JPS60104746A - Diesel engine controller - Google Patents

Abstract

PURPOSE:To regenerate a filter smoothly without loss by providing means for correcting the fuel injection with correspondence to the fuel injection timing to maintain the temperature of exhaust gas passing through a particulate collecting filter at predetermined level. CONSTITUTION:In a controller where a particulate collection filter 3 is arranged in the exhaust path 2 of Diesel engine 1, an inner timer (hydraulic automatic timer) 9 as means for regulating the fuel injection timing, outer timer (retarder timer) 31 and fuel injection regulating means 10 are provided in a distribution fuel injection pump 8. The inner timer 9 is provided with an injection timing detection sensor (not shown) for detecting the actual injection timing the output from which is fed together with the output signal from exhaust temperature sensor 40 to a controller 6. The fuel injection regulating means 10 is correction controlled such that the exhaust temperature to be fed to the filter 3 is maintained at predetermined level by means of the controller 6.

Description

[Detailed description of the invention] The present invention relates to a control device for a diesel engine.

The exhaust gas from diesel engines contains particulates, which are combustible, fine-grained carbonized compounds, and these are the main cause of turning I-gas into smoke. These particulates are formed when the temperature of the gas exceeds 700'C.
+ Both lX11 speed high negative 1::i If, ♂ will spontaneously ignite and burn, but it will not reach 700°C during steady driving or idling (more than 90% of vehicle operation). ), it is released directly into the atmosphere.

However, to Patty, the rate is harmful to the human body, so
Generally speaking, this vehicle has a diesel particulate collection filter installed in the air passageway.

By the way, this filter can be used to
1 is drawn (IS shi, 1) 1 There is an i obvious that blocks the air passage, and usually the particulate is +1 +, i,! to perform the birth of this filter. For example, a device is installed to reduce the %a to the oxidation catalyst, such as using various burners or retarding the injection pump to activate the oxidation catalyst to make it easier to burn. It is known that re-combustion is carried out by exhaust gas containing a large amount of carbon oxide compounds.

Among these, the latter method has the advantage of not requiring a separate burner, etc., but it is possible to obtain a renewable Sengas temperature by
The operating region
It is impossible to live.

Furthermore, as the injection timing is moved in the retard direction β (see Fig. 2), the temperature at the center of the oxidation catalyst in the exhaust passage, for example, increases as shown in Fig. 2 (along the broken line); Along this line, there is a tendency for the width to decrease to the maximum height. In this case, in order to maintain the same output as before the start of regeneration, it is necessary to significantly increase the accelerator lever opening θ, and this change in accelerator lever opening θ deteriorates driving operability and reduces force. Since there are many dangers in terms of safety, the fuel amount is automatically increased by retarding the injection pump without changing the accelerator lever opening θ, that is, without the driver adjusting the amount of accelerator pedal depression. However, since the fuel injection timing adjustment means generally has a slower response than the fuel injection amount adjustment means, these devices "(・＼
If you give a target value signal at the same time, it will burn! 1 injection 1,1. The adjusted R stage immediately reaches the target value, but the fuel injection timing tWII
Since the reduction of J1 reaches the target value much later than this, there is a problem that proper control of the filter peak 11 cannot be performed in this transient state.

In particular, during acceleration and deceleration during regeneration, the exhaust gas temperature may exceed the high temperature limit of the particulate collection filter, and there is a problem that the particulate collection filter may be damaged by melting.

Such a problem arises when there is a difference in response delay among multiple means for changing the operating state of the J-NON.3 The present invention solves this problem. It is an object of the present invention to provide a control device for a diesel engine that can perform optimal control even when there is a response delay between the fuel injection timing adjustment means and the fuel injection amount adjustment means.
"Target."

Therefore, the diesel engine control device of the present invention has the following features:
The diesel engine is installed in the exhaust passage of the diesel engine.
a particulate collection filter disposed to collect particulates from the combustion chamber of the combustion chamber; a fuel injection amount adjusting means for adjusting the injection amount of fuel supplied to the combustion chamber; A fuel injection timing detection sensor is provided to detect the actual fuel injection timing in the fuel injection timing adjustment means, and a fuel injection timing detection sensor is provided to detect the actual fuel injection timing in the fuel injection timing adjustment means. In order to maintain the temperature at a predetermined value, a fuel injection timing correction means for maintaining exhaust temperature is provided, which corrects the fuel injection amount according to the fuel injection timing from the fuel injection timing detection sensor.

