JPH10252540A - Control device for diesel engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To highly accurately control an engine by accurately controlling a position of a sleeve adjusting a fuel injection amount. SOLUTION: In a control sleeve position sensor 35, an actual sleeve position in the timing corresponding to the time ending fuel injection of a control sleeve 29 controlling a fuel injection amount by a plunger 18 is detected, on the other hand, in a target sleeve position setting means 42, a target fuel injection amount in accordance with an engine operating condition is set, a target sleeve position is set, a target sleeve position correction means 44, based on an integrated value of a deviation between this actual sleeve position and target sleeve position, position controls the sleeve 29.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a diesel engine for controlling the position of a sleeve for adjusting a fuel injection amount in an electronically controlled distribution type fuel injection pump.

[0002]

2. Description of the Related Art FIG. 6 is a schematic sectional view of a general electronically controlled fuel injection pump of a diesel engine, FIG. 7 is a schematic view illustrating the operation of a plunger and a control sleeve for controlling a fuel injection amount, and FIG. FIG. 9 is a graph showing a sleeve position detecting method by the fuel injection pump of FIG. 1, and FIG. 9 is a graph showing a sleeve vibration phenomenon by the conventional fuel injection pump.

As shown in FIG. 6, in a general electronically controlled fuel injection pump 11 for a diesel engine, a shaft end of a drive shaft 13 is fitted into one of the pump housings 12 so as to be rotatable. A feed pump 14 is attached to an intermediate portion of the drive shaft 13, and a suction passage from a fuel tank (not shown) is connected to the feed pump 14. The discharge side of the feed pump 14 is connected to a pump chamber 15.

[0004] A cam plate 17 is connected to the tip end of the drive shaft 13 via a coupling 16 so as to be rotatable integrally and relatively movable in the axial direction. A plunger 18 is fixed to the cam plate 17. I have. A roller ring 19 is fixed to the pump housing 12 so that a drive shaft 13 penetrates through the pump housing 12 and is located at the outer periphery of the coupling 16.
A plurality of rollers 20 are pivotally mounted in 9. And
A compression spring 21 is interposed between the pump housing 12 and the cam plate 17.
Plate 17 and plunger 18 by the urging force of
6 in the axial direction (to the left in FIG. 6), the cam surface of the cam plate 17
It is pressed against 0.

[0005] The plunger 18 has a fuel passage 18a formed therein in the axial direction and a suction port 18a.
b, a distribution port 18c, and a spill port 18d are formed, and the fuel in the pump chamber 15 is sucked into the fuel passage 18a from the suction port 18b via the suction passage 22 by the axial position and the circumferential rotation position of the plunger 18. Or the fuel sucked into the fuel passage 18a is discharged from the distribution port 18c to the distribution passage 23, or the spill port 18d
From the pump chamber 15. In addition,
A fuel cut solenoid 24 is provided in the suction passage 22 of the pump housing 12, and the distribution passage 23 is connected to an injection nozzle (not shown) via a delivery valve 25.

A lower part of the pump housing 12 is provided with a timer piston 26 movable in a direction perpendicular to the drive shaft 13, and has a low-pressure chamber communicating with the fuel tank and a high-pressure chamber communicating with the pump chamber 15. Is divided into A slide pin 27 of the roller ring 19 is engaged with the timer piston 26, and a compression spring (not shown) is mounted in the low-pressure chamber to urge the timer piston 26 in one axial direction to rotate the roller ring 19. In the direction to delay the injection timing by the plunger 18. In addition, this timer piston 2
6 is provided with a control valve 28 for opening and closing the low pressure chamber and the high pressure chamber.

A control sleeve 29 is fitted around the outer periphery of the plunger 18 so as to be movable in the axial direction of the plunger 18.
An engagement recess 29a is formed in the outer peripheral portion of 9. On the other hand, an electronic governor 33 including a coil 30, a rotor 31 and a governor shaft 32 is provided above the pump housing 12.
A ball 34 is fixed to a lower end portion of the governor shaft 32 at a position eccentric by a predetermined amount.
This ball 34 is engaged with the engagement recess 29 a of the control sleeve 29. Accordingly, the governor shaft 32 is rotated in one direction by an angle proportional to the current together with the rotor 31 by the electromagnetic force generated when the coil 30 is energized, and the rotational movement of the governor shaft 32 is performed via the ball 34 at the eccentric position. The amount of fuel injection is adjusted by changing the control sleeve 29 to the linear motion. A return spring (not shown) for returning the governor shaft 32 to its original position is mounted on the governor shaft 32. When the power supply to the coil 30 is stopped, the governor shaft 32 rotates together with the rotor 31 in the other direction by the elastic force of the return spring. The control sleeve 29 is returned to the original position via the ball 34. A control sleeve position sensor 35 for detecting the rotation angle of the governor shaft 32 is mounted on the electronic governor 33.

