JP2009162140A - Aircraft engine having electronic throttle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem that there is a need of a method for adjusting an engine output if a throttle valve is fully opened when an electronic throttle control device is out of order. <P>SOLUTION: This aircraft engine having an electronic throttle driven by an actuator includes an electronic control device for controlling a fuel injection quantity and an ignition timing according to an operating condition of the engine, and means for positioning a throttle valve of the electronic throttle at a fully-opened position when the actuator is under an abnormal condition. An electronic control device controls the engine output by controlling one of the fuel injection quantity or the ignition timing, or controlling both of them when the actuator is under the abnormal condition. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an aircraft engine having an electronic throttle.

  The electronic throttle control device is a kind of DBW (Drive By Wire). The electronic electronic throttle control device of an automobile uses a fail-safe mechanism that forcibly rotates the throttle valve in the fully closed direction (idle direction) using a return spring when the electric motor is not driven. Further, when the throttle valve is set to idle, the running performance is remarkably deteriorated, so there is a case where a separate default mechanism (default spring) is added.

  On the other hand, in an aircraft, for example, as shown in Patent Document 1 and Patent Document 2, it is conceivable to use an electronic throttle control device. In the event of a failure of the aircraft electronic throttle control device (when the motor is not operating), simply using the fail-safe mechanism of the automotive electronic throttle control device will not ensure sufficient air flow, resulting in reduced engine output. Aircraft safety cannot be ensured.

  In order to solve this problem in the patent application (Patent Document 3) by the unidentified applicant, the present applicant rotates the throttle valve in the fully open direction with the return spring when the motor is not operated, and ensures the air flow rate. It was proposed to maintain the engine output and ensure aircraft safety.

  However, Patent Document 3 does not show a method for controlling the engine output. In an aircraft engine, when an electronic throttle control device breaks down and makes an emergency landing, it is necessary to adjust the engine output according to cruise, descent, landing, landing, and the like.

Adjustment of the engine output requires adjustment of “fuel injection amount” and the like, but these adjustments depend on a pilot's manual operation. As a result, a heavy burden is placed on the pilot and it is impossible to concentrate on the maneuvering.
Japanese Unexamined Patent Publication No. 4-24197 U.S. Patent No. 6,317,680 Japanese Patent Application No. 2007-174050

  There has been a need for a method of adjusting the engine output when the throttle valve is fully opened when the electronic throttle control device fails.

  According to one aspect of the present invention, in an aircraft engine having an electronic throttle driven by an actuator, an electronic control device that controls the fuel injection amount and the ignition timing according to the operating state of the engine, and the throttle of the electronic throttle when the actuator is abnormal The electronic control unit is configured to control the engine output by controlling the fuel injection amount and / or the ignition timing when the actuator is abnormal.

  According to this embodiment, there is an advantage that the throttle valve of the electronic throttle is fully opened when the electronic throttle control device fails and the engine output of the aircraft can be adjusted.

  Further, according to this embodiment, since the engine output is automatically adjusted, an advantage of reducing the burden on the pilot can be obtained.

  Further, according to this embodiment, there is no need to mount a spare electronic throttle control device that operates when the electronic throttle control device fails, and there is an advantage that the weight of the aircraft can be reduced.

  According to another aspect of the present invention, in an aircraft engine having an electronic throttle driven by an actuator, an electronic control device for controlling the fuel injection amount and the ignition timing according to the operating state of the engine, and an electronic throttle when the actuator is abnormal The electronic control unit is configured to control the engine output by stopping fuel injection or ignition when the actuator is abnormal.

  According to this embodiment, an advantage that the engine output can be adjusted is obtained by stopping the fuel injection or ignition.

  In another aspect of the present invention, the aircraft engine includes a lever opening degree detection unit that detects a lever opening degree θ of an engine output lever that determines an operation state of the aircraft, an operation state detection unit that detects an operation state of the engine, The control device includes an engine output calculation unit that calculates the required engine output based on the lever opening θ, and a basic control that calculates the basic value of the fuel injection amount and the basic value of the ignition timing based on the operating state An amount calculation unit, a correction value calculation unit for calculating a correction value for the fuel injection amount, the ignition timing, or both based on the required engine output, a basic value for the fuel injection amount, and a basic value for the ignition timing; A control amount calculation unit that calculates the fuel injection amount and the ignition timing based on the fuel injection amount correction value, the ignition timing correction value, or both.

