JP3551425B2 - Control unit for diesel engine - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for an internal combustion engine, particularly a diesel engine.
[0002]
[Prior art]
As a conventional maximum fuel injection amount control method, there is a technique described in Japanese Patent Publication No. 8-331549. This is to correct the injection amount so that the actual target engine speed is reached at low rotation and low load such as idling, so that the injection amount at that time and the target injection amount calculated according to the operating state are approximately the same Then, EGR is controlled using the corrected injection amount.
[0003]
[Problems to be solved by the invention]
However, in the former EGR control method, for example, when a load such as an air conditioner or a power steering is applied to the engine at the time of idling, an error corresponding to the load occurs, and as a result, the required EGR with respect to the actual injection amount is required. There is a problem that it is difficult to supply the amount. Further, the injection timing is also an important parameter for the exhaust emission, and if the injection timing is not accurately controlled to a required value, the exhaust emission may be deteriorated.
In addition, since the injection amount error during idling operation is greatly affected by variations in the initial lift amount and valve opening pressure of the injection nozzle, which fluctuates due to production variations and changes over time, it is necessary to determine the injection amount error under each operating condition. If these effects are not added to the reflection gain multiplied by the injection amount error learned during the idling operation, the reflection gain may fall into a situation different from an appropriate value.
Further, in the case of a multi-cylinder engine, it is possible to suppress the rotation fluctuation by controlling the injection amount for each cylinder in accordance with the engine speed corresponding to each cylinder at the time of idling. Since the injection amount variation is different for each cylinder, the injection amount correction amount for each cylinder during idling could not be applied to all operating conditions.
If the correction amount at the time of idling is uniformly reflected in all operating conditions, a surge or the like may occur, which may deteriorate the drivability.
Also, it is difficult to control the maximum injection amount near the full opening to the smoke limit, and there is a possibility that a large amount of smoke is discharged or no output is generated.
[0004]
The present invention has been made in view of such a conventional problem, and corrects a target injection amount so as to achieve a target rotation during idling, and determines a difference between the injection amount and a predetermined injection amount by a predetermined amount. Learning accuracy is ensured by learning according to the output of the input parameter. Further, a reflection gain obtained based on each cylinder fuel injection amount control result at the time of idling and a fuel injection amount error under each rotation condition based on the injection amount error learned at the time of idling are obtained, and the target injection amount is corrected. Control of the EGR, the injection timing, and the swirl control valve, and correction control of the injection amount to each cylinder for each operating condition based on the correction amount of each cylinder fuel injection amount during idling and the reflection gain. The object is to solve the above problem by correcting the maximum injection amount.
[0005]
[Means for Solving the Problems]
According to a first aspect of the present invention, there is provided a control apparatus for a diesel engine according to the first aspect of the present invention, as shown in the block diagram of FIG. When Operating state detecting means (1) for detecting an engine operating state from an accelerator opening, fuel injection amount calculating means (2) for calculating a basic fuel injection amount from an output of the operating state detecting means (1), and an engine State determination means (3) for determining the idle state of the vehicle, and starter switch, ignition switch, power steering switch, electric load signal, neutral switch, fuel temperature, engine water temperature, vehicle speed, power supply voltage, engine speed, engine speed, and air conditioner as various parameters. Various parameter input means (4) for inputting a switch signal; actual fuel injection amount calculating means (5) for calculating an actual fuel injection amount from an output of the various parameter input means (4); ), The fuel injection amount calculating means (2) so that the idling speed becomes constant from the output of the various parameter input means (4). Idling fuel correcting means (6) for correcting the output of the engine, idling cylinder speed detecting means (7) for detecting the engine speed of each cylinder during idling, and idling fuel correcting means (6). A cylinder-by-cylinder fuel correction means (8) for correcting the cylinder-by-cylinder fuel injection amount at the time of idling from an output of each of the cylinder speed detection means at idle (7); the idle state determination means (3); An injection amount error learning permission determining means (9) for determining permission of learning of an injection amount error from an output of the means (4); and a maximum value and a minimum value of the output of the idling-time cylinder-specific fuel correction means (8). Reflection gain setting means for setting a reflection gain used to obtain an error amount corresponding to each operating condition based on an injection amount error learning value at the time of idling based on the difference and the output of the idle state determination means (3). 0), the output of the actual fuel injection amount calculation means (5), the idling time fuel correction means (6), the injection amount error learning permission determination means (9), the reflection gain setting means (10), or the injection amount error learning. When learning is prohibited by the output of the permission determination means (9), the value of the error learned so far is multiplied by the reflection gain set by the reflection gain setting means (10) to correspond to each operation condition. An injection amount error calculating means (11) for calculating an injection amount error; and an injection timing, an exhaust gas recirculation rate, or a value corresponding thereto based on the output of the idling time fuel correcting means (6) and the injection amount error calculating means (11). Of the swirl control valve, a control parameter control injection amount calculating means (12) for calculating an injection amount used for setting at least one control parameter, and control parameter control means for controlling each control parameter (13).
