JPS6189961A - Injection quantity controller for fuel injection pump - Google Patents

Abstract

PURPOSE:To control a fuel injection quantity so accurately in a manner conformable to excellent responsiveness, by installing a state observation part, which estimates a state variable in a control system of a fuel injection pump, and also a feedback gain setting part which sets a controlled variable of an actuator. CONSTITUTION:A state observation part VI estimates a state variable in a system controlling the position of an overflow timing adjustment part II of a fuel injection pump I. A cumulating part VII finds an integral value or a cumulative value of a deviation between the desired position and the actual position of the adjustment member II. A feedback gain setting part VIII sets a controlled variable of an actuator III for controlling the adjustment member to be adjusted to the desired position. Thus, control over a fuel injection quantity is performable so accurately in a manner condormable to excellent responsiveness.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an injection amount control device for a fuel injection pump, and more specifically, an actuator for controlling the position of an overflow timing adjustment member of a fuel injection pump. The present invention relates to an injection amount control device for a fuel injection pump that is controlled based on a dynamic model of the system.

[Prior Art] Fuel injection pumps such as a distribution (VE) type have been known as injection amount control devices for fuel injection pumps that inject fuel for internal combustion engines, especially diesel engines. In order to control the overflow timing precisely according to engine operating conditions, it has been proposed to control the overflow timing adjustment member, such as a spill ring, using an electric actuator (for example, the fuel flow timing adjustment member of JP-A-58-67932) has been proposed. Injection pump discharge amount adjustment device). FIG. 7 shows the control system of such a fuel injection pump. This inputs signal outputs from various sensor groups 1 for detecting operating conditions of the internal combustion engine to an electronic control circuit 2 serving as actuator control means, and also inputs signal outputs from various sensor groups 1 that detect operating conditions of the internal combustion engine to an overflow timing adjustment member 3 for a fuel injection pump, such as a distribution type fuel injection pump. The electric position detecting means 4 detects the actual position of the spill ring 3 fitted onto the pump plunger which simultaneously performs rotational motion and reciprocating motion, and inputs this detection signal indicating the actual position to the electronic control circuit 2. From both signals, the electronic control circuit 2 determines the target position of the overflow timing adjustment member 3, that is, the fuel injection end timing, so as to obtain the optimum fuel injection amount determined by the operating conditions of the internal combustion engine, and adjusts the overflow timing via the actuator 5. This is a control system that drives and controls the adjustment member (spill ring) 3 to a target position.

In such a control system, the actual position of the overflow timing adjusting member 3 controlled by the actuator 5 is conventionally fed back to control the actuator 5 so that the difference between the actual position and the target position is reduced. The so-called gain (P, degree of amplification) determines the magnitude of feedback.
In addition, the integral amount of deviation (1) and the differential molecule fi(D)
There is also known a system that performs so-called PID control by appropriately feeding back the information.

[Problems to be Solved by the Invention] The following problems existed in the feedback control as the prior art. That is, (1) in conventional feedback control, the control amount is basically determined according to the deviation between the target value and the actual position. Therefore, in order to improve the response, the gain (P), which is the magnitude of the feedback amount, must be increased, but increasing the gain will result in overcontrol, resulting in large overshoots and downshoots. In some cases, this may even cause an excavation phenomenon, causing the fuel injection amount to deviate from the optimal fuel injection amount.

(2) On the other hand, if the gain is lowered to ensure sufficient control stability, the response will deteriorate, the fuel injection amount will not follow changes in the operating conditions of the internal combustion engine, and the air-fuel ratio will not reach the appropriate value. Various problems may occur, such as misfires and black smoke caused by a large deviation from the range, and drivability deteriorated due to the output not following demand.

(3) Therefore, PID control has been proposed to try to improve the transient characteristics of the system by adding a differential amount to satisfy responsiveness or adding an integral amount to improve stability. There is no general evaluation method to ensure sufficient transient characteristics in an actual control system, so it is necessary to appropriately change the gain (P), integral molecule fi(r), and differential molecule fi(D>). There is a problem in that it is difficult to handle because the control has to be carried out by trial and error, and it is not always possible to achieve the required transient characteristics of the fuel injection amount.

