Fuel-injection device

Abstract: This invention pertains to a fuel-injection device which adjusts a fuel-injection level by adjusting with a solenoid valve the constriction of the fuel-supply passage to supply the fuel to a compressor. A pulse width to actuate said solenoid valve, which is determined by the sum of time lag in the valve's closing caused by the motion of the valve member of solenoid valve and of the time length of valve's opening, is made shorter than the time lag in valve's closing at the time of low engine load. Thereby, a current supply to the solenoid is cut off immediately before the solenoid valve is completely closed, and a preflow caused by a rise in injection-pressure is reduced; therefore, the possibility range of controlling a low injection level can be widened more than that in a conventional device.

Description: This invention pertains to a fuel-injection device which controls the amount of fuel-injection to be supplied to an internal comubstion engine by an opening/closing control of a solenoid valve installed at some point along a fuel-supply passage leading to the compressor of fuel injection pump. Regarding fuel-injection devices, for example, well known and forming the starting point of the invention as mentioned in the preamble of claim 1 is the device disclosed in GB - A - 2 176 028 (= JP - A - 61-268 844 = DE - A - 36 17 329). With this device, in order to obtain the desired quantity of fuel, the pulse width for operating the valve takes into account the time lag to close the valve and is set to be longer than this time lag. This can cause problems at low load when very small quantities of fuel are required. The objective of this invention is to solve these problems, and to offer a fuel-injection device wherein the injection-control range is expanded in the low load and high rotation condition. The device of the present invention is characterized in that said pulse supply time length is made to be shorter than said valve closing time lag at the time of low engine load. Accordingly, at the time of low load, the pulse width for actuating the solenoid valve becomes shorter than the time lag in closing valve, and the conduction is completed before communication between the high-pressure side and the low-pressure side in the solenoid valve is completely cut off; therefore, the valve may possibly be closed by inertia, but the time length needed for the high-pressure side to become independent of the low-pressure side can be minimized or eliminated. In other words, the fuel on the high-pressure side is leaked to the low-pressure side at the time of low load, reducing the preflow caused by the injection pressure rise, which virtually reduces the constriction of the high-pressure fuel passage, and thereby, the aforementioned objective can be obtained. Fig. 1 shows a schematic diagram of an example preferred embodiment of the fuel-injection device of the present invention, Fig. 2 shows an expanded view of the solenoid valve of the fuel-injection device of Fig. 1, Fig. 3 illustrates the control unit of the fuel-injection device of the present invention, Fig. 4 shows a flowchart showing the key component of the control unit shown in Fig. 3, Fig. 5 shows a linear graph showing the relationship between the drive pulse Dp in an ordinary fuel injection control of the fuel-injection device, the current supply I to solenoid, the valve lift VL, and the signals indicating the valve's closing DVC, Fig. 6 shows a linear graph, in which the real lines indicate the characteristics of drive pulse Dp, current supply I for solenoid, valve lift VL, and of signals indicating valve's closing DVC in the minimal injection-level control of the fuel-injection device, and the dotted lines indicate the characteristics of drive pulse Dp, current supply I for solenoid, valve lift VL, and of valve seating signal DVC, Fig. 7 shows a linear graph showing the characteristics of the fuel-injection control disability domain in contrast to the engine rotation number. An example of the preferred embodiment of the invention is explained below in detail in reference with the drawings. Fig. 1 shows that the fuel-injection device has unit injector-type injection pump 1 supplying the fuel by injection to each cylinder of the diesel engine, and that this injection pump 1 has plunger barrel 2, on whose base, cylinder 3, is formed, and into this cylinder 3, plunger 4 is slidably inserted. A spring receptacle is formed in plunger barrel 2, and between this spring receptacle of plunger barre 2 and tappet 5 connected to plunger 4, spring 6 is inserted. By this spring 6, plunger 4 is constantly pushed away from plunger barrel 2 (in direction shown by A in the figure). Tappet 5 is contacted with a cam formed on a drive shaft not shown in the figure. The drive shaft is rotatably connected to the engine , and it cooperates with said spring 6 to cause plunger 4 to reciprocate in cylinder 3. By this reciprocation of plunger 4, the fuel