JP7127300B2 - Injection control device - Google Patents

Description

The disclosure of this specification relates to an injection control device that performs processing related to control of a fuel injection valve.

2. Description of the Related Art Conventionally, a fuel injection control device disclosed in, for example, Japanese Unexamined Patent Application Publication No. 2002-200013 includes a detection unit that detects opening and closing of an electromagnetic valve in an injector. The detection result of the valve opening and closing by the detection unit is used for drive control of the injector in the control unit. The control unit executes a process of acquiring the detection result detected in the previous fuel injection and a process of calculating the injection amount in the current fuel injection.

JP 2015-34492 A

Processing related to fuel injection control, such as that disclosed in Patent Document 1, can be operated on an operating system. In such an injection control device, it is conceivable that the acquisition process of acquiring the detection result of the on-off valve and the calculation process of calculating the injection amount are executed as separate tasks in the operation system. However, if these processes were executed as separate tasks, the processing required to generate each task could increase.

An object of the present disclosure is to provide an injection control device capable of obtaining an appropriate valve opening timing or valve closing timing while suppressing an increase in processing load even when executing processing related to fuel injection control on an operating system. and

In order to achieve the above object, one disclosed aspect is an injection control device that operates processing related to control of a fuel injection valve (10) provided in an internal combustion engine (2) on an operating system , , an information acquisition unit (51) for acquiring state information indicating the state of the internal combustion engine; and an on-off valve detection unit (52, 70), Acquisition processing (Po) for acquiring detection results by the on-off valve detection unit when controlling the fuel injection valve so that fuel injection is performed multiple times in one combustion cycle , and state information Based on the calculation processing (Pc) for calculating the injection amount for one fuel injection in the fuel injection valve, as one complex task (TS2) in the operating system , the driving start timing of the fuel injection valve for performing fuel injection ( tds), and an arithmetic execution unit (53) that starts before tds).

According to these aspects, the acquisition process of the detection result and the calculation process of the injection amount are started as one task before the driving start timing of the fuel injection valve. Therefore, the detection result of detecting at least one of the valve opening timing and the valve closing timing in the previous fuel injection can be acquired before the start of the current fuel injection.

In addition, if the calculation processing of the injection amount is performed together with the detection result acquisition processing, the processing required for task generation can be reduced compared to executing these processing as separate tasks. Therefore, even when the processing related to fuel injection control is operated on the operating system , it is possible to appropriately acquire the valve opening timing or the valve closing timing while suppressing an increase in the processing load.

It should be noted that the reference numbers in parentheses above merely indicate an example of correspondence with specific configurations in the embodiments described later, and do not limit the technical scope in any way.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the whole fuel-injection control system structure containing the engine control apparatus by 1st embodiment. FIG. 4 is a timing chart showing details of each task executed with fuel injection; FIG. FIG. 4 is a timing chart showing the details of the process executed in one combustion cycle, showing an example of adjusting the drive start timing; FIG. 4 is a timing chart showing the details of the process executed in one combustion cycle, showing an example of adjusting the drive end timing; FIG. 5 is a diagram for explaining that the drive start timing and the calculation start timing are set based on the angle of the crankshaft; 4 is a flowchart showing details of main processing in injection control processing; 4 is a flow chart showing details of a 450° CA before top dead center process or a 270° CA before top dead center process. 4 is a flowchart showing details of the preceding time preprocessing; 7 is a flowchart showing the details of drive end timing processing; It is a figure which shows the whole fuel-injection control system structure containing the engine control apparatus by 2nd embodiment.

A plurality of embodiments of the present disclosure will be described below based on the drawings. Note that redundant description may be omitted by assigning the same reference numerals to corresponding components in each embodiment. When only a part of the configuration is described in each embodiment, the configurations of other embodiments previously described can be applied to other portions of the configuration. Moreover, not only the combinations of the configurations explicitly specified in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if they are not specified unless there is a particular problem with the combination. Also, unspecified combinations of configurations described in a plurality of embodiments and modifications are also disclosed by the following description.

(First embodiment)
An engine control device 100 according to the first embodiment of the present disclosure is used in the fuel injection control system shown in FIG. The fuel injection control system is a system that controls the operation of a gasoline engine (hereinafter referred to as "engine 2"), and includes a state sensor group 20, a plurality of injectors 10, an engine control device 100, and the like. The engine 2 is a spark ignition internal combustion engine, and is mounted on the vehicle as a power source for generating power for running, for example.

