WO2015186352A1 - エンジン制御装置及びエンジン - Google Patents
エンジン制御装置及びエンジン Download PDFInfo
- Publication number
- WO2015186352A1 WO2015186352A1 PCT/JP2015/002787 JP2015002787W WO2015186352A1 WO 2015186352 A1 WO2015186352 A1 WO 2015186352A1 JP 2015002787 W JP2015002787 W JP 2015002787W WO 2015186352 A1 WO2015186352 A1 WO 2015186352A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- correction amount
- engine
- load
- fuel
- rotation speed
- Prior art date
Links
Images
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
- F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2422—Selective use of one or more tables
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
- F02D2041/225—Leakage detection
-
- 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
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
Definitions
- the present invention mainly relates to an engine control device that controls an engine in accordance with a predetermined rotation regulation characteristic.
- the electronic governor mechanism is a control device that electronically controls the fuel injection amount of the engine and controls the engine speed to be stabilized at the target speed.
- Isochronous control and droop control are well known as means for controlling the fuel injection amount in such an electronic governor mechanism.
- isochronous control when a load is applied to the engine and the rotational speed is reduced, the rotational speed is restored by the reduced amount, corrected to the original rotational speed, and maintained at a constant rotational speed.
- droop control when a load is applied to the engine, the fuel injection amount is increased while the engine speed is decreased according to the magnitude of the load.
- Patent Document 1 discloses an engine control apparatus that performs pseudo-isochronous control that combines isochronous control and droop control.
- the control performed by Patent Document 1 is to correct an engine speed by decreasing it at a constant rate as the output increases from a predetermined engine output (rack position) or more in isochronous control.
- this pseudo isochronous control is referred to as virtual droop control.
- the engine control device of Patent Literature 1 is configured to correct the output by decreasing the rotational speed as the engine output increases from the predetermined output. Yes.
- the rotation speed correction amount at the time of engine output includes a predetermined ratio (virtual droop margin load factor RLvd) with respect to the maximum output of the engine and a decrease value of the engine speed at the maximum engine output (virtual droop down rotation). Number Nvd).
- the virtual droop margin load factor RLvd and the virtual droop down rotation speed Nvd are set in advance for each target rotation speed and stored in a memory (storage unit).
- Patent Document 2 discloses this type of engine control device.
- the engine control device of Patent Document 2 includes an electronic fuel injection device that controls the fuel injection amount, an input means that instructs a reference target rotational speed of the engine, and a load that calculates a load torque of a hydraulic pump driven by the engine.
- the fuel injection command value is calculated based on the reference target rotational speed instructed by the input means and the load torque calculated by the load calculating means, using the calculating means and a regulation characteristic corresponding to a preset engine speed and engine load torque.
- a control means for controlling the electron injection device is provided.
- the control means sets the regulation characteristic as a plurality of characteristics corresponding to each of a high speed area, a medium speed area, and an idle area of the engine speed, and according to a reference target speed designated by the input means. One of these characteristics is selected, and the fuel injection command is calculated based on the selected characteristic and the load torque calculated by the load calculating means.
- the patent document 2 can control the electronic fuel injection device with the regulation characteristic according to the engine load torque with respect to the inputted reference target rotation speed, and the engine regardless of the magnitude of the engine load torque and the engine rotation speed region. It is assumed that rotation can be controlled appropriately.
- JP 2009-36179 A Japanese Patent No. 4127773
- diesel engines are highly versatile, so one type of engine is applied to various machines with different uses and load characteristics such as ships, construction machines, and agricultural machines. There are many things to do.
- the correction amount of the rotational speed in the virtual droop control (reference droop control) disclosed in Patent Document 1 is obtained by multiplying the increase in output from a predetermined engine output by a certain ratio.
- the droop line is a straight line with a downward slope to the right. Therefore, in some applications, power shortage may be felt, but in some applications, load response may be too early, and there is room for improvement in this regard.
- Patent Document 2 selects an appropriate regulation characteristic with respect to the input reference target rotational speed, and controls the electronic fuel injection device based on the load torque calculated using the selected regulation characteristic.
- As the regulation characteristic a generally polygonal line has been proposed in which the gradient varies depending on the magnitude of the engine load torque and the gradient increases as the engine load torque increases.
- this Patent Document 2 like Patent Document 1, depending on the application and load characteristics, the output may be insufficient or may be sensitive to fluctuations in the load, and this countermeasure has been desired.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to make it possible to flexibly match the regulation characteristics of the engine according to the application and load characteristics.
- an engine control device having the following configuration. That is, the engine control device maintains the engine speed constant regardless of the load fluctuation when the load is equal to or lower than the predetermined load, and increases the engine speed as the load increases when the load exceeds the predetermined load.
- the engine control which corrects by decreasing is performed.
- the engine control device includes a rotation speed reference decrease correction amount acquisition unit, a correction amount adjustment parameter storage unit, and a rotation speed decrease correction amount calculation unit.
- the rotation speed reference decrease correction amount acquisition unit acquires a rotation speed reference decrease correction amount that increases at a constant rate according to a load increase from the predetermined load.
