JP5639387B2 - Diesel engine start control device - Google Patents

Description

  The present invention relates to a start control device for a diesel engine that optimally controls the fuel injection timing at the start of the engine to improve startability.

  In general, the start of the diesel engine is warmed in advance by the glow plug, and then cranking and fuel injection are started, and the engine rotation speed is increased to the idle operation. However, the fuel injection timing may not be an appropriate timing due to variations in engine specifications, environmental conditions, and the like, which may result in a stagnation / decrease in engine speed.

  In order to cope with this, in Patent Document 1, in the case where a decrease or stagnation of the engine rotation speed (engine rotation speed) due to the excessive advance angle of the fuel injection timing occurs, the fuel based on the change amount of the engine rotation speed is described. A technique for smoothly increasing the engine rotational speed by retarding the injection timing and setting the ignition timing near the top dead center of the compression stroke is disclosed.

JP 2004-245196 A

  However, in the technique disclosed in Patent Document 1, when the fuel injection timing is retarded, misfire due to over-retarding may occur, and combustion may become unstable, which may cause a decrease or stagnation of the engine speed. There is sex.

  The present invention has been made in view of the above circumstances, and controls the fuel injection timing at the start of the engine to an optimum injection timing without causing an over-advance angle or an over-delay angle, and quickly increases the engine rotation speed to start the engine. It is an object of the present invention to provide a diesel engine start control device capable of improving the performance.

In order to achieve the above object, a start control device for a diesel engine according to the present invention is a start control device for a diesel engine that controls the fuel injection timing at the time of engine start and promotes an increase in engine rotation speed. When the rotation speed is detected and the inclination of the engine rotation speed does not increase between combustion cycles, the engine rotation determination section determines that the engine rotation speed is stagnant or falls , and the engine rotation determination section stagnates the engine rotation speed. Alternatively, when it is determined that the fuel injection timing has been lowered, the fuel injection timing is corrected to the advance side by a predetermined correction value, and thereafter, the fuel injection timing is advanced to the advance side by the correction value so that the gradient of the engine speed becomes the target value. And a start-time fuel injection timing control unit that corrects to the retard side.

  According to the present invention, the fuel injection timing at the time of starting the engine can be controlled to the optimal injection timing without causing an excessive advance angle or an excessive delay angle, and the engine speed can be quickly increased to improve the startability. be able to.

1 is a configuration diagram of an engine control system according to a first embodiment of the present invention. Same as above, explanatory diagram showing heat generation rate in the cylinder at the time of engine start Same as above, explanatory diagram showing the rotational speed at the time of engine start Same as above, functional block diagram related to start-up fuel injection timing control Same as above, flowchart of fuel injection timing control routine The functional block diagram which concerns on 2nd Embodiment of this invention and relates to fuel injection timing control at the time of start-up Same as above, flowchart of fuel injection timing control routine Same as above, flowchart of maximum heat generation position detection routine Same as above, flowchart of pressure increase rate calculation routine The functional block diagram which concerns on 3rd Embodiment of this invention and relates to fuel injection timing control at the time of start-up Same as above, flowchart of fuel injection timing control routine Same as above, flowchart of maximum pressure rise position detection routine

First, a first embodiment of the present invention will be described.
In FIG. 1, reference numeral 1 denotes a diesel engine (hereinafter simply referred to as “engine”). An intake passage 5 and an exhaust passage 6 are connected to a combustion chamber 2 of the engine 1 via an intake valve 3 and an exhaust valve 4. It is communicated. An intake chamber 40 is formed on the upstream side of the intake passage 5, and a throttle valve 10 is interposed upstream of the intake chamber 40. An intake pressure sensor 37 that detects the air pressure downstream of the throttle valve 10 as an absolute pressure is exposed to the intake chamber 40.

  The throttle valve 10 is connected to an intake actuator 11 that adjusts the opening of the throttle valve 10 by a control signal from an electronic control unit (ECU) 50 and controls the intake air amount (fresh air amount). Further, an intercooler 12 is interposed upstream of the throttle valve 10, and a turbocharger composed of a known variable nozzle turbocharger (VGT) or the like is disposed upstream of the intercooler 12. The compressor 13a of the machine 13 is interposed. Further, an air cleaner 14 is interposed on the upstream side of the compressor 13 a of the turbocharger 13, and an intake air amount sensor 16 incorporating an intake air temperature sensor 15 for detecting the intake air temperature is interposed on the downstream side of the air cleaner 14. Has been.