State sensor group 20 is electrically connected directly or indirectly to engine control device 100 . State sensor group 20 sequentially outputs detection results of the state of engine 2 to engine control device 100 . The state sensor group 20 includes a rotation sensor 21, an air flow sensor 22, a water temperature sensor 23, an intake air temperature sensor 24, a fuel pressure sensor 25, and other sensors such as an accelerator position sensor.

The rotation sensor 21 is, for example, an electromagnetic pickup or the like. The rotation sensor 21 detects rotation of the crankshaft of the engine 2 in combination with a signal rotor or the like. The rotation sensor 21 sequentially outputs the detection result of the angle of the crankshaft to the engine control device 100 as state information.

The air flow rate sensor 22 is provided in an intake flow path connected to each cylinder 2b. The air flow rate sensor 22 outputs a signal corresponding to the amount of intake air taken into each cylinder 2b as state information. The water temperature sensor 23 outputs a signal corresponding to the temperature of cooling water for cooling the engine 2 as status information. The intake air temperature sensor 24 outputs a signal corresponding to the temperature of the intake air taken into each cylinder 2b as status information. The fuel pressure sensor 25 outputs a signal corresponding to the pressure of the fuel supplied to each injector 10 as state information.

Injector 10 is electrically connected to engine control device 100 . The injector 10 is inserted into an insertion hole 2c provided in the head member 2a of the engine 2 and held by the head member 2a. The injector 10 is provided with a drive section 12 such as an electromagnetic actuator and a piezo actuator. The injector 10 opens and closes the injection hole 11 by applying a current or voltage to the drive section 12 . The injector 10 injects fuel from the injection hole 11 toward the combustion chamber of each cylinder 2b by opening and closing the injection hole 11 under the control of the engine control device 100 .

The engine control device 100 is an electronic control unit that controls fuel supply to each cylinder 2 b by the injector 10 based on state information of the engine 2 acquired from the state sensor group 20 . The engine control device 100 controls each injector 10 so that fuel is injected a plurality of times (for example, three times) in one combustion cycle. A control circuit 50a of the engine control device 100 includes an injection valve drive section 60, an open/close detection section 70, a microcontroller (hereinafter referred to as "microcomputer 50"), and the like.

The injection valve driving section 60 supplies electric power for opening the injection hole 11 to the driving section 12 of each injector 10 based on the control signal input from the microcomputer 50 . Electric power is supplied to the injection valve drive unit 60 from, for example, a battery of the vehicle. The injection valve drive unit 60 supplies electric power to the drive unit 12 at the timing according to the control signal to cause displacement of the valve body in the valve opening direction, thereby starting fuel injection from the injection hole 11 . In addition, the injection valve drive unit 60 stops the power supply to the drive unit 12 at the timing according to the control signal, and displaces the valve body in the valve closing direction, thereby ending the fuel injection from the injection hole 11. .

The opening/closing detection unit 70 detects the movement of the injection valve that opens and closes the injection hole 11 in the injector 10 . The open/close detector 70 measures the change in drive current caused by the displacement of the injection valve for each injector 10 . As shown in FIGS. 1 and 2 , the open/close detector 70 sets the detection period Tvs in accordance with the open/close valve period of the injector 10 . The starting point of the detection period Tvs is set to the driving start timing tds (described later) of the injector 10 . The end point of the detection period Tvs is after a predetermined valve closing standby period Twc from the driving end timing tdf (described later) of the injector 10 .

The opening/closing detection unit 70 performs a detection calculation to detect both the valve opening timing tvo and the valve closing timing tvc in each injector 10 from the change in drive current during the detection period Tvs. The opening/closing detection unit 70 holds detection results of the valve opening timing tvo and the valve closing timing tvc, and outputs the detection results to the microcomputer 50 in response to a request from the microcomputer 50 . The valve opening timing tvo is the timing at which fuel injection from the injection hole 11 is started. The valve closing timing tvc is the timing at which fuel injection from the injection hole 11 is terminated.

The open/close detector 70 deletes the previous detection result at the start of the detection period Tvs. The open/close detector 70 holds only the valve opening timing tvo and the valve closing timing tvc in the last fuel injection for one injector 10 . The opening/closing detection unit 70 automatically updates the detection result by repeating fuel injection in each injector 10 .

The microcomputer 50 is configured to have a processor and an input/output interface. The microcomputer 50 is electrically connected to the opening/closing detector 70 and the injection valve driver 60 . The microcomputer 50 outputs control signals to the injection valve driving section 60 . The microcomputer 50 receives the detection result through communication (for example, SPI communication) with the open/close detector 70 .

