JPS5872637A - Electric controller for diesel engine - Google Patents

Abstract

PURPOSE:To obtain an injection quantity characteristic suitable for an operational condition with simple constitution, by storing governor patterns of at least two kinds, selectively using these patterns from intention of an operator or an operational condition signal and calculating a target fuel injection quantity. CONSTITUTION:A controller comprises operational condition detectors 1a-1g, detecting an operational condition of a Diesel engine 11 as an electric signal, operational condition signal generator 10, detecting whether in general running operation or at work as an electric signal, control circuit 16, having a central processing unit 6, fetching those above electric signals and calculating a target fuel injection quantity, and a fuel injection pump A, having a solenoid actuator 2 adjusting a fuel control member 3 to a position corresponding to the target fuel injection quantity. Then governor patterns of at least two kinds, used for arithmetic operation of the target injection quantity of the Diesel engine 11, are stored in a memory 7 in the control circuit 16, and these patterns can be selected in accordance with the operational condition.

Description

DETAILED DESCRIPTION OF THE INVENTION This invention relates to an electrical control device for an internal combustion engine that electrically controls fuel adjustment using an electromagnetic actuator or the like.
For more details, the rounding to obtain the target injection quantity characteristics, for example, the speed characteristic pattern that can be controlled to maintain a constant circular rotation speed at any rotation speed, and the control only for high and low rotation speed regions. Mini-vAY*8/A (abbreviated as M-M) characteristic pattern, which is a governor pattern for the ), the operating state detector determines whether the operating state is working or normal driving, and depending on the operating state signal, the all-speed characteristic pattern or the M-M characteristic pattern is selected to calculate the target injection amount. It concerns the governor of the expression.

Conventionally, the fuel regulating governor for this type of O fuel injection pump has been the all-speed governor, which performs a regulating action in all rotational speeds from the idling rotational speed at low engine speed to the maximum rotational speed. Characteristics: High-speed control is performed to prevent the engine from exceeding its maximum rotational speed, low-speed control is performed at low speeds to ensure smooth idling, and the engine has a G-M characteristic in which it does not perform a speed regulating function at intermediate rotational speeds. Additionally, mechanical governors have been used that utilize the centrifugal force generated by the rotation of flyweights.

Mechanical governors with only this all-speed characteristic can be controlled to maintain a constant rotation speed at any rotation speed, just like engines for rounded generators and engines for construction machinery. Suitable for engines that need to operate at 1m. On the other hand, in automobiles, when using a governor with all-speed characteristics, the driver must control the vehicle speed by controlling the pedal pressure at appropriate times according to road conditions, load, etc. The drawback is that the pressure of the Akuryu Rubeda μ cannot be accurately conveyed as a feeling of operation.

A mechanical governor with only nine M-M characteristics has an intermediate range of! (For rounded automobiles that do not perform rotation speed adjustment/interruption, it is activated depending on the load.)
Vehicle speed can be controlled, but in practice it cannot be used for generators or medium-sized construction machinery, as it is necessary to constantly operate the arresting lever in response to changes in load to keep the engine rotation constant. Atsuku.

A mechanical governor has also been devised that has nine control characteristics and is capable of cutting IF light, but when using all-speed characteristics, there is a mechanism that adjusts the control rotation speed by changing the tension of the main spring, and an adjusting lever is used. There were disadvantages in that it required a much larger operation due to the reaction force of the main spring, and it also required a complicated link mechanism to switch between the two characteristics.

The main purpose of the present invention is to solve the above-mentioned problems with conventionally used governors, and to provide two or more types of governor patterns, for example, an O/L' speed characteristic pattern that allows rotation speed control over the entire range, and an intermediate region Do not control speed at rotational speed M
- The M characteristic pattern is stored in the memory of the microcomputer, and an all-speed pattern is created for automobiles (general driving) that allows constant speed operation at a specified rotation speed in response to load fluctuations during work such as when used in generators or construction equipment. time) is Aku 7p
M- where the pedal pressure is sensitively conveyed as a sense of operation.
The target fuel injection amount can be calculated by selecting the M characteristic pattern according to the driver's will (or based on the driving status signal), and this selection change can be smoothly performed without the need for a complicated mechanism. The object of the present invention is to provide an electrical control device for a Diesel μ engine that can perform the following steps.

Examples of the present invention will be described below. FIG. 1 shows an example in which the present invention is applied to a distribution type fuel injection pump), and its configuration and operation will be explained with reference to the flowchart in FIG. 18.

