JP2013104333A - Engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine that can stably achieve an output state of an engine body according to operation of an output operation member regardless of fuel to be used.SOLUTION: A controller 70 of the engine 1 stores data 75 concerning standard fuel use which shows the relationship between an output rotating speed and a load state of the engine body 10 and an operation state of a supercharger 40 when a predetermined standard fuel is supplied to the engine body 10. The controller 70 controls an injection state of a fuel supply device 50 according to an operation level of the output operation member 60 in its basic control. The controller corrects the basic control so that an actual operation state of the supercharger 40 recognized based on a signal detected by a turbo sensor 83 may be consistent with the standard operation state of the supercharger 40 in the standard fuel use recognized based on the data 75 concerning standard fuel use using a signal detected by an output rotating speed detecting member 81 and a load state detecting member 82.

Description

  The present invention relates to an engine that controls an injection state of a fuel supply device in accordance with an operation amount of an output operation member.

  Generally, the engine is configured to obtain an output state of the engine according to the intention of the operator by controlling the injection state of the fuel supply device according to the operation amount of the output operation member (accelerator). Yes.

However, even if the control of the injection state of the fuel supply device according to the operation amount of the output operation member is accurately performed, if the fuel to be used is different, the output state of the engine changes due to the change in the heat generation amount. End up.
In particular, in recent years, the use of a composite fuel in which a sub fuel of biofuel is mixed with a main fuel has been increasing, and the calorific value of such a mixed fuel varies depending on the mixing rate.

  In this regard, a sensor for detecting the mixing ratio of the mixed fuel is provided in the fuel tank, and the fuel corresponding to the operation amount of the output operation member is determined based on the mixing ratio of the fuel in the fuel tank detected by the sensor. It has been proposed to modify the operational control of the supply device.

  However, the sensor only detects a fuel mixing ratio in a portion of the fuel tank where the sensor is located. Further, even if the fuel tank is provided with a stirring function, it cannot cope with the mixed fuel detachment phenomenon that may occur in the supply line supplied from the fuel tank to the engine body.

  Further, a sensor for detecting the oxygen concentration of the exhaust gas is provided in the exhaust line, and the ethanol mixing ratio in the fuel is estimated based on the oxygen concentration detected by the sensor, and among the plurality of injection amount control maps stored in advance. There has been proposed a fuel injection control device that selects an injection amount control map corresponding to the ethanol mixing ratio and controls an injection state based on the selected injection amount control map (see, for example, Patent Document 1).

  However, the fuel injection control device can only control the injection state based on the previously stored fuel injection map. Since mixed fuels of various combinations may exist as the mixed fuel, it is difficult to previously store the injection amount control map corresponding to all the mixed fuels in the fuel injection control device. For example, when an unexpected fuel for which a corresponding injection amount control map is not prepared is mixed with the currently used fuel, the fuel injection control device cannot appropriately control the injection state.

JP 2008-82329 A

  The present invention has been made in view of such a conventional technique, and provides an engine capable of stably presenting the output state of the engine body according to the operation of the output operation member regardless of the fuel used. With the goal.

  In order to achieve the above object, the present invention provides an engine body, an intake line for introducing intake air to a combustion chamber of the engine body, an exhaust line serving as a passage for exhaust gas discharged from the combustion chamber, and the exhaust A turbocharger interposed in the line and a turbocharger having a compressor inserted in the intake line in a state driven by the turbine, a fuel supply device for supplying fuel to the engine body, and an output operation manually operated A control device that controls an injection state of the fuel supply device according to an operation amount of the output operation member, an output rotation speed detection member that detects an output rotation speed of the engine body, and a load on the engine body A load state detecting member for detecting a state; and a turbo sensor for detecting a rotation speed of the supercharger, wherein the control device includes a predetermined standard fuel in the engine body. Standard fuel use data indicating the relationship between the output rotational speed and load state of the engine main body when supplied and the operating state of the supercharger is provided, and the control device determines the operation amount of the output operation member. In response, basic control for controlling the injection state of the fuel supply device is performed, and the actual operating state of the turbocharger recognized based on the detection signal by the turbo sensor is the output rotational speed detection member and the load state An engine that performs correction control on the basic control so as to coincide with a standard operating state of the turbocharger that should be recognized when using the standard fuel, which is recognized based on the data when using the standard fuel, using a detection signal from a detection member provide.

