JP6560591B2 - engine - Google Patents

Description

  The present invention relates to an engine.

  Conventionally, as an engine, for example, there is a diesel engine described in Patent Document 1. The diesel engine of Patent Document 1 includes a fuel tank, a low pressure pump, a high pressure pump, a common rail, a plurality of injectors, and a control device. The fuel in the fuel tank is sent to the high pressure pump by the low pressure pump. Further, in the high pressure pump, after boosting the fuel, it is injected into the combustion chamber via the common rail and each injector.

  The control device controls the amount of fuel discharged from the high-pressure pump to the common rail by outputting a control signal to the high-pressure pump so that the fuel injection pressure becomes appropriate. The injector is controlled by the control device so as to inject an appropriate amount of fuel supplied from the common rail into the combustion chamber at an appropriate injection timing. The injection pressure of the fuel injected from the injector is substantially equal to the pressure of the fuel stored in the common rail. By controlling the pressure in the common rail, the fuel injection pressure is controlled.

Japanese Patent Laying-Open No. 2015-068251

  In the diesel engine of Patent Document 1, the control logic of the fuel injection cannot be changed, and the injection pattern of the injection pattern considering the combustion change factors such as the engine state (warm / cold state) and the difference in the fuel cetane number There is a problem that it cannot be changed. As a result of not being able to control the combustion state in consideration of the combustion change factor, for example, there is a problem that combustion noise may increase due to rapid combustion.

  An object of the present invention is to provide an engine capable of controlling a combustion state in consideration of a combustion change factor.

  In order to achieve the above object, the engine of the present invention is configured as follows.

An engine according to an aspect of the present invention detects a pressure detection unit that detects an in-cylinder pressure in a cylinder, a rotation speed detection unit that detects a rotation speed of a crankshaft, and an injection amount of fuel injected by a fuel injection device. An injection amount detection unit that performs the operation, a coolant temperature detection unit that detects the temperature of the coolant circulating in the coolant path, and a control device that controls the fuel injection timing in the fuel injection device. Includes a physical quantity calculation unit, a physical quantity acquisition unit, and an injection timing calculation unit, and only when the temperature of the coolant detected by the coolant temperature detection unit is equal to or lower than a predetermined temperature, the physical quantity calculation unit Is calculated based on the rotational speed detected by the rotational speed detection unit, the injection amount detected by the injection amount detection unit, and the coolant temperature detected by the coolant temperature detection unit. Late ignition Calculating a time, wherein the physical quantity acquisition unit, based on the measured value of the in-cylinder pressure, wherein the pressure detecting section detects, acquires the ignition delay time of actual, the injection timing calculation unit, calculated by the calculation The difference between the ignition delay time of the measured fuel and the actual ignition delay time obtained by the actual measurement is calculated, and when the absolute value of the difference is equal to or less than a predetermined value, the injection timing calculation unit The injection timing is determined based on the injection timing, and when the absolute value of the difference is larger than a predetermined value, the injection timing calculation unit calculates an injection timing correction time, and based on the calculated injection timing correction time Thus, the injection timing is corrected to advance or retard.

  According to the engine of the present invention, it is possible to control the combustion state in consideration of the combustion change factor.

The figure which shows a part of structure of the diesel engine concerning one embodiment of this invention. The graph which shows the relationship between the cylinder pressure P which the cylinder pressure sensor detected with the diesel engine of one embodiment of this invention, and crank angle (theta). The flowchart which shows control of the combustion state of ECU in the diesel engine of one embodiment of this invention.

  The engine according to the first aspect of the present invention includes a pressure detection unit that detects in-cylinder pressure in the cylinder, a rotation speed detection unit that detects the rotation speed of the crankshaft, and an injection amount of fuel that is injected by the fuel injection device. An injection amount detector for detecting, a coolant temperature detector for detecting the temperature of the coolant circulating in the coolant path, and a control device for controlling the fuel injection timing in the fuel injector, the control One or more apparatuses are based on the rotation speed detected by the rotation speed detection unit, the injection amount detected by the injection amount detection unit, and the temperature of the coolant detected by the coolant temperature detection unit. And a physical quantity acquisition unit for acquiring one or more second physical quantities corresponding to the one or more first physical quantities based on the in-cylinder pressure detected by the pressure detector. And the physical quantity It said first physical quantity detecting section is calculated, based on a difference between the second physical quantity, wherein the physical quantity acquisition unit has acquired, includes the injection timing calculation unit for calculating a fuel injection timing, and is intended.