A storage unit 54 is provided in the microcomputer 50 . The storage unit 54 is, for example, a non-volatile storage medium such as flash memory. The storage unit 54 stores an operating system program executed by the microcomputer 50 and a plurality of application programs that operate on the operating system .

The microcomputer 50 operates a built-in RTOS (Real-time operating system) such as OSEK. The microcomputer 50 operates various processes related to control of each injector 10 as tasks on the operating system . A task is a set of execution units defined in the operating system . The operating system comprehensively manages the execution state and priority of each task, and schedules a large number of processes so that the microcomputer 50 sequentially executes them. Note that the storage unit 54 may not be built in the microcomputer 50 . The storage unit 54 may be configured in the engine control device 100 electrically connected to the microcomputer 50 , or may be in the form of a memory card or the like electrically connected to the engine control device 100 .

The microcomputer 50 builds a plurality of functional units related to fuel injection control by executing the injection control program stored in the storage unit 54 . Specifically, in the microcomputer 50, an information acquisition unit 51, an arithmetic execution unit 53, and the like are constructed as functional units.

The information acquisition unit 51 acquires state information indicating the state of the engine 2 from the state sensor group 20 . Acquisition of the status information by the information acquisition unit 51 is repeatedly performed at a predetermined cycle. The latest state information acquired by the information acquisition unit 51 is used for calculations for engine control in the microcomputer 50 .

Based on the state information acquired by the information acquisition section 51 , the calculation execution section 53 generates a control signal to be output from the microcomputer 50 to the injection valve drive section 60 . Based on the state information, the calculation execution unit 53 calculates the total injection amount of fuel injected into each cylinder 2b in one combustion cycle, the number of fuel injections performed in one combustion cycle, and the number of fuel injections performed in each fuel injection. The injection amount and injection time to be injected, the timing of the opening and closing valve, etc. are set. In the following description, one combustion cycle includes a combustion (expansion) stroke, an exhaust stroke, an intake stroke, and a compression stroke.

The injection time set by the calculation execution unit 53 is the time from the drive start timing tds that instructs the start of power supply to the drive unit 12 to the drive end timing tdf that instructs the stop of the power supply. The calculation execution unit 53 defines the drive start timing tds and the drive end timing tdf for each fuel injection by using the control signal. The valve opening timing tvo of the injector 10 is later than the driving start timing tds. Similarly, the valve closing timing tvc of the injector 10 is later than the drive end timing tdf.

The calculation execution unit 53 performs the acquisition process Po and the calculation process Pc. In the acquisition process Po, the detection result of the opening/closing detection unit 70 is acquired through communication, and the process of determining the valve opening timing tvo and the valve closing timing tvc for the immediately preceding fuel injection is performed. As described above, since the previous detection result is cleared at the driving start timing tds, which is the starting point of the detection period Tvs, the acquisition process Po needs to be completed before the driving start timing tds.

The calculation process Pc is a process related to the generation of the control signal, and for example, the process of setting the injection amount, the injection time, and each implementation timing of each fuel injection is performed. As shown in FIGS. 3 and 4, the arithmetic processing Pc is basically performed twice for each fuel injection.

As shown in FIGS. 1 to 3, the calculation execution unit 53 executes each task including the acquisition process Po and the calculation process Pc on the operating system in accordance with the rotation of the crankshaft (output shaft) of the engine 2. . The calculation executing unit 53 executes the acquisition process Po after executing the task generation process Pt in a task that performs the acquisition process Po (hereinafter referred to as “acquisition task TSo”). Similarly, the computation executing unit 53 executes the computation processing Pc after executing the task generation processing Pt in a task that performs the computation processing Pc (hereinafter referred to as “computation task TSc”). Furthermore, the calculation execution unit 53 can generate a composite task TS2 that sequentially executes the acquisition process Po and the calculation process Pc after executing the task generation process Pt.

In FIGS. 3 and 4, as an example of the fuel injection pattern, it is assumed that fuel is injected once in the intake stroke and twice in the compression stroke in one combustion cycle. The details of each task set by the calculation execution unit 53 in such fuel injection will be described below with reference to FIGS. 3 and 4, with reference to FIGS.

