JP3119049B2 - Injection timing control device for diesel engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to injection timing control for a diesel engine.

[0002]

2. Description of the Related Art In an electronically controlled distribution type fuel injection pump,
The fuel injection amount is determined at the control sleeve position, and the injection timing is controlled by duty control of a timing control valve for adjusting the pressure of the high pressure chamber of the timer piston.

Here, when both the drive amount given to the control sleeve driving actuator and the duty value given to the timing control valve are matched with the reference fuel, the use of light fuel (having a lower viscosity than the reference fuel) is used. If the fuel viscosity decreases, the pump efficiency of the feed pump inside the pump will decrease, and the amount of leakage in the plunger pumping process will increase, so even if the control sleeve position is the same, the fuel injection amount will decrease and the output will decrease I do.

For this reason, Japanese Patent Application Laid-Open No. S59-185832 focuses on the fact that, even if the duty value given to the timing control valve is the same, the timer piston position changes due to a decrease in pressure in the high pressure chamber due to a decrease in fuel viscosity. The duty value given to the timing control valve is feedback corrected so that the timer piston position becomes the same as that of the reference fuel. For example,
When the actual timer piston position Tad detected by the timer piston position sensor is compared with the basic timer piston position Tbase matched with the reference fuel, Tbase> Tad (the injection timing is delayed). By reducing the value, the timer piston position is kept the same even when using light fuel.

Next, in the steady state, the difference ΔD (= DTR−DTR) between the duty value DTR obtained by the feedback correction and the basic duty value DTT matched with the reference fuel under the same conditions as in the steady state. DT
When T) is calculated, the difference ΔD represents the amount of change in the fuel viscosity associated with the use of the light fuel. Therefore, an increase correction amount ΔQ is determined in accordance with the difference ΔD, and the correction amount ΔQ is calculated based on the reference fuel. The maximum injection amount is corrected to an increased amount by adding to the matched maximum injection amount Qfull.

The maximum injection amount corrected in this manner becomes a value suitable for light fuel, and thereafter, the control sleeve position corresponding to the corrected maximum injection amount is set as a limit position and given to the control sleeve driving actuator. Determine the drive amount.

[0007]

When both the drive amount given to the control sleeve drive actuator and the duty value given to the timing control valve are matched with the reference fuel, light fuel is used. Then, since the injection timing is substantially delayed due to the decrease in the fuel viscosity, not only the fuel efficiency is deteriorated, but also a misfire may occur.
Further, when both the driving amount and the duty value are matched with the light fuel, when the reference fuel is used, the actual injection timing advances from the increase in the viscosity, and the NOx and smoke increase. . That is, from the viewpoint of measures such as misfire, the optimal injection timing differs between the light fuel and the reference fuel.

The inadequate countermeasures against such misfires are, as in the case of the above-mentioned device, in that the timer piston position is the same when using light fuel as when using the reference fuel. It does not change even when the given duty value is feedback corrected. If the position of the timer piston is made the same as that of the reference fuel when using light fuel by the feedback correction, the injection timing will be substantially delayed when using light fuel, resulting in poor fuel economy and misfire. It can happen.

Similarly, when the duty value given to the timing control valve is feedback-corrected in order to keep the timer piston position the same in the above case, the injection timing remains at a value matching the light fuel. During use, the injection timing is substantially advanced, and NOx and smoke increase.

Accordingly, an object of the present invention is to provide an injection timing suitable for a different fuel even when a different fuel having a different fuel viscosity from the reference fuel is used.

[0011]

A first aspect of the present invention is shown in FIG.
As you did,The lubrication of sliding parts is performed by fuel.
Reciprocate the runner in synchronization with the engine rotation
With this, the fuel sucked into the plunger high-pressure chamber is
High-pressure plug that pressurizes above the injection pressure and sends it to the injection nozzle
In accordance with the fuel pump 51 and the fuel injection amount control signal.
The fuel pumping period of the high pressure plunger pump 51 is changed.
A fuel injection amount adjusting means 52 for adjusting the fuel injection amount;
The high-pressure plunger port is responsive to a fuel injection timing control signal.
The fuel injection timing of the pump 51 is changed to adjust the fuel injection timing.
The fuel injection timing adjusting means 53 and the engine speed
Engine speed detecting means 54 for detectingWhen idol
The engine speed detected by the engine speed detecting means 54
ginThe rotation speed matches the target rotation speed.Fuel injection amount
Control signalFeedback correctionFeedback correction
Means 55;This feedback correction means 55
Based on the corrected fuel injection amount control signal,
typeJudgeJudgmentmeans56And this decisionhand According to step 56
At the time of the fuel injection according to the type of fuel used
Period control signalcalculateInjection timing calculationmeans57 and
Was.

In the second invention, the reference in the first invention is
The fuel injection timing control signal matched with the fuel
Basic value calculation that calculates the basic value of the engine according to the engine speed
Means, and the injection timing calculating means 57
If the use of the reference fuel has been determined by step 56,
Calculate the basic value as a fuel injection timing control signal
At the same time, the use of fuel having a lower viscosity than the reference fuel
If determined, the basic value is advanced and the fuel injection
A firing timing control signal is calculated.

