Patent Grant
10364782
1. Field of the Invention
The present invention relates to a common-rail fuel injection device for an internal combustion engine.
2. Description of the Related Art
A common-rail fuel injection device is known as a fuel injection device for an internal combustion engine (hereinafter also referred to simply as “engine”). In the common rail system, fuel pressurized by a fuel supply pump (supply pump) is accumulated in a common rail. The pressurized fuel is supplied from the common rail to fuel injection valves through fuel supply pipes (fuel injection pipes).
Thus, at the time of fuel injection from the fuel injection valve, the fuel injection pressure of the fuel to be injected into each cylinder (combustion chamber) is increased so that the particle diameter of the fuel injected into the cylinder is reduced. As a result, the vaporization or atomization rate of the fuel injected into the combustion chamber is increased so that complete combustion is promoted, thereby reducing unburned substances contained in exhaust gas (such as hydrocarbon and carbon monoxide).
In addition, the volume of the fuel accumulated in the common rail under the pressurized state is relatively large, and hence the decrease amount of the “pressure of the fuel supplied to the fuel injection valve (injection-valve fuel pressure)” is small immediately after the end of fuel injection. Therefore, the fuel injection can be repeated within a short period of time, thereby being capable of achieving multi-stage injection for injecting the fuel into a single cylinder a plurality of times in one cycle (sequential fuel injection involving pre-injection, main injection, after-injection, and post-injection).
Even in the common-rail fuel injection device, however, the injection-valve fuel pressure is temporarily decreased to some extent when the fuel is injected. As a result, when further fuel injection is performed immediately after the end of fuel injection (for example, when second pre-injection is performed after first pre-injection), the actual fuel injection amount may become smaller than the expected fuel injection amount. In addition, the particle diameter of the injected fuel may become larger.
In view of the above, one of the related-art common-rail fuel injection devices (hereinafter also referred to as “related-art device”) is applied to an engine including four cylinders, and includes four fuel injection valves each having two fuel supply ports and being arranged for a corresponding one of the cylinders.
In this related-art device, one of the two fuel supply ports of the first fuel injection valve is directly connected to a common rail through a fuel supply pipe, whereas the other one of the fuel supply ports of the first fuel injection valve is directly connected to one of the two fuel supply ports of the second fuel injection valve through an injection-valve connection pipe. The other one of the fuel supply ports of the second fuel injection valve is directly connected to one of the two fuel supply ports of the third fuel injection valve through an injection-valve connection pipe. The other one of the fuel supply ports of the third fuel injection valve is directly connected to one of the two fuel supply ports of the fourth fuel injection valve through an injection-valve connection pipe. The other one of the fuel supply ports of the fourth fuel injection valve is directly connected to the common rail through a fuel supply pipe. Thus, each fuel injection valve injects the fuel supplied through the two fuel supply ports into the cylinder (see, for example, International Patent WO2011/085858A).
According to the related-art device, the pressurized fuel is supplied to each fuel injection valve through the two fuel supply ports of each fuel injection valve, thereby being capable of reducing the magnitude of the decrease amount of the fuel injection pressure (injection-valve fuel pressure) immediately after the end of fuel injection as compared to a case where the fuel injection valve has one fuel supply port alone.
Even in the related-art device, however, the injection-valve fuel pressure is decreased to some extent immediately after the end of fuel injection, and is increased afterwards. As a result, the injection-valve fuel pressure fluctuates over time. The fluctuation of the injection-valve fuel pressure (hereinafter also referred to simply as “fuel pressure fluctuation”) propagates to another fuel injection valve through the fuel in the injection-valve connection pipe. As a result, the amount of fuel injected in actuality may become significantly different from the expected amount of fuel, or the particle diameter of the injected fuel may become larger.
Now, the above-mentioned fuel pressure fluctuation and its influence are further described with reference to an example of the related-art device having a schematic configuration illustrated in
The related-art device of
The first fuel injection valve 92a and the second fuel injection valve 92b are connected by a first injection-valve connection pipe 94e. The second fuel injection valve 92b and the third fuel injection valve 92c are connected by a second injection-valve connection pipe 94b. The third fuel injection valve 92c and the fourth fuel injection valve 92d are connected by a third injection-valve connection pipe 94c.
The solid line Lp1 of
Therefore, for example, when the timing of post-injection from the second fuel injection valve 92b and the timing of main injection from the first fuel injection valve 92a are close to each other (see
The present invention has been made to solve the above-mentioned problems, and it is therefore one of objects of the present invention to provide a fuel injection device for an internal combustion engine, which is capable of suppressing influence of a fuel pressure fluctuation caused along with fuel injection from a certain fuel injection valve on “fuel injection from another fuel injection valve connected to the fuel injection valve by an injection-valve connection pipe”.
A fuel injection device for an internal combustion engine according to the present invention for achieving the above-described object (hereinafter also referred to as “device of the present invention”) is applied to a multi-cylinder internal combustion engine with an even number of cylinders including four or more cylinders, the fuel injection device including: a common rail (14) to which pressurized fuel is to be supplied; a plurality of fuel injection valves (11a to 11d); a plurality of fuel supply pipes (12a to 12d); and a plurality of injection-valve connection pipes (13a and 13b).
Each of the plurality of fuel injection valves has a first supply port (15a to 15d) and a second supply port (16a to 16d) that communicates to the first supply port, and is configured to inject the pressurized fuel, which is supplied to each of the first supply port and the second supply port, to a corresponding one of the even number of cylinders.
Each of the plurality of fuel supply pipes directly connects the first supply port of the each of the plurality of fuel injection valves and the common rail.
Each of the plurality of injection-valve connection pipes directly connects the second supply ports of a pair of the plurality of fuel injection valves provided to a pair of the cylinders, which are non-contiguous in an order of combustions.
The description “directly connects” herein means that no other fuel injection valve is interposed. Thus, an orifice may be interposed at the end of each of the fuel supply pipe and the injection-valve connection pipe and/or at a portion other than the end.