  According to such a configuration, the physical quantity calculation unit is based on the rotation speed detected by the rotation speed detection unit, the injection amount detected by the injection amount detection unit, and the coolant temperature detected by the coolant temperature detection unit. To calculate one or more physical quantities. Therefore, a physical quantity that does not consider the combustion change factor can be calculated by the calculation of the physical quantity calculator.

  The physical quantity acquisition unit acquires one or more second physical quantities corresponding to the first physical quantity based on the in-cylinder pressure detected by the pressure detection unit. Therefore, the physical quantity acquisition unit can acquire the physical quantity considering the combustion change factor based on the actual measurement value.

  The injection timing calculation unit calculates the fuel injection timing based on the difference between the first physical quantity that does not consider the combustion change factor and the second physical quantity that corresponds to the first physical quantity and takes the combustion change factor into consideration. To do. Accordingly, it is possible to control the injection timing with the temporal correction taking the combustion change factor into consideration, based on the control of the injection timing without considering the combustion change factor. Therefore, it is possible to control the combustion state in consideration of the combustion change factor.

  The engine according to the second aspect of the present invention is the engine according to the first aspect, wherein the first physical quantity calculated by the physical quantity calculation unit includes an ignition delay time, an in-cylinder pressure fluctuation value per unit crank angle, and an in-cylinder pressure. At least one of the maximum value, the fluctuation rate of the angular velocity of the crankshaft, and the compression end pressure is set.

  According to such a configuration, it is possible to accurately evaluate the degree of influence of the combustion change factor on the combustion control, and it is possible to more accurately control the combustion state in consideration of the combustion change factor.

  The engine according to a third aspect of the present invention is the engine according to the first or second aspect, wherein the injection timing calculation unit calculates a correction time of the injection timing based on a value obtained by multiplying the difference by a gain coefficient. I am doing so.

  According to such a configuration, it is possible to more easily perform fuel injection control in consideration of combustion change factors.

  The engine according to a fourth aspect of the present invention is the engine according to any one of the first to third aspects, wherein the control device performs the fuel injection timing only when the temperature of the coolant is equal to or lower than a predetermined temperature. Is calculated.

  When the temperature of the coolant is lower than a predetermined temperature, the exhaust gas regulation may be exempted. According to such a configuration, since the fuel injection timing is calculated only when the temperature of the coolant is equal to or lower than the predetermined temperature, the control of fuel injection considering the combustion change factor without considering the exhaust gas state It can be performed.

  Embodiments according to the present invention will be described below in detail with reference to the drawings.

  A part of the configuration of a diesel engine 100 according to an embodiment of the present invention is shown in FIG.

  As shown in FIG. 1, a diesel engine 100 according to the present embodiment includes an accumulator fuel injection device 10 and an ECU (engine control unit) 20 as a control device. The fuel injection device 10 includes a fuel tank 1, a fuel pipe 2, a low pressure pump (feed pump) 3, a filter 4, a high pressure pump 5, a fuel supply pipe 6, a common rail 7, and a plurality of injectors 8. And a plurality of branch pipes 9 and a fuel return pipe 11. The fuel injection device 10 also includes a pressure sensor 30, a rotation speed detection unit 31, an accelerator 32, a coolant temperature detection unit (cooling fluid sensor) 33, and an in-cylinder pressure sensor 34 as a pressure detection unit. The ECU 20 includes a storage unit 60, a physical quantity calculation unit 61, a physical quantity acquisition unit 62, an injection timing calculation unit 63, and a timer unit (timer) 64. Hereinafter, the diesel engine 100 may be simply referred to as the engine 100.

