JP2009250092A - Control device of cylinder injection type internal combustion engine - Google Patents

Abstract

【Task】
In a direct injection internal combustion engine, it has been necessary to improve exhaust, fuel consumption, and output, which are deteriorated by fuel adhering to the wall surface of the combustion chamber.
[Solution]
A valve seat, a valve rod that is a valve body, a solenoid, a mover that is fitted to the valve rod and movable in an axial direction with respect to the valve rod, and a solenoid, and energizes the solenoid The control device for the fuel injection valve that opens the valve rod away from the valve seat while the mover is sucked by the fuel, wherein the fuel is supplied several times in one stroke or one cycle of the internal combustion engine to which the fuel injection valve is attached. When performing split injection, the fuel injection period of the fuel injection N2 is determined according to the injection interval between the injection end timing of the fuel injection N1 and the injection start timing of the fuel injection N2 next to the fuel injection N1. A control device characterized by that.
[Selection] Figure 9

Description

  The present invention relates to a fuel injection valve for an internal combustion engine and a control method therefor, and more particularly to a fuel of a direct injection internal combustion engine (also referred to as a direct injection engine) that supplies fuel directly to a combustion chamber by a fuel injection valve (also referred to as an injector). The present invention relates to an injection device and a control circuit device.

  One of the harmful exhaust gases generated at the start of a direct injection internal combustion engine is hydrocarbon (HC) which is an unburned fuel. In particular, during a cold operation after starting the internal combustion engine, the catalyst for purifying HC (three-way catalyst) is not activated, so the HC discharged from the internal combustion engine is not purified and discharged into the atmosphere. For this reason, at the time of starting, it is required to reduce the HC discharged from the internal combustion engine. In the case of a direct injection internal combustion engine, one of the factors that generate HC discharged from the engine when the cold engine is started is considered to be fuel adhesion to the cylinder wall surface or the piston crown surface. In the case of a cylinder injection type internal combustion engine, fuel adhesion occurs because fuel is directly injected into the cylinder. In particular, in the cold state, the adhered fuel is not vaporized, and HC is discharged from the internal combustion engine as unburned fuel. Conceivable.

  In such a background, in Patent Document 1, the fuel injected from the injector at one time is divided into several times and injected to reduce the penetration force of the fuel spray to the cylinder wall surface or piston crown surface of the internal combustion engine. Technology for improving the exhaust of an internal combustion engine by suppressing the fuel adhesion is disclosed.

Japanese Patent Laid-Open No. 11-62680

  However, when the fuel spray penetration force is reduced by split injection as described in Patent Document 1, the collision operation of the mover against the valve seat and the stopper is alleviated, and the valve body collides with the valve seat during the valve closing operation. In the injector equipped with a mechanism for preventing so-called secondary injection in which the valve body rebounds, a response delay of the fuel injection with respect to the injection signal occurs, and it is not possible to evenly divide each of the divided injected fuel amounts. There was a problem that the amount of fuel was uneven. For this reason, among the sprays divided and injected, the penetration force of the spray with an increased amount of fuel is large, and there is a problem that fuel adheres to the cylinder wall surface and the piston crown surface.

  An object of the present invention is to correct an injection delay with respect to a fuel injection signal when a fuel injected at one time is divided into several times in a direct injection in a very short time in a cylinder injection type internal combustion engine, By precisely controlling the amount of each fuel injected separately, it is possible to suppress the adhesion of the fuel to the wall and improve the exhaust, fuel consumption, and output of the internal combustion engine.

  In order to solve the above problems, as one means of the present invention, in a control device for controlling a direct injection internal combustion engine that directly supplies fuel into a combustion chamber by a fuel injection device, the fuel injection device is driven by an electromagnetic valve, The fuel injection device is controlled to inject the fuel to be injected at once into several times, and the energization time to the solenoid valve is corrected by a coefficient, and the coefficient is an injection interval from the energization end time immediately before energization Controlled as determined by.

