JP5010346B2 - Electronically controlled engine - Google Patents

Description

  The present invention includes an electronically controlled engine technology, in particular, an EGR device that recirculates a part of exhaust gas discharged from an exhaust manifold as EGR gas to an intake manifold, and the recirculation amount of the EGR device according to the rotational speed. The present invention relates to a technology of an electronically controlled engine that enables change control.

2. Description of the Related Art Conventionally, in a fuel injection device for a diesel engine, a configuration for adjusting the fuel injection amount with an electronic governor is well known. And the control mechanism which drives the working machine with the engine and calculated | requires the load factor of this working machine is also known (for example, refer patent document 1). This patent document 1 discloses a control mechanism related to a work machine load of a combine. When the work machine load becomes excessive, an overload alarm is output to notify an operator or the like. Yes, the load factor of the work machine (a value indicating the magnitude of the load applied to the work machine) is used as information for operating. The load factor of the work implement is obtained based on a control map in which the horizontal axis is the engine speed N and the vertical axis is the rack position R. The load factor is 0% when no load is applied to the work implement. The load factor is set to 100% (allowable maximum load) when a large load is applied to the machine and the engine exhibits maximum output. In FIG. 9, Ridl indicates an idle rack position when the engine is operated alone, that is, a state where the engine and the work machine are dynamically disconnected, and Rmax indicates a limit rack position. When the actual engine speed is Nact, the idle rack position Ra and the limit rack position Rb are respectively determined. Ract indicates the actual rack position (actual rack position) at the time of Nact. The width of the rack position between the idle rack position Ra and the limit rack position Rb is 100%, and the ratio of the rack position width between the idle rack position Ra and the actual rack position Ract is the load factor of the work implement. It is. In other words,
Load factor of work equipment (%)
= {(Ract-Ridl) / (Rmax-Ridl)} * 100
Is calculated as follows.

On the other hand, there is a document disclosing a configuration in which an EGR (Exhaust Gas Recirculation) device is added to a diesel engine (see, for example, Patent Document 2). The EGR device includes an EGR passage extending between an exhaust passage and an intake passage, and an EGR control valve that opens and closes the EGR passage, and changes an opening degree of the EGR control valve (hereinafter referred to as an “EGR opening degree”). Thus, the amount of exhaust gas recirculated from the exhaust passage to the intake passage can be adjusted. As the control means for the EGR opening, there is conventionally a control means for calculating the EGR opening based on the actual engine speed detected by the engine speed detecting means and the actual rack position.
JP-A-8-238016 Japanese Patent No. 2759375

  However, in the conventional control means, since the EGR opening is calculated based on the actual engine speed and the actual rack position, for example, when the limit rack position is increased / decreased by the excess or deficiency of the output when shipped from the factory, the actual fuel Although the injection amount is corrected for excess and deficiency of output, the control of the EGR opening is not corrected. Therefore, the EGR opening is not appropriate for the fuel injection amount after output correction, and incomplete combustion is performed. And black smoke emission.

The present invention has been made in consideration of the above problems, excess or deficiency of the output by the output correction, even when the corrected limit rack position, be controlled to be a proper EGR opening for the output of the corrected An electronically controlled engine capable of

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

  The present invention includes a rotation speed setting means, a rotation speed detection means, a rack position detection means, an EGR device that recirculates a part of the exhaust gas after combustion to the intake side, and an engine control device, In an electronically controlled engine capable of changing and controlling the recirculation amount of the EGR device in accordance with the rotational speed, the actual engine rotational speed and the actual rack position of the electronic governor device are detected to detect the actual engine rotational speed and the electronic governor. The load factor is calculated from the actual rack position of the apparatus and the limited rack position after output correction, the EGR opening after output correction is calculated from the load factor, and the EGR opening is controlled.

  According to a second aspect of the present invention, in the electronically controlled engine according to the first aspect, the actual engine speed is calculated as an average actual engine speed at a predetermined time, and the actual rack position is calculated as an average actual rack position at a predetermined time. is there.

  As effects of the present invention, the following effects can be obtained.

  In the first aspect, when the output correction is performed and the restricted rack position is changed, the EGR opening degree corresponding to the output correction can be calculated only by calculating the load factor from the actual rack position and the actual rotational speed. , It is possible to prevent a deviation in the relationship between the EGR opening degree and the output.

