CN1526932A - Engine control unit with phase advance compensator - Google Patents
Engine control unit with phase advance compensator Download PDFInfo
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- CN1526932A CN1526932A CNA2004100050079A CN200410005007A CN1526932A CN 1526932 A CN1526932 A CN 1526932A CN A2004100050079 A CNA2004100050079 A CN A2004100050079A CN 200410005007 A CN200410005007 A CN 200410005007A CN 1526932 A CN1526932 A CN 1526932A
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- target torque
- accelerator position
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- 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
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- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1424—Pole-zero cancellation
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- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
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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
A peak gain of target torque with respect to a change in an accelerator position from 40% to 70% is expressed by a constant K. A time constant of phase advance compensation corresponding to a period for the target torque to change from a peak value to 63.2% of the peak value in the case where the accelerator position is changed from 40% to 70% is expressed by a constant e. A target torque response with respect to the change in the accelerator position is calculated through a phase advance compensator (26) by using the peak gain K and the time constant e, which have physical meanings. Thus, the target torque response with respect to the change in the accelerator position can be defined quantitatively, directly based on an elapsed time.
Description
Technical field
The present invention relates to a kind of control unit of engine, it is used for controlling according to the target torque of motor the moment of torsion or the rotating speed of motor.Particularly, the present invention relates to a kind of control unit of engine that phase place shifts to an earlier date compensator that has, remedy the target torque operating lag so that can shift to an earlier date compensator by means of phase place.
Background technique
In order to make engine speed reach stable, motor must have such indicatrix: the moment of torsion of motor reduces with the increase of rotating speed.During engine operation, it reaches balance on a certain rotating speed, and this rotating speed is the intersection point that desired loading moment indicatrix and motor produce the torque characteristic curve.Basically be independent of the rotating speed of motor or load such as the air inflow of the internal-combustion engine (being motor) of diesel engine etc. and keep constant.The moment of torsion of motor is to control by the fuel injection amount that change is injected in each cylinder of motor.
By way of example, (see the 1-11 page or leaf at flat 1-170741 Japanese patent application to be concluded, Fig. 1 is to Fig. 9) in disclose a kind of Diesel Engine Control unit, it is based on the position of engine speed and accelerator, utilizes a Feature Mapping table shown in Figure 6 or a formula and calculates a basic emitted dose Q.Then, control unit of engine is by calculating jeting instruction amount QFIN with an emitted dose Q and an emitted dose correction value addition, and correction value has wherein been considered factors such as cooling water temperature, intake temperature.Control unit of engine is by changing the control of implementing motor according to jeting instruction amount QFIN to fuel injection amount.Above-mentioned control unit of engine is designed to like this: basic emitted dose Q has become a predetermined emitted dose ideograph (speed regulator ideograph), and this ideograph is a engine speed during at each position of accelerator and definite.This speed regulator ideograph is reserved as usually expresses the characteristic curve of static torque with respect to engine speed and accelerator position.
But speed regulator ideograph of the prior art has been represented the locked rotor torque equilibrium response between accelerator position and the engine speed.Thereby Engine torque is with respect to the variation of accelerator position and reach the required response times of index such as target torque, acceleration performance and just can not be characterized out by linear dimensions.Therefore, be difficult to depict quantitatively the variation course of Engine torque based on the time of being gone through.Thereby, in the prior art, if when changing the drive performance (sense of acceleration or the sense of slowing down) of vehicle at the position of accelerator, then just the method by repetition test changes above-mentioned equilibrium response, or utilizes skilled adjusting personnel's practical experience to change.The result is exactly that labor hour and cost all can increase.
Summary of the invention
Thereby, the purpose of this invention is to provide a kind of control unit of engine, the relation that it can utilize the time of being gone through to express quantitatively to add/slow down sense (sense of acceleration or the sense of slowing down) to change with respect to accelerator position.Thereby, no longer need to carry out the operation of repetition test, also no longer need experienced personnel's practical experience.
According to an aspect of the present invention, a kind of control unit of engine comprises that phase place shifts to an earlier date compensation device, and this device is used for during the transition that accelerator position changes, the target torque response characteristic of target setting torque setting device.Thereby the constant by employing has physical significance can be defined as the response that target torque changes with respect to accelerator position quantitatively and go through elapsed time.Because adding/slow down sense (sense of acceleration or the sense of slowing down) expressed quantitatively with respect to the available time of having gone through of relation that accelerator position changes, so simplified adjusting work, and need not to depend on repetition test work or skilled work personnel's experience to drive performance.Thereby, can reduce labor hour.