According to a third aspect , in the first aspect ,
The judging means 57 uses the feedback correcting means 55
And the predetermined boundary value corrected by the fuel injection amount control signal
Determine the type of fuel used by comparing the size with
I do.

In a fourth aspect, in the third aspect, the boundary value is set according to the fuel temperature.

The fifth invention is, as shown in FIG. 23, fuel
The plunger, which lubricates the sliding parts
By reciprocating in synchronization with the rotation of the engine,
The fuel sucked into the high pressure chamber
High pressure plunger pump that pressurizes and feeds to injection nozzle
51 and the high-pressure plunge in response to a fuel injection amount control signal.
The fuel pumping period of the fuel pump 51 is changed to change the fuel injection amount.
Fuel injection amount adjusting means 52 for adjusting fuel injection timing and fuel injection timing control
The fuel of the high-pressure plunger pump 51 according to the control signal
Fuel injection that changes the pumping timing and adjusts the fuel injection timing
Timing adjusting means 53 and an engine for detecting the engine speed
Engine speed detecting means 54 and the engine speed during idling.
Feedback correcting means 55 for feedback correcting the fuel injection quantity control signal so that the engine rotational speed detected by the rotation speed detecting means 54 coincides with the target rotational speed, group
Using quasi-fuel, reduce the engine speed to the target
The fuel injection amount control signal at the time of
Setting means 61 for setting the
The fuel injection amount control signal corrected by the correction means 55
During the fuel injection according to the difference between the signal and the reference injection amount signal.
Amount calculating means 6 for calculating a correction amount for the period control signal
2 and at the time of the fuel injection matched to the reference fuel
A basic value calculating means 63 for calculating in accordance with the basic value of the period control signal to the rotational speed of the engine, and calculates the control signal the fuel injection timing by the auxiliary <br/> positive the basic value by the correction amount
And a fuel injection timing calculation unit 64.

According to a sixth aspect of the present invention, in the fifth aspect of the present invention,
The correction amount calculating means 62 is configured to control the feedback correcting means 5
5. The fuel injection amount control signal corrected by
When the signal is larger than the quasi-injection amount signal, the correction amount is referred to as an advance correction amount.
Is calculated as

According to a seventh aspect, in the fifth aspect,
The setting means 61 sets the reference injection amount signal according to the fuel temperature.

[0018]

[Action] is also a fuel injection timing control signals are the same, many leakage amount in the plunger pumping stroke as fuel viscosity <br/> decreases
Since the fuel injection timing is substantially delayed, fuel efficiency is deteriorated, and misfire may occur when the retard amount is large.

In this case, in the first , second, third, and fourth inventions, the fuel is set so that the idle speed matches the target speed.
When the injection amount control signal is feedback corrected, this
Fed back corrected fuel injection amount control signal fuel viscosity
The lower the number is, the more it is.

[0020] This non-For this reason, in the feedback correction
Based on the feedback corrected fuel injection amount control signal,
The type of fuel used can be determined, and this determined
Calculate the fuel injection timing control signal according to the type of fuel used
As a result, the fuel injection timing control signal at this time becomes an injection timing suitable for the fuel used , and accordingly, the type of the fuel used is
Regardless of the type, the fuel consumption does not deteriorate, misfire does not occur, and NOx and smoke do not increase.

The signal is corrected by the feedback correction means.
The difference between the fuel injection amount control signal and the reference injection amount signal
The fifth corresponds to the difference from the fuel viscosity of the reference fuel of the fuel.
According to the sixth and seventh aspects, fuel injection is performed according to the difference.
The amount of correction for the period control signal is calculated, and this correction amount
By calculating the fuel injection timing control signal by correcting a value, the calculation accuracy of the compensation amount is better, be different in different use fuel viscosity, correction may be made accurately.

[0022]

FIG. 2 shows an electronically controlled distribution type fuel injection pump.
It is known.

First, fuel is sucked from an inlet (not shown) of the pump body by a feed pump 3 driven by a drive shaft (connected to an engine output shaft) 2, and the fuel guided to a pump chamber 5 is operated. At the same time as the lubrication of the part is performed, it is sent to the high-pressure plunger pump 7 through the suction port 6.

The plunger 8 of the pump 7 is fixed to a cam disk 9 connected to the drive shaft 2,
Driven by the drive shaft 2 via the joint 2A in synchronization with engine rotation. The cam disk 9 has the same number of fissure cams 10 as the number of cylinders of the engine, and reciprocates by a predetermined cam lift each time the face cam 10 passes over the rollers 12 disposed on the roller ring 11 while rotating.

When the plunger 8 reciprocates while rotating in this manner, the fuel sucked from the suction port 6 is pressure-fed from the distribution port 13 to the injection nozzle (not shown) through the delivery valve 14 by the reciprocation. You.

On the other hand, the fuel injection amount is determined by the position of the control sleeve 16 covering the cutoff port 15 formed in the plunger 8. For example, when the opening of the cut-off port 15 moves to the right of the plunger 8 and passes over the right end of the control sleeve 16, the fuel that has been pumped from the plunger high-pressure chamber 7A to the distribution port 13 up to that point is moved. , Cut-off port 1
5 and is released to the low-pressure pump chamber 5, so that the pumping to the distribution port 13 is terminated. That is, plunger
8 starts to stroke in the fuel pressurizing direction,
Until the port 15 communicates with the low-pressure pump chamber 5
Is the fuel pumping period.

