JPH0318648A - Stop control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To perform rotation stop control safely and positively by controlling a fuel flow control member to be moved forcibly into the non injecting position utilizing the output of a generator driven at an internal combustion engine in response to the off-operation of a key switch. CONSTITUTION:A control unit 5 actuates a fuel injection pump 2 through a driving circuit 10, an electromagnetic actuator 4 and a control rack 3 according to the operating state when a key switch 6 is turned on, and performs feedback control on the basis of a rack signal detected at a detecting circuit 29. In response to the off-operation of the key switch 6, a stop control circuit 8 forces the output from the driving circuit to be zero when the output voltage VL from a generator 9 driven at an internal combustion engine becomes less than the specified value, for instance, zero, and controls a control lever 3 to be moved into the non injecting position through the electromagnetic actuator 4. The rotation of an engine can be thus stopped safely and positively.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a stop control device for an internal combustion engine, and more specifically, the supply of fuel to the internal combustion engine is reliably stopped after the key switch is turned on. The present invention relates to a stop control device for an internal combustion engine in which a fuel injection device controls a pan actuator.

(Prior Art) Conventionally, in an electronic speed governor for adjusting the amount of fuel injection supplied from a fuel injection pump to a diesel engine, an actuator for controlling the position of a fuel adjustment member of the fuel injection pump has been used. Using a Kushoden voice coil type actuator, which has a moving coil elastically energized by a weak force from an appropriate spring, a current signal related to the engine speed is applied to the moving coil, and the resulting electromagnetic force and the above elastic force are applied. A structure is known in which the fuel adjustment member is positioned at a position where the firing force and the fuel adjustment member are balanced. In this type of electronic speed governor, the setting force of the spring is small enough to support the weight of the moving coil. Therefore, if the actuator cannot maintain the required installation state for some reason, e.g. If the device rolls over, the fuel injection member cannot be positioned at the zero injection position even if the key switch is set to O7, and there is a risk that it will be impossible to stop the engine. There is a problem with this.

In order to solve this problem, a relay circuit capable of delay operation is installed between the power supply and the control unit, which allows the control unit to operate for a certain period of time even when the key switch is turned off. The present applicant has proposed a mechanism in which the engine is forcibly pulled to the fullest in the direction of fuel depletion, thereby ensuring a reliable stop of the engine (Utility Model Application No. 61-80337).
Publication No.).

(Problem to be Solved by the Invention) However, with this proposed configuration, if the contacts of the relay circuit become stuck and other failures occur, there is a risk that the engine will run out of control. There is a problem that it cannot be said to be sufficient from the point of view.

SUMMARY OF THE INVENTION An object of the present invention is to provide an improved stop control device for an internal combustion engine that can solve the above-mentioned problems of the prior art.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides an electromagnetic actuator that adjusts the output voltage of a generator driven by an internal combustion engine in response to a key switch being turned off. The fuel adjusting member is driven to position the fuel adjusting member at the zero injection amount position.

(Function) In response to the key switch being turned to the OFF position, the position of the fuel adjustment member is controlled by the actuator so that it becomes the zero injection position according to the output voltage of the generator.
Therefore, irrespective of the attitude of the actuator, the fuel injection amount is forcibly brought to κ by turning on the key switch, and the rotational speed of the engine is reduced. Accordingly, the output voltage level of the L terminal decreases, and the actuator is released from its operating state.

(Example) The illustrated embodiment will now be described in detail.

FIG. 1 shows an embodiment of an internal combustion engine stop control device according to the present invention. Electronic speed governor l indicated by code 1
is an electromagnetic actuator 4 connected to a control rack 3 of a row-type fuel injection pump 2;
It has a control unit 5 for driving and controlling the.

