JPS59180043A - Overflow timing controlling apparatus for fuel injection means - Google Patents

Abstract

PURPOSE:To imporve the follow-up performance and controllability of an overflow timing control member such as a spill ring, by producing an overflow control signal by use of a proportional gain that is determined from the value of deviation between the actual position and an aimed position of said overflow timing control member. CONSTITUTION:In an overflow timing controlling apparatus for determing the injection quantity of fuel by controlling the position of an overflow timing control member for a fuel injection pump, there are provided a group of engine sensors for detecting the operational conditions of an engine and a position sensor for detecting the actual position of said overflow timing control member. Outputs of the engine sensors are furnished to a control unit 7, and an aimed position of the control member is calculated from the outputs of the engine sensors in an aimed-position calculating means A. Further, the value of deviation between the aimed position and the actual position of the control member detected by a position sensor is detected by a deviation calculating means B, and a proportional gain is determined at a proportional-gain determining means C from the deviation value and the actual position of the control member. The control member is controlled by an actuator by obtaining an overflow control signal at a correcting means D by use of the proportional gain.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an overflow timing device for a fuel-fi system, in particular an overflow timing adjustment member for a fuel injection pump, such as a subir link (1), which uses electrical means to constantly align the position of the overflow timing adjustment member to a target position. In an overflow timing control device for a fuel injection device that determines the optimal fuel injection amount for the operating conditions (states) of an internal combustion engine, the overshoot timing adjustment member is prevented from overshooting and undershooting and tracking to a target position. The present invention relates to an overflow timing control device for a fuel injection device that has good performance and can control overflow timing with high precision.

As shown in FIG. 1, the fuel injection system for a diesel engine detects various operating conditions of the engine, such as intake air amount, engine rotational speed (speed), intake air temperature, and cooling water temperature, using an engine sensor group 1. A detection signal, that is, an engine signal is input to a control device 2 including a microcomputer, and the overflow timing adjustment member 3 of a fuel injection pump, for example, a pump plunger that simultaneously performs rotational movement and reciprocating movement in a distribution type fuel injection pump, is fitted externally. The actual position of the spill ring is detected by a position sensor 4 made of magnetic-electrical conversion means, and the detected signal, that is, the actual position signal, is input to the control device 2, and the control device 2 converts the engine (2) signal. The target position and injection end timing of the overflow timing adjustment member 3 are calculated based on the optimum fuel injection amount for the engine operating condition, and the deviation between the target position and the actual position according to the actual position signal is determined. A bath flow control signal corresponding to the value is outputted to an actuator 5 that operates the overflow timing adjustment member 3, such as a spirul linear solenoid, so that the overflow timing adjustment member 3 is constantly adjusted to match the engine operating state. The injection means (injection nozzle) maintains the optimum fuel injection amount in the position
Some are configured to be sprayed from

Conventionally, in this type of fuel injection device, when an overflow control signal is generated based on the above deviation value, the overflow control signal is generated using a PID (Proportion
Integration Differential
) Control formula: +C (k-2)) 1... (1) where k: proportional gain T; sampling period (3) Ti: time integral constant Toi time derivative constant c (k,); Actual position e (k); deviation value e (k) = r (k) −c (k) r (k)
When the pulse is determined based on the duty increase amount Δu (k) given at the target position, the proportional gain in the above equation is constant as shown by the broken line in FIG.

However, since the position-control amount (overflow control signal) characteristic of the actuator 5 that operates the overflow timing adjustment member 3 is not linear over the entire control installation as shown in FIG.
In the section from point to point 0, (although the actuator can be linearly controlled by the control formula of equation 11, when controlling the section from point a to point b or point C to point d,
When performing minute linear control near point b and point C, +
The control method of Type 13 had problems such as overshooting and requiring a lot of time for control.

(4) The present invention has been made in view of the above points, and for example, as shown in FIG. The purpose is to perform linear control over the entire range of the actual position, perform good target position control over the entire range of deviation values, and control the overflow timing with high precision.

The present invention will be explained below with reference to FIGS. 5 to 8. FIG. 5 is a block diagram showing the functions of the present invention, in which engine conditions such as engine speed are input from a group of engine sensors, the target position of the overflow timing adjustment member is determined from these engine conditions at A, and the target position of the overflow timing adjustment member is determined at B. From the target position of the lever and the actual position detected by the position sensor, the above-mentioned proportional gain K is determined at C, and this proportional gain is used at D to determine the overflow control signal and output it to the actuator, which controls the injection. Controls the position of the pump overflow timing adjustment member.

FIG. 6 shows the overall configuration of an embodiment of the fuel injection device according to the present invention.