Therefore, when the control sleeve 16 is displaced to the right relative to the plunger 8,
The fuel injection end timing is delayed and the fuel injection amount (fuel
In contrast, when the fuel injection amount is increased and the displacement is made to the left, the fuel injection end timing is advanced and the fuel injection amount is reduced.

The control sleeve 16 is supported by a ball 23 provided eccentrically at the tip of a rotor (rotary shaft) 22 of a rotary solenoid (a kind of proportional solenoid) 21 and is controlled in accordance with the rotation angle of the rotor 22 shown in FIG. The position is displaced. As shown in FIG. 4, the rotational movement of the rotor 22 is converted into a linear movement of the control sleeve 16 in the left-right direction.

In FIG. 4, as the rotation angle of the rotor 22 in the clockwise direction increases, the control sleeve 16
Of the rotor 22 in the right direction increases (the amount of fuel injection increases), so that the clockwise rotation angle of the rotor 22 increases in proportion to the duty value (the ON time ratio per fixed time) given to the rotary solenoid 21. I'm trying to get bigger.

The fuel injection timing is adjusted by changing the relative position between the face cam 10 and the roller 12 by the roller ring 11.

The roller ring 11 is connected via a timer slide pin 25 to a timer piston 26 which is rotatable in the tangential direction of rotation of the roller ring 11. As shown in FIG. 5, the fuel pressure of the pump chamber 5 is guided to the high pressure chamber 28 at one end of the timer piston 26 which slides in the cylinder 27 via the passage 29, and the low pressure chamber 30 at the opposite side.
Is connected to the suction side of the feed pump 3 so as to be in a state close to a negative pressure, but the elastic force of the spring 31 pushes the timer piston 26 back.

When the fuel pressure in the pump chamber 5 increases due to an increase in the engine speed, the timer piston 30 is pushed rightward in FIG. 5, thereby rotating the roller ring 11 in the direction opposite to the rotation of the cam disk 8. , So that the injection timing is relatively advanced. Face cam 10 of cam disk 9
When the roller ring 11 is rotated in the direction opposite to the rotation direction of the cam disk 9, fuel is injected when the roller 1 rides on the roller 12.
Thus, the timing for riding on the vehicle 2 becomes earlier, so that the fuel injection timing with respect to the crank angle can be advanced.

However, the fuel pressure in the pump chamber 5 is
Since the injection timing linearly increases in proportion to the engine speed, the injection timing can basically be linearly advanced in proportion to the engine speed. Therefore, if the fuel in the high-pressure chamber 28 leaks to the low-pressure side by opening the timing control valve 33 provided in the bypass passage 32, the injection timing can be delayed even at the same rotation speed.
The leakage flow to the low pressure side is adjusted by the duty value given to the timing control valve 33 (the leakage flow increases in proportion to the duty).

In this manner, the timing control bar
Fuel injection timing adjustment with lube 33 and timer piston 30
Means for controlling the rotary solenoid 21
The fuel injection amount adjusting means with the roll sleeve 16 respectively
It is configured.

A control unit comprising a microcomputer controls both the rotary solenoid 21 and the timing control valve 33.

First, with respect to the fuel injection amount, the rotary solenoid 21 is controlled with the injection amount Qt shown in FIG. 8 determined from the engine speed Ne and the accelerator opening as a basic value, and the idle speed shown in FIG. Perform feedback control.

In FIG. 7, in step 1, an engine speed Ne, an accelerator opening (accelerator pedal opening), a battery voltage V _B , an air conditioner switch ON / OFF signal, and a selector position signal from an inhibitor switch are read. The routine in FIG. 7 is executed at a constant cycle (for example, 10 to 50 msec).

In step 2, the basic injection amount Qt is determined based on the rotational speed Ne and the accelerator opening with reference to the map shown in FIG.
Ask for. The basic injection amount Qt matches the reference fuel (JIS light oil).

[0039] obtaining the increase correction value Qv about battery voltage by referring to the table 9 and properties from Step 3, the battery voltage V _B. This increase correction amount Qv is added to the basic injection amount Qt in step 4, and the added value is put in a variable Q.

The increasing correction value Qv is higher larger value the battery voltage V _B is lower in the low voltage region as shown in FIG. This is to compensate for the decrease in battery voltage by increasing the amount of power generated by the alternator. When the battery voltage decreases, it is necessary to increase the power generation of the alternator. However, since the alternator receives power from the engine, if the power generation is increased, the load on the engine is correspondingly increased and the idling speed is reduced. Therefore, the injection amount is increased in response to the increase in the engine load accompanying the increase in the power generation amount. Note that FIG.
In the formula, mg / st, which is a unit of the increase correction amount Qv, is
The number of mg per reciprocation of the plunger 8.

In step 5, it is determined whether or not the air conditioner switch is ON. If the air conditioner switch is ON, the process proceeds to step 6, where an increase correction amount (constant value) Qa corresponding to the air conditioner load is added to the value of the variable Q. Even when the air conditioner switch is turned on, the electromagnetic clutch attached to the air conditioner compressor is connected and the load of the compressor acts on the engine, so that the fuel is increased in accordance with the load.