  Preferably, the control of the injection state is a control using at least one of an injection amount, an injection timing, an injection frequency, and an injection pressure of fuel supplied from the fuel supply device to the engine body as a parameter.

  Preferably, the standard fuel use data is data when the fuel supplied to the engine body via the fuel supply device is a predetermined single fuel.

  Preferably, the load state detection member is configured to detect an angular velocity of a rotation output of the engine body, and the control device is configured to detect the engine based on the amplitude of the angular velocity detected by the load state detection member. Detects the load status of the main unit.

  Preferably, the standard fuel use data is data indicating an output rotational speed of the engine main body and a rotational speed of the supercharger with respect to a load state when a predetermined standard fuel is supplied to the engine main body. In the correction control, the actual rotational speed of the turbocharger detected by the turbo sensor is recognized based on the standard fuel usage data using detection signals from the output rotational speed detection member and the load state detection member. It is performed so as to coincide with the standard rotational speed of the supercharger.

  Preferably, the standard fuel use data is data indicating an exhaust flow rate to the supercharger with respect to an output rotation speed and a load state of the engine body when a predetermined standard fuel is supplied to the engine body. In the correction control, the actual exhaust flow rate calculated based on the actual rotational speed of the turbocharger detected by the turbo sensor is calculated using the detection signals from the output rotational speed detection member and the load state detection member. This is performed so as to coincide with the standard exhaust flow rate of the supercharger recognized based on the data on the use of standard fuel.

  Preferably, the apparatus further includes an intake air sensor that detects the state of the intake air, and the control device performs a second correction control according to the state of the intake air detected by the intake air sensor after the correction control. Do.

  According to the engine of the present invention, the output state of the engine main body according to the operation of the output operation member can be stably displayed regardless of the fuel used.

1 is a schematic configuration diagram of an engine according to an embodiment of the present invention. The flowchart of the process of correction | amendment control among control of the injection state of the fuel supply apparatus in the said engine. 6 is a flowchart of an example of the correction control process. 10 is a flowchart of a modification of the correction control process. The flowchart of the process of 2nd correction | amendment control among control of the injection state of the fuel supply apparatus in the said engine.

  A preferred embodiment of an engine according to the present invention will be described with reference to the accompanying drawings.

FIG. 1 shows a schematic configuration of an engine 1 according to the present embodiment.
As shown in FIG. 1, the engine 1 includes an engine main body 10, an intake line 20 that guides intake air to a combustion chamber 18 of the engine main body 10, and an exhaust gas that serves as a passage for exhaust gas discharged from the combustion chamber 18. A turbocharger 40 having a line 30, a turbine 41 inserted in the exhaust line 30, a compressor 42 inserted in the intake line 20 in a state driven by the turbine 41, and fuel in the engine body 10 A fuel supply device 50 for supplying fuel, an output operation member 60 that is manually operated, a control device 70 that controls an injection state of the fuel supply device 50 according to an operation amount of the output operation member 60, and the engine body An output rotational speed detection member 81 for detecting an output rotational speed of 10, a load state detection member 82 for detecting a load state of the engine body 10, and the supercharging And a turbo sensor 83 for detecting a rotational speed of 40.

In the present embodiment, the engine 1 is a four-cylinder diesel engine.
The engine body 10 includes a cylinder block and a cylinder head that form the cylinders 11, 12, 13, and 14, and an intake manifold 15 and an exhaust manifold 16 that are connected to the cylinder head.

The intake line 20 is fluidly connected to the intake manifold 15 so that the downstream end of the intake air flow direction communicates with the combustion chamber 18 of each cylinder 11, 12, 13, 14.
In the present embodiment, the intake line 20 includes an air filter 21, a compressor 42 of the supercharger 40, an intercooler 22, and an intake throttle valve 23 in order from the upstream side to the downstream side in the intake air flow direction. Is provided.