Description of drawings
By studying detailed description hereinafter, subsidiary claims and accompanying drawing, can clearly understand the characteristics and the advantage of embodiment of the present invention, and can understand the function of its method of work and each associated components, specification, claim and accompanying drawing are the application's constituent element.In the accompanying drawings:
Schematic representation among Fig. 1 has been represented the common rail type fuel injection system according to first embodiment of the invention;
Flowcharting among Fig. 2 according to the fuel injection amount control method and the fuel oil discharge capacity controlling method of first mode of execution;
Diagrammatic representation among Fig. 3 (a) according to the control logic of the control unit of engine of first mode of execution;
Feature figure line among Fig. 3 (b) has been represented according to response first mode of execution, that target torque changes accelerator position;
Feature figure line among Fig. 4 (a) represented according to the present invention one second mode of execution, target torque is with respect to the peak gain of engine speed;
Feature figure line among Fig. 4 (b) has been represented according to time constant second mode of execution, that compensate in advance with respect to the engine speed excute phase;
Feature figure line among Fig. 4 (c) has been represented according to response second mode of execution, that target torque changes accelerator position;
Feature figure line among Fig. 5 has been represented emitted dose ideograph that is used to calculate basic emitted dose in related domain; And
Feature figure line among Fig. 6 represents to be directed in the prior art emitted dose ideograph of accelerator position and engine speed.
Embodiment
[first mode of execution]
Referring to Fig. 1, represented common rail type fuel injection system among the figure according to first embodiment of the invention.
As shown in Figure 1, common rail type fuel injection system comprises that fuel common-rail 2, pump are inhaled control type oil feed pump 3, a pump is inhaled control valve 4, a plurality of (being four in this embodiment) oil sprayer 5, actuator and control unit of engine (hereinafter being referred to as ECU) 10.Rail 2 has been accumulated high pressure fuel altogether, pressure wherein is corresponding to the jet pressure that fuel oil is injected in internal-combustion engine (hereinafter being referred to as motor) 1 each cylinder, and internal-combustion engine wherein for example is a multi-cylinder (the being four cylinders in the present embodiment) diesel engine that is installed on the vehicle such as automobile.The fuel oil that oil feed pump 3 will aspirate is pressurized to a certain high pressure.Pump is inhaled control valve 4 and according to the operating mode of motor the fuel oil dispatch amount of being discharged by oil feed pump 3 is controlled.Oil sprayer 5 will be accumulated in fuel injection in the common rail 2 in each cylinder of motor 1.Actuator drives the needle-valve of oil sprayer on the direction that valve is opened.The actuator that ECU10 inhales control valve 4 and a plurality of oil sprayer 5 to the pump of oil feed pump 3 implements electronic control.
Pump suction control valve (hereinafter being referred to as SCV) 4 is set in the oil feed pump 3 and guides into the oil transportation path of pressurizing chamber from oil transfer pump.SCV4 regulates the flow area (flow area of the amount of lifting of aperture, valve member or valve opening) of carrying path, so that can change from the discharge capacity (pump displacement, pump voltage supply amount) of the fuel oil of oil feed pump 3 discharges.Thereby SCV4 can be to the pressure (common rail pressure) or the fuel-injection pressure in oil sprayer 5 sprays into motor 1 each cylinder of rail intermediate fuel oil are controlled altogether.
SCV4 has: a valve (valve member), and it is used to regulate the flow area of oil transportation path, and oil transportation path wherein is used for fuel oil is transported to pressurizing chamber from oil transfer pump; One solenoid (electromagnetic coil), it is used on the direction that valve member is closed it being driven; And valve biasing arrangement (spring), be used for valve member being applied bias making on the direction of opening of valves.SCV4 is the valve that is used for the control pump flow, and this control valve can be controlled to that to impose on the SCV driving current of electromagnetic coil proportional with a pump drive circuit with being drawn into fuel oil intake in oil feed pump 3 pressurizing chambers.SCV4 in this mode of execution is that a normality is for logical solenoid valve, when stopping when electromagnetic coil powers up its complete opening.