When a combustion order has arrived for a cylinder to which a certain fuel injection valve (fuel injection valve A) is provided so that fuel injection from the fuel injection valve A is performed, the fuel pressure fluctuates in the fuel injection valve A. The fuel pressure fluctuation propagates to another fuel injection valve (fuel injection valve B) connected to the fuel injection valve A by the injection-valve connection pipe.
The cylinder to which the fuel injection valve A is provided and the cylinder to which the fuel injection valve B is provided are non-contiguous in the order of combustions, and hence the cylinder whose combustion is performed after the fuel injection from the fuel injection valve A is a cylinder to which a fuel injection valve other than the fuel injection valve A and the fuel injection valve B is provided. In other words, a certain length of time is taken since the end of fuel injection from the fuel injection valve A until the start of fuel injection from the fuel injection valve B.
Therefore, at the timing of the combustion for the cylinder to which the fuel injection valve B is provided, the fuel pressure fluctuation caused by the fuel injection from the fuel injection valve A is mitigated. Thus, according to the device of the present invention, it is possible to suppress the influence of the fuel pressure fluctuation caused along with the fuel injection from a certain fuel injection valve on the fuel injection from another fuel injection valve connected to the fuel injection valve by the injection-valve connection pipe.
In one embodiment of the present invention, channel sectional areas and lengths of the plurality of fuel supply pipes are equal to each other, and channel sectional areas and lengths of the plurality of injection-valve connection pipes are equal to each other.
The fuel pressure fluctuation caused along with the fuel injection corresponds to a compressional wave, which propagates through each of the fuel in the fuel supply pipe and the fuel in the injection-valve connection pipe as a medium. Further, the compressional wave is reflected at, for example, the end of the fuel supply pipe (connection portion between the fuel supply pipe and the common rail) and the end of the injection-valve connection pipe (connection portion between the injection-valve connection pipe and the fuel injection valve).
Thus, when the channel sectional areas and/or the lengths of the fuel supply pipes and/or the injection-valve connection pipes vary, characteristics of the fuel pressure fluctuations (waveforms indicating changes of the injection-valve fuel pressures with respect to time) vary as well. For example,
In
Meanwhile, in the embodiment of the present invention, the channel sectional areas and the lengths of the plurality of fuel supply pipes are equal to each other, and the channel sectional areas and the lengths of the plurality of injection-valve connection pipes are equal to each other. Thus, as shown in the graph of
For example, under the similar characteristics of the fuel pressure fluctuations, at the time of performing multi-stage injection, in which further fuel injection (second-stage injection) is performed after the fuel injection (first-stage injection), a map for predicting the amount of the change of the injection-valve fuel pressure at the injection timing of second-stage injection based on “an injection period of the first-stage injection, a period from the first-stage injection to the second-stage injection, an injection-valve fuel pressure at the time of first-stage injection, and other parameters” can be shared among all the fuel injection valves. Thus, according to the embodiment of the present invention, there is no need to adapt the maps to the respective fuel injection valves, thereby being capable of reducing the number of adaptation steps.
The device of the present invention may be applied to an in-line four-cylinder engine constructed such that a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder are arrayed in line in the stated order, and that the combustions are performed in an order of the first cylinder, the third cylinder, the fourth cylinder, and the second cylinder,
Alternatively, the device of the present invention may be applied to an in-line six-cylinder engine constructed such that a first cylinder, a second cylinder, a third cylinder, a fourth cylinder, a fifth cylinder, and a sixth cylinder are arrayed in line in the stated order, and that the combustions are performed in an order of the first cylinder, the fifth cylinder, the third cylinder, the sixth cylinder, the second cylinder, and the fourth cylinder,
Alternatively, the device of the present invention may be applied to an in-line six-cylinder engine constructed such that a first cylinder, a second cylinder, a third cylinder, a fourth cylinder, a fifth cylinder, and a sixth cylinder are arrayed in line in the stated order, and that the combustions are performed in an order of the first cylinder, the fourth cylinder, the second cylinder, the third cylinder, the sixth cylinder, and the fifth cylinder,
Alternatively, the device of the present invention may be applied to a V-type six-cylinder engine constructed such that a first cylinder group having a first cylinder, a third cylinder, and a fifth cylinder arrayed in line in the stated order and a second cylinder group having a second cylinder, a fourth cylinder, and a sixth cylinder arrayed in line in the stated order are arranged to have a predetermined bank angle, and that the combustions are performed in an order of the first cylinder, the second cylinder, the third cylinder, the fourth cylinder, the fifth cylinder, and the sixth cylinder,
Alternatively, the device of the present invention may be applied to a V-type six-cylinder engine constructed such that a first cylinder group having a first cylinder, a third cylinder, and a fifth cylinder arrayed in line in the stated order and a second cylinder group having a second cylinder, a fourth cylinder, and a sixth cylinder arrayed in line in the stated order are arranged to have a predetermined bank angle, and that the combustions are performed in an order of the first cylinder, the second cylinder, the third cylinder, the fourth cylinder, the fifth cylinder, and the sixth cylinder,
In any of the above-mentioned embodiments (configurations), each of the plurality of injection-valve connection pipes directly connects the second supply ports of the pair of fuel injection valves provided to the pair of cylinders, which are non-contiguous in the order of combustions. Thus, it is possible to suppress the influence of the fuel pressure fluctuation caused along with the fuel injection from a certain fuel injection valve on the fuel injection from another fuel injection valve connected to the fuel injection valve by the injection-valve connection pipe.
In the above description, the terms and/or reference symbols used in embodiments described later are enclosed in parentheses and assigned to the components of the present invention corresponding to the embodiments for easier understanding of the present invention. However, the constituent elements of the present invention are not limited to the embodiments defined by the terms and/or reference symbols. Other objects, other features, and accompanying advantages of the present invention are easily understandable from the description of the embodiments of the present invention to be given with reference to the following drawings.
Now, description is given of a fuel injection device for an internal combustion engine according to each of embodiments of the present invention with reference to the drawings.
The fuel injection device 10 includes a first fuel injection valve 11a to a fourth fuel injection valve 11d, a first fuel supply pipe 12a to a fourth fuel supply pipe 12d, a first injection-valve connection pipe 13a and a second injection-valve connection pipe 13b, a common rail 14, and a first orifice 17a to a fourth orifice 17d.