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
3 to 17 show a control device for a diesel engine as an embodiment of the present invention, FIG. 3 is an overall configuration diagram thereof, and FIG. , 5(a) and 5(b) are respectively a front sectional view and a side view of the main parts of the internal timer, FIG. 6 is a configuration diagram of the external timer, and FIG. 7 is a graph showing its operation.
Figure S8 is a flowchart showing the control +11 procedure, Figures 9 (a) to (c) and ff5Jo figures (,) to Cc)
are graphs showing fuel injection timing control, FIG. 11 is a configuration diagram of a modified example of the fuel injection amount adjusting means, and FIG.
Figure 2 is a graph showing the relationship between fuel injection amount and average effective pressure at a conventional predetermined rotation speed, Figure 1513 (ii), (b)
are graphs showing the fuel injection timing and fuel injection amount corresponding to the routes shown in FIG. 12, respectively, and FIG. 14 is a graph showing the relationship between the fuel injection amount, il/, and equalized effective pressure at a predetermined rotation speed of the engine of the present invention. Graph, Figure 15 (a), (11)
are the fuel injection timings corresponding to the routes shown in Fig. 14, respectively.
Figure 1 (Figure 3) is a graph showing the fuel injection amount, Figure 1 (Figure 3) is a 70-char I graph showing the control procedure for the fuel injection amount, and Figure 517 is a schematic diagram showing the determination of fuel injection timing using a map.

f: P, as shown in Figure 3, particulate collection filter regeneration device U! A regenerator (hereinafter simply referred to as a regenerator) is attached to a diesel engine (hereinafter simply referred to as an ennon) 1, and is attached to an exhaust passage 2 of this engine 1 to capture particulates discharged from the combustion chamber a of the engine 1. The diesel particulate collecting filter (hereinafter simply referred to as filter) 3 is regenerated.

An exhaust manifold 4 defined in the engine 1, an oxidation catalyst (hereinafter referred to as a front-stage catalyst) 5, a filter 3, and a filter 3, which is connected to the exhaust manifold 4 and is supported on a base having a ceramic honeycomb structure. The exhaust passage 2 is formed by connecting the 77 grooves and the like through an exhaust pipe.

Note that the filter 3 is formed of a catalyst (7 ohm heat-resistant ceramic with τj).

Pressure sensors IA and IB are installed in the exhaust passages 2 on the inflow and outflow sides of the filter 3, respectively, for detecting the exhaust pressure at that position and outputting a detection signal to a controller 6, which will be described later.

Further, a temperature sensor 40 is provided as a temperature detection means for detecting the temperature (or exhaust gas temperature) 'rf of the main filter 3 or the air passage 2 411' adjacent thereto, and a detection signal from this temperature sensor 40 is provided. is manually input to the controller 6.

Further, a bypass passage 41 is connected to the gripping air passage 2, and one end of the bypass passage 41 is connected to the upstream side of the filter 3 in the exhaust passage 2, and the other The end is connected to the exhaust passage 2 on the downstream side of the filter installation position without passing through the filter 3.

Note that the other end of the bypass passage 41 may be communicated with the atmosphere.

An electromagnetic on-off valve 42 is interposed in the bypass passage 41, and this on-off valve 42 is opened and closed by control 1, 1 from the controller 6.

The fuel injection pump 8 that is taken into the engine 1 is a distribution type pump, and has an internal timer (hydraulic automatic timer) 0 that constitutes a quick-responsive first fuel injection timing adjustment means. Oh, and fuel injection amount control 11
2101 koori 1 spout n4 :'! The amount of fuel injected per liter can be adjusted. This fuel injection n, I I'll control means 1
An accelerator lever opening sensor 12 is attached to the accelerator 11 that operates the accelerator 11, which detects the accelerator t/bar opening θ and outputs 4 from the controller 11-61.

Note that reference numeral 13 indicates a rotational speed sensor that detects the rotational speed N of the engine 1.

As shown in FIG. 11, the fuel injection amount control means 1o of the injection pump 8 includes a spill ring 15 that is slidably fitted onto a plunger 14 that reciprocates in the direction of the arrow. Move to e.

Reference numeral 16 indicates a drive shaft, and this drive shaft 16 drives the drumstick 1 which is interlocked with the drive shaft.

