WO2010058650A1 - Moteur diesel à commande électronique - Google Patents

Moteur diesel à commande électronique Download PDF

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Publication number
WO2010058650A1
WO2010058650A1 PCT/JP2009/066143 JP2009066143W WO2010058650A1 WO 2010058650 A1 WO2010058650 A1 WO 2010058650A1 JP 2009066143 W JP2009066143 W JP 2009066143W WO 2010058650 A1 WO2010058650 A1 WO 2010058650A1
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WO
WIPO (PCT)
Prior art keywords
injection amount
upper limit
acceleration
engine
fuel injection
Prior art date
Application number
PCT/JP2009/066143
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English (en)
Japanese (ja)
Inventor
功 高川
仁 足立
豪 朝井
和寛 山田
智宏 福田
貴志 宮本
Original Assignee
ヤンマー株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤンマー株式会社 filed Critical ヤンマー株式会社
Priority to CN2009801460279A priority Critical patent/CN102216594B/zh
Priority to US13/130,026 priority patent/US9328683B2/en
Priority to EP09827431.9A priority patent/EP2348214A4/fr
Publication of WO2010058650A1 publication Critical patent/WO2010058650A1/fr

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Classifications

    • 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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to the technology of an electronically controlled diesel engine.
  • the controller stores in advance the correlation such as the engine speed, boost pressure, and the smoke limit rack upper limit position, and suppresses the injection amount below the smoke limit rack upper limit position corresponding to the detected engine speed.
  • the fuel injection amount upper limit value for each engine speed for acceleration is preset in the controller.
  • the conventional configuration it is necessary to measure in advance the correlation between the engine speed, the boost pressure, the smoke emission limit fuel injection amount, etc., which increases the development man-hours. Further, depending on the fuel injection amount before acceleration, the fuel injection amount rapidly increases up to the upper limit injection amount, and may become excessive with respect to the intake air amount, thereby generating black smoke.
  • the present invention presents a configuration that suppresses a rapid increase in the fuel injection amount from the fuel injection amount before acceleration without measuring the correlation between the engine speed, the boost pressure, the smoke emission limit fuel injection amount, and the like in advance. To do.
  • the electronic controlled diesel engine of the present invention in the electronically controlled diesel engine that determines the fuel injection amount by the control device, the low speed region acceleration determination means, the low speed region acceleration release determination means, respectively connected to the control device, An upper limit injection amount suppression means, and the low speed region acceleration determining means determines whether or not a predetermined acceleration has been made from the difference between the target engine speed and the actual engine speed, The acceleration cancellation determination means determines whether or not to terminate the acceleration control from the difference between the target engine speed and the actual engine speed.
  • the upper limit injection amount suppression means is the low speed region acceleration determination means that When it is determined that the region acceleration condition is satisfied, the initial upper limit value of the fuel injection amount is set to the upper limit injection amount set with respect to the injection amount at the time of the determination or the actual engine speed at the time of the determination.
  • An inner, set to the injection quantity of one larger value, the low-speed range acceleration cancellation determination means over time until it is determined that the low-speed range acceleration cancellation condition is satisfied, is intended to return to the normal upper limit.
  • the normal upper limit return characteristic of the fuel injection amount with the passage of time of the upper limit injection amount suppression means is a linear function characteristic or the return ratio is small at the initial stage of return and the end stage of return. Indicates that one of the characteristics to be increased can be selected.
  • the upper limit injection amount at the start of acceleration is set to the injection amount at that time, the rapid increase of the fuel injection amount can be suppressed and the generation of black smoke can be prevented.
  • the responsiveness of the accelerator operation can be selected according to the preference of the operator.
  • FIG. 1 is a block diagram showing the overall configuration of an engine according to an embodiment of the present invention
  • FIG. 2 is a block diagram showing signal transmission for upper limit injection amount control
  • FIG. 3 is (a) a target at acceleration.
  • the graph which shows the time change of an engine speed and an actual engine speed
  • It is a graph which shows the time change of the 2nd upper limit injection amount at the time of acceleration.
  • FIG. 4A is a graph showing the change over time of the third upper limit injection amount during acceleration.