The first fuel injection valve 11a to the fourth fuel injection valve 11d are provided to the four cylinders (not shown) (first cylinder to fourth cylinder) of the engine, respectively. The first cylinder to the fourth cylinder are arrayed in line in the stated order. Thus, the first fuel injection valve 11a to the fourth fuel injection valve 11d are arrayed in line in the stated order.
The lengths of the first fuel supply pipe 12a to the fourth fuel supply pipe 12d are equal to each other. The channel sectional areas of the first fuel supply pipe 12a to the fourth fuel supply pipe 12d are uniform and equal to each other.
The lengths of the first injection-valve connection pipe 13a and the second injection-valve connection pipe 13b are equal to each other. The channel sectional areas of the first injection-valve connection pipe 13a and the second injection-valve connection pipe 13b are uniform and equal to each other.
The first fuel injection valve 11a has a first supply port 15a and a second supply port 16a. The first supply port 15a and the second supply port 16a communicate to each other at the inside of the first fuel injection valve 11a. When the first fuel injection valve 11a is opened, fuel supplied through the first supply port 15a and the second supply port 16a is injected into the first cylinder.
The second fuel injection valve 11b has a first supply port 15b and a second supply port 16b. The first supply port 15b and the second supply port 16b communicate to each other at the inside of the second fuel injection valve 11b. When the second fuel injection valve 11b is opened, fuel supplied through the first supply port 15b and the second supply port 16b is injected into the second cylinder.
The third fuel injection valve 11c has a first supply port 15c and a second supply port 16c. The first supply port 15c and the second supply port 16c communicate to each other at the inside of the third fuel injection valve 11c. When the third fuel injection valve 11e is opened, fuel supplied through the first supply port 15c and the second supply port 16c is injected into the third cylinder.
The fourth fuel injection valve 11d has a first supply port 15d and a second supply port 16d. The first supply port 15d and the second supply port 16d communicate to each other at the inside of the fourth fuel injection valve 11d. When the fourth fuel injection valve 11d is opened, fuel supplied through the first supply port 15d and the second supply port 16d is Injected into the fourth cylinder.
One end of each of the first fuel supply pipe 12a to the fourth fuel supply pipe 12d is connected to the common rail 14. The first orifice 17a to the fourth orifice 17d are interposed between the first fuel supply pipe 12a to the fourth fuel supply pipe 12d and the common rail 14, respectively. Each of the first orifice 17a to the fourth orifice 17d is provided for the purpose of preventing a pressure change (fluctuation) of the fuel in a corresponding one of the first fuel supply pipe 12a to the fourth fuel supply pipe 12d from propagating to the fuel in the common rail 14 to cause a pressure fluctuation of the fuel in the common rail 14.
The other end of the first fuel supply pipe 12a is connected to the first supply port 15a of the first fuel injection valve 11a, whereas one end of the first injection-valve connection pipe 13a is connected to the second supply port 16a of the first fuel injection valve 11a. The other end of the second fuel supply pipe 12b is connected to the first supply port 15b of the second fuel injection valve 11b, whereas one end of the second injection-valve connection pipe 13b is connected to the second supply port 16b of the second fuel injection valve 11b.
The other end of the third fuel supply pipe 12c is connected to the first supply port 15c of the third fuel injection valve 11c, whereas the other end of the second injection-valve connection pipe 13b is connected to the second supply port 16c of the third fuel injection valve 11c. The other end of the fourth fuel supply pipe 12d is connected to the first supply port 15d of the fourth fuel injection valve 11d, whereas the other end of the first injection-valve connection pipe 13a is connected to the second supply port 16d of the fourth fuel injection valve 11d.
Thus, the fuel is supplied from the common rail 14 to the first fuel injection valve 11a through the first fuel supply pipe 12a, and is also supplied from the common rail 14 to the first fuel injection valve 11a through the fourth fuel supply pipe 12d, the fourth fuel injection valve 11d, and the first injection-valve connection pipe 13a. Similarly, the fuel is supplied from the common rail 14 to the second fuel injection valve 11b through the second fuel supply pipe 12b, and is also supplied from the common rail 14 to the second fuel injection valve 11b through the third fuel supply pipe 12c, the third fuel injection valve 11c, and the second injection-valve connection pipe 13b.
The fuel is supplied from the common rail 14 to the third fuel injection valve 11c through the third fuel supply pipe 12c, and is also supplied from the common rail 14 to the third fuel injection valve 11c through the second fuel supply pipe 12b, the second fuel injection valve 11b, and the second injection-valve connection pipe 13b. The fuel is supplied from the common rail 14 to the fourth fuel injection valve 11d through the fourth fuel supply pipe 12d, and is also supplied from the common rail 14 to the fourth fuel injection valve 11d through the first fuel supply pipe 12a, the first fuel injection valve 11a, and the first injection-valve connection pipe 13a.
The fuel injection device 10 further includes a fuel tank 18, a fuel supply pump 19, a low-pressure pipe 19a, a high-pressure pipe 19b, and an ECU 20.
The fuel tank 18 stores the fuel (light oil) of the engine. The fuel supply pump 19 draws up the fuel in the fuel tank 18 through the low-pressure pipe 19a, and feeds the fuel under pressure to the common rail 14 through the high-pressure pipe 19b. Thus, the common rail 14 accumulates the fuel pressurized by the fuel supply pump 19. The fuel supply pump 19 is actuated by a drive shaft (not shown) interlocking with a crankshaft of the engine.
The ECU 20 is an electronic control unit, and includes a CPU 21, a ROM 22, and a RAM 23. The CPU 21 sequentially executes a predetermined program (routine) to, for example, read data, perform numerical calculation, and output calculation results. The ROM 22 stores, for example, the program to be executed by the CPU 21 and lookup tables (maps). The RAM 23 stores the data temporarily.
The ECU 20 is connected to a rail pressure sensor 24, a first injection-valve fuel pressure sensor 25a to a fourth injection-valve fuel pressure sensor 25d, and a crank angle sensor 26 to receive signals from those sensors.
