JP2003148217A - Engine, exhaust temperature control device and method for engine, and program to make computer function as exhaust temperature control means for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of misfire or knocking of gas engine by controlling a cylinder exhaust temperature within a predetermined range. SOLUTION: If an engine speed is not less than 950 rpm at S1, an exhaust temperature is measured at a predetermined interval at S2, an average value of the cylinder exhaust temperature is calculated at S3, a load factor at that time is determined at S4, an average exhaust temperature Tave is compared to the exhaust temperature T(n) of each cylinder to determine whether the deviation ΔTn is larger than a set deviation Tlimit in the load factor or not. When the deviation is larger, control is required and the step proceeds to S6. When the deviation is smaller, since the exhaust temperature is within the set deviation, the adjustment of fuel injection period is not required and the step returns to S2. At S6, it is determined that a valve opening period is increased or reduced. When the increase is determined, a target valve opening period is increased (S7). When the reduction is determined, the target valve opening period is reduced (S8). When the number of rotations is larger than a predetermined one at S7, the steps S2 to S6 are repeated. A cylinder of which the exhaust temperature is out of the set deviation is controlled until the exhaust temperature falls within the set deviation. When the engine speed is not more than 950 rpm at S7, a control operation is stopped.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an invention for automatically adjusting the exhaust temperature of each cylinder by controlling an electronic fuel injection valve in an engine such as a gas engine to improve the variation of the exhaust temperature between the cylinders. Specifically, the present invention relates to such an engine, an exhaust temperature control device and control method for the engine capable of performing such control, and a program for causing a computer to function as the exhaust temperature control means.

[0002]

2. Description of the Related Art In a multi-cylinder engine, the temperature of the exhaust gas from each cylinder is not completely the same, and in the present situation, the variation in the exhaust temperature of each cylinder is 100 in a commercial engine.
It is specified to be within ± 15 ° C on average at% load. For a cylinder whose exhaust temperature deviates from this range, the exhaust gas temperature is adjusted by manually adjusting the gas adjusting valve of the cylinder, and the cylinders are balanced.

[0003]

Since the above-mentioned gas amount adjusting valve is adjusted at 100% load, 100% load is required.
Except for% load, the exhaust temperature may vary greatly among cylinders, and due to aging, even at 100% load, it is necessary to frequently adjust the gas amount adjustment valve by deviating from the initial set value. There is. If the deviation from the initial setting value due to such aging is left as it is, the variation in the exhaust gas temperature between the cylinders further increases, which may cause misfire or knocking, which is especially unfavorable in the operation of a cogeneration system. It will be profitable. That is, when engine misfire or knocking occurs in the cogeneration system, the first step is to derate the engine output (that is, the power generation amount of the system) as a human and equipment safety measure, and the second step This is because the engine is stopped in the step, and such derating of engine output and stopping of operation not only cannot supply the electric power expected by the operator of the system, which is disadvantageous in terms of economic efficiency, but in the worst case, the demand is reduced. This is because overcharge (violation of a power contract) is charged, which is disadvantageous.

Automatically controlling the variation in the exhaust gas temperature between the cylinders is an important technique for safely and stably operating the cogeneration system as described above. There has been a demand for a stable technique that can reliably achieve uniformization.

Therefore, an object of the present invention is to provide an exhaust gas temperature control technique capable of preventing the occurrence of misfire and knocking by keeping the exhaust gas temperature of each cylinder within a predetermined range in an engine such as a gas engine.

[0006]

An engine according to a first aspect of the present invention includes a plurality of cylinders, a plurality of electronic fuel injection valves (1) provided corresponding to each of the cylinders for supplying fuel, and Exhaust temperature measuring means (4) for measuring the exhaust temperature from each cylinder and outputting the exhaust temperature signal (10), and sampling the exhaust temperature signals from the exhaust temperature measuring means at predetermined time intervals When the average exhaust temperature of a plurality of cylinders is calculated, and the deviation obtained by comparing the average exhaust temperature with the exhaust temperature of each cylinder exceeds a predetermined set deviation,
And a control means (5) for controlling a valve opening period of the electronic fuel injection valve of the cylinder with a predetermined control amount.