- the correction amount adjustment parameter storage unit stores a correction amount adjustment parameter that changes according to a load.
- the rotational speed reduction correction amount calculation unit calculates a rotational speed reduction correction amount that is an amount to be corrected by decreasing the engine rotational speed as the load increases from the load or higher, and the rotational speed reference reduction correction amount and the correction amount. Calculate based on adjustment parameters.
- the rotation speed reduction correction amount calculating unit adjusts the rotation speed decrease reduction amount to be larger or smaller than the rotation speed reference decrease correction amount based on the correction amount adjustment parameter.
- the rotational speed reduction correction amount is calculated.
- the rotation speed reduction correction amount calculation unit may calculate the rotation speed reduction correction amount by multiplying a rotation speed reference decrease correction amount by a ratio based on the correction amount adjustment parameter. preferable.
- the engine control apparatus has the following configuration. That is, the correction amount adjustment parameter storage unit stores the correction amount adjustment parameter in the form of a table.
- the rotational speed reduction correction amount calculation unit is configured to be able to obtain the correction amount adjustment parameter corresponding to a load by performing interpolation calculation between values stored in the table.
- the engine control apparatus has the following configuration.
- the correction amount adjustment parameter storage unit stores a plurality of correction amount adjustment parameters.
- the rotation speed decrease correction amount calculation unit calculates the rotation speed decrease correction amount based on one correction amount adjustment parameter selected before the engine is operated from the plurality of correction amount adjustment parameters.
- an engine including the engine control device is provided.
- the top view of the engine which concerns on one Embodiment of this invention Explanatory drawing which shows typically the flow of intake and exhaust. Explanatory drawing which shows typically the structure for injecting a fuel into a combustion chamber.
- FIG. 1 is a plan view of an engine 1 according to an embodiment of the present invention.
- FIG. 2 is an explanatory diagram schematically showing the flow of intake air and exhaust gas.
- FIG. 3 is an explanatory diagram schematically showing a configuration for injecting fuel into the combustion chamber.
- the engine 1 includes a suction unit 10, a supercharger 11, an intake pipe 12, an intercooler 14, a fresh water cooler 15, and an intake manifold 17.
- the suction unit 10 sucks outside air.
- an air cleaner for removing dust and the like contained in the intake air is disposed inside the intake portion 10.
- the supercharger 11 includes a turbine wheel 11a and a compressor wheel 11b.
- the turbine wheel 11a is configured to rotate using exhaust gas.
- the compressor wheel 11b is connected to the same shaft 11c as the turbine wheel 11a, and rotates with the rotation of the turbine wheel 11a. Thus, by rotating the compressor wheel 11b, air can be compressed and forced intake can be performed.
- the intake pipe 12 connects the suction unit 10 and the supercharger 11 to the intercooler 14.
- the air flowing through the intake pipe 12 is cooled by the intercooler 14.
- the intercooler 14 cools the air sucked by the suction unit 10 and the supercharger 11 by heat exchange with water taken from outside the ship (seawater in the present embodiment).
- the seawater used for heat exchange in the intercooler 14 is further heat exchanged with the cooling water in the fresh water cooler 15 and then discharged out of the ship.
- the air cooled by the intercooler 14 is supplied to the intake manifold 17 through the intake pipe 12.
- the intake manifold 17 distributes the air supplied from the intake pipe 12 according to the number of cylinders of the engine 1 and supplies it to the combustion chamber.
- fuel is injected after the air supplied from the intake manifold 17 is compressed. Thereby, combustion occurs in the combustion chamber, and the piston can be moved up and down.
- the power thus generated is transmitted to predetermined equipment (such as a propulsion screw) via a crankshaft or the like.
- the exhaust gas generated in the combustion chamber is collected by the exhaust manifold 19 shown in FIG. 2 and then discharged after passing through the turbine wheel 11a of the supercharger 11.
- the engine 1 includes a fuel tank 20, a fuel filter 21, a fuel pump 22, a common rail 23, and an injector 24.
- the engine 1 also includes an ECU (engine control unit, engine control device) 30 that controls each part of the engine 1 based on a preset program, information obtained from various sensors described later, and the like.
- the fuel pump 22 sucks the fuel stored in the fuel tank 20.
- the fuel sucked by the fuel pump 22 passes through the fuel filter 21 so that dust and dirt are removed.
- the fuel pump 22 supplies the sucked fuel to the common rail 23.
- the common rail 23 stores the fuel supplied from the fuel pump 22 at a high pressure, and distributes and supplies the fuel to a plurality of injectors 24.
- the injector 24 is attached to the upper part of each cylinder provided in the engine 1.
- the injector 24 includes a fuel injection valve (an injector solenoid valve described later) for injecting fuel into the combustion chamber.
- the injector solenoid valve injects fuel into the combustion chamber by opening and closing at a timing according to an instruction from the ECU 30. With this configuration, it is possible to achieve output adjustment, exhaust gas cleaning, noise suppression, and the like.
- FIG. 4 is a block diagram related to engine control.
