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WO2010044361A1 - Dispositif de commande du régime d’un moteur - Google Patents

Dispositif de commande du régime d’un moteur Download PDF

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Publication number
WO2010044361A1
WO2010044361A1 PCT/JP2009/067456 JP2009067456W WO2010044361A1 WO 2010044361 A1 WO2010044361 A1 WO 2010044361A1 JP 2009067456 W JP2009067456 W JP 2009067456W WO 2010044361 A1 WO2010044361 A1 WO 2010044361A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine speed
injection amount
fuel injection
deceleration
control device
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2009/067456
Other languages
English (en)
Japanese (ja)
Inventor
仁 足立
岳志 高橋
功 高川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yanmar Co Ltd
Original Assignee
Yanmar Co Ltd
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 Yanmar Co Ltd filed Critical Yanmar Co Ltd
Publication of WO2010044361A1 publication Critical patent/WO2010044361A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration

Definitions

  • the present invention relates to a technology of an engine speed control device, and more particularly to a technology of an engine speed control device for preventing a rapid deceleration of the engine speed with respect to an accelerator operation during deceleration.
  • the engine speed command means is composed of an accelerator, and an intermediate target between the deceleration target and the deceleration target is temporarily set to prevent sudden deceleration of the engine speed in response to accelerator operation during deceleration.
  • the structure which decelerates to the target rotation speed is known (for example, refer to Patent Document 1). JP 2000-337195 A
  • the intermediate point between the engine speed before deceleration and the engine speed that is the deceleration target is set as the intermediate target when sudden deceleration is performed, the difference between the intermediate target and the engine speed before deceleration still increases and the engine still remains.
  • the rotational speed may decrease rapidly.
  • the present invention provides an engine speed control device that can prevent a sudden decrease in the engine speed even if the engine speed command means performs a rapid deceleration operation.
  • the engine speed command means for commanding the target engine speed, the actual engine speed detection means, the engine speed reduction necessity determination means, and the fuel injection at the time of deceleration request
  • the engine speed reduction necessity determining means is configured to determine the target engine speed.
  • the fuel injection amount correction means Based on the amount of change with respect to time, it is determined whether or not deceleration is required, and when it is determined that deceleration is required by the engine speed reduction determination means, the fuel injection amount correction means The fuel injection amount is calculated based on the correlation characteristic between the target engine speed and the fuel injection amount stored in advance so that the number is decelerated at a predetermined deceleration rate. It was.
  • the predetermined deceleration rate is increased over time from the start to the end of deceleration to decelerate.
  • the deceleration request determination is canceled and the target engine speed is released. And it is configured to return to the fuel injection amount control by the fuel injection amount calculation means based on the actual engine speed.
  • the fuel injection amount calculation based on the fuel injection amount calculated by the fuel injection amount correction means at the time of the deceleration request after the deceleration request determination, and the target engine speed and the actual engine speed.
  • the difference from the fuel injection amount calculated by the means becomes equal to or less than a predetermined value
  • the deceleration request determination is canceled, and the fuel injection amount control by the fuel injection amount calculation means based on the target engine speed and the actual engine speed is performed. Configured to return.
  • the fuel injection amount is calculated based on the correlation characteristic between the target engine speed and the fuel injection amount, or the deceleration rate of the actual engine speed is multiplied from the start of deceleration to the end. Therefore, selection means is provided for setting whether to calculate the fuel injection amount based on the correlation characteristic between the target engine speed and the fuel injection amount so that the fuel injection amount is increased and decelerated over time.