  According to this embodiment, there is an advantage that the aircraft engine output can be adjusted precisely by having the correction value calculation unit.

  Furthermore, in another aspect of the present invention, the correction value calculation unit further includes a configuration in which ignition is stopped when a required engine output is smaller than a predetermined threshold value.

  According to this embodiment, there is an advantage that power consumption can be reduced by controlling the ignition of the engine.

  Furthermore, in another aspect of the present invention, the operating state detection unit is an engine speed detection unit (Ne sensor) that detects the engine speed and an air flow rate detection unit (Pb sensor) that detects the air flow rate.

  According to this embodiment, there is an advantage that the engine output of the aircraft can be precisely adjusted by detecting the operating state of the engine.

(First embodiment)
Next, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram of an engine apparatus 1 according to the present embodiment. The engine device 1 controls the engine output of the aircraft by fully opening the throttle valve of the electronic throttle when the electronic throttle control device fails and controlling the fuel injection amount and the ignition timing. The engine output lever device 2 An electronic control unit (ECU) 5 and an engine 6 are provided.

  The engine 6 is a four-cylinder engine including first to fourth cylinders, and includes an electronic throttle device 7, a Pb sensor 8 that is an air flow rate detection unit as an operation state detection unit, a fuel injection device (injector) 9, and a spark plug 10 And an Ne sensor 11 which is an engine speed detector as an operation state detector.

  The Ne sensor 11 detects the engine speed in the operating state and transmits it to the ECU 5, and the Pb sensor 8 detects the air flow rate in the operating state and transmits it to the ECU 5.

  The engine output lever device 2 includes an engine output lever 3 and an opening sensor 4 that is a lever opening detector.

  The engine output lever 3 is operated by the pilot according to cruise, descent, landing, landing, etc., and adjusts the engine output required according to the operation of the aircraft.

  The opening sensor 4 detects the lever opening θ of the engine output lever 3 and transmits the lever opening θ to the ECU 5.

  The ECU 5 is a computer, a processor, a random access memory (RAM) that gives a work area to the processor, a read-only memory (ROM) that stores a program executed by the processor, and an aircraft equipped with various sensors. An input interface for receiving signals and an output interface for transmitting command signals and drive signals to various parts of the aircraft are provided.

  The ECU 5 controls the electronic throttle valve of the electronic throttle control device 7, the fuel injection amount of the injector 9, the ignition timing of the spark plug 10, and the like. Details will be described later.

  FIG. 2 shows a part of the configuration of the electronic throttle control device 7. The electronic throttle control device 7 will be described with reference to FIG.

  The electronic throttle control device 7 includes an electronic throttle 71, a spring 72 that is a means for positioning the throttle valve of the electronic throttle 71 in a fully open position, a gear 73, an electric motor 74 that is an actuator, and an abnormality detection sensor (Err sensor) 75. A solenoid can also be used as the actuator.

  The Err sensor 75 detects an abnormality of the electronic throttle control device 7 due to a failure of the electric motor 74, and transmits an abnormality signal (Err signal) to the ECU 5 assuming that the electronic throttle control device 7 is abnormal.

  When the electronic throttle control device 7 is normal, the throttle valve of the electronic throttle 71 is adjusted by driving the gear 73 by the electric motor 74, but when the Err sensor 75 detects an abnormality, it is moved in the fully open direction by the spring 72. Force (spring force) is applied, and the throttle valve is forcibly rotated to the fully open state.

  FIG. 3 is a block diagram of the ECU 5 of the present embodiment. This block diagram is created only for functions related to the engine device 1 of the present embodiment. The ECU 5 will be described with reference to FIG.