The exhaust gas temperature control device according to a second aspect of the invention is an exhaust gas temperature control device for an engine that supplies fuel to each cylinder by each electronic fuel injection valve (1), and measures the exhaust gas temperature from each cylinder. And an exhaust gas temperature measuring means (4) for outputting respective exhaust gas temperature signals (10), and the exhaust gas temperature signals from the exhaust gas temperature measuring means are sampled at predetermined time intervals to obtain an average exhaust gas temperature of a plurality of cylinders. When the deviation obtained by comparing the average exhaust gas temperature with the exhaust gas temperature of each cylinder exceeds a predetermined set deviation, the opening period of the electronic fuel injection valve of the cylinder is predetermined. And a control means (5) for controlling with the control amount.

In the exhaust gas temperature control device for an engine according to a third aspect of the present invention, an electronic fuel injection valve (1) is provided.
In an engine control device having a plurality of cylinders to which fuel is supplied by means of a plurality of exhaust temperature measuring means (4) for measuring the exhaust temperature from each of the cylinders and outputting an exhaust temperature signal (10), Load factor measuring means (6) for detecting the load factor of the engine and outputting a load signal (12)
And a control means (5). The control means (5) sets the setting deviation and the control amount corresponding to the load factor of the engine, and determines the current load factor of the engine from the load signal from the load factor measuring means. The exhaust temperature signal from each exhaust temperature measuring means was sampled at every predetermined time to calculate the average exhaust temperature of the plurality of cylinders, and the average exhaust temperature was compared with the exhaust temperature of each cylinder. When the deviation exceeds the set deviation at the current load factor, the valve opening period of the electronic fuel injection valve of the cylinder is controlled by the control amount (control signal 11) at the current load factor.

According to a fourth aspect of the present invention, there is provided an exhaust gas temperature control method for an engine, wherein a fuel is supplied to each cylinder by each electronic fuel injection valve (1). An exhaust temperature signal (10) is measured for each time, and an average exhaust temperature of the entire cylinders is calculated from each exhaust temperature signal, and the average exhaust temperature is compared with the exhaust temperature of each cylinder. When the obtained deviation exceeds a predetermined set deviation, the valve opening period of the electronic fuel injection valve of the cylinder is controlled by a predetermined control amount (control signal 11).

According to a fifth aspect of the program, a plurality of cylinders and an electronic fuel injection valve (1) provided for each of the cylinders and capable of controlling a valve opening period by a control signal.
And an exhaust temperature measuring means (4) which is provided for each of the cylinders and outputs the exhaust temperature as an exhaust temperature signal (10).
And a load factor measuring means (6) for detecting a load factor and outputting a load signal (12) are written in a computer whose control target is an engine, and cooperate with the configuration of the engine to produce a technical effect. Is played. Specifically, a set deviation and a control amount corresponding to the load factor of the engine are set, the current load factor of the engine is judged by a load factor signal from the load factor measuring means, and each exhaust temperature measuring means is determined. The exhaust temperature signal from the above is sampled every predetermined time to calculate the average exhaust temperature of all the cylinders, and the deviation obtained by comparing the average exhaust temperature with the exhaust temperature of each cylinder is the current load factor. When the set deviation is exceeded, the computer is caused to function as control means for controlling the opening period of the electronic fuel injection valve of the cylinder with the control amount at the present load factor.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention is shown in FIGS.
Will be described with reference to. FIG. 1 is a diagram schematically showing a configuration of an embodiment of the present invention. The gas engine of this example has a plurality of cylinders. An electronic fuel injection valve 1 is attached to a cylinder head 2 for each cylinder. The electronic fuel injection valve 1 is connected to a fuel supply source (not shown) via a fuel gas pipe 3 and supplies gas fuel to the combustion chamber in the cylinder. Further, an exhaust temperature measuring means 4 is attached to the cylinder head 2 for each cylinder. The exhaust temperature measuring means 4 measures the exhaust temperature near the outlet from each cylinder and outputs an exhaust temperature signal 10. In this example, a thermometer such as a pyrometer can be used as the exhaust temperature measuring means 4. In FIG. 1, one electronic fuel injection valve 1 and one electronic fuel injection valve 1 are provided.
Although one exhaust gas temperature measuring means 4 is shown, this is 1
In practice, as described above, the electronic fuel injection valve 1 and the exhaust gas temperature measuring means 4 are provided for each of the plurality of cylinders.