  The fuel tank 1 contains fuel. The fuel pipe 2 connects the fuel tank 1 and the high pressure pump 5. The filter 4 is connected to the fuel pipe 2 and removes foreign matters such as moisture from the fuel. The low pressure pump 3 is connected to the fuel pipe 2 and supplies fuel from the fuel tank 1 side to the high pressure pump 5 side. The high-pressure pump 5 is, for example, a plunger-type fuel supply pump for supply. The high pressure pump 5 boosts the fuel supplied from the fuel tank 1 side to a high pressure determined based on the operating state of the engine 100 and the like, and discharges the high pressure fuel to the fuel supply pipe 6. The fuel supply pipe 6 connects the high pressure pump 5 and the common rail 7. The high-pressure fuel discharged from the high-pressure pump 5 is supplied to the common rail 7 through the fuel supply pipe 6. High-pressure fuel is supplied from the common rail 7 to each injector 8 through each branch pipe 9. Each injector 8 injects fuel into the combustion chamber.

  The fuel return pipe 11 connects each injector 8 and common rail 7 to the fuel tank 1. The fuel return pipe 11 is a fuel tank that supplies fuel that has not been spent for injection in the combustion chamber among the fuel supplied from the branch pipe 9 to the injector 8 or surplus fuel when the internal pressure of the common rail 7 has excessively increased. It is provided to return to 1.

  The pressure sensor 30 is attached to the common rail 7 and detects an internal pressure in the common rail 7. The rotational speed detection unit 31 is constituted by a known magnetic sensor having a pulsar ring, for example, and detects the rotational speed of a crankshaft (not shown). The pressure sensor 30 outputs a signal representing the internal pressure of the common rail 7 to the ECU 20, and the rotational speed detection unit 31 outputs a signal representing the rotational speed (rotation speed) of the engine to the ECU 20. Further, as shown in FIG. 1, a signal indicating the accelerator opening is output from the accelerator 32 to the ECU 20, and the ECU 20 detects the opening of the accelerator 32. The fuel injection device 10 also has a coolant temperature detection unit 33. The coolant temperature detection unit 33 is disposed on a coolant passage (not shown) through which the coolant circulates. The in-cylinder pressure sensor 34 is provided, for example, in one cylinder, and detects the in-cylinder pressure in the one cylinder.

  The ECU 20 electronically controls each injector 8 and the high-pressure pump 5. The ECU 20 controls energization and energization stop (ON / OFF) to an unillustrated electromagnetic valve for injection control that is integrally incorporated in each injector 8. Each injector 8 injects high-pressure fuel supplied from the common rail 7 toward the combustion chamber of the engine 100 while the built-in injection control solenoid valve is open.

  The ECU 20 determines the fuel injection timing (injection timing) and the fuel injection amount based on a signal representing the engine speed and the engine load received from the rotational speed detection unit 31 and the accelerator 32, and an injection control electromagnetic valve. Output a control signal.

  The ECU 20 outputs a control signal to the high pressure pump 5 so that the fuel injection pressure becomes appropriate based on the engine speed and the engine load. Further, the ECU 20 controls the amount of fuel discharged from the high-pressure pump 5 to the common rail 7 so that the signal from the pressure sensor 30 is appropriate according to the engine speed and the engine load.

  Each injector 8 injects the fuel supplied from the common rail 7 into the combustion chamber with an appropriate fuel injection amount at an appropriate injection timing under the control of the ECU 20. The injection pressure of the fuel injected from each injector 8 is substantially equal to the pressure of the fuel stored in the common rail 7, and the fuel injection pressure can be controlled by controlling the pressure in the common rail 7.

  The ECU 20 determines the actual injection amount injected by the common rail 7 based on the opening / closing period of the injection control solenoid valve of each injector 8 and the pressure information in the common rail 7 received from the pressure sensor 30. The total injection amount) is calculated. In this way, the ECU 20 detects the injection amount of the common rail 7. In the present embodiment, the pressure sensor 30, the injection control solenoid valve of each injector 8, and the ECU 20 constitute an injection amount detection unit.