Similarly, when the inhibitor switch is at a position other than N (neutral) or P (parking) in step 7, the increase correction amount (constant value) Qtr corresponding to the torque converter load is also changed to the variable Q in step 8.
To the value of. The torque converter load is originally a value that changes in accordance with the operating conditions, but it can be set to a constant value because the load is idling. In step 9, it is determined whether or not the feedback condition of the idle speed has been reached. This feedback condition is, for example,

A state in which the accelerator pedal is not depressed This is a case where the two conditions are satisfied at the same time when the selector position of the automatic transmission is in one of the ranges N and P or when the vehicle speed is low.

When the feedback condition comes, step 1
The process proceeds to 0 and sets the target rotation speed Nt. This target rotation speed N
t is basically a rotation speed according to the cooling water temperature (the target rotation speed becomes higher as the temperature becomes lower), and is also corrected according to the operating state of the air conditioner or power steering and the battery voltage.

In steps 11 and 12, the actual rotational speed Ne is calculated.
When the difference ΔN (= Ne−Nt) between the target rotation speed Nt and the target rotation speed Nt exceeds the allowable value (± ε), the feedback correction amount Qf is determined so as to be within the allowable value, and this value is added to the value of the variable Q. . For example, if Ne <Nt-ε, a value corresponding to the difference ΔN (positive value at this time), and also if Ne> Nt + ε, a value corresponding to the difference ΔN (negative value at this time) is used as the feedback correction amount. It is obtained as Qf.

In step 13, the duty value Drot to be given to the rotary solenoid 21 is determined from the value of Q with reference to the table having the contents shown in FIG. Step 14
Then, ON and OFF pulses are generated from the value of Drot and output to the rotary solenoid 21.

The duty value Drot and the variable Q are
This is a fuel injection amount control signal.

Next, as for the injection timing, the timing control valve 33 is controlled with the injection timing ITt shown in FIG. 12 determined from the engine speed Ne as a basic value.

In this case, the basic injection timing ITt shown in FIG.
If JIS is matched against the reference fuel, JIS
When light fuel such as No. 3 light oil is used, and the fuel temperature rises, the pump efficiency of the feed pump inside the pump decreases due to the decrease in fuel viscosity, and the amount of leakage in the plunger pumping stroke increases. As a result, the injection timing is substantially greatly delayed, which not only causes deterioration of fuel efficiency but also causes misfire.

[0050] To cope with this, the control unit 35, during the aforementioned idle speed feedback correction determines the idling injection quantity Qr corresponding to the control sleeve position detected by the control sleeve position sensor, during this idle Injection amount Qr and light fuel
To determine whether fuel or reference fuel is used
Qd (= Qr-Qti) from the boundary value-equivalent injection amount Qti (predetermined boundary value) is determined, and based on this difference Qd, is light fuel or reference fuel used? When light fuel is used, the basic injection timing ITt is advanced and the injection timing is determined by advanced correction. When the reference fuel is used, the basic injection timing ITt is used as it is as the injection timing.

Regarding various sensors required for this control, first, a control sleeve position sensor 38 is integrally attached to the rotor 22 of the rotary solenoid 21 as shown in FIG. Output the output signal. As shown in FIG. 5, the timer piston position sensor 39 converts the displacement of the timer piston 26 into a voltage value and outputs it. As shown in FIG. 2, the fuel temperature sensor 40 is mounted facing the pump chamber 5 and outputs a signal corresponding to the fuel temperature in the pump chamber.

These signals are, as shown in FIG. 6, a sensor 36 for detecting the accelerator opening and an engine speed Ne.
37, battery 41, air conditioner switch 42, selector position (P, R, N,
D, 1, 2, etc.) inhibitor switch 43
Are input to the control unit 35 together with signals from the control unit 35. The engine speed can also be obtained from the pump speed.

FIG. 11 is a flowchart showing the calculation of the injection timing.
This is performed at a fixed cycle.

In step 21, the engine speed Ne, accelerator opening, fuel temperature Tf, and control sleeve position Ccs are read.

In step 22, the basic injection timing I is determined based on the engine speed Ne with reference to the table shown in FIG.
Find Tt. The basic injection timing ITt also matches the reference fuel.

In step 23, it is determined whether feedback correction of the idling speed is being performed. If feedback correction is being performed, the process proceeds to steps 24-35. Steps 24 to 29 are steps for determining which of the light fuel and the reference fuel is being used.

First, at step 24, a boundary value equivalent injection quantity Qti is determined from the fuel temperature Tf with reference to the table containing FIG. The injection value Qti corresponding to the boundary value indicated by the solid line
Is the reference fuel (JIS No. 2 light oil) or light fuel (JIS special No. 3 light oil) used during idling ?
By the boundary value equivalent to the injection quantity for determining, idling injection quantity obtained from the control sleeve position sensor during idle speed feedback correction (described later) is that which is greater than the light fuel is used, also If it is less than this, the reference fuel is being used. With light fuel, the injection amount is insufficient due to the decrease in fuel viscosity and the idle speed decreases, so to compensate for this decrease in speed,
It is necessary to move the control sleeve position to the increasing side from the reference fuel, and if the control sleeve position moved to the increasing side is converted into an injection amount (this converted value is an idling injection amount Qr described later), it corresponds to a boundary value. It exceeds the injection amount.