In FIG. 6, 6 is a distribution type fuel injection pump (5), which is an injection means (injection nozzle) that corresponds one-to-one to engine cylinders (not shown) to inject fuel oil from a fuel tank (not shown) through a Tsuyuel strainer, etc. 7 is an electronic control device (hereinafter simply referred to as the control device);
Engine signals from a group of engine sensors that detect the operating conditions (status) of the engine and detection signals from various sensors that detect the operating status of the fuel injection pump 6 are input, and the fuel injection pump 6
It controls various adjustment members of. Here, the engine sensor group includes a rotation sensor 9 that detects the number of rotations (speed) of the drive shaft 8 of the fuel injection pump 6 that rotates in synchronization with the rotation of the engine, and a rotation sensor 9 that detects the rotation speed (speed) of the drive shaft 8 of the fuel injection pump 6 that rotates in synchronization with the rotation of the engine, and a rotation sensor 9 that detects the rotation speed (speed) of the drive shaft 8 of the fuel injection pump 6 that rotates in synchronization with the rotation of the engine. A potentiometer-type airflow meter that detects the amount of air, a thermistor-type intake temperature sensor that detects the intake air temperature,
There are thermistor-type cooling water temperature sensors that detect engine cooling water temperature. The sensor for detecting the operating state of the fuel injection pump 6 includes a timer position sensor 11 that detects the actual position of the timer mechanism 10 by magnetic-electrical conversion, and an overflow time period that adjusts the overflow timing of the fuel injection pump 6. (6) The actual position of the alignment member 12 (e.g. spill ring) is magnetically
Overflow timing adjustment member position sensor 1 detected by electrical conversion
There are 3. Furthermore, various adjustment members of the fuel injection pump 6 include:
A timer control valve 14 for hydraulically adjusting the position of the timer mechanism, a fuel cut solenoid 17 having a fuel cut valve 17' for cutting the fuel supply into the cylinder 16 in which the pump plunger 15 is housed, and overflow timing adjustment. There is an actuator 18 (eg, a spirul linear solenoid) for adjusting the position of member 12.

The fuel injection pump 6 includes a feed pump 19 and a cam disc 20 that are simultaneously rotationally driven by a drive shaft 8.
and a pump plunger 15. feed pump 1
9 sucks up fuel from the fuel tank side into the pump chamber 21. The cam disk 20 has a face cam 22, and the pump plunger 15 is reciprocated by the contact between the roller 23 and the face cam 22 as the drive shaft 8 rotates. Therefore, the pump plunger 15 performs a rotation (7) reciprocating motion. Pump plunger 15 is connected to cylinder 16
An intake slit 26 is slidably housed in the pump plunger 15 and introduces the fuel in the pump chamber 21 into the high pressure chamber 25 via the intake boat 24.
5 and the distribution boat 27, and the distribution boat 27 which, when meeting the outlet passage 29, distributes the pressurized oil in the high pressure chamber 25 to the outlet passage 29 via the internal passage 28. and a spill boat 30 communicating with the internal passage 28. A spill ring I2 is externally fitted on the pump plunger 15, and when the spill boat 30 is maintained in a closed state by the spill ring 12 during the fuel distribution pressure stroke, and the blocked state is subsequently released, the spill boat 30 is relatively closed. It communicates with the low-pressure pump chamber 21, and the fuel distribution pressure stroke ends.

The end of this fuel distribution pressure stroke corresponds to the overflow timing, that is, the injection end timing, and the overflow timing (8) is determined by the adjustment position of the spill ring 12.

The position of the spill ring 12 is adjusted by a governor mechanism including a spill linear solenoid 18.

Further, the position of the timer mechanism 10 is adjusted by a timer control valve 14, and the fuel injection start timing is adjusted.

In addition, the fuel cut solenoid 7 is connected to the intake slit 26 by turning on or off the ignition switch.
The fuel passage 31 leading to is opened and shut off.

The control unit W7 receives engine signals (
It includes the engine rotation speed signal from the rotation sensor 9. ), a process of inputting the spill position signal from the spill position sensor 13, that is, the actual position signal, and the timer position signal from the timer position sensor 14, and calculating the optimal fuel injection amount for the engine operating condition, and the calculated fuel Spill ring 12 corresponding to the injection amount
An overflow control signal corresponding to the deviation value between the target position and the actual position of the timer mechanism 10 and the deviation (9) between the target position and the actual position of the timer mechanism 10.
) Performs processes such as outputting injection start control signals corresponding to the values to the spill linear solenoid 18 and the timer control valve 14, respectively.

As shown in FIG. 7, the control device 7 includes a spill position sensor 13, a timer position sensor 11, and other analog sensor groups 32 (for example, an air flow meter).

