WO2010044361A1 - Engine rpm control device - Google Patents

Abstract

Provided is an engine rpm control device (20) which can prevent a sudden reduction of the engine rpm even when an engine rpm instruction means (41) executes a sudden reduction operation.  The engine rpm control device (20) includes: an engine rpm instruction means (41); an actual engine rpm detection means (42); an engine rpm reduction required/not-required determination means (62); fuel injection amount correction means (63, 64) used when reduction is requested; and a fuel injection amount calculation means (61) based on a target engine rpm (Nset) and an actual engine rpm (Ne).  When reduction is requested, the fuel injection amount correction means (63, 64) calculate a fuel injection amount based on the correlation characteristic between the engine rpm and the fuel injection amount so that the engine rpm is reduced with a predetermined reduction ratio.

Description

Engine speed control device

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.

Conventionally, 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. After decelerating to the number, the structure which decelerates to the target rotation speed is known (for example, refer to Patent Document 1).
JP 2000-337195 A

However, if 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.

Therefore, in view of such a problem, 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.

In the engine speed control device of the present invention, 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 In the engine speed control device having an amount correction means and a fuel injection amount calculation means based on the target engine speed and the actual engine speed, the engine speed reduction necessity determining means is configured to determine the target engine speed. 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.

In the engine speed control device of the present invention, the predetermined deceleration rate is increased over time from the start to the end of deceleration to decelerate.

In the engine speed control device of the present invention, when the difference between the actual engine speed and the target engine speed is equal to or less than a predetermined value after the deceleration request determination, 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.

In the engine speed control device of the present invention, 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. When 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.

In the engine speed control device of the present invention, 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.

In the engine speed control device of the present invention, 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.

In the engine speed control device of the present invention, even if the operator performs a rapid deceleration operation with the engine speed command means, 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. .

In the engine speed control device of the present invention, even during the control for preventing a sudden decrease in the engine speed, 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.

In the engine speed control device of the present invention, even during the control for preventing a sudden decrease in the engine speed, 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.

In the engine speed control device of the present invention, 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. The graph figure similarly showing transition of dash pod control. The graph figure similarly showing transition of dash pod control.

10 Engine Main Body 20 Engine Speed Control Device 40 ECU
41 accelerator 42 engine speed sensor 45 DIP switch 50 arithmetic device 51 storage device 61 injection amount calculation unit 62 rapid deceleration determination unit 63 deceleration pattern generation unit 64 comparison switching unit 100 engine Nset target engine speed Ne actual engine speed Qgov target injection Amount Qdp corrected target injection amount Qfinal final target injection amount P1 first deceleration pattern P2 second deceleration pattern P3 third deceleration pattern

Next, embodiments of the invention will be described.
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, and 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, and FIG. 6 is a graph showing the transition of the dash pod control.

The 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. Further, 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 signal transmission of the dash pod control will be described with reference to FIG. 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)} / Δt, 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.

Further, it 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)} / Δt, 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. Here, the deceleration start injection amount Q1 is the final target injection amount Qfinal in the previous calculation cycle. Further, 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. Here, 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.

Examples of dash pod control will be described with reference to FIGS. In FIG. 3, 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.

In this way, when the engine 100 is detected to be abnormal, if the engine is decelerated due to a rapid accelerator operation, the engine speed is reduced at a predetermined deceleration rate. A feeling can be given.

FIG. 5 is used to explain another embodiment of the dash pod control. In FIG. 5, 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.

This makes it possible to achieve the transition to the final engine speed N2 relatively early while preventing a sudden decrease in the engine speed at the start of deceleration.

FIG. 6 is used to explain another embodiment of the dash pod control. In FIG. 6, 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.

In this way, when an abnormality is detected in the engine 100, if the deceleration due to a rapid accelerator operation is performed, the engine speed is decreased by increasing the deceleration rate over time, so that the operator is given a gentle feeling of deceleration. Can do.

Note that it is conceivable that 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. In addition, it is conceivable that the target engine speed Nset becomes equal to or lower than the final engine speed N2 when the dash pod control is completed.

Therefore, as a result of the accelerator 41 being operated during the dash pod control to increase the final engine speed N2 or the dash pod control is completed, the difference between the actual engine speed Ne and the target engine speed Nset is predetermined. When the value is equal to or smaller than the 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.

Further, as a result of the accelerator 41 being operated during the dash pod control to increase the final engine speed N2 or the dash pod control is completed, the difference between the corrected target injection amount Qdp and the target injection amount Qgov is a predetermined value. In the case of the following, 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.

In this way, since the accelerator 41 can be operated even after deceleration in the dash pod control, the operability of the ship is improved.

Furthermore, another embodiment of the dash pod control will be described. As 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.

In this manner, when an abnormality is detected in the engine 100, 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.

It should be noted that 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.

Claims (5)

Engine speed command means for instructing the target engine speed, actual engine speed detection means, engine speed reduction necessity determination means, fuel injection amount correction means for requesting deceleration, target engine speed and actual engine speed detection means An engine speed control device having a fuel injection amount calculation means based on the engine speed,
The engine speed reduction necessity determining means determines whether or not deceleration is necessary from the amount of change of the target engine speed with respect to time, and determines that deceleration is required by the engine speed reduction necessity determination means. When the fuel injection amount is corrected, the fuel injection amount correction means determines the fuel injection amount based on the correlation characteristic between the target engine rotation speed and the fuel injection amount stored in advance so that the actual engine rotation speed is reduced at a predetermined deceleration rate. An engine speed control device that calculates an injection amount. 2. The engine speed control apparatus according to claim 1, wherein the predetermined speed reduction rate is increased and decelerated over time from the start to the end of deceleration. 3. The engine speed control device according to claim 1 or 2, wherein after the deceleration request is determined, if the difference between the actual engine speed and the target engine speed is a predetermined value or less, the deceleration request determination is canceled. An engine speed control device that returns to the fuel injection amount control by the fuel injection amount calculation means based on the target engine speed and the actual engine speed. 3. The engine speed control device according to claim 1, wherein the fuel is calculated based on the fuel injection amount calculated by the fuel injection amount correcting means at the time of deceleration request after the deceleration request determination, and the target engine speed and the actual engine speed. When the difference from the fuel injection amount calculated by the injection amount calculation means becomes equal to or less than a predetermined value, the deceleration request determination is canceled, and the fuel injection by the fuel injection amount calculation means based on the target engine speed and the actual engine speed is performed. An engine speed control device configured to return to a quantity control. 2. The engine speed control device according to claim 1, wherein the fuel injection amount is calculated based on a correlation characteristic between the target engine speed and the fuel injection amount, or the deceleration rate of the actual engine speed is stopped from the start of deceleration. And a selection means 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 as to decelerate by increasing over time. Engine speed control device.

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