[0006]
In the diesel engine control device according to the second aspect of the present invention, as shown in the block diagram of FIG. When Operating state detecting means (1) for detecting an engine operating state from an accelerator opening, fuel injection amount calculating means (2) for calculating a basic fuel injection amount from an output of the operating state detecting means (1), and an engine State determination means (3) for determining the idle state of the vehicle, and starter switch, ignition switch, power steering switch, electric load signal, neutral switch, fuel temperature, engine water temperature, vehicle speed, power supply voltage, engine speed, engine speed, and air conditioner as various parameters. Various parameter input means (4) for inputting a switch signal; actual fuel injection amount calculating means (5) for calculating an actual fuel injection amount from an output of the various parameter input means (4); ), The fuel injection amount calculating means such that the idle rotation is constant from the output of the various parameter input means (4). The idling fuel correcting means (6) for correcting the output of (2), the idling cylinder speed detecting means (7) for detecting the engine speed of each cylinder during idling, and the idling fuel correcting means ( 6) Idle-time cylinder-by-cylinder fuel correction means (8) for correcting the cylinder-by-cylinder fuel injection amount at the time of idle from the output of each idling-time cylinder speed detecting means (7); Injection amount error learning permission determining means (9) for performing permission determination of learning of the injection amount error from the output of the parameter input means (4); Gain setting for setting an error gain used for obtaining an error amount corresponding to each operating condition based on an injection amount error learning value at the time of idling based on a difference between the above and an output of the idle state determining means (3). hand (10) the output of the actual fuel injection amount calculating means (5), the idling time fuel correcting means (6), the injection amount error learning permission determining means (9), the reflection gain setting means (10), or the injection amount error When the learning is prohibited by the output of the learning permission determining means (9), the value of the error learned so far is multiplied by the reflecting gain set by the reflecting gain setting means (10), and each operating condition is determined. Injection amount error calculating means (11) for calculating the error of the corresponding injection amount, intake air amount detecting means (14) for detecting the intake air amount, the operating state detecting means (1) and injection amount error calculating means ( 11) and a maximum injection amount calculating means (15) for calculating an allowable maximum injection amount from the output of the intake air amount detecting means (14); the idle-time cylinder-specific fuel correcting means (8); and a reflection gain setting means (10). From the output of Cylinder-specific fuel correction amount calculating means (16) for calculating a corresponding cylinder-specific fuel injection amount correction amount; idling fuel correction means (6); maximum injection amount calculating means (15); cylinder-specific fuel correction amount calculation A final fuel injection amount setting means (17) for setting the final fuel injection amount from the output of the means (16); and a fuel injection amount control means (17) for controlling the fuel injection amount from the output of the final fuel injection amount setting means (17). 18).
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, an embodiment of the present invention will be described with reference to the drawings.
3 to 37 show a flow of the embodiment and tables and maps required for the flow.
FIG. 3 is a flowchart for calculating the basic fuel injection amount, and the processing is performed at a timing synchronized with the rotation.