Here, the fuel injection control by the electronically controlled fuel injection pump 11 of the diesel engine will be described.

As shown in FIG. 6, when an ignition switch (not shown) is turned on, the diesel engine is driven, and the drive shaft 13 is driven to rotate at half the rotation thereof, and the feed pump 14 is driven to rotate. When the feed pump 14 is driven to rotate, the fuel in the fuel tank is supplied to the pump chamber 15. On the other hand, the plunger 18 is rotated by a cam plate 17 connected to the drive shaft 13 by a coupling 16.
Has the same number of face cams as the number of cylinders of the diesel engine. When rotated by the drive shaft 13, the cam reciprocates on each roller 20 mounted on the roller ring 27 by a cam lift. Accordingly, the plunger 18 connected to the cam plate 17 performs a rotary motion and a reciprocating motion.

That is, as shown in FIG. 7 (a), when the plunger 18 enters the suction stroke, the suction passage 22 and the suction port 18b are aligned, and the fuel in the pump chamber 15 is removed from the suction passage 2.
2 and is sucked into the fuel passage 18a through the suction port 18b. Then, when the plunger 18 rotates, FIG.
As shown in FIG. 7B, when the suction port 18b is closed and the distribution port 18c and the distribution passage 23 coincide with each other, and the plunger 18 moves in the axial direction by the cam surface of the cam plate 17, as shown in FIG. The fuel in the plunger 18 becomes high pressure and is supplied to the injection nozzle through the delivery valve 25 to start injection. Thereafter, when the plunger 18 is further moved by the cam surface of the cam plate 17, FIG.
As shown in (d), since the spill port 18d goes out of the interference range with the control sleeve 29, the spill port 18d is opened, and the fuel in the plunger 18 is released from the spill port 18d to the pump chamber 15, and at that time, The injection ends.

When the governor shaft 32 is rotated together with the rotor by an angle proportional to the current by the electromagnetic force generated by energizing the coil 30, the rotational motion of the governor shaft 32 causes the linear motion of the control sleeve 29 via the ball 34. By changing the position of the plunger 18, the effective stroke of the plunger 18 changes. That is, when the control sleeve 29 is moved to the left in FIG. 6, the opening of the spill port 18d is hastened and the fuel pumping amount is reduced, and when the control sleeve 29 is moved to the right in FIG.
The opening of the spill port 18d is delayed, and the amount of fuel pumped increases, and the fuel injection amount is adjusted in this manner. Further, the control sleeve position sensor 35 detects the rotation angle of the governor shaft 32 and feeds it back to the controller, so that an accurate fuel injection amount can be controlled.

Further, by urging the timer piston 26 to one side, the roller ring 19 is rotated in the circumferential direction to urge the roller ring 19 in a direction to delay the injection timing by the plunger 18. The fuel pressure in the pump chamber 15 acts on the high-pressure chamber of the timer piston 26 via the orifice. Therefore,
When the rotation speed of the diesel engine increases and the discharge pressure of the feed pump 14 increases, the timer piston 26 rotates the roller ring 19 to advance the timer ring 26 to control the injection timing. Further, when the energizing time to the control valve 28 is shortened, the fuel pressure in the high pressure chamber becomes high and the control valve 28 is advanced.
When the energizing time to the fuel cell is increased, the fuel pressure in the high-pressure chamber decreases and retards, and thus the fuel injection timing can be controlled.

In such a general electronically controlled fuel injection pump 11 for a diesel engine, the governor shaft 32 is rotated by an electronic governor 33 to rotate a ball 34.
The effective stroke of the plunger 18 is changed by changing the position of the control sleeve 29 through the, and the fuel injection amount is adjusted. The control sleeve position sensor 35 detects the rotation angle of the governor shaft 32 and sends it to the controller. An accurate fuel injection amount is controlled by feedback.