  According to the present invention, in an injector incorporating a so-called secondary injection preventing mechanism that alleviates a collision operation (bounce back) of the mover against a valve seat or a stopper by a structure in which the mover is axially movable with respect to the valve needle. The generated injection response delay is corrected, and the amount of fuel that changes depending on the interval of fuel injection at the time of split injection can be precisely controlled. As a result, the fuel spray penetration force can be reduced by split fuel injection, and the fuel wall surface adhesion can be remarkably suppressed.

  An example of a direct injection internal combustion engine in which the present invention is implemented is shown in FIG.

  The cylinder injection internal combustion engine 1 includes a cylinder head 2, a cylinder block 3, and a piston 4 that reciprocates inside the cylinder block 3. The spark plug 5 is disposed at the center of the combustion chamber 11 surrounded by the cylinder head 2, the cylinder block 3, and the piston 4. An injector 6 that directly injects and supplies fuel into the combustion chamber 11 is disposed between two intake valves 9 provided in the combustion chamber.

  An intake pipe 7 and an exhaust pipe 8 communicating with the combustion chamber 11 are formed in the cylinder head 2, and a flow path connecting the combustion chamber 11 with the intake pipe 7 and the exhaust pipe 8 is formed by an intake valve 9 and an exhaust valve 10, respectively. Open and close.

  The intake side valve lifter 12 attached to the upper part of the intake valve 9 is pressed and lifted by the intake cam 15 to drive the intake valve 9 to open and close. The intake cam 15 is attached to the intake camshaft 14.

  The exhaust valve lifter 13 attached to the upper portion is lifted by the exhaust cam 17 pressing the exhaust valve. The exhaust cam 17 is attached to the exhaust side camshaft 16.

  FIG. 2 shows a schematic configuration of the injector 6. The injector 6 includes a secondary injection prevention mechanism. The injector 6 includes a solenoid 18 for generating a magnetic field, a mover 19 attracted by a magnetic field generated by the solenoid 18, a valve rod 20 (plunger rod), a valve seat 21 (orifice plate), and a valve rod return spring 22. And a mover return spring 23 and a stopper 24. The valve rod return spring 22 is set to have a larger spring constant than the mover return spring 23.

  The injector 6 is closed by the valve rod return spring 22 urging the valve rod 20 toward the valve seat.

  Here, a plate spring may be used as the mover return spring 23.

  FIG. 3 shows a schematic configuration of the direct injection internal combustion engine 1.

  The intake pipe 7 includes an air cleaner 25 for purifying the intake air, an air flow sensor 26 for measuring the intake flow rate, an electronic control throttle 27 for controlling the intake flow rate, and a surge tank 28 for suppressing pulsation inside the intake pipe. .

  In addition, the air-fuel ratio sensor 31 and the exhaust pipes of all the cylinders are gathered at the first and fourth cylinders and the second and third cylinders of the exhaust pipe 30. An exhaust temperature sensor 32 is attached to the exhaust gas, and an exhaust purification catalyst 33 and a catalyst temperature sensor 34 for measuring the temperature of the catalyst are provided downstream of the exhaust temperature sensor 32.

  The engine control unit (hereinafter referred to as ECU 29) includes a microprocessor (CPU 101), a read-on memory (ROM 102), a random access memory (RAM 103), an input circuit 104, which are connected to each other via a bidirectional bus. This is a known microcomputer composed of an input / output port 105.

  As shown in FIG. 4, the ECU 29 receives inputs from various sensors such as a crank angle sensor, an intake pipe pressure sensor, an air flow sensor 26, a throttle opening sensor, a water temperature sensor, an air-fuel ratio sensor 31 and the like attached to the direct injection internal combustion engine 1. A signal is connected to the input / output port 105 via the input circuit 104, and the state of the direct injection internal combustion engine 1 is determined.