  The ECU 5 includes an input interface 51, an engine output calculation unit 52, a throttle valve control unit 53, a correction value calculation unit 54, a basic control amount calculation unit 55, a control amount calculation unit 56, a spring control unit 57, a switch 58, a switch 59, a switch 60 and an output interface 61 are provided.

  The input interface 51 receives the Err signal, the lever opening θ, the engine speed, and the air flow rate, and transmits the Err signal to the switch 58, the switch 59, and the switch 60, respectively. The engine speed and the air flow rate are transmitted to the throttle valve control unit 53 and the basic control amount calculation unit 55.

  The engine output calculation unit 52 includes an engine output map (T map) 521 that is a map showing the relationship between the lever opening θ and the engine output (requested engine output) required in accordance with aircraft operation.

  The engine output calculation unit 52 receives the lever opening θ, calculates the required engine output based on the lever opening θ and the T map 521, and requests the engine required by the throttle valve control unit 53 and the correction value calculation unit 54. Send output.

  The throttle valve control unit 53 includes a throttle opening map (TH map) 531 that is a map representing the relationship between the required engine output and the throttle valve of the electronic throttle 71.

  The throttle valve control unit 53 receives the required engine output, engine speed and air flow rate, calculates the throttle opening of the electronic throttle 71 based on these values and the TH map 531, and supplies the throttle valve to the switch 58. The control signal is transmitted.

  The correction value calculator 54 is a correction fuel injection amount map (correction KTI map) 541 that is a map showing the relationship between the correction value of the fuel injection amount and the required engine output, and the correction value of the ignition timing and the required engine output. Is provided with a corrected ignition timing map (corrected DIG map) 542.

  The corrected KTI map 541 will be described with reference to FIG. FIG. 4A shows the correction values of the fuel injection amounts of the first cylinder (22), the second cylinder (23), the third cylinder (24) and the fourth cylinder (25) of the engine 6 and the required engine output. Shows the relationship.

  The horizontal axis represents the required engine output, and the vertical axis represents the fuel injection amount correction value. A lean limit line (combustion limit line) 21 is a line indicating a limit value at which the corrected injected fuel can burn.

  At point a, the correction value of the fuel injection amount of the first to fourth cylinders is a map value (1.0) indicating that no correction is performed, and is the maximum output of the engine of the present embodiment.

  From point a to point b, the correction value of the fuel injection amount of the first cylinder shows from the map value to the lean limit line 21, and the correction value of the fuel injection amount of the second to fourth cylinders is 1.0.

  Points b to c are engine control sections based on the ignition timing described later, and the correction values for the fuel injection amounts of the first to fourth cylinders are the same as the correction values for the point b.

  At the point c, the correction value of the fuel injection amount of the first cylinder is a fuel cut value (0) that cuts the fuel injection amount and substantially stops the cylinder, and stops the fuel injection. The correction value of the fuel injection amount for the second to fourth cylinders is 1.0. Note that the timing of the fuel cut is set to a time when an ignition timing correction value, which will be described later, reaches an exhaust gas temperature rise limit line.

  From point c to point d, the correction value of the fuel injection amount of the first cylinder is a fuel cut value, and the correction value of the fuel injection amount of the second cylinder is from 1.0 to the lean limit line 21, and the third and fourth cylinders The correction value of the fuel injection amount is 1.0.

  From point d to point e is an engine control section based on ignition timing, which will be described later, and the correction value of the fuel injection amount of the first to fourth cylinders is the same as the correction value of the fuel injection amount at point e.

  At point e, the fuel injection amount correction values for the first and second cylinders are fuel cut values, and the fuel injection amount correction values for the third and fourth cylinders are 1.0.

  From the point e to the point f, the correction value of the fuel injection amount of the first and second cylinders is a fuel cut value, the correction value of the fuel injection amount of the third cylinder is from 1.0 to the lean limit line 21, and the fourth The correction value of the cylinder fuel injection amount is 1.0.

  From point f to point g is an engine control section based on ignition timing, which will be described later, and the correction value of the fuel injection amount of the first to fourth cylinders is the same as the correction value of the fuel injection amount at point f.

