JPS6047842A

JPS6047842A - System for controlling fuel-flow rate at the time of full- load operation

Info

Publication number: JPS6047842A
Application number: JP15451983A
Authority: JP
Inventors: Koji Itaba; 板場　宏治
Original assignee: Isuzu Motors Ltd
Current assignee: Isuzu Motors Ltd
Priority date: 1983-08-24
Filing date: 1983-08-24
Publication date: 1985-03-15
Anticipated expiration: 2009-11-09
Also published as: JPH0689701B2

Abstract

PURPOSE:To prevent drop of the output torque of an engine, by detecting change of an injection timing signal given from an electronic timer, and driving an actuator of a governor for controlling the fuel-flow rate in case that delay of the fuel injection timing is caused from the full-load torque condition at the time of steady operation of the engine. CONSTITUTION:A control system of this invention comprises an actuator 2 of a governor for controlling the fuel-flow rate and an electronic timer 1 for controlling the fuel injection timing. An engine-speed signal S1 given from an engine-speed sensor 4, an injection timing signal S3 given from a timing sensor 1a, etc. are furnished to an electronic control unit 6. In case that the injection timing signal S3 is delayed, an engine is controlled to have full-load torque characteristics at the time of steady operation of the same by applying a driving signal to the governor actuator 2 from the electronic control unit 6 and increasing the fuel-flow rate according to the engine speed. With such an arrangement, it is enabled to prevent deviation of the injection timing, for instance, at the time of starting a vehicle having a diesel engine mounted thereon and to thereby prevent drop of the output torque of the vehicle.

Description

【発明の詳細な説明】方法に関し、特にガバナと逗子タイマとの組合せで全負
荷燃料流量特性を変化させる制御方式に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method, and particularly to a control system for changing full-load fuel flow characteristics using a combination of a governor and a zigzag timer.

（従来技術）ディーゼル機関において電子タイマが採用さイ１゜たこ
とにより、急加速時の騒音対策の１こめタイミングを遅
らせたり、エンジンに長時間重負荷がかかりエンジンの
耐久性に問題が生じるような場合にタイミング（燃料噴
射時Ｍ）を遅らしている。(Prior art) With the adoption of electronic timers in diesel engines, it has become necessary to delay the timing of the first noise countermeasure during sudden acceleration, and to put heavy loads on the engine for long periods of time, causing problems with engine durability. In such cases, the timing (fuel injection time M) is delayed.

こうすることにより、騒音対策となり、また、エンジン
の信頼性向上を図ることができ好都合である。また、従
来から、燃料流量（以下Ｑという）を車の加速の１こめ
に補正することは一般に行なわイｔている。This is advantageous in that it serves as a countermeasure against noise and also improves the reliability of the engine. Furthermore, it has conventionally been common practice to correct the fuel flow rate (hereinafter referred to as Q) at the moment of acceleration of the vehicle.

（従来技術の問題点）古ころが、上記の様にタイミンクを遅らすと、同一の全
負荷トルク特性では同一の全負荷トルク特性を得ること
ができない。従って、タイミングを遅らすとトルクが落
ちてし韮うという欠点があった。(Problems with the Prior Art) If the timing is delayed as described above, the same full-load torque characteristics cannot be obtained with the same full-load torque characteristics. Therefore, there is a drawback that if the timing is delayed, the torque decreases.

（発明の目的）したがって、本発明の目的は、全負荷時、タイーミング
が遅ｎても同一トルク特性が得らイするまで全負荷Ｑ特
性を増加させるようにすることζこより。(Object of the Invention) Therefore, the object of the present invention is to increase the full load Q characteristic until the same torque characteristic can be obtained even if the timing is delayed at full load.

車の急加速時の１騒音を防止すると共０こエンジンの信
頼性の向上を得ることにある。The purpose is to prevent noise during rapid acceleration of a car and also to improve the reliability of the engine.

（発明の概要）本発明は、ガバナには全負荷Ｑ特性を２つ持たせること
により、全負荷時、タイミングの遅イｔによっても同一
トルク特性を得ることができるように構成する。(Summary of the Invention) According to the present invention, the governor is provided with two full-load Q characteristics, so that the same torque characteristics can be obtained even when the timing is delayed at full load.