  On the other hand, a turbine 13 b of a turbocharger 13 is interposed in the exhaust passage 6 of the engine 1. A variable nozzle vane is provided around the turbine 13b, and is connected to the negative pressure actuated actuator 20 via a link mechanism (not shown). A negative pressure control electromagnetic valve 21 controlled by the ECU 50 is connected to the pressure introduction pipe of the actuator 20, and negative pressure from a negative pressure source (not shown) is regulated by the negative pressure control electromagnetic valve 21 and introduced into the actuator 20. The Thereby, the vane opening degree of the variable nozzle of the turbocharger 13 is varied, the flow rate of the exhaust gas blown to the turbine 13b is adjusted, the turbine rotational speed is varied, and the supercharging pressure is controlled.

  The exhaust passage 6 on the upstream side of the turbine 13 b is bypass-connected to the intake passage 5 on the downstream side of the throttle valve 10 via an exhaust gas recirculation (EGR) passage 17. The EGR passage 17 is provided with an EGR valve 18 that controls the amount of EGR by a control signal from the ECU 50, and an EGR cooler 19 that cools the EGR gas. The exhaust passage 6 on the downstream side of the turbine 13b communicates with a diesel oxidation catalyst (Diesel Oxidation Catalyst; DOC) 22 that mainly oxidizes hydrocarbons (HC) and carbon monoxide (CO) in the exhaust gas by a catalytic reaction. ing.

  Further, a NOx storage reduction catalyst (Lean NOx Trap catalyst; LNT) 23 for storing nitrogen oxide (NOx) in exhaust gas and reducing and purifying it is disposed downstream of the DOC 22. Further, particulate matter (PM) such as soot, carbon soot, soluble organic components (SOF), sulfate (SO4), etc. in the exhaust gas is captured downstream of the LNT23. A diesel particulate filter (Diesel Particulate Filter; DPF) 24 is arranged.

  Next, the fuel injection system of the engine 1 will be described. The engine 1 employs a well-known common rail fuel injection system, and an injector 25 that is driven and controlled by the ECU 50 faces the combustion chamber 2. A glow plug 26 that is energized and controlled by a glow controller 27 is exposed near the injection nozzle of the injector 25 in the combustion chamber 2.

  The injector 25 is connected to a common rail 29 via a fuel pipe 28 branched to each cylinder. A supply pump 30 that sucks and pressurizes fuel from a fuel tank (not shown) is connected to the common rail 29. The fuel boosted to a high pressure by the supply pump 30 is accumulated in the common rail 29, and the high-pressure fuel is supplied to the injector 25 of each cylinder via the fuel pipe 28 to each cylinder.

  The supply pump 30 is provided with, for example, an inner cam type pressure feeding system and an intake amount adjustment method using an electromagnetic valve, and an intake adjustment electromagnetic valve 31 for adjusting the intake amount, and a fuel temperature sensor 32 for detecting a fuel temperature are provided in the main body. It is built in. A signal from the fuel temperature sensor 32 of the supply pump 30 is input to the ECU 50 together with a signal from the fuel pressure sensor 33 that detects the fuel pressure (rail pressure) in the common rail 29, and is processed together with signals from other sensors. . Then, the ECU 50 feedback-controls the discharge pressure of the supply pump 30, that is, the fuel pressure of the common rail 29, for example, to an optimum value according to the engine speed and the load via the intake metering solenoid valve 31.

