FUEL INJECTION SYSTEM CONTROL DEVICE

专利摘要:
According to the invention, a fuel pump (13) comprises a camshaft which rotates according to the operation of an engine (20), a tappet placed in contact with a cam of the camshaft which converts the rotation of the engine. camshaft in linear motion, and a piston which performs a reciprocating motion following the linear motion of the tappet, the fuel pump being designed to suck and deliver fuel following the reciprocating motion of the piston. An ECU (50) includes an angle determining unit adapted to determine whether or not a rotation angle when the camshaft begins to rotate when the engine is started is less than a predetermined angle required for the formation of the engine. 'a film of oil on a sliding part of the tappet, and a control unit adapted to, if it is determined that the angle of rotation when the camshaft starts to rotate is less than the predetermined angle, execute a method of limiting comprising limiting a fuel delivery pressure of the fuel pump and / or limiting a rotation of the camshaft and, if it is determined that the angle of rotation has become greater than the predetermined angle after the execution of the limiting method, canceling the execution of the limiting method.
公开号:FR3099528A1
申请号:FR2007799
申请日:2020-07-24
公开日:2021-02-05
发明作者:Tamaki Ishikawa
申请人:Denso Corp；
IPC主号:

专利说明:

[0001] The present invention relates to a control device for a fuel injection system.
[0002] Traditionally, as a fuel injection system, a system is used in which high-pressure fuel discharged from a fuel pump is stored in a common rail, and the high-pressure fuel in the common rail is injected into a chamber of combustion of an internal combustion engine through a fuel injection valve. Further, in such a fuel injection system, lubricating oil forms an oil film on a sliding portion of a tappet in the fuel pump, and the oil film prevents damage, for example by scratching.
[0003] For example, in the technology of Patent Document 1, when the internal combustion engine is to be restarted from a state in which the internal combustion engine was automatically stopped by an idle stop control operation, if the pressure in the common rail (rail pressure) detected by a rail pressure detection unit is equal to or greater than a first predetermined threshold value, a flow regulating valve is closed when the internal combustion engine is restarted and, once that the rail pressure has decreased to a second threshold value due to the injection of fuel, the flow regulating valve is opened. Therefore, the fuel pump is operated after the oil film is formed on the sliding part of the fuel pump, so that a reduction in the durability of the fuel pump is avoided.
[0004] However, in the technique of patent document JP 5464649 B, after restarting the internal combustion engine, the flow control valve is kept closed until the rail pressure detected by the rail pressure detection unit drops. below the second threshold. Since the fuel pump is switched on with a delay, it is to be feared that the startability of the internal combustion engine will be reduced or that the vehicle's drivability will be reduced. For example, if a request for rapid vehicle acceleration occurs immediately after the internal combustion engine is restarted, there is concern that the desired engine torque cannot be obtained due to the fuel pump stopping operation.
[0005] In recent years, a technique employing a rotating electrical machine to apply an initial rotation speed higher than that of a starter to the internal combustion engine has been put into practice as a starting device for the internal combustion engine. In such a technique, compared with a starter driven at a predetermined starting rotational speed, the initial rotational speed when starting the internal combustion engine is high and the rotational speed increases at a high rate. Therefore, even if the rail pressure is not high (for example, even if the rail pressure is equal to or lower than the first threshold value in Patent Document 1), there is a fear that scoring or seizing occurs at the sliding part of the fuel pump. As described above, it is believed that there is still room for improvement in damage removal technology to reduce scuffing in the fuel pump when starting the internal combustion engine.
[0006] The present invention has been devised in view of the above-mentioned problems, and an object of the present invention is to provide a control device for a fuel injection system which can appropriately reduce the damage caused to a fuel pump when starting an internal combustion engine.
[0007] The means to solve the problems described above as well as their operation and their effects are described below. As a first means, a control device is applied to a fuel injection system comprising a fuel pump comprising a camshaft which rotates according to the operation of an internal combustion engine, a tappet placed in contact with a cam of the camshaft which converts the rotation of the camshaft into linear motion, and a piston which reciprocates according to the linear motion of the tappet, the fuel pump being adapted to suck in and deliver fuel according to the reciprocating movement of the piston, an accumulator which stores high pressure fuel delivered by the fuel pump, and a fuel injection valve which injects the high pressure fuel, stored in the accumulator, into a combustion chamber of the engine internal combustion engine, the control device comprising an angle determining unit adapted to determine whether an angle of rotation when the camshaft begins to turn ner when starting the internal combustion engine is or is not less than a predetermined angle required for the formation of an oil film on a sliding part of the tappet, and a control unit adapted for: a control unit adapted for: when the angle of rotation from the start of rotation of the camshaft is determined to be less than the predetermined angle, performing a limiting method including limiting a fuel delivery pressure of the fuel pump fuel and/or the limitation of a rotation of the camshaft, and, when the rotation angle is determined to have exceeded the predetermined angle after the execution of the limitation method, canceling the execution of the limitation method .
[0008] In a fuel pump having a tappet as a piston driving mechanism, when starting the internal combustion engine, it is desirable that the fuel pump drive should start as soon as possible while an oil film is formed on the sliding part of the pusher. In this regard, once the camshaft has begun to rotate as a result of starting the internal combustion engine, it is considered that the state of formation of an oil film on the sliding part of the tappet can be determined from information regarding the angle of rotation of the camshaft when it begins to rotate. Further, factors causing sticking at the sliding part of the tappet include a load transmitted to the tappet through the piston during fuel delivery and a rate of increase in the rotational speed of the camshaft . The possibility of seizure increases with the product of discharge pressure (P) and pump rpm (V) corresponding to the rate of increase in camshaft rpm during starting the internal combustion engine. In other words, the magnitude of the PV value is taken into account.
[0009] In view of this, with the control device having the configuration described above, an angle determining unit is provided for determining whether a rotation angle when the camshaft begins to rotate when starting the combustion engine internal is less than a predetermined angle required for the formation of an oil film on a sliding part of the tappet. Then, the control unit is arranged to, if it is determined that the angle of rotation when the camshaft starts to rotate is less than the predetermined angle, performs a limiting process including limiting a fuel pump fuel delivery pressure and/or the limitation of a rotation of the camshaft, and if it is determined that the rotation angle has become greater than the predetermined angle after the execution of the limitation method, canceling the execution of the limitation method.
[0010] In this case, using as a parameter the angle of rotation of the camshaft when it begins to rotate when starting the internal combustion engine, the state of formation of an oil film on the sliding part of the pusher can be estimated appropriately. In addition, if the angle of rotation when the camshaft starts to rotate is less than the predetermined angle, a method of limiting the fuel discharge pressure of the fuel pump and/or a method of limiting the camshaft rotation is/are performed. If the angle becomes greater than the predetermined angle, the limit is cancelled. Therefore, the fuel pump can limit the fuel delivery pressure and the rotation of the camshaft in an appropriate period, thus avoiding unnecessary delays when starting the fuel pump. It is therefore possible to adequately prevent damage to the fuel pump when starting the internal combustion engine.
[0011] As a second means, according to the first means, the control unit is arranged to: limit the fuel delivery pressure of the fuel pump by carrying out any of the following methods: stop the delivery of fuel by the pump pump, decrease an amount of fuel to be delivered from the fuel pump, and exhaust fuel in the accumulator to reduce fuel pressure, and limit the rotation of the camshaft by performing any the following methods: stopping fuel injection through the fuel injection valve, reducing an amount of fuel to be injected through the fuel injection valve, and limiting a rotation of a starting device which applies an initial rotation to the internal combustion engine when starting the internal combustion engine.
[0012] According to the above configuration, in order to limit the fuel discharge pressure of the fuel pump, any one of a method of stopping fuel discharge from the fuel pump, a method of reducing the amount of fuel to be discharged by the fuel pump, and a process for discharging the fuel in the accumulator to reduce the fuel pressure is carried out. By performing any of the methods described above, the fuel delivery pressure (P) corresponding to the load on the tappet can be appropriately reduced when starting the internal combustion engine. Further, reducing the amount of fuel to be delivered by the fuel pump includes a method of decreasing the target value for regulating the fuel pressure in the accumulator and a method of reducing the calculated amount of fuel to be delivered in a normal method and then performing the fuel discharge according to the reduced fuel discharge amount.
[0013] Additionally, limiting camshaft rotation includes performing one of a method of stopping fuel injection through the fuel injection valve or reducing the amount of fuel to be injected and a method for limiting the rotation of the starting device, when starting the internal combustion engine. The pump rotational speed (V) can therefore be reduced appropriately. As a result, the PV value is reduced, and damage to the fuel pump can be suitably prevented.
[0014] For some years, a rotating electric machine capable of rotating at a speed higher than a starting rotational speed (for example, 200 rpm) of a starter can be used as a starting device, and the internal combustion engine can be started by the drive of the rotating electrical machine. In this case, the initial rotation applied to the internal combustion engine becomes faster but, by limiting the fuel discharge pressure of the fuel pump, the internal combustion engine can be started by the rotating electric machine in a state equivalent to the case in which the oil film is not interrupted, i.e. a state in which there is no limitation of the rotation is maintained.
[0015] By way of third means, according to the first means, a calculation unit is further provided and designed to, once the start of the internal combustion engine has been initiated, calculate a maximum rotational speed value for each combustion as a function of the injection of fuel through the fuel injection valve, the control unit limiting the rotation of the camshaft according to the maximum rotational speed value calculated by the calculating unit.