In the gas engine of this example, in order to adjust the exhaust temperature from each cylinder to fall within a certain range, as shown in FIG. 1, the exhaust temperature for controlling the opening period of the electronic fuel injection valve 1 is controlled. It has a control means 5 (control means 5). The control means 5 is connected to the exhaust temperature measuring means 4 and receives the exhaust temperature signal 10. Further, the control means 5 is also connected to each electronic fuel injection valve 1 and applies a control signal 11 to the electronic fuel injection valve 1 so that the exhaust gas temperature falls within a predetermined range. The valve opening period can be changed.

More specifically, a computer in which a program is written which processes information according to a predetermined procedure described later to adjust the valve opening period of the electronic fuel injection valve 1 or a computer similar to the computer. The governor set to perform the control functions as the control unit 5.

As shown in FIG. 1, the gas engine of this example has a load factor measuring means 6 and a rotation speed measuring means 7. These are connected to the control means 5, and output a load factor signal 12 and a rotation speed signal 13 to the control means 5, respectively.
That is, the control means 5 of this example uses the load factor and the engine speed of the engine as other necessary information in order to adjust the valve opening period of the electronic fuel injection valve 1 in order to control the exhaust temperature.

The gas engine of this example is used as a prime mover for cogeneration, and drives a generator (not shown). Therefore, the load of the engine mentioned above is the generated electric power, and the load factor means the power factor. Specifically, a signal indicating how much power the generator is currently generating is sent to a generator panel (not shown), and the signal is output from the generator panel to the control means 5 as a load factor signal 12. That is, the generator or the generator panel functions as the load factor measuring means 6.

As the rotational speed measuring means 7, a non-contact type rotational speed detecting element using light provided in the rotational driving portion of the engine can be used.

As shown in FIG. 1, an input means 8 for setting predetermined data necessary for control is connected to the control means 5 of the gas engine of this embodiment. The predetermined data necessary for control includes the following 1) to 5). 1) Control start (end) rotation speed [rpm] This is the engine rotation speed at which the control is started when the value exceeds the value and the control is ended when the value is less than the value. 2) Sampling set time [sec] This is a time interval for sampling the exhaust gas temperature signal, and can be set within the range of 0.1 to 60 sec in this example. 3) Set load [%] This is one or more load values set as a control branch point in the control of this example, and eight values are set from L0 to L7 in this example. 4) Dilation rate Rdur [deg.Crank
Angle / sec] means the changing speed of the control amount at each value of the set load.
Here, in this example, the control amount is the valve opening period of the fuel injection valve that is a direct control target of the control means 5 (unit: [degC
A]). In this example, the amount of change in the valve opening period per second is indicated by the crank angle, for example, 0.1 de
If gCA is set, 0.1 degC per second during control
A. The opening of the fuel injection valve increases or decreases. 5) Setting deviation Tlimit [° C] At each setting load, the allowable range of deviation between the actual exhaust temperature at the sampling timing and the average exhaust temperature of all cylinders of the gas engine is set independently of the duration rate. It is a fixed value.

FIG. 2 schematically shows the control of the exhaust temperature in the engine of this example, and the control procedure in this example or the function of the control means 5 will be briefly described with reference to this figure. . The control means 5 periodically recognizes the exhaust gas temperature with a sampling set time (tsamp [sec]), and also recognizes the engine load at each recognized time, and the setting deviation Tlimit [° C] according to this load. According to the control of this example, the average exhaust gas temperature Tave [° C.] of the entire 6 cylinders is calculated. The upper limit value and the lower limit value in FIG. 2 indicate (average exhaust gas temperature Tave + setting deviation Tlimit) [° C.] and (average exhaust gas temperature Tave−setting deviation Tlimit) [° C.], respectively. Even if one of the six cylinders deviates from the set deviation range at a certain time as indicated by the broken line in the figure, the exhaust temperature control according to this example causes the exhaust temperature of the cylinder to fall within the set deviation range ( Adjusted so that it falls between the upper and lower limits.

That is, in the control shown in FIG. 2, for example, if the sampling set time is 0.1 sec.
The exhaust temperature signal taken in every 1 sec is calculated, and if it is 60 sec, the exhaust temperature signal taken in every 60 sec is calculated. In this example, 2se
c.