Electric power is supplied to the control unit 5 from the battery 7 when the key switch 6 is turned on. control unit 5
A pulse signal PS for driving and controlling the electromagnetic actuator 4 is output from No'? The pulse signal PS is the generator 9
The voltage is input to a stop control circuit 8 which operates in response to the output voltage vL from the L terminal of the circuit. ．． The drive circuit 10 responds to a signal from the stop control circuit 8 and supplies an excitation current to the excitation coil of the electromagnetic actuator 4 as described below.

The electromagnetic actuator 4 has a case 11 fixed to the fuel injection bong 7''2, and one end of the control rack 3 is received in the case 11.

The control rack 3 is supported by a bearing l2 formed in the case 11, and an intermediate fulcrum is placed in the groove 14 formed at one end of the control rack 3.
The pin 15& implanted in the link 15 held in is engaged. The bin 15b provided at the other end of the link 15 is
The movable body 17 of the linear motor 16 has a closed cylindrical shape and is engaged in a groove 18a of a locking member l8 fixed to the upper end of the movable body 17. The movable body 17 is provided with an excitation coil 19, and a drive current corresponding to the /4 pulse signal ps from the control unit 5 is supplied to the excitation coil 19 as described below.

This link 15 is configured to move the control rack 3 in the fuel decreasing direction when the movable body 17 moves in the direction of gravity.

The linear motor 16 has a cylindrical magnetic body (yoke) 2 with a bottom.
0, and a cylindrical permanent magnet 21 is fixed to the inner circumferential portion of the magnet 21 so that one magnetic pole N is in contact with the cylindrical permanent magnet 21. At the inner bottom of the magnetic body 20, a cylindrical magnetic body (pole) 22 is provided.
are brought into contact with each other and fixed with bolts 23. Permanent magnet 2
1 and the magnetic body 22, an annular space 24 is provided between the movable body 17 and the magnetic body 22.
The movable body 17 is pulled out from the annular space 24.

This excitation current ■ is a signal that changes in both positive and negative directions around zero as shown in FIG. 2(b) in response to the pulse signal ps shown in FIG. 2(a), and during one cycle. In this way, the ratio of the period of positive flow to the period of negative flow is controlled. The amount of current applied to the excitation coil 19 is determined by this ratio.

A spring receiver 25 is fixed to the control rack 3, and an elastic coil spring 13 is interposed between the spring receiver 25 and the inner wall of the case l1. , the coil spring 13 is
A linear motor that absorbs the play in the engaging portion of the rack 15 and the movable body 17 and provides the control rack 3 with necessary and sufficient force to set the movable body 17 at the illustrated position when not driven. A spring with such a small force that it does not substantially create resistance to the drive of the control rack 3 by the control rack 16 is used. The movable body l7 has
The force due to its own weight is always applied in the direction of gravity -b,6
, a drive current generator of the form shown in FIG.
When the current flows to the linear motor 16, a force corresponding to the difference between the driving force of the movable body l7 generated according to the amount of current and its gravity is applied to the linear motor 16.
The control rack 3 is outputted as a driving force to move the control rack 3. Here, the amount of current applied to the excitation coil l9 depends on the ratio κ of the period in which the current flows in the positive direction and the period in which the current flows in the negative direction in one cycle of the drive current generator.
b. The direction of current flow follows the average value of the current flow amount.

The locking member 18 is provided with a rod 26 for position detection,
A detection coil 27 is attached to the outside of the case on the extension of the rod 26, and the tip end 26& of the rod 26 is inserted into the detection coil 27. However, at -), the tip 26m is displaced within the detection coil 27 according to the positional displacement of the control rack 3, and the inductance value of the detection coil 27 becomes a value according to the position of the control rack 3 at any given time. In this way, a position sensor 28 including the detection coil 27 and the rod 26 is configured to detect the position of the control rack 3. The detection coil 27 of the position sensor 28 is connected to a detection circuit 29, and the detection circuit 29 outputs a position signal ps indicating the position of the control rack 3.