In the fuel injection pattern shown in FIG. 3, the injection mode of fuel injection in the intake stroke is set by the first calculation performed in the exhaust stroke. For the injection calculation in the intake stroke, the calculation execution unit 53 starts the calculation task TSc at the timing when the crank position reaches 450 degrees before the top dead center. In this calculation task TSc, the driving start timing tds and the driving end timing tdf of the fuel injection in the intake stroke are set. Furthermore, the calculation start timing tcs for starting the injection recalculation for the intake stroke is set substantially simultaneously with the drive start timing tds. Such a setting eliminates the need for timer setting processing for starting the calculation start timing tcs before the drive start timing tds. Therefore, the processing load on the microcomputer 50 is reduced.

Then, when the crank position reaches the calculation start timing tcs, the calculation task TSc for recalculation is started. Furthermore, in accordance with the start of the computation task TSc, the drive current detection computation by the opening/closing detection unit 70 is started. When the recalculation by the calculation task TSc is completed, the drive end timing tdf is reset based on the calculated injection period.

The injection mode of each fuel injection in the compression stroke is set together by the first computation performed during the intake stroke. For the injection calculation in the compression stroke, the calculation execution unit 53 starts the calculation task TSc at the timing when the crank position reaches 270 degrees before the top dead center. In this calculation task TSc, the drive start timing tds and drive end timing tdf of each fuel injection in the compression stroke, and each calculation start timing tcs for starting recalculation of the injection amount and injection time are set.

In the injection recalculation in the compression stroke, a combined task TS2 is executed in which the acquisition process Po and the calculation process Pc are continuously executed. Each calculation start timing tcs is set before the driving start timing tds by the preceding time Tpt. The preceding time Tpt is set to a value (for example, 300 μsec) such that the acquisition process Po is completed before the driving start timing tds and the arithmetic process Pc is completed before the driving end timing tdf of the injector 10. be.

When the crank position reaches the calculation start timing tcs of the second fuel injection, the composite task TS2 is started. Acquisition processing Po of the composite task TS2 acquires the detection result of the opening/closing detection unit 70 in the fuel injection in the intake stroke, and determines the valve opening timing tvo and the valve closing timing tvc in the previous fuel injection.

Then, the driving start timing tds is reset by recalculating the injection amount and the injection time in the calculation process Pc. By adjusting the drive start timing tds, the injection amount of the second fuel injection is changed to a value reflecting the latest state information. Further, the detection calculation of the drive current by the open/close detector 70 is started with the drive start timing tds as a starting point.

When the crank position reaches the calculation start timing tcs of the third fuel injection, the composite task TS2 is started. The valve opening timing tvo and the valve closing timing tvc for the second fuel injection are determined by the acquisition process Po of the composite task TS2. Furthermore, the driving start timing tds for the third fuel injection is reset by the arithmetic processing Pc of the composite task TS2. As described above, if the injection time is adjusted by changing the drive start timing tds, the time interval Ti between the drive end timing tdf and the ignition timing is maintained.

Then, the detection period Tvs in the open/close detector 70 is set with the reset drive start timing tds as a starting point. The detection results of the valve opening timing tvo and the valve closing timing tvc in the third fuel injection are acquired by the calculation execution unit 53 by the acquisition task TSo that is started in the exhaust stroke after ignition (for example, 540° before top dead center). be done.

The fuel injection pattern shown in FIG. 4 differs from the fuel injection pattern shown in FIG. 3 in the method of adjusting the injection time of fuel injection in the compression stroke. In the second injection and the third injection in FIG. 4, the drive end timing tdf is changed based on the injection time recalculated by the arithmetic processing Pc of the composite task TS2. In this case, the arithmetic processing Pc in the composite task TS2 does not have to be completed before the driving start timing tds. Therefore, when changing the driving end timing tdf, the preceding time Tpt can be defined shorter than when changing the driving start timing tds. As a result, it becomes possible to recalculate the injection amount at a timing closer to the start of injection.

In each fuel injection in the compression stroke described above, as shown in FIG. 5, both the drive start timing tds and the calculation start timing tcs are set based on the angle of the crankshaft. That is, both the timer Tmd that counts the drive start timing tds and the timer Tmt that counts the calculation start timing tcs are timers that decrease in value as the crankshaft rotates. With such a setting, even when the rotational speed of the crankshaft fluctuates, the anteroposterior relationship between the drive start timing tds and the calculation start timing tcs is maintained. As a result, the composite task TS2 is started before the driving start timing tds.