However, the control sleeve 29 and the plunger 18 or the ball 3 of the governor shaft 32
Since there is a hysteresis due to friction or the like between the control sleeve 4 and the control sleeve 29 and the like, it is difficult to stabilize the position of the control sleeve 29 at a predetermined target value with a direct current, and an accurate fuel injection amount is controlled. May not be possible. In such a case, conventionally, pulsating current (dither) due to current switching is generally applied to reduce friction and the like.

[0015]

Incidentally, the fuel injection amount is controlled by the control sleeve 29 of the plunger 18.
Is determined by the position of. That is, the position of the control sleeve 29 at the end of the fuel injection, in this case, the rotation angle of the governor shaft 32 detected by the control sleeve position sensor 35, and the rotation angle (the position of the control sleeve 29) is fed back, and this actual sleeve is fed back. By controlling the position of the sleeve such that the deviation between the position and the target sleeve position set based on the accelerator opening and the like is reduced, it is possible to accurately adjust the fuel injection amount. However, conventionally, as described above, the electronic governor 33 is driven by a pulsating current due to current switching (ON / OFF control) in order to remove hysteresis. Therefore, the control sleeve 29 is provided as shown in FIG. In addition, it vibrates in synchronization with the duty frequency of the pulsating current for driving the electronic governor 33.

On the other hand, the control sleeve position sensor 3
5 detects the position of the control sleeve 29 at a predetermined detection cycle of the engine computer (for example, every several milliseconds) irrespective of the duty frequency of the pulsating current, and averages the position of the control sleeve 29 based on each sleeve position at each detection. The actual sleeve position was determined by determining the sleeve position. However,
The control sleeve 29 is moved in one direction by the driving force of the rotor when energizing the electronic governor 33 of the torque motor type, and is also moved in the other direction by the return spring when the energizing of the electronic governor 33 is stopped.
At the end of the fuel injection, the movement of the plunger 18 opens the spill port 18d of the plunger 18, and the high-pressure fuel in the plunger 18 is released from the spill port 18d into the pump chamber. The control sleeve 29 moves, and a so-called kick-out phenomenon occurs as shown in FIG.
Due to the excitation by the kickout phenomenon, the rotor of the motor of the electronic governor 33 and the return spring resonate at a specific natural frequency (30 to 40 Hz), and the sleeve position does not match the target value.

Therefore, when the control is performed based on the conventional method of detecting the sleeve position, the average sleeve position substantially oscillates with the target sleeve position. Is not corrected. As a result, the sleeve position at the end of the fuel injection remains shifted from the target sleeve position,
Even if an attempt is made to control the fuel injection amount by such sleeve position control, there is a problem that the fuel injection amount is not stable.

The amount of fuel injection is determined by the position of the control sleeve 29 at the end of the fuel injection. If the position of the control sleeve 29 is detected at a predetermined detection cycle as in the prior art, Each detection position varies, and the position of the control sleeve 29 at the end of fuel injection cannot be grasped.
The fuel injection amount cannot be accurately controlled, and the variation in the fuel injection amount among the cylinders causes vibration in the vehicle body in the front-rear direction, which causes the drivability to deteriorate.

The present invention solves such a problem, and provides a diesel engine control device capable of controlling the engine with high accuracy by accurately controlling the position of a sleeve for adjusting the fuel injection amount. The purpose is to do.

[0020]

According to a first aspect of the present invention, there is provided a control apparatus for a diesel engine for detecting an operating state of a diesel engine, and a fuel injection pump for the diesel engine. A plunger pump provided in the diesel engine for pressurizing fuel to a high pressure, a sleeve for adjusting a fuel injection amount by the plunger pump, and an actual sleeve position at a time corresponding to a fuel injection time of a fuel injection valve provided in the diesel engine are detected. Actual sleeve position detecting means, target sleeve position setting means for setting a target sleeve position according to the operating state of the diesel engine detected by the engine operating state detecting means, and actual sleeve position detected by the actual sleeve position detecting means. Set by the sleeve position and the target sleeve position setting means It is characterized in that comprises a sleeve position control means for controlling the target sleeve position based on the integral value of the deviation between the target sleeve position is.