  The value sent to the input / output port 105 is stored in the RAM 103 and processed by the CPU 101. A control program describing the contents of arithmetic processing is written in the ROM 102 in advance. A value indicating the operation amount of each actuator calculated in accordance with the control program is stored in the RAM 103, then sent to the output port in the input / output port 105, and sent to each actuator via each drive circuit. In the case of the present embodiment, there are an electronic control throttle drive circuit 106, an injector drive circuit 107, and an ignition output circuit 108 as drive circuits. Each circuit is connected to an electronic control throttle 27, an injector 6, and a spark plug 5, and performs intake air amount control, fuel injection period control, and ignition timing control in accordance with the state of the direct injection internal combustion engine 1. .

  5 to 7 are enlarged views of the internal configuration of the injector 6 before fuel injection (when the valve is closed), during fuel injection (when the valve is opened), and immediately after the end of injection (just after the valve is closed).

  FIG. 5 is a schematic view schematically showing the state of the injector 6 when the valve is not injecting fuel. When the injector 6 is closed, the valve rod 20 is pressed against the valve seat 21 by the valve rod return spring 22. Furthermore, since the valve rod return spring 22 has a larger spring constant than the mover return spring 23, the valve rod return spring 22 is not normally opened by the mover return spring 23.

  FIG. 6 is a schematic diagram schematically representing the internal state of the injector 6 in a state where fuel is being injected. As shown in FIG. 6, at the time of fuel injection (when the valve is opened), a drive current is input to the solenoid 18 of the injector 6 according to a command from the ECU 29. A magnetic field is generated by the input drive current, and the mover 19 is attracted to the solenoid 18 side. Since the mover 19 and the valve rod 20 are formed so as to be caught with each other, the valve rod 20 is pulled up against the urging force of the valve rod return spring 22 together with the mover 19. At this time, the lift amount of the mover 19 and the valve rod 20 is limited by the stopper 24. As described above, the solenoid 18 is energized and the mover 19 is attracted, so that a gap is created between the valve rod 20 and the valve seat 21, and the injector 6 is opened, and the high-pressure pump (not shown) is opened. The pressurized high-pressure fuel is injected into the combustion chamber 11.

  FIG. 7 is a schematic diagram schematically representing the internal state of the injector 6 when the injector 6 is closed by stopping the drive current to the solenoid 18 from the valve open state (immediately after the valve is closed). As shown in FIG. 7, when the driving current input to the solenoid 18 is lost, the magnetic field created by the solenoid 18 disappears, and the attraction force that lifts the mover 19 toward the stopper disappears. At this time, since the valve rod 20 is urged toward the valve seat 21 by the valve rod return spring 22, the valve rod 20 is pushed down together with the mover 19 to the valve seat side. When the valve rod 20 is pushed down by the valve rod return spring 22, it comes into contact with the valve seat 21 and stops. On the other hand, the mover 19 has a structure movable in the axial direction with respect to the valve rod 20. Therefore, even after the valve rod 20 comes into contact with the valve seat 21 and stops, the mover return spring further moves downward from the position of the mover 19 shown in FIG. 5 by the inertial force (kinetic energy) of the mover 19 itself. 23 is moved while being elastically deformed. Since the kinetic energy of the mover 19 is used to elastically deform the mover return spring 23, the collision of the valve rod 20 with the valve seat 21 is mitigated, the valve rod 20 does not rebound and the secondary injection is suppressed. can do. This damper action shows a very high effect in suppressing secondary injection. This mechanism is called a secondary injection preventing mechanism.

  However, when performing split injection in which injection is performed a plurality of times during one stroke or one cycle, it is necessary to perform fuel injection again immediately after stopping fuel injection. Therefore, in comparison with the distance X1 between the solenoid 18 and the mover 19 before fuel injection shown in FIG. 5, the distance X2 between the solenoid 18 and the mover 19 shown in FIG. A drive current is supplied to the solenoid 18. Therefore, the response time from when the mover 19 pulls up the valve rod 20 to the valve open state becomes longer, and a delay in fuel injection response occurs. For this reason, the fuel amount is reduced, and a deviation in the fuel amount at the time of split injection is caused. In particular, this bias becomes remarkable in the case of proximity divided injection in which the time interval between the divided injections is short.