The details of the injection control process performed by the microcomputer 50 will be further described based on FIGS. 6 to 9 and with reference to FIG. The injection control process shown in FIGS. 6 to 9 is started when the engine 2 is started, and is repeatedly started until the engine 2 is stopped.

In S11 of the main processing shown in FIG. 6, the angle (angular position) of the crankshaft is determined based on the state information detected by the rotation sensor 21 . In S11, if the crank position is 450° or 270° before top dead center, the process proceeds to S12. In S12, the 450° CA before top dead center process or the 270° CA before top dead center process (see FIG. 7) is executed, and the main process is temporarily terminated.

If it is determined in S11 that the crank position is neither 450° nor 270° before top dead center, the process proceeds to S13. In S13, it is determined whether or not the preceding time Tpt of the driving start timing tds, which is the reset timing, has come. The reset timing in S13 is set in S103 or S106 (see FIG. 7), which will be described later. If it is determined in S13 that it is time to reset, the process proceeds to S14. In S14, the preceding time preprocessing (see FIG. 8) is executed, and the main processing is temporarily terminated.

If it is determined in S13 that it is not the reset timing, the process proceeds to S15. In S15, it is determined whether or not the drive end timing tdf has come. If it is determined in S15 that it is not the driving end timing tdf, the main processing is once terminated. On the other hand, when it is determined in S15 that it is the driving end timing tdf, the process proceeds to S16. In S16, drive end timing processing (see FIG. 9) is executed, and the main processing is once terminated.

In the 450° CA before top dead center process or the 270° CA before top dead center process shown in FIG. 7, each timing for intake stroke injection or compression stroke injection is provisionally set. Specifically, in S101, the angular position of the crankshaft is determined in the same manner as in S10. If it is determined in S101 that the crank position is 450 degrees before the top dead center, the process proceeds to S102. In S102, the total injection amount, injection time, drive start timing tds, etc. required for one fuel injection performed at the intake pressure are calculated, and the process proceeds to S103.

In S103, the start timing (computation start timing tcs) of preprocessing for recalculating the injection amount and the injection time is set to precede the drive start timing tds calculated in S102 by the preceding time Tpt, and the process proceeds to S104. . At S104, the drive start timing tds calculated at S102 is set, and the process is terminated. In S103 and S104, each start timing is set based on the angle of the crankshaft.

If it is determined in S101 that the crank position is 270° before the top dead center, the process proceeds to S105. In S105, the total injection amount required for two fuel injections in the compression stroke, the respective injection times, and the drive start timing tds are calculated, and the process proceeds to S106.

In S106, the start timing (computation start timing tcs) of preprocessing for recalculating the injection amount and the injection time is set to precede the drive start timing tds calculated in S105 by the preceding time Tpt, and the process proceeds to S107. . At S107, the drive start timing tds calculated at S105 is set, and the process is terminated. Also in S106 and S107, each start timing is set based on the angle of the crankshaft.

In the preceding time preprocessing shown in FIG. 8, the above-described combined task TS2 is executed to determine the previous opening/closing valve timing and adjust the current injection time. In S111, the detection result is acquired from the open/close detection unit 70 by communication by executing the acquisition process Po. Then, the valve opening timing tvo and the valve closing timing tvc for the previous fuel injection are determined, and the process proceeds to S112.

In S112, the process of fuel injection being performed is determined. When it is determined in S112 that injection is being performed in the intake stroke, the process proceeds to S113. In S113, the injection amount and injection time for fuel injection in the intake stroke are recalculated, and the process proceeds to S114. In S114, the drive end timing tdf is reset based on the injection time recalculated in S113, and the process ends.

On the other hand, when it is determined in S112 that the compression stroke injection is being performed, the process proceeds to S115. In S115, the injection amount and injection time for fuel injection in the compression stroke are recalculated, and the process proceeds to S116. In S116, the remaining time until the driving start timing tds is determined. Specifically, when it is determined in S116 that the remaining time until the drive start timing tds is less than the first threshold time (for example, 20 μs), the process proceeds to S117. In S117, the drive end timing tdf is reset based on the injection time recalculated in S115, and the process ends.

On the other hand, when it is determined in S116 that the remaining time until the drive start timing tds is equal to or longer than the first threshold time, the process proceeds to S118. In S118, when the drive start timing tds is corrected to be earlier than the provisionally set timing, it is determined whether or not the remaining time until the corrected drive start timing tds is secured for a second threshold time (for example, 10 μs) or more. . If it is determined in S118 that the remaining time until the drive start timing tds after correction is less than the second threshold time, the process proceeds to S117 to reset the drive end timing tdf. On the other hand, when it is determined in S118 that the remaining time is equal to or longer than the second threshold time, the process proceeds to S119. In S119, the drive start timing tds is reset and the process ends.