  At the point g, the correction value of the fuel injection amount of the first, second and third cylinders is a fuel cut value, and the correction value of the fuel injection amount of the fourth cylinder is 1.0.

  From point g to point h, the fuel injection amount correction values for the first, second and third cylinders are fuel cut values, and the fuel injection amount correction value for the fourth cylinder is from 1.0 to the lean limit line 21. .

  From point h to point i is an engine control section based on the ignition timing described later, and the correction value of the fuel injection amount of the first to fourth cylinders is the same as the correction value of point f.

  At point i, the fuel injection amount correction values for the first, second, third and fourth cylinders are fuel cut values.

  Next, the corrected DIG map 542 will be described with reference to FIG. FIG. 4B shows the correction value of the ignition timing of the first to fourth cylinders of the engine 6 and the required engine output.

  The horizontal axis represents the required engine output, and the vertical axis represents the ignition timing correction value. The exhaust gas temperature rise limit line 26 is a line that indicates a limit value that can withstand the temperature of the exhaust gas in which the material used for the engine has become hot due to the ignition timing retard.

  At point a, the correction value of the ignition timing of the first to fourth cylinders is a map value (0) indicating that no correction is performed, and is the maximum output of the engine of the present embodiment.

  From the point a to the point b is the engine control section based on the fuel injection amount described above, and the correction values of the first to fourth cylinders are the same as the correction values of the point a.

  From point b to point c, the correction values for the ignition timing of the first to fourth cylinders are shown from 0 to the exhaust gas temperature rise limit line 26.

  At the point c, the correction value of the ignition timing of the first to fourth cylinders has reached the exhaust gas temperature rise limit line 26, so the correction value of the ignition timing is returned to zero.

  The points c to e, e to g, and g to i are the same as the correction values for the ignition timing from point a to point c, and will not be described.

  Returning to FIG. 3 again, the description of the correction value calculation unit 54 will be continued. The correction value calculation unit 54 receives the required engine output, calculates the correction value of the fuel injection amount of each cylinder based on the required engine output and the correction KTI map 541, and corrects the fuel injection amount to the switch 59. Send value. Further, the correction value of the ignition timing of each cylinder is calculated based on the required engine output and the correction DIG map 542, and the correction value of the ignition timing is transmitted to the switch 60.

  The basic control amount calculation unit 55 is a basic fuel injection amount map (basic TI map) 551 representing the relationship between the engine speed and air flow rate and the fuel injection amount, and a basic relationship representing the relationship between the engine speed and air flow rate and the ignition timing. An ignition timing map (basic IG map) 552 is provided.

  The basic control amount calculation unit 55 receives the engine speed and the air flow rate, calculates the basic fuel injection amount based on the engine speed, the air flow rate, and the basic TI map 551, and the engine speed, the air flow rate, and the basic IG map 552. The basic ignition timing is calculated based on the above and transmitted to the control amount calculation unit 56, respectively.

  The spring control unit 57 transmits a control signal for fully opening the throttle valve of the electronic throttle 71 to the switch 58 by the spring 72.

  The switch 58 determines whether an Err signal is received. When the Err signal is not received, the switch 58 is connected to the throttle valve control unit 53 and transmits a control signal sent from the throttle valve control unit 53 to the output interface 61.

  When the Err signal is received, the switch 58 is connected to the spring control unit 57 and transmits a control signal sent from the spring control unit 57 to the output interface 61.

  The switch 59 determines whether an Err signal is received. When the Err signal is not received, the switch 59 is connected to the basic value (1) and transmits the basic value to the control amount calculation unit 56.

  When the Err signal is received, the switch 59 is connected to the correction value calculation unit 54 and transmits the fuel injection amount correction value to the control amount calculation unit 56.

  The switch 60 determines whether an Err signal is received. When the Err signal is not received, the switch 60 is connected to the basic value (0) and transmits the basic value to the control amount calculation unit 56.

  When the Err signal is received, the switch 60 is connected to the correction value calculation unit 54 and transmits the ignition timing correction value to the control amount calculation unit 56.