  FIG. 8 is an example showing changes in the injected fuel when split injection is performed. The upper diagram of FIG. 8 shows a current signal supplied to the solenoid 18 of the injector 6. The first injection signal pulse 35 indicating the current for performing the first injection and the second injection signal pulse 36 indicating the current for performing the second injection are set to the same pulse width. A time interval between the end of the first injection signal pulse 35 and the start of the second injection signal pulse 36 is defined as an injection interval 37. During the period when the injection signal pulse is input to the injector 6, the drive current is supplied to the solenoid 18, and the mover 19 pulls up the valve rod 20 against the valve rod return spring 22, resulting in the valve open state shown in FIG. 6. .

  Here, when the injection interval 37 (horizontal axis) changes as shown in the lower diagram of FIG. 8, the second injection signal pulse having the same width set based on the required fuel amount required for the second and subsequent injections of the divided injections. 36, the actual fuel injection amount (second injected fuel amount: vertical axis) changes. As described with reference to FIG. 7, immediately after the fuel injection by the first injection signal pulse 35 is completed and the valve rod 20 is in contact with the valve seat 21, the mover 19 is moved downward. This is because it corresponds to a period in which the return spring 23 is moving while being elastically deformed. That is, the change in the injection interval 37 in the period immediately after the valve closing in which the distance between the solenoid 18 that attracts the mover 19 and the mover 19 changes with time changes the input start timing of the second injection signal pulse 36. Thus, the distance at which the solenoid 18 starts sucking the movable element 19 changes. The timing at which the valve rod 20 is pulled up changes depending on the position of the mover 19, which causes a delay in the fuel injection response. As a result, the amount of fuel by the second injection signal pulse 36 decreases with respect to the required amount of fuel. Will do.

  When the injection interval 37 is very small, the second injection signal pulse 36 is input to the solenoid 18 again after the first injection signal pulse 35 ends and before the valve rod 20 contacts the valve seat 21. In this case, since the valve rod 20 is driven to open again before the injector 6 is closed, the fuel injection by the first injection signal pulse 35 and the second injection signal pulse 36 is not divided. Connected. As shown in the lower part of FIG. 8, the section where the injection interval 37 is from 0 to T1 indicates the above state. From the above, when performing split injection, it is necessary to set the injection interval after T1 according to the characteristics of the injector 6.

  In the lower part of FIG. 8, a section where the injection interval 37 is T1 to T2 is a state in which the mover 19 is moved to the valve seat 21 while the mover return spring 23 is elastically deformed from the closed state. At this time, the fuel injection amount when the second injection signal pulse 36 is input is shown, and the distance between the solenoid 18 and the mover 19 becomes longer with the lapse of time, so the fuel amount decreases. It becomes.

  Further, during the injection interval T2 to T3, the movable element 19 finishes moving to the valve seat side while elastically deforming the movable element return spring 23, and is moved by the mover return spring 23 from the state where it has been lowered to the valve seat side. This is a period in which the child 19 is pushed back toward the solenoid 18 and the mover 19 returns to the position when the valve is closed. At this time, the fuel injection amount when the second injection signal pulse 36 is input is shown, and the distance between the solenoid 18 and the mover 19 becomes closer as time elapses. It is a period that approaches the amount.

  As can be seen from the above, the reduction in the fuel amount due to the injection interval 37 and the injection response delay shown in FIG. 8 occurs due to the change in the distance between the mover 19 and the solenoid 18. Can be estimated. Therefore, the correction coefficient is determined from the relationship between the injection interval 37 at the time of divided injection shown in FIG. 8 and the fuel amount decrease, and the injection signal pulse for driving the solenoid 18 is corrected with the correction coefficient. The amount of fuel during split injection can be precisely controlled. That is, the required fuel amount is injected by correcting the pulse width of the second injection signal pulse 36 and lengthening the second injection signal pulse 36 by the injection response delay.

