the delay time for opening the pressure reducing valve becomes to be smaller than the target reducing time. That is, the ECU outputs a command signal for opening the pressure reducing valve towards the magnetic circuit so as to move the rod and the valve member following the tubular coil which is energized by the magnetic circuit when the delay time for opening the pressure reducing valve becomes to be equal to or smaller than the target reducing time.
The fuel pressure sensing means for sensing fuel pressure of the fuel accumulating device provided with the fuel injection system for internal combustion engine includes a sensor for measuring fuel pressure inside the fuel accumulating device. The sensor is externally mounted on the fuel accumulating device.
The engine condition sensing means for measuring at least one condition of the internal combustion engine in order to estimate a delay time for opening the pressure reducing valve includes an accelerator sensor for measuring a degree of opening of an accelerator, an engine speed sensor for measuring an engine speed of the internal combustion engine, a coolant temperature sensor for measuring the temperature of the coolant of the internal combustion engine, an intake air temperature sensor foe measuring the temperature of the intake air and the like. These sensors are externally installed in the fuel injection system. In the delay time estimating means, the delay time for opening the pressure reducing valve is estimated based on at least one of the measurement results of the engine conditions obtained by the above mentioned sensors. Measuring tools of the engine condition sensing means are not limited to the sensors as mentioned above, but other tools can be used. For example, external tools which are not loaded on a vehicle having an internal combustion engine and the fuel injection system therefore are applicable if some information about the engine condition is obtainable.
Further, the delay time estimating means is configured to estimate the delay time for opening the pressure reducing valve based on at least one parameter indicating some condition of the internal combustion engine that can be obtained in several possible ways.
For example, in the above mentioned type opening delay time, the delay time estimating means performs such that after receiving parameters indicating some condition of the internal combustion engine from the engine condition sensing means, the delay time estimating means obtains the delay time for opening a pressure reducing valve by referring to a first reference table which contains a first plurality of relationships between parameters indicative of the conditions of the internal combustion engine and the delay times for opening a pressure reducing valve.
In other words, in the opening time control apparatus, the optimum delay times for opening a pressure reducing valve corresponding to parameters indicative of the conditions of the internal combustion engine are previously determined by preliminary experiments and other methods before this control apparatus starts running. The predetermined first relationships between the parameters and the delay times are summarized into a first reference table which is referred to in estimating the delay time for opening the pressure reducing valve. Therefore, the pressure reducing valve can be reliably opened so as to discharge high pressure fuel accumulated in the fuel accumulating device. Furthermore, it is possible to prevent fuel pressure from overshooting the upper limit value.
The first reference table referred to by the delay time estimating means is stored in either a memory provided with the electric control unit (ECU) or an external memory connected to the delay time control apparatus for opening delay time opening a pressure reducing valve.
It is preferable that a delay time control apparatus for opening the pressure reducing valve further comprises a delay time measurement means for measuring an actual delay time between a first time when the magnetic circuit of the pressure reducing valve receives the command signal for opening the pressure reducing valve from the ECU and a second time when the valve member of the pressure reducing valve is actually opened, and first reference table updating means for updating the first reference table after an opening procedure for opening the pressure reducing valve is completed. That is, the first plurality of relationships between the parameters and the delay times is corrected, if necessary, taking into consideration of additional data obtained by the actual opening procedure for opening the pressure reducing valve in addition to the data obtained by the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve opening command signal sending means.
Therefore, in the delay time control apparatus for opening the pressure reducing valve having the delay time measurement means and the first reference table updating means, it is possible to correct predetermined relationships between the parameters and the delay times, even if the predetermined relationships contains an erroneous correlation between some parameter and some delay time. That is to say, every opening procedure gives an additional data for optimizing the first reference table in such a way that the delay time measurement means measures the actual delay time for opening the pressure reducing valve every time the command signal for opening the pressure reducing valve is outputted from the ECU to the magnetic circuit of the pressure reducing valve while the engine condition sensing means performs measurements for obtaining data indicative of the conditions of the internal combustion engine.
The first reference table updating means for updating the first reference table every time an opening procedure for opening the pressure reducing valve is completed, includes a fuel pressure sensor for measuring the fuel pressure in the fuel accumulating device, an accelerator sensor for measuring a degree of opening of an accelerator, an engine speed sensor for measuring an engine speed of the internal combustion engine, a coolant temperature sensor for measuring the temperature of the coolant of the internal combustion engine, and an intake air temperature sensor foe measuring the temperature of the intake air. These sensors are externally and internally installed in the fuel injection system. The measurement results derived from these sensors are used to determine the delay time for opening the pressure reducing valve in the first reference table updating means. Measuring tools of the first reference table updating means are not limited to the sensors as mentioned above, but other tools may also be used. For example, external tools which are not loaded on a vehicle having an internal combustion engine and a fuel injection system therefore are applicable if some information about the vehicle is obtainable.
It is preferable that the delay time control apparatus for opening the pressure reducing valve further comprises first learning commanding means for outputting a command signal to the magnetic circuit of the pressure reducing valve for opening the pressure reducing valve if a predetermined time for learning has been reached, in addition to the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve opening command signal sending means.
In the delay time control apparatus for opening the pressure reducing valve having the first learning commanding means, it is possible to improve a degree of accuracy for estimating the delay time for opening the pressure reducing valve since the predetermined time for learning has been set so as to have a good timing for measuring the delay time for opening the pressure reducing valve and updating the first reference table.
It is preferable that a delay time control apparatus for opening the pressure reducing valve further comprises pressure intensifying means for intensifying the fuel pressure in the fuel accumulating device from the current value of the fuel pressure obtained by the fuel pressure sensing means to a first predetermined value of the fuel pressure and second learning commanding means for outputting a command signal to the magnetic circuit of the pressure reducing valve for opening the pressure reducing valve if the fuel pressure reaches a predetermined value, in addition to the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve opening command signal sending means.
A control method performed by the delay time control apparatus for opening the pressure reducing valve having the pressure intensifying means comprises steps of: measuring a current value of fuel pressure in the fuel accumulating device, intensifying the fuel pressure in the fuel accumulating device from the current value of fuel pressure to a first predetermined value of fuel pressure, waiting until the fuel pressure in the fuel accumulating device reaches a second predetermined value of fuel pressure, and outputting a command signal for opening the pressure reducing valve to the magnetic circuit of the pressure reducing valve.
Therefore, the delay time control apparatus for opening the pressure reducing valve having the pressure intensifying means is capable of improving the accuracy of the delay time for opening the pressure reducing valve at a specified fuel pressure. The improved accuracy of the delay time at the specified fuel pressure is obtained by setting a suitable time when the first learning commanding means starts execution so as to permit the delay time estimating means to measure the delay time for opening the pressure reducing valve, setting the second predetermined value of the fuel pressure, at which there is a necessity of measuring the delay time for opening the pressure reducing valve, and setting the first predetermined value of the fuel pressure, which is higher than the second predetermined value of the fuel pressure.
Preferably, a plurality of second predetermined values are provided in addition to the second predetermined value mentioned above. In the case where there are the plurality of second predetermined values of the fuel pressure, the second learning commanding means starts operating every time a current fuel pressure in the fuel accumulating device obtained by the fuel pressure sensing means agrees with one of the plurality of the second predetermined values of the fuel pressure.
