JPS62223423A - Fuel control device for disel engine - Google Patents
Fuel control device for disel engineInfo
- Publication number
- JPS62223423A JPS62223423A JP6424786A JP6424786A JPS62223423A JP S62223423 A JPS62223423 A JP S62223423A JP 6424786 A JP6424786 A JP 6424786A JP 6424786 A JP6424786 A JP 6424786A JP S62223423 A JPS62223423 A JP S62223423A
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- injection amount
- black smoke
- injection quantity
- memory
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 61
- 238000002347 injection Methods 0.000 claims abstract description 74
- 239000007924 injection Substances 0.000 claims abstract description 74
- 239000000779 smoke Substances 0.000 claims abstract description 37
- 230000015654 memory Effects 0.000 claims abstract description 18
- 230000002542 deteriorative effect Effects 0.000 abstract 2
- 230000001133 acceleration Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- 238000001514 detection method Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 238000005498 polishing Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野１
本発明は急加速時のブースト圧上昇遅れに伴う黒煙発生
を改善するディーゼル機関の燃料制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application 1] The present invention relates to a fuel control device for a diesel engine that improves the generation of black smoke caused by a delay in boost pressure rise during rapid acceleration.
［従来の技術］
一般に過給機付ディーゼル機関においては、車両発進時
やギアシフト直後の急加速時等に、ブースト圧の上界遅
れにより空気量が不足するにもかかわらず、アクセル開
度に応じた燃料が噴射されるため黒煙が瞬時的に多足に
排出される。そこで、種々の対策がとられている。[Prior Art] In general, in a turbocharged diesel engine, when the vehicle starts or when suddenly accelerating immediately after a gear shift, the air volume is insufficient due to a delay in the upper limit of the boost pressure, but the engine does not respond to the accelerator opening. As the fuel is injected, large amounts of black smoke are emitted instantly. Therefore, various measures are being taken.
例えば、レーシング、急加速等を行つτディーゼルエン
ジンが急激に低負荷から高負荷に移動、或いは燃料噴射
量演算値が急激に増加したときには、実際の燃料噴射量
を漸増するようにし、この漸増すべき状態の判定をアク
レル開度変化呈、噴射量の変化量、吸気圧力変化ｆｆ１
等の変化７１に曇づいて行う゛方法がある（特聞昭５８
−１５００３２号公報）。しかし、これによれば検出し
ているのは変化量であって、ブースト圧若しくは空気量
を直接検出しているわ（プではないので、必ずしもスモ
ーク発生を有効に防止することばできない。For example, when a τ diesel engine that performs racing, rapid acceleration, etc. suddenly moves from low load to high load, or when the calculated value of fuel injection amount increases suddenly, the actual fuel injection amount is gradually increased, and this gradual increase is Judgment of the required state is made based on the change in accelerator opening, the amount of change in injection amount, and the change in intake pressure ff1
There is a method to do this based on changes such as 71.
-150032). However, according to this method, what is detected is the amount of change, and not the boost pressure or the amount of air, so it cannot necessarily be said to effectively prevent the occurrence of smoke.
また、スロットル位置の変化から急加速時を検出して一
定時間燃斜噴射量を抑えたものもある（ ４ｊｊ聞昭５
７−１８６０３１号）。しかし、これによれば、スロッ
トル位置変化を検出しているため、一応急加速状態の判
定はできるが、急加速という状態であってもブースト圧
がもともと高い状態からの加速ではブースト圧の絶対値
も高く噴射量を抑える必要がないのに、噴射量を抑えて
しまうという不具合もある。There is also a system that detects sudden acceleration based on changes in throttle position and suppresses the fuel angle injection amount for a certain period of time (4jj Bunsho 5)
7-186031). However, according to this method, since changes in the throttle position are detected, it is possible to determine a sudden acceleration state, but even in a state of sudden acceleration, when accelerating from a state where the boost pressure is originally high, the absolute value of the boost pressure There is also the problem that the injection amount is suppressed even though there is no need to suppress the injection amount.