In this embodiment, an operating condition detector (1m-1g) detects operating conditions of a work vehicle such as a garbage truck as an electrical signal, and an electrical signal indicates whether the vehicle is running normally or during work. Operation status signal generation to be detected! 91
0, a control circuit 16 having a central processing unit (CRTR) s that takes in the electrical signal and calculates a target fuel injection amount, and a fuel adjustment member (spiμ ring) 3 at a position corresponding to the target fuel injection amount. It consists of a fuel injection pump with an electromagnetic actuator 3 for adjustment.

CPU5 is a key switch tf) Starter switch type m
; Input the key switch status and initialize it, i9 accelerator 7 91b, intake pressure increase sensor IC1 intake temperature 7 sensor ld,
The engine coolant temperature signal, the operating amount signal, the intake pressure signal, the intake air temperature signal, and the engine coolant temperature signal are input via the M/D converter 6, and the rotation speed signal is wave-shaped. Input via circuit number. 7 is the program memory and data memory (ROM, RM M), and there are two types of fuel injection amount Ipana patterns (M-M characteristic pattern and all speed characteristic pattern), rotation speed N and access μ operation amount a. I remember it as a dimension i tube.

Figure 19 shows this rotation □ number N and the 2 of Aku klv operation amount a.
Show the dimensional map. In FIG. 19 (NI.

Target injection amount at point 9, -,, (NI, 4m)
Q fi at point C TQtmt-, (N, , , at ) point
Q 111111 at l H-・9(N,,a,) point. −
, Q-□-- at the point (N + a, al), Q a wa at (N Karasu, αIII), then the memory (ROM
) 7 has Qt YiH-1Q 11161..., Q, -□
breath,.

+++++++, Q 111111. - p Q IIt
It is written as v −Q ”-.

The CRVS also receives an operating state signal from the operating state signal generator 10 indicating whether the operating state is a normal running state or a working state. Here, 0PUe is based on the driving condition signal) If the driving condition is normal, the M-M characteristic pattern with good driving feeling is selected, and the fuel injection is performed based on the M-M characteristic pattern from the accelerator operation amount and rotational speed signal. Calculate the amount,
Furthermore, a target fuel injection amount is calculated by performing various correction calculations from the intake pressure signal, intake temperature signal, and engine cooling water temperature signal. Also, if it is a working grain, it can be controlled to maintain a constant rotational speed at any rotational speed using the operating status signal. Select a bead characteristic pattern, perform the same calculation as when selecting the M-M characteristic pattern,
Calculate the target fuel injection amount.

Next, the CPU 5 outputs an analog output Vs (designated injection amount signal) corresponding to the target fuel injection amount via the D/mu comparator 8. The correspondence between this target fuel injection amount and analog output (command injection amount signal) is based on the rotation speed N! As shown in FIG. The reason why the injection amount is not constant with respect to the injection amount signal for the same command injection amount signal is because the Nuville ring that adjusts the fuel injection amount is in the same position Kii! This is because even if it is fixed, the actual fuel injection amount changes depending on the rotational speed N.

Here, a multi-impact injection amount signal from the spill position dragon f1g is obtained, and this and C! The positioning servo circuit 9 operates to compare the command injection amount signal calculated and outputted by the PU 6 and display the error, and drives the electromagnetic actuator 2 to set the target fuel injection amount to the distribution type injection pump controller. This controls the engine 11 to inject the fuel.

The MM characteristic pattern and the all-speed characteristic pattern are shown in Fig. 8WJ, jI4. As is clear from these figures, the fuel injection amount Q is determined from the rotational speed N and the linear dimension of the accelerator operation amount α.

FIG. 6 shows an example of a rotation speed sensor 1m and its waveform shaping circuit. FIG. 6 shows input and output signal waveforms in the Jg5 diagram. 111 is a gear directly connected to the pump drive shaft 1ffi of the distribution type fuel injection pump;
is an electromagnetic pickup that detects the unevenness of the teeth of a 1ml gear, and the output waveform at one point is shown in Figure 6 α).

The output waveform is output as shown in the output waveform (marked at point b) (marked in Figure 6). Further, the accelerator sensor 1bK uses a potentiometer as shown in FIG. 7, for example, to extract a voltage proportional to the amount of operation of the accelerator. Note that 17 is a power supply terminal to which a constant voltage is applied.