According to each cylinder number of motor 1 a plurality of oil sprayers 5 have been installed.Oil sprayer 5 downstream of many bypass duct branching out of rail 2 together is connected.Oil sprayer 5 is electromagnetic type fuel injection valves, and it has: a plurality of being used for is injected to spray-hole in motor 1 each cylinder with fuel oil, a nozzle, and it has fuel oil storage pond, and is positioned at the upstream position of spray-hole; One electromagnetic actuator, it is used for making the nozzle needle of drive installation in nozzle on the direction of opening of valves; Needle-valve biasing arrangement (spring), it is used on the direction that valve cuts out nozzle needle being applied bias; And some other parts.
By turning on and off the power supply of a solenoid valve, oil sprayer 5 from motor 1 each cylinder is carried out fuel-injected work to cylinder to be controlled, solenoid valve wherein is as an electromagnetic actuator, be used for changing the fuel pressure in the back pressure control room of control piston, control piston wherein is connected with nozzle needle.More specifically, when each solenoid valve in being installed in each oil sprayer 5 was opened, the high pressure fuel that enters into the back pressure control room from rail 2 altogether will overflow to the low voltage side (fuel tank 6) of oil-fired system.Like this, nozzle needle and control piston will overcome the bias force of needle-valve biasing arrangement and raise, thereby have opened wide a plurality of spray-holes built in the nozzle tip place.Like this, the high pressure fuel that is accumulated in the common rail 2 will be ejected in the firing chamber of motor 1 each cylinder.Thereby motor 1 has just begun work.The fuel oil that releases from oil sprayer 5 is back to the fuel tank 6 through drain mast (way to cycle oil) 15,16.
ECU10 has one and belongs to existing microcomputer of constructing, and it has a plurality of function modules: a CPU, and it is used to carry out control processing and arithmetic operation; The storage of one memory device (such as ROM or RAM) etc.), it is used to store various programs and data; One input circlult; One output circuit; One power circuit; One drive circuit of injector (EDU); Pump drive circuit or the like.If ignition switch is switched on (IGON), just begin power supply to ECU10, ECU10 begins based on the control program that is stored in the storage devices such as the SCV4 of oil feed pump 3, the solenoid valve of oil sprayer 5 to be carried out electronic control.If ignition switch is closed (IGOFF), then stops power supply, thereby stopped above-mentioned control operation forcibly based on institute's storage control program in the storage to ECU.
Voltage signal that sends from fuel pressure transmitter 25 or the testing signal that sends from other each sensor are digital signal by an A/D converter from analog signal conversion, and then in the microcomputer that is imported among the ECU10 to be comprised.Microcomputer is connected with the operating mode detection device that is used for detection of engine 1 working state, and these detection devices for example are: the CKP 21 that is used for detection of engine 1 bent axle 8 corners; One accelerator position sensor 22, it is used to detect the position ACCP of accelerator; One is used to detect the cooling-water temperature sensor 23 of cooling water temperature THW; One is used for testing pump suction side fuel oil temperature or is inhaled into the fuel temperature sensor 24 of the fuel oil temperature of oil feed pump 3; And other sensor.
CKP 21 is arranged to the excircle facing to a NE timing rotor, and the timing rotor is connected on the pump live axle 9 of the bent axle 8 of motor 1 or oil feed pump 3.On the outer circumferential face of NE timing rotor with predetermined angle interval a plurality of double wedges that distributing.Crankshaft sensor 21 is made into an electromagnetism pick-up coil.Utilize between CKP 21 and each double wedge near and electromagnetic induction when separating, CKP 21 is sent the angle position signal (NE signal pulse) of pulse shape.The synchronization of the rotating speed of NE signal pulse and motor 1 or oil feed pump 3.ECU10 has played the effect of speed detector, and it detects engine speed NE by the time lag between each NE signal pulse of measuring CKP 21 and sending.
ECU10 comprises the fuel pressure control gear, be used for calculating best fuel-injection pressure according to the working state of motor 1, and by utilizing the pump drive circuit to drive the electromagnetic coil of SCV4 or controlling common rail pressure by the dispatch amount that changes oil feed pump 3 discharge fuel oils.The SCV driving current that flows to SCV4 electromagnetic coil in the oil feed pump 3 is carried out feedback control, can be consistent with the desired value PFIN of common rail pressure basically thereby make by fuel pressure transmitter 25 detected actual common rail pressure NPC, desired value is determined according to an engine speed NE and a jeting instruction amount QFIN.
Preferably, should come the driving current that flows to SCV4 is controlled by the method for duty cycle control.By way of example, according to the difference DELTA P between actual common rail pressure NPC and the target common rail pressure PFIN, can realize high-precision digital control by adopting the duty cycle controlling method, in the duty cycle controlling method, change the aperture of valve member among the SCV4 than (power up duration compares, dutycycle) in conducting/shutoffs of per unit in the time by regulating the pump drive circuit.