［発明が解決しようとする問題点］
上記した如くアクセル開度変化間等やスロットル位置変
化を検出するものでは、スモーク発生を必ずしも有効に
防１し得ないばかりか一１燃料噴射ｈ１を絞る必ｖりが
ないときでも噴射量を絞って動力性能を落とりという欠
点があった。[Problems to be Solved by the Invention] As described above, the device that detects changes in accelerator opening or throttle position does not necessarily effectively prevent smoke generation, and also makes it necessary to throttle fuel injection h1. The disadvantage was that even when there was no V-resistance, the injection amount was reduced, resulting in a drop in power performance.
したがって、本発明の「１的は、動力性能を１０うこと
なく車両発進時やギへッジ７１〜直１ｖの急加速時に、
Ｊ５ける黒煙の排出を有効に低減できるデイーゼル機関
の燃ｆｉｌ ｉｌｉ’ｌ ｔ２１１ Ｈ置を１■Ｕるこ
とである。Therefore, the first object of the present invention is that when the vehicle starts or when suddenly accelerating from 71 to 1V in a straight line, without reducing the power performance by 10%,
It is possible to effectively reduce the emission of black smoke from a diesel engine by increasing the fuel filtration position of the diesel engine by 1.
［問題点を解決するための手段］
上記目的に沿う本発明は、ブース１−圧を検出して急加
速時に燃料噴射量を抑制御るＪ、うにしたものである。[Means for Solving the Problems] The present invention, which meets the above object, detects the booth pressure and controls the fuel injection amount during sudden acceleration.
即ら、ブースト圧と回転速１αとから決まる黒煙許容燃
料噴射量を求めてメモリに記憶さけ一１検出したブース
ト圧と検出した回転速度とに応じた黒煙許容燃料噴射量
を上記メモリから求めて、この鴫！８聞と最適撚わ１噴
射苗との大小を比較し、黒煙許容燃料噴射量よりも最適
燃料噴ＤＩ ｆｕの方が大きいとき、この最適燃料噴射
量に代えて実際の噴射量を黒煙許容燃料噴射はとする信
号を制御Ｉ器から出力し、これをガバナに与えるように
したものである。That is, the allowable black smoke fuel injection amount determined from the boost pressure and the rotational speed 1α is determined and stored in the memory. Look for it, this crow! Compare the size of the 8th cylinder and the optimum twist 1 injection seedling, and if the optimum fuel injection DI fu is larger than the black smoke allowable fuel injection quantity, the actual injection quantity is replaced with this optimum fuel injection quantity. The permissible fuel injection is performed by outputting a signal from the controller and giving it to the governor.
ここで、黒煙許容燃料噴射量とは、スモーク発生のない
噴ｔＪ１ｆｆｌではなく、４ツカ性能がＩＱねれない程
度に所定のスモーク濃度を維持することができる最大燃
料噴射量である。Here, the black smoke allowable fuel injection amount is not the injection tJ1ffl without smoke generation, but is the maximum fuel injection amount that can maintain a predetermined smoke concentration to the extent that the four-engine performance does not deteriorate.
［作用］
ブースト圧が高い状態からの加速的には、メモリから求
められる黒煙許容燃料噴射量も大きく、したがって最適
燃料噴射量の方が小さくなり、最適燃料噴射量が実際の
噴射量としてそのまま噴射される。[Function] When accelerating from a state where the boost pressure is high, the black smoke permissible fuel injection amount determined from the memory is also large, so the optimum fuel injection amount becomes smaller, and the optimum fuel injection amount remains unchanged as the actual injection amount. Injected.