- the ECU 30 is provided with the control part 31, the memory
- FIG. The ECU 30 is configured as a microcomputer, and sends control commands to various actuators in the actuator group 50 based on information from various sensors in the sensor group 40 to operate the engine 1 as shown in FIG. Are controlled (for example, fuel injection amount, air intake amount, exhaust gas reduction amount, etc.). Further, the ECU 30 can output various data to the operation control unit 60 that controls an operation unit (not shown) of the ship.
- the operation control unit 60 can display various information such as the remaining amount of fuel on a display (display unit) 70 provided in a driving unit (for example, a steering seat) provided in the ship.
- the control unit 31 includes a CPU (not shown). The control unit 31 sends an appropriate control command to the actuator group 50 based on the information from the sensor group 40 and the information related to the operation of the engine 1 stored in the storage unit 32, and controls the output of the engine 1.
- the storage unit 32 includes a ROM and a RAM (not shown).
- the storage unit 32 stores various programs and a plurality of control information (control maps) set in advance for the control of the engine 1. Examples of the control map include a map showing fuel injection timing corresponding to engine output characteristics, air intake amount, exhaust gas reduction amount, and the like.
- the storage unit 32 also stores a correction amount map (correction table) indicating a correction amount of the rotational speed of the engine 1 according to the remaining amount of fuel as one of the control maps. This correction amount map is used in later-described reference droop control performed as a result of detecting a fuel abnormality.
- the hardware such as the CPU, ROM, RAM, etc. and the program stored in the storage unit 32 operate in cooperation, whereby the ECU 30 is changed to a reference droop control correction amount calculation unit.
- Rotation speed reference decrease correction amount acquisition section 36
- correction amount adjustment map storage section 37
- post-adjustment correction amount calculation section 38
- adjustment availability setting section 39 39
- the fuel abnormality determination unit 33 determines whether or not a fuel abnormality (specifically, fuel leakage) has occurred based on the detection result from the sensor relating to the detection of the fuel state.
- the fuel state output unit 34 outputs information such as the fuel abnormality determined by the fuel abnormality determination unit 33 and the fuel amount detected from the sensor installed in the fuel tank 20 to the operation control unit 60 in real time. Based on this information, the operation control unit 60 displays the situation regarding the abnormality of the fuel on the display 70 so that the user can know the current situation accurately.
- the sensor group 40 includes a rotational speed sensor 41 that measures the rotational speed of the engine 1, an accelerator sensor 42 that detects the amount of accelerator insertion (target rotational speed setting position), and a fuel injection pressure sensor that detects the pressure of the common rail 23. 43 etc. are comprised. Each sensor in the sensor group 40 detects various information for controlling the engine 1 and outputs the detection result to the ECU 30.
- Actuator group 50 operates each part of engine 1. Specifically, the actuator group 50 is configured to include an injector electromagnetic valve 51 and the like provided in the injector 24 for injecting fuel.
- the reference droop control is called virtual droop control in Patent Document 1, and Patent Document 1 describes this virtual droop control as a combination of isochronous control and droop control.
- the engine speed is kept constant in a range where the engine output falls below a predetermined engine output determined by the virtual droop margin.
- the engine speed is corrected so as to decrease at a constant rate as the engine output increases.
- isochronous control and droop control are well known as methods for controlling the rotation of the engine, a detailed description thereof will be omitted.
- isochronous control is to maintain the engine speed constant regardless of load fluctuations.
- the engine speed is decreased as the load increases.
- a diagram (torque diagram) in which the horizontal axis represents the engine speed N (rpm) and the vertical axis represents the load factor P (%) is shown in FIGS. 12 (b).
- FIG. 5 and 12 (c) are diagrams (torque diagrams) in which the above-mentioned reference droop control is represented with the horizontal axis representing the engine speed N (rpm) and the vertical axis representing the load factor P (%).
- This diagram has a portion where the engine speed is kept constant regardless of the load and a portion where the engine speed decreases as the load increases.
- a portion where the engine speed decreases as the load increases may be referred to as a droop work line 110.
- the diagram in FIG. 5 represents the limits of the engine speed N and the load factor P. However, as shown in FIG. 12 (c), in addition to this diagram, it is parallel to the inside of the diagram. There exists a torque diagram.
- the detection method of the load factor P is not limited to the above. For example, in an engine that controls the fuel injection amount by controlling the fuel metering rack of the fuel injection pump, the operation position of the fuel metering rack is detected by an appropriate sensor, and the detection result and the rotational speed sensor are detected.
- the load factor P may be obtained based on the engine speed detected by the engine 41. Further, the load factor P may be obtained by a map or the like based on the engine speed set based on the operation position of the accelerator sensor 42 and the actual engine speed detected by the speed sensor 41. .
- the rotation speed correction amount (rotation speed reference decrease correction amount) N BD when the load factor P exceeds the droop load margin M (%) is the rotation speed decrease correction amount when the load factor is 100%.
- Is N D (100) , and N BD N D (100) ⁇ (PM) / (100 ⁇ M). This calculation is performed by the reference droop control correction amount calculation unit 36 provided in the ECU 30.
- Rotational speed reference decrease correction amount N BD thus obtained, which corresponds to the droop working line 110 of the reference loop control.