  In claim 2, by taking the average value, it is possible to more stably prevent a deviation in the relationship between the EGR opening degree and the output.

  Next, embodiments of the invention will be described.

  FIG. 1 is a block diagram showing an apparatus configuration to which the control mechanism of the present invention can be applied.

  FIG. 2 is a diagram showing a configuration example of a fuel injection pump to which the control mechanism of the present invention is applied.

  FIG. 3 is a diagram illustrating a control map according to the first embodiment.

FIG. 4 is a diagram showing a control map according to the first configuration example .

FIG. 5 is a block diagram showing a control device of the EGR device according to Configuration Example 2 .

FIG. 6 is a diagram showing a configuration of a common rail fuel injection device according to Configuration Example 3 .

FIG. 7 is a block diagram showing a control device of the EGR device according to Configuration Example 3 .

  FIG. 8 is a block diagram showing a control device of the unit injector type fuel injection device.

  FIG. 9 is a diagram showing a control map used in a conventional control mechanism.

  As shown in FIG. 1, the control mechanism of the present invention is applied to a configuration in which the work machine 2 is driven by the engine 1. Further, the engine 1 and the work machine 2 are drivingly connected by a drive shaft 3. In addition, fuel is supplied to the engine 1 from a fuel injection pump 30. The fuel injection pump 30 is driven by the rotation of the crankshaft of the engine 1.

  The engine 1 is equipped with an EGR device 6. This EGR device 6 returns a part of the exhaust gas to the intake system and lowers the maximum temperature when the air-fuel mixture burns to suppress the generation amount of NOx. Specifically, the exhaust manifold and the intake manifold A communication pipe is provided in between, and an EGR valve is provided in the middle of the communication pipe. The EGR valve is constituted by an electromagnetic proportional valve, and is connected to a control device 5 serving as a control means. The degree of opening is controlled so that a part of the exhaust gas can be returned to the intake system via the communication pipe.

  The engine 1 is also provided with an oil temperature sensor 7 for detecting the temperature of the lubricating oil stored in the oil pan and a cooling water temperature sensor 8 for detecting the temperature of the cooling water. The oil temperature sensor 7 and the cooling water temperature sensor 8 are installed. Is connected to the control device 5. And the control apparatus 5 controls the EGR apparatus 6 based on the detection information of these oil temperature sensors 7, the cooling water temperature sensor 8, etc., and the load factor 91 of the engine mentioned later. That is, the opening degree of the EGR valve (EGR opening degree) is adjusted.

  The fuel injection pump 30 is controlled in fuel injection amount (discharge amount) by the electronic governor device 4, and the electronic governor device 4 includes a rack actuator 11, a rack position sensor 12, a rotation speed sensor 13, and the like, each of which is a control device. 5 is connected. The rack actuator 11 operates a control rack 14 that adjusts the fuel injection amount, and the position of the control rack 14 (hereinafter referred to as “rack position”) is detected by the rack position sensor 12. Then, the detection information of the rack position sensor 12 is transmitted to the control device 5, and the control device 5 calculates a load factor 91 of the engine, which will be described later, based on the rack position, the rotational speed, and the like.

  The electronic governor device 4 is configured, for example, as shown in FIG. 2, and includes a rack actuator 11 formed of a solenoid or the like, a rack position detection unit, and a housing 31 attached to the side of the fuel injection pump 30. A rack position sensor 12 and a rotation speed sensor 13 serving as a rotation speed detection means are provided, and these are connected to the control device 5. The rack actuator 11 is linked to the control rack 14 through a lever 35 and a link 34.

  The control rack 14 meshes with the control sleeve, and the control sleeve is provided on the outer periphery of the plunger 33 of the fuel injection pump 30. By the operation of the rack actuator 11, the control rack 14 is slid and the control sleeve and the plunger 33 rotate. The position of the plunger lead provided on the plunger 33 is changed with respect to the fuel intake port, whereby the fuel injection amount is adjusted.

  Further, the control device 5 is connected to the accelerator position detecting means, that is, the rotational speed setting means 17 and the starting means 18 such as a key switch so that the set rotational speed signal and the starting operation detection signal are inputted. It has become. In addition, a display panel 21 can be connected to the control device 5, and the display panel 21 includes a display unit such as hydraulic pressure and water temperature, and a work implement load factor monitor 22, and the work implement load factor monitor 22 includes An engine load factor 91 to be described later is displayed. As a result, the operator can check the load factor 91 of the engine at the time of adjustment before shipment or when the engine is mounted on the traveling vehicle.