First, the engine speed Ne is read in S1. In S2, the accelerator opening Cl is read. In S3, the fuel injection amount is set from Ne and Cl from a map as shown in FIG. 4 and is set to Mqdrv. In S4, the correction of the water temperature and the like is performed, and the correction is made as the basic fuel injection amount Qsol1. In S5, the idle state is determined by a switch for determining the idle state (for example, detection of the fully closed position of the accelerator). If the engine is idling, the process proceeds to S6, and the injection amount is corrected so that the engine speed Ne becomes the target engine speed Nset. , And the corrected value is Qsol2. The setting of the target idle speed will be described later. In S7, the engine speed (Ne_i) for each cylinder is read. This is measured by, for example, the measurement time of a predetermined crank angle corresponding to each combustion cycle. In S8, the fuel injection amount correction value (Dit_Qsol2_i) for each cylinder is a value obtained by multiplying the difference between the engine speed (Ne) and the engine speed (Ne_i) of each cylinder by a predetermined coefficient (KQI #). And the fuel injection amount correction value (Dit_Qsol2_i-1) for each cylinder up to the previous time is obtained by the equation shown in FIG. In S9, by adding the fuel injection amount correction value (Dit_Qsol2_i-1) to each cylinder obtained in the previous calculation cycle to Qsol2 obtained in S8, the idling fuel injection amount to each cylinder is obtained. To end.
If the engine is not idling, Qsol1 is set to Qsol2 in S10, and the cylinder-specific fuel correction amount (Dq_i) is added to Qsol2 in S11 to obtain the cylinder-specific fuel injection amount (Qsol2_i), and the process ends.
[0008]
FIG. 5 is a flowchart for setting the target idle speed. In S21, the water temperature Twn is read, and in S22, the target idle speed Nset is set from the Twn from, for example, a table as shown in FIG. 6, and the process ends.
[0009]
FIG. 7 is a flowchart for calculating the fuel injection amount necessary to control each control parameter.
First, signals of various sensors and switches are read in S31, and permission determination for determining whether or not to learn an error in the fuel injection amount is performed in S32. This determination will be described later. In S33, an error in the injection amount is calculated, and in S34, the injection amount for control parameter control, that is, the actually supplied injection amount Qsol_real is calculated, and the process ends. The injection amount error calculation in S33 and the Qsol_real calculation in S34 will be described later.
[0010]
FIG. 8 is a flowchart for calculating the control parameter control injection amount Qsol_real.
First, the injection amount error value Dqsoll and the basic injection amount Qsol2 are read. Next, a value obtained by subtracting Dqsoll from Qsol2 is set as Qsol_real, and the process ends. The injection amount error value Dqsoll will be described later.
[0011]
FIG. 9 is a flowchart for setting a target EGR rate using the control parameter control injection amount Qsol_real.
First, the engine speed Ne, Qsol_real, and the engine cooling water temperature Twn are read.
In S52, a map as shown in FIG. 10 is searched from Ne and Qsol_real, and a basic target EGR rate Megrb is calculated. In S53, a coefficient table for correcting the target EGR rate with respect to the engine coolant temperature, for example, as shown in FIG. 11, is retrieved from Twn and set as Kegr_tw. In step S54, the target EGR rate Megr is calculated using an equation as shown. In S55, it is determined whether or not the state of the engine is a complete explosion state. This method will be described later with reference to FIG. If it is determined in S56 that the explosion is complete, the process ends as it is. If it is determined that the explosion is not complete, the process ends in S57 with the target EGR rate Megr set to 0.
[0012]
FIG. 12 shows a flow for judging the complete explosion of the engine, which is calculated at a timing synchronized with the equal time of 10 msec.
First, the engine speed Ne is read in S61, and is compared with the complete explosion determination slice level NRPMK in S62. If Ne is larger, the process proceeds to S63. In step S63, the counter Tmrkb after the completion of the explosion due to rotation is compared with a predetermined time TRMKBP. When Ne is small in S62, the process proceeds to S66, Tmrkb is cleared, and the process is terminated as not complete explosion. When Tmrkb is small in S63, the process proceeds to S65, Tmrkb is incremented, the process proceeds to S67, and the process is terminated because it is not complete explosion.
In this process, a process is performed in which the engine speed is equal to or higher than a predetermined value (for example, 400 rotations or more), and when a predetermined time has elapsed, it is determined that a complete explosion has occurred.
[0013]
FIG. 13 is a flow for setting the fuel injection timing using the control parameter control injection amount Qsol_real.
In S71, the engine speed Ne and Qsol_real are read, and in S72, a target fuel injection timing Mit is calculated from an injection timing map as shown in FIG. 14, for example. In S73, various corrections are performed on Mit to set the final target injection timing Itsol, and the process ends.
[0014]
FIG. 15 is a flowchart for controlling the swirl control valve using the control parameter control injection amount Qsol_real.
