JPH0960551A - Method and device for detecting load of diesel engine and control device using these method and device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately detect an engine load by using a detection value characteristic in an intermediate lever opening which is a lever opening of a control lever serving as a preset injection amount of a fuel infection pump as a characteristic thereof, and detecting the engine load based on this pump characteristic. SOLUTION: In a controller 17, a characteristic of output voltage V of a lever opening sensor 15 in an intermediate lever opening measured by a characteristic value measuring part 21 is used as a characteristic of a fuel injection pump 10, and based on this pump characteristic, a throttle opening TVO is calculated in a throttle opening arithmetic part 19. A speed change control signal is output to each shift solenoid of an automatic transmission, a hydraulic clutch is controlled to be switched, and based on the calculated throttle opening, the automatic transmission 2 is shift controlled by a shift control part 18. The characteristic of the fuel injection pump is thus obtained from a detection value in the intermediate lever opening of large dispersion, so as to accurately detect a load of an engine in a wide speed region.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technical field of a diesel engine load detection method and detection apparatus, and a control apparatus using the method and apparatus.

[0002]

2. Description of the Related Art Generally, in a diesel engine, in order to detect the magnitude of the load, a sensor in the fuel injection pump detects the opening of a control lever which is interlocked with the depression operation of an accelerator pedal. The output value is used as the engine load.

However, the fuel injection pump is equipped with a governor mechanism that adjusts the fuel injection amount according to the pump rotation speed and the lever opening of the control lever, and the governor mechanism has a governor spring. The mechanical type has a problem that the correspondence of the fuel injection amount to the lever opening varies from pump to pump due to the variation in the spring force of the governor spring, making it difficult to accurately detect the load. In the governor mechanism, the error of the fuel injection amount becomes large.

The governor mechanism in this fuel injection pump will be described with reference to FIG. In FIG. 9, 31 is a half all speed governor mechanism. Reference numeral 32 denotes a plunger that is reciprocally driven while being synchronously rotated by an output shaft of the engine. The plunger 32 is arranged in a pump chamber 33 inside a pump casing (not shown), and its tip end is inserted into a cylinder (not shown). To form a pressure chamber,
The fuel in the pressurizing chamber of the cylinder is pumped by the reciprocating movement of the plunger 32. The plunger 32 has a communication passage 32a for communicating the pressurizing chamber of the cylinder with the pump chamber 33.
Are formed. A spill ring 34, which opens and closes the opening of the communication passage 32a to the pump chamber 33 by the reciprocating motion of the plunger 32, is relatively slidably fitted in the middle of the plunger 32. Three
The fuel injection amount is adjusted by changing the timing at which the fuel in the pressurizing chamber is returned to the pump chamber 33 while the plunger 32 is being pressure-fed by the position of 4, and the fuel injection amount decreases as the spill ring 34 moves to the left side in FIG. Let Above spill ring 3
4 is a first portion in which an intermediate portion is swingably supported by a shaft 35.
One end of the lever 36 is locked, and the other end of the first lever 36 is moved in the left-right direction in FIG. 9 by the centrifugal force according to the pump rotation speed (engine rotation speed) to move to the first lever 36. The tip of the governor sleeve 37 for changing the rotational position of the is contacted, and the governor sleeve 37 moves to the right side in FIG. 9 according to the increase in the pump rotation speed, and the first lever 36 moves clockwise in FIG. Then, the spill ring 34 is moved to the side where the fuel injection amount is reduced. Shaft 35 of first lever 36
1 is now placed so as to face the first lever 36.
One end of each of the two second levers 38 is rotatably supported, and an idle spring 39 and a start spring 40 are arranged between the levers 36 and 38. Second lever 3
At the other end of 8, the one end of the rod 44 is connected to the damper spring 4
1, the other end of this rod 44 is slidably arranged from the opening side to a bottomed spring holder 45 whose bottom side is connected to the control lever 12, and the spring holder 45 has a rod. An engagement member 46 that slidably inserts through 44 is retained by the opening and is engaged.
A control spring 42 and a part load spring 43 are arranged between the engaging member 46 and the rod 44, and the second lever 38 is rotated according to the rotation of the control lever 12 around the support shaft 12a. , The first lever contacting the second lever 38 with springs 39, 40
The lever 36 is rotated and the spill ring 34 is slid to adjust the fuel injection amount. The characteristic of the fuel injection amount (position of the spill ring 34) according to the pump rotation speed is as shown in FIG. 10, and the range in which the springs 39 to 43 (referred to as governor springs) act according to the pump rotation speed. Is different.

The relationship between the engine speed and the engine output torque at each lever opening (shown in%) is illustrated in FIG. 8, and the engine torque varies greatly at each lever opening.

Therefore, in the prior art, for example, JP-A-63-386.
As disclosed in Japanese Patent Publication No. 84, in advance, when a fuel injection pump is assembled to an engine, a sensor output value when the opening degree of the control lever is a minimum and maximum intermediate setting degree is set as a set value. When the lever opening is less than or equal to the set opening, the engine load (accelerator opening) is calculated based on the proportional relationship between the learning value learned from the sensor output value in the engine idle state and the set value,
On the other hand, when the lever opening is equal to or larger than the set opening, when the calculation is performed based on the proportional relationship with the idle learning value, the engine load variation at the maximum opening becomes large. It has been proposed that the engine load can be accurately detected based on the three lever opening degrees of the minimum opening degree, the intermediate opening degree, and the maximum opening degree by using the output value of.

[0007]

However, in the case of the above-mentioned proposed example, when the lever opening is equal to or larger than the set opening, the output value of the sensor of the designed central product is used. It is difficult to accurately detect the load over a wide rotation range from the range to the high rotation range. Therefore, for example, when a diesel engine is combined with an automatic transmission to be mounted on a vehicle and the automatic transmission is shift-controlled according to the engine load, it is necessary to perform the control with high accuracy over the entire rotation range of the engine. Despite that, it doesn't work well. In particular, in general, the engine generates a large torque in a high rotation range, and in the case of the proposed example, the sensor output value of the intermediate lever opening is used as the set value, so the engine load increases as the engine speed increases. The error between the lever opening and the lever opening becomes proportionally large, and due to this error, a shift shock at the time of shifting may occur.