反対にブースト圧が低い状態からの加速時には、求めら
れる黒煙許容燃料噴！８量が小さく、したがって最適燃
料噴射量の方が大ぎくなるため、最適燃料噴ｔＪ４ｆｆ
ｉではなく、これよりも小さい黒煙許容燃料噴ＩＪｊ吊
が実際の噴射量として噴射される。その結果、車両発進
時やギアシフト直後の急加速時には黒煙許容燃料噴射量
が噴射される。On the other hand, when accelerating from a low boost pressure state, fuel injection that allows black smoke is required! 8 quantity is small and therefore the optimum fuel injection quantity is larger, the optimum fuel injection quantity tJ4ff
Instead of i, black smoke allowable fuel injection IJj, which is smaller than this, is injected as the actual injection amount. As a result, the allowable black smoke fuel injection amount is injected when the vehicle starts or when it suddenly accelerates immediately after a gear shift.
［実施例］
本発明の実施例を第１図〜第４図に基づいて説明すれば
以下の通りである。なお、ここでは、メモリとメモリＲ
ＩＳとは異なる意味で使っている。[Example] An example of the present invention will be described below based on FIGS. 1 to 4. In addition, here, memory and memory R
It is used in a different sense from IS.
第１図は本発明のデイーゼル機関の燃料制’６０装置例
を示す。１はディーゼルエンジンであって、その排ガス
を過給機２に導いてブース１〜圧を得ている。３はブー
スト圧を検出するブーストセンサ、４はエンジン回転速
数を検出Ｊる速度セン１す、５はアクセル開度を検出す
るアクセル聞１ηセンザであって、これらの検出信号は
、制御器６に加えられる。これらの検出信号に基づいて
制ネ１１器６（、まコン［・〔１−ルラック用アクチュ
エータ７に信号を与え、この信号により電子制御式ガバ
ナ８は燃料用ｒ：Ａ出を決定する。FIG. 1 shows an example of a '60 fuel control device for a diesel engine according to the present invention. 1 is a diesel engine whose exhaust gas is guided to a supercharger 2 to obtain pressure from a booth 1. 3 is a boost sensor for detecting boost pressure; 4 is a speed sensor for detecting engine speed; 5 is an accelerator pedal sensor for detecting accelerator opening; these detection signals are sent to controller 6; added to. Based on these detection signals, a signal is given to the brake actuator 7 for the throttle control 11 (6), and based on this signal, the electronically controlled governor 8 determines the fuel r:A output.
上記制御器６には２つのメモリが備えられている。１つ
は、アクセル開度θ（％）をパラメータとして回転速度
Ｎに対する最適燃料噴射量Ｑを求めた第３図に示すガバ
ナマツプを記憶させたメモリ部９である。燃料噴０１は
通常このガバナマツプによって決められる。The controller 6 is equipped with two memories. One is a memory section 9 that stores a governor map shown in FIG. 3 in which the optimum fuel injection amount Q for the rotational speed N is determined using the accelerator opening θ (%) as a parameter. Fuel injection 01 is normally determined by this governor map.
他の１つは、ブース１〜圧Ｐをパラメータにして車両走
行時に黒煙が許容できるレベルにあるにうに、回転速度
Ｎに対する黒煙許容撚１１噴ＩＪ ｆｉｌ Ｑを求めた
第２図に示すブーストマツプを記憶させたメモリ１０で
ある。すなわら、回転速度Ｎｅでブース１〜圧Ｐｉどす
れば、Ｑｉ以下の噴ＣＩＪ吊であれば黒煙の濃１αは許
容でき、ＱｉＬス上を出すと空気帛不足のために黒煙潤
度は許容舶を超えてしまうことになる。しかし、同一回
転速度Ｎｅであってムブースト圧がイの瞬間に畠ければ
噴射Ｆｉｌ ｂ多く取れることにもなる。黒煙製電の８
１容値は、動力性能との関係から決める必要があるが、
例えば定常舶でス［−り潤度３ｍ÷４を満足するように
上記ブーストマツプを形成ザるので適当である。The other one is shown in Figure 2, where the black smoke permissible twist IJ fil Q for the rotational speed N was determined using Booth 1~Pressure P as a parameter so that the black smoke is at an allowable level when the vehicle is running. This is a memory 10 in which a boost map is stored. In other words, if the rotation speed is Ne and the pressure is Pi from booth 1, black smoke density 1α can be tolerated if the jet CIJ hangs below Qi, but if the jet is above QiL, the black smoke will become wet due to the lack of air. The temperature would exceed the permissible limit. However, if the rotational speed Ne is the same and the boost pressure is increased at the moment A, more Fil b can be injected. 8 of black smoke electronics
1 volume value needs to be determined from the relationship with power performance,
For example, it is appropriate to form the boost map so as to satisfy the water flow rate of 3 m ÷ 4 in a stationary ship.