The exhaust line 30 is fluidly connected to the exhaust manifold 16 so that the end on the upstream side in the exhaust gas flow direction communicates with the combustion chamber 18 of each cylinder 11, 12, 13, 14.
In the present embodiment, the exhaust line 30 is provided with a turbine 41 and an exhaust purification filter 31 of the supercharger 40 in order from the upstream side to the downstream side in the exhaust gas flow direction.

The supercharger 40 is for forcibly sending intake air into the combustion chamber 18 of each of the cylinders 11, 12, 13, 14 using the exhaust energy from the engine body 10.
That is, the turbine 41 is configured to be rotated by the energy of the exhaust gas discharged from the combustion chamber 18 of the engine body 10 through the exhaust line 30. The compressor 42 is connected to the turbine 41 via a rotating shaft 43 so as to rotate together with the turbine 41.

  In the present embodiment, the fuel supply device 50 is a common rail fuel supply device, and includes a common rail 51 that stores fuel of a predetermined pressure, and a plurality of fuels that inject fuel stored in the common rail 51 into the combustion chamber 18. An injector 52; a high-pressure pump 53 that pressurizes fuel stored in a fuel tank and sends it to the common rail 51; and a pressure adjustment valve 54 for adjusting the injection pressure of the fuel injected from the common rail 51. Yes.

  The output operation member 60 is composed of, for example, an accelerator lever or an accelerator pedal that can be artificially swung.

  The output rotation speed detection member 81 is an engine rotation speed sensor that detects the rotation state of the crankshaft (output shaft) 5 of the engine 1. The output rotation speed detection member 81 is configured to input a detection signal to the control device 70.

  In the present embodiment, the load state detection member 82 is an accelerator opening sensor that detects an operation amount (opening) of the output operation member 60. The load state detection member 82 is electrically connected to the control device 70 and is configured to input a detection signal to the control device 70.

  The turbo sensor 83 is electrically connected to the control device 70 and is configured to input a detection signal to the control device 70.

  The control device 70 includes a calculation unit (CPU) and a storage unit. The storage unit includes a ROM that stores control programs, control data, and the like, an EEPROM that stores setting values and the like that are not lost even when the power is turned off, and the setting values and the like can be rewritten, and the arithmetic unit. It has RAM etc. which hold | maintain temporarily the data produced | generated during a calculation.

  The control device 70 uses the standard fuel indicating the relationship between the output rotational speed and load state of the engine body 10 and the operating state of the supercharger 40 when a predetermined standard fuel is supplied to the engine body 10. Time data 75 is provided. The standard fuel use data 75 is stored in advance in the storage unit of the control device 70.

The control device 70 is configured to perform basic control for controlling the injection state of the fuel supply device 50 in accordance with the operation amount of the output operation member 60.
Specifically, in the present embodiment, the control device 70 corresponds to the injector 51 according to the operation amount of the output operation member 60 detected by the accelerator opening sensor that also functions as the load state detection member 82. Controls the injection state of the fuel supply device 50 so as to perform predetermined fuel injection.

  The control device 70 detects the actual operation state of the supercharger 40 recognized based on the detection signal from the turbo sensor 83 based on the detection signal from the output rotation speed detection member 81 and the load state detection member 82. The first correction control is performed on the basic control so as to coincide with the standard operating state of the supercharger 40 that should be recognized when the standard fuel is used, based on the standard fuel use data 75.

  Specifically, the control device 70 performs the first correction control in the following flow following the basic control.

FIG. 2 shows a flowchart of the first correction control process in the control of the injection state of the fuel supply device 50.
As shown in FIG. 2, in step 1, the control device 70 recognizes an actual operating state of the supercharger 40 based on a detection signal from the turbo sensor 83.

  In step 2, the control device 70 detects the output rotational speed of the engine body 10 based on a detection signal from the output rotational speed detection member 81. The control device 70 detects a load state of the engine body 10 based on a detection signal from the load state detection member 82.