That is, FIG. 11 shows an example of a shift control map which is used when performing shift control of an automatic transmission and is set according to a vehicle speed and a throttle opening degree. In the figure, a solid line indicates a shift-up shift line. Also, the broken lines indicate the shift-down shift lines, and the numbers indicate the shift speeds before and after the shift. Also, in the figure, indicates the schedule up state in which the accelerator pedal is upshifted when the accelerator pedal is at a constant opening degree, or the backout state in which the accelerator pedal is upshifted when the accelerator pedal is returned, and further when the accelerator pedal is depressed. In the torque demand state that is downshifted, or in the torque demand state, the kick down state in which the accelerator pedal is fully depressed.
Alternatively, the respective coasting-down states are shown in which the gears are downshifted when fully decelerated.

The schedule up state occupies most of the shift change frequency, and FIG. 12 shows the characteristics of the temporal change between the longitudinal acceleration received by the vehicle and the turbine speed of the torque converter before and after the shift. Show. In other words, the longitudinal acceleration of the vehicle falls before shifting (appears as a feeling of pulling in shift quality), then rises sharply when shifting starts (appears as a feeling of pushing up), and then gradually rises. (It appears as an upper right feeling), and it suddenly drops at the end of the shift (appears as a rolling back feeling) and then gradually decreases. In addition, the shift time is the time from when the longitudinal acceleration decreases before shifting to when it reaches the peak immediately before the shift ends, and the length of this shifting time appears as a feeling of extension in the shift quality. FIG.
3 shows characteristics of temporal changes in the throttle opening (accelerator opening) before and after shifting in the torque demand state, the longitudinal acceleration received by the vehicle, and the turbine speed of the torque converter.

The shift quality has a great influence on the feeling of pulling in before shifting and the feeling of pushing up at the start of shifting, which depend on the rack pressure level of the hydraulic pressure supplied to the hydraulic clutch for shifting gears in the automatic transmission. It is determined. FIG.
Reference numeral 4 shows a state in which the longitudinal acceleration of the vehicle varies depending on the level of the hydraulic shelf pressure. When the shelf pressure is appropriate, the shift time is short and the acceleration at the start of the shift is appropriate. , If the shelf pressure is too high for the proper pressure,
Although the shift time is shortened, the magnitude of the acceleration at the start of the shift is increased and the feeling of thrust is increased. On the other hand, when the shelf pressure is lower than the proper pressure, on the contrary, the magnitude of the acceleration at the start of the gear shift is reduced, but the gear shift time is lengthened correspondingly, and a feeling of extension occurs. Since this shelf pressure is set on the basis of the line pressure of the shift control reference hydraulic pressure, it is necessary to regulate the line pressure in order to maintain the above shelf pressure appropriately.

FIG. 15 shows the throttle opening (engine load)
As an example, the line pressure is increased as the engine load increases so that the high engine torque can be overcome and the clutch can be switched in a fixed time.

[0012] Therefore, in setting the hydraulic rack pressure level as described above, if the engine load detected by the lever opening sensor varies from fuel injection pump to fuel injection pump,
Engine output torque and hydraulic clutch ON / O when shifting
Since the balance with the hydraulic pressure for FF switching is lost, a stable change in longitudinal acceleration of the vehicle cannot be obtained, and shift quality such as a feeling of thrusting up or a feeling of extension is deteriorated.

The present invention has been made in view of the above points, and an object of the present invention is to further advance the idea of the above proposed example and to output the output of the detection means for detecting the lever opening degree of the control lever of the fuel injection pump. By correcting the value in a predetermined manner, the engine load can be accurately detected over a wide rotation range from a low rotation range to a high rotation range.

[0014]

In order to achieve the above object, in the present invention, when the lever opening of the control lever in the fuel injection pump is an intermediate lever opening, it is compared with the minimum opening and the maximum opening. Therefore, instead of setting the sensor output value of the intermediate lever opening as a set value as in the proposed example, the output value is used as a characteristic for each fuel injection pump. I decided to do it.

Specifically, the inventions of claims 1 to 5 are inventions of a method for detecting the load of a diesel engine, and in the invention of claim 1, the lever opening of a control lever which is interlocked with a pump speed and an accelerator pedal is opened. Load for a diesel engine that detects the engine load based on a plurality of output values of the detection means that detects the lever opening, for a fuel injection pump that includes a governor mechanism that adjusts the fuel injection amount according to The detection method is a prerequisite.

The output value of the detection means when the lever opening degree of the control lever is the lever opening degree which becomes the set injection amount of the fuel injection pump is at least an intermediate value between the maximum opening degree and the minimum opening degree. The output value of the detecting means at the opening is measured, and the characteristic of the output value of the detecting means at the intermediate lever opening is used as the characteristic of the fuel injection pump to detect the load of the engine based on the characteristic of the pump. Is characterized by.

With this configuration, the output value of the detection means at at least the intermediate lever opening of the control lever opening of the fuel injection pump is measured, and the characteristic of the output value of this detection means is obtained as the characteristic for each fuel injection pump. Since the engine load is detected from the characteristics of each fuel injection pump, the characteristics of the fuel injection pump can be obtained from the output value of the detection means at the intermediate lever opening that has a large variation among the control lever openings. Therefore, the load of the engine detected based on this pump characteristic becomes accurate corresponding to the fuel injection amount over a wide rotation range of the engine. Therefore, even if there is a different solid difference between the lever opening and the fuel injection amount for each pump by the governor mechanism, it is possible to absorb it and accurately detect the engine load over a wide engine rotation range. it can.

According to the second aspect of the present invention, the output value of the detecting means when the lever opening of the control lever reaches the maximum opening is obtained as a preset set value. By doing so, it is possible to obtain a highly accurate value in the high rotation range with almost no variation in the high rotation range of the engine, and it is not necessary to detect the lever opening degree at the maximum lever opening degree. The value of (signal value) can be easily obtained.