The position signal Pa is input to the control unit 5 as a position feed I4k signal, and the control unit 5 outputs a pulse signal PS for positioning the control rack 3 at a desired position. When the key switch 6 is closed, the signal ps is applied through the stop control circuit 8 to its 11 drive circuit 10, and the signal ps is applied to the drive circuit 10 through the stop control circuit 8.
In response to S, positioning control of the control rack 3 is performed by feedback control.

In response to the key switch 6 being turned off, the stop control circuit 8 lowers the output voltage vL from the L terminal of the generator 9.
Based on this, a signal is given to the drive circuit 10 to drive the electromagnetic actuator 4 to fully pull the control rack 3 in the fuel reduction direction, so that the signal is output for a while after the key switch 6 is turned off. The fuel supply is reliably stopped using the voltage vL generated by the engine, and the rotation of the engine is stopped.

Next, referring to FIG. 3, the stop control circuit 8 and the drive circuit 1 will be described.
Each circuit structure of 0 and their operation will be explained.

The stop control circuit 8 includes diodes 81 and 82 and dart circuits 83 to 86 connected as shown. The anode of the diode 81 is connected to the positive terminal of the output terminal 7 via the key switch 6, and the 7 node of the diode 82 is connected to the L terminal of the generator 9, and the output signal P is output.
S is applied to one input κ of each dart circuit 85 and 86.

On the other hand, the drive circuit 10 includes PNP transistors 1o1,
102 and NPN? The transistors 103 and 104 are bridge-connected, and the first control trunk transistor 105 and the PNP transistor 102 and the NPN transistor 103 are simultaneously brought into conduction. A second control trunk transistor 106 is connected as shown. NPN transistor 103,1
Each emitter of 04 is connected in common and grounded,
9. } The emitters of transistors 101 and 102 are connected in common and connected to diodes 81 . 82 cathode. Therefore, when the key switch 6 is in the on state, the voltage of the battery 7 is supplied to the drive circuit 10 via the key switch 6 and the diode 81. 1. The output voltage vL is also supplied to the drive circuit 10 via the diode 82. Therefore, even if the key switch 6 is turned off, if the engine is rotating, the engine remains in its rotating state. Output voltage v of corresponding level
L will be supplied to the drive circuit 1o.

The pace of the first control transistor 105 is connected to the output of the date circuit 84 via line L2, and the base of the second control trunk transistor 106 is connected to the output of the r-} circuit 86 via line Ls.

Then, the connection point A between the PNP }LANZOSTER 101 and the NPN}LANZOSTER 103 and the PNP transistor 102
An excitation coil 19 is connected between the connection point B and the NPN transistor 104 via lines L, , L,.

Therefore, when the output of the dirt circuit 84 becomes a high level state and the first control trunk transistor 105 becomes conductive,
In response, PNP }Lanzosta 101 and NPN
}Lanzostar 104 is in a conductive state? C, excitation coil L
An excitation current flows through 9 in the direction of arrow X. On the other hand, when the output of the dirt circuit 86 becomes a high level state and the second control transistor 106 becomes conductive, in response, the PNP
}When the Lanzo star 102 and the PNP trunk star 103 are in a conductive state, an exciting current flows through the exciting coil 19 in the direction of arrow Y. Here, when the average value of the excitation current increases in the X direction, the control rack 3 moves in the direction of decreasing fuel,
On the other hand, when the average value increases in the Y direction, control 2
The electromagnetic actuator 4 is configured to move in the direction of fuel increase.

Next, the operation of the stop control circuit 8 when the key switch 6 is in the on state will be explained.

In this case, the terminal voltage of the terminal 7 is the dirt circuit 83.
Since it is applied to the inverting input terminal of the date circuit 83, the output level #'i■ of the date circuit 83 is applied regardless of the level state of the output voltage vL.
■■ becomes. Therefore, each of the date circuits 85 and 86, which receives this ■■■ level state at its inverting input terminal, is opened and closed in response to the level of the -4 pulse signal PS applied to its other input. Since the date circuit 86 receives the pulse signal Ps at the non-inverting input, the lines L,
The signal generated in the pulse signal PS becomes a noise signal having the same phase as the pulse signal PS.