In S81, the engine speed Ne and Qsol_real are read, and in S82 a swirl control valve switching slice level QSGT as shown in FIG. 16 is calculated from Ne, and Qsol_real and QSGT are compared in S83. If the former is large, the process proceeds to S84, and the swirl control valve is turned off. If the former is small, the process proceeds to S85, the swirl control valve is turned on, and the process is terminated.
[0015]
FIG. 17 is a flowchart for calculating the injection amount error and reflecting the error in the final fuel injection amount. Calculated in synchronization with engine rotation.
First, in S91, the basic fuel injection amount Qsol2_i for each cylinder is compared with the maximum fuel injection amount Qful. If the former is large, the process proceeds to S92, and Qful is used as the fuel injection amount Qsol_i for each cylinder. If the former is small, the process proceeds to S93, sets Qsol2_i to Qsol_i, and ends the process.
FIG. 18 is a map for converting Qsol_i into an output signal for actually controlling the injection amount.
[0016]
FIG. 19 is a basic flow for calculating the maximum injection amount.
First, in step S101, signals from various sensors and switches are read, and in step S102, an error learning permission determination is performed. The injection amount error is calculated in S103, and the maximum injection amount is calculated in S104, and the process ends.
The error learning permission determination, the injection amount error calculation, and the maximum injection amount calculation will be described later.
[0017]
FIG. 20 is a flowchart for calculating the final maximum fuel injection amount Qful.
First, in S111, the engine speed Ne is read, and in S112, the limit excess air ratio Klamb is set from the engine speed Ne, for example, from a table as shown in FIG. In step S113, the intake air amount Qac per cylinder is read, and in step S114, the maximum injection amount Qful is obtained by performing an operation using Qac, Klamb, and the injection amount error value Dqsoll, as shown in the drawing, and terminating the process.
[0018]
FIG. 22 is a flowchart for detecting the intake air amount.
First, the output voltage Us of a means for detecting the amount of intake air, such as an air flow meter, is read. In S122, the flow rate is converted using a voltage-flow rate conversion table as shown in FIG. In S123, a weighted average process of the values obtained in S122 is performed, and the process ends as Qas0. This processing is performed at predetermined time intervals such as 4 msec JOB.
[0019]
FIG. 24 is a flowchart for calculating the intake air amount per cylinder, which is calculated at a timing synchronized with the engine rotation or equivalent.
First, in S131, the engine speed Ne is read, and in S132, the engine speed Ne is converted into an intake air amount per intake by a formula as shown in the drawing. In S133, a delay process corresponding to a delay in wheel feeding from the intake air amount measuring means to the collector is performed, and in S134, a delay process corresponding to the dynamics in the collector is performed by an equation as shown in the figure, and the process is terminated as the cylinder intake air amount Qac. I do.
[0020]
FIGS. 25 and 26 are flowcharts for determining whether or not learning of the injection amount error is permitted.
If the start switch is on in S141, the process proceeds to S165; otherwise, the process proceeds to S142. If the ignition switch is on in S142, the process proceeds to S143, and if not, the process proceeds to S165. If the idle switch is on in S143, the process proceeds to S144, and if not, the process proceeds to S165. If the vehicle speed is 0 km / h in S144, the process proceeds to S145; otherwise, the process proceeds to S165. If the engine speed is smaller than the idle target speed plus NLRNH in S145, the process proceeds to S146 if the engine speed is smaller, and proceeds to S165 if it is larger. If the engine speed is larger than the target idle speed minus NLRNL in S146, the process proceeds to S147 if the engine speed is large, and proceeds to S165 if the engine speed is small. In S147, the power supply voltage is compared with the predetermined value VBLRN. If the power supply voltage is large, the process proceeds to S148, and if the value is small, the process proceeds to S165. In S148, the water temperature is compared with the predetermined value TWLRNH. If it is smaller, the process proceeds to S149, and if it is larger, the process proceeds to S165. In S149, the water temperature is compared with the predetermined value TWLRNL. If it is larger, the process proceeds to S150, and if smaller, the process proceeds to S165. In S150, the fuel temperature is compared with the predetermined value TFLRNH. If the fuel temperature is small, the process proceeds to S151, and if it is large, the process proceeds to S165. In S151, the fuel temperature is compared with a predetermined value TFLRNL. If the fuel temperature is larger, the process proceeds to S162, and if smaller, the process proceeds to S165. In step S162, it is determined whether the power steering switch is on. If the power steering switch is on, the process proceeds to step S165. If not, the process proceeds to step S163. In S163, it is determined whether an electric load switch such as a headlight or a defogger is on. If the switch is on, the process proceeds to S165; if not, the process proceeds to S164. In S164, the learning permission state counter is decremented, and in S166, it is determined whether the counter is 0 or not. If 0, the process proceeds to S167; otherwise, the process proceeds to S168. In S165, the learning permission counter is set to a predetermined value TMRLRN. In S167, the learning permission flag is set, and in S168, the learning permission flag is cleared, and the process ends.