  FIG. 9 shows an example in which the fuel amount correction control is performed by correcting the injection response delay with the correction coefficient determined by the injection interval 37 for the divided injection. In this embodiment, as in FIG. 8, the number of fuel injection divisions is two. The upper diagram of FIG. 9 shows the first injection signal pulse 35 and the corrected second injection signal pulse 38 with respect to time. The second injection signal pulse 36 indicated by a dotted line is a case where correction according to the injection interval 37 is not performed. The corrected second injection signal pulse 38 shown in the upper diagram of FIG. 9 corrects the second injection signal pulse 36 by a correction coefficient obtained from the relationship between the injection interval 37 and the second injected fuel amount shown in FIG. This indicates that the pulse width is set longer by the response delay.

  Here, from the relationship shown in the lower diagram of FIG. 8, in the section where the injection interval 37 is T1 to T2, the correction amount of the injection pulse width becomes longer as the injection interval 37 becomes longer. Further, when the injection interval 37 is from T2 to T3, as the injection interval 37 becomes longer, the correction amount of the injection pulse width becomes shorter. When the injection interval 37 is T2, the correction amount of the injection pulse width becomes the maximum. Become. In the present embodiment, the divided injection is divided into two parts, but it is desirable to make the same correction for the second and subsequent injections even in the case of three or more times.

  FIG. 10 shows an example of a control block diagram in the ECU 29 at the time of correcting the fuel amount that changes depending on the injection interval at the time of divided injection. The injection signal pulse input to the solenoid 18 in the injector 6 is determined based on the required fuel amount calculated by the ECU 29. First, the pulse width determining means 109 determines an injection signal pulse to be supplied from the required fuel amount to the solenoid 18 using the injection amount map for the pulse width of the injector 6 mapped and stored in the ROM 102 of the ECU 29. Next, the pulse width correction amount determining means 110 uses the injection interval ΔT at the time of divided injection and the correction coefficient map 110 of the pulse width correction coefficient α for correcting the decrease in the fuel amount to pulse from the set injection interval ΔT. A width correction coefficient is determined, and a post-correction pulse width at the time of final divided injection is determined from the injection signal pulse determined by the pulse width determination means 109 and the pulse width correction coefficient.

  FIG. 11 is an example of a flowchart showing a proximity split injection control routine assuming an intake stroke. Hereinafter, split injection control will be described based on FIG.

  When the control is started, in step S11, the engine speed, cooling water temperature, exhaust gas temperature, air-fuel ratio, intake air flow rate, and catalyst temperature are read from each sensor attached to the direct injection internal combustion engine 1.

  Next, the process proceeds to step S12, where it is determined whether or not fuel split injection is necessary. Here, the case where fuel split injection is necessary is, for example, a cold start time, and is a case where the fuel spray adheres to the cylinder wall surface or piston crown surface of the combustion chamber 11 and the exhaust gas deteriorates.

  When the divided injection is not required, the process proceeds to S21 and proceeds to the single injection control process.

  When it is determined in S12 that the divided injection is necessary, the process proceeds to S13, and the required total fuel amount is calculated from the values such as the intake flow rate and the air-fuel ratio read in S11.

  Next, in S14, the number of fuel injection divisions and the injection timing are determined. The number of divisions is determined by the total fuel amount calculated in S13 and the state of the engine read in in S11, and the penetration force of the fuel spray can be sufficiently reduced so that the fuel spray does not adhere to the wall surface of the combustion chamber 11. Determine the number of divisions. Specifically, based on the values of various sensors read from S11, the state of the engine is determined, and the relationship between the number of fuels to be injected at one time from the engine state and the amount of fuel to be reduced or less is determined in advance by the ECU 29. The amount of fuel for one time is determined by mapping and storing in the ROM 102 and reading this. Since the total amount of fuel required in S13 is calculated, the number of divisions is determined by dividing this by the amount of fuel determined in S14.