さて、上記構成において、第４図に示す如く、速度セン
サ４とアクセル開度セン畳す５からそれぞれ回転速度Ｎ
ｅとアクセル開度θｅを制御器６が読み取ると、制御器
６はこれらの飴に基づいて第３図にガバナマツプから最
適燃料噴射量Ｑｅを求める。また、ブース［−圧Ｐｉを
読み取ると、このブースト圧Ｐｉと上記回転速度Ｎｅと
の値に基づいて第２図のブーストマツプから黒煙１１容
燃料噴射ｆｆ１Ｑｉを求める。そして、これら求めたＱ
ｉ とＱｅとの大小を比較する。この比較は適宜なされ
る。Now, in the above configuration, as shown in FIG.
When the controller 6 reads e and the accelerator opening θe, the controller 6 determines the optimum fuel injection amount Qe from the governor map shown in FIG. 3 based on these values. Further, when the booth [-pressure Pi is read, the black smoke 11 volume fuel injection ff1Qi is determined from the boost map shown in FIG. 2 based on the values of the boost pressure Pi and the rotational speed Ne. And these Q
Compare the size of i and Qe. This comparison is made as appropriate.
Ｑｉ ＞Ｑｃの１１．ｉ 、即ち、最適燃料噴Ｏｉｌ
ｆｉｌ！の方が黒煙ｎ容燃料噴％１量よりも小さい時、
制御器６は電子制Ｕｌ１式ガバナ８のコントロールラッ
ク用アクチュエータ７に噴射量を最適燃料噴射（３）Ｑ
ｅとする信号を出力する。したがって、電子制御式ガバ
ナ８【ユ噴射聞を同信号に基づきＱｅに決定し、燃石噴
用ポンプからＱｃを実際の噴ＤｒＪ量として噴ｑ］させ
る。11. Qi > Qc. i, i.e., optimal fuel injection Oil
fil! is smaller than the amount of black smoke n volume fuel injection %1,
The controller 6 directs the control rack actuator 7 of the electronically controlled Ul1 type governor 8 to the optimum fuel injection amount (3) Q
Outputs a signal e. Therefore, the electronically controlled governor 8 [determines the fuel injection volume to be Qe based on the same signal and injects Qc from the fuel oil injection pump as the actual injection amount DrJ].
反対にＱｉ ＜Ｑｅの時、即ち、最適燃料噴射量の方が
黒煙許容燃料噴射量よりも大きい時、制御器６はコント
ロールラック用アクチュエータ７に噴射量を黒煙許容燃
料噴射量Ｑｉ とする信号を出力Ｊる。したがって、燃
料ｌ１ｌＩｌ射ポンプからは、ガバナマツプから決めら
れるＱｅではなくＱｉが実際の噴９ｒＩ ｍとして噴射
される。On the other hand, when Qi <Qe, that is, when the optimal fuel injection amount is larger than the black smoke allowable fuel injection amount, the controller 6 causes the control rack actuator 7 to set the injection amount to the black smoke allowable fuel injection amount Qi. Outputs a signal. Therefore, Qi is injected from the fuel injection pump as the actual injection 9rIm, rather than Qe determined from the governor map.