  • FIG. 4B is a graph showing the change over time of the third upper limit injection amount during acceleration.
  • Engine 100 which is an embodiment of the present invention will be described with reference to FIG.
  • Engine 100 is a direct-injection four-cylinder diesel engine that is mounted on a ship and drives propulsion unit 110 as a marine engine.
  • the engine 100 includes an engine body 10 and a fuel injection amount control device 20 as a control device that controls the fuel injection amount.
  • the output shaft 11 of the engine body 10 is connected to the propulsion unit 110. Further, the output shaft 11 of the engine body 10 is provided with a flywheel (not shown).
  • the propulsion unit 110 is a unit that drives the propeller 111 through a transmission mechanism (not shown) by driving the output shaft 11.
  • a clutch mechanism 23 is provided for connecting / disconnecting between the output shaft and the propulsion unit and switching between normal rotation and reverse rotation.
  • the engine body 10 includes an intake passage 15 for taking in air necessary for fuel combustion, and an exhaust passage 16 for discharging exhaust gas after combustion of the fuel.
  • the exhaust passage 16 is provided with a turbine portion 17, and is configured to drive the turbine by supplying exhaust to the turbine portion 17.
  • the turbine part 17 is connected to a compressor part 19 for air supply compression via a turbine shaft 18.
  • the supercharger is provided in the engine body 10.
  • the engine body 10 includes a fuel injection pump 21 and injectors 22, 22, 22, 22.
  • the fuel is pumped by the fuel injection pump 21 and injected into each cylinder by the injectors 22, 22, 22, 22.
  • the fuel injection pump 21 includes an electronic governor mechanism and includes a rack actuator 46.
  • the engine is not limited to an engine having an electronic governor, and may be, for example, an engine that performs common rail fuel injection control.
  • the fuel injection amount control device 20 is a device that determines the upper limit fuel injection amount and controls the fuel injection amount when acceleration occurs in the engine low speed range.
  • the fuel injection amount control device 20 includes an engine control unit (hereinafter referred to as ECU) 40, an accelerator 41, a clutch 42, an engine speed sensor 44, an intake air amount sensor 45, a rack actuator 46, and a dip as a selection means. And the switch 47.
  • the ECU 40 includes an arithmetic device 50 and a storage device 51.
  • the accelerator 41 and the clutch 42 are provided at the steering seat of the ship. Further, the accelerator 41 has a function of instructing the target engine speed Nset to the ECU 40 as an engine speed command means.
  • the clutch 42 has a function of instructing the ECU 40 to switch the clutch mechanism 23 as switching means for connecting / disconnecting the clutch mechanism 23 and normal / reverse rotation.
  • the engine speed sensor 44 is provided in the vicinity of the output shaft 11 of the engine 100.
  • the engine speed sensor 44 has a function of detecting the actual engine speed Ne and transmitting it to the ECU 40 as actual engine speed detection means.
  • the intake air amount sensor 45 is provided closer to the engine body 10 than the compressor portion 19 of the intake passage 15 and has a function of detecting the intake air pressure as an intake air equivalent signal and transmitting it to the ECU 40.
  • the rack actuator 46 adjusts the fuel injection amount based on a final target injection amount Qfinal calculated by an injection amount upper limit processing unit 67 described later.
  • the dip switch 47 has a function of selecting or setting various functions of the engine 100 as selection means.
  • the arithmetic device 50 includes a target rotation number calculation unit 61, an actual rotation number calculation unit 62, a fuel injection amount calculation unit 63, an acceleration determination unit 64, an upper limit injection amount calculation unit 65, a minimum value selection unit 66, and an injection amount upper limit processing unit 67. , As a function.
  • the target engine speed calculation unit 61 has a function of calculating the target engine speed Nset commanded by the accelerator 41.
  • the actual rotation speed calculation unit 62 has a function of calculating the actual engine rotation speed Ne from the value detected by the engine rotation speed sensor 44.
  • the fuel injection amount calculation unit 63 has a function as fuel injection amount calculation means based on a deviation between the target engine speed Nset and the actual engine speed Ne. More specifically, the fuel injection amount calculation unit 63 includes a target engine speed Nset calculated by the target speed calculation unit 61 and an actual engine speed Ne calculated by the actual speed calculation unit 62. Has a function of calculating the target injection amount Qset so that the deviation thereof becomes zero.