[0021]
FIG. 27 is a basic flow for calculating the fuel injection amount error.
In S171, the learning value reflection gain Glqfh is calculated. In step S172, the state of the learning permission flag Flgqln is checked. If the flag is set, the process proceeds to step S173. If the flag is cleared, the process proceeds to step S175. In S173, an injection amount Qsolib considered to be actually supplied is calculated. In S174, an injection amount error Dqsol # is calculated. In S175, the injection amount error correction amount Dqsoll is calculated by an equation as shown, and the process ends.
[0022]
FIG. 28 shows an example of a calculation flow of the learning value reflection gain correction amount.
In S181, it is determined whether or not the learning permission flag (Flgqln) is set. In the learning permission state, the absolute value of the difference between the maximum value and the minimum value of the fuel injection amount for each cylinder in S182 (in the case of a four-cylinder engine, the absolute value of the maximum value and the minimum value of the fuel injection amount of # 1 to # 4 cylinders) The absolute value of the difference) is obtained, and the learning reflection gain correction amount (K_Glqfh) is read from, for example, FIG. 29 in S183, stored in the memory as K_Glqfh ￥, and the processing ends. Incidentally, ￥ means a backup RAM.
The reason why K_Glqfh has the characteristic shown in FIG. 29 is that, as the difference between the injection amounts of the respective cylinders increases, the nozzle system variation (initial lift amount, valve opening pressure, etc. of the two spring nozzles) of each cylinder increases. Becomes smaller as the rotational speed and the injection amount increase, and the difference (ratio) between the injection amount error during idling and the error other than idling increases, so that the value of K_Glqfh to be multiplied by a basic learning reflection gain described later is reduced. It is necessary.
In S184, the fuel injection amount correction value (Dit_Qsol2_i) for each cylinder at the time of the learning value reflection gain correction amount calculation is stored in the backup RAM (M_Dsol2_i ￥), and the process ends.
[0023]
FIG. 30 is a flowchart for calculating the learning value reflection gain Glqfh.
If it is determined in S191 that the idle switch is ON, the process proceeds to S194, and if it is ON, the process proceeds to S192. In S192, it is determined whether the vehicle speed is 0 km / h, and if not, the process proceeds to S194. If it is 0 km / h, the process proceeds to S193, and the process ends with the reflection gain Glqfh = 1. In S194, for example, B_Glqfh is read from the basic learning reflection gain map as shown in FIG. 31, the learning reflection gain correction amount (K_Glqfh) is read in S195, and the learning reflection gain is obtained by multiplying B_Glqfh and K_Glqfh in S196. The process ends.
[0024]
FIG. 32 shows an example of a calculation flow of the fuel injection amount correction amount for each cylinder with respect to the injection amount in the operation region other than the idling.
In S200, the above-mentioned B_Glqfh and K_Glqfh 値 and the backup RAM storage value (M_Dsol2_i ￥) of the fuel injection amount correction value (Dit_Qsol2_i) for each cylinder at the time of the learning value reflection gain correction amount calculation are multiplied by a predetermined coefficient (KDDVQ #). Then, the process is terminated with the fuel correction amount for each cylinder (Dq_i).
This is because, as described above, the variation in the idle injection amount is greatly affected by the variation in the nozzle system of each cylinder (the initial lift amount of the two spring nozzles, the valve opening pressure, etc.), but becomes smaller as the rotational speed and the injection amount increase. Therefore, the correction amount of the fuel injection amount for each cylinder in another operation region must be reduced.
Conversely, if the variation in the idle injection amount is small, it is due to the effect of the portion other than the nozzles. In this case, the variation in the idle injection amount has substantially the same width. Since Dq_i itself is small, Dq_i itself has a small value.)
[0025]
FIG. 33 is a flowchart for calculating the injection amount Qsolib considered to be actually injected.