In S121 of the drive end timing process shown in FIG. 9, it is determined whether additional injection setting is required. If it is determined in S121 that the injected fuel amount has almost reached the requested injection amount, it is determined that additional injection setting is not necessary, and the process ends. On the other hand, if it is determined in S121 that the injected fuel amount is less than the total injection amount requested, it is determined that additional injection setting is necessary, and the process proceeds to S122.

In S122, the drive start timing tds for the next fuel injection is set, and the process proceeds to S123. In S123, the preceding time Tpt is converted into an angle based on the latest value of the rotation speed of the engine 2 in the state information, and the process proceeds to S124. In S124, the angle value converted in S123 is used to set the start timing of the next anticipatory time preprocessing, and the process ends.

As described above, the calculation execution unit 53 acquires the detection result of the previous fuel injection before the current drive start timing tds in order to avoid deleting the detection result of the opening/closing detection unit 70. There is a need. On the other hand, in order to control the injection amount reflecting the latest state information, it is desirable to start the recalculation of the injection amount substantially at the same time as the drive start timing tds. For these reasons, it is conceivable to execute the acquisition process Po and the calculation process Pc as separate tasks TSo and TSc. However, if these processes Po and Pc are executed as separate tasks TSo and TSc, it will be necessary to execute the task generation process Pt in each task.

Therefore, in the first embodiment, the acquisition process Po and the arithmetic process Pc are started as one combined task TS2 before the driving start timing tds of the injector 10 . Therefore, the detection result of detecting the valve opening timing tvo and the valve closing timing tvc in the previous fuel injection can be obtained before the start of the current fuel injection.

In addition, if the calculation process Pc is performed together with the acquisition process Po, the task generation process Pt can be reduced compared to executing these processes as separate tasks. Therefore, even when the processing related to fuel injection control is operated on the operating system , it is possible to appropriately acquire the valve opening timing tvo and the valve closing timing tvc while suppressing an increase in the processing load.

Furthermore, the arithmetic processing Pc in the composite task TS2 can be started immediately before the driving start timing tds. Therefore, the latest state information of the engine 2 can be reflected in the injection amount recalculated in the calculation process Pc. Therefore, the engine control device 100 can grasp the latest situation of the engine 2 and ensure the accuracy of the injection amount calculation.

Further, the effect of reducing the task generation process Pt by performing the acquisition process Po and the arithmetic process Pc in one combined task TS2 increases as the number of split injections performed in one combustion cycle increases, and This becomes more pronounced as the number of cylinders 2b increases.

Furthermore, for example, when the interval between the second injection and the third injection is shortened, if the acquisition processing Po and the arithmetic processing Pc are to be executed by separate tasks TSo and TSc, the arithmetic processing Pc and the acquisition processing Po can be changed. However, if the acquisition process Po and the arithmetic process Pc are combined as one combined task TS2, the processing order of executing the arithmetic process Pc after the acquisition process Po is maintained. Therefore, since there is no need to separate cases for preventing the processing order from being changed, the contents of the injection control processing can be simplified. Furthermore, even when the fuel injection interval is set short, the acquisition of the valve opening timing tvo and the valve closing timing tvc is properly performed.

In addition, the preceding time Tpt in the first embodiment is defined so that the acquisition process Po in the composite task TS2 is completed before the driving start timing tds, taking into account the processing time required for the acquisition process Po. Therefore, the calculation execution unit 53 can determine the valve opening timing tvo and the valve closing timing tvc for the previous fuel injection before they are updated by the detection result of the fuel injection.

Further, the preceding time Tpt in the first embodiment is defined so that the arithmetic processing Pc in the composite task TS2 is completed before the driving end timing tdf. Therefore, the computation executing unit 53 can update the temporary setting information with the information re-computed using the new state information. As a result, the injection amount based on the latest state information can be supplied by the injector 10 to each cylinder 2b.

Furthermore, the calculation execution unit 53 of the first embodiment completes the calculation processing Pc in the composite task TS2 before the drive start timing tds, and then adjusts the drive start timing tds based on the recalculated injection amount. With such adjustment, even if the injection amount is changed, the drive end timing tdf and the valve closing timing tvc are not substantially changed. Therefore, the injection amount in the fuel injection can be corrected while maintaining the time interval Ti from the ignition timing.