  • the acceleration determination unit 64 has a function as a low speed region acceleration determination means and a low speed region acceleration release determination means for the engine speed. More specifically, the acceleration determination unit 64 serves as a low speed region acceleration determination unit, and the target engine speed Nset calculated by the target speed calculation unit 61 and the actual engine calculated by the actual speed calculation unit 62. It has a function of determining whether or not rapid acceleration has been performed from the difference from the rotational speed Ne. That is, the difference between the target engine speed Nset and the actual engine speed Ne is larger than the acceleration determination establishment threshold value K1, the clutch is engaged, and the actual engine speed Ne is the acceleration determination establishment permission upper limit number of revolutions K2. When all of the following conditions are satisfied and the engine is not stopped or started, and the actual engine speed Ne is equal to or higher than the minimum engine speed Nmin at the accelerator position minus the rotational fluctuation amount: In this case, the acceleration determination flag is established and turned ON.
  • the condition that the difference between the target engine speed Nset and the actual engine speed Ne is larger than the acceleration determination establishment threshold K1 is to determine whether or not the engine is actually accelerating.
  • the condition that the clutch is in the engaged state is that the condition that the clutch is in the engaged state is that the engine load is larger than that in the disengaged state of the clutch 42 and the fuel injection amount during acceleration when the clutch is engaged is larger. This is because there is a high risk of black smoke generation. Specifically, it is determined whether or not a clutch neutral signal is transmitted from information on switching of the clutch 42.
  • the reason that the actual engine speed Ne is equal to or lower than the acceleration determination establishment permission upper limit rotation speed K2 is that the turbocharger functions sufficiently when the actual engine speed Ne is equal to or less than the acceleration determination establishment permission upper limit rotation speed K2. This is because the amount of air supplied by the compressor unit 19 is small and the risk of black smoke generation is high. The reason that the engine is not stopped / started is to prevent the acceleration determination unit 64 from making an erroneous determination.
  • the reason why the actual engine rotational speed Ne is equal to or higher than the rotational speed obtained by subtracting the rotational fluctuation amount dN from the minimum engine rotational speed Nmin at the accelerator position is to prevent engine stall due to suppression of the upper limit fuel injection amount. For example, when the engine is stopped at an idle speed, if the load is applied and the actual engine speed Ne is further reduced from the minimum engine speed Nmin to the rotational fluctuation amount dN, the engine may be stalled if the upper limit fuel injection amount is suppressed. Because there is.
  • the acceleration determination unit 64 serves as a low speed region acceleration release determination unit, and the target engine speed Nset calculated by the target speed calculation unit 61 and the actual engine speed Ne calculated by the actual speed calculation unit 62. It has a function to determine whether or not to end the acceleration control from the difference. That is, the difference between the target engine speed Nset and the actual engine speed Ne is equal to or less than the acceleration release determination establishment threshold K3, or the clutch is disengaged, or the actual engine speed Ne is forcibly released from the acceleration determination.
  • the acceleration determination flag is turned OFF only when one of the rotation speed greater than K4 or the engine stop / start is established.
  • the reason that the difference between the target engine speed Nset and the actual engine speed Ne is equal to or less than the acceleration cancellation determination establishment threshold value K3 is to determine whether or not the acceleration has actually ended.
  • the condition that the clutch is disengaged is that when the clutch 42 is disengaged, the fuel injection amount is smaller than when the engine 42 is small and the clutch 42 is engaged, so the upper limit of the fuel injection amount is set. This is because there is no need to suppress it. Specifically, it is determined whether or not a clutch neutral signal is transmitted from information on switching of the clutch 42.
  • the condition that the actual engine speed Ne is larger than the acceleration determination forced release speed K4 is that the supercharger functions sufficiently when the actual engine speed Ne is greater than the acceleration determination forced release speed K4. This is because there is no need to suppress the upper limit of the fuel injection amount.
  • Corresponding to the condition that the engine is stopped / started when the engine is not stopped / started is a low-speed acceleration determination condition, it can be canceled even if the low-speed acceleration determination is falsely established. This is because of double monitoring.
  • the upper limit injection amount calculation unit 65 calculates the intake amount from the first upper limit injection amount calculation unit 71 that calculates the first upper limit injection amount Qmax1 based on the actual engine speed Ne and the intake amount sensor (intake pressure sensor) 45.