  Next, an electronic control system centering on the ECU 50 will be described. The ECU 50 is configured to include a peripheral circuit such as an A / D converter, a timer, a counter, and various logic circuits, with a microcomputer including a CPU, a ROM, a RAM, an I / O interface and the like as a center. The ECU 50 includes an intake air temperature sensor 15, an intake air amount sensor 16, a fuel temperature sensor 32, a fuel pressure sensor 33, a water temperature sensor 34 that faces the cooling water passage of the engine 1 and detects the cooling water temperature, and a rotational position of the crankshaft 1 a. A signal from a crank angle sensor 35 that detects the amount of depression, an accelerator pedal sensor 36 that detects the amount of depression of the accelerator pedal, an intake pressure sensor 37 that faces the intake chamber 40, and other various sensors and switches (not shown) are input. The

  The ECU 50 is further connected to an in-vehicle network (not shown) based on a communication protocol such as CAN (Controller Area Network). In addition to the ECU 50, a plurality of ECUs such as a transmission ECU that controls the transmission and a brake ECU that controls the brake are connected to the in-vehicle network, and various information is shared by transmitting and receiving data to and from each other.

  The ECU 50 controls the fuel pressure control, the fuel injection control, the intake air control, the supercharging pressure control, the EGR based on signals from the above-described various sensors for detecting the engine operating state and various control information input via the in-vehicle network. Various engine controls such as control are executed, and the operating state of the engine 1 is maintained in an optimum state. In this engine control, during normal driving, a map is generated according to the engine speed (engine speed per predetermined time) based on the signal from the crank angle sensor 35 and the accelerator opening based on the signal from the accelerator pedal sensor 36. The fuel injection amount and the injection timing are determined by reference and the like, and high pressure fuel is injected from the injector 25 by multistage injection around the top dead center of the piston to stabilize combustion and reduce exhaust emission.

  Further, the ECU 50 optimally controls the injection timing of the fuel at the time of start of the fuel into the cylinder at the time of engine start when cranking is started after pre-warming by the glow plug 26, so that the fuel injection timing is excessively advanced. Control is made so that the stagnation and reduction of the rotation increase due to the angle and the excessive retard angle are prevented, and the engine speed is increased quickly and smoothly.

  For example, as shown in FIG. 2, if the state in the cylinder is represented by a heat generation rate (ROHR; Rate of Heat Release, also referred to as “heat generation rate”) that represents a heat generation rate, the fuel injection timing is excessive. 2A, as shown in FIG. 2A, the hot flame rises before compression top dead center (TDC), and combustion proceeds from the compression stroke. In FIG. 2, the heat generation rate indicated by a thin line is a diagram when the engine rotation is about 300 rpm, and the heat generation rate indicated by a thick line is a diagram when the heat generation rate is about 600 rpm.

  Due to the progress of combustion in such a compression stroke, reverse torque of the engine is generated, and as shown in FIG. On the other hand, if the advance angle of the injection timing is insufficient (excessive angle), misfiring or the like occurs and combustion becomes unstable, resulting in a stagnation or decrease in engine speed.

  For this reason, the ECU 50 takes into account the excessive advance angle or excessive retard angle of the fuel injection timing when starting the engine, and as shown in FIG. 2B, the hot flame suddenly rises in the vicinity of the TDC, and the main combustion occurs after the TDC. The fuel injection timing is controlled so that the combustion state progresses. As a result, the engine speed can be increased quickly and smoothly as shown in FIG. 3B without causing ignition / combustion before top dead center due to the excessive advance angle of the fuel injection timing and misfire due to the excessive retard angle. Can do.

  The function of the ECU 50 relating to the start time fuel injection timing control is shown in the block diagram of FIG. As shown in FIG. 4, the ECU 50 functions as a fuel injection timing control at start-up. The engine rotation determination unit 51 determines whether the engine speed is stagnant or falls. The fuel injection is performed so that the gradient of the engine speed becomes a target value. A start-time fuel injection timing control unit 52 that corrects the timing to the advance side or the retard side is provided.

  The engine rotation determination unit 51 detects the engine rotation speed based on the signal from the crank angle sensor 35, and determines the degree of increase in the rotation speed at the start from the inclination of the engine rotation speed. Specifically, the rate of change (inclination) of the engine rotation speed during the combustion cycle is obtained, and if the inclination of the engine rotation speed does not increase, it is determined that the engine rotation speed is stagnating or falling.

  The starting fuel injection timing control unit 52 corrects the fuel injection timing to the advance side or the retard side when the engine rotation determination unit 51 determines that the engine rotation speed has stagnated or decreased, and the inclination of the engine rotation speed. Is controlled to become the target value. When correcting the fuel injection timing, if the inclination of the engine rotation speed after the advance correction is worse than the inclination of the engine rotation speed before the advance, the fuel injection timing is corrected to the retard side and the fuel injection timing is If the slope of the engine speed after the retard correction is worse than the slope of the engine speed before the retard, the process of correcting the fuel injection timing to the advance side is repeated, and finally the slope of the engine speed When reaches the target value, the correction is terminated.