inside compressor 15 surrounded by plunger 4 and plunger barrel 2 is compressed, and the fuel is sucked into compressor 15. In the end of plunger barrel 2, holder 7 is integrated around its end with screwing holder nut 8 secured to holder 7. In this holder 7, nozzle 10 is integrated via spacer 9, and these spacer 9 and nozzle 10 are secured to the end of holder 7 by screwing in retaining nut 11 around the end. In holder 7, spring case 12 is formed, and the needle valve of the nozzle not indicated in the figure is pressed in direction of nozzle's end (B arrow direction in the figure) by nozzle spring 13 accommodated in spring case 12. The nozzle takes a well-known structure; once the high-pressure fuel is supplied via high-pressure passage 14, the needle valve is opened, and the fuel is injected from the injection hole made in the tip end of nozzle. High-pressure passage 14 consisting of passage 16 which is made inside plunger barrel 2, with one end opened to compressor 15, passage 17 made in holder 7 connected to this passage 16, passage 18 made in spacer 9 connected to this passage 17, and of a passage (not indicated in the figure) made in nozzle 10 connected to passage 18. On one side of plunger barrel 2, valve housing 21 having solenoid valve 20 is integrally installed as to extend, and on plunger barrel 2 and valve housing 21, fuel supply passage 34 is installed to supply the fuel to compressor 15. Fuel supply passage 34 comprises: first fuel supply passage 34a, to whicn the fuel is supplied from fuel intake 35 made in the side of plunger barrel 2; loop-formed depression 34b connected to this first fuel supply passage 34a and formed on cylinder 3 where plunger 4 is constantly sliding; second fuel supply passage 34c connected to this loop-formed depression 34b, and to valve case 27 of solenoid valve 20 which is mentioned later; third fuel supply passage 34d connected, at its one end, to loop-formed groove 39 formed to surround rod 22 so as to be connected to valve case 27 via a valve, and connected, at other end, to compressor 15. The fuel supply to compressor 15 is adjusted by solenoid valve 20, and rod 22 of this solenoid valve 20 is, as shown in Fig. 2, slidably inserted in sliding hole 38 made in valve housing 21. On valve housing 21, valve seat 24 contacting with poppet-type valve 23 formed at the tip end of rod 22 is installed, and to cover valve 23, header 25 is fastened to housing 21 with a screw. On the surface where header 25 and valve housing 21 are jointed, valve case 27 surrounded by header 25 and valve housing 21 is formed, and on valve case 27, valve stopper 26 is installed as to face valve 23 secured to header 25. Rod 22 goes through holder 28 secured, with a screw, to the other side of header 25 of valve housing 21, and is connected to armature 31 positioned between holder 28 and solenoid-accommodating barrel 30 connected, via holder nut 29, to holder 28. This armature 31 faces solenoid 32 supported by solenoid-accommodating barrel 30. In holder 28, spring 33 that is constantly pushing valve 23 away from valve seat 24 is accommodated; valve 23 is normally kept away from valve seat 24, and when armature 31 is attracted to solenoid 32 by electrical conduction, valve member 23 is actuated toward valve seat 24 for contacting. Rod 22 has a slightly smaller diameter than valve member 23 at its front. In sliding hole 38, loop-formed groove 39 is made as to face this portion of the smaller diameter, and to this loop-formed groove 39, said third fuel supply passage 34d is connected. To said valve member case 27, said second fuel supply passage 34c is connected, and the fuel is constantly supplied and filled via passage 34c. Accordingly, when valve member 23 is moving away from valve seat 24 and plunger 4 is in the middle of sucking operation, the fuel filled in valve member case 27 passes through the space between rod 22 and sliding hole 38 to reach loop-formed groove 39, from which the fuel is supplied to compressor 15 via fuel supply passage 34d. At this time, the fuel pressure is app. 5 kg/cm 2 . When solenoid 32 is provided with electrical conduction, in other words, when valve member 23 comes down to valve seat 24, fuel supply passage 34 is cut off by solenoid valve 20, and the fuel that has already been supplied to compressor 15 is compressed by compressing operation of said plunger 4, and is supplied to nozzle 10 via high-pressure passage 14. This pressure-supplying of fuel is completed when electrical conduction to solenoid 32 is stopped, valve member 23 is moved away from valve seat 24, a portion of high-pressure fuel on the high-pressure side (high-pressure passage 14, compressor 15, and third fuel supply passage 34d) is returned to valve member case 27, and the fuel pressure in the compressor is drastically reduced. The electrical conduction to solenoid 32 is, as shown in Fig. 3, controlled by control unit 40, which consists of an A/D converter, multiplexer, microcomputer, driving