JP5275077B2 - engine - Google Patents

Description

  The present invention relates to an engine technology, and more particularly, to an engine technology including a fuel injection device capable of changing an injection timing according to an operation state.

  Conventionally, in order to improve the acceleration performance of an engine, it is known to perform by matching of a combustion system, selection of a supercharger, matching of a supply / exhaust system, and the like. Further, it is known to improve the acceleration of the engine by an injection amount limiting device such as a boost compensator (see, for example, Patent Document 1).

JP 2001-227382 A

  However, when priority was given to improving the acceleration of the engine, the fuel efficiency was deteriorated by increasing the fuel injection time, and the NOx (nitrogen oxide) emission was increased by increasing the injection pressure. In addition, when the injection amount is limited by a boost compensator or the like, the acceleration time may be extended, and it is difficult to improve the acceleration of the engine and optimize the injection amount.

  Then, in view of the subject which concerns, this invention provides the engine which can reduce a fuel injection amount and can reduce black smoke, when it enters into an acceleration state.

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

The fuel injection device according to claim 1, wherein the engine speed detecting means, the switching means for switching the clutch mechanism, the engine speed setting means for determining the set engine speed, and the fuel injection timing can be changed according to the operating state. And the control device capable of automatically controlling the injection timing, whether the control device has entered an acceleration state from the set engine speed set by the engine speed setting means and the current engine speed When the acceleration state is entered, the advance control is performed to advance the injection timing . When the advance control is canceled, the control device again performs the advance control within a predetermined time. The advance angle control is not performed even if the condition for enabling is established .

  According to a second aspect of the present invention, the control device advances the injection timing when the current engine speed is equal to or lower than the predetermined engine speed and a predetermined deviation occurs between the set engine speed and the actual engine speed. Advancing angle control is performed.

  According to a third aspect of the present invention, the control device prevents the injection timing from exceeding a set range.

  According to a fourth aspect of the present invention, the control device releases the advance angle control when a deviation between the set engine speed and the actual engine speed becomes smaller than a predetermined value.

  According to a fifth aspect of the present invention, the control device releases the advance angle control when a predetermined time has elapsed since the start of the advance angle control.

  According to another aspect of the present invention, the control device controls the advance angle based on the engine speed at the start of the advance angle control or the start of the advance angle control and the advance angle map stored in the storage device provided in the control device. Alternatively, the advance angle control is canceled.

  According to another aspect of the present invention, the control device releases the advance angle control when the current engine speed after the start of the advance angle control exceeds a predetermined engine speed.

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

  In the first aspect, when the acceleration state is entered, the fuel injection amount can be reduced and the black smoke generation amount can be reduced by advancing the injection timing.

Further , by preventing the advance angle control from being performed immediately after the advance angle control is canceled, useless advance angle control can be prevented.

According to the second aspect of the present invention, the injection timing is advanced only when the acceleration state is entered from the predetermined engine speed or less, so that the injection timing is obtained when the acceleration state is entered from the time when the engine speed is in the high rotation range. Can be prevented from advancing.
Further, by advancing the injection timing only when it is greater than or equal to the predetermined deviation, it is possible to prevent the injection timing from being advanced in a moderate acceleration state.

  According to the third aspect of the present invention, it is possible to prevent the cylinder internal pressure from rising excessively by limiting the amount by which the injection timing is advanced.

  According to the fourth aspect, when the actual engine speed approaches the set engine speed, it is determined that the acceleration state has ended, and the advance angle control can be canceled.

  According to the fifth aspect of the present invention, when a certain period of time has elapsed since the start of the advance angle control, it is determined that the acceleration state has ended, and the advance angle control is canceled, so that the engine speed can be reduced due to an overload. When the ascending is slow, it is possible to prevent the advance angle from continuing for a long time.

  According to the sixth aspect, it is possible to optimize the fuel injection timing in the acceleration state.

  According to the seventh aspect of the present invention, when the engine speed is in the high speed range, it is possible to prevent the advance angle control and to prevent the cylinder pressure from exceeding the limit.

1 is a schematic plan view showing an overall configuration of an engine according to an embodiment of the present invention. The graph which shows the relationship between engine speed, injection timing, and time. The graph which shows the relationship between engine speed, injection timing, and time. The graph which shows the relationship between engine speed, injection timing, and time.