  The storage unit 60 stores in advance a base map in which a set of a crankshaft rotation speed, a fuel injection amount, and a coolant temperature is associated with a fuel ignition delay time as an example of a physical quantity. . The correspondence (base map) between the rotation speed of the rank axis, the fuel injection amount and the coolant temperature, and the fuel ignition delay time is based on the cetane number (an index representing the light oil ignitability). In addition, when the engine is in the standard state, it is obtained empirically from experiments (tests).

  The physical quantity calculation unit 61 of the ECU 20 includes the rotation speed detected by the rotation speed detection unit 31, the fuel injection amount detected by the injection amount detection unit, the coolant temperature detected by the coolant temperature detection unit 33, and the base described above. Using the map, the fuel ignition time delay as the first physical quantity is calculated.

  Here, the relationship between the in-cylinder pressure P [MPa] detected by the in-cylinder pressure sensor 34 and the crank angle θ [°] is shown as an example in FIG. Referring to FIG. 2, how to obtain the ignition delay time [μs] indicated by t2 in FIG. 2 based on the in-cylinder pressure value P [MPa] of the gas actually detected by the in-cylinder pressure sensor 34 is described below. Explained.

  In FIG. 2, a locus y <b> 1 in which the crank angle θ is substantially symmetrical with respect to 0 [°] is a reference curve drawn by the in-cylinder pressure in relation to the crank angle θ when the fuel is not ignited. . In addition, a period of t1 [μs] indicated by a column α with a hatched line in FIG. 2 indicates a period during which fuel is injected.

  As shown in FIG. 2, the time from the start time t4 when the fuel is injected to the time t5 when the in-cylinder pressure deviates from the reference curve y1 is the ignition delay time. This time is measured by the time measuring unit 64. The time t5 when the in-cylinder pressure deviates from the reference curve y1 indicates the time when the fuel is ignited. In FIG. 2, the reference curve y1 is indicated by a dotted line when the fuel is not ignited after time t5 when the fuel is ignited, and the curve y2 when the fuel is ignited is indicated by a solid line.

  The physical quantity acquisition unit 62 of the ECU 20 identifies the actual ignition delay time by identifying the fuel injection start time t4 and the point (time) at which the in-cylinder pressure deviates from the reference curve y1 to a predetermined value or more. To do. The point (time) at which the in-cylinder pressure deviates from the reference curve y1 by a predetermined value or more is specified from the in-cylinder pressure value of the gas actually detected by the in-cylinder pressure sensor 34, and this is the curve y2.

  Next, the procedure of the combustion control of the engine 100 by the ECU 20 is shown in the flowchart of FIG.

  When the engine 100 is started in step S1 in the flowchart of FIG. 3, the ECU 20 that has received a signal indicating the temperature of the coolant from the coolant temperature detection unit 33 in step S2 causes the coolant temperature to be 60 [° C.] or less. It is determined whether or not. When the temperature of the coolant is higher than 60 [° C.] in step S2, the process proceeds to step S3 and the combustion control of the present embodiment is terminated. When the temperature of the coolant is 60 [° C.] or less, the exhaust gas regulation may be excluded. In the present embodiment, combustion control is performed in consideration of the combustion change factor in such a region.

  On the other hand, when the temperature of the coolant is 60 [° C.] or less in step S2, the process proceeds to step S4. In step S4, the physical quantity calculation unit 61 of the ECU 20 detects the engine rotation speed detected by the rotation speed detection unit 31, the fuel injection amount (load factor) detected by the injection amount detection unit, and the coolant temperature detection unit 33. Based on the detected coolant temperature and the base map, the ignition delay time of the fuel is calculated as a first physical quantity by calculation. In parallel with this, in step S4, the physical quantity acquisition unit 62 of the ECU 20 based on the detection value of the in-cylinder pressure sensor 34, as described with reference to FIG. By detecting a point (time) at which the internal pressure deviates from the reference curve y1 to a predetermined value or more, the actual ignition delay time is acquired as a second physical quantity by actual measurement.