Fig. 8 shows the structure of a variable inductance type real position detector used as a position sensor Ig with hollow bobbin 1g3GC, secondary coil yIgm and secondary coil μI.
GL is rolled. Core Ig4 is inserted into the hollow part. -Next] A constant amplitude and constant shoulder number O at μ1g■
When a wk vibration signal is applied, the secondary carp * 1 g 1 is terminated with a resistor, and a voltage is generated across the resistor. Life, hollow IIK inserted core 1g4 is secondary carp μl
Assuming that the length of the overlapping portion is 1, the true relationship between the voltage VPP generated across the secondary coil μ and 4 is t as shown in FIG. This example 0! I! Permanent detection - company ζO characteristics O
Use the straight part to make %fhゐ.

Figure 10 shows an electromagnetic attachment! (ψ air solenoid) 40 showing the 10 structure. The electromagnetic actuator consists of a coil/l/11, a core SS which holds the coil μ and forms a magnetic circuit, a moving core SS, a connecting rod 14 which is directly connected to the moving core SS, and a spring SI. . The folding core SS and connecting rod 14 are a and h.
It is possible to move in the true direction. The moving core S is such that the force generated by the electric current fILl flowing through the carp μm1 is balanced by the restoring force in the direction indicated by the arrow generated by the pad 26 installed inside the electromagnetic actuator. Stops in good condition. The relationship between the current flowing through the carp fi/2, the length of the gap i5 between the core sm and the moving core 28, and the force F generated by the current in the direction of the arrow a is the 11th
As shown in the figure. In FIG. 11, the dashed line indicates the force generated by the spring 25 in the direction of the arrow.

As can be seen from this figure, in order to control the position of the fuel adjustment member in this embodiment, the current flowing through the coil viBc can be controlled. The electromagnetic actuator 8 is Koi μ! The force and spring in the direction of arrow a generated by the current flowing through l! S
Due to the balance of the forces in the direction of the arrow
The position of the moving core 33 is determined. This spinning core ss hiro connecting shaft 24 and link mechanism! 6 (FIG. 1), the spill ring 3 is moved to adjust the fuel injection amount.

FIG. 12 shows an example of the positioning servo circuit 9.

A command injection amount signal v3 calculated by the CPU and corresponding to the target fuel injection amount is applied to the terminal 9, and an actual injection amount signal Vp from the SP position sensor is applied to the terminal 9b. The relationship between the command injection amount signal Vs and the injection amount Q is shown in FIG. 11, and the actual injection amount signal Vp.
The relationship between the injection amount Q and the injection amount Q is shown in FIG. This is a circuit that adds and amplifies the 121st NK>ite90 tiV I and VP, and adds an offset voltage Vlfl. Incidentally, the capacitor C1e Cs and the resistor R are added with a bias compensation and an integral compensation.

Vs and Vp are the injection amount Q as shown in Fig. 18 and Fig. 14.
Since I[ has the same slope and opposite polarity with respect to K, the output voltage of the circuit 90 is an amplified value of the error between Vs and Vp. 90 is a coil of an electromagnetic actuator, and resistor 9d is a resistor for detecting the current value flowing through the coil A/I (IK), which generates a large voltage across both ends in proportion to the current value.Amplification stage 94 amplifies a voltage proportional to this current value, adds an offset voltage Vofz, and outputs it.A circuit 91 compares the feedback voltage of the nine error amplified voltage obtained by the circuit 9o and the good electromagnetic actuator current obtained by the amplification stage 94. The circuit 98 uses the constant frequency charging/discharging waveform obtained by the oscillation circuit 9g to chop the comparison value of the circuit 91 and control the electromagnetic actuator drive circuit 95.

Note that 18 is a battery as a power source.

Figure 1s shows the voltage waveform of circuit 981C.

9ey: LKjl15 The oscillation waveform a in Figure (1) is the applied signal.

or, altIf the comparison value between the applied error amplification voltage and the electromagnetic actuator current feedback voltage is V*ft, the output waveform at point 9g is chopped as shown in
It becomes like a gold button in nine We rz. The electromagnetic actuator drive circuit 96 is controlled by this rectangular wave. That is, the current flowing through the electromagnetic actuator 9C is proportional to the path width of the rectangular wave, thereby controlling the electromagnetic actuator's position. The current flowing through the electromagnetic actuator Coy/I/90 is converted into voltage by the current detection resistor 9d and the amplification stage 94 and fed back.The battery voltage is directly supplied to the electromagnetic actuator Coy and A/sc. Therefore, the purpose is to correct this voltage fluctuation, and to correct the change in the resistance value of the carp due to a change in the thermal environment during self-heating.