ECU10 comprises target torque setting device, basic emitted dose setting device, jeting instruction variable setting apparatus, injection timing setting device and sprays the duration setting device.The target torque setting device calculates the target torque of motor 1 according to accelerator position ACCP.Basis emitted dose setting device calculates basic emitted dose Q according to the target torque of motor 1.The jeting instruction variable setting apparatus is by calculating jeting instruction amount QFIN with an emitted dose correction value and basic emitted dose Q addition, and emitted dose correction value has wherein been considered the influence of factors such as engine cooling water temperature THW, pump suction side fuel oil temperature THF.The injection timing setting device calculates the timing TFIN of jeting instruction according to engine speed NE and jeting instruction amount QFIN.Spraying the duration setting device calculates according to actual common rail pressure NPC and jeting instruction amount QFIN solenoid valve in the oil sprayer 5 is powered up duration TQ (spraying arteries and veins length, injection pulse width, the perdurabgility of injection pulse, jeting instruction duration).
ECU10 comprises the fuel injection ratio control gear, it is used to carry out multi-stage jet, so that for certain concrete oil sprayer of motor 1, they can be in 1 one work cycle of motor or turn at motor 1 bent axle 8 and to engrave the execution fuel injection in the process of two circles (720 ℃ of A) when a plurality of.A work cycle of motor 1 comprises an aspirating stroke, a compression stroke, an expansion stroke (explosion stroke) and an exhaust stroke successively.Particularly, the fuel injection ratio control gear utilizes the oil sprayer 5 of cylinder, carries out multi-stage jet when motor 1 a certain concrete cylinder is in compression stroke.By way of example,, can realize certain multi-stage jet, so that can before carrying out main injection, carry out repeatedly leading injection or pre-spray by in the compression stroke of motor 1 and expansion stroke, repeatedly driving the solenoid valve of oil sprayer 5; Or after main injection, carry out multi-injection; Or before main injection, carry out the leading injection of one or many, after main injection, carry out the one or many post-injection simultaneously.
Hereinafter fuel injection amount control method and fuel oil discharge capacity controlling method according to present embodiment are described with reference to Fig. 2 and Fig. 3.After ignition switch was switched on, flow chart shown in Figure 2 was repeated constantly to carry out according to preset time at interval.
If the flow chart in the beginning execution graph 2 then in step S1, reads in such as engine parameters (engine operation signal) such as engine speed NE, accelerator position ACCP, engine cooling water temperature THW, pump suction side fuel oil temperature THF.Then, shown in the ECU10 control logic among Fig. 3 (a), in step S2, the target torque setting device among the ECU10 utilizes a phase place to shift to an earlier date compensator 26, calculates the target torque TE of motor 1 from accelerator position ACCP.
Then, in step S3, the basic emitted dose setting device among the ECU10 is from target torque TE, based on a pre-determined Feature Mapping figure or formula and calculate basic emitted dose Q, and Feature Mapping figure wherein or formula obtain by methods such as experimental measurements.Then, in step S4, jeting instruction variable setting apparatus among the ECU10 is by calculating jeting instruction amount QFIN with emitted dose correction value Δ Q and basic emitted dose Q addition, and correction value Δ Q has wherein considered the influence of factors such as engine coolant temperature THW, pump suction side fuel oil temperature THF.
Then, in step S5, jet pressure control gear among the ECU10 is according to engine speed NE and jeting instruction amount QFIN, calculate target common rail pressure PFIN based on a pre-determined Feature Mapping figure or formula, and Feature Mapping figure wherein or formula also obtain by methods such as experimental measurements.Then, in step S6, the injection timing setting device based on another by the pre-determined Feature Mapping table of methods such as experimental measurement or formula, calculate instruction injection timing (injection beginning constantly) from engine speed NE and jeting instruction amount QFIN.
Afterwards, in step S7, actual common rail pressure NPC is imported.Then, in step S8, the controlled variable (INJ controlled variable) of oil sprayer is transformed to injection pulse width.More specifically, injection duration setting device among the ECU10 based on one by the pre-determined Feature Mapping table of methods such as experimental measurement or formula, calculate quality from actual common rail pressure NPC and command injection amount QFIN and spray duration (injection pulse width) TQ, it is as the duration value of solenoid valve in oil sprayer 5.