It is further preferable that the predetermined time for learning comes after the internal combustion engine is stopped.
In the delay time control apparatus for opening the pressure reducing valve wherein the predetermined time for learning comes after the internal combustion engine is stopped, the delay time since external disturbances on the measurement such as an engine noise are removed and fluctuations of the fuel pressure in the fuel accumulating device has been suppressed, can be accurately estimated by the delay time measurement means.
Further, the delay time estimating means is configured to estimate the delay time for opening the pressure reducing valve in several possible ways.
For example, it is preferable that a delay time control apparatus for opening pressure reducing valve further comprises a valve opening detecting means for detecting whether or not the pressure reducing valve is opened, in addition to the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve opening command signal sending means.
For example, in the delay time control apparatus for opening the pressure reducing valve having the valve opening detecting means for detecting an opening of the pressure reducing valve, the valve opening detecting means for detecting an opening of the pressure reducing valve performs in such a away that after receiving time sequential values of the fuel pressure from the fuel pressure sensing means, the valve opening detecting means calculates changing ratios of the fuel pressure and obtains the delay time for opening the pressure reducing valve based on the changing ratios of the fuel pressure. Then, the valve opening command signal sending means performs in a such way that the magnetic circuit can start supplying electric power to the tubular coil of the pressure reducing valve in order to open the pressure reducing valve, and the delay time measurement means can measure the actual delay time for opening the pressure reducing valve which is defined as a period between a time when the valve opening command signal sending means sends the command signal for opening the pressure reducing valve and a further time when the valve opening detecting means detectes the opening of the pressure reducing valve.
In this case where the valve opening detecting means detects the opening of the pressure reducing valve based on the changing ratios of the fuel pressure, there are advantages that no additional sensor, except for the pressure sensor usually provided with the fuel accumulating device, needs to detect the opening of the pressure reducing valve and that the delay in opening the pressure reducing valve can be measured. Therefore, the delay time control apparatus for opening the pressure reducing valve can be constructed with a small number of devices.
Further, in the delay time control apparatus for opening the pressure reducing valve, it is preferable that the fuel pressure obtaining means is configured to periodically detect the fuel pressure in the fuel accumulating device. A periodic time of detecting the fuel pressure in some conditions where the valve opening detecting means is in operation can be set to be shorter than that in other conditions.
Therefore, it is possible to improve the accuracy of the measured delay time obtained by the opening delay time estimating means because, when the pressure reducing valve is opened, the valve opening detecting means is capable of detecting the opening of the pressure reducing valve with minimum delay.
Similarly, as in the case of the delay time control apparatus for opening the pressure reducing valve, it is preferable that a computer program for compensating the delay time for opening the pressure reducing valve further comprises first delay time measuring module for measuring an actual delay time between a first time when the magnetic circuit of the pressure reducing valve receives the command signal for opening the pressure reducing valve from the ECU and a second time when the valve member of the pressure reducing valve is actually opened, and a first reference table updating module for updating the first reference table which contains a first plurality of relationships between parameters indicative of the conditions of the internal combustion engine and the delay times for closing a pressure reducing valve after completing an opening procedure for opening the pressure reducing valve. That is, the first plurality of relationships is corrected, if necessary, taking into consideration of additional data obtained by the actual opening procedure for opening the pressure reducing valve in addition to the data obtained by the fuel pressure sensing module, the engine condition sensing module, the fuel pressure obtaining module, the target reducing time estimating module, the sensing module, the delay time estimating module, the required time estimating module, the judging module, and the valve opening command signal sending module.
It is preferable that the computer program for compensating the delay time for opening the pressure reducing valve further comprises at least one of a first learning commanding module for outputting a command signal to the magnetic circuit of the pressure reducing valve if a predetermined time for learning arrives, a pressure intensifying module for intensifying the fuel pressure in the fuel accumulating device from the current value of the fuel pressure obtained by the fuel pressure sensing module to a first predetermined value of the fuel pressure, a second learning commanding module for outputting a command signal to the magnetic circuit of the pressure reducing valve if the fuel pressure reaches a predetermined value, and a valve opening detecting module for detecting whether or not the pressure reducing valve is opened, in addition to the fuel pressure sensing module, the engine condition sensing module, the fuel pressure obtaining module, the target reducing time estimating module, the sensing module, the delay time estimating module, the required time estimating module, the judging module, and the valve opening command signal sending module.
According to a second aspect of the present invention, it is a object of the present invention to provide a control apparatus which is capable of compensating a delay time for closing a pressure reducing valve (hereinafter referred to as a “delay time control apparatus for closing the pressure reducing valve) since an electronic control unit (ECU) has sent a command signal for driving the pressure reducing valve so as to stop discharging high pressure fuel in a fuel accumulating device (a common rail) of a fuel injection system for the internal combustion engine. The delay time control apparatus for closing a pressure reducing valve has a potential for preventing the occurrence of an undershoot phenomenon in which an actual pressure of fuel accumulated in the fuel accumulating device undershoots a target value of fuel pressure during the decrease of fuel pressure of the fuel accumulating device. Therefore, an engine-stool phenomenon can be prevented from occurring while fuel pressure is decreasing with use of a pressure reducing valve provided at the fuel accumulating device.
In more detail, the delay time control apparatus for closing a pressure reducing valve further comprises fuel pressure sensing means for sensing fuel pressure of a fuel accumulating device, engine condition sensing means for measuring a condition of the internal combustion engine in order to estimate a delay time for closing a pressure reducing valve and the like, fuel pressure obtaining means for obtaining the fuel pressure of the fuel accumulating device, target reducing time estimating means for estimating the target reducing time when the fuel accumulating device reaches a target value of the fuel pressure based on a time sequential data of the fuel pressure of the fuel accumulating device, such as rates of change in the fuel pressure with time, obtained by the fuel pressure obtaining means during a pressure reducing valve opened period over which the pressure reducing valve is opened, delay time estimating means for estimating a delay time which is needed to be taken into considered in order to accurately estimate the target reducing time when the fuel accumulating device reaches the target pressure of fuel based on the current value of fuel pressure, the time sequential data of fuel pressure of the fuel accumulating device, and at least one parameter obtained by the engine condition sensing means, required time estimating means for estimating the time required for reaching the target pressure meeting time, a judging means for judging whether or not a current time is the required time before the target pressure meeting time, and valve closing command signal sending means for sending the valve closing command signal for closing the pressure reducing valve from the electric control unit (ECU) to the magnetic circuit of the pressure reducing valve such that after receiving the valve closing command signal, the magnetic circuit stops supplying electric power to a tubular coil of the pressure reducing valve in order to close the pressure reducing valve.
If a delay time for closing the pressure reducing valve is defined as an interval between a first time when the magnetic circuit of the pressure reducing valve receives the command signal for closing the pressure reducing valve from the ECU and a second time when the valve member of the pressure reducing valve starts closing, the apparatus for controlling the pressure reducing valve of the fuel injection system for an internal combustion engine according to the present invention controls the pressure reducing valve, taking into consideration of the delay time for closing the pressure reducing valve.