  • the engine speed and the fuel injection amount are set so that the engine speed is decelerated at a predetermined deceleration rate even when the operator performs a rapid deceleration operation with the engine speed command means. Since the fuel injection amount is calculated on the basis of the correlation characteristic, a sudden decrease in the engine speed can be prevented.
  • the deceleration rate can be suppressed in the early stage of deceleration, so that a sudden decrease in the engine speed at the start of deceleration can be prevented.
  • the operator has performed an operation for stopping the rapid deceleration with the engine speed command means, or the sudden deceleration prevention control has been completed. Can be determined based on the actual engine speed to return to normal engine speed control.
  • the operator has performed an operation for stopping the rapid deceleration with the engine speed command means, or the sudden deceleration prevention control has been completed. Can be determined based on the calculation result of the fuel injection amount to return to normal engine speed control.
  • the operator can arbitrarily select the deceleration rate characteristic, and even if the engine speed command means performs a rapid deceleration operation, it can prevent a sudden decrease in the engine speed. it can.
  • the block diagram which shows the structure of the engine which concerns on the Example of this invention The block diagram which similarly shows signal transmission of dash pod control.
  • the graph figure similarly showing transition of dash pod control The graph which similarly shows the correlation of an engine speed and fuel injection quantity.
  • FIG. 1 is a block diagram showing a configuration of an engine according to an embodiment of the present invention
  • FIG. 2 is a block diagram showing signal transmission of dash pod control
  • FIG. 3 is a graph showing transition of dash pod control.
  • 4 is a graph showing the correlation between the engine speed and the fuel injection amount
  • FIG. 5 is a graph showing the transition of the dash pod control
  • FIG. 6 is a graph showing the transition of the dash pod control.
  • Engine 100 which is an embodiment of the present invention will be described with reference to FIG.
  • Engine 100 is an 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 an engine speed control device 20.
  • the engine body 10 is a direct injection four-cylinder diesel engine.
  • the output shaft 11 of the engine body 10 is connected to the propulsion unit 110.
  • a flywheel 12 is provided on the output shaft 11 of the engine body 10.
  • the propulsion unit 110 is a unit that drives the propeller 111 through a transmission mechanism (not shown) by driving the output shaft 11.
  • 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 43.
  • the engine speed control device 20 is a device that performs control (hereinafter, dash pod control) for gradually decreasing the target engine speed for safety when there is a deceleration due to a rapid accelerator operation.
  • the engine speed control device 20 is configured by connecting an engine control unit (hereinafter referred to as ECU) 40, an accelerator 41, an engine speed sensor 42, a rack actuator 43, and a dip switch 45 as a selection means. Yes.
  • the ECU 40 includes an arithmetic device 50 and a storage device 51.
  • the accelerator 41 is 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 engine speed sensor 42 is provided in the vicinity of the flywheel 12.
  • the engine speed sensor 42 has a function of detecting the actual engine speed Ne and transmitting it to the ECU 40 as actual engine speed detection means.
  • the rack actuator 43 is a device that adjusts the fuel injection amount based on a final target injection amount Qfinal calculated by an injection amount calculation unit 61 described later.
  • the dip switch 45 has a function of selecting or setting various functions of the engine 100 as selection means.
  • the computing device 50 has functions as an injection amount computing unit 61, a rapid deceleration determining unit 62, a deceleration pattern generating unit 63, and a comparison switching unit 64.
  • the injection amount calculation unit 61 has a function as fuel injection amount calculation means based on the deviation between the target engine speed Nset and the actual engine speed Ne. More specifically, the injection amount calculation unit 61 calculates the target injection amount Qgov so that the deviation between the target engine speed Nset and the actual engine speed Ne transmitted by the engine speed sensor 42 becomes zero. It has the function to do.