Then, in step S9, calculate pump controlled variable (SCV controlled variable).More specifically, in step S9, calculate a SCV correction value Di according to the pressure divergence between actual common rail pressure NPC and the target common rail pressure PFIN.Subsequently, by SCV correction value Di and preceding SCV controlled variable Dscvi addition are calculated current pump controlled variable (SCV controlled variable).Then, in step S10, in the output stage of ECU10, set as the instruction injection timing TFIN and the instruction of INJ controlled variable (oil sprayer controlled variable) and spray duration TQ.Meanwhile, in the output stage of ECU10, also set pump controlled variable Dscv.Then, processing procedure turns back to step S1, repeats above-mentioned control.
If apply the oil sprayer driving current (INJ driving current, oil sprayer injection pulse) of pulse wave form by the solenoid valve of drive circuit of injector (EDU) in each cylinder fuel injection device 5, the fuel oil that is transported in the control piston back pressure control room will overflow in the low voltage side of oil-fired system, and the fuel pressure in the back pressure control room will reduce.Like this, the fuel pressure in the fuel oil storage pond just can overcome the bias force of needle-valve biasing arrangement, and wherein, the fuel pressure in the storage pond is to apply effect to it on the direction that nozzle needle is lifted.Thereby nozzle needle is elevated, and a plurality of spray-holes are communicated with fuel oil storage pond.More specifically, the instruction after instruction injection timing TFIN is sprayed among the duration TQ, and the high pressure fuel that is accumulated in the common rail 2 is injected in the firing chamber of motor 1 each cylinder.Like this, and instruction emitted dose QFIN fuel oil corresponding, prearranging quatity just is injected in the firing chamber of motor 1 each cylinder.So just the rotating speed to motor 1 has applied control, makes that the moment of torsion of motor is consistent with target torque basically.
Calculate basic emitted dose Q based on emitted dose model shown in Figure 5 from engine speed NE and accelerator position ACCP.Speed regulator model representation of the prior art shown in Fig. 6 the response characteristic of target torque, under the situation in the drawings, accelerator position ACCP from 40% stepping increased to for 70% (in one period time for acceleration).This speed regulator model representative among Fig. 6 be static equilibrium characteristic between accelerator position ACCP and the engine speed NE.Solid line among Fig. 6 " C " has been represented the equinoctial point under loading environment not.Shown in the arrow among Fig. 6 " ACCP ", target torque TE increases along with the increase of accelerator position ACCP.
By way of example, in the prior art, known oil sprayer is being implemented in the emitted dose control (fuel injection amount control), at selected gear is under the situation of N shelves (neutral gear), if progressively change to 70% from 40% by will speed up pedal position from the further step on the accelerator of a certain state, then shown in the arrow among Fig. 6 " A ": at first be that target torque TE can be increased to about 150Nm from about 50Nm along with the increase of accelerator pedal position ACCP, wherein, under described state, accelerator pedal has been operated and has remained on 40% the ACCP.
At this moment, be injected to from oil sprayer 5 in the firing chamber of each cylinder of motor 1 with the corresponding fuel injection amount of basic emitted dose Q, basic emitted dose wherein is according to the accelerator position ACCP after changing and the engine speed NE before changing determines.Then, along with the increase of actual torque 1 (Engine torque), engine speed NE can increase gradually.
As shown in Figure 6, along with the increase of engine speed NE, target torque TE is tending towards reducing.Thereby shown in the arrow among Fig. 6 " B ", along with the increase of engine speed NE, target torque TE and fuel injection amount can reduce gradually.As shown in Figure 6, final result is: motor reaches balance on another engine speed NE (for example 3600rpm), and on this rotating speed, the indicatrix of desired target torque characteristic curve and motor 1 actual torque intersects.In the emitted dose control procedure of above-mentioned prior art.Accelerator position ACCP from 40% step be increased to 70% the situation (in the accelerating period), target torque is to determine according to downward-sloping line segment in the speed regulator ideograph shown in Figure 6.Thereby, the very difficult response characteristic that limits target torque based on the time of being gone through quantitatively.