An object of the present invention is to solve these problems and provide an injection amount control device for a fuel injection pump that is easy to design and has excellent transient characteristics.

[Means for solving the problem] In order to solve the above problem and achieve the purpose of the invention,
As shown in the figure, there is an overflow timing adjustment member that adjusts the overflow timing of the fuel pumped by the fuel injection pump. Actuator (2) such as a solenoid, position detection means (IV) for detecting the actual position of the overflow timing adjustment member (2), such as a differential transformer, and operating conditions of the internal combustion engine, such as air-fuel ratio, load size, etc. The overflow timing adjustment member (2) is moved to the target position based on the target position of the overflow timing adjustment member (2) corresponding to the fuel injection amount determined by Injection amount control for a fuel injection pump, comprising: an actuator control reloading means V that obtains the control tfOffi of the actuator (2) and outputs it to the actuator (2) for controlling the actuator (2)! In the JlI device, the following configuration was adopted as the actuator control means in place of the conventional feedback control configuration.

That is, based on a pre-stored dynamic model of the system that controls the position of the overflow timing adjustment member (2) of the fuel injection pump, the actual position of the overflow timing adjustment member (2) and the actuator (2) are determined.
A state observation unit vf estimates a state variable of an appropriate order without representing the dynamic internal state of the system from the control amount outputted to an accumulation unit Vll for calculating the integral value or cumulative value of the deviation from the position;
A feedback gain setting unit (2) determines a control f11 of the actuator m for controlling the overflow timing adjustment member (3) to the target position from the estimated state variable amount and the determined cumulative value; The injection pump may be a distribution type (VE type) fuel injection pump or a morning type fuel injection pump. In a distribution type fuel injection pump, the overflow timing adjustment member is a spill ring, while in a row type fuel injection bomb, the control rack is the overflow timing adjustment member. In order to achieve precise control, it is better to control a spill ring with a small mass and low inertia, but by increasing the actuator's driving force, it is possible to accurately control the control rack of a morning type fuel injection pump. There's no need for you to do that.

In addition to linear solenoid (plunger) type actuators, rotary solenoid types, various servo motors, and actuators that control negative pressure and drive the overflow timing adjustment member by displacement of the diaphragm are also used. can do. Or JP-A-58-
No. 217755, the actuator overflow timing adjustment member may be configured such that the spill ring is directly the movable part of the rotary solenoid.

In this case, since the spill ring and the actuator are integrated, there is an advantage that the fuel injection pump can be made smaller.

Further, as a position detection means for detecting the actual position of the overflow timing adjustment member driven by this actuator, in addition to a differential transformer, a potentiometer and various other position measurement sensors can be used. Furthermore, it is also effective to detect the fuel injection amount by knowing the flow rate sensor or the nozzle closing time and treat this as the position of the overflow timing adjustment member in order to improve control accuracy.

The operating conditions of the internal combustion engine that determine the target position of the overflow timing adjustment member, that is, the fuel injection amount, include at least the air-fuel ratio, load, intake air amount, warm-up condition, intake temperature, acceleration/deceleration condition, etc. of the internal combustion engine. One or several combinations of them can be considered, and the fuel injection pump injection amount control device of the present invention can be selected according to the aspect of the internal combustion engine in which it is used, and configured as, for example, an air-fuel ratio control device. , the target position for overflow timing adjustment may be input to the actuator control means of the present invention based on output signals from various sensors of the engine.

Next, regarding the actuator control means, as will be explained in detail later in each section of the operation and examples, we created a dynamic model of a system that detects the position of the overflow timing adjustment member and controls it to the target position using the actuator. It is constructed and controlled using state variables derived according to the construction, and is usually constructed using a microcomputer together with peripheral elements such as ROM and RAM. In addition to its actual position, the current flowing through the actuator and the drive speed can be used as state variables to most accurately control the behavior of the actuator, but it is not necessary to correspond to specific physics. Appropriate variables describing the constructed dynamic model of the system may be assumed and used.