  First, the engine 100 which is embodiment of this invention is demonstrated using FIG. Engine 100 is an engine that is mounted on a ship and drives propulsion unit 110 as a marine engine.

  In addition, it is not limited to the engine which drives the propulsion unit 110 as a marine engine, It can also be comprised with the engine used for another use. The engine 100 also includes an engine body 10 and a control device 20 that performs advance control of fuel injection timing.

  The engine body 10 is a diesel engine. The output shaft 11 of the engine body 10 is connected to the propulsion unit 110. A flywheel 12 is provided on the output shaft 11 of the engine body 10. The propulsion unit 110 is a unit that drives the propeller 111 through a transmission mechanism (not shown) by driving the output shaft 11. A clutch mechanism 23 is provided for connecting / disconnecting between the output shaft 11 and the propulsion unit 110 and switching between normal rotation and reverse rotation. The clutch mechanism 23 is constituted by a hydraulic clutch or the like and is connected to the control device 20 to be turned on / off.

  The engine body 10 includes a fuel injection pump 21 that is a fuel injection device, and injectors 22, 22, 22, 22. The fuel is pumped by the fuel injection pump 21 and injected into each cylinder by the injectors 22, 22, 22, 22. Further, the fuel injection pump 21 is provided with an advance mechanism 24, which is a means for changing the fuel injection timing in this embodiment.

  The control device 20 is a device that performs advance control of the fuel injection timing when acceleration occurs in the engine low speed range. The control device 20 includes an advance mechanism 24, an engine control unit (hereinafter referred to as ECU) 40, an accelerator operation detection means 41, a clutch operation detection means 42 as a switching means, an engine speed sensor 44, and a rack actuator 46. And a contact input device 47 as a selection means and a water temperature sensor 48 are connected to each other. The ECU 40 includes an arithmetic device 50 and a storage device 51. The accelerator operation detection means 41 and the clutch operation detection means 42 are provided at the steering seat of the ship. Further, the accelerator operation detecting means 41 is provided at the rotation base of the accelerator lever for setting the engine speed, and has a function of inputting the set engine speed Nset to the ECU 40. The clutch operation detection means 42 is provided at the rotation base of the clutch lever that performs connection / disconnection and forward / reverse switching operation of the clutch mechanism 23, and inputs a detection signal of the rotation operation to the ECU 40 to receive the clutch mechanism 23. Switch.

  The engine speed sensor 44 is provided in the vicinity of the output shaft 11 of the engine 100. The engine speed sensor 44 has a function of detecting the actual engine speed Ne and transmitting it to the ECU 40 as actual engine speed detection means. The rack actuator 46 is a device that adjusts the fuel injection amount based on the target injection amount. The contact input device 47 has a function of selecting or setting various functions of the engine 100 as selection means. The water temperature sensor 48 has a function of detecting the temperature of cooling water used for cooling the engine 100 and transmitting it to the ECU. The water temperature sensor 48 is provided, for example, in a cooling water tank (not shown), and detects the temperature of the cooling water that varies depending on the outside air and the operating state of the engine.

  Next, fuel injection timing advance control during acceleration will be described. In this embodiment, first, the engine speed is detected by the engine speed sensor 44, and it is determined whether or not the current actual engine speed Ne is equal to or smaller than the advance angle control upper limit engine speed N1 stored in the storage device 51. to decide. With this configuration, the injection timing is advanced only when the acceleration state is entered from a predetermined engine speed or less, so that the injection is performed when the engine speed enters the acceleration state from the high rotation range. It is possible to prevent the timing from being advanced. Further, it is determined from the set engine speed Nset set by the accelerator operation detecting means 41 and the actual engine speed Ne detected by the engine speed sensor 44 whether or not the engine is in an acceleration state. That is, the control device 20 determines whether or not the deviation D between the set engine speed Nset set by the accelerator operation detecting means 41 and the actual engine speed Ne is equal to or greater than the advance advance effective deviation D1 stored in the storage device 51. To do.