In the common rail type fuel injection system for present embodiment, progressively be increased under 70% the situation from 40% at accelerator position ACCP, the response characteristic of target torque is then shown in Fig. 3 (b).In the common rail type fuel injection system of present embodiment, by adopting constant such as ride gain and time constant etc., can determine the responsiveness that target torque changes at accelerator position ACCP quantitatively based on the time of going through, constant wherein has physical significance.Shown in Fig. 3 (a), in the common rail type fuel injection system of present embodiment, utilize phase place to shift to an earlier date compensator 26 rather than utilize speed regulator ideograph shown in Figure 6, calculate the response characteristic of target torque according to the accelerator position ACCP that is imported.Like this, can limit the responsiveness of target torque quantitatively based on the time of having gone through.More specifically, to change to 70% change from 40% corresponding with accelerator position, and the peak gain of target torque is expressed as a constant K.Similarly, change under 70% the situation from 40% at accelerator position ACCP, the time constant that phase place compensates in advance directly is expressed as the time of being gone through by a constant ω, and time constant wherein is corresponding to target torque TE variation delta TE of 63.2% from the peak change to the peak value.
Following formula (1) has been expressed the transfer function that phase place compensates in advance.In formula (1)
TE＝{(Ks+ω)/(s+ω)}·ACCP
In, " s " represents Laplace operator.
…(1)
Thereby the time constant that the peak gain of target torque and phase place compensate in advance is defined as constant K and ω respectively.By increasing or reducing peak gain K, target torque TE is increased with respect to accelerator position ACCP or reduce.Thereby, can change impression to acceleration.This factor of peak gain K mainly influences the sense of acceleration when accelerator position ACCP is changed moment or the sense of slowing down.After beginning acceleration, can increase or shorten the convergence time that reaches target torque TE by increasing or reducing time constant ω.So just can change and quicken impression.This factor of time constant K mainly influences the continuity of quickening or slowing down beginning back moment of torsion.
Thereby in the situation of step ground increase accelerator position ACCP (in the accelerating period), fuel injection amount Q (basic emitted dose) is to change according to above-mentioned target torque response characteristic.Thereby the operator can obtain desirable acceleration impression for the accelerator operation amount (to the amount of jamming on of accelerator pedal) that it applied.Similar with the accelerating period, when accelerator position ACCP step ground diminishes (between deceleration period), the operator is for accelerator operation variable quantity (to the releasing quantity of accelerator pedal) that it applied, can obtain desirable deceleration impression, reason is: by employing have physical significance, such as the constant of ride gain (peak gain) and time constant etc., define the response characteristic of target torque quantitatively based on the time of being gone through.
As mentioned above, in the common rail type fuel injection system of present embodiment, employing have physical significance, such as the constant of ride gain (peak gain) and time constant etc., define the response characteristic that target torque changes accelerator position ACCP quantitatively based on the time of being gone through.Thereby the available time of going through gives expression to quantitatively and adds/slow down and experience response characteristic that (sense of acceleration or the sense of slowing down) changes accelerator position.Thereby, can regulate drive performance easily or add/slow down and experience response characteristic that (sense of acceleration or the sense of slowing down) changes accelerator position, and need not the practical experience that depends on repetition test or the experience personnel are arranged, wherein, the change of accelerator position changes the step of accelerator pedal tread-on quantity corresponding to the operator.The result is exactly can reduce to be used to carry out the labor hour of adjusting, thereby can reduce cost.
[second mode of execution]
Below will be based on Fig. 4 to being described according to establishing method second mode of execution, the target torque response characteristic.
Shown in Fig. 4 (a), in this embodiment, peak gain K along with the increase of engine speed NE continuously or stepping ground reduce, thereby along with the increase of engine speed NE, for the same variable quantity of accelerator position ACCP, sense of acceleration reduces gradually.More specifically, continuous or stepping ground changes the peak gain K that target torque TE changes accelerator position ACCP, accelerator position ACCP is changed the peak value that responds so that can change target torque.Thereby, can change the sense of acceleration that changes at accelerator position ACCP or the sense of slowing down neatly.Such design mainly can have influence on accelerator position ACCP and be changed the acceleration impression of moment or the impression of slowing down.
Shown in Fig. 4 (b), the time constant ω that phase place compensates in advance is continuous or stepping ground increase along with the increase of engine speed NE, thereby after quickening beginning, the continuity of Engine torque or engine speed NE increases with the increase of engine speed NE.More specifically, according to engine speed NE continuously or stepping ground change the time constant ω that phase place compensates in advance quicken or slow down to begin to reach afterwards the convergence time of target torque so that can change.So just can change the sense of acceleration that changes at accelerator position ACCP or the sense of slowing down neatly.This design mainly can have influence on begin to quicken or slow down after the continuity of Engine torque or rotating speed.By way of example, shown in Fig. 4 (c), if time constant ω increases, then after beginning acceleration, the continuity of Engine torque will increase.