（実施例）第１図は１本発明に係る燃料流量制御方式を説明する概
要図である。図中、１は電子タイマであり、タイミング
センサ１ａ、タイマ電磁弁１ｂ等を含んでいる。２はガ
バナアクチェータ、３はラックセンサ％　４はエンジン
回転数センサ、５はアクセルセンサ、６は電子制御装置
である。ここで動作について説明すると、ディーゼル機
関を搭載し１こ車両が通常定行している時は、エンジン
回転数センサ４からの回転数信号ＳＩ＋タイミングセン
サ１ａからの噴射時期信号Ｓ、が同期している。ところ
が、車両の発進時、坂道運転時等の過渡状態では咽射時
期がずれる。すると、この噴射時期のずイｔにより車両
の軸トルクが落ちてしまう。この状況を第２図を用いて
説明する。第２図（ａ）は、エンジン回転数ＮＥと軸ト
ルクＴとの関係を示した特性図である。この図から明ら
かな様に１図中。(Example) FIG. 1 is a schematic diagram illustrating a fuel flow rate control method according to the present invention. In the figure, 1 is an electronic timer, which includes a timing sensor 1a, a timer solenoid valve 1b, and the like. 2 is a governor actuator, 3 is a rack sensor, 4 is an engine rotation speed sensor, 5 is an accelerator sensor, and 6 is an electronic control device. To explain the operation here, when a vehicle equipped with a diesel engine is normally traveling, the rotation speed signal SI from the engine rotation speed sensor 4 + the injection timing signal S from the timing sensor 1a are synchronized. There is. However, in transient conditions such as when the vehicle starts or when driving on a slope, the timing of pharyngeal ejection shifts. Then, the shaft torque of the vehicle decreases due to this injection timing delay. This situation will be explained using FIG. 2. FIG. 2(a) is a characteristic diagram showing the relationship between engine speed NE and shaft torque T. As is clear from this figure, in Figure 1.

実線■は定常時の全負荷ｌ・ルクＴを示している。The solid line ■ indicates the total load 1/lux T in steady state.

点線■は噴射時期が遅イ″１．た場合のトルク′Ｖを示
しており、定常時の全負荷トルク状態から噴射時期が遅
イするとトルクＴは落ちることがわかる。第２図（ｂ）
はエンジン回転？ｃｙ、ＮＥと燃料ｏｆｔ　ｔｔ　Ｑと
の関係を示した特性図である。図中、実線■は、定常時
の全負荷Ｑ特性１点線■は、噴射時期が連孔ても第２図
（ａ）に示される定常時の全負荷トルク■を得ることが
できるようにする１こめに必要とｐるＱ特性である。こ
のようζこ、噴射時期が遅、ｎｌこ場合には、第２図（
ｂｌの点線■に示さ２するようなＱ特性にする必要があ
る。このために１本発明では。The dotted line ■ indicates the torque 'V' when the injection timing is retarded.It can be seen that the torque T decreases when the injection timing is retarded from the normal full-load torque state.Figure 2 (b)
Is the engine rotation? 4 is a characteristic diagram showing the relationship between cy, NE and fuel of tt Q. FIG. In the figure, the solid line ■ indicates the full load Q characteristic during steady state.The one-dot line ■ indicates that the full load torque ■ shown in Figure 2(a) can be obtained even if the injection timing is continuous. This is the Q characteristic that is required for the first time. In this case, the injection timing is late and nl, as shown in Fig. 2 (
It is necessary to have a Q characteristic as shown by the dotted line ■2 in bl. For this purpose, one aspect of the present invention.

タイミングセンサ力１ａからの噴射時期１ｇ号Ｓ、が遅
イｔたことを電子制御装置６で検知すると、該装置６は
、がバナアクチェーク２に駆動信号を送り。When the electronic control device 6 detects that the injection timing No. 1g S from the timing sensor force 1a is delayed, the device 6 sends a drive signal to the vanac check 2.

エンジン回転数ＮＨに応じて態別流量Ｑを増加さぜ、第
２図（ａ）の実線■に示さイ％るような定常時の全負荷
トルク特性ζこなる様にする。なお、この実施例につい
ては、ガバナは電子ガバナについて説明してきたが、な
にも電子ガバナに限定する必要はなく、メカガバナであ
ってもよい。この点につき更に詳細に説明すると、メカ
ガバナの場合は、第６図（ａ）に示さ、Ｉする様に、ア
クチェータ７を設けて、全負荷ストッパの位置を２個所
以上変化させる。即ち、アクセルレバ−８は少なくとも
実線状態の定常時フルレバー位置と１点綴状態の１県別
時Ｊｌ）」の遅れ時フルレバー位置を設定し、ガバナア
クチェータ７をオン、オフ切換可能にする。The specific flow rate Q is increased in accordance with the engine rotational speed NH, so that the full load torque characteristic ζ at a steady state is obtained as shown by the solid line (■) in FIG. 2(a). In this embodiment, although the governor has been described as an electronic governor, there is no need to limit the governor to an electronic governor, and a mechanical governor may be used. To explain this point in more detail, in the case of a mechanical governor, as shown in FIG. 6(a), an actuator 7 is provided to change the position of the full load stopper at two or more locations. That is, the accelerator lever 8 is set at least to a full lever position in a steady state in a solid line state and a full lever position in a delay state in a one-point state (Jl), thereby enabling the governor actuator 7 to be switched on and off.

電子ガバナの場合は、第２図（ｂｌにおいても説明した
が第６図（ｂｌ　ｌこ示される様に、定常時から噴射時
期が遅イ１．ると定常時データ■から噴射時期信号を時
データ■に全負荷Ｑテークを切換える。In the case of an electronic governor, as shown in Figure 2 (bl), but as shown in Figure 6 (bl l), if the injection timing is delayed from the steady state 1. Switch full load Q-take to data ■.