  The control amount calculation unit 56 receives the correction value or basic value of the fuel injection amount, the correction value or basic value of the ignition timing, the basic fuel injection amount, and the basic ignition timing.

  The fuel injection amount of the engine 6 is calculated by multiplying the basic fuel injection amount by the correction value or basic value of the fuel injection amount. The ignition timing of the engine 6 is calculated by adding a correction value or basic value of the ignition timing to the basic ignition timing. The fuel injection amount and the ignition timing are transmitted to the output interface 61.

  FIG. 5 is a flowchart of this embodiment. In the engine device 1 of the present embodiment, when the pilot operates the engine output lever 3, the opening sensor 4 detects the lever opening θ and transmits it to the input interface 51.

  When the input interface 51 receives the lever opening θ, control of the engine output is started.

  First, it is determined whether the electronic throttle control device 7 is abnormal (S101). The abnormality of the electronic throttle control device 7 is detected by the Err sensor 75, transmitted to the input interface 51, and transmitted to the switches 58, 79 and 80.

  When the input interface 51 does not receive the Err signal, it is determined that the electronic throttle control device 7 is normal, the switch 58 is set to the throttle valve control unit 53, the switch 59 is set to the basic value (1), and the switch 60 is set. Are connected to the basic value (0) respectively.

  Next, the lever opening θ is transmitted to the engine output calculation unit 52. The engine output calculation unit 52 calculates the required engine output based on the lever opening θ and the T map 521, and throttles the required engine output. Transmit to unit 53.

  In parallel with this, the Ne sensor 11 detects the rotational speed of the engine, and the Pb sensor 8 detects the air flow rate and transmits it to the input interface 51, respectively.

  The input interface 51 transmits the engine speed and the air flow rate to the basic control amount calculation unit 55 and the throttle valve control unit 53.

  The throttle control unit 53 calculates the throttle opening of the electronic throttle 71 based on the required engine output, engine speed, air flow rate, and TH opening map 531, and transmits a throttle valve control signal to the switch 58.

  The switch 58 transmits a throttle valve control signal to the output interface 61. The output interface transmits a throttle valve control signal to the electronic throttle controller 7 to control the throttle valve of the electronic throttle 71 (S102).

  The basic control amount calculation unit 55 calculates the basic fuel injection amount of the first to fourth cylinders based on the engine speed, the air flow rate, and the basic TI map 551, The basic ignition timing for the four cylinders is calculated and transmitted to the control amount calculation unit 56 (S103).

  The control amount calculation unit 56 calculates the fuel injection amount of the engine by multiplying the basic fuel injection amount by the basic value (1), and sets the ignition timing of the first to fourth cylinders to the basic ignition timing as the basic value (0). Calculation is performed by addition, and the result is transmitted to the output interface 61 (S104).

  The output interface transmits the fuel injection amount to the first to fourth cylinder injectors 9 to control the fuel injection amount, and transmits the ignition timing to the spark plugs 10 of the first to fourth cylinders to control the ignition timing (S109).

  On the other hand, when the input interface 51 receives the Err signal, it is determined that the electronic throttle control device 7 is abnormal (S101), the switch 58 is connected to the spring control unit 57, and the switch 59 and the switch 60 are Each is connected to the correction value calculation unit 54.

  The switch 58 transmits a spring control signal to the output interface 61. The output interface transmits a spring control signal to the electronic throttle control device 7, and positions the throttle valve of the electronic throttle 41 in the fully open state by the spring 72 (S105).

  Next, the lever opening θ is transmitted to the engine output calculation unit 52, the engine output calculation unit 52 calculates the required engine output based on the lever opening θ and the T map 521, and the required engine output is corrected. It transmits to the calculation part 54.

  The correction value calculation unit 54 calculates a correction value for the fuel injection amount of the first to fourth cylinders based on the required engine output and the correction KTI map 541 and transmits the correction value to the switch 59. Further, the correction value of the ignition timing of the first to fourth cylinders is calculated based on the required engine output and the correction DIG map 542, and is transmitted to the switch 60 (S106).