  • the rapid deceleration determination unit 62 has a function as a means for determining whether or not the engine speed needs to be reduced. More specifically, it has a function of determining whether or not a rapid decrease has been made from the decrease rate of the target injection amount Qgov from the injection amount calculation unit 61. That is, when the reduction rate ⁇ Qgov (k ⁇ 1) ⁇ Qgov (k) ⁇ / ⁇ t, which is a change amount of the target injection amount Qgov in a minute time, exceeds the threshold value, the rapid deceleration determination flag is established and turned ON It is.
  • the accelerator 41 may be configured to determine whether or not a rapid decrease has been made from the deceleration rate of the target engine speed Nset from the accelerator 41. That is, when the deceleration rate ⁇ Nset (k ⁇ 1) ⁇ Nset (k) ⁇ / ⁇ t, which is the amount of change in the target engine speed Nset in a minute time, exceeds the threshold, the rapid deceleration determination flag is established and turned ON. Is.
  • the deceleration pattern generation unit 63 and the comparison switching unit 64 have a function as fuel injection amount correction means when deceleration is requested.
  • the deceleration pattern generation unit 63 has a function of calculating a corrected target injection amount Qdp using a predetermined deceleration pattern from the deceleration start injection amount Q1 when the rapid deceleration determination flag is turned on.
  • the deceleration start injection amount Q1 is the final target injection amount Qfinal in the previous calculation cycle.
  • the engine speed when the fuel injection amount is the deceleration start injection amount Q1 is defined as a deceleration start rotation speed N1. It is also possible to set the target injection amount Qgov in the current calculation cycle.
  • the deceleration target injection quantity Qdp is calculated by decelerating in a predetermined deceleration pattern until the descent pod control is canceled by the comparison switching unit 64 described later, using the deceleration start injection quantity Q1 as a base point.
  • the deceleration pattern will be described later.
  • the comparison switching unit 64 inputs the corrected target injection amount Qdp and the target injection amount Qgov calculated by the deceleration pattern generation unit 63, and sets the final target injection amount Qfinal as a target based on ON / OFF of the rapid deceleration determination flag. It has a function of selecting the injection amount Qgov or the corrected target injection amount Qdp. More specifically, the comparison switching unit 64 selects the corrected target injection amount Qdp as the final target injection amount Qfinal when the rapid deceleration determination flag is ON, and the final target when the rapid deceleration determination flag is OFF. The target injection amount Qgov is selected as the injection amount Qfinal.
  • the horizontal axis represents the time axis (t), and the vertical axis represents the corrected target injection amount Qdp or the target injection amount selected as the target engine speed Nset for the upper stage and the final target injection quantity Qfinal for the lower stage. Expressed for Qgov.
  • the first deceleration pattern P1 shown in FIG. 3 is a deceleration pattern that calculates the fuel injection amount based on the correlation characteristic between the engine speed and the fuel injection amount so as to keep the deceleration rate of the engine speed at a predetermined rate.
  • FIG. 4 shows a correlation characteristic between the engine speed and the fuel injection amount. As shown in FIG. 4, there is a correlation between the engine speed and the fuel injection amount. Specifically, the fuel injection amount is proportional to the cube of the engine speed. Based on the correlation characteristic between the engine speed and the fuel injection amount, first, a deceleration rate of the engine speed is obtained using the first deceleration pattern P1, and then converted into a reduction rate of the injection amount to be a correction target. The injection amount Qdp is calculated.
  • the first deceleration pattern P1 is stored in advance in the storage device 51 of the ECU 40 as a map.
  • FIG. 5 is used to explain another embodiment of the dash pod control.
  • the horizontal axis and the vertical axis are the same as those in FIG.
  • the second deceleration pattern P2 indicates that the final target engine speed determined by the operation of the accelerator 41 in the later stage of deceleration so that the final target injection quantity Qfinal follows the correlation characteristics between the engine speed and the fuel injection quantity in the first stage of deceleration when a deceleration request is made.