- the droop load margin amount M and the rotational speed reduction correction amount N D (100) when the load factor is 100% are preset in the engine 1. Note that these parameters M and N D (100) may be set for each target engine speed.
- the droop work line 110 having the regulation characteristics shown in FIG. 5 can be adjusted in the convex or concave direction, and the engine 1 can be controlled according to the adjusted work line.
- FIG. 6 shows an example of regulation characteristics in which the droop work line is adjusted in the convex direction.
- the correction amount adjustment map storage unit 37 provided in the ECU 30 stores a correction amount adjustment map 111 as shown in FIG.
- a subtraction rate which is a rate for subtracting the rotation speed reference decrease correction amount NBD , changes according to the load factor.
- a plurality of sets of subtraction rates corresponding to the load factors are set.
- the rotation speed reference decrease correction amount is N BD (90) .
- This calculation is performed by the post-adjustment correction amount calculation unit 38 provided in the ECU 30. In this way, the adjusted rotational speed reduction correction amount N D is determined.
- the correction amount adjustment map storage unit 37 stores a set of load factors and subtraction rates in a table format, and the subtraction rates for load factors not defined in the table (correction amount adjustment map 111) are obtained by linear interpolation. Desired. Thereby, adjustment of the droop work line which deform
- the droop work line 110 is adjusted to be deformed into a convex shape.
- adjustment to be deformed into a concave shape is also possible.
- the engine 1 is controlled according to the adjusted droop work line 110c shown in FIG. 8 even when the engine speed tends to change sensitively to the load fluctuation in the reference droop control of FIG. Thus, such an excessively fast response can be resolved.
- This concave adjustment can be realized by setting a negative value as the subtraction rate of the correction amount adjustment map 111 as shown in FIG.
- the ECU 30 of the present embodiment can adjust the droop work line 110 of the conventional reference droop control (FIG. 5) in both the convex direction and the concave direction. Therefore, an appropriate droop work line 110c can be formed and controlled in accordance with various uses and load characteristics.
- FIG. 10 is a signal flow diagram of the droop control of this embodiment.
- the load factor P is acquired by the appropriate method described above and it is determined that the load factor P exceeds the droop load margin amount M, the load factor P is calculated using the reference droop control correction amount calculation unit 36 and the correction. Input to the amount adjustment map 111.
- the reference droop control correction amount calculation unit 36 calculates the rotation speed reference decrease correction amount NBD based on the input load factor P.
- the obtained rotation speed reference decrease correction amount NBD is output to the post-adjustment correction amount calculation unit 38 and the adjustment availability setting unit 39.
- the load factor P is converted into a subtraction rate (percentage unit) based on the correction amount adjustment map 111.
- the subtraction rate is input to the post-adjustment correction amount calculation unit 38, is multiplied by 0.01 to be converted into a decimal, and is then multiplied by the rotation speed reference decrease correction amount N BD input from the post-adjustment correction amount calculation unit 38. , subtracts the results obtained from the rotation speed reference decrease correction amount N BD.
- the obtained rotation speed reduction correction amount N D is output to the adjustment availability setting unit 39.
- the adjustment enable / disable setting unit 39 uses, for example, a reference correction amount (rotation speed reference decrease correction amount N BD ) based on a set value given in setting work at the time of factory shipment, or an adjusted correction amount (rotation speed decrease). It is possible to select whether to use the correction amount N D ). Any one of the selected values is used as a correction amount for reducing the engine speed.
- a reference correction amount rotation speed reference decrease correction amount N BD
- a plurality of correction amount adjustment maps 111 can be set in advance in the ECU 30 according to the present embodiment in accordance with the use of the engine 1 and the load characteristics.
- both the correction amount adjustment map 111 of FIG. 7 and the correction amount adjustment map 111 of FIG. 9 can be stored in the correction amount adjustment map storage unit 37 (the storage unit 32 of the ECU 30).
- the correction amount adjustment map storage unit 37 the storage unit 32 of the ECU 30.
- one is selected from a plurality of correction amount adjustment maps 111 based on an assumed use, a specification from the user, and the like.
- Information for identifying the selected correction amount adjustment map 111 is set in the ECU 30.
- the setting in the ECU 30 can be performed by electrically connecting an appropriate setting computer to the ECU 30 and operating it.
- the ECU 30 calculates the rotation speed reduction correction amount N D according to the selected correction amount adjustment map 111, and controls the engine 1 according to this.
- the work line of the regulation characteristics can be set flexibly and easily in consideration of various circumstances. Therefore, the engine 1 that can be widely matched to various needs can be provided.
- the ECU 30 of the present embodiment takes into account one of two controls (isochronous control) in consideration of characteristics required for the ship, user preferences, etc., when fuel leakage or the like is not detected normally. (It may be droop control). Note that the control to be performed may be configured to be switchable according to a user setting or the like.
- the ECU 30 of the present embodiment is configured such that the control mode is automatically switched to the basic droop control when a fuel leak is detected.
- the reference droop control As described above, in the reference droop control (FIG. 12C), unlike the isochronous control (FIG. 12A), when the load increases above a predetermined value, the engine speed is decreased accordingly. . Therefore, since it is possible to avoid an increase in output in a high load range more than necessary, wasteful consumption of fuel can be suppressed.
