A driving control device for a fuel pump may include a valve-opening-rate calculating unit and a driving control unit. The valve-opening-rate calculating unit may be configured to calculate an injector valve opening rate. The injector valve opening rate may be an injection time of an injector per unit time. The driving control unit may be configured to set a voltage duty ratio of a driving voltage that should be applied to the fuel pump that supplies fuel in a fuel tank to a fuel pipe communicating with the injector. The driving control unit may be further configured to set the voltage duty ratio to a value that is proportional to the injector valve opening rate calculated via the valve-opening-rate calculating unit.

An ECU opens a valve element to inject fuel in conjunction with energization of a fuel injection valve provided for an engine. The ECU includes an injection control unit, a characteristic acquisition unit, and a fuel injection correction unit. The injection control unit implements a partial-lift injection during which the valve element does not reach a full-lift position to open the fuel injection valve by an energization time. The characteristic acquisition unit acquires an actual lifting behavior of the valve element as an actual lift characteristic when the partial-lift injection is implemented. The fuel injection correction unit compares the actual lift characteristic acquired by the characteristic acquisition unit with a predetermined reference characteristic and corrects a fuel injection quantity in the partial-lift injection based on a result of the comparison.

A fuel injection control device for an internal combustion engine which is applied to a fuel injection system of the internal combustion engine, the fuel injection system including fuel injectors, driving circuits that drive the fuel injectors in each of driving systems into which the fuel injectors are divided, and current detection circuits that are provided to the driving systems, respectively, and the current detection circuits that sense driving currents of corresponding fuel injectors. The fuel injection control device includes an acquisition unit to acquire a current change parameter that is a parameter correlative to a change quantity of a sensed current per unit time in each of the driving systems, and a current correction unit to execute a current correction in at least one of the driving systems based on the current change parameter in each of the driving systems.

Disclosed is a control device of an engine 1 including an injector. The injector has a needle which is displaced between a close position where no fuel is allowed to flow into a sac portion and an open position where the fuel is allowed to flow into the sac portion. The control device has a fuel injection controller controlling a fuel injection period and an injector controller controlling a motion of the needle. The injector controller executes control to reduce a moving speed of the needle before the needle reaches the closed position when the injection period ends.

A fuel injection control device is applied to an internal combustion engine including a fuel injection valve and causes a valve body to be in a valve open state accompanying an energization of the fuel injection valve to inject fuel. The fuel injection control device acquires a dynamic parameter. The fuel injection control device acquires an injection amount parameter. The fuel injection control device calculates, based on the dynamic parameter, a dynamic correction value. The fuel injection control device calculates, based on the injection amount parameter, an injection amount correction value. The fuel injection control device corrects a fuel injection using the dynamic correction value and the injection amount correction value.

A method for identifying a type of a fuel injector installed in an internal combustion engine includes generating a control signal to supply electrical energy from a power source for actuating the fuel injector, monitoring the electrical energy, identifying a pattern in the electrical energy, the pattern being indicative of the type of the fuel injector, and outputting a notification indicative of an incorrect injector type based on the pattern.

A fuel injection control device includes an additional energization unit. Concerning an undershoot state caused by a first energization for fuel injection, a return period is an estimated period required for a movable core to return to an initial position from a first energization. An injection interval ranges from the first energization to a second energization that is for a next fuel injection. An allowable period is obtained by subtracting a rise period estimated for the second energization from the return period. The additional energization unit adds an additional energization between the first energization and the second energization when the injection interval is longer than or equal to the allowable period and is shorter than or equal to the return period.

A method for operating a combustion engine performing an injection quantity correction is described. A total injection quantity per pulse of an injector is divided into a plurality of smaller equal quantity pulses. The smaller quantity pulses are implemented in ballistic injector mode. On the basis of this step, a corresponding offset correction is carried out. After the offset correction has been applied, a further correction is carried out in linear injector mode. An additional alternative for performing an injection quantity correction without additional sensor hardware is thereby provided.

An energization instruction switch switches energization instruction signals to instruct energization of fuel injection valves. A first cylinder designation switch designates one of the energization instruction signals to designate a valve closing detection cylinder. A valve closing detection unit monitors downstream voltage of the fuel injection valve to detect occurrence of an inflection point in change of the downstream voltage to detect a valve closing. A second cylinder designation switch designates one of the downstream voltages and designates the valve closing detection cylinder. A valve closing time measuring unit measures a valve closing time, which is from a switching timing of the energization instruction signal from ON to OFF to a valve closing detection timing, for injection of the valve closing detection cylinder. A valve closing time learning unit learns the valve closing time measured by the valve closing time measuring unit.

Emission of unburned hydrocarbons and soot is reduced while ensuring startability (ignitability) in a cold start mode of an internal combustion engine. Thus, fuel is injected with a first injection rate as an injection rate of a fuel injection valve 100 in a warm state in which a temperature of an engine 30 is equal to or higher than a set temperature, and the fuel is injected with a second injection rate lower than the first injection rate as the injection rate of the fuel injection valve 100 in a cold state in which the temperature of the engine 30 is lower than the set temperature at the same fuel pressure as that in the warm state.