[Operation 1] The injection amount control device for a fuel injection pump of the present invention having the above configuration detects the actual position of the vortex timing adjustment member of the fuel injection pump that determines the amount of fuel injection, and also detects the actual position of the vortex timing adjusting member. Based on the dynamic model of the system that controls the overflow timing adjustment member, the state variable amount of an appropriate order is estimated by the state observation unit from the actual position of the overflow timing adjustment member and the control 2tl suspension of the actuator, and the accumulation unit Based on the obtained cumulative value of the deviation between the target position and the actual position of the overflow timing II adjustment member, the feedback gain setting unit determines the control ω of the actuator, thereby controlling the overflow timing adjustment member.

This control system is shown in FIG. In the figure, 10 is a fuel injection pump as a controlled object having an actuator overflow timing adjustment member and position detection means, 12 is a regulator having the following configuration as actuator control means, 14 is a state observation section, 16 is an accumulation section, and 18 is a This is a feedback gain setting section. Each part is shown here as a block, but
This is a control system model and does not represent the hardware configuration.

The dynamic model of the controlled object consisting of the actuator overflow timing adjustment member and position detection means of the fuel injection pump handled in the present invention and the above control system will be described in detail below. ,C,y
, tA, C1, l, u.

[), IM, P indicate a vector quantity (matrix), a subscript T such as AT indicates the transpose of the matrix, a subscript -1 such as A-1 indicates the inverse matrix, and a subscript - such as X indicates that it is an estimated value. , the symbol ~ such as C is a system different from the controlled object, here the city is handled by the state observation unit 14 (hereinafter referred to as an observer), and the symbol 8 such as y book is Each indicates that it is a target value.

In Fig. 2, Vk represents the target position of the overflow timing adjusting member corresponding to the fuel injection amount determined by the operating conditions of the internal combustion engine, Vk represents the actual position of the overflow timing adjusting member, and ek represents the target position Vk. The difference between the actual position yb and the actual position yb (yk books - yk) is Z
kl, is the cumulative value of the above-mentioned difference ek (Zk=Zk-1+T-ek-1) obtained by the accumulator 16, where "K" is the sampling period and "Uk" is the actuator that drives and controls the overflow timing adjustment member. Xk is the state variable M estimated by the observer 14 from the actual position yk and the control amount uk, and `` is the optimal feedback gain set by the feedback gain setting section 18. , respectively.

Incidentally, the subscript indicates the number of samplings from the initial state, where k means the point in time when control is currently being carried out, and k-1 means the point in time when sampling was carried out last time.

Next, the design and control of the regulator 12 having the above configuration will be explained. The state variable model that expresses the dynamic behavior of control vs. rigidity uses a state equation and an output equation to calculate
It is derived as yk−1=c −Xk−1·= (2). u
k-1 is a control input vector for the controlled object, here the controlled system of the actuator overflow timing adjustment member and the position detection means, and the control amount to be applied to the controlled object within the range where linear approximation is established from a certain point. , indicates the applied voltage in this system. Further, y k-1 is a control output vector indicating the output of the controlled object, and in a normal multivariable control system, it indicates one or more output values. Here, it is a quantity (for example, a voltage value) indicating the actual position of the overflow timing adjustment member. In the system shown in Figure 2, the control input vector uk for the controlled object is
, control output vector yk each has only one variable, so they can be defined as fiuk (applied voltage) and yk (actual position signal). Furthermore, in equation (1), <2), Xk is a state variable vector, which is generally a vector consisting of elements indicating the internal state of the controlled object. Here, as elements of the state variable vector Xk, the current value IDk flowing through the controlled object (actuator) and the moving speed VSk of the controlled object (overflow timing adjustment member) are taken as state variables. Further, it is not necessary to estimate the actual position signal yk, and the output yk of the position detecting means can be used as it is as the state variable VPk.

Matrices A, E! in the above equations (1) and (2)! .

The shape of the dimensions of C is determined according to the physical model of the control system, and furthermore, specific values can be obtained through experiments, and as a result, it is calculated as a constant matrix.

As shown in FIG. 2, the regulator 12 has an A buzzer 14.
The state variable Xk of the controlled object is estimated by This is the output Xk of the observer 14, and the estimated state variable ff1Xk can also be expressed as X(kT) if sampling is performed discretely.

Here, the state variable vector X estimated by the observer 14
The basis that k can be treated as an actual state variable vector in control is as follows. Now, suppose that the output Xk of the observer is configured as shown in the following equation (3).