Further, in order to achieve the object of the present invention, there is also provided a second computer program for closing a pressure reducing valve provided at a fuel accumulating device of a fuel injection system for the internal combustion engine. The second computer program is executed for controlling the pressure reducing valve so as to compensate a delay time for closing a pressure reducing valve since an electronic control unit (ECU) has sent a command signal for driving the pressure reducing valve. The second computer program for controlling the pressure reducing valve has a potential for avoiding an undershoot phenomenon in which an actual pressure of fuel accumulated in the fuel accumulating device undershoots a target value of fuel pressure during decreasing the fuel pressure of the fuel accumulating device. Therefore, it is possible to prevent the engine-stool phenomenon from occurring under the condition where the fuel pressure is decreases with the use of a pressure reducing valve provided with the fuel accumulating device.
The second computer program for closing the pressure reducing valve of the fuel injection system for an internal combustion engine, the fuel injection system having fuel pressure sensing means for sensing fuel pressure of a fuel accumulating device and engine condition sensing means for measuring a condition of the internal combustion engine in order to estimate a delay time for closing a pressure reducing valve, includes a fuel pressure obtaining module for obtaining the fuel pressure of the fuel accumulating device, a target reducing time estimating module for estimating the target reducing time when the fuel accumulating device reaches a target value of the fuel pressure based on a time sequential data of the fuel pressure of the fuel accumulating device, such as rates of change in the fuel pressure with time, obtained by the fuel pressure obtaining module during a pressure reducing valve closed period over which the pressure reducing valve is closed, a third time estimating module for estimating a delay time which is needed to take be considered in order to accurately estimate the target reducing time when the fuel accumulating device reaches the target pressure of fuel based on the current value of fuel pressure, the time sequential data of fuel pressure of the fuel accumulating device, and at least one parameter obtained by the engine condition sensing means, a required time estimating module for estimating the time required for reaching the target pressure meeting time, a judging module for judging whether or not a current time is the required time before the target pressure meeting time, and a valve closing command signal sending module for sending the valve closing command signal for closing the pressure reducing valve from the electric control unit (ECU) to the magnetic circuit of the pressure reducing valve in such a way that, after receiving the valve closing command signal, the magnetic circuit can start supplying electric power to a tubular coil of the pressure reducing valve to close the pressure reducing valve.
Thus, with the execution of the second computer program, the ECU controls output a command signal for closing the pressure reducing valve before the target pressure meeting time. Therefore, it is possible to reliably close the pressure reducing valve so as to stop discharging high pressure fuel accumulated in the fuel accumulating device.
In this way, the fuel pressure can be prevented from overshooting the lower limit value.
Further, it is preferable that the valve closing command signal sending module starts running either at the time when the delay time for closing the pressure reducing valve becomes to be equal to the target reducing time or at the time when the delay time for closing the pressure reducing valve becomes to be smaller than the target reducing time. That is, the ECU outputs a command signal for closing the pressure reducing valve towards the magnetic circuit when the delay time for closing the pressure reducing valve becomes to be equal to or smaller than the target reducing time.
The fuel pressure sensing means for sensing fuel pressure of a fuel accumulating device provided in the fuel injection system for internal combustion engine includes a sensor for measuring fuel pressure inside the fuel accumulating device. The sensor is externally mounted on the fuel accumulating device.
The engine condition sensing means for measuring at least one condition of the internal combustion engine in order to estimate a delay time for closing the pressure reducing valve includes an accelerator sensor for measuring a degree of closing of an accelerator, an engine speed sensor for measuring an engine speed of the internal combustion engine, a coolant temperature sensor for measuring the temperature of the coolant of the internal combustion engine, an intake air temperature sensor foe measuring the temperature of the intake air and the like. These sensors are externally installed in the fuel injection system. In the delay time estimating means, the delay time for closing the pressure reducing valve is estimated based on at least one of the measurement results of the engine conditions obtained by the above mentioned sensors. Measuring tools of the engine condition sensing means are not limited to the sensors as mentioned above, but other tools can also be used. For example, external tools which are not loaded on a vehicle having an internal combustion engine and a fuel injection system therefore are applicable if some information about the engine condition is obtainable.
Further, the delay time estimating means is configured to estimate the delay time for closing the pressure reducing valve based on at least one parameter indicating some condition of the internal combustion engine in several possible ways.
For example, in the above mentioned type delay time control apparatus for closing a pressure reducing valve, the delay time estimating means performs in such a way that, after receiving parameters indicating some condition of the internal combustion engine from the engine condition sensing means, the delay time estimating means obtains the delay time for closing a pressure reducing valve by referring to a second reference table which contains a first plurality of relationships between parameters indicative of the conditions of the internal combustion engine and the delay times for closing a pressure reducing valve.
In other words, in this delay time control apparatus for closing a pressure reducing valve, the optimum delay times for closing a pressure reducing valve corresponding to parameters indicative of the conditions of the internal combustion engine are previously determined by preliminary experiments and other methods before this control apparatus starts running. The predetermined first relationships between the parameters indicative of the conditions of the internal combustion engine and the delay times for closing a pressure reducing valve are summarized into the second reference table which is referred to in estimating the delay time for closing the pressure reducing valve. Therefore, the pressure reducing valve can be reliably closed so as to stop discharging high pressure fuel accumulated in the fuel accumulating device. Furthermore, the fuel pressure can be prevented from undershooting the lower limit value.
The first reference table referred to by the delay time estimating means is stored in either a memory provided in the electric control unit (ECU) or an external memory connected to the delay time control apparatus.
It is preferable that a delay time control apparatus for closing the pressure reducing valve further comprises delay time measurement means for measuring an actual delay time between a first time when the magnetic circuit of the pressure reducing valve receives the command signal for closing the pressure reducing valve from the ECU and a second time when the valve member of the pressure reducing valve is actually closed, and first reference table updating means for updating the second reference table which contains a second plurality of relationships between parameters indicative of the conditions of the internal combustion engine and the delay times for closing a pressure reducing valve after completing closing procedure for closing the pressure reducing valve. That is, the first plurality of relationships between the parameters and the delay times for closing a pressure reducing valve is corrected, if necessary, taking into the consideration of additional data obtained by the actual closing procedure for closing the pressure reducing valve in addition to the data obtained by the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the sensing means, the delay time estimating means, the required time estimating means, the judging means, and the valve closing command signal sending means.
Therefore, in the delay time control apparatus for closing a pressure reducing valve having the delay time measurement means and the second reference table updating means, it is possible to correct predetermined relationship between parameters indicative of the conditions of the internal combustion engine and the delay times for closing a pressure reducing valve, even if the predetermined relationships contain an erroneous correlation between some parameter and some delay time. That is to say, every time closing procedure is carried out an additional data for optimizing the second reference table is given such that the delay time measurement means measures the actual delay time for closing the pressure reducing valve on every occasion when the command signal for closing the pressure reducing valve is outputted from the ECU to the magnetic circuit of the pressure reducing valve while the engine condition sensing means performs measurements for obtaining data indicative of the conditions of the internal combustion engine.