An analog input port 34 receives signals from an intake temperature sensor (intake air temperature sensor, etc.), selectively A/D converts these signals, and sends the converted digital signal to a common bus 33; and a digital sensor group 35 (such as a starter switch, A digital input boat 36 receives digital signals from an air conditioner switch, etc.) and a rotation pulse signal from a rotation sensor 9, and outputs an interrupt command signal to an interrupt control unit 37 each time the count value reaches a predetermined value. an interrupt control unit 37 that sends an interrupt signal to the MPU 39 via the common bus 33 upon receiving an interrupt command signal from the rotation number counter 38; an MPU 39 that performs arithmetic processing as described later; A timer 40 that sends data, and (10) a readable and writable RAM (Randon A
AccessMemory) 41 and ROM (Read Only) in which the engine control program is stored in advance.
Memory> 42, and outputs an overflow control signal, an injection start control signal, and a fuel cut signal, which are the results of arithmetic processing by the MPU 39, to the spill linear solenoid 18, timer control valve 14, and fuel cut solenoid 17, respectively. The output capacitor 144 outputs other control signals to other actuators 43. In addition, when the ignition sensor 45 is turned on, the control bag W7 contains the in-vehicle battery 46.
The power supply circuit 47 stabilizes the power supply voltage and supplies it to the MPU 39, RAM 41, etc.

Next, the main arithmetic processing of the control bag W7 will be explained with reference to the flowchart of FIG.

In FIG. 8, steps 101 to 104
is an optimum fuel injection amount calculation step group that calculates the furthest fuel injection amount based on engine signals from an engine sensor group, while steps 201 to 207 are executed every time a predetermined time period, that is, a sampling period T elapses. , that is, the overflow control signal output step group is executed every time the determination result of step 200 becomes IYEsJ.

In the optimum fuel injection amount calculation step group 101 to 104, step 101 calculates the engine (engine) rotation speed (number) based on the engine rotation speed signal from the rotation sensor 9 taken in by an interrupt processing routine (not shown);
This is a step of storing engine speed data in the RAM 41. In step 102, the signals from the timer position sensor 11, the analog sensor group 32, and the digital sensor group 35 are transferred to the analog input boat 34 and the digital human-powered boat 36.
and into the MPU 39 via the common bus 33,
This is a step of storing each signal at each predetermined location within the RAM 41. In step 103, the engine rotational speed data and intake air amount data are imported from the RAM 41 to the MPU 39 via the data bus, and the MPU 39 calculates 2/N (where Q: intake air amount, N: engine rotational speed). This is a step of storing the basic injection amount data obtained by the above in a predetermined location of the RAM 41 via the data bus of the common bus 33. Step 104 extracts from the RAM 41 data other than the engine speed data and intake air amount data stored in the RAM 41 in step 102, and the basic injection amount stored in the RAM 41 in step 103. The data is taken into the MPU 39 via the data bus of the common bus 33, and the MPU 39 calculates the optimum fuel injection amount based on these data, and the optimum fuel injection amount data obtained by the calculation is transferred to the RAM 41 via the data bus of the common bus 33. This step is to store the data at a predetermined location.

In the overflow control signal output step group 201 to 207, step 201 outputs the spill position signal from the spill position sensor 13 to the analog human-powered boat 34 and the common bus 33.
This is a step (13) in which the spill position data, ie, the actual position data, is fetched into the MPR 39 via the data bus of the common bus 33 and stored at a predetermined location in the RAM 41 via the data bus of the common bus 33. Step 202 is target position data r (k
) and the actual position data c (k) of the spill ring 12 stored in the RAM 41 in step 201 above are both transferred from the RAM 41 to M via the data bus of the common bus 33.
The MPU 39 calculates the difference between the repositioning data r (k) and c (k), that is, the deviation value data e (k), (= r (k) - C (k)), and calculates the deviation value This is a step of storing the data e (k) at a predetermined location in the RAM 41. Step 203 is performed using the above equation (1
), -T-e (k)/T+, that is, fr, is taken into the integral term in The calculated integral term fr data is stored in a predetermined location of the RAM 41 via the data bus of the common bus 33.

(14) Note that the integral constant Ti may be a function of e(k).

Here, the proportional gain, which is the above component, has a deviation value e (k
) and the actual position c (k), and the memory in which data is stored in advance in the proportional gain is set as the deviation value e (k).
and the real position c (k) are accessed as address data.