In step 25, the idling injection amount Q corresponding to the control sleeve position is referred from the control sleeve position Ccs with reference to the table shown in FIG.
Find r. Even if the idle speed drops due to the shortage of the injection amount due to the decrease in the fuel viscosity when using light fuel, if the feedback correction is being performed, the control sleeve position is moved to the side where the injection amount increases until the target rotation speed is reached. That is,
The injection amount Qr corresponding to the position of the control sleeve during the feedback correction increases by an amount corresponding to a decrease in fuel viscosity due to the use of light fuel.

The idling injection amount Qr and the above control
The roll sleeve position Ccs corresponds to the fuel injection during idling.
It is a radiation control signal.

In step 26, the process proceeds to a Qr correction subroutine. This is to take into account that, as described later in FIG. 17, the correction of the injection amount may be increased by the operation of the air conditioner or the like.

In step 27, the fuel temperature Tf is calculated from FIG.
The hysteresis width H is obtained by referring to a table having the following contents. The hysteresis width H is, as also shown in FIG.
The same width is provided above and below the boundary line of Qti.

In step 28, a difference Qd (= Qr-Qti) between the idling injection amount Qr obtained from the control sleeve position sensor and the boundary value equivalent injection amount Qti is calculated.
This is compared with the hysteresis width H in step 29, and Qd
> H, light fuel is used, and Qd ≦
If H, it is determined that the reference fuel is being used. For example, FIG. 13 shows the injection amount corresponding to the special No. 3 light oil by a broken line. When Qr exists between the line of the broken line and the line of Qti, it is determined that the fuel is light because it is within the hysteresis width H. It is not done. This is because the provision of the hysteresis stably determines whether to use the light fuel or the reference fuel.

If it is determined from Qd> H that light fuel is being used, the routine proceeds to step 30, where a light flag is set. Conversely, if Qd ≦ H, that is, when the reference fuel is being used, the lightness flag is reset in step 32. The light flag indicates the result of determining whether light fuel or reference fuel is used.

When light fuel is used, the injection timing is corrected in advance by setting a value obtained by adding a constant value ITa to the basic injection timing ITt in a variable IT in step 31.
Even if a duty value corresponding to the basic injection timing ITt matched to the reference fuel is given to the timing control valve, when light fuel is used, the timer piston position moves to the retard side of the injection timing due to a decrease in fuel viscosity. In order to undo this movement, the injection timing is corrected to the advance side. On the other hand, when the reference fuel is used, in step 33, the basic injection timing ITt is directly entered into the variable IT. In step 34, a duty value Dtim to be given to the timing control valve is determined from the injection timing IT and the engine speed Ne with reference to a map containing FIG. The value of the duty value Dtim is shown in FIG.
As shown in FIG. 6, the angle is increased toward the retard side. This is because the timing control valve 33
The larger the duty value given to is, the larger the amount of leakage from the high-pressure chamber 28 to the low-pressure side and the timer piston position moves to the retard side. Also,
Since the injection timing needs to be advanced as the rotation speed decreases, the engine speed is also used as a parameter in FIG.

In step 35, the value of Dtim is set to O
An N, OFF pulse is generated and output to the timing control valve 33.

On the other hand, when proceeding from step 23 to 36 (when the feedback correction of the idle speed is not being performed)
Checks whether the light flag is set. If the light flag is set, it means that light fuel is being used.
The value obtained by adding Ta is stored in a variable IT, and when it is not set, the basic fuel injection timing ITt is directly stored in a variable IT in step 38 because the reference fuel is being used.

The variable IT and the above-described duty value Dt
im is a fuel injection timing control signal.

FIG. 17 shows a Qr correction subroutine, which is also executed at a constant cycle (for example, 200 msec).

In step 51, the battery voltage V _B ,
The ON / OFF signal of the air conditioner switch and the selector position signal from the inhibitor switch are read.

[0070] From step 52 the battery voltage V _B by referring to a table whose content 9 obtains the increase correction amount Qv, placed anew variable Qr a value obtained by subtracting the value of Qv from the value of the variable Qr in step 53 .

In steps 54 and 55, when the air conditioner switch is ON, a value obtained by subtracting the increase correction amount Qa corresponding to the air conditioner load from the value of Qr is newly input to Qr. Also in steps 56 and 57, when the selector position is a position other than N or P, the increase correction amount Qtr corresponding to the torque converter load is subtracted from the value of Qr.

The correction for decreasing the idling-time injection amount Qr corresponds to steps 3, 4, 5, 6, 7, and 8 in FIG. The threshold value-equivalent injection quantity Qti, which is the other party to be compared with the idling injection quantity Qr obtained from the control sleeve position sensor, is a value when no increase correction at the time of battery voltage reduction or increase correction at the time of operating the air conditioner or torque converter is considered. This is because these values need to be excluded from the idle injection amount Qr obtained from the control sleeve position sensor when these increase corrections are performed.