In addition, the calculation execution unit 53 of the first embodiment can change the drive end timing tdf based on the injection amount recalculated in the calculation processing Pc of the composite task TS2. If adjustment of the drive end timing tdf is allowed, it becomes possible to delay the start timing of the calculation process Pc and use newer state information for recalculation of the injection amount. As a result, highly accurate injection amount control reflecting the latest state of the engine 2 becomes possible.

Further, in the first embodiment, both the drive start timing tds and the calculation start timing tcs of the composite task TS2 are set based on the rotation angle of the crankshaft. Therefore, even if the rotational speed of the crankshaft fluctuates, the order of the drive start timing tds and the calculation start timing tcs can be appropriately maintained without being switched.

In the first embodiment, the engine 2 corresponds to the "internal combustion engine", the injector 10 corresponds to the "fuel injection valve", the microcomputer 50 corresponds to the "processing section", and the engine control device 100 corresponds to the "injection control equivalent to "equipment". Further, the composite task TS2 corresponds to "task", the calculation start timing tcs corresponds to "(task) start timing", and the preceding time Tpt corresponds to "predetermined time".

(Second embodiment)
The second embodiment of the present disclosure shown in FIG. 10 is a modification of the first embodiment. In the second embodiment, the configuration of the control circuit 250a of the engine control device 200 is different from that in the first embodiment. In the second embodiment, an open/close detection unit 52 having substantially the same function as the open/close detection unit 70 (see FIG. 1) is provided as one of the functional units of the microcomputer 250 together with the information acquisition unit 51 and the calculation execution unit 53. ing.

The open/close detector 52 uses the function of an AD converter provided in the microcomputer 250 as an input interface. The open/close detection unit 52 AD-converts the drive current applied to the injector 10 at a specific sampling period (for example, every 1 μs) during the detection period Tvs (see FIG. 2) similar to that of the first embodiment. The opening/closing detection unit 52 detects the valve opening timing tvo and the valve closing timing tvc (see FIG. 2) based on the variation of the drive current indicated by the accumulated AD conversion results. The detection results of the valve opening timing tvo and the valve closing timing tvc are acquired by the calculation execution unit 53 through acquisition processing Po. The open/close detector 52 holds the AD conversion result and the detection result until the next detection period Tvs, and clears the AD conversion result and the detection result at the next fuel injection driving start timing tds.

Even in the second embodiment described so far, if the acquisition process Po and the arithmetic process Pc are executed in a series of combined tasks TS2, the opening/closing valve timings tovo and tvc can be appropriately acquired. Therefore, even if the open/close detector 52 is a functional part of the microcomputer 250, the same effect as in the first embodiment can be obtained. Incidentally, in the second embodiment, the microcomputer 250 corresponds to the "processing section", and the engine control device 200 corresponds to the "injection control device".

(Other embodiments)
A plurality of embodiments of the present disclosure have been described above, but the present disclosure is not to be construed as being limited to the above embodiments, and can be applied to various embodiments and combinations within the scope of the present disclosure. can do.

In the composite task TS2 in the above embodiment, the acquisition process Po and the arithmetic process Pc are continuously executed. However, another process may be executed between the acquisition process Po and the calculation process Pc. That is, the composite task TS2 may include processes different from the task generation process Pt, the acquisition process Po, and the calculation process Pc.

The length of the preceding time Tpt in the above embodiment can be changed as appropriate. As in the above embodiment, the preceding time Tpt may be defined such that the arithmetic processing Pc is completed before the provisionally set driving start timing tds, or is defined such that the arithmetic processing Pc is completed during the driving period. may be

Furthermore, the lead time in the first fuel injection in the compression stroke (see second injection in FIG. 3) and the lead time in the next fuel injection (see third injection in FIG. 3) may be different. For example, the fuel injection immediately before ignition may be provided with a longer advance time than the first fuel injection or the like so that the injection time can be adjusted by changing the drive start timing tds.

In the fuel injection in the intake stroke of the above embodiment, the calculation task TSc is started at the driving start timing tds. However, the calculation execution unit may omit the acquisition task TSo at 540° before the top dead center and start the combined task TS2 before the time Tpt preceding the drive start timing tds.

In the fuel injection pattern described in the above embodiment, the number of injections during the intake stroke was only one. However, multiple split injections may be performed in the intake stroke. In this case, adjustment of the injection amount based on recalculation may be realized by changing either the drive start timing tds or the drive end timing tdf. Furthermore, the number of injections in the compression stroke may also be changed as appropriate.