[0016] After the start of the internal combustion engine is initiated, when combustion occurs as a result of fuel injection through the fuel injection valve, the rotational speed (instantaneous rotational speed) changes by increasing and decreasing repeatedly for each burn. In this case, the maximum value of the instantaneous rotational speed of the engine increases as the number of combustions increases, and it is to be feared that there is a risk of damage to the tappet by seizure with the increase in the value maximum instantaneous engine speed. Therefore, in the present embodiment, the maximum value of rotational speed is calculated at each combustion, and the rotation of the camshaft is limited according to this maximum value of rotational speed. Therefore, when starting the internal combustion engine, it is possible to prevent the rotational speed of the camshaft from increasing excessively to a level at which the risk of damage is high before the film oil is formed on the sliding part of the tappet.
[0017] As a fourth means, according to the first means, a pressure acquisition unit is further provided and designed to, once the start of the internal combustion engine has been initiated, acquire the pressure of the fuel in the accumulator for each delivery of fuel by the fuel pump, the control unit limiting the rotation of the camshaft according to the fuel pressure acquired by the pressure acquisition unit.
[0018] After the start of the internal combustion engine is initiated, when the fuel is discharged from the fuel pump following the operation of the internal combustion engine, the fuel pressure in the accumulator gradually increases. In this regard, in the above configuration, the fuel pressure in the accumulator is obtained for each fuel delivery by the fuel pump, and the rotation of the camshaft is limited depending on the fuel pressure . Therefore, when starting the internal combustion engine, it is possible to prevent the rotational speed of the camshaft from increasing excessively to a level at which the risk of damage is high before the film oil is formed on the sliding part of the tappet.
[0019] By way of fifth means, according to any one of the first to fourth means, the cam comprises n (n being an integer greater than or equal to 1) cam lobes, the pusher comprises a roller resting on a cam surface of the cam, and a shoe having a concave part adapted to contain the roller and rotatably supporting the roller in the concave part, the angle determining unit being adapted to determine whether the angle of rotation of the camshaft when whether or not it starts rotating is less than a predetermined angle set within a range of "0.5 x 360 degrees/n" to "2 x 360 degrees/n".
[0020] In a configuration in which the push rod has a roller which contacts the cam surface of the cam and a shoe which has a recess provided to contain the roller, and the roller slides inside the recess of the shoe, during the initial start-up of the internal combustion engine, i.e. during the initial rotation of the camshaft, an oil film is formed between the shoe and the roller during a period during which the cam rotates from a high rotation position to a low rotation position and back to the high rotation position. In other words, even if the oil film is interrupted between the shoe and the roller, when the cam passes through the low rotation position, the oil film is formed between the shoe and the roller due to the crushing effect.
[0021] In this case, the period during which the cam rotates from "the high rotation position to the low rotation position to the high rotation position" is the period during which the camshaft rotates through an angle of "360 degrees / n, where n is the number of cam lobes. Also, when the internal combustion engine (the fuel pump) is off, the cam stop position varies and, for example, the cam stop position may be a position slightly above beyond the high rotation position. Therefore, taking into account variations in the cam stop position, the angle of rotation of the camshaft required for the formation of the oil film between the shoe and the roller is estimated to be approximately one maximum possible value of "2 x 360 degrees/n".
[0022] In addition, considering that the oil film is formed by the crushing effect when the cam passes through the low rotation position, the angle of rotation required for the formation of the oil film is less than a predetermined angle comprising the angles preceding and following the low rotational position of the cam. This period is a period during which the cam rotates from “a position intermediate between the high position and the low position to the low rotational position at the intermediate position between the high position and the low position”. In other words, the period can be a period in which the camshaft rotates at least through an angle of "0.5 x 360 degrees / n" when the number of cam lobes is equal to n.
[0023] At this point, according to the configuration described above, it is determined whether or not the angle of rotation of the camshaft when it starts to rotate is less than a predetermined angle range from "0 .5 x 360 degrees/n” to “2 x 360 degrees/n”. Therefore, it is possible to determine whether or not the camshaft has been rotated through the angle required for the formation of the oil film on the sliding part of the tappet. Appropriate control operations can therefore be performed when starting the internal combustion engine, while taking into account the oil film formation mechanism of the tappet structure comprising the shoe and the roller.
[0024] The angle of rotation of the camshaft required for the formation of the oil film on the sliding part of the tappet can be determined to be any angle within the range from "0.5 x 360 degrees / n” to “2 x 360 degrees/n”. This angle of rotation can be, for example, an angle within a range from "0.5 x 360 degrees / n" to "1.5 x 360 degrees / n", or an angle within a range from " 0.5 x 360 deg/n” to “360 deg/n”.
[0025] By way of sixth means, according to any one of the first to fourth means, the cam comprises n (n being an integer greater than or equal to 1) cam lobes, the pusher comprises a roller resting on a cam surface of the cam, and a shoe having a concave part adapted to contain the roller and rotatably supporting the roller in the concave part, the angle determining unit being adapted to determine whether the angle of rotation of the camshaft when whether or not it begins to rotate is less than a predetermined angle defined as "1.5 x 360 degrees/n".
[0026] When the internal combustion engine (the fuel pump) is stopped, the cam can be stopped at or near the low rotation position. Taking this into account, the angle of rotation of the camshaft required for the formation of the oil film between the shoe and the roller is estimated to be approximately a maximum possible value of "1.5 x 360 degrees / not ". At this point, according to the configuration described above, it is determined whether or not the angle of rotation of the camshaft when it starts to rotate is less than a predetermined angle defined as "1.5 x 360 degrees/n”. Therefore, it is possible to determine whether or not the camshaft has been rotated through the angle required for the formation of the oil film on the sliding part of the tappet. Appropriate control operations can therefore be performed when starting the internal combustion engine, while taking into account the oil film formation mechanism of the tappet structure comprising the shoe and the roller.
[0027] As a seventh means, according to any of the first to sixth means, the fuel injection system is applied to a vehicle having, as starting devices for the internal combustion engine, a first electric motor and a second engine having an initial rotational speed higher than that of the first electric motor, the controller further comprising a start determination unit arranged to, upon starting the internal combustion engine, determine whether the engine is started by the first engine electric or by the second electric motor, and a second control unit adapted to block the execution of the limitation method when the engine is started by the first electric motor, and to allow the execution of the limitation method when the engine is started by the second electric motor.
[0028] For example, in a vehicle having an idle stop function, there may be provided a first electric motor (eg, a starter) serving as a starting device employed for the first start of the internal combustion engine, and a second electric motor (which is a rotating electrical machine such as an integrated starter-alternator) to restart the internal combustion engine after an automatic stop. The second electric motor is an electric motor having an initial rotational speed greater than that of the first electric motor. In this case, when starting by means of the first electric motor, the PV value, which is the product of the fuel delivery pressure corresponding to the load on the pusher and the rotational speed of the pump, becomes relatively low, while when starting by means of the second electric motor, the PV value is higher.
[0029] In this regard, in the above configuration, when the first electric motor is used to start the internal combustion engine, the limitation of the fuel discharge pressure of the fuel pump and the limitation of the rotation of the shaft cams are not executed. On the other hand, if the second electric motor is used to start the internal combustion engine, at least one of the limitation of the fuel delivery pressure of the fuel pump and the limitation of the rotation of the camshaft is executed. In this case, it is possible to avoid excessive limitation of the fuel delivery by the fuel pump and the rotation of the camshaft.
[0030] is a schematic layout diagram illustrating the entire fuel injection system;
[0031] is a sectional view illustrating a configuration of a fuel pump;
[0032] is a view for explaining a mechanism for forming an oil film at a sliding portion of a tappet; is a view for explaining a mechanism for forming an oil film at a sliding portion of a tappet; is a view for explaining a mechanism for forming an oil film at a sliding portion of a tappet; is a view for explaining a mechanism for forming an oil film at a sliding portion of a tappet; is a view for explaining a mechanism for forming an oil film at a sliding portion of a tappet;
[0033] is a diagram illustrating a relationship between a limit PV value and a ramp pressure and a rate of increase in the rotational speed of the pump when starting a motor;
[0034] is a flowchart illustrating a method for controlling the start of an engine;
[0035] is a timing diagram illustrating motor start control operations;
[0036] is a timing diagram illustrating motor start control operations;
[0037] is a timing diagram illustrating motor start control operations;
[0038] is a timing diagram illustrating engine start control operations in a second embodiment;
[0039] Fig. 10] is a flowchart illustrating a motor start control method in the second embodiment;
[0040] is a timing diagram illustrating engine start control operations in a second embodiment;
[0041] is a timing diagram illustrating motor start control operations in a third embodiment;
[0042] is a flowchart illustrating a start control method of an engine in the third embodiment;
[0043] is a timing chart illustrating engine start control operations in the third embodiment;
[0044] is a flowchart illustrating an engine start control method in a fourth embodiment.