Accordingly, the engine operating state detecting means detects the operating state of the diesel engine, and the actual sleeve position detecting means detects the position of the sleeve at the time corresponding to the end of the fuel injection, while the target sleeve position setting means detects the engine operating state. The target sleeve position is set according to the state, and the sleeve position control means controls the position of the sleeve based on the integral value of the deviation between the actual sleeve position and the target sleeve position. Under the control, the plunger pump discharges a predetermined amount of pressurized fuel, so that the sleeve position after the end of fuel injection can be made to coincide with the target sleeve position, and highly accurate engine control can be performed.

In the control apparatus for a diesel engine according to the present invention, the target sleeve position control means detects a sleeve position at intervals shorter than a detection interval of the actual sleeve position by the actual sleeve position detection means. Means for controlling the sleeve position based on a deviation between the sleeve position and the target sleeve position.

Therefore, the detection cycle of the sleeve position is shortened, and the sleeve position can be quickly converged to the target sleeve position, so that more accurate engine control can be performed.

[0024]

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

FIG. 1 is a block diagram showing a diesel engine control device according to an embodiment of the present invention, FIG. 2 is a sectional view of a main part of a fuel injection pump applied to the diesel engine control device, and FIG. FIG. 4 is a graph showing the relationship between the crank angle, the pump injection pressure, and the sleeve position by the control device. FIGS. 4 and 5 show flowcharts of the fuel injection amount control by the diesel engine control device.

As shown in FIG. 1, the control apparatus for a diesel engine according to this embodiment has
1, a target sleeve position setting means 42, and a converter 43
A fuel injection pump 11 including an electronic governor 33, a plunger 18, a control sleeve 29, an actual sleeve position detecting means, a control sleeve position sensor 35 as a sleeve position detecting means, and the like; With

The engine operating state detecting means 41 detects an operating state of the diesel engine, for example, an accelerator opening, an engine speed, a crank angle, a fuel injection pressure and the like. The target sleeve position setting means 42 sets a target sleeve position or a target fuel injection amount according to the engine operation state (for example, accelerator opening and engine speed) detected by the engine operation state detection means 41, and sets the target fuel. The target sleeve position is set according to the injection amount. On the other hand, the plunger 18 provided in the fuel injection pump 11 pressurizes the fuel to a high pressure, and the control sleeve 29 adjusts the fuel injection amount by the plunger 18. The control sleeve position sensor 35 detects the position of the control sleeve 29 at, for example, every predetermined crank angle. In this case, the control sleeve position sensor 35
Detects the engine operating state detected by the engine operating state detecting means 41, for example, the position of the control sleeve 29 at a predetermined crank angle corresponding to the end of fuel injection as an actual sleeve position. Is detected as the sleeve position every predetermined period.

Further, the converter 43 determines the current deviation between the actual sleeve position detected by the control sleeve position sensor 35 and the sleeve position for each predetermined crank angle and the target sleeve position set by the target sleeve position setting means 42. Is converted to The sleeve position control means 44 controls the duty of the electronic governor 33 based on the current value. The electronic governor 33 drives and controls the control sleeve 29. The fuel injection nozzle 45 is for injecting a predetermined amount of fuel discharged from the plunger 18 to the engine.

That is, in the present embodiment, the sleeve position control means 44 drives the control sleeve 29 by controlling the duty of the electronic governor 33, and the sleeve position control means 44 includes the engine operating state detecting means 41.
The engine position and the crank angle are input to the sleeve position control means 44. The sleeve position control means 44 calculates the integral value of the deviation between the actual sleeve position and the target sleeve position, and the proportional value of the deviation between the sleeve position and the target sleeve position for each predetermined crank angle. It is controlled based on the value. The accelerator opening and the crank angle from the engine operating state detecting means 41 are input to the control sleeve position sensor 35. The control sleeve position sensor 35 corresponds to the fuel injection end timing obtained from the accelerator opening and the crank angle. The actual sleeve position of the control sleeve 29 at the predetermined position and the sleeve position of the control sleeve 29 at each predetermined crank angle detected at each predetermined crank angle are detected.

Hereinafter, the present embodiment will be described in detail with reference to FIGS.