- the change in the rotational speed when the load increases or decreases to some extent is smaller than in the droop control (FIG. 12B). Therefore, since the engine speed can be prevented from suddenly accelerating / decelerating in accordance with the increase / decrease of the load, fuel consumption can be effectively saved. From the above, it can be said that the reference droop control is suitable as a control mode for saving fuel and extending the engine operation time when a fuel abnormality occurs.
- the fuel state detection unit 45 provided in the engine 1 includes a fuel injection pressure sensor 43 and a fuel amount detection sensor 44, and detects the state of the fuel.
- the fuel abnormality determination unit 33 determines whether or not a fuel abnormality has occurred based on the fuel pressure in the common rail 23 detected by the fuel injection pressure sensor 43 of the fuel state detection unit 45. Specifically, the fuel abnormality determination unit 33 calculates the fuel target pressure based on the operating state of the engine 1 (for example, the target rotational speed based on the amount of accelerator insertion). Next, the fuel abnormality determination unit 33 compares the target pressure with the fuel pressure (detected pressure) in the common rail 23 actually detected by the fuel injection pressure sensor 43. The fuel abnormality determination unit 33 determines that fuel leakage has occurred when the detected pressure is lower than the target pressure and the pressure difference exceeds a predetermined threshold.
- the control unit 31 of the ECU 30 of the present embodiment switches to the reference droop control and controls the engine 1.
- reference droop control is performed when fuel leakage occurs, and fuel consumption can be saved.
- the ECU 30 of the present embodiment can further perform an optimal reference droop control on the engine 1 according to the remaining amount of fuel by further providing a fuel amount detection sensor 44. More specifically, the storage unit 32 included in the ECU 30 stores a plurality of maps (the above-described correction amount maps) corresponding to the remaining amount of fuel in advance. This correction amount map shows the correction amount of the engine speed at a portion where the engine speed decreases as the load increases in the torque diagram of the reference droop control shown in FIG. In the ECU 30 of the present embodiment, a plurality of correction amount maps are stored, and this indicates the inclination of the droop work line 110 shown in FIG. 12C according to the remaining amount of fuel (for example, stepwise). It means that the reference droop control can be performed while changing. The ECU 30 controls the engine 1 based on the droop work line 110 corresponding to the fuel amount detected by the fuel amount detection sensor 44.
- step S101 the fuel abnormality determination unit 33 compares the target fuel pressure calculated based on the state of the engine 1 with the actual fuel pressure (detected pressure) detected from the fuel injection pressure sensor 43 (step). S102). If the detected pressure is substantially the same as the target pressure, it is determined that no fuel leakage has occurred, and the process returns to step S101.
- step S102 if the detected pressure is smaller than the target pressure and the difference between the detected pressure and the target pressure exceeds a predetermined threshold, it is determined that an abnormality in fuel leakage has occurred.
- the control unit 31 acquires the remaining amount of fuel in the fuel tank 20 from the fuel amount detection sensor 44 (step S103).
- step S103 the control unit 31 selects one correction amount map according to the remaining amount of fuel from a plurality of correction amount maps related to the correction amount of the engine speed stored in the storage unit 32, and the selected correction The correction amount of the engine speed is read from the amount map (step S104).
- the ECU 30 performs reference droop control based on the acquired correction amount (step S105).
- the ECU 30 controls the engine 1 with reference droop control with appropriate regulation characteristics when an abnormality such as fuel leakage is detected, thereby saving fuel and extending the operating time of the engine 1.
- an abnormality such as fuel leakage is detected
- the ECU 30 provided in the engine 1 of the present embodiment maintains the engine speed constant regardless of the fluctuation of the load factor P when the load factor P is equal to or less than the droop load margin M, and the load When the rate P exceeds the droop load margin M, engine control is performed to correct the load by decreasing the engine speed as the load rate P increases.
- the ECU 30 includes a reference droop control correction amount calculation unit 36, a correction amount adjustment map storage unit 37, and a post-adjustment correction amount calculation unit 38.
- Reference loop control correction amount calculating unit 36 obtains the rotation speed reference decrease correction amount N BD that increases at a constant rate according to the load factor increment from droop load allowance M.
- the correction amount adjustment map storage unit 37 stores a subtraction rate that changes according to the load factor P as the correction amount adjustment map 111.
- the post-adjustment correction amount calculation unit 38 calculates a rotational speed reduction correction amount N D that is an amount to be corrected by decreasing the engine rotational speed as the load factor P increases when the load factor P exceeds the droop load margin amount M. The calculation is based on the rotation speed reference decrease correction amount NBD and the subtraction rate.
- the adjustment characteristic of the engine 1 is adjusted by adjusting the correction amount of the engine speed by the correction amount adjustment map and the post-adjustment correction amount calculation unit 38 based on the droop work line 110 of the reference droop straight line. It is possible to flexibly match the usage, load characteristics, user preferences, and the like.