The above calculation by the control means 5 recognizes the cylinder outlet exhaust temperature of each cylinder for each data sample, calculates the average value of the exhaust temperature of all the cylinders, and calculates the average value of the entire cylinder and each cylinder. Cylinder outlet exhaust temperature is compared to determine whether the exhaust temperature of each cylinder is within the set deviation. In this way, the set deviation is a plus / minus (upper / lower limit) deviation from the average value. The electronic fuel injection valve 1 is controlled for cylinders that deviate from this set deviation.

The dilation rate is used to control the electronic fuel injection valve 1, and the valve opening period of the electronic fuel injection valve 1 is changed until the exhaust temperature of the corresponding cylinder falls within the set deviation. As described above, the set deviation and the duration rate can be set to different values for each set load.

FIG. 3 shows set load (load factor, horizontal axis) and duration rate Rdur [deg.CrankAngl].
e / sec] (vertical axis) is shown as an image example. Although any number of set loads can be set from L0 to Ln, n = 7 in this example, and a total of eight set loads can be set. For example, L0 is set to 0% and L1 is set to 25%. Further, as shown in FIG. 3, each point (L
The setting deviation between 0, L1, ...) Is set so as to linearly connect the points.

FIG. 4 shows the relationship between the set load (load factor, horizontal axis) and the set deviation Tlimit [° C.] (vertical axis) as an example. Regarding the setting deviation, an arbitrary number of setting loads L0 to Ln can be set, but in this example, as described above, n = 7 and a total of eight setting loads can be set. In addition,
The setting load at this time can be set independently of the setting load of the duration rate. Further, as shown in FIG. 4, the set deviation between the points (L0, L1, ...) Of the set load is set so as to linearly connect the points.

If the set deviation is set to, for example, 10 ° C., the allowable range is within ± 10 ° C. of the average exhaust gas temperature at the outlet of the entire cylinder, and the difference between the actual exhaust gas temperature and the average exhaust gas temperature is within this range. If it is at, control is not performed, and if it deviates from this range, control is performed.

FIG. 5 is a flow chart showing the control procedure of the exhaust temperature by the control program written in the control means 5 of this example. In the figure, S1 to S9 correspond to steps 1 to 9. The control function of the control means 5 realized by the control procedure performed by the control means 5 and the program written in the control means in cooperation with each other or by the cooperation of both will be described with reference to this figure.

As shown in FIG. 5, when the operation of the control means 5 is started after the engine is started, the control means 5 inputs the rotation speed signal 13 output from the rotation speed measuring means 7 in step 1 to start the operation of the engine. Detect the number of rotations. Here, if the engine speed is, for example, 950 rpm or more, the control operation is performed, and the control procedure proceeds to step 2. 9
If it is less than 50 rpm, step 1 is repeated at appropriate intervals without performing the control operation. The engine speed at which the control operation should be performed can be arbitrarily set from the input means.

In step 2, the control means 5 starts sampling the exhaust gas temperature. That is, the control means 5
Is the exhaust temperature signal 1 output by the exhaust temperature measuring means 4.
0 is set to a preset sampling setting time tsamp [se
c] to detect the exhaust temperature of each cylinder.

In step 3, the control means 5 instantly calculates the average exhaust temperature Tave [° C.] of all the cylinders from the exhaust temperature of each cylinder input every sampling set time tsamp [sec].

In step 4, the control means 5 judges the load factor of the engine from the load factor signal 12 output by the load factor measuring means 6. From this load factor, a set deviation Tlimit [° C.] for determining whether to control the electronic fuel injection valve 1 based on FIG. 4 is calculated, and the electronic fuel injection valve 1 control based on FIG. Dilation rate Rdur [degCA / s]
ec] is calculated. Further, the control means 5 uses the step 3
The average exhaust gas temperature Tave [° C.] calculated in step 2 is compared with the exhaust gas temperature T (n) [° C.] of each cylinder (maximum 18 cylinders, minimum 6 cylinders), and the deviation ΔTn [° C.] is calculated. .