According to the third aspect of the invention, the output value of the detecting means when the lever opening of the control lever becomes the minimum opening is obtained as a learning value by calculation. As a result, it is possible to eliminate variations in the low engine speed range. That is, when the output value of the detection means at this minimum lever opening is fixed as a set value as described above, in general, the engine temperature changes momentarily according to the outside air temperature, the engine speed, the operating state of auxiliary machinery, etc. It becomes difficult to follow the idle speed. Further, when the lever opening is directly detected, the changing idle state must be detected each time, which is troublesome. However, by obtaining the learning value as in the present invention, a highly accurate value can be easily obtained in the low engine speed range.

According to the fourth aspect of the present invention, the intermediate lever opening of the control lever is the minimum opening and the central opening of the minimum opening. That is, in general, there is a large variation in the central lever opening among the intermediate lever opening, and the characteristics of the output value of the detection means at the central lever opening with a large variation are obtained to stabilize the engine load. Can be accurately detected.

The invention of claim 5 is a combination of the inventions of claims 1, 2 and 3. That is, in the present invention, the output value of the detection means when the lever opening of the control lever reaches the maximum opening is obtained as a preset set value. Further, the output value of the detection means when the lever opening becomes the minimum opening is obtained as a learning value by calculation. Further, the output value of the detecting means when the lever opening is the lever opening that becomes the set injection amount of the fuel injection pump is measured as the output value of the detecting means at the intermediate opening. Then, the load of the engine is detected based on the characteristics of the fuel injection pump by using the characteristics of the output value of the detection means at the above three lever opening degrees as the characteristics of the fuel injection pump. By so doing, the effects of the inventions of claims 1 to 3 can be synergistically obtained, and a highly accurate value can be obtained from the low speed region to the high speed region of the engine.

According to a seventh aspect of the present invention, there is provided a load detection device for a diesel engine. According to the present invention, the fuel injection amount is adjusted according to the pump speed and the lever opening of the control lever which is linked to the accelerator pedal. It is premised on a load detection device for a diesel engine that detects a load of an engine based on a plurality of output values of a detection unit that detects the lever opening with respect to a fuel injection pump having a governor mechanism.

The output value of the detection means when the lever opening degree of the control lever is the lever opening degree which becomes the set injection amount of the fuel injection pump is at least an intermediate value between the maximum opening degree and the minimum opening degree. A characteristic value measuring means for measuring the output value of the detecting means at the opening degree, and a characteristic of the output value of the detecting means at the intermediate lever opening degree obtained by the characteristic value measuring means are the characteristics of the fuel injection pump, Load calculation means for calculating the load of the engine based on the pump characteristics is provided.

According to the present invention, the characteristic value measuring means causes the output value of the detecting means when the lever opening degree of the control lever is the lever opening degree corresponding to the set injection amount of the fuel injection pump to be at least the intermediate lever opening degree. Is measured as the output value of the fuel injection pump, and the load calculation means sets the characteristic of the output value of the detection means at the intermediate lever opening degree as the characteristic of the fuel injection pump, and the load of the engine is calculated based on the pump characteristic. Therefore, like the invention of claim 1, even if there is a different solid difference between the lever opening and the fuel injection amount for each pump due to the governor mechanism, it is absorbed and the engine has a wide rotation range. Accurate engine load can be easily detected.

The invention of claim 6 is the invention of a control device,
This control device is an automatic transmission mounted on a vehicle in a state of being drive-connected to a diesel engine based on an engine load detected by the load detecting method for a diesel engine according to any one of claims 1 to 5 above. It is characterized in that it is provided with a shift control means for performing the shift control.

According to the invention of claim 8, there is provided the above-mentioned claim 7.
The load detection device for a diesel engine according to the invention is mounted on a vehicle equipped with an automatic transmission, and the shift control means for controlling the shift of the automatic transmission has the engine calculation calculated by the load calculation means. The shift control is performed based on the load.

According to the invention of claim 6 or 8, when the shift control of the automatic transmission mounted on the vehicle is performed, the shift control means is based on the load of the engine calculated by the detection or load calculation means. Control the automatic transmission. Since the engine load calculated by the above-mentioned detection or load calculation means is accurate, the shelf pressure set by the line pressure will be adjusted appropriately, and the magnitude of the vehicle longitudinal acceleration and the shift time at the time of shifting can be controlled. By keeping it constant, it is possible to prevent a shift shock due to a difference in individual fuel injection pumps.

According to a ninth aspect of the present invention, in the load detecting device for a diesel engine according to the seventh aspect of the present invention, the governor mechanism has a half-all-speed governor characteristic. That is, the engine load can be accurately detected even with a governor mechanism having a half-all-speed governor characteristic in which the error in the fuel injection amount increases due to the variation between the lever opening and the fuel injection amount.

[0029]

BEST MODE FOR CARRYING OUT THE INVENTION

(Embodiment 1) FIG. 6 shows a control system for an automatic transmission according to Embodiment 1 of the present invention, in which 1 is a diesel engine mounted on a vehicle in a vertically installed state in which cylinder rows are arranged in a vehicle front-rear direction. Is an output shaft of the engine 1 (not shown)
A hydraulic automatic transmission that is drive-coupled to a vehicle via a torque converter 3. The automatic transmission 2 includes two shift solenoids for switching a transmission gear (not shown) by at least a hydraulic clutch (not shown). 4 and 5, a line pressure solenoid 6 for setting a hydraulic line pressure, and a lockup solenoid 7 for switching the operation of a lockup clutch (not shown).

Reference numeral 10 denotes a fuel injection pump mounted on the left side surface of the engine 1 (in FIG. 6, the mounting position is shown by overlapping with an imaginary line) to supply fuel to a cylinder (not shown) of the engine 1. It is injected and supplied (the same parts as those in FIG. 9 are designated by the same reference numerals, and detailed description thereof will be omitted). A mechanical half-all speed governor mechanism 31 (see FIG. 9) is provided inside the casing of the fuel injection pump 10, and the casing supports a pump shaft 11 that is driven by the engine 1 and rotates in synchronization therewith. The rotation of the pump shaft 11 causes the plunger 32 (see FIG. 9) to rotate and reciprocate to pump the fuel to the engine 1.