  In parallel with this, the Ne sensor 11 detects the rotational speed of the engine, and the Pb sensor 8 detects the air flow rate and transmits it to the input interface 51, respectively. The input interface 51 transmits the engine speed and the air flow rate to the basic control amount calculation unit 55.

  The basic control amount calculation unit 55 calculates the basic fuel injection amounts of the first to fourth cylinders based on the engine speed, the air flow rate, and the basic TI map 551, and based on the engine speed, the air flow rate, and the basic IG map 552. The basic ignition timings of the first to fourth cylinders are calculated and transmitted to the control amount calculation unit 56 (S107).

  The control amount calculation unit 56 calculates the fuel injection amount of the first to fourth cylinders by multiplying the basic fuel injection amount by the correction value of the fuel injection amount, and ignites the ignition timing of the first to fourth cylinders at the basic ignition timing. The time correction value is calculated by adding and transmitted to the output interface 61 (S108).

  The output interface transmits the fuel injection amount to the first to fourth cylinder injectors 9 to control the fuel injection amount, and transmits the ignition timing to the first to fourth cylinder spark plugs 10 to control the ignition timing (S109). .

(Second Embodiment)
In the present embodiment, only the configuration different from that of the first embodiment will be described, the same configuration is denoted by the same reference numeral, and the description will be simplified or omitted.

  The engine device 1 of the present embodiment is configured to fully open the throttle valve of the electronic throttle when the electronic throttle control device 7 breaks down, and controls the engine output of the aircraft by combining and controlling the fuel injection amount, ignition timing, and ignition stop. Is to control.

  FIG. 6 is a block diagram of the ECU 5 of the present embodiment. This block diagram is created only for functions related to the present embodiment.

  The correction value calculation unit 54 includes a correction KTI map 541, a correction DIG map 542, and a stop determination map 543 that is a map representing a relationship between a stop map value for stopping ignition of a specific cylinder and a required engine output. .

  The pause determination map 543 will be described with reference to FIG. FIG. 7 shows the relationship between the stop map values of the first cylinder (31), the second cylinder (32), the third cylinder (33) and the fourth cylinder (34) of the engine 6 and the required engine output. Yes. The horizontal axis represents the required engine output, and the vertical axis represents the pause map value.

  Point a to point i in FIG. 7 correspond to point a to point i in corrected KTI map 541 (FIG. 4A) and corrected DIG map 542 (FIG. 4B).

  From point a to point c, the stop map value of the first to fourth cylinders is a map value (1.0) indicating that ignition is being performed. At the point c, the stop map value of the first cylinder is 0 indicating that the ignition is stopped.

  From point c to point e, the deactivation map value of the first cylinder is 0, and the deactivation map value of the second to fourth cylinders is a map value. At the point e, the stop map value of the second cylinder is 0 indicating that the ignition is stopped.

  From point e to point g, the deactivation map value of the first and second cylinders is 0, and the deactivation map value of the third and fourth cylinders is a map value. At the point g, the stop map value of the third cylinder is 0 indicating that the ignition is stopped.

  From point g to point i, the rest map value of the first, second and third cylinders is 0, and the rest map value of the fourth cylinder is a map value. At point i, the deactivation map value of the fourth cylinder is zero.

  The stop determination map 543 stops ignition of the cylinder when the fuel injection correction value of the predetermined cylinder reaches the lean limit line and when the ignition timing correction value reaches the exhaust gas temperature increase limit line.

  Returning to FIG. 6 again, the description of the correction value calculation unit 54 will be continued. The correction value calculation unit 54 receives the required engine output, calculates the stop map value of each cylinder based on the required engine output and the stop determination map 543, and transmits the stop map value of each cylinder to the switch 62. To do.

  The switch 62 determines whether an Err signal is received. When the Err signal is not received, the switch 62 is connected to the basic value (1) and transmits the basic value to the control amount calculation unit 56.

  When the Err signal is received, the switch 62 is connected to the correction value calculation unit 54 and transmits the pause map value to the control amount calculation unit 56.