- the post-adjustment correction amount calculation unit 38 adjusts the subtraction rate to be smaller than the rotation speed reference decrease correction amount NBD when the subtraction rate is positive, based on the subtraction rate. If the rate is negative adjusted to be larger from the rotation speed reference decrease correction amount N BD, it calculates the rotational speed decrease correction amount N D.
- the adjusted correction amount calculation unit 38 by multiplying the ratio based on the subtraction rate of the rotational speed reference decrease correction amount N BD, it is calculated the rotational speed decrease correction amount N D .
- the correction amount adjustment map storage unit 37 stores the subtraction rate (correction amount adjustment map 111) in the form of a table.
- the post-adjustment correction amount calculation unit 38 is configured to be able to obtain a subtraction rate corresponding to the load factor P by performing an interpolation calculation between values stored in the table.
- the subtraction rate corresponding to the load factor P can be appropriately obtained while reducing the storage capacity for storing the subtraction rate.
- the correction amount adjustment map storage unit 37 stores a plurality of subtraction rates (correction amount adjustment maps 111).
- the post-adjustment correction amount calculation unit 38 is based on one subtraction rate (correction amount adjustment map 111) selected before engine operation from a plurality of subtraction rates (correction amount adjustment map 111). Calculate D.
- the ECU 30 of the present embodiment has an isochronous control that maintains the engine speed constant regardless of a load change, a droop control that decreases the engine speed as the load increases, and a load that is equal to or less than a predetermined load. And at least one of a plurality of engine controls including a reference droop control that maintains the engine speed constant regardless of load fluctuations and decreases the engine speed as the load increases when the predetermined load is exceeded.
- the ECU 30 includes a fuel abnormality determination unit 33 and a control unit 31.
- the fuel abnormality determination unit 33 determines whether or not a fuel abnormality has occurred based on the detection result of the fuel state detection unit 45 that detects the fuel state.
- the control unit 31 performs one control (reference droop control) among the plurality of engine controls described above.
- the fuel state detection unit 45 includes a fuel injection pressure sensor 43 that detects the pressure of the fuel.
- the fuel abnormality determination unit 33 determines whether or not fuel leakage has occurred based on the detection result of the fuel injection pressure sensor 43.
- the fuel state of the engine 1 can be determined from the viewpoint of pressure, so that abnormalities such as fuel leakage can be detected early and appropriately.
- control unit 31 determines that the fuel abnormality has occurred by the fuel abnormality determination unit 33, the control unit 31 controls the engine 1 by reference droop control.
- the control automatically shifts to the reference droop control suitable for fuel saving, so that the fuel can be effectively saved.
- the fuel state detection unit 45 includes a fuel amount detection sensor 44 that detects the amount of fuel in the fuel tank 20.
- the control unit 31 controls the engine 1 according to the amount of fuel in the fuel tank 20 when the fuel abnormality determination unit 33 determines that a fuel abnormality has occurred.
- the ECU 30 of the present embodiment includes a storage unit 32 that stores parameters relating to the control of the engine 1.
- the control unit 31 controls the engine 1 by the reference droop control.
- the storage unit 32 corrects the engine speed according to the increase in load when the load exceeds a predetermined load.
- a plurality of correction tables related to the amount are stored in advance according to the amount of fuel in the fuel tank 20.
- the control unit 31 controls the engine 1 by selecting one correction table from the plurality of correction tables based on the fuel amount detected by the fuel amount detection sensor 44.
- the ECU 30 of the present embodiment includes a fuel state output unit 34 that outputs the fuel state detected by the fuel state detection unit 45 from the ECU 30 to the outside.
- the user can appropriately grasp the situation by displaying the information on the display 70 and notifying the user.
- the engine 1 is used for ships, but the engine 1 is not limited to ships, but can be applied to a wide range of uses including construction machinery and agricultural machinery.
- the present invention can also be applied to a naturally aspirated engine that performs intake without the supercharger 11.
- the correction amount adjustment map 111 may be set so that the droop work line 110c has an S shape as shown in FIG.
- the correction amount adjustment map 111 is not limited to the above two types, and three or more types can be stored. On the other hand, only one type of correction amount adjustment map 111 may be stored.
- the subtraction rate is set in percentage units in the correction amount adjustment map 111, but the setting format is not limited to this.
- a multiplication coefficient can be set instead of the subtraction rate.
- 0.2 is set as the multiplication factor
- 1.9 is set as the multiplication factor.
- the ECU 30 of the above embodiment is configured to automatically switch to the reference droop control when an abnormality such as fuel leakage occurs.
- an operation part for example, switch etc.
- a serviceman or the like may be configured to specify a threshold value related to the pressure difference used for determination of fuel leakage through a volume type operation unit. In this case, the sensitivity relating to the fuel leakage determination performed by the fuel abnormality determination unit 33 can be adjusted.
- the fuel abnormality determination unit 33 determines the fuel leakage based on the pressure difference between the fuel pressure in the common rail 23 and the fuel target pressure.
- the fuel leakage may be determined by other methods. For example, the amount of fuel consumed by the engine in each operating region is compared with the amount of fuel supplied by the fuel pump 22, and a fuel leak occurs when the difference between these fuel amounts exceeds a predetermined threshold. It can be determined that
- the ECU 30 is not limited to performing the reference droop control when an abnormality such as fuel leakage occurs, but may perform other control suitable for fuel saving.