The operating force of the governor 17 is applied via the weight sleeve 18,
l > ) o -Lureha-191m acts. A supporting lever 20 that pivots the upper end of the control lever 19 is attached to a fulcrum pin 2 together with a tension lever 21.
It is pivotally supported by the idle lever 23 via 2. This guide lever 23 is pivotally supported by a pin 24 which is basically fixed, and its upper end is connected to a fuel injection amount adjusting means that changes the fuel supply amount and changes the operating state of the engine 1.
It faces the C device 25.

Note that the lower end of the supporting lever 20 is spherical (+1s
201 is formed, and the groove 11 is slidably inserted into the concave portion of the spill ring 15.

Reference numeral 26 indicates a compressed spring 1, which biases the lithium bill ring 15 in the fuel direction e.

;A! , 1゛1 increase 1r'j 3'i put! ” is) 113
The increasing screw ``i'' screwed into the wood, the reduction gear 28 integrated with this screw 27, and the second A' gear F (
+= ) J is Ii, j route = -929, reduction gear 2
8, that is, an increase of 111. It is formed by a position sensor 3o that detects and outputs the rotation angle of the screw 27. The position sensor 30 detects the home position 1 of the increase-1 screw 27.
The rotation angle of this screw 27 in the fuel increase direction i, that is, the detection signal corresponding to the fuel increase amount ACJ is controlled by the controller.
Feedback is provided to roller 6.

↑Internal timer that constitutes the first fuel injection timing adjustment means with quick response
As shown in FIGS. 11(a) and (11), the timer piston 64 is driven by oil pressure from an ebong to move the relative position of the cam plate 62 and the roller 6o. , the advance angle IT' is adjusted in the range of 0° to 20'' using the crank angle.

The timer piston 64 is equipped with a position sensor 67 as a fuel injection 11, 5 period detection sensor, so that one hyper-movement amount of the timer piston 64 can be detected.

The position sensor 67 may be any sensor that can detect how far the fuel injection timing deviates from the top dead center of the piston in terms of crank angle.
Reference numeral 61 indicates a roller link, 63 a timer spring, and 65 a slide pin.

Hydraulic pressure is supplied to the timer piston 64 in response to an output signal from the controller 6, and the amount of movement of the timer piston 64 corresponding to the amount of retardation is fed back to the controller 6 as a detection signal. Ru.

- As shown in FIG. 6, the drive shaft 16 of the injection pump 8 is connected to a retard timer 31, which constitutes a second injection timing adjustment means that changes the injection timing and changes the operating state of the engine 1. It is connected to a gear train (not shown) on the engine 1 side via. The external timer 31 outputs the rotational force of 1 to 1 to the planetary gear train 32.
Through the drive shirt 11 (Hayu 1 eight), this planetary gear train;
is fixed, and the ring gear 322 on the output side is connected to the hydraulic cylinder 3.
By rotating the piston 34 in the crankshaft 3, a phase difference is created between the input and the output in the range of 00 to 10' in terms of crank angle.

) 11s 1 shilling 3:3 is retard angle chamber 331 and advance angle chamber 33
Pressure oil from an oil pump 36 is supplied to both of these sedges (31, 332) via an electromagnetic spool valve 35.

, - each time the electromagnetic spool valve 35 receives an output signal of a constant chanting width from the controller 6, it moves the piston 34 by an amount of +ili 5M.

Note that numeral 37 indicates the A filter, numeral 38 indicates the relief valve, and numeral 3 indicates the home position l+ of the piston 34.
' The positions where the detection signal is emitted according to the amount of movement from ' are shown.

The electromagnetic spool valve 35 is switched in response to an output signal from the controller 6, and at this time, the amount of movement of the screw 1 pin 34 corresponding to the amount of retardation is fed to the controller 6 as a detection signal.

An intake manifold 43 fixed to the engine 1, an intake passage 441 formed by an intake pipe following the intake manifold 43, an air cleaner, an intake throttle valve 45, etc.
is installed.

The intake throttle valve 45 is driven to open and close by a pressure responsive device 47. The pressure response device 47 has a guia 7 connected to the rod 1ε1 which drives the intake throttle valve 45.
The pressure chamber 4721 partitioned by the ram 471 has atmospheric pressure Va.
An atmosphere passage 473 and a vacuum passage 474 for introducing vacuum V vac from a vacuum pump etc. are connected to each other, and these passages 473, 47
4 are each provided with an electromagnetic on-off valve 475s476.

And the solenoid Pveo of each on-off valve 475, 476
L.

A control signal is supplied from the controller 6 to Pvac.