The rail pressure sensor 24 detects a pressure of the fuel in the common rail 14 (rail pressure) to output a signal indicating a rail pressure Pa.
The first injection-valve fuel pressure sensor 25a outputs a signal indicating a first injection-valve fuel pressure Pi1, which is a pressure of the fuel supplied to the first fuel injection valve 11a through the first supply port 15a and the second supply port 16a (that is, a fuel injection pressure).
The second injection-valve fuel pressure sensor 25b outputs a signal indicating a second injection-valve fuel pressure Pi2, which is a pressure of the fuel supplied to the second fuel injection valve 11b through the first supply port 15b and the second supply port 16b.
The third injection-valve fuel pressure sensor 25c outputs a signal indicating a third injection-valve fuel pressure Pi3, which is a pressure of the fuel supplied to the third fuel injection valve 11c through the first supply port 15c and the second supply port 16c.
The fourth injection-valve fuel pressure sensor 25d outputs a signal indicating a fourth injection-valve fuel pressure Pi4, which is a pressure of the fuel supplied to the fourth fuel injection valve 11d through the first supply port 15d and the second supply port 16d.
The crank angle sensor 26 generates a pulse for each rotation of the crankshaft of the engine by a given angle. The ECU 20 detects an engine rotation speed NE based on the pulse from the crank angle sensor 26. Further, the ECU 20 acquires a crank angle CA of a specific cylinder provided to the engine based on the pulse from the crank angle sensor 26 and a pulse from a cam position sensor (not shown).
The ECU 20 determines, for example, a target rail pressure Ptgt, a fuel injection amount, and a fuel injection timing for each cycle of the engine depending on the engine rotation speed NE, a required torque of the engine, a temperature of an exhaust gas purification catalyst provided to the engine, and other parameters.
The ECU 20 controls the fuel supply pump 19 so that the rail pressure Pa becomes equal to the target rail pressure Ptgt. In addition, when any one of the first fuel injection valve 11a to the fourth fuel injection valve 11d has reached the fuel injection timing, the ECU 20 transmits a signal for opening the fuel injection valve so that the fuel is injected from the fuel injection valve.
As understood from
(Influence of Fuel Pressure Fluctuation in Fuel Injection Valve having Injected Fuel on Fuel Injection Amount and its Correction)
Now, influence of a fuel pressure fluctuation in the fuel injection valve having injected the fuel on the fuel injection amount is described prior to description of actions and effects of the first device.
Now, focus is placed on the first fuel injection valve 11e. When the first fuel injection valve 11a is closed (when the fuel injection is not performed), the fuel is fed under pressure to the first fuel injection valve 11a through the first fuel supply pipe 12a and the first injection-valve connection pipe 13a, thereby maintaining a state in which the first injection-valve fuel pressure Pi1 is substantially equal to the rail pressure Pa. When the fuel is injected from the first fuel injection valve 11a, however, the first injection-valve fuel pressure Pi1 is decreased temporarily, and is increased afterwards. As a result, a fluctuation (fuel pressure fluctuation) occurs in such a manner that the first injection-valve fuel pressure Pi1 is increased and decreased repeatedly.
When the fuel is injected from the first fuel injection valve 11a again under the fluctuation of the first injection-valve fuel pressure Pi1, the amount of fuel injected in actuality may be changed depending on the first injection-valve fuel pressure Pi1 at the time of fuel injection. That is, even under the same fuel injection period (open period), when the fuel is injected at a high first injection-valve fuel pressure Pi1, the amount of fuel injected in actuality becomes larger than in a case where the fuel is injected at a low first injection-valve fuel pressure Pi1.
Therefore, when further fuel injection (second-stage injection) is performed after the fuel injection (first-stage injection) for the same cycle, the ECU 20 adjusts a fuel injection period of the second-stage injection. Specifically, the ECU 20 acquires (predicts) an estimated value of the first injection-valve fuel pressure Pi1 at the start of second-stage injection by applying pressure parameters (that is, an injection period of the first-stage injection, a period from the end of first-stage injection to the start of second-stage injection, the first injection-valve fuel pressure Pi1 at the start of first-stage injection, and other parameters) to a lookup table stored in advance which defines the relation between the first injection-valve fuel pressure Pi1 at the start of second-stage injection and the pressure parameters. For convenience, this lookup table is also referred to as “fuel injection period adjustment map”. When the predicted first injection-valve fuel pressure Pi1 at the start of second-stage injection is low, the ECU 20 sets the injection period of the second-stage injection to become longer than in a case where the first injection-valve fuel pressure Pi1 is high.
As described above, the channel sectional areas and the lengths of the first fuel supply pipe 12a to the fourth fuel supply pipe 12d are equal to each other, and the channel sectional areas and the lengths of the first injection-valve connection pipe 13a and the second injection-valve connection pipe 13b are equal to each other. Therefore, characteristics of the fluctuations of the first injection-valve fuel pressure Pi1 to the fourth injection-valve fuel pressure Pi4, which are caused along with the fuel injection from the respective injection valves (pressure change with respect to time), are similar to each other.
Specifically,
If the characteristics of the fluctuations of the first injection-valve fuel pressure Pi1 to the fourth injection-valve fuel pressure Pi4 are significantly different from each other (see
(Influence of Fuel Pressure Fluctuation Caused by Fuel Injection from Certain Fuel Injection Valve on Other Fuel Injection Valve)
Next, description is given of influence of a fuel pressure fluctuation caused by fuel injection from a certain fuel injection valve on “fuel injection from another fuel injection valve”. As described above, the first fuel injection valve 11a and the fourth fuel injection valve 11d are connected to each other by the first injection-valve connection pipe 13a. Therefore, the fluctuation of the first injection-valve fuel pressure Pi1 which is caused along with the fuel injection from the first fuel injection valve 11a, propagates to the fourth fuel injection valve 11d through the first injection-valve connection pipe 13a. That is, the fluctuation of the fourth injection-valve fuel pressure Pi4 is caused by the fuel injection from the first fuel injection valve 11a.