[0045] Embodiments are described below with reference to the drawings. In the present embodiment, a high pressure fuel injection system includes a common rail which acts as a pressure storage receptacle storing fuel under high pressure, and the high pressure fuel is injected into an engine installed in a vehicle serving as an internal combustion engine. This system performs various control operations using an electronic control unit (hereinafter referred to as ECU) as a central unit. Fig. 1 shows a schematic configuration of the fuel injection system. In the following respective embodiments, parts which are identical or equivalent to each other are indicated by the same reference numerals in the drawings, and reference will be made to a description of the parts indicated by the same reference numerals.
[0046] (First embodiment) In a fuel injection system 10 of FIG. 1, a fuel tank 11 is connected to a fuel pump 13 via a low pressure fuel line 12. The fuel pump 13 is a high pressure mechanical pump which draws in and delivers fuel as the engine 20 turns. Fuel pump 13 draws in fuel under low pressure as a crankshaft 21 of engine 20 rotates, then compresses fuel under low pressure and pushes out highly compressed fuel (i.e. fuel under high pressure) . In the present embodiment, the fuel pump 13 is provided with a low pressure pump forming an integral part thereof and serving to pump fuel from the fuel tank 11 through the low pressure fuel line 12, but the low pressure pump can be included separately in alternative embodiments.
[0047] A common rail 15 is connected to the fuel pump 13 through a high pressure fuel line 14. The high pressure fuel discharged from the fuel pump 13 is then sent to the common rail 15, and the fuel is kept in a state under high pressure. The common rail 15 is provided with a rail pressure sensor 16 corresponding to a pressure detection means, and the fuel pressure in the common rail 15 (i.e. the rail pressure) is detected by the common rail pressure sensor 16. Further, the common rail 15 is provided with a pressure reducing valve 17 for venting fuel from the common rail 15 to reduce the fuel pressure.
[0048] Engine 20 is a multi-cylinder diesel engine. The engine 20 is provided with an injector 22 as a fuel injection valve for each cylinder. Each injector 22 is supplied with the high pressure fuel in the common rail 15 through a high pressure fuel line 18. By actuation of the injector 22, high pressure fuel is injected directly into the combustion chamber of each cylinder. A return line 19 is connected to the pressure reducing valve 17 of the common rail 15, the fuel pump 13 and the injectors 22. The excess fuel in the common rail 15, the fuel pump 13 and the injectors 22 leaves in the return line 19 to return to the fuel tank 11.
[0049] The configuration of the fuel pump 13 is described below with reference to FIG. 2. Note that the fuel pump 13 of the present embodiment comprises two fuel pump units arranged along the axial direction of the camshaft 31, and FIG. 2 shows a cross-sectional configuration of one of the fuel pump units.
[0050] The fuel pump 13 comprises a camshaft 31 which is rotated by the rotation of the crankshaft 21 of the engine 20. The camshaft 31 is provided with a cam 32 forming an integral part thereof. Camshaft 31 and cam 32 are housed in a cam chamber 34 formed in a pump housing 33. Cam 32 has one or more cam lobes 32a (three in the example of Fig. 2) the along the direction of rotation of the camshaft 31. The cams 32 are provided so that the phases of the cam lobes 32a are offset from each other for each fuel pump unit.
[0051] Additionally, a cylinder 35 is attached to the pump housing 33, and a piston 36 is housed in the cylinder 35 so as to be able to slide along a reciprocating direction of motion. The volume of a compression chamber 37 varies according to the reciprocating movement of the piston 36, which is itself a function of the rotation of the camshaft 31.
[0052] The fuel pump 13 includes a push rod 41 as a piston driving mechanism. The pusher 41 causes the piston 36 to reciprocate according to the cam profile of the cam 32. The pusher 41 is housed in a casing orifice 38 of the pump casing 33 between the cam 32 and the piston 36. A spring 39 is housed in the housing hole 38. Due to the tension of the spring 39, the piston 36 is pressed against the tappet 41 and the tappet 41 is pressed against the cam 32. The rotation of the camshaft 31 and of cam 32 is converted into reciprocating linear motion of tappet 41, and piston 36 reciprocates together with tappet 41.
[0053] The pusher 41 comprises a cylindrical pusher body 42, a shoe 43 and a cylindrical roller 45. The shoe 43 is fixed inside the pusher body 42, for example by interference fit in the radial direction. The roller 45 is supported by the shoe 43. The shoe 43 has a concave part 44 semi-circular on the lower surface of the shoe 43 located vis-à-vis the cam 32. An inner peripheral surface 44a having a cross section in the shape arc is formed inside the concave portion 44. The roller 45 is placed in contact with the inner peripheral surface 44a of the concave portion 44, and partially protrudes out of the concave portion 44. Further, the roller 45 is in contact with an outer peripheral surface of the cam 32 (i.e. the cam surface), and the pusher 41 is moved in the reciprocating direction according to the cam profile of the cam 32 while roller 45 is held in contact with the cam surface.
[0054] When the cam 32 rotates, the roller 45 is in contact with each of the outer peripheral surface of the cam 32 and the inner peripheral surface 44a of the shoe 43. In this state, the roller 45 is moved along the reciprocating direction together with the shoe 43 while rotating relative thereto. Cam chamber 34 is filled with lubricating oil. An oil film consisting of the lubricating oil is formed between the roller 45 and the outer peripheral surface of the cam 32 as well as between the roller 45 and the inner peripheral surface 44a of the shoe 43. Thus, the roller 45 is able to turn while sliding. Here, although a film of oil is present between the roller 45 and the cam 32 or the shoe 43, this state is called "in contact".
[0055] In addition, the fuel pump 13 is provided with an electromagnetically driven delivery metering valve 47. A delivery onset timing is adjusted by regulating energization of the delivery metering valve 47 such that a quantity of fuel to be delivered (pump delivery volume) can be adjusted. Note that, as the fuel metering valve, a suction metering valve disposed at the fuel suction portion of the fuel pump 13 may be used instead of the fuel metering valve. discharge 47. In addition, a discharge port 48 is provided with a discharge valve 49 which forms a non-return valve.
[0056] When the fuel pump 13 delivers fuel, the fuel drawn into the compression chamber 37 is compressed by the piston 36. Then, when the compression pressure in the compression chamber 37 becomes greater than the sum of the fuel pressure of the side of the common rail 15 and the valve opening pressure of the delivery valve 49, the compressed fuel is delivered to the common rail 15 through the delivery valve 49.
[0057] The present system is a one-shot-one-pump fuel system, in which fuel is pumped by the fuel pump 13 each time fuel is injected. In the present embodiment, the fuel pump 13 is provided with two fuel pump units, and the fuel pump units alternately pump fuel. However, in alternative embodiments, the fuel pump 13 may be provided with a single fuel pump unit or with three or more fuel pump units.
[0058] The ECU 50 is an electronic control unit comprising a conventional microcontroller structure having a CPU, ROM, RAM and the like. Various signals are input to the ECU 50, including detection signals from the common rail pressure sensor 16 described above, a crank angle sensor 51 which detects a rotational speed of the engine 20, an acceleration sensor 52 which detects an actuation amount of the accelerator, and various other sensors. The crank angle sensor 51 is designed to transmit a pulse each time the crankshaft 21 reaches a predetermined angle of rotation (for example, 30° crankshaft) during its rotation. By detecting the rising edge or the falling edge of the pulse as edge information, the angle of rotation of the crankshaft 21 (that is, the position of the crankshaft) and the rotational speed of the engine can be calculated. More specifically, the angle of rotation of the crankshaft 21 can be calculated by detecting each pulse edge, and the rotational speed of the engine can be calculated based on the time interval between the pulse edges.
[0059] The ECU 50 determines an optimum injection fuel amount and injection timing based on engine operation information such as engine rotational speed and accelerator operation amount, and transmits to the injectors 22 an injection control signal corresponding to the quantity of fuel to be injected determined and to the time adjustment of the injection. Thus, in each cylinder of the engine 20, fuel injection control operations are performed by the injector 22. Further, the ECU 50 sets a target rail pressure, which is a target value of the rail pressure. , depending on the engine speed and the amount of fuel to be injected. Then, the ECU 50 performs feedback regulation of the amount of fuel to be delivered by the pump so that the actual rail pressure sensed by the rail pressure sensor 16 reaches the target rail pressure. By regulating the rail pressure, the injection pressure of the fuel injected from the injector 22 is regulated.
[0060] Additionally, the ECU 50 has an idle stop function for automatically stopping and restarting the engine 20. The ECU 50 automatically stops the engine 20 if a predetermined automatic stop condition is met, and restarts the engine 20 if a predetermined restart condition is met. In the present embodiment, there are provided, as structures related to starting the engine, a starter 61 and a rotary electric machine 62. The starter 61 causes the crankshaft 21 to rotate when a pinion meshes with a crown. The rotating electric machine 62 causes the rotation of the crankshaft 21 when a connecting element such as a belt is coupled to the crankshaft 21. The engine is started by means of either the starter 61 or the rotating electric machine 62. In particular, the engine 20 is started by means of the starter 61 during an engine start accompanying the starting operation performed by a driver (that is to say during the first start). In addition, the engine 20 is started by the rotary electric machine 62 when restarting the engine in idle stop control operations. Further, as the rotating electrical machine 62, for example, an Integrated Starter Generator (ISG), which is a generator having a motor function, can be used.
[0061] With the starter 61, the initial rotation applied to the engine 20 has a predetermined starting rotational speed (eg, 200 rpm), and the engine 20 is started with combustion starting at the initial rotation. On the other hand, with the rotating electric machine 62, the engine can be started by rotational drive at a rotational speed higher than the starting rotational speed of the starter 61. Furthermore, by generating a propulsion torque, the propulsion of the vehicle (i.e. torque-assisted propulsion) is possible.
[0062] It should be noted that, in the case in which the engine 20 is started from a stopped state, if the oil film at the contact portion between the shoe 43 and the roller 45 is interrupted at the start of the starting the engine, it is feared that scratching will result. For example, when the engine 20 is stopped due to the stoppage of the vehicle, the film of oil between the shoe 43 and the roller 45 can be interrupted during the stoppage. In this case, once the cam 32 begins to rotate as a result of starting the engine, until an oil film forms again between the shoe 43 and the roller 45, the roller 45 is moved in a state of high friction, so that one can fear damage by scratching.