The fuel injection pump 10 has a support shaft 12a.
A control lever 12 that can swing around is provided,
As shown in FIG. 7, one end of the control lever 12 is connected to an accelerator pedal (not shown) via an accelerator cable 13 and interlocks with the accelerator pedal. Also,
As shown in FIG. 9, the other end of the control lever 12 has the governor mechanism 31 having governor springs 39 to 43.
It is linked to the spill ring 34 on the plunger 32 via the, and the fuel injection amount is adjusted in the governor mechanism 31 according to the pump rotation speed and the lever opening of the control lever 12.

As shown in FIG. 7, the fuel injection pump 10 is integrally attached with a lever opening sensor 15 which is a potentiometer as a detecting means for detecting the lever opening of the control lever 12. The output signal of the sensor 15 is input to the controller 17 of the transmission 2.

In addition to the output signal of the lever opening sensor 15, the controller 17 has an idle switch 1 which is turned on when the engine 1 is in an idle state.
4 and the output signal of the vehicle speed sensor 16 that detects the vehicle speed v based on the rotation speed of the output shaft (not shown) of the transmission 2 are input at least. The lever opening (throttle opening) detected by the sensor 15 and the vehicle speed v detected by the vehicle speed sensor 16 are preset based on the throttle opening (lever opening) and the vehicle speed as shown in FIG. The gear change control is performed by collating with the gear change control map.

That is, FIG. 5 shows the detailed structure of the controller 17, which includes the output voltage V of the lever opening sensor 15 at the intermediate lever opening measured by the characteristic value measuring unit 21 described later. The characteristic is the characteristic of the fuel injection pump 10, and the throttle opening calculation unit 19 as a load calculation means for calculating the throttle opening TVO (engine load) based on the pump characteristic, and the shift solenoid 4 of the automatic transmission 2. , 5 to output a shift control signal to control the switching of the hydraulic clutch, and to control the automatic transmission 2 based on the throttle opening (engine load) calculated by the throttle opening calculator 19. A shift control unit 18 that performs shift control is built in. Other sensors for controlling the automatic transmission 2 are omitted since they are not directly related to the present invention, but they are the same as known ones.

The controller 17 controls the fuel injection pump 1 out of the output voltage V of the lever opening sensor 15.
A characteristic value measuring unit 21 for measuring a characteristic value V2 showing a characteristic of 0 is connected (note that this characteristic value measuring unit 21
Is temporarily connected when the fuel injection pump 10 is assembled to the engine 1), and the signal of the characteristic value V2 measured by the characteristic value measuring unit 21 is used as the throttle opening calculation unit 1
I'm trying to make it input to 9.

Here, in the characteristic value measuring section 21,
A procedure of signal processing performed to measure the characteristic value V2 will be described with reference to FIG. First, in step U1, after confirming that the fuel injection pump 10 and the controller 17 have been assembled to the engine 1, in step U2 the control lever 12 of the fuel injection pump 10 is
The pump 10 is opened until the central lever opening amount reaches 50% when the fuel injection amount becomes the set injection amount TQ2. afterwards,
In step U3, the output voltage V of the lever opening sensor 15 at the central lever opening of 50% is detected, and the next step U4
Then, the detected sensor output voltage V is set as the characteristic value V2, output to the throttle opening calculation unit 19 of the controller 17 to be stored therein, and then the processing ends.

The procedure for calculating the throttle opening TVO (engine load) in the throttle opening calculating section 19 of the controller 17 is performed as shown in FIGS. 3 and 4. First, in step U11 shown in FIG. 3, the characteristic value V2 input and stored from the characteristic value measuring unit 21 is stored.
(Sensor output voltage when the central lever opening of the control lever 12 is 50%) and the set value V that is the sensor output voltage when the maximum lever opening of the control lever 12 is 100%
3 and 3 are input as fixed values (see FIG. 1). The set value V3 is obtained from the fuel injection pump 10 by the lever opening sensor 1
It is preset when 5 is assembled,
When the error of the sensor 15 is taken into consideration, it is preferable to set the voltage (for example, V3 = 4.2 V) slightly lower than the maximum output voltage of the sensor 15 (for example, 5 V).

In the next step U12, the ON signal of the idle switch 14 for putting the engine 1 into the idle state,
The output voltage V of the lever opening sensor 15 is read, and then, in step U13, an idle learning value V1 which is the sensor output voltage at the minimum lever opening of the control lever 12 of 0% is calculated (see FIG. 1).

The calculation of the idle learning value V1 is specifically performed along the rune shown in FIG. That is, in the first step U14, as the initial value of the idle learning value V1, the output voltage of the lever opening sensor 15 when the ignition key switch (not shown) of the engine 1 is turned ON (for example, V1 = 0.8 volt). To set. In the next step U15, it is determined whether the idle switch 14 has been in the ON state for a predetermined time, that is, whether the engine 1 is surely in the idle state. If this determination is YES,
After updating the output voltage V of the lever opening sensor 15 as the idle learning value V1 in step U16, step U18
Proceed to. In this step U18, the updated idle learning value V1 and the maximum limit value Vmax (for example, Vmax
= 1.5 volt) and this is V1 <
When Vmax is YES, it is as it is, and V1 ≧ Vm
If NO in ax, the idle learning value V1 is replaced with the maximum limit value Vmax in step U19, and then the process proceeds to step U20 (see FIG. 3).

On the other hand, the determination in step U15 is NO.
In this case, in step U17, the idle learning value V1 is maintained as it is at the previous idle learning value V1, and then the process proceeds to step U20.