  In step 3, the control device 70 reads the standard fuel use data 75.

  In step 4, the control device 70 uses the detected output rotation speed and load state of the engine body 10 and based on the standard fuel use time data 75, the standard of the supercharger 40 that should be used when using the standard fuel. Recognize operating conditions.

In step 5, the control device 70 determines whether or not the recognized actual operating state of the supercharger 40 matches the recognized standard operating state of the supercharger 40.
When it is determined that the actual operating state of the supercharger 40 does not match the standard operating state, the control device 70 proceeds to step 6.
When it is determined that the actual operating state of the supercharger 40 matches the standard operating state, the control device 70 proceeds to step 7.

In step 6, the control device 70 performs the first correction control on the basic control.
That is, the control device 70 performs the first correction control with respect to the basic control with respect to the injection state of the fuel supply device 50 so that the actual operation state of the supercharger 40 matches the standard operation state. Do.

In step 7, the control device 70 determines whether or not to end the control of the injection state of the fuel supply device 50.
When it is determined that the control of the injection state of the fuel supply device 50 is to be ended, the control device 70 ends the control of the injection state.
When it is determined that the control of the injection state of the fuel supply device 50 is not finished, the control device 70 shifts to the basic control.

  Thus, according to the engine 1 in which the control device 70 can perform the first correction control, the output state of the engine main body 10 according to the operation of the output operation member 60 is determined regardless of the fuel used. It is possible to make it appear stably.

This is particularly effective when using a composite fuel in which a sub fuel such as biofuel is mixed with the main fuel. That is, in the mixed fuel, the calorific value changes according to the type and mixing ratio of the sub fuel. Therefore, when the mixed fuel is used, the output state of the engine body 10 is likely to change with respect to the operation amount of the output operation member 60.
In this regard, the engine 1 is recognized based on the detection signal from the turbo sensor 83 while performing basic control for performing injection control of the fuel supply device 50 in accordance with the operation amount of the output operation member 60. The actual operating state of the supercharger 40 should be when the standard fuel is used, which is recognized based on the standard fuel usage data 75 using the detection signals from the output speed detecting member 81 and the load state detecting member 82. Since the basic control is corrected so as to coincide with the standard operating state of the supercharger 40, the output of the engine main body 10 according to the operation amount of the output operation member 60 even if the calorific value of the fuel used changes. A state can be obtained stably.

  The main fuel and the sub fuel are not limited to different types of fuel, but also include the same type of fuel having different components. For example, as a fuel for a diesel engine, a light oil having a predetermined cetane number can be the main fuel, and a light oil having a cetane number different from that of the light oil can be the sub fuel.

Preferably, the control of the injection state is control using at least one of an injection amount, an injection timing, an injection frequency, and an injection pressure of fuel supplied from the fuel supply device 50 to the engine body 10 as a parameter. The
Thereby, the calorific value of the used fuel can be changed according to the control of the injection state. Therefore, the difference between the heat generation amount and the standard heat generation amount can be compensated only by the basic control.

  Preferably, the standard fuel use data 75 is data when the fuel supplied to the engine body 10 via the fuel supply device 50 is a predetermined single fuel.

The load state detection member 82 is an accelerator opening sensor in the present embodiment as described above, but may be a crank angular velocity detection sensor instead.
The crank angular velocity detection sensor is configured to detect an angular velocity of the rotational output of the engine body 10.

In this case, the control device 70 detects the load state of the engine body 10 based on the magnitude of the angular velocity amplitude detected by the crank angular velocity detection sensor.
Here, the control device 70 utilizes the fact that the angular velocity amplitude of the rotation of the crankshaft 5 (engine rotation) is proportional to the load (engine generated torque).
Specifically, the control device 70 recognizes the angular velocity of the crankshaft 5 using a detection signal from the crank angular velocity detection sensor, and calculates an angular velocity amplitude. The control device 70 detects the load state of the engine body 10 by comparing the calculated current angular velocity amplitude with, for example, a reference angular velocity amplitude.