このように上記実施例によれば、ブースト圧の変化量で
はなく、ブースト圧の絶対量を検知して燃料噴射はを制
御していることにより、最適燃料噴射ｉ、ｌが黒煙１容
燃料噴射Ａ聞を上回る車両発進時やギアシフト直後の急
加速時にのみ噴０Ａ（６）を絞って黒煙の低減をはかる
と共に、急加速状態であってムブースト圧がもともと高
い状態の加速時には噴射ａを絞るようなことがないため
、動力性能をｌｌ１１．１でさ”る。In this way, according to the above embodiment, the fuel injection is controlled by detecting the absolute amount of boost pressure rather than the amount of change in boost pressure, so that the optimum fuel injections i and l are equal to 1 volume of black smoke. In order to reduce black smoke, injection 0A (6) is reduced only when the vehicle starts or when the vehicle accelerates rapidly immediately after a gear shift, and injection A is turned off during sudden acceleration when the boost pressure is originally high. Since there is no need to throttle the engine, the power performance is set at 11.1.
なお、上記実施例ではＱｉ ＞Ｑｅの比較で、比較結果
がＱｉ ＜Ｑｅと出たとき実際の噴射量を０１に抑える
ように制υＯしているが、上界遅れのブース１〜圧も漸
次上り、回転数も上昇することから上記制御後にはＱｉ
とＱｅとの大小関係が逆転するためいつまでもＱｉに抑
えられているわけではない。即ら、噴射量が０１に抑え
られるのは一時的である。In the above embodiment, in the comparison of Qi > Qe, when the comparison result shows Qi < Qe, the actual injection amount is controlled to be 01, but the upper limit lag Booth 1~pressure is also gradually increased. Since the rotation speed also increases, Qi increases after the above control.
Since the magnitude relationship between Qe and Qe is reversed, it is not always suppressed to Qi. That is, the injection amount is only temporarily suppressed to 01.
このような観点から、噴射量がＱｉに抑えられたとき、
これをタイマーで一定時間保持させた後に本来の噴ＯＡ
Ｉ Ｑ ｅに戻すように構成することもでさる。このよ
うにすれば、比較同期を長くとることができる。From this point of view, when the injection amount is suppressed to Qi,
After holding this for a certain period of time with a timer, the original jet OA
It is also possible to configure it to return to IQe. In this way, comparison synchronization can be maintained for a long time.
［発明の効Ｆ２！］
以上要覆るに本発明によれば、ブースト圧を検出して、
これに塁づいて決められる黒煙許容燃料ｌｌｌ！Ｉ射ｆ
ｊｌを基準に燃料噴射量を決定するように構成したこと
により、アクセル開度変化串やスロットル位置変化を検
出して不要時にも燃料噴６４ ｍを抑えていた従来のも
のと異４ｒす、真にブース［へ圧もしくは空気量が不足
する車両発進時やギヤシフト直後の急加速時にのみ抑制
された黒煙許容燃料用＋ｍを噴射するので、動力性能を
１（１なうことなく黒煙の排出を有効に低減することが
できるという優れた効果を発揮する。[Efficacy of invention F2! ] In summary, according to the present invention, boost pressure is detected,
Black smoke permissible fuel can be determined based on this! I shot f
By configuring the fuel injection amount to be determined based on JL, the system is different from the previous model, which detects changes in accelerator opening and throttle position and suppresses fuel injection by 64 m even when unnecessary. Since the black smoke permissible fuel +m is injected into the booth [+m] which is suppressed only when starting the vehicle with insufficient pressure or air volume or when suddenly accelerating immediately after a gear shift, the power performance is reduced to 1 (black smoke is emitted without becoming 1). It exhibits an excellent effect of being able to effectively reduce the
第１図は本発明の一実施例に係るディーゼル機関の燃料
制御装置の構成図、第２図は第１図に示すメモリに記憶
されるブース１〜圧をパラメータとした黒煙許容噴射量
・回転速度特性図、第３図は同じく第１図に示すメモリ
部に記憶されるアクヒル開度をパラメータとした最適噴
射量・回転速度特性図、第４図は第１図に示す制御器の
機能を説明するフローヂｔ・−トである。
図中、１はディーゼルエンジン、２は過給機、３はブー
ストセンサ、４は速度センサ、５はアクレル開磨しンυ
、６は制御器、８は電子制御式ガバナ、９はメモリ、１
０はメモリ部である。
特ｙ［出願人 いすず自動車株式会社代理人弁理士
絹 谷 信 雄