  Next, in step S5, the ignition timing calculation unit 63 of the ECU 20 calculates the ignition delay time (second time) calculated by the physical quantity acquisition unit 62 from the actual ignition delay time (first physical quantity) calculated by the physical quantity calculation unit 61. The quantity obtained by subtracting the physical quantity), that is, the difference between the two ignition delay times is calculated.

  Next, in step S6, the injection timing calculation unit 63 determines whether or not the absolute value of the difference in ignition delay time calculated in step S5 is equal to or less than a predetermined value. When the absolute value of the difference is equal to or smaller than the predetermined value, the process proceeds to step S7, and the injection timing calculation unit 63 determines the injection timing. This determination of injection timing has a one-to-one correspondence between engine speed, injection amount (load factor), coolant temperature, and injection timing (fuel injection timing, number of injection stages (how many injections)). This is performed based on the attached injection timing map. Here, as the engine speed, the injection amount (load factor), and the coolant temperature, the engine speed, injection amount (load factor), and coolant temperature used in step S4 are used. The injection timing map used here is obtained empirically by experiments (tests) so that fuel injection becomes appropriate.

  Thereafter, in step S8, the ECU 20 controls the fuel injection device 10 to inject fuel based on the injection timing determined in step S7, and then repeats step S2 and subsequent steps.

On the other hand, when the injection timing calculation unit 63 determines in step S6 that the absolute value of the difference in the ignition delay time is larger than the predetermined value, the process proceeds to step S9. In step S9, the injection timing calculation unit 63 calculates the injection timing correction time [sec] based on the following equation (1).
Difference [sec] × Gain = Correction time [sec] (1)

  In the equation (1), the gain indicates a constant. Here, an amount obtained by subtracting the ignition delay time (second physical quantity) obtained by actual measurement by the physical quantity acquisition unit 62 from the ignition delay time (first physical quantity) obtained by the physical quantity calculation unit 61 is negative (negative). In this case, for example, correction is made so that the fuel injection timing is advanced from the reference injection timing (injection may be performed in a plurality of stages). Specifically, correction is performed so as to advance the injection timing. By correcting in this way, misfire can be suppressed.

  On the other hand, when the amount obtained by subtracting the ignition delay time (second physical quantity) obtained by actual measurement by the physical quantity acquisition unit 62 from the ignition delay time (first physical quantity) obtained by calculation by the physical quantity calculation unit 61 is positive (positive). For example, the correction is made so that the fuel injection timing is delayed from the reference injection timing. Specifically, correction is performed so as to retard the injection timing. By correcting in this way, it is possible to suppress generation of a loud combustion noise. Then, step S2 and subsequent steps are repeated.

  According to the engine 100 of the present embodiment, the physical quantity calculation unit 61 detects the rotation speed detected by the rotation speed detection unit 31, the injection amount detected by the injection amount detection unit, and the coolant detected by the coolant temperature detection unit 33. Based on the temperature, the ignition delay time is calculated using a map. Therefore, the ignition delay time (first physical quantity) that does not take into account a change factor such as the cetane number can be calculated by the calculation of the physical quantity calculator 61.

  Further, since the physical quantity acquisition unit 62 acquires the ignition delay time based on the actually measured value based on the in-cylinder pressure detected by the in-cylinder pressure sensor 34, the combustion change factor such as the cetane number is based on the actually measured value of the in-cylinder pressure. Can be acquired.

  Further, the injection timing calculation unit 63 determines the fuel injection timing based on the difference between the ignition delay time (first physical quantity) that does not consider the combustion change factor and the ignition delay time (second physical quantity) that takes the combustion change factor into consideration. Is calculated. As a result, the injection timing can be controlled with the correction taking the combustion change factor into consideration, based on the injection timing control without taking the combustion change factor into consideration. Therefore, it is possible to control the combustion state corresponding to the combustion change factor, to suppress a phenomenon caused by the combustion change factor such as an increase in combustion noise, and to reduce the possibility of misfire.

  Further, since the ignition delay time is employed as the first physical quantity calculated by the physical quantity calculator 61, the degree of contribution of the combustion change factor can be accurately evaluated, and the combustion control can be performed with higher accuracy.