Meanwhile, the combustions of the engine are performed in an order of the first cylinder, the third cylinder, the fourth cylinder, and the second cylinder. In other words, the third fuel injection valve 11c is a fuel injection valve that performs the fuel injection subsequently to the first fuel injection valve 11a, and the fourth fuel injection valve 11d performs the fuel injection subsequently to the third fuel injection valve 11c.
Thus, a certain length of time is taken since the end of fuel injection from the first fuel injection valve lie until the start of fuel injection from the fourth fuel injection valve 11d for a certain cycle. As a result, at the start of fuel injection from the fourth fuel injection valve 11d, the fluctuation of the fourth injection-valve fuel pressure Pi4, which is caused along with the fuel injection from the first fuel injection valve 11a, is mitigated. Therefore, there is no such phenomenon that the amount of fuel injected from the fourth fuel injection valve 11d becomes significantly different from the expected amount.
Similarly, the fluctuation of the first injection-valve fuel pressure Pi1 is caused along with the fuel injection from the fourth fuel injection valve 11d. However, the second fuel injection valve 11b is a fuel injection valve that performs the fuel injection subsequently to the fourth fuel injection valve 11d, and the first fuel injection valve 11a performs the fuel injection subsequently to the second fuel injection valve 11b. Thus, at the time of fuel injection from the first fuel injection valve 11a, the fluctuation of the first injection-valve fuel pressure Pi1, which is caused along with the fuel injection from the fourth fuel injection valve 11d, is mitigated. Therefore, there is no such phenomenon that the amount of fuel injected from the first fuel injection valve 11a becomes significantly different from the expected amount.
Further, the second fuel injection valve 11b and the third fuel injection valve 11c are connected to each other by the second injection-valve connection pipe 13b. Therefore, the third injection-valve fuel pressure Pi3 fluctuates due to the fuel injection from the second fuel injection valve 11b, and the second injection-valve fuel pressure Pi2 fluctuates due to the fuel injection from the third fuel injection valve 11c. However, the first fuel injection valve 11a is a fuel injection valve that performs the fuel injection subsequently to the second fuel injection valve 11b, and the third fuel injection valve 11c is a fuel injection valve that performs the fuel injection subsequently to the first fuel injection valve 11a.
Thus, at the time of fuel injection from the third fuel injection valve 11c, the fluctuation of the third injection-valve fuel pressure Pi3, which is caused along with the fuel injection from the second fuel injection valve 11b, is mitigated. Therefore, there is no such phenomenon that the amount of fuel injected from the third fuel injection valve 11c becomes significantly different from the expected amount.
Similarly, the fourth fuel injection valve 11d is a fuel injection valve that performs the fuel injection subsequently to the third fuel injection valve 11c, and the second fuel injection valve 11b is a fuel injection valve that performs the fuel injection subsequently to the fourth fuel injection valve 11d. Thus, at the time of fuel injection from the second fuel injection valve 11b, the fluctuation of the second injection-valve fuel pressure Pi2, which is caused along with the fuel injection from the third fuel injection valve 11c, is mitigated. Therefore, there is no such phenomenon that the amount of fuel injected from the second fuel injection valve 11b becomes significantly different from the expected amount.
As understood from
As described above, according to the first device, it is possible to suppress the influence of the fuel pressure fluctuation caused along with the fuel injection from any one of the first fuel injection valve 11a to the fourth fuel injection valve 11d on the fuel injection from another fuel injection valve connected to the fuel injection valve by the first injection-valve connection pipe 13a or the second injection-valve connection pipe 13b.
In addition, the characteristics of the fluctuations of the first injection-valve fuel pressure Pi1 to the fourth injection-valve fuel pressure Pi4 are similar to each other. Therefore, there is no need to adapt different fuel injection period adjustment maps to the first fuel injection valve 11a to the fourth fuel injection valve 11d, respectively, and hence the ECU 20 only needs to store a single fuel injection period adjustment map. Thus, according to the first device, it is possible to reduce the number of adaptation steps for generating the fuel injection period adjustment map.
Next, description is given of a fuel injection device 30 for an internal combustion engine according to a second embodiment of the present invention (hereinafter also referred to as “second device”). The first device is applied to the in-line four-cylinder engine. In contrast, the second device is different from the first device only in that the second device is applied to an in-line six-cylinder engine (hereinafter also referred to simply as “engine”). Thus, the difference is mainly described below.
Each of the first fuel injection valve 31a to the sixth fuel injection valve 31f has a configuration similar to that of the fuel injection valve according to the first embodiment (that is, each of the first fuel injection valve 11a to the fourth fuel injection valve 11d). The first fuel injection valve 31a to the sixth fuel injection valve 31f are provided to the six cylinders (not shown) (first cylinder to sixth cylinder) of the engine, respectively. The first cylinder to the sixth cylinder are arrayed in line in the stated order. Thus, the first fuel injection valve 31a to the sixth fuel injection valve 31f are arrayed in line in the stated order.
The lengths of the first fuel supply pipe 32a to the sixth fuel supply pipe 32f are equal to each other. The channel sectional areas of the first fuel supply pipe 32a to the sixth fuel supply pipe 32f are uniform and equal to each other.
The lengths of the first injection-valve connection pipe 33a to the third injection-valve connection pipe 33c are equal to each other. The channel sectional areas of the first injection-valve connection pipe 33a to the third injection-valve connection pipe 33c are uniform and equal to each other.
The first fuel supply pipe 32a connects the common rail 34 and a first supply port 35a of the first fuel injection valve 31a. The second fuel supply pipe 32b connects the common rail 34 and a first supply port 35b of the second fuel injection valve 31b. The third fuel supply pipe 32c connects the common rail 34 and a first supply port 35c of the third fuel injection valve 31c.
The fourth fuel supply pipe 32d connects the common rail 34 and a first supply port 35d of the fourth fuel injection valve 31d. The fifth fuel supply pipe 32e connects the common rail 34 and a first supply port 35e of the fifth fuel injection valve 31e. The sixth fuel supply pipe 32f connects the common rail 34 and a first supply port 351 of the sixth fuel injection valve 31f.