  When the actual engine speed Ne is equal to or less than the advance angle control upper limit engine speed N1, and the deviation D between the set engine speed Nset and the actual engine speed Ne is equal to or greater than the advance angle effective deviation D1, acceleration is performed. It is determined that the vehicle has entered a state, and the advance mechanism 24 is operated to advance the fuel injection timing by r. For example, as shown in FIG. 2, the actual engine speed Ne is not more than the advance angle control upper limit engine speed N1, and the deviation D between the set engine speed Nset and the actual engine speed Ne is not less than the advance angle effective deviation D1. The advance angle control is started from the advance angle control start time t1. By configuring in this way, it is possible to prevent the injection timing from being advanced in a moderate acceleration state by advancing the injection timing only when the advance angle effective deviation D1 or more. The advance angle of the injection timing is controlled so that the fuel injection timing after the advance is equal to or less than Rmax. As a result, by restricting the amount by which the injection timing is advanced, it is possible to prevent an excessive increase in the cylinder pressure.

  When the advance timing mechanism 24 is operated to advance the injection timing, the unit time is based on the engine speed and the advance map f (N) stored in the storage device 51 of the ECU 40. The amount of advance angle change Δr is determined. That is, the advance angle change amount Δr per unit time is determined from the engine speed at the time point t1 at which the acceleration state is determined. With this configuration, it is possible to optimize the fuel injection timing in the acceleration state.

  Further, when the acceleration state is shifted to the steady state which is the normal operation state, the advance angle mechanism 24 is stopped, the fuel injection timing is returned to the original state, and the advance angle control is released. . As shown in FIG. 2, the advance angle control is canceled from the time point t2 when the deviation D between the set engine speed Nset set by the accelerator operation detecting means 41 and the actual engine speed Ne becomes equal to or smaller than the advance angle cancellation deviation D2. To do. With this configuration, when the actual engine speed Ne approaches the set engine speed Nset, it is determined that the acceleration state has ended, and the advance angle control can be canceled.

  When the advance angle mechanism 24 is released and the injection timing is returned to normal, the unit is based on the engine speed and the advance angle map f ′ (N) stored in the storage device 51 of the ECU 40. The advance angle change amount Δr ′ per time is determined. That is, the advance angle change amount Δr ′ per unit time is determined from the engine speed at the time point t2 when the advance angle release deviation D2 or less.

  Further, in the control of another embodiment, when a predetermined time has elapsed from the time when it is determined that the vehicle is in the acceleration state, the advance mechanism 24 is stopped and the fuel injection timing is returned to the original state to advance. Release the angle control. As shown in FIG. 3, the advance angle control is canceled from the time point t3 when a certain time A1 has elapsed from the time point when the acceleration state is entered, that is, the time point t1 when the advance angle control is started.

  In the control of another embodiment, when the engine speed increases to a certain value or more after the time t1 when it is determined that the vehicle is in the acceleration state, the advance mechanism 24 is stopped and the fuel injection timing is stopped. To return to the original state and cancel the advance angle control. For example, as shown in FIG. 4, when the set engine speed Nset is first increased to Nset1 by the setting from the accelerator operation detecting means 41 and then further increased to Nset2, the set engine speed Nset2 is very high. The advance angle control is canceled when the engine speed is very high. That is, the advance angle control is canceled at time t4 when the actual engine speed Ne exceeds the upper limit engine speed N2, regardless of whether or not the advance angle cancellation deviation D2 is equal to or less. With this configuration, it is possible to prevent the pressure in the cylinder from becoming too high by advancing the fuel injection timing in a high engine speed range.

  Further, when the advance angle control is canceled, the control device 20 does not perform the advance angle control again after a predetermined time A2 has elapsed from the time when the advance angle control is canceled. It is. For example, as shown in FIG. 4, the advance angle control is not performed even when the condition for starting the advance angle control is satisfied until a predetermined time A2 has elapsed from the time point t4 when the advance angle control is canceled. With this configuration, it is possible to prevent useless advance angle control by preventing the advance angle control from being performed immediately after the advance angle control is canceled.

  As described above, the engine 100 includes the coolant temperature sensor 48 for cooling the engine 100, the engine speed sensor 44, the clutch operation detecting means 42 for switching the clutch mechanism 23, and the set engine speed Nset. An accelerator operation detection means 41 for determining, a fuel injection pump 21 that can change the injection timing according to the operating state, and a control device 20 that can automatically control the injection timing are provided. The control device 20 is set by the accelerator. From the set engine speed Nset and the current engine speed Ne, it is determined whether or not an acceleration state has been entered. If the acceleration state has been entered, advance control is performed to advance the injection timing. . With this configuration, when the vehicle enters the acceleration state, the fuel injection amount can be reduced and the amount of black smoke generated can be reduced by advancing the injection timing.