circuit, which are all well-known, and this control unit 40 receives the signals from each of rotation sensor 41 detecting engine rotating condition, acceleration detector 42 detecting the stepping level of acceleration pedal (acceleration level), reference pulse generator 43 generating pulses each time the drive shaft mounted to the drive axle reaches a reference angle position, needle valve lift sensor 44 detecting lift timing of the needle valve of nozzle 10, and from closed-valve sensor 45 detecting the closed condition of solenoid valve 20 and signaling when solenoid valve 20 is closed. In Fig. 3, the processes conducted in the aforementioned control unit 40 are shown by the block diagram showing each function. In reference with this diagram, an example of the control operations in control unit 40 is explained below. The output signals from rotation detector 41 and from acceleration level detector 42 are input in the desired injection-level-computation unit 46, and based on these input signals, the most desirable injection level for engine operation at the time of signal input is computed from the map data, to be put out as the desired injection signals. The desired injection signals are input in cam angle converter 47, and based on the prescribed map data, the cam angle necessary for obtaining the most desirable injection level is computed according to the rotation rate of the engine, and is put out as the cam angle signals. At valve closed-time-computation unit 48, the cam angle signals are received, and these cam angle signals are converted to the valve closed-time length necessary for the cam to rotate to the angle computed at cam angle converter 47. In other words, this unit computes the time length Tq (the time length while the valve is closed) necessary for the injection to start, upon closing of solenoid valve 20, and to stop after the desired amount of fuel has been injected. Valve closed-time length Tq, computed herein, does not include the time lag Tv that occurs as a result of the motion wherein valve 23 apart from valve seat 24 is moved and placed on valve seat 24. Therefore, actual pulse width Td necessary for operating solenoid valve 20 is composed of the sum of Tq and Tv. Pulse generation controller 49 adds the valve closed-time length Tq computed at said valve closed-time iength computation unit 48 and time lag Tv computed at time lag computation unit 50, and determines the output timing of drive pulse Dp having drive pulse width Td determined by these Tq and Tv, in other words, the optimum timing for starting the fuel injection, on the bases of reference signal generated from reference pulse generator 43, injection timing signals put out from needle valve lift sensor 44, and rotation signals put out from rotation detector 41. Driving circuit 51, upon receiving drive pulse Dp, puts out the drive current corresponding to the time lag Tv necessary to actuate valve 23 toward complete closing and, subsequently, puts out the drive current corresponding to the valve closed-time length Tq necessary for keeping valve member 23 closed; therefore, the current waveforms I shown in Fig. 5 are supplied to solenoid 32. Time lag Tv is determined based on the fact that current waveforms I supplied to solenoid 32 change at the time when the valve has been completely closed, as follows: the changes in voltage signals corresponding to the current waveforms are detected at closed valve detector 45; valve seating signals DVC are put out to time-lag computation unit 50 at the point when the change in the voltage signals is detected; at this time-lag computation unit 50, the time length until seating signals DVC are generated after drive pulse Dp is put out is measured; an average value of this measured value is computed. The drive pulse width Td (= Tv + Tq) computed at said pulse-generation controller 49 has constant time lag Tv regardless of conditions, therefore, can be primarily changed by changing the Tq. In the control of normal driving, the Tq always has a positive value, and the drive pulse width Td is greater than the time lag Tv. On the other hand, at the time of idling when the engine load is small, a negative value is allowed for the Tq, and the drive pulse width Td is set to be smaller than the time lag Tv. The process shown in each block in said control unit 40 excluding the drive circuit is executed according to the prescribed program stored in the microcomputer. The flowchart in Fig. 4 shows an example of the primary process in pulse generation controller 49 and time-lag computation unit 50. The following explanation is given on the flowchart. Control unit 40, prior to these processes, processes the acceleration-level signals, signals for engine rotating condition, signals from the needle valve lift sensor, and goes through the step of inputting the reference pulse signals and the step of computing the desired injection level and the valve closed-time length. After going through these processes, control