In the routine shown in FIG. 3, after the idle learning value V1 is learned in this way in step U13, the routine proceeds to step U20, where the current output voltage V of the lever opening sensor 15 becomes equal to or more than the characteristic value V2. Determine if there is. When the determination is NO in V <V2, in step U21, the throttle opening TVO as the engine load is calculated by the formula TVO = {(V-V2) / (V3-V2)} * 50 + 50, and the determination is V ≧ V2. If YES in step U22, the throttle opening TVO is calculated in step U22 by the equation TVO = {(V-V1) / (V2-V1)} × 50, and then in step U23,
The throttle opening TVO is output to the shift control unit 18, and the process ends.

Therefore, in this embodiment, when the lever opening sensor 15 is assembled to the fuel injection pump 10, the control lever 12 of the pump 10 is installed.
The set value V3 which is the output voltage of the lever opening sensor 15 corresponding to the maximum opening of 100% is set. Then, after that, when the fuel injection pump 10 and the controller 17 are integrally assembled and assembled, in the operating state of the engine 1, the lever opening of the fuel injection pump 10 in the characteristic value measuring unit 21 is set to the central lever. The output voltage V of the lever opening sensor 15 when the fuel injection amount is at the set injection amount TQ2 at the opening amount of 50% is measured as the characteristic value V2 representing the characteristic of the pump 10, and this characteristic value V2 is the controller. It is input to and stored in the throttle opening calculation unit 19 of 17.

After this assembly, when the throttle opening TVO as the engine load is detected in order to control the automatic transmission 2 while the vehicle is operating, the throttle opening calculator 19 of the controller 17
The set value V3 of the lever opening sensor 15 corresponding to 100% of the maximum opening of the control lever 12 and the characteristic value V2 corresponding to 50% of the central opening of the lever are input as fixed values. The idle learning value V1 of the lever opening sensor 15 corresponding to the minimum opening 0% of the control lever 12 is calculated by the ON signal, and these idle learning value V1, characteristic value V2 and set value V3 are calculated.
The throttle opening TVO is calculated based on the throttle opening TVO and the vehicle speed v is controlled based on the throttle opening TVO and the vehicle speed v.

In the case of this embodiment, as shown in FIG. 1, the output voltage V of the lever opening sensor 15 is changed from the output voltage V of the lever opening sensor 15 at the central lever opening 50% of the opening of the control lever 12 where the variation is large. Characteristic value V2 indicating the characteristic
Is measured. That is, since the variation at the central lever opening of 50% is stable and large even in the intermediate lever opening between the minimum opening of 100% and the minimum opening of 0%, it is detected based on this pump characteristic. Throttle opening TVO
The (engine load) becomes accurate corresponding to the fuel injection amount over a wide rotation range of the engine 1. Therefore, the accurate detection of the throttle opening TVO can be stably and accurately performed over a wide rotation range of the engine 1. When performing the shift control of the automatic transmission 2 based on the throttle opening TVO, the engine It is possible to prevent a shift shock in a wide rotation range of 1.

Further, since the output voltage of the lever opening sensor 15 when the lever opening of the control lever 12 reaches the maximum lever opening of 100% is inputted as a preset set value V3 having no variation, It is possible to almost eliminate the variation in the high rotation speed range of 1 and obtain a highly accurate value in the high rotation speed range. Moreover, since it is not necessary to detect the lever opening degree, the value (signal value) at the maximum lever opening degree can be easily obtained.

Further, since the output voltage V of the lever opening sensor 15 when the lever opening of the control lever 12 becomes the minimum lever opening of 0% is calculated as the idle learning value V1, the engine 1 is in the low rotation range. Can be eliminated. That is, if the output voltage V of the lever opening sensor 15 at the minimum lever opening is fixed as a set value like the maximum lever opening, generally, the outside air temperature, the engine speed, and the operating states of the auxiliary machinery are It is not possible to follow the idling speed of the engine 1, which changes every moment depending on the situation. On the other hand, when detecting the lever opening,
It must be detected each time in the changing idle state, which is troublesome. Therefore, if the learning value is obtained as in this embodiment, it is possible to easily obtain a highly accurate value in the low rotation range of the engine 1.

As described above, the lever opening sensor 1 when the control lever 12 reaches the maximum lever opening
The output voltage V of No. 5 is set as a set value V3, and the same voltage V when the minimum lever opening is obtained is set as an idle learning value V1. The lever opening becomes the set injection amount TQ2 of the fuel injection pump 10. Output voltage V of the lever opening sensor 15 is measured as a value at the intermediate lever opening, and the characteristics of the output voltage V at the above three lever openings are used as the characteristics of the fuel injection pump 10 as the throttle opening. TV
Since O (engine load) is detected, a highly accurate value can be obtained from the low rotation range to the high rotation range of the engine 1.

In the first embodiment, the control lever 12 of the fuel injection pump 10 has the central lever opening of 50%.
The output voltage V of the lever opening sensor 15 is measured as the characteristic value V2, and the sensor output voltage V at the intermediate lever opening intermediate between the minimum lever opening and the maximum lever opening is You may make it measure. However, in the point that the variation width is always large and the variation can be stably prevented, as described above, the central lever opening degree is 50%.
It is desirable to set the sensor output voltage V in the above condition to the characteristic value V2.

(Second Embodiment) FIGS. 16 and 17 show a second embodiment of the present invention. Controller 1 of this Embodiment 2
17, the procedure for correcting the output value of the lever opening sensor 15 and setting the characteristic of the throttle opening actually used for the shift change control of the transmission 2 will be described with reference to FIG. First, the fuel injection pump 10 and the controller 1
7 is manufactured and assembled, and then integrally assembled and assembled, the characteristic of the output value of the lever opening sensor 15 when the lever opening of the fuel injection pump 10 is at the intermediate control point is measured. And enter. That is, as shown in FIG. 16, the fuel injection pump 10 (a master fuel injection pump that serves as a master, for example, the solid line in FIG. 16 is used as a reference for setting the shift hydraulic pressure data that provides the best shift quality of the automatic transmission 2. Characteristic fuel injection pump) is rotating at a constant rotational speed, and at that time, the fuel injection amount corresponding to the engine torque is the set injection amount TQ.
The control lever 12 is opened so that it becomes 2, and the lever opening degree is defined as C / 8 (C = 0 to 8) (step S1). This lever opening is the minimum opening 0/8 when the engine 1 is in the idle state (the fuel injection amount at that time is TQ).
1) to the maximum opening 8/8, which is the full load state of the engine 1
(Fuel injection amount is TQ3) divided into 8
The lever opening C / 8 is an intermediate opening.