  Next, calculation of the engine load factor L will be described. The control map shown in FIG. 3 is such that the horizontal axis is the engine speed N and the vertical axis is the rack position R. This control map is stored in a storage means such as a ROM provided in the control device 5, and a limit rack position corresponding to the actual engine speed N, torque, etc. is set as a limit rack position characteristic line Rmax. The idle rack position at the time of no-load rotation of the engine is set as an idle rack position characteristic line Ridl, and further, the EGR opening degree corresponding to the rotation speed and the rack position (diagonal line indicated by a one-dot chain line) is also set simultaneously. It is stored in the storage means as a map. Thereby, the limit rack position Rb, the idle rack position Ra, and the EGR opening when the actual engine speed is Nact are determined. The idle rack position characteristic line Ridl is used to determine the rack position used when the engine is idled when the engine is driven alone (no-load operation). The idle rack position characteristic line Ridl Is determined as the “idle rack position”. The restricted rack position characteristic line Rmax is set as the upper limit value of the rack position, and the rack position is not set beyond the restricted rack position characteristic line Rmax. That is, the limit rack position characteristic line Rmax determines the upper limit value of the fuel injection amount.

When the actual rotational speed is Nact, the load factor L of the engine is that the width of the rack position between the idle rack position Ra and the limit rack position Rb is 100%, and the difference between the idle rack position Ra and the actual rack position Ract. It is determined by the ratio of the width of the rack position. In other words,
Engine load factor L (%)
= {(Ract-Ra) / (Rb-Ra)} * 100
It is calculated from.
As a general formula,
Engine load factor L (%)
= {(Ract-Ridl) / (Rmax-Ridl)} * 100
Represented as:
When the actual rack position Ract matches the idle rack position Ra, the engine load factor 91 is 0%.

  Next, control of the EGR opening will be described. As shown in FIG. 1, a rack position sensor 12 and a rotational speed sensor 13 are connected to the control device 5, and the actual rack position Ract is determined by the rack position sensor 12, and the actual engine rotational speed Nact is determined by the rotational speed sensor 13. Each is entered. Here, at the time of shipment, whether or not a predetermined output is obtained is inspected, and if it cannot be obtained, output correction is performed. For example, the limit rack position is raised when the rated output is insufficient, and is lowered when the rated output is over. However, if the EGR opening is controlled according to the original map before the output correction, when the limit rack position is corrected to increase, the rack position becomes large and the EGR opening becomes It becomes too closed, and the reduction amount of exhaust gas decreases and NOx increases. On the contrary, when the limit rack position is lowered, the rack position becomes small and the EGR opening becomes too wide to obtain the same rotational speed, resulting in incomplete combustion and reduced efficiency. Therefore, in the control of the EGR opening after the output correction, first, the load factor L is determined by the idle rack position Ra corresponding to the actual engine speed Nact, the limited rack position Rb ′ after the output correction, and the actual rack position Ract ′. Is calculated. Since the load factor L is the same value as the actual engine speed Nact and the load factor L at the rack position Ract in the original map, the EGR opening is calculated from this value to control the EGR opening. . Thus, the actual engine speed Nact and the actual rack position Ract ′ of the fuel injection pump 30 are detected, and the actual rack position Ract ′, the idle rack position Ra corresponding to the actual engine speed Nact, and the output corrected The load factor L is calculated from the limit rack position Rb ′, the EGR opening before the output correction is calculated from the load factor L, the actual engine speed Nact, and the EGR opening map, and the EGR opening is set to be the EGR opening. Even when the limit rack position characteristic line can be corrected by controlling the device 6, for example, when there is an excess or deficiency with respect to a specified output in the output adjustment of each engine at the time of engine shipment, By simply calculating the load factor from the actual rack position and the actual rotational speed, the EGR opening corresponding to the output correction can be calculated, and the relationship between the EGR opening and the output is obtained. It is possible to prevent the Ruzure.

