Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D23/00—Controlling engines characterised by their being supercharged
  • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/10—Introducing corrections for particular operating conditions for acceleration
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B3/00—Engines characterised by air compression and subsequent fuel addition
  • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/04—Engine intake system parameters
  • F02D2200/0406—Intake manifold pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the present invention relates to a fuel injection control device of a ⁇ -diesel machine m including a supercharger, and more particularly, to a fuel injection control device for controlling an injection amount of fuel i according to a boost pressure of a supercharger.
• a fuel injection control device for controlling an injection amount of fuel i according to a boost pressure of a supercharger.
• Background technology 3 ⁇ 4
• flint more than injection a corresponding to the booster may be injected, and combustion is incomplete because of this.
• black smoke was generated in the exhaust gas.
• a separate member called a boost compensator is attached to the fuel injection control device E, and the boost comp.
• the upper limit ⁇ of the fuel injection a corresponding to the boost was controlled by the pen-seater to prevent the generation of smoke during the withdrawal c.
• the controller of the controller constituting the m-injection control device is provided with a boost pressure change during sudden acceleration 3 ⁇ 4 in advance.
• the maximum average value is recorded, and a fuel injection £ i suitable for such a maximum average value of the boost pressure change is stored, and based on these ip, information. Busts & changes in abrupt m
• the fuel injection was controlled to prevent the generation of black smoke in the exhaust gas.
• the maximum average value of the boost pressure change during sudden acceleration is stored in advance in the memory of the controller that constitutes the fuel injection control device, and the fuel injection is performed so as to correspond to the boost pressure change.
• the fuel injection E is controlled according to the maximum average value of the boost pressure change between the & and the KUMA, so that the suitable fuel injection amount can be controlled in response to a wide range of the boost pressure change. It was difficult to control the temperature, and this often caused a problem that black smoke was generated during rapid acceleration.
• the present invention does not use a device as a separate component such as a boost compensator or the like, and minimizes the generation of black smoke during rapid acceleration. It is an object of the present invention to provide a fuel injection control device for a diesel engine with a supercharger. Disclosure of the invention
• a fuel injection control device for a diesel engine with a supercharger includes a booth corresponding to each engine rotation speed, a relationship between a rack movement value for controlling a fuel injection amount and an accelerator opening.
• Rack of smoke limit at low pressure Move upper limit The relationship between the rotation speed of each machine and the time constant of the response delay of the turbocharger at each boost pressure is set and stored in advance, and when the accelerator is depressed, A rack transfer value corresponding to an accelerator opening is detected based on the stored information, and the calculated rack transfer value is a smoke limit rack based on the stored information. If it is smaller than the upper limit movement value, the actuator that controls the fuel injection fi is actuated based on the calculated rack movement value, and the calculated rack movement value is actuated.
• the actuator is actuated based on the rack upper movement value, and the response of the turbocharger is further increased. After a lapse of time in consideration of the characteristics, the above-described procedure is repeated again based on the above-described recording information.
• the controller is equipped with a suitable amount of fuel corresponding to the pressurization pressure at any time of rapid acceleration operation. This prevents black smoke from being generated in the exhaust gas of the diesel engine with a supercharger.
• FIG. 1 is a block diagram illustrating a fuel injection control device according to the present invention.
• FIGS. 2 (a) to 2 (d) are diagrams showing types of information previously set and stored as map information in the controller u.
• FIG. 3 is a schematic diagram showing a controller I of a controller of a fuel injection control device according to the present invention.
• FIG. 5 is a block diagram showing a fuel injection control device according to the present invention.
• an actuator 2 composed of a rack for adjusting the fuel injection amount is provided in the fuel pump, and a controller ⁇ ⁇ is provided in the controller ⁇ .