Preferably, the standard fuel use time data 75 includes the rotation speed of the supercharger 40 relative to the output speed and load state of the engine body 10 when a predetermined standard fuel is supplied to the engine body 10 or the excess fuel. The data indicates the exhaust flow rate to the feeder 40.
That is, as the operating state of the supercharger 40, the rotational speed of the supercharger 40 or the exhaust flow rate to the supercharger 40 is used.

  When the standard fuel use data 75 is data indicating the output rotational speed of the engine body 10 and the rotational speed of the supercharger 40 with respect to the load state when a predetermined standard fuel is supplied to the engine body 10. In the first correction control, the actual rotational speed of the supercharger 40 detected by the turbo sensor 83 is determined based on the standard using the detection signals from the output rotational speed detection member 81 and the load state detection member 82. This is performed so as to coincide with the standard rotational speed of the supercharger 40 recognized based on the fuel use data 75.

  Specifically, the control device 70 can perform the first correction control in the following flow following the basic control. In this case, the control device 70 directly uses the actual rotational speed of the supercharger 40 detected by the turbo sensor 83 when performing the first correction control.

FIG. 3 shows a flowchart of an example of the first correction control process.
As shown in FIG. 3, in step 11, the control device 70 detects the actual rotational speed of the supercharger 40 based on a detection signal from the turbo sensor 83.

  In step 12, the control device 70 detects the output rotational speed of the engine body 10 based on a detection signal from the output rotational speed detection member 81. The control device 70 detects the load state of the engine body 10 based on a detection signal from the load state detection member 82.

  In step 13, the control device 70 reads the standard fuel use data 75.

  In step 14, the control device 70 uses the detected output speed and load state of the engine body 10 based on the standard fuel use data 75 to determine the standard of the supercharger 40 that should be used when using standard fuel. Recognizes the rotational speed.

In step 15, the control device 70 determines whether or not the detected actual rotational speed of the supercharger 40 matches the recognized standard rotational speed of the supercharger 40.
When it is determined that the actual rotational speed of the supercharger 40 does not match the standard rotational speed, the control device 70 proceeds to step 16.
When it is determined that the actual rotational speed of the supercharger 40 matches the standard rotational speed, the control device 70 proceeds to step 17.

In the step 16, the control device 70 executes the first correction control for the basic control.
That is, the control device 70 performs the first correction control on the basic control with respect to the injection state of the fuel supply device 50 so that the actual rotational speed of the supercharger 40 matches the standard rotational speed. .

In step 17, the control device 70 determines whether or not to end the control of the injection state of the fuel supply device 50.
When it is determined that the control of the injection state of the fuel supply device 50 is to be ended, the control device 70 ends the control of the injection state.
When it is determined that the control of the injection state of the fuel supply device 50 is not finished, the control device 70 shifts to the basic control.

  On the other hand, the standard fuel use data 75 is data indicating the exhaust flow rate to the supercharger 40 with respect to the output rotational speed and load state of the engine body 10 when a predetermined standard fuel is supplied to the engine body 10; In this case, in the first correction control, the actual exhaust flow rate calculated based on the actual rotational speed of the supercharger 40 detected by the turbo sensor 83 is the output rotational speed detection member 81 and the load. The detection is performed so as to coincide with the standard exhaust flow rate of the supercharger 40 recognized based on the standard fuel use data 75 using the detection signal from the state detection member 82.

  Specifically, the control device 70 can perform the first correction control in the following flow following the basic control. In this case, the control device 70 indirectly uses the actual rotational speed of the supercharger 40 detected by the turbo sensor 83 when performing the first correction control.

FIG. 4 shows a flowchart of a modification of the first correction control process.
As shown in FIG. 4, in step 21, the control device 70 detects the actual rotational speed of the supercharger 40 based on the detection signal from the turbo sensor 83.

  In step 22, the control device 70 calculates an actual exhaust flow rate based on the detected actual rotational speed of the supercharger 40.