Xk = (A-G-C) Transforming from equations (1), (2), and (3), [Xk −
Xkl1m] = (A-G-C) [Xk-1
-Xk-1]...〈4) is (q). Therefore, if we select matrix 6 so that the eigenvalues of the matrix (A-G-C) are within the unit circle, then Xk→ X
k, and the internal state variable ff1Xk of the controlled object can be correctly estimated using the past sequence of the input control vector uk and the output control vector yh. Gobinas's method of design is known for designing such observers. Therefore, we decided to call Xk the state estimator, and Xk = [IDk VS
k VPk is set to 1.

Basically, control is possible if the state change vlffi becomes.

Generally, in the control of a servo system, control is required to eliminate the steady-state deviation between the target value and the actual control value, and this requires the transfer function to include 1/S' (9, the next integral). be done. In the present invention, it is sufficient to consider the equation 1, that is, linear integration, and this is reflected in the cumulative value zk by the accumulator 16. In other words, by controlling the target value by adding the deviation from the actual position up to that point, the problem of steady deviation in the servo system can be solved. Therefore, the system is expanded by taking Zk into consideration, and equation (1) is written as follows.

Note that uk in equation (1) is a scalar maximum as described above, so it is assumed to be uk.

...(5) Here, considering [Xk ZklT as the state variable vector of the new expanded system, the evaluation function J( Output 1a (applied voltage) that minimizes uk ) uk = "・[Xk Z
Determining kl" solves the control problem for the control system of the present invention as an additive integral type optimal regulator.

J (uk) −Σ (Xk T −C”
-01-CXkk, 4 +Zk T -Q2 ・Zk +Uk”
-R-uk )... (6) In equation (6), 01 is the weight parameter matrix, Q2
．． R is the scalar highest weight parameter, and k is the number of numbers with the control start time being zero.

The solution to this problem is detailed in Masami Ito, Hideki Kimura, and Shigeyuki Hosoe, "pA type sub-control system design theory" (1976), the Society of Instrument and Control Engineers, etc., so I will not discuss it in detail here, but by solving this problem, I will provide optimal feedback. Gain F=[PI F2
F3 F4], F=R-1[EITO] 71
'C...(7) is obtained. Here, R-1 means the reciprocal of the weighting parameter R in the solution of the plate-shaped Kacchi equation.

Therefore, the final output value (applied voltage) uk is uk = [PI
F2 F3 F4] [IDkVSk VPk
Zk ]”...obtained from (9).

The evaluation function J (uk) used to find this integral type optimal regulator is the control input value (
The purpose is to evaluate how close the control output (overflow timing adjustment member) y (*) can be to the target position y * while restricting the movement of the actuator (voltage applied to the actuator) uk. The weighting of the constraints is determined by the weight parameter matrix Ql
, weight parameter Q2. It can be changed depending on the value of R. Therefore, an appropriate Ql can be determined by simulation etc.
, Q2. R is selected, and a dynamic model of the fuel injection pump consisting of the control target, in this case the actuator overflow timing adjustment member and the position detection means, is constructed according to the physical model, and the dynamic model of the fuel injection pump consisting of the actuator overflow timing adjustment member and the position detection means is constructed according to the physical model, and the flowchart obtained by solving the Rikkatschi equation (8) in advance is used. Then, the optimum feedback gain "is calculated using equation (7), and this is stored in the actuator control means, and the cumulative value Zk of the deviation between the y target positions and the actual position yk of the overflow timing adjustment member and the observer The applied voltage uk to the actuator as the optimum control input value can be easily determined from the state variable quantity estimated by 14, ie, the state estimation quantity Xk, using equation (9).

Note that the state 1iI constant ff1Xk is determined by the state change IaFfi! in the observer using the control input ff1uk and the control output ff1yk in the design of the observer 14. Described by assuming ViIk, ! Wk=P-tWk-1+IM-(yk-1uk-1>
...(10) Since the matrices P, JM, C, [) of the two equations can be determined in advance, they can be easily determined by storing them in the actuator control means in advance and calculating them. be able to.

[Example] Embodiments of the present invention will be described below based on the drawings.