Further, the intake passage 441 on the downstream side of the intake throttle valve 45 is 1
One end of a passage 4G for air recirculation (hereinafter referred to as EGR) is open.

In addition, EG1. ? The other end of the passage 46 is in contact with the exhaust manifold 4 of the exhaust passage 2 6ii 91 1t! It has an inlet in the part between it and lc5.

An EGR valve 48 is provided at the intake passage side opening of the EGR passage 46, and this EGR valve 48 is connected to a pressure response device 49.
It is designed so that l1rllTI retraction is performed. The pressure response device 49 is connected to a rod that drives the EGR valve 48. Atmospheric pressure VaL is introduced into a pressure chamber 492 partitioned by a ram 491 (atmospheric passage 493
and a vacuum passage 494 that guides vacuum Vvac from a vacuum pump or the like are connected, and electromagnetic on-off valves 495 and 496 are interposed in these passages 493 and -494, respectively.

And each on-off valve 11. ! Control No. 31113 is supplied to the solenoid of J 5 and 496 from Hung) Law 96.

The opening degree of the intake throttle square 45 is determined by the intake throttle valve installation position:
♂? 1: 1 vυ of flow 11111 (detected by the feedback signal from the pressure sensor 50 attached to the passage 44 to the controller 6, the opening degree of the EGR valve 48 detects the movement of the rod of the pressure response device @49 It is detected by the feed signal from the potentiometer 51 to the controller 6.

Alternatively, the opening degree of the first and second pneumatic valves 45 may be detected by a feed bank signal sent to the controller 6 from the potentiometer 52 that detects the movement of the rod of the pressure response device 47.

Of course) Ohka sensor 50 and potentiometer 52 h
The opening degree of the intake throttle valve 45 may be detected using the signals from the above.

By the way, per stroke of the injection pump;
The increase ΔQ in the amount of t injection 11J greatly increases the thermal efficiency of the engine 1 by setting the retardation amount a, so it does not appear as an increase in the flat effective pressure as the effective work of the upper engine 1, but increases the heat released as a loss. That is, 1 s 10-
The amount of heat corresponding to the total amount of fuel Q in 1) is the sum of the amount of work and heat loss, but here, by setting the retardation amount a, the amount of heat equivalent to the amount of fuel increase AQ is completely lost by heat loss. Released as -U, work amount +: i 14- suppresses the increase or decrease. The main force of thermal sintering, which results in heat loss, is to generate heat from the acid ratio R(return) by the contact IL on the front stage catalyst 5 and filter.

By avoiding an increase in the fuel injection W and at the same time delaying the injection timing (by making the litter 1'), the exhaust gas temperature increases and the particulates on the filter 3 are combusted. It is.

By the way, the pressure sensor 7A+7 is connected to the controller 6.
3,50. Accelerator opening sensor 121 rotation speed sensor 1
3. Position:) g, ko39++37. Temperature sensor 40. Voyage meter 5N! i2) The water temperature sensor 53. detects the water temperature 'l' Il+ in addition to inputting the detection signal of the water temperature 'l' Il+. The vehicle speed ~l is output (!).The detection signals from the III connected sensor jλ11 are input to J5.In response to these (;1")a, the controller 6 performs the following processing, and each A control signal suitable for the processing is sent to the fuel injection amount increase motor 20, the electromagnetic spool valve for injection timing retard 35, the oil pressure supply to the piston 64, and the intake ripple valve opening/closing valve 475+476tEGR.
The on-off valve for well opening adjustment = 1.95, 496, the on-off valve for bypass passage 429 is output to the display 55.

The display device 55 is disposed at a suitable location within the middle room, for example, on the instrument panel J2.

By the way, as the fuel injection amount adjusting means, the 11th to 11th
In this modification, the injection amount adjusting means 10 of the injection pump 8, which constitutes the first operating state control means for changing the operating state of the engine 1 by changing the injection amount, is configured as follows. It is constructed as follows.

First of all, Brann gear 141]? The spill ring 15, which freely moves 1ΦIJ, is driven by the pressure response device 5'71 via the lever 58, and the injection amount is controlled by the difference A.

That is, in this modification, as in the previous embodiment, the main adjustment is performed in conjunction with the accelerator, and the increase in heating charge (during filter regeneration) is performed by a fuel increaser '125. Including the increased amount, one device 57 was used to make 11 times more.

The pressure response device 5'1 has 11 pressure chambers partitioned by a diaphragm 57↑ connected to the rotor 1+'' that drives the spill ring 15! i'? 21. ',, An atmospheric passage 573 that guides the atmospheric pressure Vat and a vacuum passage 574 that guides the vacuum V vac from an empty pump or the like are connected to each other, and these passages 573, 57, [, Electromagnetic on-off valves 575 + 57 G are interposed in each.

And each on/off valve! '＋'? ! '), 57 G solenoid QvenL+Q vac, connect 1v-la (
The control signal is supplied from J-3.

The actual injection 111 is detected by a feedback signal to the fan 10-6 from the potentiometer 58' which detects the movement of the rod of the pressure responsive device 57.

The diesel engine control device of the present invention is configured as described in ``U.'' Therefore, in order to regenerate the particulate collection filter 3, the fuel injection amount Qf is increased, and If
f! By delaying the first fuel injection timing ■'1゛, the exhaust temperature can be reduced to 700 (70
0~! ] f) 0)" This is done by playing 1 and Q up to C.

During fuel injection, IIT is adjusted between 15B and 45A by an internal timer (automatic timer) 9 and an external timer (retard timer) 31, as shown in FIG. Here, A is ATDC (AfLer i'ol
l DL! aLl+Center), and B is
TDC(BJore “I'opDeaLI+Cen
ter).

The retard timer (external timer) 31 is controlled once so as to achieve a single target shift, and the automatic timer (internal timer) 9 is controlled to control the fuel injection timing I which is adjusted by the retard timer 31 and the automatic timer 9. ′
Feedback control is performed so that F is achieved.

That is, the explanation will be made according to the flowchart shown in FIG.

When it is detected that playback is in progress (step a'l),
Accelerator lever D from accelerator lever opening sensor 12
engine l from ilJ statement θ and rotational speed sensor 13
J issue 17'.

Detection of the number N is performed (step a2), and this detection +l'
+'11-0 +Memorized value from the memory map MAP in the controller (computer) 6 based on N -
1] I2 retard timer position RTsoll is determined (step a3), and further based on the stored value from the map M A P of the memory in the controller (computer) 6, the target timer piston position 11'SO1+
is determined (step a4).

Next, in order to drive the external sound 11 timer (retard timer) 31 to the target code timer position RTsoll, the difference DrL (=R1''5oll-RTi) between the target retard timer position RTsoll and the actual retard timer position RTist is determined.
sL) and this difference 1) rtfJ'i'9i constant value (
-ε1) or less, the retard timer 31 is moved to the retard side (step a6), and if the difference Drt is greater than or equal to the predetermined value ε1, the retard timer 31 is moved to the advance side (step a3).

Further, if the absolute value IDrtl of the difference DrL is less than the predetermined value ε1, the rig-1ε timer 31 is not moved and the current position is maintained (step a7).

And internal timer (hydraulic automatic timer) 9
In order to drive the engine to the 11 mark Kuimabis 1 position ITsoll, the actual injection timing ITsoll is set at :Lz, position:iτsen・1J()7.
Step u9) to detect i5t, ]1 (7 Timer piston position I Tsoll and actual tie? Screw 1t γ position 1
'l' ist D it (= I Tsol
I-IT 1st), and the difference Dit is a predetermined value (
-ε2) or less, hydraulic automatic timer 9
To move the timer piston 64 to the retard angle 11111 (step ali), if the difference 1) iL is greater than or equal to the predetermined value ε2,
Move the timer piston G4 to the advance side (step a1
3).

The absolute value of the difference Dit is the absolute value of the difference Dit.
2).

Next, when it is detected that the playback is continuing (step a14), the processing routine from steps a2 to a13 is repeated.

Note that the timers 9 and 31 are moved simultaneously, so that the fuel injection timing can be quickly controlled 911 during a transient period.

When the particulate collection filter 3 is accelerated or decelerated during its 111 life, the average effective pressure Pe changes and the fuel (-1 injection amount Qf and fuel injection timing ■)' changes.

At this time, the responsiveness of the fuel injection timing IT is determined by the internal timer 9.
Difference in response speed between external timer 31 and external timer 31, difference in response speed depending on adjustment direction (retard side - advance side) of external timer (retard timer) (1), internal timer 9 during steady operation
and external ties? :(It varies greatly depending on the reference position of 1.

That is, as shown in Figure 1) (a') to (c),
The internal timer (hydraulic type A-17/knock timer) 9 is set to advance angle 1111+, and the external timer (retard timer)
If 31 is set to the advance side and the fuel injection timing is changed to 15 ATDC during full deceleration during regeneration, the target injection timing will change to 45 ATDC after 2 seconds. reach.

In addition, as shown in FIG. 10 (Il) to (c), the internal timer (hydraulic automatic timer) 9 is set to the retard side, and the outer 111♂ tight (retard timer) 31 is set to the retard side. When the fuel injection timing is set to 4 during full acceleration during internal combustion, )l\i' l) When changing from 0 to 15BTDC, 1" mark injection M111.7 stage 15BTDC is reached after 7F seconds.

Regarding the internal timer 9 and external timer 31,
It is possible to set a reference position during steady operation during non-regeneration and during [11 life].

That is, the reference position of the internal timer 9 is set within a range where the fuel injection timing can be adjusted by either the internal timer 9 or the external timer 31, and the injection timing due to the internal timer 9I is corrected. Set the external timer 31 as follows.

In the steady operating state when particulate matter 1 and collection filter 3 are generating 111, internal timer 9 and external timer 31
By appropriately determining the reference position and usage range of
Rapid control to the target fuel injection timing can be performed.

The controller 6 has a failure as a fuel injection timing correction means for maintaining exhaust temperature, and as shown in FIGS. 12 to 17, the fuel injection M? , Q
r and fuel injection timing IT.

i) When accelerating in the regeneration state From the current operating state (starting point) A' in Fig. 14 to the target operating state (
The fuel injection timing Qf and the fuel injection timing IT are controlled so that the route (solid line) leads to the end point) B', and the exhaust temperature Tex is adjusted [see Fig. 15 (a), (1+) 1゜That is, in order to reach from 1-A' to B'J, J field, 9 (Note 1 injection timing target value (
The fuel injection timing l'F is adjusted by the fuel injection timing adjustment means (see Fig. 33), and the fuel injection timing l'F is adjusted according to this fuel injection timing IT. (Humidity, 1+1. The heating fuel injection amount Qf is set to 1v by the taken-out fuel injection timing correction means.

At this time, the fuel injection amount Qf is adjusted by adjusting the fuel injection amount 1j ((nr) MA+' from the map according to the accelerator lever opening θ, the engine speed N, and the fuel injection timing lTi5t, as shown in the diagram 1tS16). is set (step bl.

(Refer to No. 17 and 1), and this fuel injection amount target value ((
, 11'), A, , and 11 injection fi(Qr)ist to the sky
(Step L, 2), and control the solenoid Qvac lQ V(!II
Move l by i%lj (step b3).

Through such control, in this embodiment, the exhaust temperature becomes constant (here, Tcx='?00°C), whereas in the conventional control, the temperature in FIG. 12 (solid line) and ptS13 (
a).

In contrast to the engine shown in FIG. During acceleration (A'→B'), the exhaust temperature can be kept constant.

11) At the time of deceleration in the regeneration state tjS Set the fuel injection amount Qf and fuel injection timing IT so that the route (solid line) from the current operating state (starting point) B' in Fig. 14 to the 1j target operating state (end point) A' becomes the route (solid line). control,
Adjust the exhaust temperature Tex.

That is, in order to go from "B' to A'J," the fuel injection timing adjustment means adjusts the fuel injection timing IT so that the target operation becomes the state A', and the fuel injection timing IT is adjusted according to this fuel injection timing IT. Then, the fuel injection amount Q[ is adjusted by the exhaust temperature maintenance fuel injection timing correction means.

In this example, the exhaust temperature is constant (here, Tex=7(l
o'c), and in conventional control, the 12th I
13 (a) and (b), respectively, even though the fuel injection iQf and the fuel injection timing IT are changed so that they are directly aligned with each other IWf. =IL, i at certain speed of the engine of this embodiment (B'→A
), it is possible to keep the temperature constant.

Furthermore, table 'IJ: +5! The display may be visually appealing, such as a lamp or light-emitting diode, or may be visually appealing, using audio or the like.

Note that the specific values of temperature and time used in each of the above-mentioned Examples are merely examples.

As described in detail below, in the diesel engine control device of the present invention, the easel engine 11 is equipped with an electric path for collecting particulates 1 from the combustion chamber of the diesel engine. a particulate collection filter arranged therein, a fuel injection amount i'E adjustment stage 1 for adjusting the injection amount of fuel supplied to the combustion h(4), and a fuel injection stage for adjusting the injection timing of the fuel. A fuel injection timing detection sensor is provided for detecting the actual fuel injection timing in the fuel injection timing adjustment means, and also for controlling the temperature of the exhaust gas sent to the particulate collection filter. In order to maintain the exhaust temperature 41 to correct the fuel injection amount according to the fuel injection timing from the fuel injection timing detection sensor 2, in order to maintain the fuel injection timing at a predetermined value (+Il positive means is provided). By doing so, you can obtain the following effects and benefits:

(1) The fuel injection amount adjusting means can be operated in synchronization with the one-step response delay of the fuel injection timing adjusting means, which has a large response delay, thereby controlling the fuel injection timing. Appropriate control can be achieved in a transient state until both the means and the fuel injection timing adjusting means reach the target values, which has the advantage of improving system reliability.

(2) The fuel injection amount can be determined according to the fuel injection timing, so that even when the difference between the response delay of the fuel injection timing adjustment means and the response delay of the fuel injection amount adjustment means is large, Fuel injection amount can be controlled accurately.

(3) Due to the above-mentioned item 2, the exhaust gas temperature can be kept constant, and the particulate collection and extraction filter can be smoothly regenerated.

(4) Particulate collection filter erosion (ilD)
can be prevented.

[Brief explanation of drawings]

Figure 1 shows the relationship between engine rotational speed and average effective pressure divided into operating ranges in which the filter can be regenerated using conventional equipment.
Fig. ff52 is a diagram showing the temperature increase effect and output reduction due to the retardation of the injection pump, and Figs. 3 to 17 show a control device for a diesel engine as an embodiment of the present invention. The overall configuration diagram, FIG. 4 is a side sectional view of the main part of the fuel injection amount adjusting means, FIG. 5 (a) * (1)) is a front sectional view and a main part side view of the internal timer, respectively.
Fig. fjS6 is a configuration diagram of the external timer, Fig. F57 is a graph showing its operation, Fig. 8 is a flowchart showing its control procedure, Figs. 9 (a) to (c) and Fig. 10 (a).
- (C) are all graphs showing fuel injection AJ 1l = 11th period control, Fig. 11 is a configuration diagram of a modified example of the fuel injection IlJ amount 11MI adjustment means, Fig. 12 is a graph showing 1;C rice Jv
Graphs showing the relationship between fuel injection amount and average effective pressure in numbers, Figures 13 (a) and (b) respectively show the fuel injection timing and fuel injection amount corresponding to the route in Figure 12. The graph shown in FIG. 14 is a graph showing the relationship between the fuel injection amount and the average effective pressure in the above-mentioned engine according to the present invention due to the +subi rotation, and FIG. 15 (a) = (b) is the graph shown in FIG. A graph showing the fuel injection timing and fuel injection amount corresponding to the route, FIG. 16 is the fuel injection ηJ'-11i:
FIG. 17 is a flowchart showing the control procedure, and FIG. 17 is a schematic diagram showing the determination of the fuel injection amount based on the map. 1. Diesel engine, 2. Exhaust passage, 3. Particulate collection filter, 4. Exhaust manifold,
5. Oxidation catalyst (first stage catalyst), 6. Controller (computer) constituting fuel injection 1jt adjustment means, feedback control means, and fuel injection timing correction means for maintaining exhaust temperature, 7A, 7B. Pressure sensor, 8. - Injection pump, 9... Internal timer (hydraulic automatic timer) that constitutes the first fuel injection timing adjustment means with quick response.
, 10...Fuel injection amount control means, 11...Accelerator, 1
2...Accelerator lever opening sensor, 13...Rotation speed sensor, 14...Plunger, 15...Spill ring, 1
G...Driven Ya7), 1'7...Governor, 18...
Weight sleeve, 19...Fun 10-le lever, 20
・・Supporting lever, 21・・Tension lever, 22・・Fulcrum pin, 23・・Guide lever, 24・・
Pin, 25...Fuel increase jet device constituting the fuel injection adjustment plate/stage, 26...Compression spring, 27...Increase full screw, 28...Reduction gear, 29...Motor, 30.9
position 1rt sensor, 31. External timer (retard timer) constituting the second fuel injection timing adjustment yj + means with slow response speed, 32.. Planetary gear train, 33.. Hydraulic cylinder, : 34.. Screw 1. 35... Solenoid spool valve, X (
6.◆Oil pump! )°l...Oil filter, 38.
・Relief valve, z(!1...position sensor, 40...temperature sensor as temperature detection means, 41...bypass passage,
42...Solenoid on-off valve, 43...Intake manifold, 44
...Intake passage, 45..Intake throttle valve, 46..EGR passage, 47..Pressure response device, 48..EGR valve, 49.
・Pressure response device! 3()...Pressure sensor, 51.52
...Potentiometer! j3...Water temperature sensor, 54...
・111. j'lsen1no, :35...display unit,57.
・Pressure response device, ri8... Lever, 58'... Potentiometer, 60... Roller, 61... Roller link, 62... Cam plate, 63... Timer spring,
64...Timer piston, 65...Slide bin, 6
7. Position sensor as a fuel injection timing detection sensor, 2
01... Spherical part, 321, 322... Ring gear, :'
, 31. 332...Hydraulic sealing chamber, 471...Diaphragm,
472...Pressure chamber, 473...Atmospheric passage, 474...Vacuum passage, 4.75, 4.76...Opening/closing valve, /l
! ]1...Diaphragm, 492...Pressure chamber, 4! ”3
・i-Atmospheric passage, 494... Vacuum passage, 495.
4 'J G...Electromagnetic on-off valve, 571...Diaphragm,! S72...Pressure chamber, 573...Atmospheric passage, 574
...Vacuum passage, 575,576...Solenoid on-off valve. Agent Patent Attorney Yoshihiko Iinuma Fig. 1 Engine rotation speed N (rpm) - Fig. 2 Flat effective power Pe (kg/cm2) - Fig. 4 Fig. 5 (0) (b) Fig. 9 ( 0) (C) Time (secl- Fig. 10 (0) Time t (secl- Fig. 1I (Pe) B Fig. 12 1110 touch 1 x Qf - Fig. 13 Time ↑ (sec) 1 hour't (sec) - Figure 14 Renzai'l'rl (LII+l Of ------- No. 15
Figure Time t (sec) One hour t (sea) - Figure 16 Figure 17 Engine rotation speed N Before procedural amendment 1 Incident display 1982! ly Permission No. 213045 2 Name of the invention Control device for diesel engine 3 Relationship to the l1ll correction case Applicant postal code 108 Address 33-8 Shiba 5-chome, Minato-ku, Tokyo Name (628) Mitsubishi Motors Corporation Company 4 Agent Postal code: 160 Address: 5 Minamimotomachi, Shinjuku-ku, Tokyo:) No. 5 Date of amendment order: j 6 Amended λ・J Era #lll Q'r ii'l Scope of claims column 4. Detailed description of the invention and brief description of the drawings. "7 Among the amendments"C〆(1)Claim(2)Specifications-:CiI5Sei line 12, page 23, line 10. m2 /I pfrl'14(i'+m25DU'S1
11LffH6N Supplement "1-fuel injection timing" written in line 18 and line 8 of page 29 to "fuel injection amount". 8 Soe I; J? 1-M i: II, a Patent j'l Document stating the claims 1 copy 2, Claims 11 In order to collect particulates from the combustion chamber of the diesel engine in the air passage of the diesel engine A particulate collection filter disposed, a fuel injection shell flA3 adjustment means for adjusting the injection amount of fuel supplied to the combustion chamber, and a fuel injection timing adjustment means for adjusting the injection timing of the fuel. In addition, a fuel injection timing detection sensor is provided for detecting the actual fuel injection timing in the fuel injection timing adjustment means, and the fuel injection timing is adjusted to maintain the temperature of the exhaust gas sent to the particulate collection filter at a predetermined value. time J9] Correcting the fuel injection amount according to the fuel injection time Jl from the detection sensor 1 Temperature maintenance fuel 1;;1. l!
A control 911 device for a diesel engine, characterized by being equipped with a Ji shot correction means.

Claims (1)

[Claims] A particulate collection filter disposed in the exhaust passage of the diesel engine to collect particulates from the combustion chamber of the diesel engine, and a natural material for adjusting the injection amount of fuel supplied to the combustion chamber. Spout! Adjust the li, I amount adjustment means and the injection timing of the same fuel! ! ``t burn''A
Equipped with 4 injection timing adjustment means, it is possible to
A fuel injection Jtll detection sensor for detecting the actual fuel injection timing in the adjustment means 1 is provided, and the temperature of the exhaust gas sent to the filter 111 is adjusted to a predetermined value. 11 -], an exhaust temperature agent [holding] II injection timing correction means is provided for correcting the amount of fuel injection η'' according to the fuel injection timing from the fuel injection timing detection sensor. Diesel engine 1111 decoration R0 characterized by