  In addition, the injection timing calculation unit 61 calculates an advance angle value or a delay angle value based on a value obtained by multiplying the difference between the ignition delay time calculated based on the map and the ignition delay time based on the actual measurement by a gain coefficient. Therefore, the fuel injection control considering the combustion change factor such as the cetane number can be performed more simply.

  Further, since the fuel injection timing using the difference is calculated only when the temperature of the coolant is equal to or lower than the predetermined temperature, fuel injection control is performed in consideration of combustion change factors such as cetane number without considering exhaust gas. be able to.

In the above description of the embodiment, the case where the ignition delay time is used as the physical quantity for correcting the fuel injection timing (timing) is taken as an example, but the present invention is not limited to this. As a physical quantity for correcting the injection timing, for example, the in-cylinder pressure fluctuation value per unit crank angle (dP / dθ (where P is the in-cylinder pressure and θ is the crank angle)), cylinder It may be the maximum value P _max of the internal pressure, the variation rate of the angular velocity of the crankshaft, or the compression end pressure. Of these exemplified physical quantities, at least one physical quantity may be adopted as a physical quantity for correcting the injection timing.

Here, the in-cylinder pressure fluctuation value (dP / dθ), the maximum value P _max of the in-cylinder pressure, and the compression end pressure P1 are shown in FIG. As shown in FIG. 2, the in-cylinder pressure fluctuation value (dP / dθ) is represented by a derivative when the in-cylinder pressure (indicated by y2 in FIG. 2) is differentiated by the crank angle θ. The compression end pressure is the in-cylinder pressure P [MPa] when the in-cylinder pressure first reaches a maximum when the crank angle θ is changed from −180 [°] to 180 [°] at the in-cylinder pressure y2. It is.

  Similar to the ignition delay time, these physical quantities can be calculated based on the rotational speed of the crankshaft, the fuel injection amount, the coolant temperature, and a map empirically obtained through experiments (tests). Further, as described above, these physical quantities can also be specified by actual measurement of the in-cylinder pressure sensor 34. Therefore, the injection timing correction time is set based on the difference between the first physical quantity obtained by calculation using the map and the second physical quantity obtained from the actual measurement value by the same method as described for the ignition delay time. Can be sought.

  In the above description of the embodiment, the case where the fuel injection timing is determined by one physical quantity has been described as an example. However, the fuel injection timing may be determined by two or more physical quantities. In this case, for example, the correction value of the injection timing of each of the two or more physical quantities is obtained, and the correction value of the fuel injection timing is determined by obtaining the average of the obtained correction values of the injection timings of the plurality of fuels. May be.

Further, when the fuel injection timing is corrected using a plurality of physical quantities, a priority order may be provided for the physical quantities in determining whether to perform the correction. As an example of the priority order, the ignition delay time, the maximum value P _max of the in-cylinder pressure, the in-cylinder pressure fluctuation value per unit crank angle (dP / dθ), the compression end pressure, and the fluctuation rate of the crank angular speed may be in order. .

  Further, in the description of the above-described embodiment, when the coolant temperature detected by the coolant temperature detection unit 33 is 60 [° C.] or less, the process of correcting the fuel injection timing using the physical quantity difference is performed. The case where it implements was demonstrated. The temperature of the coolant can be set according to the actual situation such as engine specifications and applications, and values other than 60 [° C.] may be used. Further, the fuel injection timing correction process using the physical quantity difference may be performed regardless of the coolant temperature detected by the coolant temperature detector.

  In the above description, when the amount obtained by subtracting the ignition delay time obtained by actual measurement by the physical quantity acquisition unit 62 from the ignition delay time obtained by calculation by the physical quantity calculation unit 61 in step S9 is negative (negative). The case where the injection timing is advanced is taken as an example. Instead of such a case, when the amount obtained by subtracting the ignition delay time obtained by actual measurement by the physical quantity acquisition unit from the ignition delay time obtained by calculation by the physical quantity calculation unit in step S9 is negative (negative). Alternatively, the injection timing may be retarded. When the combustion noise is loud, the combustion noise can be suppressed by such control, which is preferable.