Next, the output value (output voltage) of the lever opening sensor 15 when the fuel injection amount is the set injection amount TQ2 is read (step S2), and the output value of the lever opening sensor 15 is stored (step S3). ).

Further, all throttle opening TVO used for controlling the automatic transmission 2 are calculated (step S).
4). Specifically, as shown in FIG. 16, the output value of the lever opening sensor 15 is V1 when the actual lever opening is 0/8 and the lever when the actual lever opening is C / 8. The output value of the opening sensor 15 is V2, and the output value of the lever opening sensor 15 when the actual lever opening is 8/8 is V2.
Therefore, the output value of the sensor 15 at all throttle opening TVO including other throttle opening is calculated from the characteristic of the output value of the lever opening sensor 15 based on the following equation.

The output value V of the sensor 15 is V2 or less (V
When ≦ V2) TVO = {(V−V1) / (V2-V1)} × (C / 8) When the output value V of the sensor 15 is V2 or more (V ≧ V2) TVO = {(V3- V) / (V3-V2)} × {(8-C) / 8} + C / 8

That is, the lever opening sensor corresponding to the lever opening, which is obtained corresponding to the minimum opening 0/8, the maximum opening 8/8 and the intermediate opening C / 8 of the actual lever opening. 1
The characteristic of the output value of 5 is as shown in the lower half of FIG.
As indicated by the broken line in the figure, the characteristic of the output value of the sensor 15 changes according to the range of variation for each fuel injection pump 10 (the solid line is the characteristic of the reference pump). Then, for the actual opening of the lever other than the minimum opening of 0/8, the intermediate opening C / 8 and the maximum opening of 8/8, the above two equations,
Thus, the characteristic of the output value of the sensor 15 between the intermediate opening and the minimum opening or the maximum opening is equally divided to calculate the output value of the sensor 15 corresponding to the target throttle opening. For example, when C = 5 and the intermediate opening is 5/8, the characteristic of the output value of the sensor 15 between the intermediate opening and the minimum opening (or the maximum opening) is divided into 5 equal parts by 1/8 (intermediate opening). The output value of the sensor 15 corresponding to the target throttle opening may be calculated by dividing the opening and the maximum opening into three equal parts.
The characteristics of the output value of the sensor 15 corresponding to all throttle openings can be obtained.

In this embodiment, the above steps S1 to S
4, the minimum value is set so that the output value of the lever opening sensor 15 corresponds to the set injection amount TQ2 at the lever opening when the fuel injection amount at the set rotation speed of the fuel injection pump 10 becomes the set injection amount TQ2. Lever opening sensor 1 corresponding to three lever opening of opening, maximum opening and intermediate opening between both openings
The throttle opening as load calculating means for calculating the characteristic of the output value of No. 5 and calculating all the throttle opening (engine load) by equal division from the obtained characteristic of the output value of the lever opening sensor 15 The arithmetic unit 19 is configured.

The shift control section 18 of the controller 17 is configured to control the shift of the automatic transmission 2 based on the throttle opening (engine load) calculated by the throttle opening calculating section 19. There is.

Therefore, in the second embodiment, in the process of assembling the diesel engine 1 to the vehicle, when the fuel injection pump 10 and the controller 17 are assembled integrally after being manufactured, the inspection of the fuel injection pump 10 is performed. At the stage, the output characteristic of the lever opening sensor 15 for each pump 10 is set. That is, FIG.
As shown in 6, the lever opening degree of the control lever 12 is set to C / 8 so that the fuel injection amount TQ2 when the fuel injection pump 10 is in a constant pump rotation is obtained. The minimum opening of this lever opening is 0/8, and the maximum opening is 8
/ 8.

Next, the output value (output voltage) of the lever opening sensor 15 when the lever opening is the intermediate opening C / 8 corresponding to the fuel injection amount TQ2 is read, and the lever opening sensor 15 is read. After the output value of is written and stored in the controller 17, the throttle opening TVO used for controlling the automatic transmission 2 is calculated by the above equation, and the output values of the sensor 15 corresponding to all the throttle opening are calculated. The characteristics of are obtained. Thus, the characteristic of the output value of the sensor 15 according to the throttle opening is stored in the controller 17, and the shift control map (see FIG. 11) set in advance based on the throttle opening and the vehicle speed is corrected.
Then, the shift control unit 18 of the controller 17 performs shift control of the automatic transmission 2 based on the corrected shift control map.

In this way, the control lever 1 when the injection amount of the fuel injection pump 10 becomes the set injection amount TQ2
2 is obtained, and the characteristic of the output value of the lever opening sensor 15 corresponding to each throttle opening is obtained so that the output value of the lever opening sensor 15 corresponds to the fuel set injection amount. The throttle opening (engine load) detected based on the characteristic of the output value of the sensor 15 becomes accurate corresponding to the fuel injection amount. That is, the fuel injection pump 10 has the mechanical governor mechanism 31 in which the relationship between the lever opening and the fuel injection amount is large due to the governor springs 39 to 43, and the governor mechanism 31 further has the lever opening and the fuel injection amount. Even if the fuel injection pump 10 has a half-all speed governor characteristic in which the error in the fuel injection amount increases due to the variation between the fuel injection amount and the fuel injection pump 10, the governor mechanism 31 absorbs a different solid difference for each fuel injection pump 10 to obtain an accurate engine load. Can be detected.