  • This is a deceleration pattern that is calculated by reducing the fuel injection amount at a predetermined rate toward the final fuel injection amount Q2 corresponding to N2.
  • the second deceleration pattern P2 is stored in advance in the storage device 51 of the ECU 40 as a map.
  • FIG. 6 is used to explain another embodiment of the dash pod control.
  • the horizontal axis and the vertical axis are the same as those in FIG.
  • the third deceleration pattern P3 shown in FIG. 6 is based on the correlation characteristic between the engine speed and the fuel injection amount so that the engine speed is decelerated by increasing the deceleration rate over time from the start to the end of deceleration. This is a deceleration pattern for calculating the fuel injection amount.
  • the third deceleration pattern P3 is stored in advance in the storage device 51 of the ECU 40 as a map.
  • FIG. 4 shows a correlation characteristic between the engine speed and the fuel injection amount. As shown in FIG. 4, there is a correlation between the engine speed and the fuel injection amount. Specifically, the fuel injection amount is proportional to the cube of the engine speed. Based on the correlation characteristic between the engine speed and the fuel injection amount, first, a deceleration rate of the engine speed is obtained using the third deceleration pattern P3, and then converted into a reduction rate of the injection amount to be a correction target. The injection amount Qdp is calculated.
  • the operator operates the accelerator 41 during the dash pod control and changes the engine speed to a value greater than the final engine speed N2.
  • the target engine speed Nset becomes equal to or lower than the final engine speed N2 when the dash pod control is completed.
  • the difference between the actual engine speed Ne and the target engine speed Nset is predetermined.
  • the rapid deceleration determination flag is turned OFF, the dash pod control is canceled, and the final target injection amount Qfinal is returned to the target injection amount Qgov.
  • the difference between the corrected target injection amount Qdp and the target injection amount Qgov is a predetermined value.
  • the rapid deceleration determination flag is turned OFF, the dash pod control is canceled, and the final target injection amount Qfinal is returned to the target injection amount Qgov.
  • the dash pod control will be described.
  • a deceleration pattern in another embodiment either the first deceleration pattern P1 or the third deceleration pattern P3 can be selected. In the selection, the operator can arbitrarily select with the DIP switch 45.
  • the operator can arbitrarily select the deceleration rate characteristic of the engine 100 when there is a deceleration due to a rapid accelerator operation, so that the operability of the ship is improved.
  • the engine control according to the present invention is not limited to marine applications, and can be effectively used in an engine in which an operator makes a deceleration request at the accelerator 41.
  • the engine speed control device of the present invention is industrially useful because it can prevent a sudden decrease in the engine speed even if the engine speed command means performs a rapid deceleration operation.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un dispositif de commande du régime d'un moteur (20) pouvant éviter une réduction subite du régime du moteur même lorsqu'un moyen d'instruction de régime du moteur (41) exécute une opération de réduction subite. Ledit dispositif (20) comprend : un moyen d'instruction de régime du moteur (41); un moyen de détection du régime de moteur réel (42); un moyen de détermination de la demande ou non de la réduction du régime du moteur (62); des moyens de correction de la quantité d'injection de carburant (63, 64) utilisés lorsqu'une réduction est demandée; et un moyen de calcul de la quantité d'injection de carburant (61) basé sur un régime de moteur cible (Nset) et un régime de moteur réel (Ne). Lorsqu'une réduction est demandée, les moyens de correction de la quantité d'injection de carburant (63, 64) calculent une quantité d'injection de carburant sur la base de la caractéristique de corrélation entre le régime du moteur et la quantité d'injection de carburant de façon que le régime du moteur soit réduit d'un rapport préétabli.
PCT/JP2009/067456 2008-10-16 2009-10-07 Dispositif de commande du régime d’un moteur Ceased WO2010044361A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2008267660A JP2010096092A (ja) 2008-10-16 2008-10-16 エンジン回転数制御装置
JP2008-267660 2008-10-16