FIG. 3 is a schematic configuration diagram showing a schematic configuration of an injection amount control device for a fuel injection pump as an embodiment of the present invention, together with an internal block diagram of an electronic control circuit.

In the figure, 50 is a fuel injection pump, 52 is a spill ring as an overflow timing adjustment member, 54 is a glue near solenoid as an actuator, 56 is a differential transformer as a position detection means, and 58 is an electronic control circuit as an actuator control means. , are shown respectively. Further, 60 denotes a cam 64 that reciprocates the plunger 62 of the fuel pressure pump.
66 represents the delivery pulp, and 66 represents a nozzle that injects fuel pressurized by the plunger 62 into a cylinder (not shown). Spill ring 5 of fuel injection pump 50
2 is configured to be driven by the movable core 70 of the linear solenoid 54 via the crank 68, and the movable core 70 is controlled to a balanced position by the electric power supplied to the coil 72 of the linear solenoid 54 and the spring 74. and its position is detected by the differential transformer 56.

On the other hand, the electronic control circuit 58 is a well-known CPU 81. ROM8
2. RAM83. and an output port 85 for outputting a power signal to be supplied to the coil 72 of the linear solenoid. Input port 87 for inputting the detection signal of the differential transformer 56. C.P.L.
It is composed of a bus 89 etc. that interconnects the elements and ports of the I81, and controls the position of the spill ring 52 and the fuel injection amount according to a flowchart described later.

B Next, for the fuel injection pump shown in FIG. 3 as the controlled object, a state equation M4 is constructed from the physical model. FIG. 4 shows a physical model of this control system. In the figure, Pl is the quality ff1 corresponding to the movable 2λ core 70 in FIG.
M iron core, S1 is a spring with an elastic modulus corresponding to the spill ring 74, [1 is a coil corresponding to the coil of the linear solenoid 54 and has a reactance L, R1 is a current limiting resistor with a resistance value R, and Tr is a coil. Ll, a transistor in the output port 85 that controls the current υj flowing through the current limiting resistor R1;
are shown respectively. Now, since the spill ring 52 is in the fuel oil, if the viscosity of the fuel is f, then the following equation of motion is obtained with the position of the iron core P1 as X.

F2 (t)=M-d2x/dt2+f-dx/
-X to dt+ (12) Also, the relationship between the current I (t) flowing through the coil L1 and the voltage is V-L-d I (t)/dt + R-1 (t).
...(13) is given by. Therefore, the force F1(t) acting on the iron core P1 is linearly approximated, and Fl(t)=1·I(t) (14). Here, 1 is a constant. The force F2 (t) obtained by equation (12) and the force Fl (t) expressed by equation (14)
) is considered to stop when the iron core P1 is balanced, the moving speed V of the iron core P1 is the one-time differential amount of the position .

From the physical model constructed using equations (14) and (15) above, as explained in the [Effect] section, an observer is designed, for example, according to the Gobinas design method, and the weight parameter matrix Ql and the weight parameter 2°R are solve the Rikatsuchi equation (8), and calculate the evaluation function J (uk) (Equation (6)
) for each observer matrix C, [) to simulate the result and obtain the desired transient characteristics.
, P, IM (Equation (10) 9 Equation (11)) is determined. In this embodiment, INF is the specification of the observer that suppresses overshoot and performs control with the best responsiveness. Also, the optimal feedback gain [as, F
= [PI F2 F3 F4] = [37,1g
2 0.00395 0.42 310]...(2
2) was obtained.

Therefore, these results are stored in advance in the ROM 82 in the electronic control circuit 58 as a control means for the 7-unit machine.
By sequentially adjusting the drive voltage uk of the linear solenoid 54 using the measured actual position yh of the spill ring 52, the spill ring 52 can be optimally controlled.