  Further, the control device 20 advances the injection timing R when the current engine speed is equal to or lower than the predetermined engine speed N1 and a deviation D1 occurs between the set engine speed Nset and the actual engine speed Ne. Advancing angle control is performed. With this configuration, the injection timing is advanced only when the acceleration state is entered from a predetermined engine speed or less, so that the injection is performed when the engine speed enters the acceleration state from the high rotation range. It is possible to prevent the timing from being advanced. Further, by advancing the injection timing only when the deviation is greater than or equal to the deviation D1, it is possible to prevent the injection timing from being advanced in a moderate acceleration state.

  The control device 20 prevents the injection timing from exceeding the set range. By configuring in this way, it is possible to prevent the cylinder internal pressure from rising excessively by limiting the amount by which the injection timing is advanced.

  Further, the control device 20 releases the advance angle control when the deviation D between the set engine speed Nset and the actual engine speed Ne becomes smaller than the advance angle release deviation D2. With this configuration, when the actual engine speed Ne approaches the set engine speed Nset, it is determined that the acceleration state has ended, and the advance angle control can be canceled.

  Further, the control device 20 releases the advance angle control when a predetermined time A1 has elapsed since the start of the advance angle control. With this configuration, when a certain amount of time has elapsed since the start of the advance angle control, it is determined that the acceleration state has ended, and the advance angle control is canceled, so that the engine rotation occurs due to overload or the like. When the number rises slowly, it can be prevented that the advance angle is continued for a long time.

  Further, the control device 20 has an engine rotation speed at the start of the advance control or the advance control release and the advance map f (N) or f ′ stored in the storage device 51 provided in the control device 20. The advance angle control or the advance angle control is canceled based on (N). With this configuration, it is possible to optimize the fuel injection timing in the acceleration state.

  Further, the control device 20 releases the advance angle control when the current engine speed after the start of the advance angle control exceeds a predetermined engine speed N2. With this configuration, when the engine speed is in the high rotation range, it is possible to prevent the advance angle control and to prevent the cylinder pressure from exceeding the limit.

  In addition, when the advance angle control is canceled, the control device 20 does not perform the advance angle control even if a condition for enabling the advance angle control again is established within a predetermined time A2. With this configuration, it is possible to prevent useless advance angle control by preventing the advance angle control from being performed immediately after the advance angle control is canceled.

DESCRIPTION OF SYMBOLS 10 Engine main body 20 Control apparatus 23 Clutch mechanism 24 Advance angle mechanism 40 ECU
41 Accelerator operation detection means 42 Clutch operation detection means 44 Engine speed sensor 47 Contact input device 48 Water temperature sensor 50 Computing device 51 Storage device 100 Engine Nset Set engine speed Ne Actual engine speed

Claims (7)

Engine speed detection means, switching means for switching the clutch mechanism, engine speed setting means for determining the set engine speed, fuel injection device capable of changing the injection timing according to the operating state, and automatic injection timing In the engine comprising the control device that can be controlled, the control device determines whether or not an acceleration state has been entered from the set engine speed set by the engine speed setting means and the current engine speed, When the acceleration state is entered, advance control is performed to advance the injection timing, and when the advance control is canceled, the control device has a condition that the advance control becomes valid again within a predetermined time. An engine characterized by no advance angle control even if established .   The control device performs advance angle control for advancing the injection timing when the current engine speed is equal to or lower than the predetermined engine speed and a predetermined deviation occurs between the set engine speed and the actual engine speed. The engine according to claim 1, wherein the engine is performed.   The engine according to claim 1 or 2, wherein the control device prevents the injection timing from exceeding a set range.   4. The control device according to claim 1, wherein the control device cancels the advance angle control when a deviation between the set engine speed and the actual engine speed becomes smaller than a predetermined value. 5. The listed engine.   The engine according to any one of claims 1 to 4, wherein the control device releases the advance angle control when a predetermined time has elapsed since the start of the advance angle control.   The control device releases the advance angle control or the advance angle control based on the engine speed at the start of the advance angle control or the advance angle control release and the advance map stored in the storage device provided in the control device. The engine according to any one of claims 1 to 5, wherein:   7. The control device according to claim 1, wherein the control device cancels the advance angle control when a current engine speed after the start of the advance angle control exceeds a predetermined engine speed. Engine.

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