第４図FIG. 1 is a block diagram of a fuel control device for a diesel engine according to an embodiment of the present invention, and FIG. 2 shows the allowable black smoke injection amount and pressure stored in the memory shown in FIG. A rotational speed characteristic diagram; FIG. 3 is an optimum injection amount/rotational speed characteristic diagram using the axle opening as a parameter, which is also stored in the memory section shown in FIG. 1; and FIG. 4 is a diagram showing the function of the controller shown in FIG. 1. This is a flowchart explaining the following. In the figure, 1 is the diesel engine, 2 is the supercharger, 3 is the boost sensor, 4 is the speed sensor, and 5 is the accelerator opening and polishing.
, 6 is a controller, 8 is an electronically controlled governor, 9 is a memory, 1
0 is a memory section. Special y [Applicant: Isuzu Motors Co., Ltd. Representative Patent Attorney
Nobuo Kinutani Figure 4
Claims (2)
射量を記憶したメモリと、検出ブースト圧と回転速度に
応じた噴射量をメモリから求めて最適燃料噴射量と比較
し、最適燃料噴射量の方が大の時これに代えて噴射量を
黒煙許容燃料噴射量とする信号をガバナに与える制御器
とを備えたディーゼル機関の燃料制御装置。(1) A memory that stores the black smoke allowable fuel injection amount determined from the boost pressure and rotational speed, and an injection amount corresponding to the detected boost pressure and rotational speed are determined from the memory and compared with the optimal fuel injection amount. A fuel control device for a diesel engine, comprising: a controller that sends a signal to a governor to set the injection amount to a black smoke permissible fuel injection amount in place of this when the injection amount is larger.
る最適燃料噴射量を記憶したメモリ部、上記ブースト圧
を検出するブーストセンサ、上記速度を検出する速度セ
ンサ、アクセル開度を検出するアクセルセンサを備え、
検出速度とアクセル開度に応じて上記メモリ部から求め
た噴射量を上記最適燃料噴射量とする特許請求の範囲第
１項記載のデイーゼル機関の燃料制御装置。(2) The controller includes a memory unit that stores the optimum fuel injection amount determined from the rotational speed and the accelerator opening, a boost sensor that detects the boost pressure, a speed sensor that detects the speed, and an accelerator that detects the accelerator opening. Equipped with a sensor,
2. The fuel control device for a diesel engine according to claim 1, wherein the injection amount determined from the memory section according to the detected speed and the accelerator opening is the optimum fuel injection amount.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6424786A JPS62223423A (en) | 1986-03-24 | 1986-03-24 | Fuel control device for disel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6424786A JPS62223423A (en) | 1986-03-24 | 1986-03-24 | Fuel control device for disel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62223423A true JPS62223423A (en) | 1987-10-01 |
Family
ID=13252631
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6424786A Pending JPS62223423A (en) | 1986-03-24 | 1986-03-24 | Fuel control device for disel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62223423A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5174259A (en) * | 1989-07-20 | 1992-12-29 | Nissan Motor Company, Ltd. No. 2 | Fuel injection control system for turbocharged diesel engine |
-
1986
- 1986-03-24 JP JP6424786A patent/JPS62223423A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5174259A (en) * | 1989-07-20 | 1992-12-29 | Nissan Motor Company, Ltd. No. 2 | Fuel injection control system for turbocharged diesel engine |
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