- it can be configured such that isochronous control is performed during normal times and droop control is performed when fuel abnormality occurs (in this case, the ECU 30 may be configured not to have a control mode for reference droop control).
- Droop control unlike isochronous control, reduces the engine speed as the load increases, so it is possible to avoid an excessive increase in output in a high load range, which is suitable for fuel saving. It can be said that
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Computer Hardware Design (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
30 ECU(エンジン制御装置)
31 制御部
32 記憶部
36 基準ドループ制御補正量計算部(回転数基準減少補正量取得部)
37 補正量調整マップ記憶部(補正量調整パラメータ記憶部)
38 調整後補正量計算部(補正量調整パラメータ記憶部)
110 基準ドループ制御のドループ作業線
110c 調整後のドループ作業線
111 補正量調整マップ
NBD 回転数基準減少補正量
ND 回転数減少補正量
Claims (6)
- 負荷が所定負荷以下であるときは負荷の変動にかかわらずエンジン回転数を一定に維持し、負荷が前記所定負荷を上回るときは負荷の増加に伴ってエンジン回転数を減少させて補正するエンジン制御を行うエンジン制御装置であって、
前記所定負荷からの負荷増加分に応じて一定の割合で増加する回転数基準減少補正量を取得する回転数基準減少補正量取得部と、
負荷に応じて変化する補正量調整パラメータを記憶する補正量調整パラメータ記憶部と、
前記負荷以上から負荷の増加に伴ってエンジン回転数を減少させて補正する量である回転数減少補正量を、前記回転数基準減少補正量と前記補正量調整パラメータに基づいて計算する回転数減少補正量計算部と、
を備えることを特徴とするエンジン制御装置。 - 請求項1に記載のエンジン制御装置であって、
前記回転数減少補正量計算部は、前記補正量調整パラメータに基づいて、前記回転数基準減少補正量から大きくなるように調整し、又は小さくなるように調整して、前記回転数減少補正量を計算することを特徴とするエンジン制御装置。 - 請求項2に記載のエンジン制御装置であって、
前記回転数減少補正量計算部は、前記補正量調整パラメータに基づく比率を回転数基準減少補正量に乗算することで、前記回転数減少補正量を計算することを特徴とするエンジン制御装置。 - 請求項1に記載のエンジン制御装置であって、
前記補正量調整パラメータ記憶部は、前記補正量調整パラメータをテーブルの形式で記憶し、
前記回転数減少補正量計算部は、前記テーブルに記憶された値の間を補間計算することで、負荷に応じた前記補正量調整パラメータを得ることが可能に構成されていることを特徴とするエンジン制御装置。 - 請求項1に記載のエンジン制御装置であって、
前記補正量調整パラメータ記憶部は、複数通りの補正量調整パラメータを記憶しており、
回転数減少補正量計算部は、複数通りの前記補正量調整パラメータからエンジン稼動前に選択された1つの補正量調整パラメータに基づいて、前記回転数減少補正量を計算することを特徴とするエンジン制御装置。 - 請求項1に記載のエンジン制御装置を備えることを特徴とするエンジン。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP15804008.9A EP3153688A4 (en) | 2014-06-06 | 2015-06-02 | Engine control device and engine |
US15/316,481 US20170284326A1 (en) | 2014-06-06 | 2015-06-02 | Engine control device and engine |
CN201580030039.0A CN106414978A (zh) | 2014-06-06 | 2015-06-02 | 发动机控制装置及发动机 |
CA2949935A CA2949935A1 (en) | 2014-06-06 | 2015-06-02 | Engine control device and engine |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2014-117502 | 2014-06-06 | ||
JP2014117502A JP2015229984A (ja) | 2014-06-06 | 2014-06-06 | エンジン制御装置及びエンジン |
JP2014-243861 | 2014-12-02 | ||
JP2014243861A JP2016108943A (ja) | 2014-12-02 | 2014-12-02 | エンジン制御装置及びエンジン |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2015186352A1 true WO2015186352A1 (ja) | 2015-12-10 |
Family
ID=54766435
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2015/002787 WO2015186352A1 (ja) | 2014-06-06 | 2015-06-02 | エンジン制御装置及びエンジン |
Country Status (5)
Country | Link |
---|---|
US (1) | US20170284326A1 (ja) |
EP (1) | EP3153688A4 (ja) |
CN (1) | CN106414978A (ja) |
CA (1) | CA2949935A1 (ja) |
WO (1) | WO2015186352A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2015229984A (ja) * | 2014-06-06 | 2015-12-21 | ヤンマー株式会社 | エンジン制御装置及びエンジン |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10352255B2 (en) * | 2016-10-13 | 2019-07-16 | Deere & Company | System for controlling engine operating speed based on operating load |
EP3771814B1 (en) * | 2019-07-29 | 2023-10-04 | Thermo King LLC | Control system and method for an electronically governed engine of a refrigeration system |
CN112133156B (zh) * | 2020-09-25 | 2023-02-28 | 中国直升机设计研究所 | 一种三发直升机单发失效训练方法 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000110635A (ja) * | 1998-10-02 | 2000-04-18 | Yanmar Diesel Engine Co Ltd | 舶用機関の燃料噴射量の制御方法 |