Here, the operation of this example will be described. If light fuel is used when the basic injection timing ITt is matched with the reference fuel, a duty value (fuel injection amount control signal) given to the timing control valve is used.
No.), the timer piston position shifts to the retard side due to the decrease in fuel viscosity, and the injection timing is substantially delayed.
In addition to poor fuel economy, misfire may occur when the retard amount is large.

In this case, when the idling injection amount is feedback-corrected so that the idling rotational speed matches the target rotational speed, the idling injection amount Qr (fuel injection amount control signal) obtained from the control sleeve position sensor becomes the reference fuel. The injection amount is larger than that at the time of use by the injection amount corresponding to the decrease in the fuel viscosity.

For this reason, the idling injection amount Qr obtained from the control sleeve position sensor signal during the feedback correction and the preset boundary value equivalent injection amount Qt
By comparison with i (predetermined boundary value) , Qr> Qti, and from this it can be determined that light fuel is being used. At this time, if the basic injection timing ITt is advanced, the duty value Dtim (fuel injection timing control signal) given to the timing control valve becomes small, and the amount of leakage from the high pressure chamber to the low pressure side is reduced. The position is returned to the advance side. At this time, the injection timing IT (fuel injection
The timing control signal) is an injection timing suitable for the light fuel. Accordingly, when the basic injection timing ITt is matched with the reference fuel, even when the light fuel is used, the fuel efficiency is deteriorated or a misfire occurs. Does not occur.

Further, in this example, not the comparison between the idling-time injection amount Qr and the boundary value-equivalent injection amount Qti, but the comparison of the fuel difference Qd (= Qr-Qti) and the hysteresis width H indicates the use of light fuel. Since it is determined whether the fuel is being used at the time or when the reference fuel is used, it is possible to stably determine which fuel is being used.

Further, as shown in FIGS. 13 and 15,
Since the boundary value equivalent injection amount Qti and the hysteresis width H are set according to the fuel temperature Tf, even if the fuel temperature Tf is different, it is possible to accurately determine whether to use the light fuel or the reference fuel. Can do well.

On the other hand, during feedback correction of the idling speed, even when the air conditioner or the torque converter is activated or the alternator is activated due to the decrease of the battery voltage and these are applied as the engine load, the idling speed is reduced. Since the idling-time injection amount is corrected so as not to decrease, the control sleeve position moves to the increasing side from when these do not operate. Due to the movement of the control sleeve, a larger idling injection amount Qr is calculated, and the calculation accuracy of the idling injection amount Qr is reduced accordingly.

On the other hand, in this example, when the air conditioner and the torque converter are operated and the alternator is operated due to a decrease in the battery voltage, the increase correction amounts are excluded when the idling injection amount Qr is calculated. The idle injection amount Qr having the same value during the operation and during the non-operation is calculated, and the calculation accuracy of the idle injection amount Qr is improved.

FIG. 18 shows a second embodiment. As can be seen from a comparison with FIG.
7, 78, 79, 80, 83, 84 are different.

First, during the feedback correction of the idle speed, the injection amount Qti2 (reference injection amount signal) corresponding to the reference fuel is referred from the fuel temperature Tf with reference to the table containing FIG.
No.) is obtained (step 74), the reference fuel corresponding injection amount Qti2 and control sleeve position idling injection amount Qr obtained from the sensor (feedback corrected fuel
The difference Qd2 (= Qr-Qti2) of the fuel injection amount control signal) is calculated (step 77), and the lead angle correction amount ITa2 is obtained from the difference Qd2 with reference to a table containing FIG. 20 (step 78). This is calculated based on the basic injection timing ITt ( basic of the fuel injection timing control signal) matched with the reference fuel.
Value) (step 79), and finally, the advance correction amount ITa2 is stored in a memory (step 80).

Since the reference fuel equivalent injection amount Qti2 is an injection amount equivalent to JIS No. 2 light oil during idling shown in FIG. 13, the idling injection amount Qr when light fuel is used is used.
Always becomes larger than the reference fuel equivalent injection amount Qti2 (Q
d2> 0), and Qd2 = 0 when the reference fuel is used.
Therefore, the correction only needs to consider the advance of the injection timing.

On the other hand, when the feedback correction of the idle speed is not being performed, the routine proceeds to step 83, where the advance correction amount ITa2 is read from the memory, and is read as the basic injection timing I.
It is added to Tt (step 84).

Since the advance angle correction amount ITa2 in this example is a variable value corresponding to the injection amount difference Qd2, the advance angle correction can be performed accurately even if the fuel viscosity of the light fuel is variously different. .