FIG. 16 shows an example of the operating state signal detector.

This is a simple 1 to 2 contact 0N-ON spike ~ switch I1
In the example using M, a signal indicating a normal running state or a working state can be generated by manual operation according to the driver's will, and the governor characteristic pattern (M-M characteristic pattern or all-speed characteristic pattern) 5 can be selected.

FIG. 17 shows another example of the operating state signal detector. P, T, 0 moved during work (Power-Take-Of
f) Lever lb? This is an example using a limit switch 14 that turns ON-OFF in conjunction with lc. In this case, during normal driving, the P, T, and 0 levers are away from the limit switch) (11 m as shown by the solid line (+) in Figure 1), and the limit switch is in the OFF state, as shown in Figure 17 (1). As shown, the operating status signal is sent to the CPU as a highkVpeμ. In addition, when the P and T-0 levers are in the state shown in Figure 17 (dotted line 110) during work, the limit switch is turned on and the operating status signal is sent to the L OV level (3PU. You can easily select the fuel injection governor characteristic pattern by using the limit switch linked to the TOV bar.

As described above, the present invention stores two or more types of governor patterns for calculating the target value of fuel to be injected into the Diesel μ engine, and selects one type of governor pattern based on the operating status signal to control the injection amount. The injection amount is controlled by calculating the target value of It has the advantage of being able to drive an engine.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram showing an embodiment of the present invention, Fig. 2 is a diagram showing fuel injection amount characteristics of a distributed fuel injection pump O, 1gs
The figure shows the M-M characteristic pattern.
Figure 6 is a diagram showing the speed characteristic pattern. Figure 6 is a diagram showing the electric current path of the rotation speed sensor and waveform shaping circuit in Figure 1. Figure 6 is the rotation speed sensor output waveform and the output waveform after wave shaping. Figure 7 is a diagram showing an example using the 7 μsen fK potentiometer in Figure 1. Figure 8 is a diagram showing the structure of the spill position sensor in Figure 1, 9th weak spill position A diagram showing the output characteristics of the sensor, Figure 10 is a diagram showing the structure of a near solenoid used as an actuator, glx
Figure 13 shows the characteristics of the beam near solenoid.
The electrical circuit diagram of the positioning servo circuit in the figure, Figures 13 and 14 are diagrams showing the relationship between the command injection amount signal, the Subi μ position signal, and the actual injection amount, respectively, and Figure 1s is the signal of the numbered part in Figure 12. Wave carving diagrams, FIGS. 16 and 17 are diagrams showing specific examples of the operating state signal detector in FIG. 1, and FIG. FIG. 19 is a schematic diagram of a map in memory that stores governor patterns. Mu distribution fuel injection pump, 1m, lb, Io. 1 d , 1 e y 1 f * 1 g - A rotational speed sensor, an accelerator sensor, and an intake pressure sensor that constitute an operating condition detector. Intake temperature sensor, engine coolant temperature sensor, key switch, sub-μ position sensor 12... actuator, 3-sub-ring) 6-- central processing unit, 7-- memory, 9-- positioning servo circuit, 10 Operating status signal detector for, 11-Diesel engine, 13...2 contacts 0N-
ON) G switch, 14-limit switch, 15-
-P, T, O levers, 16...control circuit. Representative Patent Attorney Takashi Okabe No. 5EA3 17 ? 761 Sea■ Fig. 7 Fig. 8 Fig. 914 5ゞ・10'' 11th r
7] rT', 13 [4 rod 14 --Ro・2,tsu"'WE-111--111--1τ

Claims (1)

[Claims] An actuator that operates the fuel l1w1 member of the fuel injection pump of the Diesel μ engine to adjust the fuel injection amount, an actual injection amount detector that generates an actual injection amount signal corresponding to the actual fuel injection amount, and engine operating conditions. It includes an operating condition detector that detects as an electrical signal and a microcomputer, receives the signal from the operating condition detector, calculates the engine VM target injection amount, and calculates the target injection amount signal and the actual injection amount signal. and a control circuit for controlling the drive of the actuator so as to compare and correct an error thereof, wherein the control circuit at least controls a summer pana pattern used for calculating a target injection amount of the engine. An electrical device for a diesel engine, characterized in that three or more types of governor patterns are stored in a memory, and one type of governor pattern among the eight or more types of O governor patterns is selected according to a detection signal from an operating condition signal detector. control device.