[0063] The mechanism of oil film formation immediately after cam 32 begins to rotate is described below. Figs. 3A to 3E are explanatory diagrams illustrating transition states of the formation of an oil film when the cam 32 initially begins to rotate. Figs. 3A to 3E illustrate respective states which are created with the rotation of the cam 32 in chronological order. In Fig. 3, concave portion 44 of shoe 43 has an inside diameter greater than the outside size of roller 45. Further, in FIG. 3, the cam 32 is a double cam, i.e. the cam profile of the cam 32 has two projections, in order to facilitate the explanations.
[0064] In Fig. 3, the point of contact between the cam 32 and the roller 45 is P1, and the point of contact between the shoe 43 and the roller 45 is P2. A pressure angle ψ is defined as an angle formed by a straight line connecting the contact points P1 and P2 once the cam 32 has started to rotate with respect to a straight reference line connecting the contact points P1 and P2 to the low rotational position of cam 32 (i.e. a straight line parallel to the direction of piston reciprocation). The pressure angle ψ indicates the eccentricity at the contact position between the shoe 43 and the roller 45 in the concave part 44. Here, the counterclockwise angles in the figure correspond to a positive pressure angle ψ , and the clockwise angles in the figure correspond to a negative pressure angle ψ.
[0065] Fig. 3A illustrates the state when cam 32 initially begins to rotate. In this state, the cam 32 is in the low rotational position. In addition, roller 45 is in contact with cam 32 at the lower point of cam 32. In addition, roller 45 is in contact with concave portion 44 of shoe 43 at the highest location (top ) of the concave part 44. In this state, the oil film is interrupted at the level of the contact part between the shoe 43 and the roller 45. The cam 32 then begins to rotate counterclockwise from this state , and enters the state shown in FIG. 3B.
[0066] In the state illustrated in FIG. 3B, given that no oil film is formed between the shoe 43 and the roller 45, if we compare a cam/roller friction coefficient µc and a shoe/roller friction coefficient µs, µc is lower to µs. In this case, there is no slippage between shoe 43 and roller 45 and, therefore, slippage takes place between cam 32 and roller 45 rather than rolling. Consequently, the roller 45 is moved inside the concave part 44 according to the bias received from the outer peripheral surface of the cam, and the pressure angle ψ becomes positive.
[0067] After that, cam 32 rotates further past the top rotational position, as shown in FIG. 3C. The direction of the bias received from the outer peripheral surface of the cam then changes and, as a result, the roller 45 is moved to the opposite side in the concave portion 44 compared to FIG. 3B. As a result, the pressure angle ψ becomes negative. In other words, comparing Figs. 3B and 3C, it can be seen that the pressure angle ψ changes from positive to negative as cam 32 rotates past the high rotational position.
[0068] After that, in the state shown in FIG. 3D, the cam 32 passes through the low rotation position. A film of oil is then formed between the shoe 43 and the roller 45 by the crushing effect. In particular, as the cam 32 passes through the low rotational position, the direction of the pressure angle ψ changes as the center of the roller 45 moves as shown in Fig. 3D. Then, when the contact point P2 between the shoe 43 and the roller 45 moves from side to side passing through the apex position of the concave part 44, an oil film is formed by the crush effect. With the formation of the oil film, the shoe/roller friction coefficient µs decreases and becomes lower than the cam/roller friction coefficient µc (µs < µc).
[0069] Once the oil film is formed between the shoe 43 and the roller 45, as illustrated in FIG. 3E, sliding takes place between the shoe 43 and the roller 45, and the roller 45 goes into a rolling state. In the state illustrated in FIG. 3E, the formation of the oil film is reinforced by the oil wedge effect.
[0070] As described above, when the camshaft 31 begins to rotate following the rotation of the engine 20, an oil film is not formed between the shoe 43 and the roller 45 as long as the cam 32 does not has not left the high rotation position and has not passed through the low rotation position. In particular, the oil film is formed during the period beginning after the passage of the cam 32 through the low position of rotation and going until the moment when the cam 32 again reaches the high position of rotation. In the case of a double cam, the angle required for rotation from the up position to the down position and back to the up position is 180 degrees. In other words, an oil film is formed between the shoe 43 and the roller 45 during the interval corresponding to the time required for the cam 32 to rotate 180 degrees. Additionally, when the engine 20 is stopped (and the fuel pump 13 is also stopped), it is conceivable that the cam 32 could be stopped at or near the low rotational position. In view of this, it is desirable that an oil film be formed between the shoe 43 and the roller 45 while the cam 32 rotates 270 degrees from the low position to the high position, again to the low position and back to the up position.
[0071] In the case of a triple cam (i.e. a cam having a cam profile with three equidistant projections), the angle required for rotation from the high position to the low position and back to the position high is 120 degrees. In other words, an oil film is formed between the shoe 43 and the roller 45 during the interval corresponding to the time required for the cam 32 to rotate 120 degrees. Here too, when the engine 20 is stopped (and the fuel pump 13 is also stopped), it is conceivable that the cam 32 could be stopped at or near the low rotational position. In view of this, it is desirable that an oil film be formed between the shoe 43 and the roller 45 while the cam 32 rotates 180 degrees from the low position to the high position, again to the low position and back to the up position.
[0072] In general, assuming that the number of cam lobes 32a in cam 32 is n, the angle required for rotation from the up position to the down position, and back to the up position is "360 degrees/n ". In other words, taking into consideration that the stop position of the cam 32 can vary, the maximum angle required for an oil film to be formed between the shoe 43 and the roller 45 is, preferably, "1.5 x 360 degrees/n".
[0073] Factors causing scoring in the fuel pump 13 at the sliding portion of the pusher 41 (i.e., the contact portion between the shoe 43 and the roller 45) include the rate of increase in speed of rotation of the camshaft 31 and the load transmitted to the tappet 41 via the piston 36 during the delivery of fuel. In addition, it is estimated that the possibility of scuffing occurring increases with the magnitude of the product of a fuel delivery pressure (P) and a rate of increase in the rotational speed of the pump ( V), also called PV value. Here, the fuel delivery pressure (P) corresponds to the load on the pusher 41. Also, the rate of increase in the rotational speed of the pump (V) represents the rate of increase in the rotational speed of the camshaft 31 when starting the engine. The fuel delivery pressure is the compression pressure in the compression chamber 37 during fuel delivery, this being dependent on the rail pressure.
[0074] Fig. 4 illustrates the relationship between a limit PV value and the ramp pressure (measured in MPa) during engine start as the pressure parameter (P) and the rate of increase in pump rotational speed (measured in (tr /min)/s) as the rotation parameter (V). In Fig. 4, a PV limit line is shown, and the region beyond the PV limit line corresponds to a high possibility of damage (scuffing) in the fuel pump 13.
[0075] In Fig. 4, for example, when the start ramp pressure is P1, damage to the fuel pump 13 can be reduced or avoided by setting the rate at which the pump rotational speed increases to a value lower than V1. Conversely, when the rate of increase in the rotational speed of the pump is V1, damage to the fuel pump 13 can be reduced or avoided by setting the rail pressure when starting the engine to a value lower than P1.
[0076] When the motor 20 is restarted, if the motor is restarted by the rotating electric machine 62, the parameter V is relatively high because the rotating electric machine 62 is a high torque motor. In such a case, if the start ramp pressure also increases to a high value, there is a danger that the PV value exceeds the upper limit, which increases the risk of damage to the fuel pump 13. By Therefore, in order to reduce damage to the fuel pump 13, when the engine is restarted by the rotating electric machine 62, a control method is executed when restarting the engine so as to limit the fuel discharge pressure of the pump to fuel 13 (i.e. a P reduction process) in order to limit the PV value.
[0077] Conversely, for example, when the amount of leakage in the fuel pump 13 is limited or when a fuel pressure hold control method is executed while the engine is stopped, the rail pressure when starting of the motor is high, i.e. the parameter P is relatively high. In such a situation, if the rate of increasing the rotational speed of the pump also increases to a high value, it is feared that the PV value will exceed the upper limit, which will increase the risk of damage to the the fuel pump 13. Therefore, in such a case, the rotational speed of the pump is limited when starting the engine (i.e. a method of reducing V) in order to limit the PV value.
[0078] Fig. 5 is a flowchart illustrating an engine start control method; This process is performed repeatedly periodically by the ECU 50 when the ignition switch IG is in the on position. The process of FIG. 5 is used to limit the PV value when the engine 20 is restarted under idle stop control operations.
[0079] In Fig. 5, at step S11, it is determined whether the current state corresponds to a restart period during which the motor 20 is restarted. The restart period of the motor 20 can be, for example, a period coming after an automatic stop of the motor 20 and extending from when a restart condition is met to when a predetermined amount of time has elapsed. If the result of step S11 is NO, the method continues with step S12, and if the result of step S11 is YES, the method continues with step S14.
[0080] In step S12, it is determined whether or not the motor 20 is being stopped automatically. If the engine 20 is being stopped automatically, the method proceeds to step S13 in which the crankshaft position information of the stopped engine is acquired. At this time, for example, the number corresponding to the position of the crankshaft calculated immediately before the engine stops can be acquired.
[0081] In step S14, the current crankshaft position is calculated based on the pulse output from the crank angle sensor 51. Next, in step S15, based on the crankshaft position information in the state of the engine stop and the current position of the crankshaft, the angle of rotation RA of the camshaft 31 when it starts to rotate as a result of the engine restart is calculated. Specifically, at this time, based on the difference between the crankshaft position in the engine stop state and the current crankshaft position, the crankshaft rotation angle 21 resulting from the engine restart is calculated. Then, the angle of rotation RA of the camshaft 31 is calculated by conversion according to the rotation ratio between the crankshaft 21 and the camshaft 31.
[0082] Next, in step S16, it is determined whether or not the rotation angle RA of the camshaft 31 is less than a predetermined value Th. The predetermined value Th is a threshold value for the determination of an angle of rotation required for the formation of an oil film between the shoe 43 and the roller 45 once the camshaft 31 has started to rotate. For example, if cam 32 of fuel pump 13 is a dual cam, Th = 270 degrees, and if cam 32 of fuel pump 13 is a triple cam, then Th = 180 degrees. If the rotation angle RA is less than the predetermined value Th, the method continues with step S17. If the angle of rotation RA is equal to or greater than the predetermined value Th, the method proceeds to step S18.