The first orifice 37a to the sixth orifice 37f are interposed between the first fuel supply pipe 32a to the sixth fuel supply pipe 32f and the common rail 34, respectively. The fuel is fed under pressure from a fuel pump (not shown) to the common rail 34 through a high-pressure pipe 34a.
The first injection-valve connection pipe 33a connects a second supply port 36a of the first fuel injection valve 31a and a second supply port 36f of the sixth fuel injection valve 31f. The second injection-valve connection pipe 33b connects a second supply port 36b of the second fuel injection valve 31b and a second supply port 36e of the fifth fuel injection valve 31e. The third injection-valve connection pipe 33c connects a second supply port 36c of the third fuel injection valve 31c and a second supply port 36d of the fourth fuel injection valve 31d.
As described above, also in the second device, the channel sectional areas and the lengths of the plurality of fuel supply pipes are equal to each other, and the channel sectional areas and the lengths of the plurality of injection-valve connection pipes are equal to each other. Therefore, the characteristics of fuel pressure fluctuations, which are caused along with the fuel injection from the first fuel injection valve 31a to the sixth fuel injection valve 31f, are similar to each other. Thus, when further fuel injection (second-stage injection) is performed after the fuel injection (first-stage injection) for the same cycle, an ECU (not shown) of the fuel injection device 30 acquires (predicts) the injection-valve fuel pressure at the start of second-stage injection based on a common fuel injection period adjustment map. In other words, the ECU stores a single fuel injection period adjustment map, but does not store a plurality of fuel injection period adjustment maps corresponding to the first fuel injection valve 31a to the sixth fuel injection valve 31f, respectively.
Meanwhile, the ECU of the fuel injection device 30 performs the fuel injection in an order of the first fuel injection valve 31a, the fifth fuel injection valve 31e, the third fuel injection valve 31c, the sixth fuel injection valve 31f, the second fuel injection valve 31b, and the fourth fuel injection valve 31d. That is, the engine is constructed such that the combustions are performed in an order of the first cylinder, the fifth cylinder, the third cylinder, the sixth cylinder, the second cylinder, and the fourth cylinder.
In other words, a pair of cylinders to which a pair of fuel injection valves connected by each of the first injection-valve connection pipe 33a to the third injection-valve connection pipe 33c are provided are non-contiguous in the order of combustions. Thus, a certain length of time is taken since the end of fuel injection from one of the pair of fuel injection valves until the start of fuel injection from the other one of the pair of fuel injection valves. As a result, the fuel pressure fluctuation caused along with the fuel injection from one of the pair of fuel injection valves is mitigated at the start of fuel injection from the other one of the pair of fuel injection valves.
As described above, according to the second device, there is no need to adapt the plurality of fuel injection period adjustment maps, thereby being capable of reducing the number of adaptation steps for generating the fuel injection period adjustment map. In addition, according to the second device, it is possible to suppress the influence of the fuel pressure fluctuation caused along with the fuel injection from any one of the first fuel injection valve 31a to the sixth fuel injection valve 31f on the fuel injection from another fuel injection valve connected by any one of the first injection-valve connection pipe 33a to the third injection-valve connection pipe 33c.
Next, description is given of a fuel injection device 40 for an internal combustion engine according to a third embodiment of the present invention (hereinafter also referred to as “third device”). In the second device, the first fuel injection valve and the sixth fuel injection valve are connected by the injection-valve connection pipe, the second fuel injection valve and the fifth fuel injection valve are connected by the injection-valve connection pipe, and the third fuel injection valve and the fourth fuel injection valve are connected by the injection-valve connection pipe.
In contrast, the third device is different from the second device only in that the first fuel injection valve and the third fuel injection valve are connected by the injection-valve connection pipe, the second fuel injection valve and the fifth fuel injection valve are connected by the injection-valve connection pipe, and the fourth fuel injection valve and the sixth fuel injection valve are connected by the injection-valve connection pipe. Thus, the difference is mainly described below.
The first injection-valve connection pipe 43a connects the second supply port 36a of the first fuel injection valve 31a and the second supply port 36c of the third fuel injection valve 31c. The second injection-valve connection pipe 43b connects the second supply port 36b of the second fuel injection valve 31b and the second supply port 36e of the fifth fuel injection valve 31e. The third injection-valve connection pipe 43c connects the second supply port 36d of the fourth fuel injection valve 31d and the second supply port 36f of the sixth fuel injection valve 31f.
The lengths of the first fuel supply pipe 32a to the sixth fuel supply pipe 32f are equal to each other. The channel sectional areas of the first fuel supply pipe 32a to the sixth fuel supply pipe 321 are uniform and equal to each other.
The lengths of the first injection-valve connection pipe 43a to the third injection-valve connection pipe 43c are equal to each other. The channel sectional areas of the first injection-valve connection pipe 43a to the third injection-valve connection pipe 43c are uniform and equal to each other.
Therefore, the characteristics of fuel pressure fluctuations, which are caused along with the fuel injection from the first fuel injection valve 31a to the sixth fuel injection valve 31f, are similar to each other. Thus, when further fuel injection (second-stage injection) is performed after the fuel injection (first-stage injection) for the same cycle, an ECU (not shown) of the fuel injection device 40 acquires (predicts) the injection-valve fuel pressure at the start of second-stage injection based on a common fuel injection period adjustment map.
Meanwhile, the ECU of the fuel injection device 40 performs the fuel injection in an order of the first fuel injection valve 31a, the fourth fuel injection valve 31d, the second fuel injection valve 31b, the third fuel Injection valve 31c, the sixth fuel injection valve 31f, and the fifth fuel injection valve 31e. That is, the engine is constructed such that the combustions are performed in an order of the first cylinder, the fourth cylinder, the second cylinder, the third cylinder, the sixth cylinder, and the fifth cylinder.