  The functions of the ECU 50 relating to the start-up fuel injection timing control are executed as software processing of the fuel injection timing control routine shown in the flowchart of FIG.

  In the fuel injection timing control routine of FIG. 5, at the start of the engine, after the cranking is started after warming up by the glow plug 26, the engine speed continues at a predetermined number of revolutions or more for a predetermined time, and the control at the start ends. It is executed until. In this fuel injection timing control routine, first, in the first step S1, the engine speed NE calculated based on the signal from the crank angle sensor 35 is read.

  Next, the process proceeds to step S2, where the rate of change in rotational speed (rotational speed slope) in the current combustion cycle is calculated from the current rotational speed NE0 and current rotational speed NE, and the calculated rotational speed slope (NE-NE0). ) / Dt is compared with a predetermined rotational speed gradient A. As a result, if (NE-NE0) / dt> A and the engine speed is increasing normally, the routine is exited.

  On the other hand, if (NE−NE0) / dt ≦ A, and it is determined that the engine rotation has not increased and is stagnating or descending, the process proceeds from step S2 to step S3, and the fuel set from the map The injection timing TFINmap is read. The fuel injection timing TFINmap is, for example, a map value obtained by referring to a two-dimensional map formed with the fuel injection amount Q and the engine speed NE as axes. Based on this map of fuel injection timing, correction control is executed such that the injection timing shifts to the advance side as the engine warms up.

  In the subsequent step S4, a predetermined correction value Δt is added to the read fuel injection timing TFINmap to change the fuel injection timing TFIN (TFIN = TFINmap + Δt). The correction value Δt for changing the fuel injection timing is, for example, a value of about 0.5 deg in crank angle, and the current fuel injection timing of the injector 25 is changed to the advance side by this correction value Δt.

  Thereafter, the process proceeds to step S5, in which it is determined whether or not the rotational speed gradient after the fuel injection timing advance is greater than the rotational speed gradient before the advance ((NE−NE0) / dt> 0). When the engine speed increases due to the advance of the fuel injection timing ((NE−NE0) / dt> 0), it is determined that the engine speed has been stagnant due to unstable combustion due to misfire, and the process proceeds from step S5 to step S6.

  In step S6, the fuel injection timing is further advanced (TFIN = TFIN + Δt). In step S7, whether or not the rotational speed gradient (NE−NE0) / dt after the advanced injection timing has exceeded the target value B of the rotational speed gradient. Determine whether. If the rotational speed gradient after the injection timing advance (NE-NE0) / dt does not exceed the target value B ((NE-NE0) / dt ≦ B), the process returns to step S5, and after the injection timing advance When the rotational speed gradient (NE-NE0) / dt exceeds the target value B ((NE-NE0) / dt> B), it is determined that the combustion state is good and the engine rotational speed is increasing properly. Exit the routine.

  On the other hand, in step S5, when the engine rotation does not increase due to the advance angle of the fuel injection timing and is worse than the previous rotation speed gradient ((NE−NE0) / dt ≦ 0), the reverse torque is generated due to the excessive advance angle. It is estimated that the engine rotation has stopped, and the routine proceeds from step S5 to step S8, where the fuel injection timing is retarded by the correction value Δt (TFIN = TFIN−Δt). In step S9, it is determined whether or not the rotation speed gradient after the injection timing delay is improved ((NE−NE0) / dt> 0).

  As a result, if (NE−NE0) / dt ≦ 0, the routine exits from step S9, and if (NE−NE0) / dt> 0, that is, the engine rotation starts to increase due to the delay of the fuel injection timing. If so, the process proceeds from step S9 to step S10. In step S10, the fuel injection timing is further retarded (TFIN = TFIN−Δt), and in step S11, it is determined whether or not the rotation speed gradient (NE−NE0) / dt after the injection timing delay exceeds the target value B. To do.