[0083] In step S17, the fuel delivery by the fuel pump 13 is stopped in order to limit the PV value which is the product of the pressure parameter (P) and the rotational speed parameter (V). Specifically, by maintaining the delivery metering valve 47 in an open state, the fuel pump 13 does not deliver fuel. In this case, since the fuel is not compressed in the compression chamber 37, the load on the tappet 41 is reduced.
[0084] In step S18, the limitation of the PV value is canceled. Therefore, subsequent fuel delivery by the fuel pump 13 is permitted.
[0085] Fig. 6 is a timing diagram illustrating the engine start control method more precisely. In Fig. 6, motor 20 is automatically stopped before time t1, and motor 20 is restarted at time t1.
[0086] In Fig. 6, before the time t1, the fuel pump 13 is stopped due to the automatic engine stop, and the rail pressure gradually decreases due to an internal leak or the like in the fuel pump 13. At this time , the actual rail pressure gradually decreases from the target rail pressure.
[0087] Then, at time t1, when the motor restart condition is satisfied, the start signal is activated, and the rotation of the rotary electric machine 62 restarts the motor 20. The rotary electric machine 62 being driven, the crankshaft 21 of the motor 20 is rotated, and the camshaft 31 of the fuel pump 13 is rotated according to the rotation of the crankshaft 21. From the time t2, the pulse from the crank angle sensor 51 is acquired to calculate the rotational speed of the motor, which gradually increases.
[0088] Once the crankshaft 21 of the engine 20 begins to rotate, the camshaft 31 of the fuel pump 13 is also rotated but, since the delivery metering valve 47 is held open, no fuel delivery does not occur.
[0089] Then, at time t3, the angle of rotation RA of the camshaft 31, which is calculated based on the pulse of the crank angle sensor 51, reaches a predetermined value Th. Therefore, the discharge of fuel by the fuel pump 13 is permitted (see the pump control mode signal in Fig. 6). Specifically, the period beginning when the rotation starts and going until the angle of rotation RA of the camshaft 31 reaches the predetermined value Th (i.e. the period from t1 to t3) presents a high probability that no film is formed between the shoe 43 and the roller 45 in the fuel pump 13. During this period, fuel pumping by the fuel pump 13 is blocked in order to decrease the PV value.
[0090] Following the moment t3, it is judged that an oil film has completely formed between the shoe 43 and the roller 45 in the fuel pump 13, and the fuel pump 13 begins to pump fuel.
[0091] Fig. 6 also shows a comparative example of a control method in which the delivery of fuel by the fuel pump 13 begins after the time t2, as indicated by the dotted line in the pump delivery pressure diagram. In this case, when the camshaft 31 begins to rotate, the compression pressure in the compression chamber 37 of the fuel pump 13 acts on the tappet 41 via the piston 36, and it is to be feared that scoring is caused by the tappet 41. On the other hand, in the configuration of the present embodiment, since the delivery of fuel by the fuel pump 13 is stopped when the camshaft 31 initially begins to rotate, the pressure compression in the compression chamber 37 does not act on the pusher 41, which eliminates fears that scratching occurs. Further, at time ta in FIG. 6, angle synchronization control operations are started following the rotation of the crankshaft 21 of the engine 20. Following the moment ta, feedback regulation is applied to the rail pressure with respect to a rail pressure target.
[0092] In the configuration described above, at step S17 of FIG. 5, the method of stopping fuel delivery by the fuel pump 13 is executed as a control method to limit the PV value. However, this method can be modified as described below. Further, it should be noted that each of the various timing diagrams described below illustrates a situation in which the motor 20 is restarted from a state in which the motor 20 was automatically stopped, similar to FIG. 6.
[0093] (PV limitation method 1) The ECU 50 performs a control process to reduce the amount of fuel to be discharged from the fuel pump 13 in step S17 of FIG. 5. Specifically, a method of decreasing the target rail pressure compared to normal operation, or a method of reducing the amount of fuel to be delivered compared to normal operation and then performing fuel delivery according to the amount reduced fuel delivery time is executed. In this case, the degree to which the amount of fuel to be discharged is decreased (i.e. the degree of limitation of the discharge) can be set variably depending on the rotational speed of the pump when starting the fuel. motor or the rate of increase in the speed of rotation of the pump (i.e. the value V). The higher the rotational speed of the pump or the rate at which the rotational speed of the pump increases when starting the engine, the greater the degree to which the amount of fuel to be pumped is reduced.
[0094] Fig. 7 represents a timing diagram corresponding to the present example. In Fig. 7, before the time t11, the fuel pump 13 is stopped due to the automatic engine stop, and the rail pressure gradually decreases due to an internal leak or the like in the fuel pump 13. Then, at moment t11, when the motor restart condition is met, the rotation of the rotating electrical machine 62 restarts the motor 20.
[0095] As a result of this, at time t12, fuel delivery from the fuel pump 13 begins. At this time, the fuel pump 13 performs fuel delivery with a reduced amount of fuel to be delivered. The rail pressure is therefore limited.
[0096] Then, at time t13, the angle of rotation RA of the camshaft 31, which is calculated based on the pulse from the crank angle sensor 51, reaches a predetermined value Th. Simultaneously, the limitation applied to the delivery of fuel by the fuel pump 13 is cancelled. Then, after the time t13, the fuel pump 13 is controlled to operate normally.
[0097] (PV limitation method 2) At step S17 of FIG. 5, the ECU 50 performs a control method for limiting the rotational speed of the pump (i.e., a rotational speed limiting method for the camshaft 31) to limit the speed rotation of the pump when starting the engine. Specifically, the ECU 50 reduces the starting rotational speed of the rotating electrical machine 62 compared to normal operation. In this case, the degree to which the starting rotational speed of the rotating electric machine 62 is limited can be variably set depending on the ramp pressure (i.e., PV value) when starting the motor. It is preferable that the higher the ramp pressure when starting the motor, the higher the degree to which the starting rotational speed of the rotating electrical machine 62 is limited.
[0098] Fig. 8 represents a timing diagram corresponding to the present example. In Fig. 8, before the time t21, the fuel pump 13 is stopped due to the automatic engine stop, and the rail pressure gradually decreases due to an internal leak or the like in the fuel pump 13. Then, at moment t21, when the motor restart condition is met, the rotation of the rotary electric machine 62 restarts the motor 20. In this case, the rotation speed of the rotary electric machine 62 is reduced from the normal rotation speed , so that the rotational speed of the pump when starting the engine is limited.
[0099] As a result of this, at time t22, fuel delivery from the fuel pump 13 begins. In this example, the fuel pump 13 is controlled to operate normally. In other words, start control operations are performed at the fuel pump 13 before angle synchronization, and normal feedback control operations are performed at the fuel pump 13 after the synchronization. corner.
[0100] Then, at time t23, the angle of rotation RA of the camshaft 31, which is calculated based on the pulse from the crank angle sensor 51, reaches a predetermined value Th. Simultaneously, the limitation applied to the starting rotational speed of the rotary electrical machine 62, that is to say the limitation of the rotational speed of the pump, is cancelled. Thus, after the moment t23, the rate of increase in the rotational speed of the motor increases.
[0101] (Other HP limitation methods) As a limitation of the fuel discharge pressure of the fuel pump 13, a method of venting the fuel in the common rail 15 to reduce the fuel pressure (rail pressure) can be performed. Specifically, at step S17 of FIG. 5, the ECU 50 releases high pressure fuel from the common rail 15 by opening the pressure reducing valve 17, thereby reducing the rail pressure. In this case, the fuel delivery pressure of the fuel pump 13 can be limited by reducing the rail pressure during the initial start of the engine 20.
[0102] In addition, in order to limit the speed of rotation of the camshaft 31, a method of stopping the injection of fuel by the injector 22 or of reducing the quantity of fuel to be injected by the injector 22 can be executed. Specifically, at step S17 of FIG. 5, the ECU 50 stops the injection of fuel by the injector 22 or reduces the amount of fuel to be injected by the injector 22, this limiting the increase in the rotational speed of the camshaft 31. In In this case, during the initial start-up of the engine 20, an increase in the rotational speed of the engine is limited by the stopping of the fuel injection or the reduction in the quantity of fuel to be injected. The speed of rotation of the camshaft 31 can therefore be limited.
[0103] Further, during the initial start of the engine 20, both the method of limiting the fuel delivery pressure of the fuel pump 13 and the method of limiting the rotational speed of the camshaft 31 can be executed.
[0104] According to this embodiment described in detail so far, the following effects are produced:
[0105] When starting the engine, it is determined whether or not the angle of rotation RA of the camshaft 31 when it starts to rotate is less than a predetermined angle (the predetermined value Th) required for the formation of 'a film of oil on the sliding portion of the tappet 41. Then, if it is determined that the angle of rotation RA is less than the predetermined angle, at least one limiting method of limiting the discharge pressure of fuel from the fuel pump 13 or to limit the rotation of the camshaft 31 is executed. In this case, using as a parameter the angle of rotation RA of the camshaft 31 when it begins to rotate when starting the engine, the state of formation of an oil film on the sliding part of the pusher 41 can be suitably estimated. In addition, since the fuel delivery pressure of the fuel pump 13 and the rotation of the camshaft 31 are limited only if the angle of rotation RA is less than the predetermined angle, these limitations may only be applied when appropriate. In other words, it is possible to avoid unnecessary delays when starting the fuel pump 13. Therefore, it is possible to appropriately prevent damage to the fuel pump 13 when starting the engine. motor.
[0106] In order to limit the fuel delivery pressure of the fuel pump 13, any of the following methods can be performed: a method of stopping fuel delivery by the fuel pump 13, a method of decreasing the amount of fuel to be delivered by the fuel pump 13, and a method of venting fuel from the common rail 15 to reduce the fuel pressure. Thus, when starting the engine, the fuel discharge pressure (P) corresponding to the load on the tappet 41 can be appropriately reduced.
[0107] Further, in order to limit the rotation of the camshaft 31, any of the following methods can be executed: a method of stopping fuel injection by the injector 22 or reducing the amount of fuel to be injected by the injector 22, and a method of limiting the rotation of the starting device. When starting the motor, the pump rotational speed (V) can therefore be reduced appropriately. As a result, the PV value is reduced, and damage to the fuel pump 13 can be suitably avoided.