unit 40 moves to Step 60. In Step 60, it is judged whether it is the right time to put out drive pulse Dp or not, on the bases of the signals for engine rotation condition, the signals for needle valve lift sensor, and the reference pulses. When it is judged that the timing is not right for putting out drive pulse Dp (No), the control unit is returned to said input step and to the computation step until the right time to put out comes, and when the timing is right for putting out the Dp (Yes), the control unit advances to step 62. In Step 62, the desired injection level computed at the computation step is judged whether it is 0 or not, and if it is judged as 0 (Yes), the control unit goes to other control process without putting out the drive pulse Dp, and it is returned to said input step and to the computation step. On the other hand, if it is judged that the desired injection level is not 0 (No), it goes to the next Step 64. In Step 64, valve closed-time length Tq computed in the computation step and the time-lag length Tv mentioned later are added to compute drive pulse width Td, and in Step 66, drive pulse Dp having this drive pulse width Td is put out to driving circuit 51. In Step 68, the signals from closed valve detector 45 are input, and in the next Step 70, it is judged whether the valve seating signals DVC are input or not. If valve member 23 is not seated on valve seat 24 due to the time lag in valve's closing, the control unit goes to Step 72 and judges whether the Tq has a negative value or not. In the control of normal driving in which the Tq is positive, since the drive-pulse width Td is greater than the time lag Tv, valve member 23 is seated on valve seat 24, and seating signals DVC are put out from valve close detector 45 to be input in the microcomputer. Therefore, if the Tq is positive, the processes in Step 68 through Step 72 are repeated via the clocking process. Then, in Step 74, the time length while the drive pulse Dp is put out and the valve's seat signals DVC are input is clocked. Thus, the clocking that began when the DVC was input is brought to a halt, and the control unit advances to Step 76. In Step 76, based on the latest clocking result that has been averaged and on the new clocking result, a new average value of the Tv is computed, and the Tv is renewed. In the subsequent Step 64, Td is computed from this renewed Tv. On the other hand, since the Tq is set at a negative value at the time of idling, the drive pulse width Td becomes smaller than the time lag Tv; although valve 23 is driven toward the valve seat, it normally is moved apart prior to seating on valve seat 24. The seating signals DVC, therefore, are not put out from close valve detector 45, and the DVC is not input in the microcomputer. Therefore, if the Tq is judged as negative in Step 72, the controller unit bypasses Step 76, and uses the latest average value computed in the past for the subsequent process. In controlling the small engine load at the time of idling (Hereinafter, the control is called as an extremely small control, the then injection as an extremely small injection, and the then injection level is called as an extremely small injection level.), as shown by the real lines in Fig. 6, the valve lift level (VL) can be controlled to be smaller by setting the pulse width Td of drive pulse Dp at smaller pulse width than the Tv, and by shortening the time length for supplying the current to solenoid 32. Therefore, as shown by dotted lines in Fig. 6, relative to the conventional device, wherein electric conduction is supplied to solenoid 32 until valve member 23 is seated on valve seat 24, in other words, relative to the conventional device wherein the extremely small injection control disability domain is below the a line, the control disability domain (below the b line) can be made smaller in the present invention, as shown by the b line in Fig. 7; therefore, the control range at the time of high rotation and low injection (at the time of idling) can be widened. In addition, in an example of preferred embodiment of the present invention, a unit injector is used as the fuel-injection pump, the control in the present invention is applicable to a distribution type or array-type, regardless of the type of injection pump. As explained above, according to the present invention, when the injection amount is supplied to the internal combustion engine by controlling the solenoid valve in opening/closing, the pulse width for actuating the solenoid valve is made to be shorter than the valve-closed time lag at the time of low load, to eliminate the solenoid valve's closing. Or the valve-closed time length is minimized so that the high-pressure fuel in the compressor will leak to the low-pressure side. Therefore, the extremely small injection amount can be smaller than that in the conventional device, and the possibility range to control the injection level in low load with high rotation range can be widened.