  The control amount calculation unit 56 includes a correction value or basic value of the fuel injection amount sent from the switch 59, a correction value or basic value of the ignition timing sent from the switch 60, a pause map value or basic value sent from the switch 62, and a basic value. The basic fuel injection amount and basic ignition timing sent from the control amount calculation unit 55 are received.

  The fuel injection amount of the engine 6 is calculated by multiplying the basic fuel injection amount by the correction value or basic value of the fuel injection amount. The ignition timing of the engine 6 is calculated by adding a correction value or basic value of the ignition timing to the basic ignition timing. The fuel injection amount and the ignition timing are transmitted to the output interface 61.

  FIG. 8 is a flowchart of this embodiment. Since S201 is the same as S101, description thereof is omitted. Since S202 to S204 and S217 when it is determined that the electronic throttle control device 7 is normal in S201 are the same as S102 to S104 and S109, the description is omitted, and the electronic throttle control device 7 is abnormal in S201. Is the same as S105, and a description thereof will be omitted.

  S206 will be described. The lever opening θ is transmitted to the engine output calculation unit 52, the engine output calculation unit 52 calculates the required engine output based on the lever opening θ and the T map 521, and the required engine output is corrected. Send to 54.

  The correction value calculation unit 54 calculates a correction value for the fuel injection amount of the first to fourth cylinders based on the required engine output and the correction KTI map 541 and transmits the correction value to the switch 59. Further, the correction value of the ignition timing of the first to fourth cylinders is calculated based on the required engine output and the correction DIG map 542 and transmitted to the switch 60. Further, a stop map value of the ignition timing of the first to fourth cylinders is calculated based on the required engine output and the stop determination map 543, and is transmitted to the switch 62 (S206). Since S207 is the same as S107, description thereof is omitted.

  S208 will be described. The control amount calculation unit 56 calculates the fuel injection amounts of the first to fourth cylinders by multiplying the basic fuel injection amount by a correction value for the fuel injection amount. Further, the ignition timing of the engine is calculated by adding the correction value of the ignition timing to the basic ignition timing of the first to fourth cylinders and multiplying by the stop map value (S208).

  The stop of the first cylinder is determined from the ignition timing value (S209). If the value of the ignition timing is 0, it is determined that the ignition of the first cylinder is stopped, and the first cylinder is stopped (S210). The stop of the second cylinder is determined from the ignition timing value (S211). If the value of the ignition timing is 0, it is determined that the ignition of the second cylinder is stopped, and the second cylinder is stopped (S212). The stop of the third cylinder is determined from the above ignition timing value (S213). If the ignition timing value is 0, it is determined that the ignition of the third cylinder is stopped, and the third cylinder is stopped (S214). The rest of the fourth cylinder is determined from the ignition timing value (S215). If the value of the ignition timing is 0, it is determined that the ignition of the fourth cylinder is stopped, and the fourth cylinder is stopped (S216). Since S217 is the same as S109, description thereof is omitted.

  FIG. 9 shows the relationship between the fuel efficiency and the engine output when the fuel injection amount control (35), the ignition timing control (36), and the deactivation (37) of each cylinder of the engine are combined.

  The horizontal axis represents air fuel consumption, and the vertical axis represents engine output. The points a to i in FIG. 9 correspond to points a to i in the corrected KTI map 541 (FIG. 4A), the corrected DIG map 542 (FIG. 4B), and the pause determination map 543 (FIG. 7). is doing.

  Points a to c indicate the relationship between the air-fuel consumption of the first cylinder and the engine output. From point a to point c, this is a four-cylinder operation in which the first to fourth cylinders are operating. At the point c, the fuel injection and ignition of the first cylinder are stopped.

  Points (c) to e indicate the relationship between the air fuel consumption of the second cylinder and the engine output. From point (c) to point e, it is a three-cylinder operation in which the second to fourth cylinders are operating. At the point e, the fuel injection and ignition of the second cylinder are stopped.

  Points (e) to g indicate the relationship between the air-fuel consumption of the third cylinder and the engine output. From point (e) to point g, this is a two-cylinder operation in which the third and fourth cylinders are operating. At the point g, the fuel injection and ignition of the third cylinder are stopped.