In the fuel injection pump applied to the fuel injection amount control device for a diesel engine according to the present embodiment,
As shown in FIG. 2, a plunger 18 is connected to a tip of a drive shaft (not shown) rotatably mounted on the pump housing 12, and a fuel passage 18a, a suction port 18b, and a distribution port are provided in the plunger 18. 1
8c and spill port 18d are respectively formed,
The pump housing 12 includes a suction passage 22 and a distribution passage 23.
Are formed. A control sleeve 29 is movably fitted to the outer peripheral portion of the plunger 18, and an engagement concave portion 29 a is formed in the outer peripheral portion, while a coil 30, a rotor 31, and a governor shaft 32 are provided in an upper portion of the pump housing 12. An electronic governor 33 is provided, and the governor shaft 32 is urged and supported in one rotation direction by a return spring (not shown). A ball 34 eccentrically fixed to a lower end portion of the governor shaft 32 by a predetermined amount is attached to the control sleeve 29. Is engaged with the engaging concave portion 29a. The electronic governor 33 has a control sleeve position sensor 3 for detecting the rotation angle of the governor shaft 32.
5 is attached.

Therefore, as shown in FIG. 2, when the coil 30 is energized, the generated electromagnetic force causes the rotor 31 and the governor shaft 32 to move in one direction against the urging force of the return spring by an angle proportional to the motor current. By rotating the governor shaft 32 and changing the rotational motion of the governor shaft 32 into the linear motion of the control sleeve 29 via the eccentric ball 34, the control sleeve 29 moves in one direction. When the energization of the coil 30 is stopped, the motor voltage becomes 0, and the governor shaft 32 is rotated in the other direction by the biasing force of the return spring. The control sleeve 29 is moved in the other direction by changing to the rectilinear motion of 29. That is, the sleeve position of the control sleeve 29 changes depending on the energizing time (duty ratio) to the coil 30.
By controlling the position, the opening timing of the spill port 18d of the plunger 18, that is, the end of the injection is determined, and the fuel injection amount is adjusted. Then, the control sleeve position sensor 35 detects the rotation angle of the governor shaft 32 and feeds it back to the controller, compares the target sleeve position with the actual sleeve position, and corrects the target sleeve position to obtain an accurate fuel amount. I am trying to be injected.

In this embodiment, the control sleeve position sensor 35 detects the position of the control sleeve 29 (actual sleeve position) at a timing corresponding to the end of fuel injection. One example of this detection method is that, as shown in FIG. 3, a crank angle sensor as a component of the engine operating state detecting means 41 detects a crank angle, and the top dead center is determined based on the target sleeve position and the engine speed. Point (T
The injection period Ti from the DC) position is calculated, and the advance mechanism of the fuel injection pump 11 is driven. As a result, the plunger 18 of the fuel injection pump 11 starts fuel pumping from the start of fuel injection, the spill port and the pump chamber are connected at the target sleeve position of the control sleeve 29 controlled by the electronic governor 33, and the fuel injection ends. Here, the injection pressure of the fuel injection pump 11 starts to increase from the start of the injection and reaches a maximum immediately before the end of the fuel injection. At this time, the fuel is released from the spill port 18d and the pressure decreases. On the other hand, the control sleeve position sensor 35 detects the time corresponding to the end of the fuel injection from the crank angle sensor, and detects the actual sleeve position of the control sleeve 29 at that time.

As described above, when the control sleeve position sensor 35 receives the accelerator opening and crank angle signals and corresponds to the end of fuel injection, the control sleeve 29
Of the actual sleeve is detected. That is, the electronic governor 33 causes a resonance phenomenon in a predetermined engine speed range (900 rpm to 1600 rpm) due to the vibration caused by the kick-out phenomenon at the time of fuel injection of the control sleeve 29, and the operation of the control sleeve 29 becomes unstable. Also, the actual sleeve position corresponding to the fuel injection can be detected with high accuracy.

Here, the control of the fuel injection amount by the control device for a diesel engine according to the present embodiment will be described with reference to the flowcharts of FIGS.

As shown in FIG. 4, the control of this embodiment is started by interruption of a rotation sensor so as to synchronize with the rotation of the crankshaft. In step S11, the target sleeve position setting means 42 sets the target sleeve position St at the end of the set fuel injection and the engine operating state detecting means 41.
Sets the injection period Ti and the injection start timing iT from the detected accelerator opening A _POS and the engine speed Ne. Then, after calculating the timer value T in step S12,
In step S13, a timer is set so as to synchronize with the crank angle 35 ° B signal, the countdown is started, and steps S14 and S15 are repeated until the timer value T becomes 0 or less. That is, the timing corresponding to the end of the fuel injection is detected.