On the other hand, even if it is assumed that either the reference fuel or the light fuel is used, if the basic injection timing ITt matches the light fuel, the injection amount corresponding to the light fuel during idling (FIG. JIS at idle shown in 13
An injection amount (Qti3 equivalent to special No. 3 light oil) is obtained. At this time, since the idling injection amount Qr obtained from the control sleeve position sensor during the feedback correction of the idling rotation speed by using the reference fuel is always smaller than the light fuel equivalent injection amount Qti3 (when using the light fuel, Qr = Qti3) and Qti3-Qr (= Qd3) are calculated to obtain a retardation correction amount, and the injection timing is retarded by subtracting the retardation correction amount from the basic injection timing matched for light fuel. (Third Embodiment)

FIG. 21 shows a fourth embodiment, which corresponds to FIG. 18 of the second embodiment. FIG. 18 shows steps 91, 92,
As can be seen from the difference between 93, 94 and 95,
The second embodiment uses the addition formula (steps 79 and 8 in FIG. 18).
While the lead angle correction is performed in 4), in this example, the lead angle correction is performed by a multiplication formula (steps 92 and 95 in FIG. 21). It should be noted that since the value subjected to the advance correction needs to be larger than the value not subjected to the advance correction, the advance correction coefficient K shown in FIG. 22 must be a value of 1.0 or more.

In this example, the same operation and effect as in the second embodiment can be obtained.

In the embodiment, JIS No. 2 light oil is used as a reference fuel,
Although JIS No. 3 light oil has been described as a light fuel, in fact, the present invention can be applied between two fuels, a fuel having a relatively high fuel viscosity and a fuel having a relatively low fuel viscosity.
For example, the same applies when JIS No. 2 light oil is replaced with a light fuel and a fuel having a higher viscosity than this fuel is replaced with a reference fuel.

[0089]

According to the first , second, third and fourth aspects of the present invention, the fuel
The plunger, which lubricates the sliding parts
By reciprocating in synchronization with the rotation of the engine,
The fuel sucked into the high pressure chamber
High pressure plunger pump that pressurizes and feeds to injection nozzle
And the high-pressure plunger according to a fuel injection amount control signal.
Adjust the fuel injection amount by changing the pump pumping period
Fuel injection amount adjusting means and a fuel injection timing control signal
Change the fuel pumping time of the high pressure plunger pump.
Fuel injection timing adjusting means for adjusting the fuel injection timing,
Engine speed detecting means for detecting the engine speed ,
Detected by the engine speed detecting means during idling
The fuel to the engine rotational speed were coincides with the target rotational speed
Fidoba for feedback correcting the fuel injection quantity control signal
And click correction means, by the feedback correction means
Based on the corrected fuel injection amount control signal,
Judgment means for judging type and judgment by this judgment means
The fuel injection timing control signal according to the type of fuel used.
Because a fuel injection timing calculating means for calculating an issue, increased NOx and carbon when the low viscosity fuel fuel high <br/> viscosity deterioration and misfiring arrangement of fuel consumption when used is employed Can be suppressed.

[0090] Fifth, sixth, seventh aspect of the present invention, the fuel
Rotate the plunger that lubricates the sliding parts of the engine
Plunger height by reciprocating in synchronization with the rotation
The fuel sucked into the pressurized chamber is pressurized above the fuel injection pressure and injected.
High-pressure plunger pump for pumping
The fuel of the high-pressure plunger pump is controlled according to the radiation control signal.
Fuel injection that changes the pumping period and adjusts the fuel injection amount
Volume adjusting means, and the high pressure in response to a fuel injection timing control signal.
The fuel injection timing of the plunger pump is changed to
Fuel injection timing adjustment means for adjusting the firing timing, and engine
An engine speed detecting means for detecting the rotation number, engine detected by said engine speed detecting means during idle
The fuel injection quantity system so that emissions rotational speed coincides with the target rotational speed
A feedback correction means for performing feedback correction of the control signal, and adjusting the engine speed to the target rotation speed using the reference fuel.
Based on the fuel injection amount control signal when matching the number of turns
Setting means for setting as an injection amount signal;
The fuel injection amount control signal corrected by the
During the fuel injection according to the difference between the signal and the reference injection amount signal.
Correction amount calculating means for calculating a correction amount for a period control signal, and the fuel injection timing matched with a reference fuel
Calculate basic value of control signal according to engine speed
A basic value-calculating means, for compensation of the basic value by the correction amount
Time injection of calculating the fuel injection timing control signals by
Since a period calculation means, it often calculated out accuracy of the correction amount
Ri, be different in different fuels viscosity of fuel used, it is possible to perform compensation with high accuracy.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to a claim of the first invention.

FIG. 2 is a longitudinal sectional view of a fuel injection pump.

FIG. 3 is a perspective view of a rotary solenoid.

FIG. 4 is a diagram showing a positional relationship between a rotary shaft of a rotary solenoid and a control sleeve.

FIG. 5 is a sectional view of a timer part.

FIG. 6 is a configuration diagram of input and output with respect to a control unit.

FIG. 7 is a flowchart for explaining calculation of an idling injection amount;

FIG. 8 is a characteristic diagram of a basic injection amount Qt.

9 is a characteristic diagram of the increase correction value Qv about the battery voltage V _B.

FIG. 10 is a characteristic diagram of a duty value Drot given to a rotary solenoid.

FIG. 11 is a flowchart for explaining calculation of an injection timing IT.

FIG. 12 is a characteristic diagram of a basic injection timing ITt.

FIG. 13 shows an injection amount Qt corresponding to a boundary value with respect to a fuel temperature Tf.
It is a characteristic view of i.

FIG. 14 is a characteristic diagram of the idling-time injection amount Qr corresponding to the control sleeve position Ccs.