The first reference table updating means for updating the second reference table every time completing a closing procedure for closing the pressure reducing valve is completed includes a fuel pressure sensor for measuring the fuel pressure in the fuel accumulating device, an accelerator sensor for measuring a degree of closing of an accelerator, an engine speed sensor for measuring an engine speed of the internal combustion engine, a coolant temperature sensor for measuring the temperature of the coolant of the internal combustion engine, and an intake air temperature sensor for measuring the temperature of the intake air. These sensors are externally and internally installed in the fuel injection system. The measurement results derived from these sensors are used to determine the delay time for closing the pressure reducing valve in the second reference table updating means. Measuring tools of the second reference table updating means are not limited to the sensors as mentioned above, but other tools may also be used. For example, external tools which are not loaded on a vehicle having an internal combustion engine and a fuel injection system therefore are applicable if some information about the vehicle is obtainable.
It is preferable that a delay time control apparatus for closing the pressure reducing valve further comprises a third learning commanding means for outputting a command signal to the magnetic circuit of the pressure reducing valve for closing the pressure reducing valve if a predetermined time for learning has been reached, in addition to the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve closing command signal sending means.
In the delay time control apparatus for closing the pressure reducing valve having the third learning commanding means, the degree of accuracy can be improved in estimating the delay time for closing the pressure reducing valve since the predetermined time for learning is set so as to have a good timing for measuring the delay time.
It is preferable that a delay time control apparatus for closing the pressure reducing valve further comprises pressure intensifying means for intensifying the fuel pressure in the fuel accumulating device from the current value obtained by the fuel pressure sensing means to a first predetermined value and forth learning commanding means for outputting a command signal to the magnetic circuit of the pressure reducing valve if the fuel pressure reaches a predetermined value, in addition to the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve closing command signal sending means.
A control method performed by the delay time control apparatus for closing the pressure reducing valve having the pressure intensifying means comprises steps of: measuring a current value of fuel pressure in the fuel accumulating device, intensifying the fuel pressure in the fuel accumulating device from the current value to a first predetermined value, waiting until the fuel pressure in the fuel accumulating device reaches a second predetermined value of fuel pressure, and outputting a command signal for closing the pressure reducing valve to the magnetic circuit of the pressure reducing valve.
Therefore, the delay time control apparatus for closing the pressure reducing valve having the pressure intensifying means is capable of improving the accuracy in the delay time for closing the pressure reducing valve at a specific fuel pressure. This improved accuracy of the delay time at the specific fuel pressure is obtained by setting a suitable time when the third learning commanding means is started executing so as to measure the delay time for closing the pressure reducing valve by the delay time estimating means, setting the second predetermined value of the fuel pressure at which measurement of the delay time is necessary for closing the pressure reducing valve, and setting the first predetermined value of the fuel pressure which is higher than the second predetermined value of the fuel pressure.
It is further preferable that, in addition to then above mentioned second predetermined value of the fuel pressure in the fuel accumulating device, a plurality of second predetermined values are provided. In the case where there are the plurality of second predetermined values of the fuel pressure, the forth learning commanding means for outputting a command signal to the magnetic circuit of the pressure reducing valve for closing the pressure reducing valve starts operating every time a current fuel pressure in the fuel accumulating device obtained by the fuel pressure sensing means agrees with one of the plurality of the second predetermined values of the fuel pressure.
It is further preferable that the predetermined time for learning occurs after stopping the internal combustion engine which connects the fuel injection system including the fuel accumulating device.
In the delay time control apparatus for closing the pressure reducing valve, in which the predetermined time for learning occurs after stopping the internal combustion engine, the delay time for closing the pressure reducing valve is accurately estimated by the delay time measurement means since external disturbances on the measurement such as an engine noise, are removed and fluctuations of the fuel pressure in the fuel accumulating device are suppressed.
Further, the delay time estimating means is configured to estimate the delay time for closing the pressure reducing valve in several possible ways.
For example, it is preferable that a delay time control apparatus for closing a pressure reducing valve further comprises valve closing detecting means for detecting whether or not the pressure reducing valve is closed, in addition to the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve closing command signal sending means.
For example, in the delay time control apparatus for closing the pressure reducing valve having the valve closing detecting means for detecting a closing of the pressure reducing valve, the valve closing detecting means for detecting a closing of the pressure reducing valve performs such that, after receiving time sequential values of the fuel pressure from the fuel pressure sensing means, the valve closing detecting means calculates changing ratios of the fuel pressure and obtains the delay time for closing a pressure reducing valve based on the changing ratios of the fuel pressure. Then, the valve closing command signal sending means for sending the valve closing command signal for closing the pressure reducing valve to the magnetic circuit of the pressure reducing valve performs such that the magnetic circuit starts supplying electric power to the tubular coil of the pressure reducing valve in order to close the pressure reducing valve, and the delay time measurement means measures the actual delay time for closing the pressure reducing valve which is between a time when the valve closing command signal sending means sends the command signal for closing the pressure reducing valve and a further time when the valve closing detecting means detects the closing of the pressure reducing valve.
In this case where the valve closing detecting means detects the closing of the pressure reducing valve based on the changing ratios of the fuel pressure, there are advantages that no additional sensor except for the pressure sensor usually provided at the fuel accumulating device is needed to detect the closing of the pressure reducing valve, and the delay in closing the pressure reducing valve can be measured. Therefore, the delay time control apparatus for closing the pressure reducing valve can be constructed with a small number of devices.
Further, in the delay time control apparatus for closing the pressure reducing valve, it is preferable that the fuel pressure obtaining means is configured to periodically detect the fuel pressure in the fuel accumulating device. A periodic time of detecting the fuel pressure in some condition where the valve closing detecting means is in operation can be set to be shorter than that in the other conditions.
Therefore, the accuracy can be improved in the measured delay time obtained by the closing delay time estimating means because if the pressure reducing valve is closed, the valve closing detecting means is capable for detecting the closing of the pressure reducing valve with minimum delay.
Further, any type of the pressure reducing valve for discharging the high pressurized fuel in the fuel accumulating device is applicable to the delay time control apparatus according to the present invention. A known prior art of a pressure reducing valve is shown in FIG. 20, but the present invention not limited to this type of the pressure reducing valve which can be installed in the fuel injection system provided with the delay time control apparatus according to the present invention. For example, the pressure reducing valve shown in FIG. 18 includes the tube-lime coil (solenoid coil) for driving the valve member via the rod. The armature which is fixed to the rod is subjected to an electromagnetic force generated by the tubular coil controlled by the magnetic circuit of the pressure reducing valve and the ECU connected to the magnetic circuit. Furthermore, the delay time control apparatus is configured to perform a pulse width modulation (PWM) control of the pressure reducing valve. Thus, the delay time control apparatus outputs a PWM signal to the magnetic circuit of the pressure reducing valve which supplies electric power to the tubular coil to attract and move the armature integrated with the rod and the valve member.
For this type of the pressure reducing valve, it is preferable that the control apparatus for compensating a delay caused in the operation of the pressure reducing valve further comprises frequency control means for adjusting a frequency of the PWM signal outputted from the ECU to the magnetic circuit of the pressure reducing valve, in addition to the fuel pressure sensing means, the engine condition sensing means, the fuel pressure obtaining means, the target reducing time estimating means, the delay time estimating means, the required time estimating means, the judging means, and the valve opening command signal sending means.