  Further, the load factor L can be obtained from the average actual rack position Rave that is an average value of the actual rack position Ract for a predetermined time and the average actual engine speed Nave that is an average value of the actual engine speed for a predetermined time. The calculation method of the load factor L is the same as described above, and the load factor L is obtained by substituting the average actual rack position Rave instead of the actual rack position Ract, and the average actual engine speed Nave instead of the actual engine speed Nact. Can do. Since the average actual rack position Rave is an average value for a predetermined time, even if an abrupt load is applied instantaneously and an abnormal value is detected, stable calculation is possible by averaging. In addition, since the average actual engine speed is an average value for a predetermined time, even if an abnormal value is detected instantaneously, stable calculation can be performed by averaging.

  Further, the load factor L2 can be obtained not from the actual rack position and the actual engine speed but also from the target rack position Rset and the target engine speed Nset. That is, the target rack position is a rack position when there is no load when the target engine speed Nset is set by the speed setting means. Therefore, the load factor L2 can be obtained by dividing the rack position at the time of loading (actual rack position) by the rack position at the time of no load (target rack position Rset). Further, the load factor L2 can also be obtained by dividing the number of rotations under load (actual number of rotations) by the number of rotations under no load.

  In the control map shown in FIG. 4, the horizontal axis represents the engine speed N and the vertical axis represents the rack position R. The control map stores a limit rack position characteristic line Rmax for determining a limit rack position corresponding to the target engine speed Nset, and similarly, an idle rack for determining an idle rack position corresponding to the target engine speed Nset. A position characteristic line Ridl is stored. As a result, the limit rack position Rb and the idle rack position Ra when the target engine speed is Nset are determined. The idle rack position characteristic line Ridl is used to determine the rack position used when the engine is driven idle when the engine is driven alone, and the rack determined by the idle rack position characteristic line Ridl. The position is set as an “idle rack position”. The restricted rack position characteristic line Rmax is set as the upper limit value of the rack position, and the rack position is not set beyond the restricted rack position characteristic line Rmax. That is, the limit rack position characteristic line Rmax determines the upper limit value of the fuel injection amount.

The engine load factor L2 when the target engine speed is Nset is
Engine load factor (%)
= (Nact / Nset) x 100
It is calculated from.

  Next, control of the EGR opening will be described. The load factor L2 is calculated from the idle rack position Ra corresponding to the target engine speed Nset, the limited rack position Rb after output correction, and the target rack position Rset, and EGR is calculated from the load factor L2 and the target engine speed Nset. The EGR opening is calculated by calculating the EGR opening using the opening map. By configuring in this way, even when the limit rack position characteristic line can be corrected, for example, when there is an excess or deficiency with respect to a specified output in the output adjustment of each engine at the time of engine shipment, By simply calculating the load factor from the target rack position and the target rotational speed, the EGR opening corresponding to the output correction can be calculated, and a deviation in the relationship between the EGR opening and the output can be prevented.

  Further, the load factor can be obtained from the average target rack position Rave2 that is the average value of the target rack position Rset and the average target engine speed Nave2 that is the average value of the target engine speed Nset for a predetermined time. The load factor is calculated in the same manner as described above, and the load factor can be obtained by substituting the average target rack position Rave2 for the target rack position Rset and the average target engine speed Nave2 instead of the target engine speed. . Since the average target rack position Rave2 is an average value for a predetermined time, even if an instantaneous load is applied and an abnormal value is detected, the average target rack position Rave2 can be stably calculated by averaging. Further, since the average target engine speed Nave2 is an average value for a predetermined time, even if an abnormal value is detected instantaneously, it is possible to perform stable calculation by averaging.

  As a means for controlling the EGR opening according to the output correction, a means for preventing a deviation in the relationship between the EGR opening and the output without detecting the actual rack position will be described. As shown in FIG. 5, in addition to the rotational speed setting means 17, the rack position sensor 12, and the rotational speed sensor 13, an exhaust temperature sensor 51 for detecting the exhaust temperature of the engine is connected to the control device 5 on the input side. ing. The exhaust temperature sensor 51 is disposed in an exhaust manifold or an exhaust pipe.

  In order to control the EGR opening, the exhaust temperature of the engine is detected by the exhaust temperature sensor 51, the abscissa indicates the actual engine speed, the ordinate indicates the engine exhaust temperature, and the exhaust temperature, the actual engine speed Nact and EGR An EGR opening degree map representing the relationship with the opening degree is read into the storage means. Then, the EGR opening is calculated from the detected exhaust temperature, the actual engine speed, and the output corrected map, and the output is corrected to the calculated EGR opening. With this configuration, when the output correction is performed and the restricted rack position is changed, the EGR opening corresponding to the output correction can be calculated from the exhaust temperature and the rotational speed, and the actual rack position is detected. Even without this, a shift in the relationship between the EGR opening degree and the output is prevented.