  In the above description, in step S9, when the amount obtained by subtracting the ignition delay time obtained by the physical quantity acquisition unit from the ignition delay time obtained by the calculation by the physical quantity calculation unit is plus (positive), the injection is performed. The case where the timing is retarded was taken as an example. Instead of such a case, in step S9, when the amount obtained by subtracting the ignition delay time obtained by actual measurement by the physical quantity acquisition unit from the ignition delay time obtained by calculation by the physical quantity calculation unit is plus (positive). Alternatively, the injection timing may be advanced. When the possibility of misfire is large, such control can reduce the possibility of misfire, which is preferable.

  In the above description, when the absolute value of the amount obtained by subtracting the ignition delay time obtained by actual measurement from the physical quantity acquisition unit from the ignition delay time obtained by calculation by the physical quantity calculation unit is larger than a predetermined value, In each injection (all injections), correction was made so that the fuel injection timing was advanced or delayed from the injection timing. Instead of such a case, when the injection is performed in a plurality of stages, the fuel injection timing is advanced or delayed with some injections (one or more injections) instead of all of the plurality of injections. You may correct | amend as follows.

  The engine of the present invention may be any engine, for example, any number of cylinders, horizontal type, vertical type, water cooling, air cooling, or no common rail. The engine of the present invention may be a diesel engine, a gasoline engine, a gas engine, or another engine. The engine of the present invention may be used for vehicles (for example, trucks, automobiles, construction machines, carts used in golf courses, etc.), and may be used for ships.

  It is to be noted that, by appropriately combining any of the above-described various embodiments, the effects possessed by them can be produced.

DESCRIPTION OF SYMBOLS 1 Fuel tank 2 Fuel pipe 3 Low pressure pump 4 Filter 5 High pressure pump 6 Fuel supply piping 7 Common rail 8 Injector 9 Branch pipe 10 Fuel injection apparatus 11 Fuel return pipe 20 ECU
30 Pressure sensor 31 Rotational speed detection unit 32 Accelerator 33 Coolant temperature detection unit 34 In-cylinder pressure sensor 60 Storage unit 61 Physical quantity calculation unit 62 Physical quantity acquisition unit 63 Injection timing calculation unit 64 Timing unit 100 Engine

Claims (2)

A pressure detector for detecting the in-cylinder pressure in the cylinder;
A rotation speed detector for detecting the rotation speed of the crankshaft;
An injection amount detection unit for detecting an injection amount of fuel injected by the fuel injection device;
A coolant temperature detector that detects the temperature of the coolant circulating in the coolant path;
A control device for controlling the fuel injection timing in the fuel injection device,
The control device includes:
A physical quantity calculation unit, a physical quantity acquisition unit, and an injection timing calculation unit;
Only when the temperature of the coolant detected by the coolant temperature detector is equal to or lower than a predetermined temperature,
The physical quantity calculation unit is based on the rotation speed detected by the rotation speed detection unit, the injection amount detected by the injection amount detection unit, and the temperature of the cooling liquid detected by the coolant temperature detection unit. , Calculate the ignition delay time of the fuel by calculation,
The physical quantity acquisition unit, based on the measured value of the in-cylinder pressure, wherein the pressure detecting section detects, acquires the ignition delay time of actual,
The injection timing calculation unit calculates a difference between an ignition delay time of the fuel calculated by the calculation and an actual ignition delay time acquired by the actual measurement,
When the absolute value of the difference is less than or equal to a predetermined value,
The injection timing calculation unit determines an injection timing based on an injection timing map,
When the absolute value of the difference is larger than a predetermined value,
The injection timing calculation unit calculates a correction time of the injection timing, and corrects the injection timing to advance or retard based on the calculated correction time of the injection timing;
engine.   The engine according to claim 1, wherein the injection timing calculation unit calculates a correction time of the injection timing based on a value obtained by multiplying the difference by a gain coefficient.

Images