  • a second upper limit injection amount calculation unit 72 that calculates a second upper limit injection amount Qmax2 based on the third upper limit injection amount that calculates a third upper limit injection amount Qmax3 when an acceleration determination flag is turned on in the acceleration determination unit 64 And a calculation unit 73.
  • the minimum value selection unit 66 selects the minimum upper limit injection amount as the minimum upper limit injection amount Qmax among the first upper limit injection amount Qmax1, the second upper limit injection amount Qmax2, and the third upper limit injection amount Qmax3.
  • the injection amount upper limit processing unit 67 determines whether or not the target injection amount Qset obtained by the fuel injection amount calculation unit 63 exceeds the minimum upper limit injection amount Qmax selected by the minimum value selection unit 66. If so, the minimum upper limit injection amount Qmax is transmitted to the engine body 10 as the final target injection amount Qfinal, and if not, the target injection amount Qset is transmitted as the final target injection amount Qfinal.
  • the first upper limit injection amount Qmax1 calculated by the first upper limit injection amount calculation unit 71 is the maximum torque generation injection amount based on the actual engine speed Ne, and the map stored in the storage device 51 and the actual engine speed Ne. It is requested from.
  • the second upper limit injection amount Qmax2 calculated by the second upper limit injection amount calculation unit 72 is an upper limit injection amount based on the intake amount from the intake amount sensor 45, and is obtained from the intake amount and a map stored in the storage device 51. It is done.
  • the second upper limit injection amount Qmax2 is determined according to the intake air amount, and since the turbocharger does not operate and the intake air amount hardly changes at the initial stage of acceleration, as shown in FIG. The rate is small, and the rate of increase is increased after the middle period of acceleration when the turbocharger operates. For this reason, if fuel injection is defined with the second upper limit injection amount Qmax2 as the upper limit in the early stage of acceleration, excessive injection occurs and black smoke is generated.
  • the third upper limit injection quantity Qmax3 having an upper limit smaller than the second upper limit injection quantity Qmax2 is set in the early stage of acceleration.
  • the upper limit fuel injection amount commensurate with the intake air amount can be defined by the third upper limit injection amount Qmax3 even in the early stage of acceleration when the supercharger does not operate, so that excessive injection can be avoided and the generation of black smoke can be prevented.
  • the third upper limit injection amount Qmax3 calculated by the third upper limit injection amount calculation unit 73 is an upper limit injection amount calculated only when the acceleration determination flag is turned on by the acceleration determination unit 64.
  • a method of calculating the third upper limit injection amount Qmax3 will be specifically described. First, when the acceleration determination flag is turned ON, an initial upper limit of the injection amount is set to the larger value of the current fuel injection amount or the idle injection amount set with respect to the actual engine speed Ne at that time.
  • the initial upper limit injection amount Q0 which is a value, is set.
  • the current fuel injection amount is set as the initial upper limit injection amount Q0, and if the current fuel injection amount is smaller than the idle injection amount, the fuel injection amount It is determined that this is a temporary decrease, and the idle injection amount is set as the initial upper limit injection amount Q0.
  • the initial upper limit injection amount Q0 at the start of acceleration is set to the injection amount at that time, so that a rapid increase in the fuel injection amount can be suppressed and the generation of black smoke can be prevented.
  • the third upper limit injection amount Qmax3 is increased from the initial upper limit injection amount Q0 by a predetermined method.
  • the third upper limit injection amount is Qmax3, and the initial upper limit injection amount Q0 is used.
  • Qmax3 Q0 + (dQ1 + dQ2 ⁇ t) ⁇ t
  • dQ1 is a first coefficient
  • dQ2 is a second coefficient.
  • the third upper limit injection amount Qmax3 increases with a linear function characteristic.
  • the third upper limit injection amount Qmax3 has a small increase rate at the initial stage of return and increases at the late stage of return as shown in FIG. 4 (b). It increases with a quadratic function so that the ratio increases. With this configuration, the responsiveness of the accelerator operation can be selected according to the operator's preference.
  • the electronically controlled diesel engine of the present invention can suppress a rapid increase in the fuel injection amount from the fuel injection amount before acceleration without measuring the correlation of the engine speed, boost pressure, smoke emission limit fuel injection amount, and the like in advance. So it is industrially useful.