  Further, by detecting the intake negative pressure instead of the exhaust temperature, it is also possible to obtain and control the EGR opening without deviation after the output correction. That is, as shown in FIG. 5, instead of the exhaust temperature sensor 51, an intake negative pressure sensor 52 is arranged in the intake manifold and connected to the control device 5. An EGR opening degree map representing the relationship among the intake negative pressure, the actual engine speed Nact, and the EGR opening degree is read into the storage means, with the horizontal axis representing the actual engine speed and the vertical axis representing the intake negative pressure. Then, the EGR opening is calculated from the detected intake negative pressure, the actual engine speed, and the output corrected map, and is controlled to the calculated EGR opening after the output correction. With this configuration, when the output correction is performed and the limit rack position is changed, the EGR opening degree according to the output correction can be calculated from the intake negative pressure and the actual engine speed Nact, and the actual rack can be calculated. Even if the position Ract is not detected, a deviation in the relationship between the EGR opening degree and the output is prevented.

  Further, by detecting the exhaust back pressure instead of the exhaust temperature, it is also possible to obtain and control the EGR opening without deviation after the output correction. That is, as shown in FIG. 5, an exhaust back pressure sensor 53 is arranged in the exhaust manifold instead of the exhaust temperature sensor 51 and is connected to the control device 5. An EGR opening degree map representing the relationship among the exhaust back pressure, the actual engine speed Nact, and the EGR opening degree is read into the storage means, with the horizontal axis representing the actual engine speed and the vertical axis representing the exhaust back pressure. Then, the EGR opening is calculated from the detected exhaust back pressure, the actual engine speed, and the output corrected map, and the output is corrected to the calculated EGR opening. With this configuration, when the output correction is performed and the limit rack position is changed, the EGR opening corresponding to the output correction can be calculated from the exhaust back pressure and the actual engine speed Nact, and the actual rack Even if the position Ract is not detected, a deviation in the relationship between the EGR opening degree and the output is prevented.

  Further, by detecting the rotation angle of the plunger instead of the exhaust temperature, it is also possible to obtain and control the EGR opening without deviation after the output correction. That is, as shown in FIG. 5, instead of the exhaust temperature sensor 51, a sensor 54 that detects the rotation angle is arranged in the vicinity of the plunger of the fuel injection pump 30 or in the vicinity of the control sleeve and connected to the control device 5. Then, an EGR opening map representing the relationship between the rotation angle of the plunger, the actual engine rotation speed Nact, and the EGR opening, with the horizontal axis as the actual engine speed and the vertical axis as the plunger rotation angle, is read into the storage means. . Then, the EGR opening is calculated from the detected rotation angle of the plunger, the actual engine speed, and the map after the output correction, and is controlled to the calculated EGR opening after the output correction. With this configuration, when the output correction is performed and the limit rack position is changed, the EGR opening according to the output correction can be calculated from the rotation angle of the plunger and the actual engine speed, and the actual rack Even if the position is not detected, a shift in the relationship between the EGR opening degree and the output is prevented.

  Next, when the engine equipped with the EGR device is a common rail type fuel injection device, that is, the common rail type in which fuel accumulated in the common rail at a constant pressure is injected by opening and closing the solenoid valve of the injector 107 controlled by the control device 109. The control of the EGR opening degree in the case of an engine equipped with a fuel injection device will be described.

  FIG. 6 shows the configuration of the fuel injection device. The fuel in the fuel tank 111 is pumped up by the feed pump 110 and supplied to the supply pump 101. The supply pump 101 is configured in an inline type in which a plurality of plungers 102a, 102b, and 102c are independently slid up and down by rotation of the cam shaft 121. In the cylinders 122a, 122b, and 122c in which the plungers 102a, 102b, and 102c are slid, fuel is sucked through the electromagnetic valves 103a, 103b, and 103c. In the electromagnetic valves 103a, 103b, and 103c, the internal valve is opened and closed under the control of the engine controller 109 (control device), and the presence or absence of fuel supply to the cylinders 122a, 122b, and 122c is switched. The cylinders 122a, 122b, and 122c are connected to the common rail 106 through the high-pressure pipes 104a, 104b, and 104c, respectively. The high-pressure fuel discharged from the cylinders 122a, 122b, and 122c is the high-pressure pipes 104a, 104b, -It is supplied to the common rail 106 via 104c, and pressure accumulation of fuel is performed in the common rail 106.