[0108] When starting the engine, it is determined whether or not the angle of rotation RA of the camshaft 31 when it starts to rotate is less than a predetermined angle defined as "1.5 x 360 degrees / n ". Therefore, it is possible to determine whether or not the camshaft 31 has been rotated through the angle required for the formation of the oil film on the sliding part of the tappet 41. Appropriate control operations can therefore be carried out when starting the engine, while taking into account the oil film formation mechanism of the tappet structure comprising the shoe 43 and the roller 45.
[0109] Hereinafter, embodiments differing from the first embodiment are described highlighting the differences from the first embodiment.
[0110] (Second Embodiment) In the present embodiment, after the start of the engine 20, a maximum rotational speed value is calculated for each combustion according to the fuel injection by the injectors 22, and the rotation of the camshaft 31 is limited according to the maximum rotational speed value.
[0111] An overview of the start control method of the present embodiment will be presented based on the timing diagram of FIG. 9. FIG. 9 illustrates changes in the instantaneous speed of the engine and changes in the amount of fuel to be injected when the engine starting process begins. The instantaneous rotational speed of the engine is determined at each predetermined rotation angle (30° crankshaft) of the crankshaft 21, and can be calculated according to, for example, the time interval (interval between edges) of the pulse transmitted by the crank angle sensor 51.
[0112] In Fig. 9, after the engine 20 is started, the instantaneous rotational speed of the engine gradually increases each time fuel is injected from the injector 22. More specifically, when combustion occurs in each cylinder after each fuel injection, the the engine's instantaneous speed changes by repeatedly increasing and decreasing with each combustion. The instantaneous rotational speed of the engine changes so as to have a minimum value near TDC and a maximum value near BDC for each cylinder in the engine 20. The average rotational speed, which is the average value of the speed of instant motor rotation, gradually increases.
[0113] In this case, the maximum value of the instantaneous rotational speed of the engine increases as the number of combustions increases, and it is to be feared that there is a risk of damage to the pusher 41 by seizure with the increase in the maximum value of the instantaneous rotational speed of the motor. In Fig. 9, quantities of fuel, specifically Q1, Q2, Q3 and Q4, are injected at predetermined intervals. Among these quantities of fuel to be injected, the combustion accompanying the injection of the quantity Q4 of fuel, indicated by the dotted line, would have the consequence that the instantaneous rotational speed of the engine would exceed the limit value PV (moment t31).
[0114] Therefore, in the present embodiment, the maximum value of the instantaneous engine speed is calculated at each combustion, and the rotation of the camshaft 31 is limited according to this maximum value. Specifically, a safety threshold value G1 is set as a threshold value of the instantaneous rotational speed of the motor so as to be lower than the rotational speed corresponding to the limit value PV. If the maximum value of the instantaneous rotational speed of the engine exceeds the safety threshold value G1, the quantity of fuel to be injected subsequently is limited to a safety quantity to be injected Qg (moment t30). Due to the limitation of the amount of fuel to be injected, the rotation of the camshaft 31 is limited (and, therefore, the rotational speed of the pump is limited).
[0115] Fig. 10 is a flowchart illustrating an engine start control method. This process is performed repeatedly periodically by the ECU 50 when the ignition switch IG is in the on position. In Fig. 10, the method of calculating the rotation angle RA of the camshaft 31 (i.e. the cam rotation angle when rotation starts due to engine restart) is omitted for the sake of concisely, but the same method as that of FIG. 5 described above can be executed.
[0116] In Fig. 10, in step S21, it is determined whether or not the engine is being started. If the result is YES, the method continues with step S22. In step S22, based on the current position of the crankshaft, the angle of rotation RA of the camshaft 31 when it starts rotating as a result of engine restart is calculated. In step S23, the maximum value of the instantaneous motor speed is calculated.
[0117] Next, in step S24, it is determined whether or not the angle of rotation RA of the camshaft 31 is less than a predetermined value Th. The predetermined value Th is a threshold value for the determination of an angle of rotation required for the formation of an oil film between the shoe 43 and the roller 45 once the camshaft 31 has started to rotate as described above. If the rotation angle RA is less than the predetermined value Th, the process continues with step S25.
[0118] In step S25, it is determined whether or not the maximum value of the instantaneous motor speed is equal to or greater than the safety threshold value G1. In this step S25, it is determined whether or not there is a possibility that the instantaneous speed of the engine enters a region where the risk of damage is high when the combustion caused by the next fuel injection gone happen.
[0119] If the maximum value of the instantaneous engine speed is lower than the safety threshold value G1, the method continues with step S26, and the fuel injection is performed according to the normal injection amount. Here, a normal injection quantity corresponds to the injection fuel quantities Q1 to Q4 shown in FIG. 9. It should be noted that the quantities of fuel to be injected Q1 to Q4 are of an illustrative nature and can, in variant embodiments, be increased gradually or be constant. If the maximum value of the instantaneous engine speed is equal to or greater than the safety threshold value G1, the method continues with step S27, where the quantity of fuel to be injected is limited to the safety quantity to be injected Qg, and the fuel injection is performed according to the safety injection quantity Qg.
[0120] If the rotation angle RA is less than the predetermined value Th in step S24, the process continues with step S28. In step S28, if the fuel injection amount is limited to the safety injection amount Qg, the limitation is canceled.
[0121] Further, as shown in Fig. 9, another threshold value G2 is set between the rotational speed corresponding to the limit PV value and the safety threshold value G1. If the maximum value of the instantaneous rotational speed of the engine exceeds the threshold value G2, the next fuel injection can be totally blocked (i.e. a cut off of the fuel supply is carried out).
[0122] According to the present embodiment, when starting the engine, it is possible to prevent the rotational speed of the camshaft 31 from increasing excessively to a level at which the risk of damage is high before the oil film is formed on the sliding part of the pusher 41.
[0123] As another example of the present embodiment, the embodiment shown in FIG. 11 is considered. In Fig. 11, similarly to FIG. 9, after the engine 20 is started, fuel is injected through the injector 22 at predetermined intervals, and the resulting combustions cause the instantaneous speed of the engine to change by repeatedly increasing and decreasing. In Fig. 11, when starting the engine, the rotary electric machine 62 is driven according to a predetermined torque command value.
[0124] In this case, the average rotational speed gradually increasing, it is possible that the instantaneous rotational speed of the motor exceeds the limit value PV, for example at time t41. Therefore, if it is determined that the maximum value of the instantaneous engine speed is equal to or greater than the safety threshold value G1, the ECU 50 sets a safety command value TG as the torque command value, and drives the rotating electrical machine 62 according to the safety command value TG (moment t40).
[0125] The rotating electrical machine 62 may have a configuration comprising a speed reducer. In this case, the ECU 50 can change the speed ratio (e.g. transmission ratio) of the speed reducer according to the change of the torque command value as the shift command operation.
[0126] Further, as shown in Fig. 11, another threshold value G2 is defined between the rotational speed corresponding to the limit PV value and the safety threshold value G1. If the maximum value of the instantaneous rotational speed of the motor exceeds the threshold value G2, the following drive of the rotating electrical machine 62 can be completely blocked.
[0127] (Third Embodiment) In this embodiment, after the engine 20 is started, the rail pressure of the fuel pump 13 is acquired for each fuel delivery event, and the rotation of the camshaft 31 is limited according to this pressure. ramp.
[0128] An overview of the start control method of the present embodiment will be presented based on the timing diagram of FIG. 12. FIG. 12 illustrates changes in the instantaneous engine speed, changes in the rail pressure and changes in the amount of fuel to be injected when the engine starting process begins. Fig. 12 illustrates the pressure obtained at the TDC position of the motor 20 as the rail pressure.
[0129] In Fig. 12, after the engine 20 is started, the instantaneous speed of the engine changes by repeatedly increasing and decreasing each time combustion occurs as a result of fuel injection from the injector 22. Further, the pressure of The ramp is gradually increased due to the delivery of fuel by the fuel pump 13. In this case, as the ramp pressure increases, the PV value approaches the limit value. Therefore, in this embodiment, an injection quantity safety value is set as a limit value V (rotational speed limit value) according to the rail pressure of each fuel discharge from the fuel pump 13. injection quantity safety value constitutes an upper safety limit for the quantity of fuel to be injected. Due to the upper safety limit applied to the quantity of fuel to be injected, the rotation of the camshaft 31 is limited (the rotational speed of the pump is limited).
[0130] Fig. 13 is a flowchart illustrating an engine start control method. This process is performed repeatedly periodically by the ECU 50 when the ignition switch IG is in the on position. In Fig. 13, the method of calculating the rotation angle RA of the camshaft 31 (i.e. the cam rotation angle when rotation starts due to engine restart) is omitted for the sake of concisely, but the same method as that of FIG. 5 described above can be executed.
[0131] In Fig. 13, in step S31, it is determined whether or not the engine is being started. If the result is YES, the method continues with step S32. In step S32, based on the current position of the crankshaft, the angle of rotation RA of the camshaft 31 when it starts rotating as a result of engine restart is calculated. In step S33, the rail pressure of the fuel pump 13 is obtained for each fuel discharge, and in step S34, an injection quantity safety value is set according to the rail pressure. Here, the relationship between the rail pressure and the safety value is established such that the injection quantity safety value decreases as the rail pressure increases.
[0132] Next, in step S35, it is determined whether or not the rotation angle RA of the camshaft 31 is less than a predetermined value Th. The predetermined value Th is a threshold value for the determination of an angle of rotation required for the formation of an oil film between the shoe 43 and the roller 45 once the camshaft 31 has started to rotate as described above. If the angle of rotation RA is less than the predetermined value Th, the method proceeds to step S36. In step S36, it is determined whether or not the fuel injection amount for the next fuel injection is equal to or greater than the injection amount safety value.