• information corresponding to the change of each coordinate element is set and stored in advance.
• FIG. 2 (a) shows the relationship between the accelerator opening of 0 ⁇ 0 and the rack movement value of the actuator 2 corresponding to this accelerator opening.
• the map information of the two-dimensional coordinates is shown in Fig. 2 (b).
• Fig. 2 (c) shows the relationship between the values and the three-dimensional coordinate map information.
• Fig. 2 (c) shows the above-mentioned rack at the nominal boost pressure against the engine tilling speed in a steady state.
• Fig. 2 (d) shows the relationship between the torque and the ft value in three-dimensional coordinate map information
• Fig. 2 (d) shows the supercharging at each boost pressure corresponding to each engine speed.
• the relationship between the machine's response delay and the time constant is shown by map information of three-dimensional coordinates.
• the accelerator opening information is detected by an accelerator opening sensor that detects the accelerator opening (not shown). Is input to the controller 1 (step 100), and the controller 1 shown in FIG. 2 (a) based on the transmitted accelerator opening information. A suitable rack movement value R s corresponding to the accelerator opening is obtained from the map information (step 10 ⁇ ).
• the controller ⁇ based on the information of the engine rotation speed input from the engine rotation speed sensor which detects the engine rotation speed of the diesel engine (not shown) in FIG.
• the rack upper limit movement value R s1 of the smoke limit is calculated from the map information indicated by () (Step 102).
• the controller 1 moves the Hi-Ra calculated in step 10 3 ⁇ 4 on the rack extracted in step 0 2. Is compared with the limit movement value R s1 (step 103), and if it is determined that R a ⁇ R s1, the rack movement value of R a is determined by Actuator 2 (No. (6)
• the actuator 2 controls the rack based on the transferred rack movement value of Ra (step 104).
• step 105 The boost pressure at the rack movement value R s is calculated (step 105), and based on the boost pressure calculated in step ⁇ 05, the pressure is calculated from FIG. 2 (d). ! ! Calculates the response time constant of the feeder (Step 1G6), and after the time t set by this response time constant elapses, based on the information on the engine speed detected from the engine speed sensor again. 2 From the map information shown in Fig. (B), the rack upper limit movement value Rs1 of the smoke limit shown in step 102 is calculated, and thereafter, step ⁇ is performed from step ⁇ 02. Repeat the same process up to 06.
• controller 1 is step 103, the rack movement value Ra calculated in step 101 and the rack upper limit movement calculated in step 102.
• the controller 1 compares the value R s1 with the rack movement value R s equal to R s 1 and determines that the value R a> s 1. (FIG. 5)) (step 107), and the actuator 2 controls the rack based on the transferred rack movement value of Rs. Then, the controller 1 accelerates the engine in step 108 in accordance with the rack movement value R s, and the & and descending steps are performed after the above-described steps ⁇ 05 and later. The same process is performed.
• the determination of the fuel injection amount during acceleration is performed based on the booster pressure of the turbocharger stored in advance as the engine speed and the map information. Since the control is performed based on the rack upper limit movement value of the smoke limit, fuel that exceeds the upper limit of the injection amount corresponding to the pump pressure during rapid acceleration operation is injected. Therefore, the generation of black smoke in the exhaust gas is prevented as much as possible. Also, without using a separate component such as a boost compensator as in the past, the black smoke in the exhaust gas is controlled by the controller constituting the fuel injection control device. Since the generation is prevented as much as possible, the number of parts does not increase, so that it is possible to provide a fuel injection control device having such an operation at a low cost. And
• the fuel injection control device is a fuel injection control device for a diesel engine with a supercharger, which is required to prevent the generation of black smoke during rapid acceleration operation. Suitable for

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• High-Pressure Fuel Injection Pump Control (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=16142363

Family Applications (1)

Country Status (2)

Cited By (2)

Citations (3)

• 1987
  • 1987-12-03 JP JP1987183816U patent/JPH0188043U/ja active Pending
• 1988
  • 1988-12-03 WO PCT/JP1988/001223 patent/WO1989005393A1/ja unknown

Patent Citations (3)

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