  In step 23, the control device 70 detects the output rotational speed of the engine body 10 based on a detection signal from the output rotational speed detection member 81. The control device 70 detects a load state of the engine body 10 based on a detection signal from the load state detection member 82.

  In step 24, the control device 70 reads the standard fuel use data 75.

  In step 25, the control device 70 uses the detected output speed and load state of the engine body 10 based on the standard fuel use time data 75 to determine the standard of the supercharger 40 that should be used when using the standard fuel. Recognize the exhaust flow rate.

In step 26, the control device 70 determines whether or not the calculated actual exhaust flow rate matches the recognized standard exhaust flow rate of the supercharger 40.
When it is determined that the actual exhaust flow rate does not match the standard exhaust flow rate of the supercharger 40, the control device 70 proceeds to step 27.
When it is determined that the actual exhaust flow rate matches the standard exhaust flow rate of the supercharger 40, the control device 70 proceeds to step 28.

In step 27, the control device 70 executes the first correction control for the basic control.
That is, the control device 70 performs the first correction control on the basic control with respect to the injection state of the fuel supply device 50 so that the actual exhaust flow rate matches the standard exhaust flow rate of the supercharger 40. Do.

In step 28, the control device 70 determines whether or not to end the control of the injection state of the fuel supply device 50.
When it is determined that the control of the injection state of the fuel supply device 50 is to be ended, the control device 70 ends the control of the injection state.
When it is determined that the control of the injection state of the fuel supply device 50 is not finished, the control device 70 shifts to the basic control.

Preferably, the control device 70 performs a second correction on a fuel injection state from the fuel supply device 50 to the engine body 10 in accordance with a change in state of intake air flowing through the intake line 20. it can.
In other words, the engine 1 may be configured to perform the second correction control corresponding to the intake air state change after the first correction control using the detection signal from the turbo sensor 83.

Specifically, the engine 1 is provided with an intake air sensor that detects a physical quantity related to the density of the intake air.
On the other hand, the control device 70 stores a reference value of a physical quantity related to the density of intake air in advance, and includes a plurality of injection state correction maps corresponding to deviations between the physical quantity of intake air and the reference value. The reference value is, for example, a physical quantity of intake air when the standard fuel use data 75 is obtained.

  The control device 70 corrects the injection state of the fuel supply device 50 in accordance with the deviation between the actual intake air quantity detected by the intake air sensor and the reference value.

For example, an intake air temperature sensor that detects the temperature of the intake air may be employed as the intake air sensor.
FIG. 5 shows a flowchart of the second correction control process when the intake air temperature sensor is provided as the intake air sensor.
As shown in FIG. 5, in step 31, after the first correction control, the control device 70 detects the intake air temperature based on a detection signal from the intake temperature sensor.

  In step 32, the control device 70 calculates a deviation between the actual intake air temperature detected by the intake air temperature sensor and the reference value.

In step 33, the control device 70 determines whether or not the actual intake air temperature matches the reference value.
If the control device 70 determines that the actual intake air density does not match the reference density of the intake air, the control device 70 proceeds to step 34.
If the controller 70 determines that the actual intake air temperature matches the reference value, the controller 70 proceeds to step 35.

In step 34, the control device 70 executes the second correction control for the basic control and the first correction control.
For example, the control device 70 corrects the intake air amount based on the actual intake air temperature, and performs the basic control and the first control regarding the injection state of the fuel supply device 50 according to the corrected intake air amount. The second correction control is performed with respect to the correction control. In this case, the intake air amount is separately detected by an intake air amount sensor or the like.
Alternatively, the control device 70 corrects the standard fuel use data 75 based on the actual intake air temperature using data indicating the correction amount of the standard fuel use data 75 with respect to the intake air temperature. Thus, the next first correction control is performed based on the corrected standard fuel use data 75.

In step 35, the control device 70 determines whether or not to end the control of the injection state of the fuel supply device 50.
When it is determined that the control of the injection state of the fuel supply device 50 is to be ended, the control device 70 ends the control of the injection state.
When it is determined that the control of the injection state of the fuel supply device 50 is not finished, the control device 70 shifts to the basic control.