In the control apparatus for compensating a delay caused in operation of the pressure reducing valve having the frequency control means, the frequency control means performs such that a switching frequency of the PWM signal outputted from the ECU is increased to a value higher than that in a predetermined standard operation before a target reducing time when the fuel accumulating device reaches a target value of the fuel pressure obtained by the target reducing time estimating means.
Therefore, the accuracy can be improved in the delay time for closing the pressure reducing valve by setting the higher switching frequency of the PWM signal which is a control signal of the magnetic circuit of the pressure reducing valve.
Similarly, as in the case of the delay time control apparatus for closing the pressure reducing valve, it is preferable that a computer program for compensating the delay time for closing the pressure reducing valve comprises a second delay time measuring module for measuring an actual delay time between a first time when the magnetic circuit of the pressure reducing valve receives the command signal for closing the pressure reducing valve from the ECU and a second time when the valve member of the pressure reducing valve is actually opened, and a first reference table updating module for updating the first reference table which contains a first plurality of relationships between parameters indicative of the conditions of the internal combustion engine and the delay times for closing a pressure reducing valve after a closing procedure for closing the pressure reducing valve is completed. That is, the first plurality of relationships between the parameters and the delay times is corrected, if necessary, taking into the consideration of additional data obtained by the actual closing procedure for closing the pressure reducing valve in addition to the data obtained by the fuel pressure sensing module, the engine condition sensing module, the fuel pressure obtaining module, the target reducing time estimating module, the sensing module, the second time estimating module, the required time estimating module, the judging module, and the valve closing command signal sending module.
It is preferable that a computer program for compensating the delay time for closing the pressure reducing valve further comprises at least one of a forth learning commanding module for outputting a command signal to the magnetic circuit of the pressure reducing valve for closing the pressure reducing valve if a predetermined time for learning has been reached, a pressure intensifying module for intensifying the fuel pressure in the fuel accumulating device from the current value obtained by the fuel pressure sensing module to a first predetermined value and a forth learning commanding module for outputting a command signal to the magnetic circuit of the pressure reducing valve for closing the pressure reducing valve if the fuel pressure reaches a predetermined value, and a valve closing detecting module for detecting whether or not the pressure reducing valve is closed, in addition to the fuel pressure sensing module, the engine condition sensing module, the fuel pressure obtaining module, the target reducing time estimating module, the sensing module, the delay time estimating module, the required time estimating module, the judging module, and the valve closing command signal sending module.
Therefore, it is possible to control the individual means of the control apparatus for compensating a delay of operating the pressure reducing valve by using the ECU of the fuel injection system which is connected to the fuel injection system in which a computer program mentioned above is stored. The present invention is not limited to the case where the computer program for operating the pressure reducing valve is stored in the ECU of the fuel injection system. That is, an external computer connected to the fuel injection system is also applicable to an apparatus in which the computer program for operating the pressure reducing valve provided with a fuel accumulating device is stored.
For example, the ECU of the fuel injection system has a central processing unit (CPU) and a memory including at least one of a read only memory (ROM) and random access memory (RAM) for storing the computer program. The memory is connected to the CPU via wiring or via a network cable. In order to execute the computer program by the CPU of the ECU, the computer program is loaded into the memory via the wiring or via the network cable.
It is further preferable that the computer program for operating the pressure reducing valve is stored in a writable or a read-only recording medium such as a flexible disk, a magneto-optic (MO), a digital versatile disk (DVD), a compact disk read only memory (CD-ROM), Blue-ray disk, a hard disk (HD), a HD-DVD, memory card, and the like. The computer program stored in the read-only recording medium is loaded to the ECU of the fuel injection system and is executed by the CPU of the ECU.
The invention, together with additional objectives, features and advantages thereof, can be understood from the following description, the appended claims and the accompanying drawings in which:
FIG. 1 is a schematic description of a common rail type fuel injection system according to the present invention;
FIG. 2 is an illustration of a pressure reducing valve control circuit in FIG. 1;
FIG. 3 shows a block diagram of the control unit shown in FIG. 1;
FIG. 4A shows a block diagram of the computer program stored in the memory of the control unit shown in FIG. 3;
FIG. 4B shows valve opening controlling modules which constitute the computer program stored in the memory of the control unit shown in FIG. 4A;
FIG. 4C shows valve closing controlling modules which constitute the computer program stored in the memory of the control unit shown in FIG. 4A;
FIG. 5A shows a relationship between an amount of fuel discharged from the common rail to the relief pipe and a delay caused in opening the pressure reducing valve;
FIG. 5B shows a graph wherein each curves represents a delay in opening the pressure reducing valve as a function of the fuel pressure accumulated in the common rail when a output voltage of the battery or at a temperature of the tubular coil of the pressure reducing valve is given;
FIG. 5C shows an example of a central characteristic map which is obtained by extracting several points from the characteristic curve of the delay in opening the pressure reducing valve;
FIG. 5D shows an example of offset maps which show the offset values which are deviations from the central characteristic curve shown in FIG. 5C as functions both of the output voltage of the battery and of the temperature of the tubular coil of the pressure reducing valve;
FIG. 6A shows a relationship between an amount of fuel discharged from the common rail to the relief pipe and a delay caused in closing the pressure reducing valve;
FIG. 6B shows an example of a central characteristic map which is obtained by extracting several points from the central characteristic curve of the delay in closing the pressure reducing valve;
FIG. 6C shows an example of offset maps which show the offset values that is deviations from the central characteristic curve of the delay in closing the pressure reducing valve as functions both of the output voltage of the battery and of the temperature of the tubular coil of the pressure reducing valve;
FIG. 7 is a flowchart showing a control method for compensating the delay time for opening the pressure reducing valve which is carried out when the internal combustion engine is stopped;
FIG. 8 is a flowchart showing the first learning processing of the delay in opening the pressure reducing valve is carried out at step S 165 in FIG. 7;
FIG. 9 is a flowchart showing the first learning processing of the delay in closing the pressure reducing valve is carried out at step S 170 in FIG. 7;
FIG. 10 is a flowchart showing an EOL learning procedure by which the ECU learnes delay characteristics in opening or closing the pressure reducing valve as a function of the fuel pressure accumulated in the common rail, the temperature of the tubular coil of the pressure reducing valve, the output voltage of the battery and the like at an EOL production test;
FIG. 11 is a flowchart showing a pressure increasing feedback control operation;
FIG. 12 is a flowchart showing a pressure reducing valve control process during the fuel pressure increasing;
FIG. 13 is a flowchart showing a pressure decreasing feedback control operation;
FIG. 14 is a flowchart showing a pressure reducing valve control process during the fuel pressure decreasing;
FIG. 15 is a graph showing changes over time of the ignition signal, the fuel pressure in the common rail, the valve opening command signal, and a degree of opening of the pressure reducing valve when the internal combustion engine is stopped;
FIG. 16 is a graph showing operations of the control unit 91 of the ECU at an EOL production test, that is, changes over time of the ignition signal, the fuel pressure in the common rail, the valve opening command signal, and a degree of opening of the pressure reducing valve at an EOL production test;
FIG. 17 is a graph showing changes over time of the fuel pressure in the common rail, the valve opening command signal, and a degree of opening of the pressure reducing valve when the fuel pressure in the common rail is increasing;
FIG. 18 is a graph showing changes over time of the fuel pressure in the common rail, the valve opening command signal, and a degree of opening of the pressure reducing valve when the fuel pressure in the common rail is decreasing;
FIG. 19A is a graph showing that, when a switching frequency of the PWM signal is low, a ripple of the holding current following through the tubular coil of the pressure reducing valve, that is, an other component of the holding current following through the tubular coil from a direct current (DC) component of the holding current following therethrough, is increased;
FIG. 19B is a graph showing that the ECU operates such that before the valve opening command stops sending, i.e., before the valve opening command is turned into an “OFF” state, a higher switching frequency of the PWM signal is set for a predetermined period in order to reduce the error in the delay in opening the pressure reducing valve;
FIG. 20 shows a typical pressure reducing valve;
FIG. 21 is a graph showing a relationship between a flow rate of the pressure reducing valve and a control value for the pressure reducing valve; and
FIG. 22 shows an advantage of a common rail type fuel injection system having the fuel accumulating device (a common rail) which includes the pressure reducing valve exemplified as shown in FIG. 20.