In other words, a pair of cylinders to which a pair of fuel injection valves connected by each of the first injection-valve connection pipe 43a to the third injection-valve connection pipe 43c are provided are non-contiguous in the order of combustions. Thus, a certain length of time is taken since the end of fuel injection from one of the pair of fuel injection valves until the start of fuel injection from the other one of the pair of fuel injection valves. As a result, the fuel pressure fluctuation caused along with the fuel injection from one of the pair of fuel injection valves is mitigated at the start of fuel injection from the other one of the pair of fuel injection valves.
As described above, according to the third device, there is no need to adapt the plurality of fuel injection period adjustment maps, and hence it is only necessary to store a single common fuel injection period adjustment map. Thus, it is possible to reduce the number of adaptation steps for generating the fuel injection period adjustment map. In addition, according to the third device, it is possible to suppress the influence of the fuel pressure fluctuation caused along with the fuel injection from any one of the first fuel injection valve 31a to the sixth fuel injection valve 31f on the fuel injection from another fuel injection valve connected by any one of the first injection-valve connection pipe 43a to the third injection-valve connection pipe 43c.
Next, description is given of a fuel injection device 50 for an internal combustion engine according to a fourth embodiment of the present invention (hereinafter also referred to as “fourth device”). The second device is applied to the in-line six-cylinder engine. In contrast, the fourth device is different from the second device only in that the fourth device is applied to a V-type six-cylinder engine (hereinafter also referred to simply as “engine”). Thus, the difference is mainly described below.
Each of the first fuel injection valve 51a to the sixth fuel injection valve 51f has a configuration similar to that of the fuel injection valve according to the first embodiment (that is, each of the first fuel injection valve 11a to the fourth fuel injection valve 11d). The first fuel injection valve 51a to the sixth fuel injection valve 51f are provided to the six cylinders (not shown) (first cylinder to sixth cylinder) of the engine, respectively.
A first bank (first cylinder group) of the engine is constructed of the first cylinder, the third cylinder, and the fifth cylinder, whereas a second bank (second cylinder group) of the engine is constructed of the second cylinder, the fourth cylinder, and the sixth cylinder. The first bank and the second bank are opposed to each other at a predetermined bank angle.
The first cylinder, the third cylinder, and the fifth cylinder are arrayed in line in the stated order, and hence the first fuel injection valve 51a, the third fuel injection valve 51c, and the fifth fuel injection valve 51e are arrayed in line in the stated order. Meanwhile, the second cylinder, the fourth cylinder, and the sixth cylinder are arrayed in line in the stated order, and hence the second fuel injection valve 51b, the fourth fuel injection valve 51d, and the sixth fuel injection valve 51f are arrayed in line in the stated order.
The first fuel supply pipe 52a connects the first common rail 54a and a first supply port 55a of the first fuel injection valve 51a. The second fuel supply pipe 52b connects the second common rail 54b and a first supply port 55b of the second fuel injection valve 51b. The third fuel supply pipe 52c connects the first common rail 54a and a first supply port 55c of the third fuel injection valve 51c.
The fourth fuel supply pipe 52d connects the second common rail 54b and a first supply port 55d of the fourth fuel injection valve 51d. The fifth fuel supply pipe 52e connects the first common rail 54a and a first supply port 55e of the fifth fuel injection valve 51e. The sixth fuel supply pipe 52f connects the second common rail 54b and a first supply port 55f of the sixth fuel injection valve 51f.
The first orifice 57a, the third orifice 57c, and the fifth orifice 57e are interposed between the first fuel supply pipe 52a, the third fuel supply pipe 52c, and the fifth fuel supply pipe 52e and the first common rail 54a, respectively. The second orifice 57b, the fourth orifice 57d, and the sixth orifice 57f are interposed between the second fuel supply pipe 52b, the fourth fuel supply pipe 52d, and the sixth fuel supply pipe 52f and the second common rail 54b, respectively.
The fuel is fed under pressure from a fuel pump (not shown) to the first common rail 54a through a high-pressure pipe 58a. The fuel is fed under pressure from the fuel pump to the second common rail 54b through a high-pressure pipe 58b.
The first injection-valve connection pipe 53a connects a second supply port 56a of the first fuel injection valve 51a and a second supply port 56d of the fourth fuel injection valve 51d. The second injection-valve connection pipe 53b connects a second supply port 56b of the second fuel injection valve 51b and a second supply port 56e of the fifth fuel injection valve 51e. The third injection-valve connection pipe 53c connects a second supply port 56c of the third fuel injection valve 51c and a second supply port 56f of the sixth fuel injection valve 51f.
The lengths of the first fuel supply pipe 52a to the sixth fuel supply pipe 52f are equal to each other. The channel sectional areas of the first fuel supply pipe 52a to the sixth fuel supply pipe 52f are uniform and equal to each other.
The lengths of the first injection-valve connection pipe 53a to the third injection-valve connection pipe 53c are equal to each other. The channel sectional areas of the first injection-valve connection pipe 53a to the third injection-valve connection pipe 53c are uniform and equal to each other.
Therefore, the characteristics of fuel pressure fluctuations, which are caused along with the fuel injection from the first fuel injection valve 51a to the sixth fuel injection valve 51f, are similar to each other. Thus, when further fuel injection (second-stage injection) is performed after the fuel injection (first-stage injection) for the same cycle, an ECU (not shown) of the fuel injection device 50 acquires (predicts) the injection-valve fuel pressure at the start of second-stage injection based on a common fuel injection period adjustment map.
Meanwhile, the ECU of the fuel injection device 50 performs the fuel injection in an order of the first fuel injection valve 51a, the second fuel injection valve 51b, the third fuel injection valve 51c, the fourth fuel injection valve 51d, the fifth fuel injection valve 51e, and the sixth fuel injection valve 51f. That is, the engine is constructed such that the combustions are performed in an order of the first cylinder, the second cylinder, the third cylinder, the fourth cylinder, the fifth cylinder, and the sixth cylinder.
In other words, a pair of cylinders to which a pair of fuel injection valves connected by each of the first injection-valve connection pipe 53a to the third injection-valve connection pipe 53c are provided are non-contiguous in the order of combustions. Thus, a certain length of time is taken since the end of fuel injection from one of the pair of fuel injection valves until the start of fuel injection from the other one of the pair of fuel injection valves. As a result, the fuel pressure fluctuation caused along with the fuel injection from one of the pair of fuel injection valves is mitigated at the start of fuel injection from the other one of the pair of fuel injection valves.