  Each cylinder of the engine is provided with injectors 107a, 107b, and 107c. The injectors 107a, 107b, and 107c are connected to the common rail 106 through high-pressure pipes 108a, 108b, and 108c, respectively. As a result, the fuel in the common rail 106 is supplied to the injectors 107a, 107b, and 107c via the high-pressure pipes 108a, 108b, and 108c, and fuel is injected from the nozzles of the injectors 107a, 107b, and 107c. Each injector 107a, 107b, 107c is provided with an electromagnetic valve, and injection control is performed by controlling opening / closing of the needle of the electromagnetic valve by the controller 109.

  As described above, the supply pump 101 and the common rail 106 are connected by the plurality of high-pressure pipes 104a, 104b, and 104c. A check valve as a restricting means for restricting the flow of fuel from the high-pressure pipes 104a, 104b, and 104c to the common rail 106 is provided at a connection portion between the common rail 106 and the high-pressure pipes 104a, 104b, and 104c. The mechanism 105a / 105b / 105c is provided. The check valve mechanisms 105a, 105b, and 105c allow the flow of fuel from the high-pressure pipes 104a, 104b, and 104c into the common rail 106, thereby supplying the fuel from the supply pump 101 to the common rail 106. It is supposed to be. On the other hand, the check valve mechanisms 105a, 105b and 105c regulate the flow of fuel from the common rail 106 to the high pressure pipes 104a, 104b and 104c. Thereby, for example, even when the high-pressure pipe 104a is damaged, it is possible to prevent the fuel in the common rail 106 from flowing out from the damaged portion.

An EGR opening control means in an engine having such a common rail fuel injection device will be described. As shown in FIG. 7, in the common rail fuel injection device, since injection control is performed by control by a controller (control device) 109, there is no rack position sensor, and in addition to the rotation speed sensor 13, the pressure of the common rail (fuel injection) A fuel injection pressure sensor 152 for detecting the pressure is connected to the input side. The fuel injection amount can be obtained from the “open” time of the nozzle and the injection pressure. When the unit injector is used without using the common rail, as shown in FIG. 8, a distance sensor 153 for detecting the lift amount of the needle of the solenoid valve is arranged, and the fuel injection amount is detected by the lift amount. You can also. In this configuration example , the EGR opening is calculated based on the actual engine speed detected by the speed sensor 13 and the values detected by various sensors.

  In the control of the EGR opening, the horizontal axis represents the actual engine speed, the vertical axis represents the fuel injection amount, and a map indicating the relationship between the fuel injection amount, the actual engine speed, and the EGR opening is stored in the storage means. . In the common rail type fuel injection device, the fuel injection amount is determined by opening and closing the electromagnetic valve of the injector 107 that is electronically controlled. Therefore, the fuel injection amount can be calculated from the sum of the “open” time and the injection pressure. Yes. This fuel injection amount is controlled so as to increase when the load increases, and to decrease the fuel injection amount when the load decreases. Therefore, an appropriate EGR opening is also obtained from the fuel injection amount with respect to the output after output correction. The degree can be calculated. With this configuration, when the output correction is performed, the EGR opening after the output correction is calculated from the fuel injection amount and the rotational speed, and the output is controlled by the EGR opening after the output correction. Prevent misalignment.

  Further, the EGR opening degree can be controlled by detecting or calculating the fuel injection time instead of the fuel injection amount so as to obtain an EGR opening having no deviation after the output correction. That is, the fuel injection time is calculated from the target engine speed Nset and the actual engine speed Nact. An EGR opening degree map representing the relationship between the fuel injection time, the actual engine speed Nact, and the EGR opening is read into the storage means, with the horizontal axis representing the actual engine speed and the vertical axis representing the fuel injection time. Then, the EGR opening is calculated from the calculated fuel injection time, the actual engine speed, and the output corrected map, and is controlled to the calculated EGR opening after the output correction. With this configuration, when the output correction is performed, the EGR opening corresponding to the output correction can be calculated from the fuel injection time and the rotation speed, and a deviation in the relationship between the EGR opening and the output is prevented. .