In S211, it is determined whether or not the neutral switch is on. If it is on, the process proceeds to S212, and if it is off, the process proceeds to S215. In S212, it is determined whether or not the air conditioner switch is on. If the air conditioner switch is off, the process proceeds to S213 to set Qsolib to QSOLLL0. If the air conditioner switch is on, the process proceeds to S214 to set Qsolib to QSOLL1 and ends the process. In S215, it is determined whether or not the air conditioner switch is on. If the air conditioner switch is off, the process proceeds to S216, and Qsolib is set to QSOLL2. If the air conditioner switch is on, the process proceeds to S217, Qsolib is set to QSOLL3, and the process ends.
[0026]
FIG. 34 is a flowchart for calculating the injection amount error learning value Dqsol #.
In S221, a weighted average time constant correction coefficient Klsne is set from a table as shown in FIG. 35, for example, from the integral value SNe of the engine rotation from the time of production. Incidentally, this table characteristic shows a setting for reducing the learning gain in the unstable state at the time of the initial operation of the engine.
In S222, a weighted average time constant correction coefficient Klsvsp is set from the running distance SVsp from the time of production from, for example, a table as shown in FIG. Incidentally, this table characteristic shows a setting for reducing the learning gain in the unstable state at the time of the initial operation of the engine.
In S223, a weighted average time constant correction coefficient Klsst is set from the operation time SSttm from the time of production, for example, from a table as shown in FIG. Incidentally, this table characteristic shows a setting for reducing the learning gain in the unstable state at the time of the initial operation of the engine. Klsne, Klsvsp, and klsst may be any one of them.
In S224, it is determined whether or not the neutral switch is on. If it is on, the process proceeds to S225, and if it is off, the process proceeds to S228.
In S225, it is determined whether or not the air conditioner switch is on. If the air conditioner switch is off, the process proceeds to S226, where the weighted average time constant equivalent basic value Klcon is set to KLC0, and if it is on, KLCl is set.
If it is determined in S228 that the air conditioner switch is off, Klcon is set to KLC2 in S229, and if it is on, the process proceeds to S230 and becomes KLC3.
[0027]
In S231, a value Klc corresponding to the weighted average time constant is calculated by an equation as shown in the figure, and in S232, the value is limited to a value of 0 or more and 1 or less.
In S233, a value obtained by taking a difference between the basic fuel injection amount Qsol2 and the actual equivalent injection amount Qsolib is set to Dqsol0.
In step S234, a weighted average process is performed using Dqsol0 and Klc according to a formula as illustrated to calculate an injection amount error learning value Dqsol #, and the process ends. Incidentally, ￥ means a backup RAM.
[0028]
【The invention's effect】
As described above, in the diesel engine control device of the present invention, the error of the injection amount at the time of idling is determined based on the permission of the output of various sensors and switches, and the learning error is determined. And the error in the injection amount used for each control parameter is reduced, thereby enabling accurate control. In addition, since the gain reflected in the error learning value at the time of idling is changed for each operation region, the gain to be reflected can be variably set according to each cylinder fuel injection amount control amount at the time of idling. In addition, the amount of error correction under each operating condition can be optimized, and control accuracy can be ensured in all operating regions. Further, by reflecting the error learning value in the calculation of the maximum injection amount, it is possible to reduce the output variation of each engine and the emission of smoke.
Furthermore, since the amount of fuel injection into each cylinder other than at idle is also controlled in accordance with the control amount of fuel injection at each cylinder during idling, drivability is improved.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a control device for a diesel engine according to claim 1.
FIG. 2 is a block diagram showing a configuration of a control device for a diesel engine according to claim 2;
FIG. 3 is a flowchart for calculating a basic fuel injection amount according to the embodiment;
FIG. 4 is a map for setting a basic fuel injection amount according to the embodiment;
FIG. 5 is a flowchart for setting a target idle speed according to the embodiment;
FIG. 6 is an explanatory diagram of an example of a target idle speed table according to the embodiment;
FIG. 7 is a flowchart for calculating a fuel injection amount necessary for controlling each control parameter according to the embodiment.
FIG. 8 is a flowchart for calculating a control parameter control injection amount Qsol_real according to the embodiment;
FIG. 9 is a flowchart for setting a target EGR rate using the control parameter control injection amount Qsol_real according to the embodiment;
FIG. 10 is a target EGR rate map according to the embodiment.