In step 5, the control means 5 controls the absolute value | ΔTn of the deviation ΔTn [° C.] in each cylinder.
And the set deviation Tlimit [° C.] at the load factor are determined to be larger or smaller, and whether or not to control the electronic fuel injection valve 1 of each cylinder is determined. If | ΔTn |> Tlimit, control is required because the exhaust temperature deviation ΔTn [° C] of the cylinder exceeds the set deviation Tlimit [° C], and the process proceeds to the next step 6 (FIG. 5, FIG. 5). Step 5
Medium, formula). When | ΔTn | ≦ Tlimit, the exhaust temperature deviation ΔTn [° C.] of the cylinder is set to the set deviation Tlimit.
It is within the range of [° C.], and it is not necessary to adjust the fuel injection period in the electronic fuel injection valve 1 of the cylinder, and the control returns to step 2 and the same procedure is repeated (FIG. 5, step 5, expression).

In step 6, the control means 5 checks the sign of the exhaust temperature deviation ΔTn [° C], and the current exhaust temperature T (n) [° C] of the cylinder deviates to either the high temperature side or the low temperature side. Determine if That is, ΔTn>
In the case of 0 (equation in FIG. 5, step 6), exhaust temperature T (n) <average exhaust temperature Tave, and the current exhaust temperature T (n) [° C.] of the cylinder deviates to the low temperature side. It is determined that When ΔTn <0 (equation in step 5 of FIG. 5), exhaust temperature T (n)> average exhaust temperature Tave, and the current exhaust temperature T (n) [° C.] of the cylinder is on the high temperature side. It is determined that there is a deviation.

In step 6, the exhaust temperature T (n) of the cylinder concerned <average exhaust temperature Tave (that is, ΔTn>
In the case of 0), since the current exhaust gas temperature of the cylinder deviates to a temperature lower than the lower limit value, the process proceeds to step 7 and the exhaust gas temperature of the cylinder is increased. That is,
The control unit 5 determines the duration rate Rdur [deg · CA / se], which is the change speed of the opening period of the electronic fuel injection valve 1 of the cylinder determined in step 4.
c] is used to calculate the target value of the valve opening period as shown in FIG. 6, and the output signal 11 is given to the electronic fuel injection valve to change the valve opening period of the electronic fuel injection valve 1. In particular,
If the elapsed time from when it is determined that control is required in step 5 to the control is stopped again in step 5 through the loop of steps S9, S2, S3, S4, ... Initial value of valve period target value D
The target value of the valve opening period for 0 is expressed by the following equation. Target value for valve opening period [degCA] = D0 + Dc where Dc [degCA] = Rdur [degCA / s
ec] × tc [sec]

Further, in step 6, the exhaust temperature T (n) of the cylinder concerned> the average exhaust temperature Tave (that is, ΔT
In the case of n <0), the current exhaust gas temperature of the cylinder deviates to the high temperature side from the upper limit value, and therefore the process proceeds to step 8 and the exhaust gas temperature of the cylinder is lowered. That is, the control means 5 determines the duration rate Rdur [deg · CA / s] which is the changing speed of the opening period of the electronic fuel injection valve 1 of the cylinder determined in step 4.
ec] is used to calculate the target value of the valve opening period as shown in FIG. 7, and the output signal 11 is given to the electronic fuel injection valve to change the valve opening period of the electronic fuel injection valve 1. In particular,
If the elapsed time from when it is determined that the control is required in step 5 to the control is finally passed through the loop of steps S9, S2, S3, S4 ... Initial value of valve period target value D
The target value of the valve opening period for 0 is expressed by the following equation. Target value of valve opening period [degCA] = D0-Dc Here, Dc [degCA] = Rdur [degCA / s
ec] × tc [sec]

In this way, the duration rate control is performed, that is, after the valve opening period of the fuel injection valve is adjusted so as to be within the set deviation in step 7 or step 8 and the fuel injection amount is adjusted, step 9 is performed. In step 1, the control means 5 detects the engine speed as in step 1, and if the engine speed is, for example, 950 rpm or higher, returns the control procedure to step 2 and proceeds from step 2 to step 7, 8. repeat. As a result, for cylinders that deviate from the set deviation, the valve opening period of the electronic fuel injection valve 1 is increased or decreased at the duration rate Rdur [degCA / sec] set for each load of the engine. Thus, the control is continued until the exhaust gas temperature falls within the set deviation. If it is 950 rpm or less in step 9, the control operation is stopped. The reference rotation speeds in steps 1 and 9 are set to be the same.