FIG. 15 is a characteristic diagram of a hysteresis width H with respect to a fuel temperature Tf.

FIG. 16 is a characteristic diagram of a duty value Dtim given to a timing control valve.

FIG. 17 is a subroutine of Qr correction.

FIG. 18 is a flowchart for explaining calculation of an injection timing according to a second embodiment.

FIG. 19 is a characteristic diagram of a reference fuel equivalent injection amount Qti2 of the second embodiment.

FIG. 20 is a characteristic diagram of the lead angle correction amount ITa2 of the second embodiment.

FIG. 21 is a flowchart for explaining calculation of an injection timing according to a fourth embodiment.

FIG. 22 is a characteristic diagram of a lead angle correction coefficient K of the fourth embodiment.

FIG. 23 is a diagram corresponding to a claim of the fifth invention.

[Explanation of symbols]

16 Control Sleeve 21 Rotary Solenoid (Control Sleeve Driving Actuator) 26 Timer Piston 33 Timing Control Valve 35 Control Unit 36 Accelerator Sensor 37 Engine Speed Sensor 38 Control Sleeve Position Sensor 39 Timer Piston Position Sensor 40 Fuel Temperature Sensor

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 29/02 F02D 41/04-41/40 F02D 45/00 364

Claims (7)

(57) [Claims] The lubrication of a sliding part is performed by a fuel.
Reciprocate the runner in synchronization with the engine rotation
With this, the fuel sucked into the plunger high-pressure chamber is
High-pressure plug that pressurizes above the injection pressure and sends it to the injection nozzle
A high-pressure plunger pump according to a fuel injection amount control signal.
The fuel pumping period of the pump to adjust the fuel injection amount
Fuel injection amount adjusting means, and the high-pressure plunger port according to a fuel injection timing control signal.
The fuel injection timing of the pump to adjust the fuel injection timing.
That the fuel injection timing adjusting means, detecting an engine speed detecting means for detecting an engine speed, by the engine speed detecting means during idle
The fuel to the engine rotational speed were coincides with the target rotational speed
Fidoba for feedback correcting the fuel injection quantity control signal
Fuel correction means and the fuel corrected by the feedback correction means.
-Size determines the type of fuel used based on the fuel injection quantity control signal
A constant section, depending on the type of fuel used, which is determined by the determining means
Injection timing control device for a diesel engine, characterized in that a fuel injection timing calculation hand <br/> stage for calculating the fuel injection timing control signal Te. 2. The fuel matched to a reference fuel.
The basic value of the injection timing control signal is calculated according to the engine speed.
A basic value calculating means for calculating the injection timing.
Indicates that the use of the reference fuel is determined by the determination means.
If it is, the basic value is used as the fuel injection timing control signal.
And a fuel having a lower viscosity than the reference fuel.
When the use of the fee has been determined, the basic value is advanced
Calculating the fuel injection timing control signal
An injection timing control device for a diesel engine according to claim 1.
Place. 3. The feedback correction device according to claim 1 , wherein
The fuel injection amount control signal corrected by the
Fuel type by comparing the magnitude with the boundary value of
The type according to claim 1, wherein the type is determined.
Injection timing control device for Zell engine. 4. The injection timing control device for a diesel engine according to claim 3 , wherein the boundary value is set according to a fuel temperature. 5. A pump in which sliding parts are lubricated by fuel.
Reciprocate the runner in synchronization with the engine rotation
With this, the fuel sucked into the plunger high-pressure chamber is
High-pressure plug that pressurizes above the injection pressure and sends it to the injection nozzle
A high-pressure plunger pump according to a fuel injection amount control signal.
The fuel pumping period of the pump to adjust the fuel injection amount
Fuel injection amount adjusting means, and the high-pressure plunger port according to a fuel injection timing control signal.
The fuel injection timing of the pump to adjust the fuel injection timing.
That the fuel injection timing adjusting means, detecting an engine speed detecting means for detecting an engine speed, by the engine speed detecting means during idle
The fuel to the engine rotational speed were coincides with the target rotational speed
Fidoba for feedback correcting the fuel injection quantity control signal
The engine speed to the target speed using the fuel correction means and the reference fuel.
The fuel injection amount control signal at the time of matching is set to the reference injection amount.
Setting means for setting as a signal, and the fuel corrected by the feedback correcting means.
According to the difference between the fuel injection amount control signal and the reference injection amount signal.
Complement for calculating a correction amount for the fuel injection timing control signal
Positive amount calculating means, and the fuel injection timing control matched to a reference fuel
Basic calculation of the basic signal value according to the engine speed
Value calculating means, said fuel by compensation of the basic value by the correction amount
And a fuel injection timing calculation means for calculating the injection timing control signal
An injection timing control device for a diesel engine. 6. The correction amount calculating means according to claim 1 , wherein
The fuel injection amount control signal corrected by the
Is larger than the reference injection amount signal, the correction amount is advanced.
The angle correction amount is calculated as a correction amount.
On-board diesel engine injection timing control device. 7. The diesel engine injection timing control device according to claim 5 , wherein the setting means sets the reference injection amount signal in accordance with a fuel temperature.