FIG. 11 is an explanatory diagram illustrating a coefficient table for correcting a target EGR rate with respect to an engine water temperature according to the embodiment;
FIG. 12 is a flowchart for determining a complete explosion of the engine according to the embodiment.
FIG. 13 is a flowchart for setting a fuel injection timing using a control parameter control injection amount Qsol_real according to the embodiment;
FIG. 14 is an injection timing map according to the embodiment.
FIG. 15 is a flowchart for controlling a swirl control valve using the control parameter control injection amount Qsol_real of the embodiment.
FIG. 16 is an explanatory diagram showing an example of setting a swirl control valve switching slice level according to the embodiment;
FIG. 17 is a flowchart of calculating an injection amount error according to the embodiment and reflecting the calculated error in a final fuel injection amount.
FIG. 18 is a map for converting Qsol_i of the embodiment to an output signal for actually controlling the injection amount.
FIG. 19 is a basic flow for calculating a maximum injection amount according to the embodiment.
FIG. 20 is a flowchart for calculating a final maximum fuel injection amount Qful of the embodiment.
FIG. 21 is an explanatory diagram of an example of a limit excess air ratio table according to the embodiment;
FIG. 22 is a flowchart for detecting an intake air amount according to the embodiment;
FIG. 23 is an explanatory diagram illustrating a voltage-flow rate conversion table according to the embodiment;
FIG. 24 is a flowchart for calculating an intake air amount per cylinder according to the embodiment.
FIG. 25 is a flowchart for determining whether to permit learning of an injection amount error according to the embodiment.
FIG. 26 is a flowchart for determining whether to permit learning of an injection amount error according to the embodiment.
FIG. 27 is a basic flow for calculating a fuel injection amount error according to the embodiment.
FIG. 28 is a calculation flow of a learning value reflection gain correction amount according to the embodiment.
FIG. 29 is an explanatory diagram showing a learning value reflection gain correction amount table according to the embodiment;
FIG. 30 is a calculation flow of a learning value reflection gain Glqfh according to the embodiment.
FIG. 31 is a B_Glqfh gain map of the embodiment.
FIG. 32 is a calculation flow of a fuel injection amount correction amount for each cylinder with respect to an injection amount in an operation region other than the idling state according to the embodiment.
FIG. 33 is a flowchart for calculating an injection amount Qsolid which is considered to be actually injected in the embodiment.
FIG. 34 is a flowchart for calculating an injection amount error learning value Dqsol # in the embodiment.
FIG. 35 is an explanatory diagram showing an example of a learning weight correction coefficient (rotation integral) table according to the embodiment;
FIG. 36 is an explanatory diagram showing an example of a learning weight correction coefficient (running distance) table according to the embodiment;
FIG. 37 is an explanatory diagram showing an example of a learning weight correction coefficient (elapsed time) table according to the embodiment;
[Explanation of symbols]
1 Operating state detection means
2 Fuel injection amount calculation means
3 Idle state determination means
4 Various parameter input means
5 Actual fuel injection amount calculation means
6 Idle fuel correction means
7 Cylinder rotational speed detection means at idle
8. Idle cylinder fuel correction means
9 Injection amount error learning permission determination means
10 Reflection gain setting means
11 Injection amount error calculation means
12 Injection amount calculation means for control parameter control
13 Each control parameter control means
14 Intake air amount detection means
15 Maximum injection amount calculation means
16 Cylinder-specific fuel correction amount calculation means
17 Final fuel injection amount setting means
18 Fuel injection amount control means

Claims (2)

Operating state detecting means (1) for detecting an engine operating state from at least an engine speed and an accelerator opening;
Fuel injection amount calculating means (2) for calculating a basic fuel injection amount from the output of the operating state detecting means (1);
Idle state determining means (3) for determining an idle state of the engine;
Various parameter input means (4) for inputting starter switch, ignition switch, power steering switch, electric load signal, neutral switch, fuel temperature, engine water temperature, vehicle speed, power supply voltage, engine speed, air conditioner switch signal as various parameters;
Actual fuel injection amount calculating means (5) for calculating an actual fuel injection amount from outputs of the various parameter input means (4);
An idling-state fuel correcting means (6) for correcting the output of the fuel injection amount calculating means (2) from the outputs of the idle state determining means (3) and the various parameter input means (4) so that the idle rotation is constant;
An idling-time cylinder speed detecting means (7) for detecting an engine speed of each cylinder during idling;
An idling-time fuel correcting means (6), an idling-time cylinder-specific fuel correcting means (8) for correcting an idling-time cylinder-specific fuel injection amount from an output of each idling-time cylinder rotational speed detecting means (7);