[remodeling]
In the above-described embodiment, the present invention is applied in the common rail type fuel injection system (accumulator type fuel injection system), and such fuel injection system is as the example of the fuel injection system of internal-combustion engines such as diesel engine.As alternative, the present invention also can be applied in the internal combustion engine fuel injection system of some type, in these ejecting systems, do not exist such as the pressure accumulation container or the pressure-accumulating tube that are total to rail, but high pressure fuel is delivered directly to fuel injection valve or the fuel injection nozzle from oil feed pump by high-pressure oil pipe.
In the above-described embodiment, by utilizing CKP 21 and accelerator position sensor 22, can calculate jeting instruction amount QFIN, instruction injection timing TFIN and target common rail pressure PFIN as motor 1 operating mode detection device.Can utilize from the testing signal (engine operation information) of the operating mode detection device output of cooling water temperature sensor 23, fuel temperature sensor 24 and some other sensor (for example intake air temperature sensor, air inlet pressure sensor, cylinder discrimination sensor, injection timing sensor etc.) etc., jeting instruction amount QFIN, instruction injection timing TFIN and target common rail pressure PFIN are revised.
The present invention should not only limit to disclosed mode of execution, can implement the present invention according to many other modes under not departing from the prerequisite of design philosophy of the present invention.
Claims (7)
1, a kind of control unit of engine (10), it comprises: accelerator position detection device (22), its be used to detect with operator to the corresponding accelerator position of operation amount that accelerator applies; Target torque setting device (S2), it is used for calculating based on accelerator position the target torque of motor (1), control unit of engine (10) changes the fuel injection amount that is injected in each cylinder by the target torque according to motor (1), come Engine torque or engine speed are controlled, it is characterized in that:
This control unit comprises that phase place shifts to an earlier date compensation device (26), and this device is used for during the transition that accelerator position changes, the response characteristic of the target torque that calculated by target torque setting device (S2) is set.
2, control unit of engine according to claim 1 (10), it is further characterized in that: by setting changing corresponding target torque peak value with accelerator position, and by set moment of torsion from peak change to the required convergence time of a torque point, make phase place shift to an earlier date compensation device (26) but the response of target setting moment of torsion.
3, control unit of engine according to claim 1 (10), it is further characterized in that:
Phase place shifts to an earlier date compensation device (26) to be calculated a transfer function, and this function satisfies
TE＝{(Ks+ω)/(s+ω)}·ACCP
Following equation:
In the formula, ACCP represents accelerator position, and TE represents target torque, and K is the peak gain that target torque changes with respect to accelerator position, and ω is the time constant that phase place compensates in advance, and s then represents Laplace operator.
4, control unit of engine according to claim 3 (10), it is further characterized in that and comprises:
The speed detector (21) that is used for the detection of engine rotating speed; And
The ride gain modifier that is used for or stepping ground change peak gain continuous according to engine speed.
5, control unit of engine according to claim 3 (10), it is further characterized in that and comprises:
The speed detector (21) that is used for the detection of engine rotating speed; And
The responsive time constant modifier that is used for or stepping ground change time constant continuous according to engine speed.
6, control unit of engine according to claim 1 (10), it is further characterized in that and comprises:
The speed detector (21) that is used for the detection of engine rotating speed;
Emitted dose setting device (S3, S4), it is used for calculating fuel injection amount according to target torque;
Jet pressure setting device (S5), it is used for calculating fuel-injection pressure according to fuel injection amount and engine speed; And
Injection timing setting device (S6), it is used for calculating according to fuel injection amount and engine speed the zero hour of injection.