In step S16, when the timer value T becomes 0 or less and the time corresponding to the end of fuel injection comes, the control sleeve position sensor 35 detects the actual position S _{SP (i)} = S of the control sleeve 29. In step S17, a deviation ΔS _{SP (i)} between the target sleeve position St and the actual sleeve position S _{SP (i)} is calculated. Then, in step S18, the calculation of the drive current Ig1 _(i) of the control sleeve 29 is performed by integrating the deviation ΔS _{SP (i)} with the integral correction K.
_This is performed as _{iSP デ ュ ー テ ィ Δ} , and in step S19, the duty ratio _{DSP1 (i)} is obtained. Thereafter, in step S20, based on the duty ratio D _{SP1 (i)} , the energization of the electronic governor 33 (rotor 31) is started, and the energization of the electronic governor 33 is stopped at a predetermined timing to control the control sleeve 29.
To control the fuel injection amount. Incidentally, K _iSP is an integral gain factor, K _D is the current coefficient.

Next, the correction of the sleeve position performed at every predetermined crank angle is started by an interrupt signal generated at a predetermined crank angle (for example, every 10 CA) as shown in FIG. In step S91,
The control sleeve position sensor 35 detects the position S _{C (i)} of the control sleeve 29 at every predetermined crank angle, and in step S92, a deviation ΔS _{C ( )} between the target sleeve position St and this sleeve position S _{C (i). i)} is calculated. Then, in step S93, the calculation of the drive current Ig _{2 (i)} of the control sleeve 29 is performed by correcting the deviation ΔS _{C (i)} by the proportional correction K _P.
ΔS performed as C _(i), in step S94, it obtains the duty ratio D _{SP2 (i).} Thereafter, in step S95, based on the duty ratio D _{SP2 (i)} , the energization of the electronic governor 33 (the rotor 31) is started, and the energization of the electronic governor 33 is stopped at a predetermined timing, and the control sleeve 29 is turned off.
To control the fuel injection amount. Incidentally, K _P is a proportional gain factor, K _D is the current factor.

[0039] Here, in the present embodiment, two duty ratio D _{SP1 (i),} although controls the driving of the control sleeve 29 on the basis of the D _{SP2 (i),} when obtaining the sleeve driving current, Ig _{( i)} = Ig _{1 (i)} + Ig _{2 (i)} , or Ig _(i) = K _P ΔS _{C (i)} + K _Isp ΣΔS _{C (i)} .

As described above, in the diesel engine control apparatus according to the present embodiment, the control sleeve position sensor 35 is based on the accelerator opening and the crank angle detected by the engine operating state detecting means 41 (the accelerator opening sensor and the crank angle sensor). In order to control the sleeve position based on the integrated value of the deviation between the position of the control sleeve 29 (actual sleeve position) and the target sleeve position at the timing corresponding to the end of fuel injection, the control sleeve at the timing corresponding to the end of fuel injection The position 29 (actual sleeve position) substantially matches the target sleeve position, and the fuel injection amount can be controlled with high accuracy.

If it is attempted to control the fuel injection amount only at the position of the control sleeve 29 at the timing corresponding to the end of fuel injection, for example, in the case of a four-cylinder engine, the sleeve position is controlled at every 180 CA. That is, when the control sleeve 29 moves significantly between the time corresponding to the end of the fuel injection and the time corresponding to the end of the next fuel injection, the response of the control may be delayed. Therefore, in this embodiment,
The position (actual sleeve position) of the control sleeve 29 detected at each predetermined crank angle (for example, 10 CA) shorter than the control period of the position (actual sleeve position) of the control sleeve 29 at the time corresponding to the end of fuel injection. In order to control the sleeve position in a short cycle based on the integral value of the deviation of the target sleeve position, the control sleeve 29 is controlled.
The response of the sleeve position control can be improved even when the armature moves significantly.