At that time, the characteristics of the output value of the lever opening sensor 15 corresponding to the three opening degrees of the minimum opening degree, the maximum opening degree, and the intermediate opening degree between the two opening degrees are obtained. From the characteristic of the output value of the degree sensor 15, the throttle opening (engine load) corresponding to all the opening is calculated by equal division. Therefore, it is possible to easily detect the engine load corresponding to all the lever openings by only obtaining the output characteristics of the lever opening sensor 15 corresponding to the minimum opening, the maximum opening and the intermediate opening of the lever opening. it can.

Further, since the throttle opening degree (engine load) calculated by the throttle opening degree calculating section 19 is accurate as described above, this throttle opening degree calculating section 19
The shift control unit 1 based on the throttle opening calculated in
When the shift control of the automatic transmission 2 is performed by the automatic transmission 2, the hydraulic line pressure and the shelf pressure set by the line pressure are properly adjusted, and the magnitude of the vehicle longitudinal acceleration and the shift time during the shift are kept constant. Therefore, it is possible to prevent the shift shock caused by the difference between the individual fuel injection pumps 10.

(Third Embodiment) In the second embodiment, the control throttle opening is calculated from the output voltage of the lever opening sensor 15. However, the throttle opening set in advance based on the throttle opening is used. The degree map may be corrected according to the output value of the lever opening sensor 15.

That is, FIG. 19 shows the processing operation in the controller 17 according to the third embodiment of the present invention.
1, T2 are step S of the second embodiment (see FIG. 17).
1 and S2. Then, in step T3, as shown in Table 1, when the throttle opening map is set in advance based on the throttle opening, the throttle opening map is set by the lever opening sensor 15 according to the lever opening. Correction is made according to the characteristics of the output value (step T3).
Note that FIG. 18 shows the corrected throttle opening characteristic which is corrected according to the output voltage V of the lever opening sensor 15.

In this case, in step T3, the throttle opening map (see Table 1) previously set based on the throttle opening is corrected by the characteristic of the output value of the lever opening sensor 15 according to the lever opening. The correction unit 20 (see FIG. 5) configured to do so is configured.

[0064]

[Table 1]

Therefore, in the case of this embodiment, the characteristic of the output value of the sensor 15 according to the lever opening is stored in the controller 17, and the map of the throttle opening set in advance based on the throttle opening is corrected. The corrected map may be used for shift control of the automatic transmission 2. Since the map of the throttle opening is corrected by the characteristic of the output value of the lever opening sensor 15 corresponding to the lever opening, the map can be easily corrected.

Incidentally, in the third embodiment, the characteristic of the output value of the sensor 15 according to the lever opening is corrected and the characteristic is used for the control of the transmission 2. It is also possible to correct the set line pressure adjustment characteristic map itself.

Further, in each of the above embodiments, the throttle opening TVO (engine load) is detected and used for the shift control of the automatic transmission 2. The exhaust gas recirculation device that recirculates a part of the exhaust gas to the combustion chamber can also be used to set the operating region of the engine 1 in which the exhaust gas recirculation is performed.

[0068]

As described above, according to the first or seventh aspect of the present invention, there is provided a fuel injection pump having a governor mechanism for adjusting the fuel injection amount according to the pump speed and the lever opening of the control lever. When the load of the diesel engine is detected by detecting the lever opening by the detecting means, the output value of the detecting means when the lever opening of the control lever is the lever opening that becomes the set injection amount of the fuel injection pump, Measured as the output value at the lever opening including at least the intermediate opening between the maximum opening and the minimum opening, and the characteristic of the output value of the detection means at this lever opening is set as the pump characteristic based on the characteristic of the pump. Since the load of the engine is detected, the characteristics of each fuel injection pump can be obtained from the output value of the detection means at the intermediate lever opening where the control lever varies widely. Even if different individual difference for each pump between the lever turning degree and the fuel injection amount by pump of the governor mechanism to absorb it, it is possible to improve the load detection accuracy over a wide rotational speed range of the engine.

According to the second aspect of the present invention, the output value of the detecting means when the lever opening of the control lever reaches the maximum opening is obtained as a preset set value without variation, so that in the high engine speed range. It is possible to obtain a highly accurate value and easily obtain a value (signal value) at the maximum lever opening.

According to the third aspect of the present invention, the output value of the detecting means when the lever opening of the control lever becomes the minimum opening is obtained as a learning value, thereby eliminating the variation in the low engine speed range, It is possible to easily obtain a highly accurate value in the low rotation range.

According to the fourth aspect of the present invention, the intermediate lever opening of the control lever is generally set to a central opening having a large variation, so that the engine load can be detected stably and accurately.

According to the invention of claim 5, by combining the inventions of claims 1, 2 and 3, the effects of the inventions of the claims are synergistically obtained, and the engine speed range from low speed to high speed is increased. It is possible to obtain a highly accurate value over the range.

According to the invention of claim 6, based on the load of the engine detected by the method according to any one of claims 1 to 5,
The shift control of the automatic transmission mounted on the vehicle is performed while being connected to the diesel engine. Also,
According to the invention of claim 8, the load detecting device for a diesel engine of the invention of claim 7 is used for shift control of an automatic transmission of a vehicle, and the automatic transmission is based on the load of the engine calculated by the load calculating means. The gear shift control is performed. Therefore, according to these inventions, it is possible to properly regulate the shelf pressure set by the line pressure to keep the magnitude of the vehicle longitudinal acceleration and the gear shift time at the time of gear shifting constant, which is caused by the individual difference of the fuel injection pump. It is possible to prevent shift shock.

According to the ninth aspect of the invention, since the governor mechanism of the fuel injection pump has the half-all speed governor characteristic, the error in the fuel injection amount is caused by the variation between the lever opening and the fuel injection amount. Even with a governor mechanism having a larger half-all speed governor characteristic, the engine load can be accurately detected, and the effects of the present invention can be effectively obtained.

[Brief description of drawings]

FIG. 1 is a diagram showing a characteristic of a lever opening of a fuel injection pump with respect to an output voltage of a lever opening sensor in a first embodiment of the present invention.