In the above control, the variation of the exhaust gas temperature is generally large as the load is low and small as the load is high.
If it is attempted to suppress the variation at a low load as in the case of a high load, there is a possibility that the exhaust temperature diverges (is not converged) due to unreasonable control. As a measure against this, the setting deviation and the duration rate are changed for each load so that the exhaust temperature range is suitable for the load. The duration rate also has an adjustment amount suitable for the load. If the duration rate is large under high load, control may diverge. If the duration rate is small under low load, the control speed may be slow. Therefore, generally, the setting deviation and the duration rate that should be set tend to be larger for lower loads and smaller for medium and high loads. Since the setting deviation and the duration rate are independent,
It has the advantage that it can be controlled according to the load.

FIG. 8 is a graph showing the effect of engine control according to this example. Here, the engine operating state changes the load factor from 50% to 80%,
It returns to%. The setting deviation Tlimit [° C.] is set to be ± 10 ° C. of the average value of the outlet exhaust temperature of the entire cylinder. Dilation rate Rdur [degCA / se
c] is 0.05 [deg] when the load factor is 50% to 80%.
CA / sec] was set.

In FIG. 8, there is a cylinder where the exhaust temperature deviates from the set deviation at the deviation upper limit and the deviation lower limit at a load factor of about 65%. Normally, without this control, the exhaust temperature does not return and each cylinder is operated with the exhaust temperature unbalanced. However, due to the effect of this control, the exhaust temperature is within the normal range soon as shown in FIG. Has returned to. As described above, even in a situation where the exhaust gas temperature may fluctuate, this control can automatically correct the fluctuation and prevent knocking and misfire due to the imbalance of the exhaust gas temperature between the cylinders. .

Although the engine of this embodiment described above is a 6-cylinder engine having a cylinder diameter of 220 mm, the same effect can be obtained by the present invention even if the cylinder diameter and the number of cylinders are changed. Further, although the duration rate and the setting deviation divide the total load into eight pieces, this number can be increased or decreased as necessary.

Although this example relates to a gas engine, it can be applied to other than a gas engine as long as the engine can adjust the opening timing of the electronic fuel injection valve in order to control the exhaust temperature. .

[0040]

According to the present invention, since the opening period of the electronic fuel injection valve is controlled when the difference between the average exhaust gas temperature of the cylinder and the exhaust gas temperature deviates from the set deviation, the variation of the exhaust gas temperature is automatically controlled. Can be corrected to prevent knocking and misfire.

[Brief description of drawings]

FIG. 1 is a diagram schematically showing an embodiment of the present invention.

FIG. 2 is a control image diagram for explaining an outline of control of exhaust temperature in the embodiment of the present invention.

FIG. 3 is an image diagram showing that there is a fixed relationship between a load factor and a setting deviation in the embodiment of the present invention.

FIG. 4 is an image diagram showing that there is a fixed relationship between a load factor and a duration rate in the embodiment of the present invention.

FIG. 5 is a flowchart showing a control procedure in the embodiment of the present invention.

FIG. 6 is an operation image diagram when increasing the valve opening period of the electronic fuel control valve according to the embodiment of the present invention.

FIG. 7 is an operation image diagram in the case of reducing the valve opening period of the electronic fuel control valve in the embodiment of the present invention.

FIG. 8 is a diagram showing, as an example, a change with time of an exhaust temperature of an engine which is controlled according to the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Electronic fuel injection valve, 4 ... Exhaust gas temperature measuring means, 5 ... Control means, 6 ... Load factor measuring means, 7 ... Rotation speed measuring means, 8 ...
Input means, 10 ... Exhaust temperature signal, 11 ... Control signal, 12
... load factor signal, 13 ... rotation speed signal.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 45/00 360 F02D 45/00 360C 364 364Z (72) Inventor Nishi Sakafumi Nishishinmachi 125-Gunma Prefecture Ota-shi 125- 1 Niigata Iron Works Motor Company Engineering Department (72) Inventor Sadao Nakayama 125-1 Nishishinmachi, Ota City Gunma Prefecture Niigata Iron Works Motor Company Engineering Department F Term (reference) 3G084 AA05 BA13 CA09 DA04 DA07 DA11 DA22 DA23 DA27 DA28 DA35 DA37 EA11 EB02 EB06 EB12 EC04 FA18 FA27 FA33 3G301 HA22 HA27 JA04 JA05 JA10 JA15 JA22 JA23 KA09 KA23 MA11 NA09 NE06 PA17Z PD16Z PE01Z