In the above-described embodiment, the correction of the sleeve position performed at every predetermined crank angle is controlled only by the proportional control. However, the correction of the sleeve position is performed by the integral control performed at each predetermined crank angle. Is also good. In that case, by reducing the integral gain coefficient, which is the reflection coefficient, it is possible to prevent the sleeve position from rapidly moving away from the target sleeve position due to the influence of the integration control, and thus prevent the actual sleeve position from moving away from the target sleeve position. it can. Further, the end of fuel injection is detected by using a crank angle sensor as a component of the engine operating state detecting means, but may be detected by using, for example, a pump injection pressure sensor. Further, the position of the actual sleeve at a time corresponding to the end of fuel injection detected by the control sleeve position sensor 35 as the actual sleeve position detecting means has been detected, but the actual sleeve position detecting means is not limited to this. Any method may be used as long as it detects the position of the actual sleeve at the time corresponding to the end of fuel injection. Further, the sleeve position is appropriately controlled based on the integral value of the deviation between the actual sleeve position and the target sleeve position, and the stable fuel injection amount control is performed. The position of the actual sleeve at the time corresponding to the end time may be used for controlling the intake air amount of the exhaust gas recirculation (EGR) device.

[0043]

As described above, according to the control apparatus for a diesel engine of the first aspect of the present invention, the actual sleeve position detecting means corresponds to the time of fuel injection by the fuel injection valve provided in the diesel engine. While the actual sleeve position at the time is detected, the target sleeve position setting means sets a target sleeve position according to the operation state of the diesel engine detected by the engine operation state detection means, and the sleeve position control means detects the actual sleeve position detection means. The target sleeve position is controlled based on the integral value of the deviation between the actual sleeve position detected by the target sleeve position and the target sleeve position set by the target sleeve position setting means. Control based on the integral value of the deviation between the sleeve position and the target sleeve position It is possible to properly control the Rusuribu position.

According to the diesel engine control device of the second aspect of the present invention, there is provided a sleeve position detecting means for detecting the sleeve position at intervals shorter than the actual sleeve position detecting interval by the actual sleeve position detecting means. Since the sleeve position is controlled based on the deviation between the sleeve position and the target sleeve position, the responsiveness of the sleeve position control can be improved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a diesel engine control device according to an embodiment of the present invention.

FIG. 2 is a sectional view of a main part of a fuel injection pump applied to a control device for a diesel engine.

FIG. 3 is a graph showing a relationship between a crank angle, a pump injection pressure, and a sleeve position by a control device for a diesel engine.

FIG. 4 is a flowchart of a fuel injection amount control by a diesel engine control device.

FIG. 5 is a flowchart of a fuel injection amount control by the control device of the diesel engine.

FIG. 6 is a schematic sectional view of an electronically controlled fuel injection pump of a general diesel engine.

FIG. 7 is a schematic diagram illustrating the operation of a plunger and a control sleeve for controlling a fuel injection amount.

FIG. 8 is a graph showing a sleeve position detection method using a conventional fuel injection pump.

FIG. 9 is a graph showing a sleeve vibration phenomenon by a conventional fuel injection pump.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 11 Fuel injection pump 13 Drive shaft 15 Pump room 18 Plunger 29 Control sleeve 30 Coil 31 Rotor 32 Governor shaft 33 Electronic governor 35 Control sleeve position sensor (actual sleeve position detecting means) 41 Engine operating state detecting means 42 Target sleeve position setting means 43 Converter 44 Sleeve position control means 45 Fuel injection nozzle

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02M 59/26 320 F02M 59/26 320B

Claims (2)

[Claims] 1. An engine operating state detecting means for detecting an operating state of a diesel engine, a plunger pump provided in a fuel injection pump of the diesel engine to pressurize fuel to a high pressure, and a fuel injection amount by the plunger pump. A sleeve to be adjusted, and an actual sleeve position detecting means for detecting an actual sleeve position at a time corresponding to a time of fuel injection of a fuel injection valve provided in the diesel engine;
Target sleeve position setting means for setting a target sleeve position in accordance with the operation state of the diesel engine detected by the engine operation state detection means; actual sleeve position detected by the actual sleeve position detection means; and target sleeve position setting And a sleeve position control means for controlling the target sleeve position based on an integral value of a deviation from the target sleeve position set by the means. 2. The diesel engine control device according to claim 1, wherein the target sleeve position control means detects a sleeve position at intervals shorter than a detection interval of the actual sleeve position by the actual sleeve position detection means. A control device for a diesel engine, further comprising a detecting means, wherein the sleeve position is controlled based on a deviation between the sleeve position and the target sleeve position.