Step 204 is the proportional term K (e
(k) −e (k−1) ), that is, rp, and each data that is a component of the formula is transferred from the RAM 41 to the common bus 33.
This is a step in which the proportional term fp data is fetched into the MPtJ 39 via the data path, computed based on these data, and the computed proportional term fp data is stored in a predetermined location of the RAM 41 via the data path of the common bus 33. Step 205 is performed using the above formula (1
) in the differential term in -T o ・e (k) /T, that is, fD, each data that is a constituent term of the formula is taken from the RAM 41 to the MPU 39 via the common bus 33, and is calculated based on these data, and the calculation is performed. The resulting differential term fD data is transferred to the RAM 41 via the data bus of the common bus 33.
This step is to store the data at a predetermined location.

Note that the differential constant TO may be a function of e(k).

Step 206 is the step 203, 204, . 20
In step 5, the integral value fr data, proportional term fp data, and differential term fD data stored in the RAM 41 are loaded into the MPU 39, the duty increase amount ΔU of the above formula (1) is calculated in the MPU 39, and the duty increase amount ΔU is stored in the RAM.
41. Step 207 is a step of calculating the current duty ratio by adding the duty increase amount by Δu (k) to the previous duty ratio, and outputs it to the output boat 44 in step 300.

In the case of the present invention, −g deviation value e(k,) and actual position C(k
) is stored in the memory in advance in association with, for example, the control amount of the actuator 5 shown in FIG.
It is obtained using a map configuration that corrects the nonlinear portion of the positional characteristics and performs seemingly linear control.

As is clear from the above configuration, the control device 7 calculates the control amount U every time the sampling period T elapses and outputs it to the output boat 44. The output port 44 outputs an overflow control signal given by the duty ratio to the spill linear solenoid 18. Therefore, the spill ring 12 is moved and adjusted so that its position coincides with the target position. That is, the spill ring 12 is adjusted to a position that provides the optimum overflow timing.

In the above embodiment, the case where control is performed using equation (1) has been explained, but other control equations, such as: (2) Proportional gain K in equation (2) above The same applies to FIG. 9 shows a flowchart of injection amount control in the case of equation (2). (The process of step 206 in FIG. 8 is no longer necessary.) As explained above, the present invention provides an engine sensor group for detecting the operating conditions of an internal combustion engine and an implementation of an overflow timing adjustment member of a fuel injection pump. Input the position sensor that detects the position, the engine signal from the engine sensor group, and the actual position signal from the position sensor, respectively, and (17) determine the target position of the overflow timing adjustment member corresponding to the optimum fuel injection amount. means for calculating, means for calculating a deviation value between the target position and the actual position according to the actual position signal, and means for determining a proportional gain of the overflow control signal from the calculated deviation value and the actual position; Since the device is equipped with means for outputting the overflow control signal having the determined proportional gain to the actuator that operates the overflow timing adjustment member, overflow that is likely to occur in the nonlinear portion of the position-controlled variable characteristic of the actuator is eliminated. It is possible to prevent overshoot and undershoot of the flow timing adjustment member, improve followability over the entire range of actual positions, and obtain the optimal overflow timing.

[Brief explanation of the drawing]

Fig. 1 is a configuration example of an overflow timing control device for explaining the present invention, Fig. 2 is a diagram showing a conventional proportional gain-deviation value characteristic, and Fig. 3 is a diagram of an actuator that operates an overflow timing adjustment member. FIG. 4 is a diagram showing the proportional gain-deviation value characteristic for explaining the present invention. FIG. 5 is a block diagram showing the function of the present invention (18). FIG. An overall configuration diagram of an embodiment of a fuel injection device to which the present invention is applied, FIG. 7 is a diagram mainly showing the configuration of the control device, and FIGS. 8 and 9 explain the main processing of the control device. This is a flowchart for 6...Fuel injection pump, 7...Control device, 9...
Rotation sensor, 12... Spill ring (overflow timing adjustment member), 13... Spill position sensor (position sensor), 1
8...Spirul linear solenoid (actuator). Representative Patent Attorney Takashi Okabe (19) ← Keiki- Figure 9 101 1-=>f5 Tome cliff platform 02 Data to table 03 At, 19413 04 4 Drunken calculations 0O OT and OL#

Claims (1)

[Claims] An engine sensor group that detects the operating conditions of the internal combustion engine, a position sensor that detects the actual position of the overflow timing adjustment member of the fuel injection pump, and an engine signal from the engine sensor group and an actual position signal from the position sensor. a means for calculating a target position of the overflow timing adjustment member corresponding to the optimum fuel injection amount by inputting the respective inputs; a means for calculating a deviation value between the target position and the actual position according to the actual position signal; means for determining a proportional gain of the overflow timing control signal from the determined deviation value and the actual position; and a correction means for outputting the overflow control signal having the determined proportional gain to an actuator that operates the overflow timing adjustment member. An overflow timing control device for a fuel injection device, comprising: