JPS61232360A - Electronic control internal-combustion engine - Google Patents

Abstract

PURPOSE:To make optimum running come to fruition, by calculating the on-off timing of each valve during engine running and, at the time of controlling on-off motion of these valve on the basis of the calculation result and the detected value of a crank angle, controlling a fuel injection valves among these valves with pressure inside a combustion chamber and horsepower as a criterion. CONSTITUTION:An electronic control internal-combustion engine processes these detection data of a crank angle, an engine speed, torque, pressure and temperature in every part of an engine and an exhaust gas composition, etc., at a central processing unit 19 in accordance with the specified program, and controls to open or close a fuel injection valve 5 via a first drive circuit 25, a starting valve 2, a scavenging valve 3 and an exhaust valve 4 each via a second drive circuit 26, from a Diesel engine control circuit 20 according to each crank angle, respectively. In this case, injection start timing of the fuel injection valve 5 among these valves 2-5 aforesaid is made so as to be controlled with pressure Pz inside a combustion chamber to be found out of output of a combustion chamber pressure sensor S7 and horse power Ni to be found out of mean effective pressure Pi to be calculated on the basis of the said pressure Pz and a engine speed as a criterion.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an electronically controlled internal combustion engine, and more particularly to an electronically controlled internal combustion engine capable of controlling the opening and closing timing of a fuel injection valve.

Conventional technology Electronically controlled internal combustion engines, for example, aim to achieve optimal operational control of a diesel engine using an electronic computer. The pressure, temperature, exhaust gas composition, etc. of It opens and closes the starting valve, scavenging valve, exhaust valve, fuel injection valve, etc. of a diesel engine according to the crank angle.

Generally, a method for optimally controlling an engine is to adjust the maximum combustion pressure within the combustion chamber, and the fuel injection timing is controlled in order to adjust the maximum combustion pressure. This method is also used in conventional mechanical diesel engines.

FIG. 8 shows a conventional fuel injection timing adjustment device for a mechanical diesel engine, in which the fuel injection timing is adjusted by moving a timing rack (102) for adjusting the fuel injection timing attached to a fuel pump (101). This controls the maximum combustion pressure within the combustion chamber. A positioner (103) is arranged next to the fuel pump (101) and is coupled to the timing hook (102) to drive it. This positioner (103) has a pressure regulating valve (10
The position of the arm (104) (that is, the position of the timing rack (102)) is determined according to the control air pressure from 5). The lever (106) is connected to a lever (107'') that rotates in accordance with the movement of the fuel adjustment shaft, and changes its angle to the fulcrum (111) or (112) depending on the load. 105) is used to determine the pushing amount of the top.(108X109X110) are the bolts for initial adjustment, and (113X114) are the bolts for initial adjustment.
) is a fine adjustment bolt.

Problems to be Solved by the Invention However, in the conventional configuration as described above, Poμ)(108)(
There is a problem that the setting work using the 109X110) and fine adjustment port (113X114) is cumbersome.

SUMMARY OF THE INVENTION An object of the present invention is to solve these problems and to completely automatically control fuel injection timing.

Means for Solving the Problems In order to solve the above problems, the present invention calculates the opening/closing timing of the valves that need to be opened and closed during operation of the internal combustion engine, and based on the calculation results and the detected value of the crank angle. The electronically controlled internal combustion engine controls the opening and closing operations of the valves, and includes means for controlling the injection start timing of a fuel injector of the valves based on combustion chamber pressure and indicated horsepower.

With this type of operation, the optimal fuel injection timing can be completely automatically controlled based on the combustion chamber pressure and the indicated horsepower, and the engine can be optimally controlled.

Example Hereinafter, one embodiment of the present invention will be described based on the drawings.

FIG. 2 shows the overall configuration of an electronically controlled internal combustion engine according to the present invention. A diesel engine usually has a plurality of cylinders (1) from 1st to Nth cylinders, and each cylinder (1
) are each equipped with a starting valve (2), a scavenging valve (3), an exhaust valve (4), and a fuel injection valve (5). (6)～
(9) is an actuator that operates all of these parts (2) to (5). The fuel injector (5) has a fuel tank α.
Fuel oil is supplied from Q by a fuel pump αη. @
is the fuel pressure accumulator, α is the fuel cutoff valve, (b) is the reverse valve, (
) is the fuel flow meter.

On the other hand, the rotation angle of the crankshaft Q0 is detected by an encoder αQ and inputted to a central processing unit (hereinafter referred to as CPU) 4 via an input port αη and a data bus. Note that the detection output of encoder qQ is output from the diesel engine control circuit (e) and frequency/voltage converter Q1.
It is also sent as crank angle information. The signal converted into a voltage signal according to the transmission speed by the frequency/voltage converter is input to the CPU (II) via the analog/digital converter and the data bus. The pressure, temperature, exhaust gas composition, etc. of each part of the engine are also detected by sensors (S,) to (S,), and after the data is converted into digital data by an analog/digital converter, it is input to the CPU (ILJ). Ru.

cpu (1'J reads the operation command input from the setting input/display device (Foundation), and based on this operation command,
Optimization of the engine is performed according to a predetermined program using data representing engine operating conditions such as crank angle, rotation speed, pressure and temperature of each part of the engine, and exhaust gas composition input from an analog/digital converter (a). Calculation of the control amount and operation amount for control is executed. Then, from this calculation result, a control command for the fuel pump (b) is created,
The fuel pump αη is controlled via a digital/I/analog converter (c). Finally, the CPU 19 creates control commands for each part of the starting valve (2), intake valve (3), exhaust valve (4), and fuel injection valve (5) from the calculation results, and sends them to the diesel engine control circuit. I will appear on.

The diesel engine control circuit reads the control command from the CPU (11) and sends control information corresponding to the crank angle information obtained from the encoder αQ to the first and second drive circuits c!51t201. First drive circuit-
The fuel injection valve (5) is actuated by controlling a control valve that controls the actuation timing of the actuator (9). On the second drive circuit side, actuators (6) (7) (
Control valves (28) each control the operation timing of the
1) to operate the start valve (2), scavenge valve (3), and exhaust valve (4), and also control the operation of the fuel cutoff valve □□□. Note that in this example, the actuator (6
) to (9) use the hydraulic pressure generated by the hydraulic oil pump 6υ, and a pulsation prevention and hydraulic oil pump C is installed on the outlet side of the hydraulic oil pump 6η.
A pressure accumulator is installed to reduce the required power.

A is a pressure regulating valve, (b) is an oil tank, and (to) is a flow regulating valve.

Figure 1 shows the "predetermined program" mentioned above.
Of these, a control block diagram of the fuel injection valve (5) and the fuel pump C11) is shown. The combustion chamber pressure processing device 6υ in the central processing unit 0 has an analog/
Via the digital converter (2), the combustion chamber pressure sensor (
S7) and the signal from the scavenging chamber pressure sensor (S8) (
p, )D, (p,)D are input, and the rotational speed processing device Q
A signal from the encoder signal is input to the 5 signal, and a signal (pf) D from the fuel injection pressure sensor (S,) is input to the fuel/injection pressure processing device Q.

In the combustion chamber pressure processing device 611, the combustion chamber pressure p2 is subjected to waveform processing as shown in FIG. Crank angle θゎ, θ corresponding to these. , θexp are read. At the same time, the indicated mean effective pressure p, is calculated. These waveform processes are performed by averaging waveforms of several tens to hundreds of cycles.

The rotational speed processing device calculates the rotational speed of the engine, divides the crank angle, and sends the signals to the combustion chamber pressure processing device 6υ and the combustion injection pressure processing device.

In the fuel injection pressure processing device, the fuel injection opening pressure pfo, the maximum injection pressure pf□, and the fuel injection pressure p are waveform-processed as shown in FIG. 3(b). The crank angle θ, corresponding to . , and the crank angle θf8 of the fuel injection path are read out.

Next, the indicated horsepower processing device calculates the following from the indicated mean effective pressure p and the engine speed n. Here, V=displacement amount (cylinder stroke volume) +==i: 2 cycles = 1/2: 4 cycles.

The combustion chamber maximum pressure comparison/correction processing device■ contains the combustion chamber maximum pressure p obtained during land operation or sea tests.
Ilrl is stored as a standard value.

This value is set so that the thermal efficiency is the best (the fuel consumption rate is the minimum) in a relatively high output range. The maximum pressure (pm) is set as shown in m. Generally, the higher the maximum pressure pIn, the higher the thermal efficiency limit. The maximum pressure pIn input from the combustion chamber pressure processing device ('il+ to the combustion chamber maximum pressure comparison/correction processing device -
The signal is compared with the set maximum pressure (pfll)-, taking into account the conditions of the compression path pressure pc and the indicated horsepower N,
The amount of correction is determined.

A correction signal is output for B, C...), and as mentioned above, the correction signal is pm/pc≦1.6~
The limits are set to fall within the limits of 1.7.

This correction signal is input to the Diesel μ engine control circuit (1), and the crank signal obtained from the encoder M is
Corresponding to the angle information, a signal for correcting the fuel injection start timing is output to the first drive circuit, and the fuel injection valve (
The control valve 5) is adapted to be corrected and controlled. In addition, the maximum set pressure (1) m) m (A, B,
C...) is also a setting input processing device with a display device.
It is also possible to reset the settings from

On the other hand, in the comparison and correction processing device for the maximum injection pressure, the fuel injection pressure signal pf from the fuel injection pressure processing device 1M is
ITl and the set maximum pressure (pfm) m shown in FIG. 6 are compared, and the pressure deviation-correction signal characteristic shown in FIG. 7 is determined in advance from the injection maximum pressure and the flow rate-pressure characteristic of the fuel pump C1υ. A correction signal is obtained. This correction signal is sent to the fuel pump αυ via a digital/L//analog converter (incorporated) to control the flow rate of the fuel bond 0υ.

Effects of the Invention As described above, according to the present invention, the troublesome setting of various adjustment bolts in conventional mechanical fuel injection timing adjustment devices is eliminated, and the optimum fuel injection timing can be completely automatically adjusted. control, and the engine can be controlled optimally.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of the main parts of an embodiment of the present invention, FIG. 2 is a schematic diagram of the overall configuration, and FIG. 3 is an explanatory diagram of processing waveforms.
Fig. 4 is an explanatory diagram of the maximum pressure in the combustion chamber and the final pressure in the combustion chamber, Fig. 5 is an explanatory diagram of the output signal from the comparison and correction processing device for the maximum pressure in the combustion chamber, and Fig. 6 is an explanatory diagram of the maximum pressure in the combustion chamber. An explanatory diagram of pressure, FIG. 7 is an explanatory diagram of the output signal of the comparison/correction processing device for the maximum injection pressure, and FIG. 8 is an explanatory diagram of a conventional example. (5)... Fuel injection valve, αQ...-encoder, α... Central processing unit, Kan... Diesel engine control circuit, 511... Combustion chamber pressure processing device, □□□...
・Rotation speed processing device, threat...Fuel injection pressure processing device,
-...Illustrated horsepower processing device, Zeng...Comparison/correction processing device for the maximum pressure in the combustion chamber, (g)--04J age table high pressure scolding Komahi Minemasa Masa! Yoshi Morimoto, Agent 1
Figure 4

Claims (1)

[Scope of Claims] 1. An electronic control system that calculates the timing of opening and closing a valve that needs to be opened and closed during operation of an internal combustion engine, and controls the opening and closing operations of the valve based on the calculation result and the detected value of the crank angle. What is claimed is: 1. An electronically controlled internal combustion engine, comprising means for controlling an injection start timing of a fuel injector among the valves based on combustion chamber pressure and indicated horsepower. 2. The electronic control guide engine according to claim 1, further comprising means for controlling the maximum fuel injection pressure based on the fuel injection pressure and the indicated horsepower.