[0133] If the injection amount of fuel is less than the injection amount safety value, the method proceeds to step S37, and fuel injection is performed at the normal injection amount. Further, if the fuel injection amount is equal to or greater than the injection amount safety value, the method proceeds to step S38, where the fuel injection amount is limited by the injection amount safety value to inject. The injection of fuel is therefore carried out according to the safety value of the quantity to be injected.
[0134] If the angle of rotation RA is less than the predetermined value Th in step S35, the process proceeds to step S39. In step S39, if the amount of fuel to be injected is limited by the injection amount safety value, the limitation is canceled.
[0135] According to the present embodiment, when starting the engine, it is possible to prevent the rotational speed of the camshaft 31 from increasing excessively to a level at which the risk of damage is high before the oil film is formed on the sliding part of the pusher 41.
[0136] As another example of the present embodiment, the embodiment shown in FIG. 14 is considered. In Fig. 14, similarly to FIG. 12, after the engine 20 is started, fuel is injected through the injector 22 at predetermined intervals, and the resulting combustions cause the instantaneous speed of the engine to change by repeatedly increasing and decreasing. In Fig. 14, when starting the engine, the rotating electric machine 62 is driven according to a predetermined torque command value.
[0137] In this case, as in the case of FIG. 12, as the ramp pressure increases, the PV value approaches the limit value. Therefore, the ECU 50 sets a torque safety value as a V limit value (rotational speed limit value) according to the rail pressure for each fuel discharge from the fuel pump 13. The torque safety value constitutes an upper safety limit applied to the torque control for the rotating electrical machine 62.
[0138] The rotating electrical machine 62 may have a configuration comprising a speed reducer. In this case, the ECU 50 can change the speed ratio (e.g. transmission ratio) of the speed reducer according to the change of the torque command value as the shift command operation.
[0139] (Fourth Embodiment) In the present embodiment, when starting the engine, it is determined whether the engine is started by the starter 61 or by the rotating electric machine 62. Then, based on this determination, the PV limitation method is changed. It should be noted that the starter 61 can be called “first electric motor”, and that the rotary electric machine 62 can be called “second electric motor having an initial speed of rotation higher than that of the first electric motor”.
[0140] Fig. 15 is a flowchart illustrating an engine start control method of the present embodiment. This process is performed repeatedly periodically by the ECU 50 when the ignition switch IG is in the on position. In Fig. 15, the method of calculating the rotation angle RA of the camshaft 31 (i.e. the cam rotation angle when rotation starts due to engine restart) is omitted for the sake of concisely, but the same method as that of FIG. 5 described above can be executed.
[0141] In Fig. 15, in step S41, it is determined whether or not the engine is being started. If the result is YES, the method continues with step S42. In step S42, it is determined whether or not the current engine start is performed by the starter 61. If the engine is started by the starter 61, the process continues with step S43, and if the engine is started by the rotary electric machine 62, the method continues with step S44. In the present embodiment, the starter 61 is used when the engine 20 is first started, and the rotating electric machine 62 is used when the engine 20 is restarted in idle stop control operations. . In this regard, the result at step S42 will be YES when starting the engine 20 for the first time, and will be NO when restarting the engine 20 in idle stop control operations.
[0142] In step S43, engine start control operations are performed without executing a PV limiting method, which includes at least one of limiting the fuel discharge pressure of the fuel pump 13 and limitation of the rotational speed of the camshaft 31. On the other hand, in step S44, a method of limitation of PV, which includes at least one of the limitation of the fuel discharge pressure of the pump to fuel 13 and the limitation of the rotational speed of the camshaft 31, is executed. Since the PV limiting method has already been described, it will not be described here.
[0143] Here, the starter 61 and the rotating electrical machine 62 have different initial speeds of rotation from each other. When the starter 61 starts the engine 20, the PV value, which is the product of the fuel delivery pressure corresponding to the load on the tappet 41 and the rotational speed of the pump, is relatively low. On the other hand, when the rotating electric machine 62 starts the motor 20, it is estimated that the PV value is generally higher. According to the present embodiment, it is possible to limit excessively high values for the fuel delivery by the fuel pump 13 and the rotation of the camshaft 31 taking into account that the engine is started by the starter 61 or that the engine is started by the rotating electrical machine 62.
[0144] (Other embodiments) The embodiments mentioned above can be modified as described below:
[0145] When determining the angle of rotation required for the formation of the oil film on the sliding part of the tappet 41 when starting the engine, the predetermined value Th used for the determination can be set as a value within the range ranging from "0.5 x 360 degrees/n" to "2 x 360 degrees/n". In other words, the predetermined value Th is not necessarily limited to “1.5 x 360 degrees/n” as described above. Note that n is the number of cam lobes 32a. For example, in the case of a double cam, the preset value Th can be any angle within the range of 90 to 360 degrees. In the case of a triple cam, the predetermined value Th can be any angle within the range of 60 to 240 degrees.
[0146] Besides this, the predetermined value Th may be an angle set within a range of "0.5 x 360 degrees/n" to "1.5 x 360 degrees/n". In this case, for a double cam, the predetermined value Th may be an angle in the range of 90 to 270 degrees, and for a triple cam, the predetermined value Th may be an angle in the range of 60 to 180 degrees. Alternatively, the predetermined value Th may be an angle defined in a range from "0.5 x 360 degrees/n" to "360 degrees/n". In this case, for a double cam, the predetermined value Th may be an angle in the range of 90 to 180 degrees, and for a triple cam, the predetermined value Th may be an angle in the range of 60 to 120 degrees.
[0147] The application to hybrid vehicles is also possible. A hybrid vehicle includes an engine and a rotating electrical machine as the vehicle's propulsion energy sources. The hybrid vehicle can move using the energy of the engine (motor mode), move using the energy of the rotating electric machine (electric vehicle mode), or even move using both the energy of the motor and the energy of the rotating electrical machine (hybrid vehicle mode). Furthermore, the motor can be started by the rotating electric machine. In the present vehicle, during electric vehicle mode operation, a residual pressure hold control method for holding the rail pressure at a high value in preparation for the next engine mode or hybrid vehicle mode operation is provided. executed. The engine is started while the residual pressure is maintained. In this case, the PV limitation method described above can be executed during the engine start accompanying the transition from the electric vehicle mode to the engine mode or to the hybrid vehicle mode.
[0148] The application to a vehicle comprising only the starter 61 as engine starting device is also possible. In this case, when the engine is restarted under the idle stop control operations, the engine 20 is restarted by the starter 61. Further, in this configuration, it is preferable that the PV limiting method described above is executed when starting the engine.
[0149] In the fuel pump 13, the pusher 41 may have a configuration other than the configuration employing the shoe 43 and the roller 45. For example, a configuration in which the roller 45 is not placed at a contact portion with cam 32 can be used. Even in the present configuration, the fuel pump 13 uses the fuel pump 13 under the condition that the angle of rotation RA when the camshaft 31 begins to rotate when starting the engine is less than a predetermined angle required for the formation of an oil film on a sliding part of the tappet 41. By limiting the discharge pressure and the rotation of the camshaft 31, desired effects can be obtained. The predetermined value Th used to determine the time required for the formation of the oil film on the tappet 41 is set in the range from "0.5 x 360 degrees / n" to "2 x 360 degrees / n", or as a predetermined angle of "1.5 x 360 degrees/n" in the same way as described above.
[0150] In the above embodiment, the angle of rotation RA of the camshaft 31 when it starts rotating as a result of engine starting is calculated based on the detection information of the crank angle sensor 51 , but this can be changed as needed. In the common rail 15, the fuel pressure fluctuates whenever the fuel pump 13 delivers fuel or when the injector 22 injects fuel. Therefore, the angle of rotation RA of the camshaft 31 when it starts to rotate can be estimated based on information about these pressure fluctuations.
[0151] Further, the angle of rotation RA of the camshaft 31 can be calculated based on a detection signal from a cam angle sensor placed on an engine camshaft which opens and closes a valve. intake or an exhaust valve in the engine 20. In addition, a rotation sensor can be placed on the camshaft 31 of the fuel pump 13, and the angle of rotation RA of the shaft at cams 31 can be calculated based on a detection signal from the rotation sensor.
[0152] When estimating the angle of rotation RA of the camshaft 31 based on information about pressure fluctuations, not only the pressure fluctuations in the common rail 15 but also the pressure fluctuations in the pipe of fuel in the injector 22 and the fluctuations of fuel in the fuel line in the fuel pump 13 can be used to estimate the angle of rotation RA of the camshaft 31. In short, any information related to the rotation of the fuel pump 13 can be used as desired.
[0153] As the fuel pressure reducing means in the common rail 15, a means other than the pressure reducing valve 17 placed on the common rail 15 can be used. For example, the high pressure fuel in the common rail 15 can be released by fuel injection through the injector 22, or the high pressure fuel in the common rail 15 can be released by means of a valve. fuel drain placed in the fuel pump 13.
[0154] Besides a common rail diesel engine, the present invention can be applied to a direct injection gasoline engine.
[0155] The controller and method described in this disclosure may be implemented by a dedicated computer which is configured to include memory and a processor programmed to perform one or more particular functions as computer programs of the memory. Alternatively, the controller and method described in this disclosure may be implemented by a specialized computer configured as a processor with one or more specialized hardware logic circuits. Alternatively, the control device and method described in this disclosure may be implemented by one or more dedicated computers, which is or are configured as a combination of a processor and a memory, which are programmed to perform one or more functions, and a processor that is configured to include one or more hardware logic circuits. Computer programs can be recorded, as instructions to be executed by a computer, on a non-volatile computer-readable physical medium.