Claims (5)

[Claims] 1. A plurality of cylinders, a plurality of electronic fuel injection valves which are provided corresponding to each of the cylinders and which supply fuel to the cylinders, and exhaust temperatures from the respective cylinders are measured and the exhaust temperatures thereof are measured. Exhaust temperature measuring means for outputting a signal and each exhaust temperature signal from the exhaust temperature measuring means are sampled at predetermined time intervals to calculate an average exhaust temperature of the plurality of cylinders, and the average exhaust temperature and each cylinder are calculated. And a control means for controlling the opening period of the electronic fuel injection valve of the cylinder with a predetermined control amount when the deviation obtained by comparing the exhaust temperatures with each other exceeds a predetermined set deviation. engine. 2. An exhaust gas temperature control device for an engine for supplying fuel to each cylinder by each electronic fuel injection valve, wherein exhaust gas temperature measuring means for measuring exhaust gas temperature from each cylinder and outputting respective exhaust gas temperature signals. And sampling each exhaust temperature signal from the exhaust temperature measuring means every predetermined time to calculate an average exhaust temperature of the plurality of cylinders as a whole, and comparing the average exhaust temperature with the exhaust temperature of each cylinder. When the obtained deviation exceeds a predetermined set deviation, a control means for controlling the valve opening period of the electronic fuel injection valve of the cylinder with a predetermined control amount, and an exhaust gas temperature control device for an engine. 3. An engine control device comprising a plurality of cylinders to which fuel is supplied by respective electronic fuel injection valves provided, wherein a plurality of exhaust gas temperature signals from the cylinders are measured and an exhaust gas temperature signal is output. Exhaust temperature measuring means, load factor measuring means for detecting a load factor of the engine and outputting a load signal, setting deviation and control amount corresponding to the load factor of the engine are set, and the load factor measuring means The present load factor of the engine is determined by the load signal from the engine, the exhaust temperature signal from each of the exhaust temperature measuring means is sampled at predetermined time intervals, and the average exhaust temperature of all the plurality of cylinders is calculated. If the deviation obtained by comparing the exhaust temperature and the exhaust temperature of each cylinder exceeds the set deviation at the current load factor, An exhaust gas temperature control device for an engine, comprising: a control unit that controls a valve opening period of the electronic fuel injection valve with the control amount at the current load factor. 4. A method of controlling an engine in which fuel is supplied to each cylinder by each electronic fuel injection valve, wherein an exhaust temperature of each cylinder is measured as an exhaust temperature signal every predetermined time, and each exhaust temperature signal is measured. When calculating the average exhaust temperature of the entire plurality of cylinders from, when the deviation obtained by comparing the average exhaust temperature and the exhaust temperature of each cylinder exceeds a predetermined set deviation,
An exhaust gas temperature control method for an engine, comprising controlling a valve opening period of the electronic fuel injection valve of the cylinder with a predetermined control amount. 5. A plurality of cylinders, an electronic fuel injection valve which is provided for each of the cylinders and whose valve opening period can be controlled by a control signal, and an exhaust temperature which is provided for each of the cylinders and outputs an exhaust temperature signal as an exhaust temperature signal. Exhaust temperature measuring means,
A computer for controlling an engine having a load factor measuring means for detecting a load factor and outputting a load signal, a setting deviation and a control amount corresponding to the load factor of the engine are set, and from the load factor measuring means The load signal of the engine to determine the present load factor of the engine, the exhaust temperature signal from each of the exhaust temperature measuring means is sampled every predetermined time to calculate the average exhaust temperature of all the cylinders, and the average exhaust temperature and When the deviation obtained by comparing with the exhaust temperature of each cylinder exceeds the set deviation in the current load factor, the opening period of the electronic fuel injection valve of the cylinder is changed to the current load factor. A program for functioning as control means for controlling with the control amount.