  As a result, when the rotational speed gradient (NE-NE0) / dt exceeds the target value B ((NE-NE0) / dt> B), it is determined that the combustion state is good and the routine is exited. If the rotational speed gradient after retarding (NE-NE0) / dt does not exceed the target value B ((NE-NE0) / dt ≦ B), the process returns to step S9 and the rotational speed gradient (NE-NE0). The change in / dt is checked, and the processing corresponding to the result is continued.

  As described above, in the present embodiment, the stagnation or drop of the engine rotation speed is quickly detected from the inclination of the engine rotation speed at the time of starting, and the occurrence of reverse torque due to the excessive advance angle of the fuel injection timing or the excessive delay angle. The occurrence of misfire (combustion instability) can be prevented and the optimal injection timing can be controlled, and the engine speed can be quickly increased to improve the startability.

  In this embodiment, when it is determined in step S2 that the engine rotation is stagnating or descending, the fuel injection timing is first advanced (step S4). However, in step S4, the fuel injection is performed. The timing may be retarded first, and the fuel injection timing may be advanced in step S8. In this case, the fuel injection timing is retarded in step S6, and the fuel injection timing is advanced in step S10.

Next, a second embodiment of the present invention will be described.
In the second embodiment, the fuel is set so that the crank angle position (described as “maximum heat generation position”) at which the amount of heat generated by in-cylinder combustion becomes the maximum is the set crank angle position after compression top dead center (TDC). By optimally controlling the injection timing, the engine speed is quickly increased to improve the startability. That is, in the second embodiment, the heat generation rate representing the generation rate of a substantial amount of heat that becomes a generation source of engine torque is calculated by measuring the pressure in the cylinder, and the crank angle position at which this heat generation rate is maximized is calculated. It is detected as the maximum heat generation position.

  For this reason, in the second embodiment, the engine 1 is provided with an in-cylinder pressure sensor (not shown), and the function related to start-up fuel injection timing control of the ECU 50 is configured as shown in FIG. That is, the ECU 50 functions as a fuel injection timing control at start-up, the maximum heat generation position detection unit 53 that detects the maximum heat generation position, and the fuel injection timing so that the maximum heat generation position becomes a set position after the compression top dead center. A start-time fuel injection timing control unit 54 is controlled.

  The maximum heat generation position detection unit 53 calculates the heat generation rate based on the pressure increase rate of the in-cylinder pressure per unit crank angle and the volume change rate of the cylinder volume per unit crank angle for each combustion cycle at engine start. Then, the crank angle position where the heat generation rate is maximum is detected as the maximum heat generation position.

  The starting fuel injection timing control unit 54 sets a crank angle position after compression top dead center at which a smooth increase in engine rotation can be expected in a stable combustion state, and compares the set crank angle position with the maximum heat generation position. . When the maximum heat generation position is after the set crank angle position, the fuel injection timing is corrected to the advance side. When the maximum heat generation position is before the set crank angle position, the fuel injection timing is delayed. By correcting to the corner side, the fuel injection timing is controlled so that the maximum heat generation position finally becomes the set position after the compression top dead center.

  Next, software processing for realizing the functions of the maximum heat generation position detecting unit 53 and the starting fuel injection timing control unit 54 in the second embodiment will be described.

  FIG. 7 is a fuel injection timing control routine based on the maximum heat generation position, and shows a job for each combustion cycle after engine cranking is started until the start-time control is completed. Run every hour.

  In this fuel injection timing control routine, first, in the first step S21, the maximum heat generation position θmax detected by the maximum heat generation position detection routine of FIG. Next, the process proceeds to step S22, and the fuel injection timing map value TFINmap is read. The map value TFINmap is an injection timing set with reference to, for example, a two-dimensional map formed with the coolant temperature TW and the engine rotational speed NE as axes, as in the first embodiment, and as the engine warms up. The map value is set such that the injection timing changes to the advance side.

  In a succeeding step S23, it is checked whether or not the maximum heat generation position θmax is the set position θset. The set position θset is a crank angle position at which a smooth increase in engine rotation can be expected in a stable combustion state and good startability can be obtained. Specifically, it is determined by simulation or experiment in consideration of engine characteristics and the like, and is set to a crank angle position of ATDC 3 to 7 degrees, for example.