An injection amount error learning permission determining means (9) for determining permission of learning of an injection amount error from an output of the various parameter inputting means (4);
Each operation based on the learning value of the injection amount error during idling based on the difference between the maximum value and the minimum value of the output of the cylinder-by-idle fuel correction means (8) and the output of the idling state determination means (3). Reflection gain setting means (10) for setting a reflection gain used for obtaining an error amount corresponding to the condition;
The actual fuel injection amount calculating means (5), the idling fuel correction means (6), the injection amount error learning permission determining means (9), the output of the reflection gain setting means (10), or the injection amount error learning permission determining means ( When learning is prohibited by the output of 9), the value of the error learned so far is multiplied by the reflection gain set by the reflection gain setting means (10), and the error of the injection amount corresponding to each operating condition is multiplied. Injection amount error calculating means (11) for calculating
From the outputs of the idling fuel correction means (6) and the injection amount error calculation means (11), the injection timing, the exhaust gas recirculation rate or a value corresponding thereto, and the injection used for setting at least one control parameter of the swirl control valve. Control parameter control injection amount calculating means (12) for calculating the amount;
A control device for a diesel engine, comprising control parameter control means (13) for controlling each control parameter. Operating state detecting means (1) for detecting an engine operating state from at least an engine speed and an accelerator opening;
Fuel injection amount calculating means (2) for calculating a basic fuel injection amount from the output of the operating state detecting means (1);
Idle state determining means (3) for determining an idle state of the engine;
Various parameter input means (4) for inputting starter switch, ignition switch, power steering switch, electric load signal, neutral switch, fuel temperature, engine water temperature, vehicle speed, power supply voltage, engine speed, air conditioner switch signal as various parameters;
Actual fuel injection amount calculating means (5) for calculating an actual fuel injection amount from outputs of the various parameter input means (4);
An idling state determining means (3), an idling fuel correcting means (6) for correcting the output of the fuel injection amount calculating means (2) from the outputs of the various parameter input means (4) so that the idling speed becomes constant. ,
An idling-time cylinder speed detecting means (7) for detecting an engine speed of each cylinder during idling;
An idling-time fuel correcting means (6), an idling-time cylinder-specific fuel correcting means (8) for correcting an idling-time cylinder-specific fuel injection amount from an output of each idling-time cylinder rotational speed detecting means (7);
An injection amount error learning permission determining means (9) for determining permission of learning of an injection amount error from an output of the various parameter inputting means (4);
Each operation based on the learning value of the injection amount error during idling based on the difference between the maximum value and the minimum value of the output of the cylinder-by-idle fuel correction means (8) and the output of the idling state determination means (3). Reflection gain setting means (10) for setting a reflection gain used for obtaining an error amount corresponding to the condition;
The actual fuel injection amount calculating means (5), the idling fuel correction means (6), the injection amount error learning permission determining means (9), the output of the reflection gain setting means (10), or the injection amount error learning permission determining means ( If learning is prohibited by the output of 9), the value of the error learned so far is multiplied by the reflection gain set by the reflection gain setting means (10), and the injection amount corresponding to each operating condition is multiplied. An injection amount error calculating means (11) for calculating an error;
Intake air amount detection means (14) for detecting an intake air amount;
A maximum injection amount calculating means (15) for calculating an allowable maximum injection amount from outputs of the operating state detecting means (1), an injection amount error calculating means (11), and an intake air amount detecting means (14);
A cylinder-by-cylinder fuel correction amount calculating unit (16) for calculating a cylinder-by-cylinder fuel injection amount correction amount corresponding to each operating condition from the output of the idling-time cylinder-by-cylinder fuel correction unit (8) and the reflection gain setting unit (10); ,
A final fuel injection amount setting means (17) for setting a final fuel injection amount from the output of the idling fuel correction means (6), the maximum injection amount calculation means (15), and the cylinder-specific fuel correction amount calculation means (16);
And a fuel injection amount control means (18) for controlling the fuel injection amount from the output of the final fuel injection amount setting means (17).

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