Claims: A fuel-injection device comprising: a fuel-injection pump (1) having a compressor (15) formed inside a cylinder (3) to slidably insert a plunger (4) in, high-pressure passage (14) guiding the fuel in said compressor (15) to a nozzle (10), and a fuel supply passage (34) to supply the fuel flowing in from a fuel intake (35), a solenoid valve (20) installed at some point along the fuel supply passage (34) of said fuel-injection pump (1), having a valve (23) to adjust the condition of communication between the compressor side and the fuel-intake side of said fuel-supply passage (34), being controlled by signals externally supplied to a solenoid (32), a pulse supply time length computation means (49) to compute a pulse supply time length (Td) for operating said solenoid valve (20) that is determined by the sum of time lag (Tv) in valve closing caused by the motion of said valve (23) of said solenoid valve (20) and the valve closed-time length (Tq) necessary to obtain the desired injection level, a valve control means (51) to control the injection level to be supplied to an engine by supplying electrical conduction to said solenoid (32) of the solenoid valve (20) for pulse supply time length (Td) computed by means of said pulse supply time computation means (49), characterized in that said pulse supply time length (Td) is made to be shorter than said valve closing time lag (Tv) at the time of low engine load. A fuel-injection device as recited in Claim 1, wherein valve closed-time lag (Tv) caused by the motion of said valve (23) is determined by clocking the time spent until an inflection point occurs in supplied current for said solenoid (32) after pulses for activating said solenoid valve (20) are output, wherein said inflection point is detected by substantially detecting a change of supplied current when said valve (23) shuts off the fuel supply passage (34). A fuel-injection device as recited in Claim 2, wherein the valve closed-time lag (Tv) caused by said valve (23) is computed every time said valve (23) shuts off the fuel-supply passage (34). A fuel-injection device as recited in Claim 2, wherein the valve closed-time lag (Tv) is an average value of the value used in the past and of a newly clocked value. A fuel-injection device as recited in Claim 1, wherein said valve closed-time length (Tq) is determined by computing the desired injection level on the basis of a pressing level of an acceleration pedal and an engine rotation condition, by converting said desired injection level to the cam angle of a cam necessary for obtaining the injection level and, subsequently, by computing the time needed for the cam to rotate by the cam angle. A fuel-injection device as recited in Claim 1, wherein pulses to actuate said solenoid valve (20) are output with output timing being determined by engine rotation, valve lift of the nozzle of the fuel-injection pump (1), and pulses that are generated each time a drive shaft is reaching a reference angle. A fuel-injection device as recited in Claim 1, wherein said pulse supply time length computation means (49) is to compute pulse supply time defining said valve closing time as a negative value at the time of low engine loading. A fuel-injection device as recited in Claim 1, wherein, by electrical conduction to the solenoid (32), said valve (23) of the solenoid valve (20) moves to cut off the communication between the compressor side and the fuel intake side of said fuel-supply passage (34), and by releasing the conduction to the solenoid (32), said valve (23) moves to place the compressor side and the fuel intake side of said fuel supply passage (34) in communication. A fuel-injection device as recited in Claim 1, wherein the solenoid valve (20) comprises: a valve housing (21) extending to the side of injection pump (1), allowing a rod (22) having said valve (23) to be slidably inserted in, and having a valve seat (24) for said valve (23) to sit on, a header (25) mounted on said valve housing (21) to cover said valve (23), and forming a space together with said valve housing (21) to accommodate said valve (23), a solenoid (32) installed on the opposite side to said header (25), and facing an armature (31) secured to said rod (22), and a spring (33) that is constantly pushing said valve (23) away from said valve seat (24), said fuel-supply passage (34) extending to the accommodating space (27) for said valve (23), and around said rod (22) that communicates with the accommodating space when the valve (23) is opened. A fuel injection device as recited in Claim 1, wherein the fuel-injection pump (1) is a unit unjector which is installed for each cylinder of the engine and supplies the fuel to each cylinder.

Inventors: OHISHI TAKASHI, OHISHI, TAKASHI
Applicants: ZEXEL CORP, ZEXEL CORPORATION
Application year: 1993
Main classification: F02M51
IPC codes: F02M57, F02D41, F02M59