  In step S23, if θmax = θset, it is determined that a good combustion state is ensured, and the process exits from this routine. On the other hand, if θmax> θset, a predetermined correction value Δt is added to the fuel injection timing TFIN (first time map value TFINmap) in step S24 (TFIN = TFIN + Δt) to exit the routine. If θmax <θset, step In S25, a predetermined correction value Δt is subtracted from the fuel injection timing TFIN (initially the map value TFINmap) (TFIN = TFIN−Δt), and the routine is exited.

  The fuel injection timing correction value Δt is, for example, a value of about 0.5 deg in crank angle, as in the first embodiment. With this correction value Δt, the current fuel injection timing of the injector 25 is changed to the advance side or the retard side, and the fuel injection timing is controlled so that the maximum heat generation position θmax becomes the set position θset.

  Next, the detection process of the maximum heat generation position θmax read in step S21 described above will be described using the flowchart of FIG.

  In this maximum heat generation position detection routine, first, in the first step S31, the current crank angle θ is read. Here, the crank angle θ is represented by a value of −359 to +360 [deg], with the compression top dead center (TDC) being 0.

  Next, the process proceeds to step S32, and it is checked whether or not the read crank angle θ is θ = 360. When θ = 360, the process proceeds from step S32 to step S33, and the maximum heat generation position θmax_work stored in the work memory is set as the maximum heat generation position θmax for controlling the fuel injection timing of the next combustion cycle. (Θmax = θmax_work). In step S34, the maximum heat generation position θmax_work of the work memory is cleared (θmax_work = 0), and the routine is exited.

  On the other hand, if θ ≠ 360 in step S32, the process proceeds from step S32 to step S35 to check whether the crank angle θ is within the range of −30 <θ <30. As a result, when it is outside the range of −30 <θ <30, the routine is exited, and when it is within the range of −30 <θ <30, the process proceeds to step S36.

  In step S36, the detected value Pθ of the in-cylinder pressure output from the in-cylinder pressure sensor is read, and in step S37, the cylinder volume Vθ that changes according to the crank angle θ is read. The cylinder volume Vθ can be calculated using the crank angle θ, the length of the connecting rod, the length of the crank arm, the piston stroke, and the like.

  Next, the process proceeds to step S38, in which the cylinder pressure increase rate dP / dθ per unit crank angle is read, and in step S39, the cylinder volume change rate dV / dθ per unit crank angle is read. The pressure increase rate dP / dθ of the in-cylinder pressure is calculated by the pressure increase rate calculation routine shown in FIG. 9, and the volume change rate dV / dθ of the cylinder volume is calculated by the same process as the pressure increase rate calculation routine of FIG. Calculated.

  In the pressure increase rate calculation routine of FIG. 9, it is checked in the first step S51 whether or not the crank angle θ is within a range of −30 <θ <30. If it is outside the range of −30 <θ <30, the routine exits from step S51. If it is within the range of −30 <θ <30, the routine proceeds from step S51 to step S52, and the in-cylinder pressure at the current crank angle θ. The pressure detection value Pθ of the sensor is temporarily stored in the memory as the pressure detection value Pθ-1 (Pθ-1 = Pθ).

  Next, in step S53, the crank angle θ after a predetermined time is read, and the detected pressure value Pθ corresponding to the read crank angle θ is read in step S54. In step S55, the difference between the pressure detection values Pθ and Pθ-1 is calculated as the pressure increase rate dP / dθ (dP / dθ = Pθ−Pθ-1).

  Further, the volume change rate dV / dθ of the cylinder volume can be calculated by the same process as described above. That is, the volume change rate dV / dθ can be calculated by replacing P in the flowchart of FIG. 9 with V.

Returning to the maximum heat generation position detection routine of FIG. 8, in the maximum heat generation position detection routine, after the pressure increase rate dP / dθ and the volume change rate dV / dθ calculated by the above processing are read, the process proceeds to step S40. The heat generation rate dQ / dθ per unit crank angle is calculated. The heat generation rate dQ / dθ can be obtained using the pressure increase rate dP / dθ of the in-cylinder pressure, the volume change rate dV / dθ of the cylinder volume, and the specific heat ratio k as shown in the following equation.
dQ / dθ = (1 / (k−1)) · Vθ · dP / dθ + (k / (k−1)) · Pθ · dV / dθ

  Next, the process proceeds to step S41, and the heat generation rate dQ / dθ calculated in step S40 is compared with the heat generation rate dQ / dθmax at the maximum heat generation position θmax obtained at the present time. As a result, if dQ / dθ ≦ dQ / dθmax, the routine is exited, and if dQ / dθ> dQ / dθmax, the current heat generation rate dQ / dθmax newly calculated in step S42 is dQ / dθmax. Update with / dθ (dQ / dθmax = dQ / dθ).