Further, the control device 70 can perform the third correction control according to the state of the exhaust gas instead of or in addition to the second correction control.
Specifically, for example, the engine 1 is provided with an exhaust gas amount sensor that detects the amount of exhaust gas and / or an exhaust gas temperature sensor that detects the temperature of the exhaust gas.
In this state, the control device 70 recognizes the state of the exhaust gas based on the detection signal detected from the sensor, and changes the basic control, the first correction control, or the second according to the state change. The third correction control is configured to perform the third correction control.

  In this embodiment, a diesel engine with a supercharger is used as the engine 1, but a gasoline engine may be used as long as it has a device (such as a supercharger) that forcibly sends air into the combustion chamber. (Reciprocating engine), turbine engine, jet engine or the like can be used.

DESCRIPTION OF SYMBOLS 1 Engine 10 Engine main body 20 Intake line 30 Exhaust line 40 Supercharger 41 Turbine 42 Compressor 50 Fuel supply device 60 Output operation member 70 Control device 75 Standard fuel use data 81 Output rotation speed detection member 82 Load state detection member 83 Turbo sensor

Claims (7)

Driven by an engine main body, an intake line for introducing intake air to a combustion chamber of the engine main body, an exhaust line serving as a passage for exhaust gas discharged from the combustion chamber, and a turbine and a turbine inserted in the exhaust line Depending on the amount of operation of the output operation member, a fuel supply device that supplies fuel to the engine body, an artificially operated output operation member, A control device that controls the injection state of the fuel supply device, an output rotation speed detection member that detects an output rotation speed of the engine body, a load state detection member that detects a load state of the engine body, A turbo sensor that detects the rotational speed of the feeder,
The control device includes standard fuel use data indicating a relationship between an output rotational speed and a load state of the engine body and an operating state of the supercharger when a predetermined standard fuel is supplied to the engine body. And
The control device performs basic control for controlling an injection state of the fuel supply device according to an operation amount of the output operation member, and recognizes the actual supercharger recognized based on a detection signal from the turbo sensor. The operating state matches the standard operating state of the turbocharger that should be in use of the standard fuel recognized based on the data on using the standard fuel using the detection signals from the output rotation speed detection member and the load state detection member. An engine characterized by performing correction control on the basic control.   The control of the injection state is control using at least one of an injection amount, injection timing, number of injections, or injection pressure of fuel supplied from the fuel supply device to the engine body as a parameter. The engine according to claim 1.   The engine according to claim 1 or 2, wherein the standard fuel use data is data when the fuel supplied to the engine body via the fuel supply device is a predetermined single fuel. . The load state detection member is configured to detect an angular velocity of a rotation output of the engine body,
The engine according to any one of claims 1 to 3, wherein the control device detects a load state of the engine body based on an amplitude of an angular velocity detected by the load state detection member. The standard fuel use data is data indicating an output rotational speed of the engine main body and a rotational speed of the supercharger with respect to a load state when a predetermined standard fuel is supplied to the engine main body.
In the correction control, the actual rotation speed of the turbocharger detected by the turbo sensor is recognized based on the standard fuel use data using detection signals from the output rotation speed detection member and the load state detection member. The engine according to any one of claims 1 to 4, wherein the engine is performed so as to coincide with a standard rotational speed of the supercharger. The standard fuel use data is data indicating an exhaust flow rate to the supercharger with respect to an output rotation speed and a load state of the engine body when a predetermined standard fuel is supplied to the engine body.
In the correction control, the actual exhaust flow rate calculated based on the actual rotational speed of the turbocharger detected by the turbo sensor is calculated using the detection signals from the output rotational speed detection member and the load state detection member. The engine according to any one of claims 1 to 4, wherein the engine is performed so as to coincide with a standard exhaust flow rate of the supercharger recognized based on data on use of standard fuel. An intake air sensor for detecting the state of the intake air;
The engine according to any one of claims 1 to 6, wherein the control device performs second correction control in accordance with a state of intake air detected by the intake air sensor after the correction control. .

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