Next, the fuel injection amount control routine performed by the electronic control circuit 58 will be explained with reference to the flowchart shown in FIG. cpus i uses the values of C, [), IP, and IM stored in the ROM 82 in advance, and the above equation (
10) and (11) are repeated, and first, in step 10o, the voltage u k- is applied to the beam near solenoid 54.
Outputs 1. Here, the voltage u k-1 means the result of the previous series of calculations described below. In the following step 110, the output signal value of the differential transformer 56 is inputted via the input port 87, and the position of the iron core 70 of the linear solenoid 54 (the position of the spill ring 52), that is, 1>J ITi for fuel is detected. This is the actual position V
It is k-1. In step 120, the target position yk-1 of the spill rings 52 is determined based on the operating conditions of the internal combustion engine.
Knowing from the operating conditions of the internal combustion engine read through the input port 87, such as the intake air amount and rotation speed of the internal combustion engine,
Reading processing is performed using a map or the like. In the following step 130, the deviation between the actual position V k-1 of the spill ring 52 read in step 110 and the target position yk-1 read in step 120 is calculated as ek = yk-1.
” -yk-1, and in the next step 140,
A process is performed to obtain the cumulative value zk of this deviation ek from the past.

That is, with the repetition time of the process shown in FIG. 5 as king, Zk = Z
It is determined by k-1+T-ek-(23).

The following steps 150 and 160 are processes for calculating the state estimation ff1Xk, and the vectors obtained by the above-mentioned observer design, in this case, the equations (1 day), (19), (
20> and (21>), the state estimation amount 1
+M11- uk-1+M12- yk-1x 2=
F21- x 1 to -1 + F22- x 2 to 1
x2k is calculated for the internal variable x1 of the observer as +M21-uk-1+M22-yk-1, and in the subsequent step 160, the state estimation ff1xk is determined as IDk=xlk+DI-yk VSk=x2 and +Q2.yk VPk=yk. Note that the position of the spill ring 52 is not estimated here, but is directly determined from the output yb of the differential transformer 56.

In step 170 following step 160, the state estimate Xk and cumulative value Zk obtained by the above calculations and the optimum feedback gain already obtained and stored in the ROM 82, here the value of equation (22) Using, the output voltage uk is uk = F1 - IDk + F2 - VS
It is calculated as k+F 3 ・VPk +F4 ・Zk. In the following step 180, sampling, reenactment,
The subscript k indicating the number of times of control is incremented (updated) by 1, the process returns to step 100, and the processes of steps 100 to 180 described above are repeated again.

The actual control of the spill ring 52 according to this embodiment is shown in FIGS. 6(A) and 6(B) in comparison with conventional feedback control. Now, the target position of spill ring 52 is 2.06.
We will explain the case where only the following changes have been made. The time when the target position is changed is set as time 0, and FIG. 6(A) shows the operation amount (value corresponding to the voltage) given to the beam near solenoid 54, and here the correspondence with FIG. 6(B). Figure 6 (B) is shown on the same scale as the position.
) is the output of the differential transformer 56, that is, the actual position of the spill ring 52.

In Figure 6 (A>, the dashed line R represents the given 1-11
! ;', position, solid line G is the manipulated variable ((1
k), and the broken line shows the operation amount by conventional feedback control.
indicates a given target position, a solid line 9 indicates the actual position of the spill ring 52 controlled by this embodiment, and a broken line indicates the actual position of the spill ring controlled by conventional feedback control.

As is clear from both figures, according to this embodiment, in addition to achieving a faster response than conventional feedback control, there is almost no overshoot or downshoot, and the spill ring 52 can be moved to the target position. Being able to drive to. If we compare r1 when the system becomes stable, it can be seen that in this example, an improvement of more than one order of magnitude is achieved even though the start-up is fast. Therefore, in the fuel injection pump 50, it is possible to control the fuel injection amount very quickly and accurately, and it can be applied to a wide range of applications such as precise control of the air-fuel ratio.

Both response and stability have been improved by about one stroke compared to the conventional model, and it can sufficiently follow sudden changes in the internal combustion engine's operating conditions. The fuel injection amount can be precisely controlled. As a result, fluctuations in air-fuel ratio due to delay in fuel injection amount control, overshoot, downshoot, etc., generation of black smoke, misfire,
All problems of poor drivability, such as sluggishness and sluggishness, are resolved.

In the control according to the embodiment of the present invention, the physical model of the controlled system is analyzed to estimate the state of the controlled system, that is, information about the past history of the system that is necessary and sufficient to predict future effects. This is due to the fact that this is used for control. Therefore, in contrast to conventional feedback control in which a deviation due to overcontrol is corrected after it occurs, control is performed as if the overcontrol is predicted and the manipulated variable is changed in advance.