  The setting of the injection interval is determined by the number of divisions in this embodiment. Specifically, when the number of divisions is large, the injection interval is set short, and when the number of divisions is small, it is set long. When the number of divisions is large, the final injection end timing is delayed as the injection interval becomes longer. For this reason, the fuel vaporization time from the end of fuel injection to ignition is shortened, which may lead to deterioration of exhaust due to residual liquid fuel and deterioration of combustion due to heterogeneous mixture distribution. The relationship between the number of divisions and the injection interval is mapped and stored in the ROM 102 of the ECU 29, and is determined by reading this.

  Next, it progresses to S15 and the injection pulse width is determined. This is because when determining the number of divisions in S14, the amount of fuel to be injected at one time is determined. Therefore, the injection amount map for this value and the pulse width of the injector 6 mapped and stored in the ROM 102 of the ECU 29 is determined. The pulse width to be injected at one time is determined by reading.

  Next, the process proceeds to S16, in order to correct the change in the fuel amount caused by the response delay in the second and subsequent injections during the divided injection, the correction coefficient and the corrected injection pulse width are determined. More specifically, the correction coefficient is determined by the correction coefficient map 110 that maps and stores in the ROM 102 of the ECU 29 and corrects the decrease in the injection interval and the fuel amount at the time of divided injection, and the injection pulse width determined in S15 is determined. By correcting, the post-correction pulse width at the final divided injection is determined. The outline of the control block inside the ECU 29 in S15 and S16 is as shown in FIG.

  Next, in S17, the fuel injection start timing mapped and stored in the ROM 102 of the ECU 29 is read and determined. When the number of divisions is large, the injection period of all fuels becomes long even if the injection interval is shortened. Therefore, since the fuel vaporization time from the end of fuel injection to ignition is shortened, the injection start timing at the time of split injection is earlier than the injection timing of one injection in consideration of the end timing of injection (advanced side) Set to Specifically, the engine condition at this time is a cold start which is a condition in which the temperature of the combustion chamber 11 is low and the fuel is difficult to vaporize, or an operation with a high rotational speed at which the fuel vaporization time is relatively short. Such as conditions.

  Next, the process proceeds to S18, in which divided injection is executed based on the number of divisions and the injection interval determined in S14, the injection signal pulse width corrected in S16, and the injection start timing determined in S17.

FIG. 12 is an example of the fuel spray behavior of the combustion chamber 11 when the fuel injection is set to one time. Since the injected fuel has a high penetration force, it adheres to the wall surface of the combustion chamber 11. The adhering fuel is difficult to vaporize particularly at the time of cold start, and thus becomes a cause of HC and causes deterioration of exhaust.
Since HC is an unburned fuel that does not contribute to combustion, it leads to deterioration of fuel consumption. Further, the adhesion of fuel to the cylinder wall surface dilutes the oil that lubricates the cylinder wall surface, thereby increasing the frictional resistance of the cylinder wall surface and reducing the durability of the engine. Further, in a cylinder injection type internal combustion engine, by directly injecting fuel into the combustion chamber 11, it is possible to increase the charging efficiency and improve the output by lowering the cylinder temperature during intake by evaporative cooling. When the fuel adheres to the fuel, the heat of the wall surface is taken away and the fuel is vaporized. Therefore, the temperature of the combustion chamber 11 cannot be lowered, and a sufficient output improvement due to the vaporization cooling effect cannot be realized.

  FIG. 13 shows divided injection in which injection is performed with the pulse widths of the injection signal pulses of the first injection and the second injection set to the same length. Since the second injection has a response delay with respect to the injection signal, the second injected fuel amount is smaller than the first injected fuel amount. For this reason, the value of the air-fuel ratio detected by the air-fuel ratio sensor 31 decreases by the amount by which the second injected fuel amount decreases and deviates from the set value. Therefore, the first and second fuel injection signals are controlled by feedback control from the ECU 29. Control to amplify the pulse width for both pulses. For this reason, the fuel amount cannot be divided evenly, and the penetration force of the fuel spray cannot be sufficiently reduced, so that fuel wall adhesion occurs.