FIG. 2 is a flowchart showing a procedure for measuring a characteristic value from an output voltage of a lever opening sensor when the control lever of the fuel injection pump is at the central lever opening in the first embodiment.

FIG. 3 is a flowchart showing a procedure for calculating a throttle opening from an output voltage of a lever opening sensor in the first embodiment.

FIG. 4 is a flowchart showing a procedure for calculating an idle learning value in the first embodiment.

FIG. 5 is a block diagram showing a detailed configuration of a controller according to the first embodiment.

FIG. 6 is an overall configuration diagram showing a control system of an automatic transmission.

FIG. 7 is an enlarged perspective view showing a mounting portion of a lever opening sensor in the fuel injection pump.

FIG. 8 is a characteristic diagram showing a map of engine output torque with respect to engine speed at each lever opening.

FIG. 9 is a schematic view showing a haar all-speed governor mechanism of a fuel injection pump.

FIG. 10 is a characteristic diagram showing fuel injection characteristics by a haar all-speed governor mechanism.

FIG. 11 is a shift diagram according to a vehicle speed and a throttle opening of the automatic transmission.

FIG. 12 is a time chart diagram showing changes in the vehicle longitudinal acceleration and the turbine speed of the torque converter in a schedule-up state during shifting of the automatic transmission.

FIG. 13 is a time chart showing changes in accelerator opening, vehicle longitudinal acceleration, and turbine speed of a torque converter in a torque demand state during gear shifting of the automatic transmission.

FIG. 14 is a time chart showing a state in which the vehicle longitudinal acceleration and the turbine speed of the torque converter change during a shift of the automatic transmission according to changes in the shelf pressure.

FIG. 15 is a characteristic diagram showing a characteristic of a line pressure set according to a throttle opening.

FIG. 16 is a diagram showing respective characteristics of the fuel injection amount of the fuel injection pump and the output voltage of the lever opening sensor with respect to the lever opening in the second embodiment of the present invention.

FIG. 17 is a flowchart showing a procedure for setting a throttle opening degree used for shift control of an automatic transmission from a lever opening characteristic of a fuel injection pump in the second embodiment.

FIG. 18 is a diagram showing each characteristic of the fuel injection amount of the fuel injection pump and the corrected throttle opening with respect to the output voltage of the lever opening sensor in the third embodiment of the present invention.

FIG. 19 is a view corresponding to FIG. 17 showing the third embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Diesel engine 2 Automatic transmission 10 Fuel injection pump 12 Control lever 14 Idle switch 15 Lever opening sensor (detection means) 17 Controller (detection device, control device) 18 Shift control part (shift control means) 19 Throttle opening calculation part (Load calculation means) 21 Characteristic value measuring section (Characteristic value measuring means) 31 Governor mechanism 39 to 43 Governor spring V Sensor output voltage (output value) V1 Idle learning value V2 Characteristic value V3 Set value TVO Throttle opening (engine load) v vehicle speed

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display location // F16H 59:24

Claims (9)

[Claims] 1. A fuel injection pump having a governor mechanism for adjusting a fuel injection amount according to a pump rotation speed and a lever opening of a control lever which is interlocked with an accelerator pedal, and detection for detecting the lever opening. In a load detection method for a diesel engine that detects an engine load based on a plurality of output values of the means, an output of the detection means when the lever opening is a lever opening that is a set injection amount of the fuel injection pump The value is measured as an output value of the detecting means at an intermediate opening degree at least between the maximum opening degree and the minimum opening degree, and the characteristic of the output value of the detecting means at the intermediate lever opening degree is set as the characteristic of the fuel injection pump. A load detection method for a diesel engine, characterized in that the load of the engine is detected based on the pump characteristic. 2. The load detection method for a diesel engine according to claim 1, wherein the output value of the detection means when the lever opening reaches the maximum opening is obtained as a preset set value. Engine load detection method. 3. The load detecting method for a diesel engine according to claim 1, wherein an output value of the detecting means when the lever opening becomes the minimum opening is obtained as a learning value by calculation. Load detection method. 4. The load detection method for a diesel engine according to claim 1, wherein the intermediate lever opening is a minimum opening and a lever opening at the center of the minimum opening. . 5. The load detection method for a diesel engine according to claim 1, wherein the output value of the detection means when the lever opening becomes the maximum opening is set as a preset set value, and the lever opening is the minimum. The output value of the detection means when the opening degree is reached is obtained as a learning value by calculation, and the output value of the detection means when the lever opening degree is the lever opening degree that is the set injection amount of the fuel injection pump The characteristic of the output value of the detection means at the three lever opening degrees is the characteristic of the fuel injection pump, and the engine load is detected based on the pump characteristics. Load detection method for diesel engine. 6. An automatic transmission mounted on a vehicle in a drivingly connected state to a diesel engine based on the engine load detected by the load detecting method for a diesel engine according to claim 1. A control device comprising shift control means for performing shift control. 7. A fuel injection pump having a governor mechanism that adjusts the fuel injection amount according to the pump rotation speed and the lever opening of a control lever that is interlocked with an accelerator pedal. In a load detecting device for a diesel engine configured to detect an engine load based on a plurality of output values of the means, when the lever opening of the control lever is a lever opening that is a set injection amount of the fuel injection pump. Characteristic value measuring means for measuring the output value of the detecting means as an output value of the detecting means at an intermediate opening between at least the maximum opening and the minimum opening, and an intermediate lever measured by the characteristic value measuring means. The characteristic of the output value of the detecting means at the opening is set as the characteristic of the fuel injection pump, and a load calculating means for calculating the load of the engine based on the pump characteristic is provided. Load detection apparatus for a diesel engine, characterized in that there was e. 8. The load detection device for a diesel engine according to claim 7 is installed in a vehicle equipped with an automatic transmission, and a shift control means for controlling a shift of the automatic transmission is calculated by a load calculation means. A control device configured to perform a shift control based on the load of the engine that has been operated. 9. The load detecting device for a diesel engine according to claim 7, wherein the governor mechanism has a half-all-speed governor characteristic.