JP2002285884A (ja) * | 2001-03-26 | 2002-10-03 | Bosch Automotive Systems Corp | ディーゼル機関の回転制御方法 |
JP2011094575A (ja) * | 2009-10-31 | 2011-05-12 | Iseki & Co Ltd | トラクタ |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5868214A (en) * | 1995-08-29 | 1999-02-09 | Cummins Engine Company, Inc. | Cruise control governor using optimal droop selection logic |
US6425370B1 (en) * | 2000-08-15 | 2002-07-30 | International Truck And Engine Corp. | Diesel engine load governing using engine speed setpoint |
JP4127771B2 (ja) * | 2002-06-05 | 2008-07-30 | 日立建機株式会社 | 建設機械のエンジン制御装置 |
JP4199276B2 (ja) * | 2005-11-01 | 2008-12-17 | ヤンマー株式会社 | 油圧ショベルのエンジン制御装置 |
US8175790B2 (en) * | 2009-02-05 | 2012-05-08 | Caterpillar Inc. | Engine droop governor and method |
-
2015
- 2015-06-02 US US15/316,481 patent/US20170284326A1/en not_active Abandoned
- 2015-06-02 WO PCT/JP2015/002787 patent/WO2015186352A1/ja active Application Filing
- 2015-06-02 CA CA2949935A patent/CA2949935A1/en not_active Abandoned
- 2015-06-02 CN CN201580030039.0A patent/CN106414978A/zh active Pending
- 2015-06-02 EP EP15804008.9A patent/EP3153688A4/en not_active Withdrawn
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000110635A (ja) * | 1998-10-02 | 2000-04-18 | Yanmar Diesel Engine Co Ltd | 舶用機関の燃料噴射量の制御方法 |
JP2002285884A (ja) * | 2001-03-26 | 2002-10-03 | Bosch Automotive Systems Corp | ディーゼル機関の回転制御方法 |
JP2011094575A (ja) * | 2009-10-31 | 2011-05-12 | Iseki & Co Ltd | トラクタ |
Non-Patent Citations (1)
Title |
---|
See also references of EP3153688A4 * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2015229984A (ja) * | 2014-06-06 | 2015-12-21 | ヤンマー株式会社 | エンジン制御装置及びエンジン |
Also Published As
Publication number | Publication date |
---|---|
EP3153688A1 (en) | 2017-04-12 |
EP3153688A4 (en) | 2018-01-24 |
CN106414978A (zh) | 2017-02-15 |
CA2949935A1 (en) | 2015-12-10 |
US20170284326A1 (en) | 2017-10-05 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2015186352A1 (ja) | エンジン制御装置及びエンジン | |
CN108204285B (zh) | 液压工程机械多曲线功率匹配节能控制系统及方法 | |
CN103124839B (zh) | 工程机械的控制装置 | |
US6941245B2 (en) | Method and system for controlling engine temperature by engine derating | |
US9482234B2 (en) | Construction machine including hydraulic pump | |
US9926863B2 (en) | Method to control a wastegate valve in a turbocharged internal combustion engine | |
US9328683B2 (en) | Electronically controlled diesel engine | |
KR101080659B1 (ko) | 내연 기관의 제어 장치 | |
JP2008045484A (ja) | 舶用内燃機関の制御方法及び制御装置 | |
WO2010150349A1 (ja) | 舶用機関の制御方法及びその制御装置 | |
JP2014177918A (ja) | ガス燃料エンジン | |
JP5680716B2 (ja) | 舶用機関の制御方法及びその制御装置 | |
CN111997765B (zh) | 应用于天然气发动机供气系统的喷射控制方法和设备 | |
WO2011025003A1 (ja) | 舶用エンジン制御システムおよび方法 | |
JP2016108943A (ja) | エンジン制御装置及びエンジン | |
WO2011025005A1 (ja) | 舶用エンジン制御システムおよび方法 | |
JP2010265822A (ja) | 内燃機関の燃料噴射制御装置及び内燃機関の燃料噴射制御方法 | |
JP5090957B2 (ja) | 舶用機関の制御方法及びその制御装置 | |
JP2015229984A (ja) | エンジン制御装置及びエンジン | |
JP5280553B2 (ja) | 舶用機関の制御方法及びその制御装置 | |
JP2008232137A (ja) | エンジンアクセル制御方法およびその装置 | |
JP5551723B2 (ja) | 舶用機関の制御方法及びその制御装置 | |
JP2012077758A (ja) | 舶用機関の制御方法及びその制御装置 | |
JP7329488B2 (ja) | クロスヘッド式大型低速ターボ過給2ストロークユニフロー掃気内燃機関及びこれを動作させる方法 | |
JP6023470B2 (ja) | エンジンの制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 15804008 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2949935 Country of ref document: CA |
|
REEP | Request for entry into the european phase |
Ref document number: 2015804008 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2015804008 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 15316481 Country of ref document: US |