第４図は該ガバナの切換状況を示すフロー図であり、上
述した様に、メカガバナの場合は、第４図（ａ）に示さ
れる様に、定常時にはアクチェータ７はオフ状態である
が、噴射時期が遅れるとアクチェータ７はオン状、四に
切換える。電子ガバナの場合は、第４図（ｂｌに示され
る様ζこ、定常時には第３図（ｂｌの実線■で示さイｔ
た全負荷Ｑ定常時データを用いるが、噴射時期が遅れる
と第３図（ｂ）の点線■で示される噴射時期遅れ時デー
タに切換える。このように構成することにより、全負荷
時、噴射時期の遅れが生じても同一のトルク特性を１＋
ることかできる。FIG. 4 is a flowchart showing the switching status of the governor. As mentioned above, in the case of a mechanical governor, as shown in FIG. 4(a), the actuator 7 is in the off state during normal operation, but When the timing is delayed, the actuator 7 is switched on and switched to 4. In the case of an electronic governor, it is as shown in Figure 4 (bl), and in steady state it is as shown in Figure 3 (solid line ■).
The full load Q steady state data is used, but when the injection timing is delayed, the data is switched to the delayed injection timing data shown by the dotted line ■ in FIG. 3(b). With this configuration, even when there is a delay in injection timing at full load, the same torque characteristics can be maintained by 1+
I can do that.

（発明の効果）本発明によれは、ガバナと電子タイマとを巧みに組合せ
て、全負荷時、定常状、態から、噴射時期が遅れても、
同一のトルク特性を得ることができる様に構成したので
、急ツノ［］速時の騒音を減少させ、かつ坂道運行時に
おけるエンジンの耐久性を「％めで、エンジンの信頼性
を向上すると共にエンジンの動力性能の安定化を図るこ
とができるという効果を奏することができる。(Effects of the Invention) According to the present invention, by skillfully combining a governor and an electronic timer, even if the injection timing is delayed from a steady state at full load,
Since the structure is configured so that the same torque characteristics can be obtained, it reduces noise at steep corner speeds, improves engine durability when driving on slopes, improves engine reliability, and improves engine reliability. It is possible to achieve the effect of stabilizing the power performance of the engine.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明に係る燃料流量制御方式の概要図、第２
図（ａ）はエンジン回転数と軸トルクとの関係を示す特
性図、第２図（ｂ）は、エンジン回転数と燃料流量の関
係を示す特性図、第３図（ａ）はメカガバナの切換状態
図、第３図（ｂｌは′は子ガバナの切換状態図、第４図
（ａｌはメカガバナの切換状！ホフロー図、第４図（ｂ
）は電子ガバナの切換状ｖすのフロー図である。図中、１・・・タイマ、１ａ・・・タイミングセンサ。１ｂ・・・クイマ′戚磁弁、２・・・ガバナアクチェー
タ。６・・・ラックセンサ、４・・・エンジン回転数センサ
。５・・・アクセルセンサ、６・・・電子制御装置、７・
・・アクチェータ、８・・・アクセルレバ−０特許出願
人　いすソ自動車株式会社代理人　弁理士　辻　貫（夕ｔ　１　名　）Fig. 1 is a schematic diagram of the fuel flow control system according to the present invention, Fig. 2 is a schematic diagram of the fuel flow control method according to the present invention;
Figure (a) is a characteristic diagram showing the relationship between engine speed and shaft torque, Figure 2 (b) is a characteristic diagram showing the relationship between engine speed and fuel flow rate, and Figure 3 (a) is a characteristic diagram showing the relationship between engine speed and shaft torque. State diagram, Fig. 3 (bl is the child governor switching state diagram, Fig. 4 (al is the mechanical governor switching state! Hof flow diagram, Fig. 4 (b
) is a flow diagram of the switching state of the electronic governor. In the figure, 1...timer, 1a...timing sensor. 1b...Kuma's magnetic valve, 2...Governor actuator. 6...Rack sensor, 4...Engine speed sensor. 5... Accelerator sensor, 6... Electronic control device, 7.
... Actuator, 8 ... Accelerator lever - 0 Patent applicant: Isuso Jidosha Co., Ltd. Representative Patent attorney: Tsuji Tsuji (1 person)

Claims

【特許請求の範囲】[Claims]

（１）　燃料流量を制御するガバナと、燃料噴射時期を
調整する電子タイマとを設け、定常時の全負荷トルク状
態から燃料噴射時期の連孔状態となった場合には、前記
電子タイマからの噴射時期信号の変化を検知して、前記
ガバナのアクチェータを１駆動して、軸トルクの低減を
防止することを特徴とする全負荷時におりる燃料流量制
御方式。(1) A governor that controls the fuel flow rate and an electronic timer that adjusts the fuel injection timing are provided, and when the steady state of full load torque changes to a continuous state of the fuel injection timing, the electronic timer controls the A fuel flow rate control system at full load, characterized in that a change in an injection timing signal is detected and the actuator of the governor is driven once to prevent a reduction in shaft torque.

（２）　ガバナを電子ガバナとしたことを特徴とする特
許請求の範囲第（１）項記載の全負荷時における燃料流
量制御方式。(2) The fuel flow rate control system at full load as set forth in claim (1), characterized in that the governor is an electronic governor.