7, control unit of engine according to claim 1 (10), it is further characterized in that and comprises:
The speed detector (21) that is used for the detection of engine rotating speed;
The fuel injection ratio control gear, it has realized multi-stage jet by driving fuel injection apparatus so that fuel oil is carried out multi-injection, fuel injection apparatus in the combustion stroke of motor (1), with high pressure fuel injection in the cylinder of motor; And
The injecting times setting device, it is used for calculating the number of times of carrying out injection in the multi-stage jet process according to engine speed.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003034232A JP4089456B2 (en) | 2003-02-12 | 2003-02-12 | Engine control device |
| JP34232/2003 | 2003-02-12 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1526932A true CN1526932A (en) | 2004-09-08 |
| CN100398797C CN100398797C (en) | 2008-07-02 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2004100050079A Expired - Fee Related CN100398797C (en) | 2003-02-12 | 2004-02-12 | Engine control unit with phase advance compensator |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP1447546B1 (en) |
| JP (1) | JP4089456B2 (en) |
| CN (1) | CN100398797C (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102421651A (en) * | 2009-05-13 | 2012-04-18 | 丰田自动车株式会社 | Sprung mass damping control system of vehicle, and vehicle provided with said system |
| CN104685194B (en) * | 2012-10-04 | 2018-10-26 | Mtu 腓特烈港有限责任公司 | Method for adjusting internal combustion engine pressure accumulation pipe pressure |
| CN111051673A (en) * | 2017-08-10 | 2020-04-21 | Mtu 腓特烈港有限责任公司 | Method for operating an internal combustion engine having an injection system, injection system designed to carry out such a method, and internal combustion engine having such an injection system |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4349258B2 (en) * | 2004-10-20 | 2009-10-21 | 株式会社デンソー | Torque control device for vehicle |
| DE102014211160A1 (en) * | 2014-06-11 | 2015-12-17 | Volkswagen Aktiengesellschaft | Method and control unit for carrying out a gas exchange in a cylinder of an internal combustion engine and internal combustion engine with such a control unit |
| CN106122369B (en) * | 2016-06-23 | 2018-05-08 | 上海中船三井造船柴油机有限公司 | A kind of electric device for the compensation of diesel engine second moment |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2973418B2 (en) * | 1987-03-05 | 1999-11-08 | トヨタ自動車株式会社 | Method for detecting intake pipe pressure of internal combustion engine |
| JP2513262B2 (en) | 1987-12-26 | 1996-07-03 | 日本電装株式会社 | Fuel injection amount control device for diesel engine |
| US5764183A (en) * | 1996-04-24 | 1998-06-09 | Eastman Kodak Company | Color imaging apparatus for forming a beam of light having three separate color components optical print head with GREEN LED |
| DE19645389C1 (en) * | 1996-11-04 | 1998-03-26 | Daimler Benz Ag | Method for regulating the full-load injection quantity of a diesel internal combustion engine |
| US5746183A (en) * | 1997-07-02 | 1998-05-05 | Ford Global Technologies, Inc. | Method and system for controlling fuel delivery during transient engine conditions |
| DE19955649C2 (en) * | 1999-11-19 | 2002-01-10 | Bosch Gmbh Robert | Electronic engine control of an internal combustion engine |
| US6701897B2 (en) * | 2001-02-16 | 2004-03-09 | Optimum Power Technology | Engine fuel delivery management system |
| JP4509420B2 (en) * | 2001-05-21 | 2010-07-21 | 本田技研工業株式会社 | Engine fuel injection control device |
| FR2833041B1 (en) * | 2001-12-05 | 2004-06-25 | Renault | METHOD FOR ADJUSTING THE PERFORMANCE OF A DIESEL ENGINE AND ENGINE EQUIPPED WITH A CORRESPONDING CONTROL UNIT |
-
2003
- 2003-02-12 JP JP2003034232A patent/JP4089456B2/en not_active Expired - Fee Related
-
2004
- 2004-02-11 EP EP04003045.4A patent/EP1447546B1/en not_active Expired - Lifetime
- 2004-02-12 CN CNB2004100050079A patent/CN100398797C/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102421651A (en) * | 2009-05-13 | 2012-04-18 | 丰田自动车株式会社 | Sprung mass damping control system of vehicle, and vehicle provided with said system |
| CN102421651B (en) * | 2009-05-13 | 2014-07-23 | 丰田自动车株式会社 | Sprung mass damping control system of vehicle, and vehicle provided with said system |
| CN104685194B (en) * | 2012-10-04 | 2018-10-26 | Mtu 腓特烈港有限责任公司 | Method for adjusting internal combustion engine pressure accumulation pipe pressure |
| CN111051673A (en) * | 2017-08-10 | 2020-04-21 | Mtu 腓特烈港有限责任公司 | Method for operating an internal combustion engine having an injection system, injection system designed to carry out such a method, and internal combustion engine having such an injection system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN100398797C (en) | 2008-07-02 |
| JP2004245094A (en) | 2004-09-02 |
| JP4089456B2 (en) | 2008-05-28 |
| EP1447546A2 (en) | 2004-08-18 |
| EP1447546A3 (en) | 2006-09-27 |
| EP1447546B1 (en) | 2016-04-13 |
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