  Thereafter, in step S43, the crank angle corresponding to the heat generation rate dQ / dθ is stored in the work memory as the maximum heat generation position θmax_work, and the routine is exited. This maximum heat generation position θmax_work is given as a crank angle position (maximum heat generation position) θmax at which the heat generation rate dQ / dθ is maximum in one combustion cycle when θ = 360, and the fuel injection timing control of FIG. The routine is read (step S21). Then, the fuel injection timing is controlled so that the maximum heat generation position θmax becomes a set position after the compression top dead center.

  As described above, in the second embodiment, the fuel injection timing is controlled so that the maximum heat generation rate in the cylinder at the start of the engine becomes the optimum position after the compression top dead center. This prevents the occurrence of reverse torque due to over-advance and the occurrence of misfire (combustion instability) due to over-retard, thereby preventing stagnation and lowering of the engine speed, and quickly increasing the engine speed. Startability can be improved.

Next, a third embodiment of the present invention will be described.
The third embodiment uses a crank angle position (denoted as “maximum pressure increase position”) at which the rate of pressure increase in the cylinder is maximum instead of the maximum heat generation position. The maximum heat generation position and the maximum pressure rise position may not necessarily match depending on the engine operating state, for example, when the ignition delay is extremely large at extremely low temperatures. It can be considered that the pressure increase rate becomes the maximum when the occurrence rate becomes the maximum. Therefore, in the third embodiment, the startability is improved by controlling the fuel injection timing so that the maximum pressure increase position in the cylinder becomes the set position after the compression top dead center corresponding to the maximum fuel generation position.

  For this reason, in the third embodiment, the function related to the start-time fuel injection timing control of the ECU 50 is configured as shown in FIG. That is, the ECU 50 has a maximum pressure increase position detection unit 55 and a start time fuel injection timing control unit 56 as functions related to the start time fuel injection timing control, and the maximum pressure increase position detection unit 55 performs combustion at the time of engine start. The maximum pressure rise position is detected for each cycle, and the fuel injection timing control unit 56 controls the fuel injection timing so that the maximum pressure rise position becomes the set position after the compression top dead center.

  Hereinafter, software processing for realizing the functions of the maximum pressure increase position detection unit 55 and the start time fuel injection timing control unit 56 in the third embodiment will be described.

  FIG. 11 is a fuel injection timing control routine based on the maximum pressure rise position, and shows a job for each combustion cycle after engine cranking is started until the start-time control is completed. Run every hour.

  When this fuel injection timing control routine starts, first, in the first step S61, the maximum pressure increase position θ_ΔPmax detected by the maximum pressure increase position detection routine of FIG. 12 is read. Next, the process proceeds to step S62, and the fuel injection timing map value TFINmap is read.

  In a succeeding step S63, it is checked whether or not the maximum pressure increase position θ_ΔPmax is a set position θset ′. The set position θset ′ is a crank angle position at which a smooth increase in engine rotation can be expected in a stable combustion state and good startability can be obtained. Specifically, it is determined by simulation or experiment in consideration of engine characteristics and the like. For example, it is set to a crank angle position of ATDC 3 to 7 deg as in the second embodiment.

  If it is determined in step S63 that θ_ΔPmax = θset ′, it is determined that a good combustion state is secured, and the routine is exited. On the other hand, if θ_ΔPmax> θset ′, in step S64, a predetermined correction value Δt is added to the fuel injection timing TFIN (first time map value TFINmap) (TFIN = TFIN + Δt) to exit the routine, and θ_ΔPmax <θset ′. In step S65, a predetermined correction value Δt is subtracted from the fuel injection timing TFIN (first time map value TFINmap) (TFIN = TFIN−Δt), and the routine is exited.