  FIG. 14 shows the fuel spray behavior of the combustion chamber 11 when the proximity split injection is applied in which the present invention is applied and the injection signal pulse is corrected by the injection interval to correct the second and subsequent fuel amount reductions. It is an example. Since the first injected fuel amount and the second injected fuel amount can be divided equally, the penetration force of the fuel spray can be reduced and the fuel wall surface adhesion can be suppressed. Therefore, it is possible to suppress the generation of HC particularly during cold start and improve the exhaust. Further, since there is no oil dilution on the cylinder wall surface, the durability of the engine is not reduced. Moreover, since the charging efficiency can be increased by the evaporative cooling effect, the output can be improved.

1 is a schematic view of a cylinder injection internal combustion engine. An example of an injector provided with a secondary injection prevention mechanism. The schematic block diagram of a cylinder injection type internal combustion engine. Engine control unit (ECU). The internal schematic of the injector before fuel injection (at the time of valve closing). The internal schematic of an injector at the time of fuel injection (at the time of valve opening). The internal schematic diagram of the injector immediately after the end of fuel injection (immediately after opening the valve). Relationship between fuel injection amount and injection interval when injection response delay occurs. Fuel injection amount when the injection signal pulse is corrected by the correction coefficient. The image figure of the pulse correction at the time of the division | segmentation injection in ECU. The flowchart which shows an example of the control routine at the time of division | segmentation injection. In-cylinder fuel behavior during single fuel injection. In-cylinder in-cylinder fuel behavior during proximity split injection where the fuel quantity is biased due to a delay in the injection response In-cylinder in-cylinder fuel behavior during proximity split injection with injection response delay corrected by a correction coefficient.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Cylinder injection internal combustion engine 2 Cylinder head 3 Cylinder block 4 Piston 5 Spark plug 6 Injector 7 Intake pipe 8 Exhaust pipe 9 Intake valve 10 Exhaust valve 11 Combustion chamber 12 Intake side valve lifter 13 Exhaust side valve lifter 14 Intake side camshaft 15 Intake cam 16 Exhaust camshaft 17 Exhaust cam 18 Solenoid 19 Movable element 20 Valve rod 21 Valve seat 22 Valve rod return spring 23 Movable element return spring 24 Stopper 25 Air cleaner 26 Air flow sensor 27 Electronic control throttle 28 Surge tank 29 ECU
30 exhaust pipe 31 air-fuel ratio sensor 32 exhaust temperature sensor 33 catalyst 34 catalyst temperature sensor 35 first injection signal pulse 36 second injection signal pulse 37 injection interval 38 corrected second injection signal pulse 101 CPU
102 ROM
103 RAM
104 Input circuit 105 Input / output port 106 Electronically controlled throttle drive circuit 107 Injector drive circuit 108 Ignition output circuit 109 Pulse width determining means

Claims (4)

A valve seat, a valve rod that is a valve body, a solenoid, a mover that is fitted to the valve rod and movable in an axial direction with respect to the valve rod, and a solenoid, and energizes the solenoid And a control device for the fuel injection valve that opens the valve rod away from the valve seat while the mover is sucked,
When performing split injection in which fuel is injected multiple times in one stroke or one cycle of an internal combustion engine to which the fuel injection valve is attached,
A control device that determines a fuel injection period of the fuel injection N2 according to an injection interval between an injection end timing of the fuel injection N1 and an injection start timing of the next fuel injection N2 after the fuel injection N1.   2. The control device according to claim 1, wherein the injection interval is made longer than a time from when the current to the solenoid is stopped to when the valve seat and the valve rod come into contact with each other.   2. The control device according to claim 1, wherein the determination of the fuel injection period is calculated from a relationship between the injection interval and a decrease amount of the fuel amount due to an injection response delay.   The control device according to claim 1, wherein the injection interval is determined according to the number of divided injections.

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