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

Abstract

La présente invention concerne un agencement permettant de prévenir une augmentation brutale de la quantité d’injection de carburant à partir de celle avant l’accélération, sans mesurer préalablement la corrélation entre le nombre de tours d’un moteur, la pression de suralimentation, la quantité d’injection de carburant de limite de fumée et analogue. Une section détermination de l’accélération (64) détermine s’il faut finir une commande d’accélération sur la base de la différence entre un nombre cible de tours d’un moteur (Nset) et un nombre réel de tours d’un moteur (Ne). Lorsque la section détermination de l’accélération (64) détermine que les conditions d’accélération d’une zone basse vitesse sont satisfaites, une troisième section calcul de la quantité d’injection de limite supérieure (73) constituant une section calcul de la quantité d’injection de limite supérieure (65) définit une quantité d’injection de limite supérieure initiale (Q0) à la quantité d’injection la plus grande au moment de la détermination ou à une quantité d’injection supérieure définie pour le nombre réel de tours d’un moteur (Ne) au moment de la détermination, et ramène la quantité d’injection à une limite supérieure normale selon le temps écoulé jusqu’à ce que la section détermination de l’accélération (64) détermine que les conditions de libération de l’accélération d’une zone basse vitesse sont satisfaites.
PCT/JP2009/066143 2008-11-19 2009-09-16 Moteur diesel à commande électronique WO2010058650A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN2009801460279A CN102216594B (zh) 2008-11-19 2009-09-16 电子控制式柴油发动机
US13/130,026 US9328683B2 (en) 2008-11-19 2009-09-16 Electronically controlled diesel engine
EP09827431.9A EP2348214A4 (fr) 2008-11-19 2009-09-16 Moteur diesel à commande électronique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2008295944A JP5087524B2 (ja) 2008-11-19 2008-11-19 電子制御式ディーゼルエンジン
JP2008-295944 2008-11-19

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WO2010058650A1 true WO2010058650A1 (fr) 2010-05-27

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PCT/JP2009/066143 WO2010058650A1 (fr) 2008-11-19 2009-09-16 Moteur diesel à commande électronique

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US (1) US9328683B2 (fr)
EP (1) EP2348214A4 (fr)
JP (1) JP5087524B2 (fr)
KR (1) KR101580309B1 (fr)
CN (1) CN102216594B (fr)
WO (1) WO2010058650A1 (fr)

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US20150039208A1 (en) * 2013-07-30 2015-02-05 GM Global Technology Operations LLC System and method for controlling air flow through an engine based on a fuel injection duration limit
US9957901B2 (en) 2016-01-15 2018-05-01 Achates Power, Inc. Fuel limiter for a uniflow-scavenged, two-stroke cycle, opposed-piston engine
US10161345B2 (en) 2016-01-15 2018-12-25 Achates Power, Inc. Control of airflow in a uniflow-scavenged, two-stroke cycle, opposed-piston engine during transient operation
US9926867B1 (en) 2016-12-06 2018-03-27 Achates Power, Inc. Maintaining EGR flow in a uniflow-scavenged, two-stroke cycle, opposed-piston engine
CN112555042B (zh) * 2020-12-08 2022-09-23 潍柴动力股份有限公司 保护油量的修正触发方法和获取保护油量的方法、及相关装置
CN114810390A (zh) * 2022-04-12 2022-07-29 潍柴动力股份有限公司 柴油发动机及其喷油量控制方法、装置及车辆
CN114962041B (zh) * 2022-06-10 2023-05-23 潍柴动力股份有限公司 发动机烟度控制方法、设备及存储介质

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Also Published As

Publication number Publication date
US9328683B2 (en) 2016-05-03
KR101580309B1 (ko) 2015-12-24
JP2010121532A (ja) 2010-06-03
EP2348214A1 (fr) 2011-07-27
JP5087524B2 (ja) 2012-12-05
US20110320105A1 (en) 2011-12-29
CN102216594B (zh) 2013-06-05
EP2348214A4 (fr) 2017-06-14
KR20110097826A (ko) 2011-08-31
CN102216594A (zh) 2011-10-12

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