In order to describe the present invention in more detail, the various embodiments of the present invention will now be described hereafter with references to accompanying drawings.
FIG. 1 is a schematic description of a common rail type fuel injection system i according to the present invention.
As shown in FIG. 1, there is the common rail type fuel injection system 1 , which is, for example, a system for injecting fuel to an internal combustion engine 20 such as a four cylinder diesel engine. The common rail type fuel injection system 1 includes a high pressure pump 2 on which a fuel temperature sensor 3 is mounted, a suction control valve 4 , a common rail 5 , injectors 6 ( 6 a, 6 n, 6 c, and 6 d in FIG. 1), a pressure reducing valve 7 , a fuel pressure sensor 8 , and an engine control unit (ECU) 9 .
The common rail 5 accumulates fuel which is highly pressurized by the high pressure pump 2 so as to be at a high pressure corresponding to a fuel injection pressure, at which the fuel is injected into respective cylinders of the internal combustion engine 20 mounted on a vehicle. Thus, the fuel accumulated in the common rail is a high pressure fuel.
Each of the injectors 6 a to 6 d is connected to the common rail 5 via distribution pipes 13 a to 13 d, respectively, and injects the high pressure fuel into the respective cylinders of the internal combustion engine 20 . The ECU controls the injectors 6 , the high pressure pump 4 , and the pressure reducing valve 7 .
The high pressure pump 2 is a high pressure fuel supplying pump for discharging high pressure fuel from a discharging outlet to the common rail 5 . The high pressure pump 2 is provided with a feed pump for drawing a fuel from the fuel tank 10 through a drawing pipe 11 . The high pressure pump 2 compresses the fuel drawn by a feed pump for producing a high pressure fuel. The high pressure fuel is delivered to the common rail 5 through a high pressure pump pipe 12 so that the fuel whose pressure corresponds to the fuel injection pressure is accumulated in the common rail 5 . The feed pump and the high pressure pump are driven by the internal combustion engine via a crankshaft.
The high pressure pump 2 is electronically connected to, and is controlled by the ECU. The ECU commands a quantity of the fuel drawn from a pressurizing chamber of the high pressure pump 2 to feed the common rail 5 after the fuel is pressurized thereby.
Further, the high pressure pump 2 has a suction control valve 4 in its fuel passage for guiding the fuel to a pressurizing chamber.
The fuel temperature sensor 3 is installed in the high pressure pump 2 for measuring temperature of the fuel to be pumped to the common rail 5 from the high pressure pump 2 . The fuel temperature sensor 3 outputs a fuel temperature sensor signal which includes information about measured fuel temperature towards the ECU. The fuel temperature sensor is either an analog electric signal or a digital electric signal.
The suction control valve 4 is attached to the pressure chamber. The suction control valve 4 is an electromagnetic actuator and is disposed in the fuel passage leading from the feed pump of the high pressure pump 2 to the pressurizing chamber of the high pressure pump 2 . The suction control valve 4 regulates a valve-opening degree of the fuel passage in order to increase or decrease a quantity of the fuel discharged from the high pressure pump 2 to the common rail 5 . The suction control valve 4 is electronically connected to and is controlled by the ECU 9 . The ECU 9 includes an engine driving unit (EDU) in this case, but if desired the ECU and the EDU can be provided separately.
The common rail 5 is a fuel accumulator which accumulates a high pressure fuel to be supplied to the injectors 6 via the distribution pipes 13 . The common rail 5 is connected to the outlet of the high pressure pump 2 through the high pressure pipe 12 and is also connected to the distribution pipes 13 . A relief pipe 14 is disposed for returning the fuel from the common rail 5 to the fuel tank 10 . A pressure reducing valve 7 is also installed in the common rail 5 . Although more detailed description about the pressure reducing valve 7 will be given later, the pressure reducing valve 7 is normally closed and adjusts a degree of opening of a drain passage, which communicates between the common rail 5 and the relief pipe 14 to drain the fuel which is accumulated in the common rail 5 .
The injectors 6 ( 6 a, 6 b, 6 c, and 6 d ) are mounted in the four cylinders of the internal combustion engine 20 . Each injector is provided to a corresponding cylinder and injects the corresponding cylinder of the internal combustion engine 20 . Each injector 6 is connected to the corresponding distribution pipe 13 in order to communicate with the common rail 5 . The distribution pipes 13 branch from the common rail 5 . Further, each of the injectors 6 includes a fuel injection nozzle, an electromagnetic valve (a solenoid valve, an actuator), and spring or the like as a biasing means. The fuel injection nozzle injects the fuel which has been pressurized by the high pressure pump 2 into each cylinder of the internal combustion engine 20 . The electromagnetic valve drives a nozzle needle of the fuel injection nozzle so as to open a fuel passage in the injection valve. The fuel injection from the injectors 6 into each cylinder of the internal combustion engine 20 is electronically controlled by switching on or off of energization to the electromagnetic valve, which controls a pressure in a pressure control chamber of the nozzle needle. More specifically, the high pressure fuel accumulated in the common rail 5 is injected into each cylinder of the internal combustion engine 20 while the electromagnetic valve of the injector 6 is opened due to an electromagnetic force countering a force generated by the biasing means, such as the spring force. Fuel leaked from the injectors 6 and discharged from the pressure control chambers is returned to the fuel tank 10 through the relief pipe 14 .
The pressure reducing valve 7 is installed to the common rail 5 . Since a detailed description about the pressure reducing valve 7 has been already given with references to FIGS. 20 to 22 in the previous section, a simple description is given here about the pressure reducing valve 7 only. The pressure reducing valve 7 adjusts the degree of opening of the drain passage to drain or discharge the fuel accumulated in the common rail 5 . The pressure reducing valve 7 is configured to rapidly reduce the fuel pressure accumulated in the common rail 5 through the relief pipe 14 to a value that corresponds to a driving state of a vehicle.