On the other hand, since the dart circuit 85 #'i receives the pulse signal Ps at its inverted input, the signal generated on the line L2 is the pulse signal ps' which has a phase difference of 180 degrees from the pulse signal PS.
becomes.

These four pulse signals ps' and ps are applied to the first and second control transistors 105 and 106, and as a result, the first and second control transistors 105 and 106 are alternately rendered conductive, as shown in FIG. In response to the application of the pulse signal PS shown in a) from the control unit 5, an excitation current I shown in FIG. 2B flows through the excitation coil 19.

As a result, the position of the control rack 3 is controlled by the duty ratio of the pulse signal PS.

In this control state, when the key switch 6 is turned off, the output level of the dart circuit 83 is determined according to the level state of the output voltage vL. Immediately after turning off the key switch 6, the internal combustion engine rotates once and the output voltage VL is at a high level.
The output level of 3 becomes intermediate in response to the key switch 6 being turned off. Therefore, the dirt circuit 85,
The output levels of 86 are all intermediate, the level of line L2 is 4, and the level of line L3 is ``phrase''.

As a result, the first control transistor 105 is kept in a conductive state and the second control transistor 106 is kept in a non-conducting state, so that an excitation current continuously flows in the direction of arrow X through the excitation coil 19, and the control rack 3 is positioned at the no-injection position by the electromagnetic actuator 4. However, the rotation of the engine gradually decreases until the engine stops rotating, but during this process, the level of the output voltage vL drops to zero, and the power supply to the drive circuit 10 and its control are stopped.

As explained above, in response to the OFF operation of the key switch 6, the electromagnetic actuator 4 is controlled by the L terminal output of the generator driven by the internal combustion engine, and the control rack 3 is turned off without injection. Since the structure is such that the rotation of the engine is reliably stopped by positioning the actuator in this state, even if the attitude of the electromagnetic actuator 4 changes variously, the fuel supply can be reliably stopped in response to the off operation of the key switch 6. It is possible to stop the rotation of the internal combustion engine. moreover,
Since the control/control rack is positioned in the non-injection position using the voltage that is output only when the engine is rotating, the supply of BT source is automatically stopped when the engine stops rotating.
Extremely safe and reliable engine stop control can be performed without any engine runaway occurring as in the conventional case.

Although the present invention has been described above with reference to one embodiment, the present invention is not limited to the configuration of this embodiment. For example, the same function as the stop control circuit 8 shown in FIG. It may also be realized by having the computer execute an appropriate program.

(Effects of the Invention) According to the present invention, as described above, in response to the OFF operation of the key switch, the fuel adjustment member is moved to the non-injection position using the output from the generator driven by the internal combustion engine. Since the movement is controlled forcibly, it is possible to safely and reliably control the rotation of the engine.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing one embodiment of the present invention, and FIG. 2 (
→ and FIG. 2(b) are waveform diagrams of signals of various parts of the apparatus shown in FIG. 1, and FIG. 3 is a detailed circuit diagram of the main parts of the apparatus shown in FIG. 1... Electronic speed governor, 2... Row type fuel injection pump,
3... Easy control, 4... Electromagnetic actuator, 6... Key switch, 8... Stop control circuit, 9
... Generator, ps... Pulse signal, ■... Excitation [
current, vL...output voltage.

Claims (1)

[Claims] 1. In an internal combustion engine device equipped with an electronic speed governor that controls the position of a fuel adjustment member of a fuel injection pump for an internal combustion engine by an electromagnetic actuator equipped with a linear motor that moves according to the direction of energization, the key switch is in the OFF state. Stop control for an internal combustion engine, wherein the electromagnetic actuator is driven by an output voltage from a generator driven by the internal combustion engine so that the fuel adjustment member is placed in a no-injection position. Device.