  Further, the EGR opening degree can be controlled by detecting the lift amount of the needle instead of the fuel injection amount so as to obtain an EGR opening degree without deviation after the output correction. That is, the lift amount of the needle is detected by the distance sensor 153 provided in the injector 107. An EGR opening degree map representing the relationship between the needle lift amount, the actual engine speed Nact, and the EGR opening degree is read into the storage means, with the horizontal axis representing the actual engine speed and the vertical axis representing the needle lift amount. . Then, the EGR opening is calculated from the calculated needle lift amount, actual engine speed, and output corrected map, and the output is corrected to the calculated EGR opening. With this configuration, when the output correction is performed, the EGR opening corresponding to the output correction can be calculated from the lift amount and the rotation speed of the needle, and a deviation in the relationship between the EGR opening and the output is prevented. To do.

  As described above, the electronic governor control engine according to the present invention recirculates the rotation speed setting means 17, the rotation speed detection means 13, the rack position detection means 12, and part of the exhaust gas after combustion to the intake side. In an electronic governor-controlled engine that includes an EGR device 6 and an engine control device 5 and is capable of changing and controlling the recirculation amount of the EGR device 6 according to the rotational speed, the actual engine rotational speed Nact and the electronic governor apparatus 4 The actual rack position Ract is detected, the load factor is calculated from the idle rack position Ra corresponding to the actual engine speed Nact and the limit rack position Rb after the output correction, and the engine speed, rack position, limit rack position, and EGR are calculated. From the map representing the relationship with the opening, the EGR opening after output correction corresponding to the actual engine speed Ract and the load factor was calculated, and the EGR opening was controlled. Than is. With this configuration, when the output correction is performed and the restricted rack position is changed, the EGR opening corresponding to the output correction is calculated only by calculating the load factor from the actual rack position and the actual rotational speed. Thus, a deviation in the relationship between the EGR opening degree and the output can be prevented.

  Further, the engine includes a rotation speed setting means 17, a rotation speed detection means 13, a rack position detection means 12, an EGR device 6 that recirculates a part of the exhaust gas after combustion to the intake side, and an engine control device 5. In an electronic governor-controlled engine that can change and control the recirculation amount of the EGR device in accordance with the rotational speed, the target engine rotational speed Nset, the target rack position Rset and the idle rack position Ra determined from the target engine rotational speed Nset And a load ratio is calculated from the limit rack position Rb after the output correction, and the output correction corresponding to the target engine speed Nset and the load ratio is calculated from a map representing the relationship between the load ratio, the target engine speed and the EGR opening. It is also possible to calculate the later EGR opening and control the EGR opening. With this configuration, when output correction is performed and the restricted rack position is changed, the EGR opening corresponding to the output correction is calculated only by calculating the load factor from the target rack position and the target rotation speed. Thus, a deviation in the relationship between the EGR opening degree and the output can be prevented.

The block diagram shown about the apparatus structure which can apply the control mechanism of this invention. The figure shown about the structural example of the fuel injection pump to which the control mechanism of this invention is applied. FIG. 3 is a diagram illustrating a control map according to the first embodiment. The figure shown about the control map concerning the structural example 1. FIG. The block diagram shown about the control apparatus of the EGR apparatus concerning the structural example 2. FIG. The figure which shows the structure of the common rail type fuel injection apparatus concerning the structural example 3. FIG. The block diagram shown about the control apparatus of the EGR apparatus concerning the structural example 3. FIG. The block diagram shown about the control apparatus of a unit injector type fuel-injection apparatus. The figure shown about the control map used in the conventional control mechanism.

Ra Idle rack position Rb Restricted rack position Ract Actual rack position Nact Actual engine speed

Claims (2)

  A rotation speed setting means; a rotation speed detection means; a rack position detection means; an EGR device that recirculates a part of the exhaust gas after combustion to the intake side; and an engine control device, the recirculation amount of the EGR device In an electronically controlled engine that enables change control according to the rotational speed, the actual engine rotational speed and the actual rack position of the electronic governor device are detected, and the actual engine rotational speed and the actual rack position of the electronic governor device are detected. An electronically controlled engine characterized by calculating a load factor based on a limit rack position after output correction, calculating an EGR opening after output correction from the load factor, and controlling the EGR opening.   2. The electronically controlled engine according to claim 1, wherein the actual engine speed is calculated as an average actual engine speed at a predetermined time and the actual rack position is calculated as an average actual rack position at a predetermined time.