  Points (g) to i indicate the relationship between the air fuel consumption of the fourth cylinder and the engine output. From point (g) to point i, the operation is one cylinder (single cylinder) in which the fourth cylinder is operating. At point i, fuel injection and ignition of the fourth cylinder are stopped.

  The specific embodiment of the present invention has been described above. However, the present invention is not limited to the above-described embodiment, and includes other configurations that can achieve the object of the present invention. Etc. are also included in the present invention.

  For example, in the first embodiment, the engine output is controlled using both the fuel injection amount (fuel injection pause) and the ignition timing. However, the fuel injection amount (fuel injection pause), ignition timing or ignition timing is used. The engine output may be controlled either by stopping fuel injection. This also makes it possible to control the engine output.

  In the second embodiment, the engine output is controlled using the fuel injection amount (fuel injection pause), the ignition timing and the ignition pause. However, the fuel injection amount (fuel injection pause) and the ignition pause are used. The engine output may be controlled by either ignition timing and ignition stop or ignition stop. This also makes it possible to control the engine output.

The figure which shows the whole engine output control apparatus in 1st Embodiment of this invention. FIG. 5 is a diagram showing a part of the configuration of the electronic throttle control device 7; The functional block diagram of the electronic control unit (ECU) in 1st Embodiment of this invention. (A) shows a corrected fuel injection amount map (corrected KTI map), and (b) shows a corrected ignition timing map (corrected DIG map). The flowchart of the engine output control in 1st Embodiment of this invention. The functional block diagram of the electronic controller (ECU) in 2nd Embodiment of this invention. The figure which shows a pause determination map. The flowchart of the engine output control in 2nd Embodiment of this invention. The figure which shows the relationship between the air-fuel consumption and engine output at the time of combining control of fuel injection quantity, control of ignition timing, and stop of each cylinder of an engine.

Explanation of symbols

1 Engine output control device
3 Engine output lever
4 Lever opening sensor
5 Electronic control unit (ECU)
6 Engine
8 Pb sensor
11 Ne sensor
52 Engine output calculator
54 Correction value calculator
55 Basic control amount calculator
56 Control amount calculator
71 Electronic throttle
72 Spring
74 Electric motor

Claims (5)

In an aircraft engine having an electronic throttle driven by an actuator,
An electronic control unit for controlling the fuel injection amount and the ignition timing according to the operating state of the engine;
Means for positioning the throttle valve of the electronic throttle in a fully open position when the actuator is abnormal;
With
The electronic control unit is configured to control the engine output by controlling the fuel injection amount or the ignition timing, or both when the actuator is abnormal.
Aircraft engine. In an aircraft engine having an electronic throttle driven by an actuator,
An electronic control unit for controlling the fuel injection amount and the ignition timing according to the operating state of the engine;
Means for positioning the throttle valve of the electronic throttle in a fully open position when the actuator is abnormal;
With
The electronic control unit is configured to control engine output by stopping fuel injection or ignition when the actuator is abnormal.
Aircraft engine. The aircraft engine includes a lever opening detector that detects a lever opening θ of an engine output lever that determines an operating state of the aircraft,
An operating state detector for detecting the operating state of the engine;
With
The controller is
An engine output calculation unit for calculating a required engine output based on the lever opening θ;
A basic control amount calculation unit for calculating a basic value of the fuel injection amount and a basic value of the ignition timing based on the operation state;
A correction value calculation unit that calculates a correction value of the fuel injection amount, the ignition timing, or both based on the required engine output;
A control amount for calculating the fuel injection amount and the ignition timing based on the basic value of the fuel injection amount and the basic value of the ignition timing, the correction value of the fuel injection amount, the correction value of the ignition timing, or both A calculation unit;
Comprising
The aircraft engine according to claim 1. The correction value calculation unit
And further configured to cease ignition when the required engine power is less than a predetermined threshold.
The aircraft engine according to claim 3. The operating state detector is
An engine speed detector (Ne sensor) for detecting the engine speed;
An air flow rate detection unit (pipe pressure sensor) that detects the air flow rate
The aircraft engine according to claim 3.

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