In the above embodiment, the case where only the driving start timing is changed (see FIG. 3) and the case where only the driving end timing is changed (see FIG. 4) are exemplified. However, adjustment of the injection amount may be realized by adjusting both the driving start timing and the driving end timing.

In the microcomputer of the above-described embodiment, the drive start timing, calculation start timing, opening/closing valve timing, etc. are set in association with the angle of the crankshaft. However, each timing may be set in association with the time counted by the microcomputer.

Both the valve opening timing and the valve closing timing are obtained in the opening/closing detection unit and the obtaining process of the above embodiment. However, at least one of the valve opening timing and the valve closing timing may be obtained by the on-off valve detection unit and the obtaining process. For example, the calculation execution unit may acquire only the valve opening timing in the acquisition process, or may acquire only the valve closing timing.

The functions provided by the control circuitry of the engine controller in the above embodiments can be provided by hardware and software different from those described above, or by a combination thereof. For example, the engine control device may be an electronic control unit that has only a configuration corresponding to a microcomputer and outputs a control signal to a driving device that has a function corresponding to an injection valve driving section. Also, the RTOS incorporated in the microcomputer is not limited to OSEK, and may be changed as appropriate.

In the above embodiment, an example in which the injection control method of the present disclosure is applied to an engine control device that controls gasoline injection by a fuel injection valve has been described. However, the injection control method described above can also be applied to an engine control device that controls a fuel injection valve that injects fuel other than gasoline, such as light oil.

The engine control device of the above embodiment is used in a fuel injection control system that controls an engine mounted on a vehicle. However, the engine to be controlled by the engine control device is not limited to a vehicle-mounted power engine, and may be an engine mounted on various transportation equipment and an engine used in various consumer equipment.

2 engine (internal combustion engine), 10 injector (fuel injection valve), 50, 250 microcomputer (processing unit), 51 information acquisition unit, 52, 70 open/close detection unit, 53 calculation execution unit, 54 storage unit, 100, 200 engine control Device, Pc operation processing, Po acquisition processing, TSo acquisition task, TSc operation task, TS2 composite task (task), Tpt advance time (predetermined time), tcs operation start timing (start timing), tds drive start timing, tdf drive end timing, tvc valve closing timing, tvo valve opening timing

Claims (7)

An injection control device for operating a process related to control of a fuel injection valve (10) provided in an internal combustion engine (2) on an operating system ,
an information acquisition unit (51) for acquiring state information indicating the state of the internal combustion engine;
an on-off valve detection unit (52, 70) for detecting at least one of a valve opening timing (tvo) and a valve closing timing (tvc) in the fuel injection valve;
Acquisition processing (Po) for acquiring a detection result by the opening/closing valve detection unit when controlling the fuel injection valve so that fuel injection is performed a plurality of times in one combustion cycle , and based on the state information Arithmetic processing (Pc) for calculating the injection amount for one fuel injection in the fuel injection valve is set as one complex task (TS2) in the operating system , and driving the fuel injection valve for performing the fuel injection. an arithmetic execution unit (53) that starts before the start timing (tds);
Injection control device comprising. 2. The method according to claim 1, wherein the arithmetic execution unit sets the start timing (tcs) of the task to a predetermined time (Tpt) before the drive start timing so that the acquisition processing is completed before the drive start timing. An injection control device as described. The arithmetic execution unit sets the task start timing (tcs) a predetermined time before the driving start timing so that the arithmetic processing is completed before the driving end timing (tdf) of the fuel injection valve. The injection control device according to claim 1 or 2. 4. The injection control device according to any one of claims 1 to 3, wherein the calculation execution unit further calculates an injection time based on the injection amount in the calculation processing. The arithmetic execution unit
setting the task start timing (tcs) a predetermined time (Tpt) before the drive start timing so that the arithmetic processing ends before the drive start timing;
5. The injection control device according to claim 4, wherein the drive start timing is adjusted based on the injection time calculated in the arithmetic processing. 5. The injection control device according to claim 4, wherein the calculation execution unit adjusts the drive end timing (tdf) of the fuel injection valve based on the injection time calculated in the calculation process. The injection control device according to any one of claims 1 to 6, wherein the calculation execution unit sets the drive start timing and the task start timing (tcs) based on the angle of the output shaft of the internal combustion engine. .

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