  The fuel injection timing correction value Δt is, for example, about 0.5 deg in crank angle. With this correction value Δt, the current fuel injection timing of the injector 25 is changed to the advance side or the retard side, and the fuel injection timing is controlled so that the maximum pressure increase position θ_ΔPmax becomes the set position θset ′.

  Next, the maximum pressure increase position detection routine of FIG. 12 for detecting the maximum pressure increase position θ_ΔPmax will be described.

  This maximum pressure increase position detection routine is executed as a job for each combustion cycle after engine cranking is started, and in the first step S71, the current crank angle θ is read. As in the second embodiment, the crank angle θ is represented by a value of −359 to +360 [deg] with the compression top dead center (TDC) being 0.

  Next, the process proceeds to step S72, and it is checked whether or not the read crank angle θ is θ = 360. When θ = 360, the process proceeds from step S72 to step S73, and the maximum pressure increase position θ_ΔPmax_work stored in the work memory is set as the maximum pressure increase position θ_ΔPmax for controlling the fuel injection timing of the next combustion cycle. (Θ_ΔPmax = θ_ΔPmax_work). In step S74, the maximum pressure increase position θ_ΔPmax_work in the work memory is cleared (θmax_work = 0), and the routine is exited.

  On the other hand, if θ ≠ 360 in step S72, the process proceeds from step S72 to step S75, and it is checked whether or not the crank angle θ is within a range of −30 <θ <30. As a result, when it is outside the range of −30 <θ <30, the routine is exited, and when it is within the range of −30 <θ <30, the process proceeds to step S76.

  In step S76, the pressure increase rate dP / dθ of the in-cylinder pressure per unit crank angle is read with respect to the pressure detection value Pθ of the in-cylinder pressure sensor. The pressure increase rate dP / dθ is calculated by the pressure increase rate calculation routine (see FIG. 9) described in the second embodiment.

  Thereafter, the process proceeds to step S77, and the pressure increase rate dP / dθ is compared with the maximum pressure increase rate dP / dθmax obtained at the present time. As a result, if dP / dθ ≦ dP / dθmax, the routine is exited, and if dP / dθ> dP / dθmax, the crank angle corresponding to dP / dθmax is set as the maximum pressure increase position θ_ΔPmax_work in step S79. Store in memory and exit routine.

  The maximum pressure increase position θ_ΔPmax_work of the work memory is given as a crank angle position (maximum pressure increase position) θ_ΔPmax at which the pressure increase speed becomes maximum in one combustion cycle when θ = 360, and the fuel injection timing control routine of FIG. (Step S61). Then, the fuel injection timing is controlled so that the maximum pressure increase position θ_ΔPmax becomes the set position after the compression top dead center.

  As a result, in the third embodiment, the fuel injection timing can be optimally controlled while reducing the load required for calculating the maximum heat generation rate compared to the second embodiment. It is possible to prevent the occurrence of misfire due to retardation (instability of combustion), prevent the engine speed from stagnating or dropping, and increase the engine speed quickly to improve the startability.

1 Engine 50 Electronic Control Unit 51 Engine Rotation Determination Unit 52 Fuel Injection Timing Control Unit at Start 53 Maximum Heat Generation Position Detection Unit 54 Fuel Injection Timing Control Unit at Startup 55 Maximum Pressure Increase Position Detection Unit 56 Fuel Injection Timing Control Unit at Start θ Crank angle NE Engine speed TFIN Fuel injection timing dQ / dθ Heat release rate θ_ΔPmax Maximum pressure rise position

Claims (1)

A diesel engine start control device that controls fuel injection timing at engine start and promotes an increase in engine rotation speed,
An engine rotation determining unit that detects an engine rotation speed at the time of start and determines that the engine rotation speed is stagnant or decreased when the gradient of the engine rotation speed does not increase between combustion cycles ;
When the engine speed determining unit determines that the engine speed has stagnated or dropped, the fuel injection timing is corrected to the advance side by a predetermined correction value, and then the fuel speed is adjusted so that the gradient of the engine speed becomes the target value. A diesel engine start control device comprising: a start time fuel injection timing control unit that corrects an injection timing to an advance side or a retard side by the correction value .

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