The pressure reducing valve 7 has a valve part and a solenoid. If FIG. 20 is used to explain the valve part and the solenoid, the valve part includes a valve member 1040 , a rod 1042 , and an armature 1050 , and the solenoid includes a tubular coil 1021 . The valve part changes the degree of opening in the drain passage ( 1035 in FIG. 20), and the solenoid adjusts the degree of opening of the valve part based on a control value for the pressure reducing valve supplied from the ECU 9 to the solenoid of the pressure reducing valve 7 . When the solenoid is deenergized, the pressure reducing valve 7 is closed, i.e., the degree of opening of the valve member 1040 becomes zero.
In order to rapidly decrease the fuel pressure in the common rail 5 , a maximum discharging rate of the pressure reducing valve 7 for discharging fuel is greater than that of the high pressure pump 2 . Further as shown in FIG. 21, when the control value for the pressure reducing valve is gradually increased, the flow rate of the fuel through the pressure reducing valve 7 in a steady state is increased proportionally with the control value for the pressure reducing valve 7 . It should be noted that since the pressure reducing valve is opened or closed by an electromagnetic force generated by the solenoid while the electromagnetic force is receiving a reactive mechanical force generated by a spring ( 1060 in FIG. 20), and a counter electromotive force is generated in the solenoid when the solenoid is energized, there must be a delay to start opening or closing of the valve part of the pressure reducing valve 7 .
A typical pressure reducing valve is shown in FIG. 20. This type of pressure reducing valve is disclosed in Japanese Unexamined Patent Publication No. 2001-182638. As shown in FIG. 20, the pressure reducing valve 7 includes a valve member 1040 for adjusting a cross section of a feed passage 1034 in which high pressure fuel flows, a tubular coil 1021 housed inside a solenoid housing 1020 which serves as a container and is shaped like a cylinder having a central longitudinal axis and two ends, the tubular coil 1021 constituting electromagnetic driving component for opening and closing the valve member 1040 , and a valve housing 1030 for supporting the valve member 1040 . The valve housing 1030 is also shaped like a cylinder having larger diameter than the solenoid housing 1020 and is fixed at a first end of the solenoid housing 1020 . At a second end of the solenoid housing 1020 , the solenoid housing 1020 has an opening in which a T-shaped lid 1022 and a caulked fixation portion 1027 for fastening the lid 1022 in the opening. A pillar shaped section 1023 is a part of the lid 1022 . The pillar shaped section 1023 juts out into a cylinder of the tubular coil 1021 along the central longitudinal axis of the solenoid housing 1020 , and constitutes a part of a magnetic circuit connected to the electronic control unit (ECU) 2090 so as to adjust a degree of opening of the feed passages 1034 . A space 1024 is opened so as to abut on an end of the cylinder of the tubular coil 1021 . Inside the space 1024 , an armature 1050 is arranged. The armature 1050 constitutes an electromagnetic driving component.
As to the valve housing 1030 , an end near to the solenoid housing 1020 is defined as a first end and the other end is defined as a second end. In the valve housing 1030 , a sliding hole 1031 is formed along a central axis of the cylindrically shaped valve housing 1030 and the valve member 1040 is arranged in the sliding hole 1031 so as to slide along the central axis of the valve housing 1030 . At an end of the sliding hole 1031 near the second end of the solenoid housing 1020 , a low pressure chamber 1033 is formed. A diameter of the low pressure chamber 1033 is a little larger than that of the sliding hole 1031 . A low pressure passage (feed passage) 1034 is formed in a side wall of the valve housing 1030 for communicating with the relief pipe. A high pressure passage 1035 is opened at the second end of the solenoid housing 1020 along the central axis thereof. The high pressure passage 1035 is connected to the fuel accumulating device (the common rail). The high pressure passage is closed by a valve element 1041 which is formed at an end of the valve member 1040 such that a diameter of the valve element is tapered towards the second end of the valve housing 1030 . The valve member 1040 slides inside the sliding hole 1031 .
A rod 1042 is formed so as to connect another end of the valve member 1040 near the housing 1020 to the other end having the valve element 1041 . The rod 1042 and the valve member 1040 are integrated. The rod 1042 is prolonged into the through hole 1024 of the solenoid housing 1020 . The armature 1050 is fixed to the periphery of the rod 1042 such that if the armature is moved by the electromagnetic force generated by the tubular coil 1021 driven by the electromagnetic circuit, both the rod 1042 to which the armature 1050 is fixed and the valve member 1040 can slide along the through hole 1024 and the sliding hole 1031 , respectively, so as to open and close the high pressure passage 1035 for adjusting the amount of fuel flow in the high pressure passage 1035 .
A spring room 1026 is established adjacent to a space to the through hole 1024 along the central axis of the solenoid housing 1020 . A spring 1060 serving as an energizing device is held in the spring room 1026 in order to push the valve element 1041 of the valve member 1040 for closing operation of the high pressure passage 1035 via the rod 1042 to which the armature 1050 is fixed. FIG. 20 is illustrating the pressure reducing valve 7 in a state where the ECU controls the electromagnetic circuit such that driving electric current is not supplied to the tubular coil 1021 , so that the spring 1060 , the rod 1042 with which the armature 1050 is integrated, and the valve element 1041 are energized toward the direction of the second end of the valve housing 1030 so as to close the high pressure passage 1035 . In another case where the ECU controls the electromagnetic circuit of the pressure reducing valve 7 such that driving electric current is supplied to the tubular coil 1021 , the armature 1050 is attracted to the tubular coil 1021 . Then the rod 1042 and the valve element 1041 move against an energizing force generated by the spring 1060 so that the high pressure passage 1035 is opened.
FIG. 21 is a graph showing a relationship between a flow rate of the pressure reducing valve 7 and a control value for the pressure reducing valve. As can be seen from FIG. 21, when the control value for the pressure reducing valve 7 is gradually increased, a flow rate of the fuel through the pressure reducing valve 7 is increased proportionally with the control value of the pressure reducing valve 7 .
FIG. 22 shows an advantage of a common rail type fuel injection system 2000 having the fuel accumulating device 2050 (a common rail) which includes the pressure reducing valve 2070 as exemplified in FIG. 20. In a stationary operating state of a fuel injection system provided with the fuel accumulating device 2050 , pressure of the fuel accumulating device 2050 is determined primarily based on a fuel pumping speed of a high pressure pump 2020 , a fuel injection amount injected from injectors 2200 , and amount of fuel leaking from the high pressure pump 2020 and the injectors 2200 . Therefore, when it is intended to increase or keep the pressure of the fuel accumulating device 2050 , the fuel pumping speed of the high pressure pump 2020 is controlled to be higher by the ECU 2090 .
A maximum draining rate of the pressure reducing valve 7 is greater than a maximum discharge rate of the high pressure pump 2020 , as shown in FIG. 21.
On the other hand, when the pressure of the fuel accumulating device 2050 is intended to be decreased, it has been necessary to increase fuel consumption or the fuel injection amount. However, usually, a rapid decrement in the pressure of the fuel accumulating device 2050 is necessary when the engine speed is decreasing. In this case, the fuel injection amount injected from the injectors 2200 drop down to zero. Therefore, a decreasing rate of the pressure of the fuel accumulating device 2050 is very slow, as shown in FIG. 22.