权利要求:
Claims (7)
[0001]
Control device for a fuel injection system comprising a fuel pump (13) comprising a camshaft (31) which rotates according to the operation of an internal combustion engine (20), a tappet (41) placed in contact with a cam (32) of the camshaft which converts rotation of the camshaft into linear motion, and a piston (36) which reciprocates in accordance with the linear motion of the tappet, the fuel pump being designed to draw in and discharge fuel according to the reciprocating movement of the piston, an accumulator (15) which stores fuel under high pressure discharged by the fuel pump, and a fuel injection valve (22) which injects fuel under high pressure, stored in the accumulator, in a combustion chamber of the internal combustion engine, the control device comprising: an angle determining unit arranged to determine whether or not a rotation angle when the camshaft starts to rotate when starting the internal combustion engine is less than a predetermined angle required for film formation of oil on a sliding part of the tappet, and a control unit designed to: when the angle of rotation from the start of rotation of the camshaft is determined to be less than the predetermined angle, executing a limiting method including limiting a fuel discharge pressure of the fuel pump and /or the limitation of a rotation of the camshaft, and when the rotation angle is determined to have exceeded the predetermined angle after the execution of the limitation method, canceling the execution of the limitation method.
[0002]
Control device for the fuel injection system according to claim 1, wherein the control unit is designed for: limiting the fuel delivery pressure of the fuel pump by performing any of the following methods: stopping fuel delivery from the fuel pump, reducing an amount of fuel to be delivered from the fuel pump, and draining the fuel in the accumulator to reduce fuel pressure, and limiting the rotation of the camshaft by performing any of the following methods: stopping fuel injection through the fuel injection valve, reducing an amount of fuel to be injected through the fuel injection valve, and limiting a rotation of a starting device (61, 62) which applies an initial rotation to the internal combustion engine when starting the internal combustion engine.
[0003]
Control device for the fuel injection system according to claim 1, comprising: a calculation unit designed to, once the start of the internal combustion engine has been initiated, calculate a maximum rotational speed value for each combustion as a function of fuel injection by the fuel injection valve, the control unit limiting the rotation of the camshaft according to the maximum rotational speed value calculated by the calculation unit.
[0004]
Control device for the fuel injection system according to claim 1, comprising: a pressure acquisition unit designed to, once the start of the internal combustion engine has been initiated, acquire the pressure of the fuel in the accumulator for each delivery of fuel by the fuel pump, the control unit limiting the rotation of the camshaft according to the fuel pressure acquired by the pressure acquisition unit.
[0005]
Control device for the fuel injection system according to any one of claims 1 to 4, wherein the cam has n (n being an integer greater than or equal to 1) cam lobes (32a), the pusher comprises a roller (45) resting on a cam surface of the cam, and a shoe (43) comprising a concave part (44) provided to contain the roller and supporting the roller in rotation in the concave part, the angle determining unit being adapted to determine whether or not the angle of rotation of the camshaft when it starts to rotate is less than a predetermined angle set within a range of "0.5 x 360 degrees/n” to “2 x 360 degrees/n”.
[0006]
Control device for the fuel injection system according to any one of claims 1 to 4, wherein the cam has n (n being an integer greater than or equal to 1) cam lobes (32a), the pusher comprises a roller (45) resting on a cam surface of the cam, and a shoe (43) comprising a concave part (44) provided to contain the roller and supporting the roller in rotation in the concave part, the angle determination unit being adapted to determine whether or not the angle of rotation of the camshaft when it starts to rotate is less than a predetermined angle defined as "1.5 x 360 degrees / not ".
[0007]
Control device for the fuel injection system according to any one of claims 1 to 6, wherein the fuel injection system is applied to a vehicle having, as starting devices for the internal combustion engine, a first electric motor (61) and a second electric motor (62) having an initial rotational speed higher than that of the first electric motor, the control device further comprising: a start determination unit arranged to, upon starting the internal combustion engine, determine whether the engine is started by the first electric motor or by the second electric motor, and a second control unit designed to block the execution of the limitation method when the engine is started by the first electric motor, and to allow the execution of the limitation method when the engine is started by the second electric motor.

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同族专利:

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公开号 | 公开日

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US11261820B2|2022-03-01|

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US20210033043A1|2021-02-04|

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DE102020116800A1|2021-02-04|

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JP2021021387A|2021-02-18|

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法律状态:
2021-07-28| PLFP| Fee payment|Year of fee payment: 2 |

优先权:

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申请号 | 申请日 | 专利标题

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JP2019-140283|2019-07-30|

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JP2019140283A|JP2021021387A|2019-07-30|2019-07-30|Control device of fuel injection system|

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