As described above, according to the fourth device, there is no need to adapt the plurality of fuel injection period adjustment maps, and hence it is only necessary to store a single common fuel injection period adjustment map. Thus, it is possible to reduce the number of adaptation steps for generating the fuel injection period adjustment map. In addition, according to the fourth device, it is possible to suppress the influence of the fuel pressure fluctuation caused along with the fuel injection from any one of the first fuel injection valve 51a to the sixth fuel injection valve 51f on the fuel injection from another fuel injection valve connected by any one of the first injection-valve connection pipe 53a to the third injection-valve connection pipe 53c.
Next, description is given of a fuel injection device 60 for an internal combustion engine according to a fifth embodiment of the present invention (hereinafter also referred to as “fifth device”). In the fourth device, the first fuel injection valve and the fourth fuel injection valve are connected by the injection-valve connection pipe, the second fuel injection valve and the fifth fuel injection valve are connected by the injection-valve connection pipe, and the third fuel injection valve and the sixth fuel injection valve are connected by the injection-valve connection pipe.
In contrast, the fifth device is different from the fourth device only in that the first fuel injection valve and the third fuel injection valve are connected by the injection-valve connection pipe, the second fuel injection valve and the fifth fuel injection valve are connected by the injection-valve connection pipe, and the fourth fuel injection valve and the sixth fuel injection valve are connected by the injection-valve connection pipe. Thus, the difference is mainly described.
The first injection-valve connection pipe 63a connects the second supply port 56a of the first fuel injection valve 51a and the second supply port 56c of the third fuel injection valve 51c. The second injection-valve connection pipe 63b connects the second supply port 56b of the second fuel injection valve 51b and the second supply port 56e of the fifth fuel injection valve 51e. The third injection-valve connection pipe 63c connects the second supply port 56d of the fourth fuel injection valve 51d and the second supply port 56f of the sixth fuel injection valve 51f.
The lengths of the first fuel supply pipe 52a to the sixth fuel supply pipe 52f are equal to each other. The channel sectional areas of the first fuel supply pipe 52a to the sixth fuel supply pipe 52f are uniform and equal to each other.
The lengths of the first injection-valve connection pipe 63a to the third injection-valve connection pipe 63c are equal to each other. The channel sectional areas of the first injection-valve connection pipe 63a to the third injection-valve connection pipe 63c are uniform and equal to each other.
Therefore, the characteristics of fuel pressure fluctuations, which are caused along with the fuel injection from the first fuel injection valve 51a to the sixth fuel injection valve 51f, are similar to each other. Thus, when further fuel injection (second-stage injection) is performed after the fuel injection (first-stage injection) for the same cycle, an ECU (not shown) of the fuel injection device 60 acquires (predicts) the injection-valve fuel pressure at the start of second-stage injection based on a common fuel injection period adjustment map.
Meanwhile, the ECU of the fuel injection device 60 performs the fuel injection in an order of the first fuel injection valve 51a, the second fuel injection valve 51b, the third fuel injection valve 51c, the fourth fuel injection valve 51d, the fifth fuel injection valve 51e, and the sixth fuel injection valve 51f. That is, the engine is constructed such that the combustions are performed in an order of the first cylinder, the second cylinder, the third cylinder, the fourth cylinder, the fifth cylinder, and the sixth cylinder.
In other words, a pair of cylinders to which a pair of fuel injection valves connected by each of the first injection-valve connection pipe 63a to the third injection-valve connection pipe 63c are provided are non-contiguous in the order of combustions. Thus, a certain length of time is taken since the end of fuel injection from one of the pair of fuel injection valves until the start of fuel injection from the other one of the pair of fuel injection valves. As a result, the fuel pressure fluctuation caused along with the fuel injection from one of the pair of fuel injection valves is mitigated at the start of fuel injection from the other one of the pair of fuel injection valves.
As described above, according to the fifth device, there is no need to adapt the plurality of fuel injection period adjustment maps, and hence it is only necessary to store a single common fuel injection period adjustment map. Thus, it is possible to reduce the number of adaptation steps for generating the fuel injection period adjustment map. In addition, according to the fifth device, it is possible to suppress the influence of the fuel pressure fluctuation caused along with the fuel injection from any one of the first fuel injection valve 51a to the sixth fuel injection valve 51f on the fuel injection from another fuel injection valve connected by any one of the first injection-valve connection pipe 63a to the third injection-valve connection pipe 63c.
In the above, the fuel injection device for an internal combustion engine according to each of the embodiments of the present invention is described, but the present invention is not limited to the above-mentioned embodiments, and various modifications may be made without departing from the object of the present invention. For example, the fuel injection device according to each of the embodiments is applied to the in-line four-cylinder engine, the in-line six-cylinder engine, or the V-type six-cylinder engine. However, the fuel injection device may be applied to an engine with an even number of cylinders including eight or more cylinders. Alternatively, the fuel injection device may be applied to a horizontally-opposed engine (for example, a horizontally-opposed six-cylinder engine).
In addition, the fuel injection device according to each of the embodiments includes the fuel supply pipes and the injection-valve connection pipes having uniform channel sectional areas. However, the fuel supply pipes and/or the injection-valve connection pipes may have non-uniform channel sectional areas. When the channel sectional areas of the fuel supply pipes are not uniform, the fuel supply pipes are constructed such that the channel sectional areas of portions equidistant from the ends on one side (for example, the ends on the first supply port side) become equal to each other. When the channel sectional areas of the injection-valve connection pipes are not uniform, the injection-valve connection pipes are constructed such that the channel sectional areas of portions equidistant from the ends on one side become equal to each other.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2016-058874 | Mar 2016 | JP | national |
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|---|---|---|---|
| 20140283790 | Suzuki | Sep 2014 | A1 |
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| Number | Date | Country | |
|---|---|---|---|
| 20170276108 A1 | Sep 2017 | US |