Publications (1)

Publication Number Publication Date
WO2010044361A1 true WO2010044361A1 (fr) 2010-04-22

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PCT/JP2009/067456 Ceased WO2010044361A1 (fr) 2008-10-16 2009-10-07 Dispositif de commande du régime d’un moteur

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WO (1) WO2010044361A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012041709A1 (fr) 2010-09-29 2012-04-05 Dow Global Technologies Llc Polyesters aromatiques à haute fonctionnalité, mélanges de polyols les comprenant et produits résultant de ceux-ci
WO2012044878A2 (fr) 2010-09-30 2012-04-05 Dow Global Technologies Llc Modifications d'un récipient pour réduire les défauts lors de l'écoulement d'un polyuréthanne réactif
WO2013053555A2 (fr) 2011-10-14 2013-04-18 Dow Global Technologies Llc Polyols de polyester-polyéthers hybrides pour l'expansion au démoulage améliorée dans des mousses de polyuréthane rigides
US9580539B2 (en) 2010-04-21 2017-02-28 Dow Global Technologies Llc Foam insulation unit
WO2021045887A1 (fr) 2019-09-02 2021-03-11 Dow Global Technologies Llc Mousse de polyuréthane rigide fabriquée avec un agent de soufflage d'hydrocarbure et du 1,1,1,4,4,4-hexafluorobut-2-ène

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS593138A (ja) * 1982-06-30 1984-01-09 Toyota Motor Corp 内燃機関のアイドル回転数制御方法
JPH03267530A (ja) * 1990-03-16 1991-11-28 Toyota Motor Corp ダッシュポット制御装置
JPH1047128A (ja) * 1996-08-06 1998-02-17 Toyota Motor Corp 内燃機関の吸入空気量制御装置
JP2000337195A (ja) * 1999-05-28 2000-12-05 Mitsubishi Heavy Ind Ltd ディーゼルエンジンの回転速度制御装置
JP2003343320A (ja) * 2002-05-27 2003-12-03 Toyota Motor Corp 車両の制御装置
JP2004155327A (ja) * 2002-11-07 2004-06-03 Toyota Motor Corp 車両用減速度制御装置
JP2004324574A (ja) * 2003-04-25 2004-11-18 Mitsubishi Motors Corp ハイブリッド自動車の制御装置
JP2005240607A (ja) * 2004-02-25 2005-09-08 Denso Corp 内燃機関用制御装置
JP2007332793A (ja) * 2006-06-12 2007-12-27 Yanmar Co Ltd 過給器を備えるエンジン

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS593138A (ja) * 1982-06-30 1984-01-09 Toyota Motor Corp 内燃機関のアイドル回転数制御方法
JPH03267530A (ja) * 1990-03-16 1991-11-28 Toyota Motor Corp ダッシュポット制御装置
JPH1047128A (ja) * 1996-08-06 1998-02-17 Toyota Motor Corp 内燃機関の吸入空気量制御装置
JP2000337195A (ja) * 1999-05-28 2000-12-05 Mitsubishi Heavy Ind Ltd ディーゼルエンジンの回転速度制御装置
JP2003343320A (ja) * 2002-05-27 2003-12-03 Toyota Motor Corp 車両の制御装置
JP2004155327A (ja) * 2002-11-07 2004-06-03 Toyota Motor Corp 車両用減速度制御装置
JP2004324574A (ja) * 2003-04-25 2004-11-18 Mitsubishi Motors Corp ハイブリッド自動車の制御装置
JP2005240607A (ja) * 2004-02-25 2005-09-08 Denso Corp 内燃機関用制御装置
JP2007332793A (ja) * 2006-06-12 2007-12-27 Yanmar Co Ltd 過給器を備えるエンジン

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9580539B2 (en) 2010-04-21 2017-02-28 Dow Global Technologies Llc Foam insulation unit
WO2012041709A1 (fr) 2010-09-29 2012-04-05 Dow Global Technologies Llc Polyesters aromatiques à haute fonctionnalité, mélanges de polyols les comprenant et produits résultant de ceux-ci
WO2012044878A2 (fr) 2010-09-30 2012-04-05 Dow Global Technologies Llc Modifications d'un récipient pour réduire les défauts lors de l'écoulement d'un polyuréthanne réactif
WO2013053555A2 (fr) 2011-10-14 2013-04-18 Dow Global Technologies Llc Polyols de polyester-polyéthers hybrides pour l'expansion au démoulage améliorée dans des mousses de polyuréthane rigides
WO2021045887A1 (fr) 2019-09-02 2021-03-11 Dow Global Technologies Llc Mousse de polyuréthane rigide fabriquée avec un agent de soufflage d'hydrocarbure et du 1,1,1,4,4,4-hexafluorobut-2-ène

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