Although only the results of the transient response to the step input are shown here, since the cumulative value Zk of the deviation between the target position and the actual position is incorporated into the control, sufficient characteristics are obtained even in the servo function.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments in any way, and it goes without saying that the present invention can be implemented in various forms without departing from the gist of the present invention.

As described in detail above, according to the fuel injection pump injection amount control device of the present invention, a dynamic model of the control system for the position of the overflow timing adjustment member is constructed, and information necessary and sufficient for system control is constructed. Since the control is performed by knowing the so-called state, it is possible to control the position of the overflow timing adjustment member based on the deviation between the position of the w1 adjustment member at the time of overflow and the target position (compared to conventional feedback control). It achieves excellent responsiveness and followability without causing overshoot or downshoot, and the position of the overflow timing adjustment member can be controlled by obtaining the optimal solution according to the physical model of the system. It has the excellent effect of allowing fuel injection control to be carried out with precision and quick external performance and follow-up performance.As a result, when applied to air-fuel ratio control, accidental fluctuations in the air-fuel ratio are prevented. Not on the other hand.

It is possible to significantly improve the control characteristics of the overall fuel injection amount control of the internal combustion engine, such as eliminating the generation of black smoke and undesired fluctuations in drivability.

[Brief explanation of the drawing]

FIG. 1 is a basic configuration diagram of the present invention, FIG. 2 is a control block diagram explaining the invention in detail, FIG. 3 is a schematic configuration diagram showing the configuration of an embodiment of the present invention, and FIG. 4 is a diagram of the embodiment. A schematic diagram explaining a physical model of a controlled object, FIG. 5 is a flowchart showing a control example in the embodiment, and FIGS. 6 (A) and (B) each show a comparison between control according to the embodiment and control according to the conventional technology. The graph and FIG. 7 are block diagrams showing a conventional model for controlling the amount of fuel injection. 10.50... Fuel injection pump 14... Opdever 16... Accumulator 18... Feedback gain setting section 52... Subir ring 54... Linear solenoid 56... Differential transformer 58... Electronic control circuit 81...CPU 82...ROM

Claims (1)

[Scope of Claims] 1. An overflow timing adjustment member that adjusts the overflow timing of fuel pumped by a fuel injection pump; an actuator that drives the overflow timing adjustment member to adjust the fuel injection amount; a position detection means for detecting the actual position of the overflow timing adjustment member; a target position of the overflow timing adjustment member corresponding to the fuel injection amount determined based on the operating conditions of the internal combustion engine; and the detected overflow timing adjustment member. an actuator control means for determining a control amount of the actuator for controlling the overflow timing adjustment member to the target position based on the actual position of the actuator, and outputting the control amount to the actuator; In the control device, the actuator control means outputs the actual position of the overflow timing adjusting member to the actuator based on a pre-stored dynamic model of a system for controlling the position of the overflow timing adjusting member of the fuel injection pump. a state observation unit that estimates a state variable of an appropriate order representing the dynamic internal state of the system from the controlled variable; and an integral value of the deviation between the target position and the actual position of the overflow timing adjustment member. or an accumulator that calculates a cumulative value, and a feedback gain setting that determines a control amount of the actuator for controlling the overflow timing adjustment member to the target position from the estimated state variable amount and the determined cumulative value. An injection amount control device for a fuel injection pump, comprising: and. 2. The operating condition of the internal combustion engine that determines the fuel injection amount includes at least one of the intake air amount, load, air-fuel ratio, warm-up state, intake air temperature, and acceleration/deceleration state of the internal combustion engine. Injection amount control device for fuel injection pump. 3. Claim 1 or 2, wherein the dynamic model of the system is constructed by deriving a state equation from a physical model of the system that controls the overflow timing adjustment member.
An injection amount control device for a fuel injection pump according to paragraph 1. 4. Claims 1 to 3, wherein the state observation unit estimates a current flowing through an electrically controlled actuator and a driving speed of the actuator as state variables.
2. The injection amount control device for a fuel injection pump according to any one of paragraphs.