FIG. 22 contains a time chart showing an example of the behavior of the pressure of the fuel accumulating device relative to an injector driving signal timing, the amount of the fuel feed from the high pressure pump 2020 , and a driving current for the tubular coil 1021 of the pressure reducing valve 7 , for the common rail type fuel injection system with or without the pressure reducing valve 7 under the condition that the pressure of the fuel accumulating device is decreasing. In case of the common rail type fuel injection system with the pressure reducing valve 7 , an undershoot phenomena can be found after the tubular coil 1021 is de-energized to close the pressure reducing valve 7 .
The pressure reducing valve 7 shown in FIG. 20 improves the decreasing rate of the pressure of the fuel accumulating device 2050 , as shown in FIG. 22. By discharging high pressure fuel accumulated in the fuel accumulating device 2050 , a rapid decrease in the pressure of the fuel accumulating device 2050 is accomplished. However, as mentioned above, in the pressure reducing valve 7 , the rod 1042 and the valve element 1041 move against an energizing force generated by the spring 1060 when the ECU 2090 sends a command signal towards the magnetic circuit of the pressure reducing valve 7 for moving the rod 1042 to which the armature 1050 is fixed to open the high pressure passage 1035 . After the magnetic circuit of the pressure reducing valve 7 supplies electric power to the tubular coil 1021 , it is necessary to delay time for starting the movement of the rod 1042 and the valve element 1041 which adjusts the cross section of the high pressure passage 1035 , as shown in FIG. 20. In other words, the high pressure valve 1035 is not rapidly opened the instant the magnetic circuit of the pressure reducing valve 7 supplies electric power to the tubular coil 1021 to cause a magnetic force for attracting the armature 1050 which is integrated with the rod 1042 so as to open the high pressure passage 1035 . Some of the causes for this phenomenon are attributed to the occurrences of a counter reactive force due to the energizing force generated by the spring 1060 as explained, a counter electromotive force generated in the tubular coil 1021 when the magnetic circuit starts supplying electric power to the tubular coil 1021 , and other counter forces.
Thus, if a target value of fuel pressure in the fuel accumulating device is set near the upper limit value over which the fuel accumulation cannot withstand, an actual pressure on the fuel accumulating device may overshoot the target value during the increase of the fuel pressure in the fuel accumulating device. Hence, in the worst case, the fuel accumulating device will be broken since fuel pressure therein exceeds the limit value.
Further, the high pressure valve 1035 is not rapidly closed the instant the magnetic circuit of the pressure reducing valve 7 stops supplying electric power to the tubular coil 1021 to release the magnetic force for attracting the rod 1042 so as to close the high pressure passage 1035 . Thus, when the ECU 2090 sends a command signal towards the magnetic circuit of the pressure reducing valve 7 for moving the rod 1042 to close the high pressure passage 1035 , there is a delay time until the valve element 1041 comes to cover an opening of the high pressure passage 1035 . There are some reasons why high pressure passage 1035 by the valve element 1041 cannot be rapidly closed. First, there exists a reactive force against the energizing force caused by the spring 1060 for pushing the valve element 1041 of the valve member 1040 to close the high pressure passage 1035 via the rod 1042 . The reactive force is generated by the pressure of the fuel accumulated in the fuel accumulating device. Second, a counter electromotive force is generated in the tubular coil 1021 so as to maintain a magnetized state of the tubular coil 1021 when the magnetic circuit stops supplying electric power to the tubular coil 1021 .
Thus, if a target value of the fuel pressure in the fuel accumulating device is set near the lower limit value under which the engine cannot continue running, an actual pressure on the fuel accumulating device may undershoot the target value during the decrease of the fuel pressure in the fuel accumulating device, as shown in FIG. 22. In the worst case, the diesel engine may be stopped. In the diesel engine, fuel is ignited when fuel and hot compressed air are mixed in the engine cylinder. However, in the state where the fuel pressure in the fuel accumulating device undershoots the target value while the pressure reducing valve is opened so as to discharge high pressure fuel from the fuel accumulating device, fuel is not sufficiently compressed for ignition.
The fuel pressure sensor 8 is installed in the common rail 5 as a fuel pressure sensing means. The fuel pressure sensor 8 detects a fuel pressure in the common rail 5 and outputs an electric signal containing information about detected results of the fuel pressure in the common rail 5 towards the ECU 9 . The electric signal containing the information about the detected results of the fuel pressure in the common rail 5 is either an analogue electric signal or a digital signal. The fuel pressure in the common rail 5 detected by the fuel pressure sensor 8 is used, for example, to adjust an injection amount of the fuel from the injectors 6 by controlling timing of opening and closing the electromagnetic valves of the injectors 6 .
The ECU 9 includes a microcomputer having the functions of a central processing unit (CPU) which performs control processing and calculation processing, a storing unit such as read only memory (ROM), random access memory (RAM), Electronically Erasable and Programmable Read Only Memory (EEPROM) for storing various programs and data as will be described later based in supplied sensor signals, the ECU 9 performs various computing operations, e.g., a computing operation for computing injection timing of each injector 6 , a computing operation for controlling a degree of opening of the pressure reducing valve 7 .
The ECU 9 includes the EDU in this embodiment of the present invention. The EDU is a driving circuit that provides control signals to the solenoid valves of the injectors 6 , the solenoid of the pressure reducing valve 7 , the suction control valves 4 , and the high pressure pump 2 based on sensor signals from sensors 1090 which are connected to the ECU 9 . The sensors 1090 includes a crank speed sensor 1091 , a crank angle sensor 1092 , an accelerator depression quantity sensor 93 , a boost pressure sensor 1094 , an air temperature sensor 1095 , a coolant water temperature sensor 1096 , an air mass flow sensor 1097 , and the like, besides the fuel pressure sensor 8 and the fuel temperature sensor 3 . These sensors 1090 , the fuel pressure sensor 8 , and the fuel temperature sensor 3 serve as a vehicle operational conditional state sensing means for sensing the operational state of the vehicle.
The ECU 9 is supplied electric power from a battery 40 which connects to the ECU 9 in order to supply electric power towards electric consumers, such as the microcomputer of the ECU 9 , the solenoid of the injectors 6 and the pressure reducing valve 7 .
Specifically, the ECU receives at least four electric signals from the fuel temperature sensor 3 , the crank angle sensor 92 , the battery 40 and an ignition key (not shown). A fuel temperature signal is an analogue electric signal from the fuel temperature sensor 3 including information about a detected value of the fuel temperature corresponding to a temperature of the fuel accumulated in the common rail 5 . An electric power signal is also an analogue electric signal from the battery 40 including information about an output voltage value of the battery 40 . A crank angle signal is an analogue or digital electric signal from the crank angle sensor 92 including information about a crank angle. The ignition key sends to the ECU 9 an ignition signal which indicates whether or not the internal combustion engine 20 is activated, as shown in FIG. 3 and FIGS. 15 to 16.
The crank angle sensor 1092 is an electromagnetic rotation sensor for measuring a rotation angle of a crankshaft disposed in each cylinder of the internal combustion engine 20 . The crank angle sensor 1092 has a timing rotor which is made of magnetic material and is fixed to the crankshaft of the internal combustion engine 20 , an electromagnetic pickup coil which is arranged so that the pickup coil faces the periphery of the timing rotor, a permanent magnet for generating magnetic flux, and the like. The timing rotor is formed with a plurality of projective teeth at a predetermined interv