JPH0217703B2 - - Google Patents
Info
- Publication number
- JPH0217703B2 JPH0217703B2 JP56124151A JP12415181A JPH0217703B2 JP H0217703 B2 JPH0217703 B2 JP H0217703B2 JP 56124151 A JP56124151 A JP 56124151A JP 12415181 A JP12415181 A JP 12415181A JP H0217703 B2 JPH0217703 B2 JP H0217703B2
- Authority
- JP
- Japan
- Prior art keywords
- pulse width
- injection pulse
- intake air
- weighted average
- air amount
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000002347 injection Methods 0.000 claims description 86
- 239000007924 injection Substances 0.000 claims description 86
- 239000000446 fuel Substances 0.000 claims description 53
- 238000012545 processing Methods 0.000 claims description 28
- 238000001514 detection method Methods 0.000 claims description 25
- 238000002485 combustion reaction Methods 0.000 claims description 11
- 230000001052 transient effect Effects 0.000 claims description 4
- 230000001133 acceleration Effects 0.000 description 21
- 238000000034 method Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 8
- 230000002159 abnormal effect Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000007858 starting material Substances 0.000 description 4
- 238000012937 correction Methods 0.000 description 3
- 230000006866 deterioration Effects 0.000 description 3
- 238000009499 grossing Methods 0.000 description 3
- 239000002826 coolant Substances 0.000 description 2
- 239000000498 cooling water Substances 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000008571 general function Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
- 238000003079 width control Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
- F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は内燃機関の燃料噴射パルス幅を制限し
た電子制御式燃料噴射装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an electronically controlled fuel injection device that limits the width of a fuel injection pulse for an internal combustion engine.
従来、内燃機関の電子制御式燃料噴射装置にお
いては、加速時について一定の最大噴射パルス幅
制限を設定し、かつ、減速時について一定の最小
噴射パルス幅制限を設定することが行われてい
る。この場合における加速、減速時の空燃比の変
化の様子が第１図に示される。また、加速、減速
時の空燃比および噴射パルス幅の目標値、現状値
の波形が第２図に示される。加速時一瞬エンジン
吸入空気量（燃焼室へ吸入される実質空気量）に
対し、エアフロメータ計測空気量が多くなり空燃
比がリツチとなる。すなわち、吸入空気量検出に
おけるオーバーシユートにより混合気がオーバー
リツチとなる。また減速時一瞬エンジン吸入空気
量に対し、エアフロメータ計測空気量が少なくな
り空燃比がリーンとなる。すなわち、吸入空気量
検出におけるアンダーシユートにより混合気がオ
ーバーリーンとなる。このような加速時のオーバ
ーリツチもしくは減速時のオーバーリーンにより
運転性悪化、エミツシヨン増加をもたらす。これ
にかんがみ、従来、一定の最大噴射パルス幅制限
及び一定の最小噴射パルス幅制限方式が用いら
れ、全加減速時の現象に対象している。しかし、
本発明者の研究によれば全加減速時でなく、中間
加減速時においても立上り立下り時にオーバーリ
ツチ、オーバーリーンの現象が現れ、中間加減速
時においても全加減速時と同様に運転性悪化およ
びエミツシヨン増加があり、これの対策を講じな
ければならぬという課題がある。
Conventionally, in an electronically controlled fuel injection system for an internal combustion engine, a fixed maximum injection pulse width limit is set during acceleration, and a fixed minimum injection pulse width limit is set during deceleration. FIG. 1 shows how the air-fuel ratio changes during acceleration and deceleration in this case. Further, waveforms of target values and current values of the air-fuel ratio and injection pulse width during acceleration and deceleration are shown in FIG. When accelerating, the amount of air measured by the airflow meter becomes larger than the amount of air intake into the engine (actual amount of air taken into the combustion chamber), and the air-fuel ratio becomes rich. That is, the air-fuel mixture becomes overrich due to overshoot in intake air amount detection. Also, during deceleration, the amount of air measured by the airflow meter becomes smaller than the amount of air taken into the engine for a moment, and the air-fuel ratio becomes lean. That is, the air-fuel mixture becomes over lean due to undershoot in intake air amount detection. Such over-richness during acceleration or over-lean during deceleration results in poor drivability and increased emissions. In view of this, conventionally, fixed maximum injection pulse width limitation and fixed minimum injection pulse width limitation schemes have been used, and are intended for phenomena during full acceleration and deceleration. but,
According to the research of the present inventor, overrich and overlean phenomena occur not only during full acceleration/deceleration but also during intermediate acceleration/deceleration during rising and falling, and the drivability during intermediate acceleration/deceleration is similar to that during full acceleration/deceleration. There is an issue of deterioration and an increase in emissions, and countermeasures must be taken to address this.
従つて、本発明の１つの目的は、燃料噴射パル
ス幅が瞬間的に異常になるときでも制限値が異常
になることのない、かつ、なめらかに変化する制
限値を得、過渡時における吸入空気量の誤検出に
よる燃料噴射パルス幅の変化を制限しつつ適切な
燃料噴射制御を行うことにある。 Therefore, one object of the present invention is to obtain a limit value that does not become abnormal even when the fuel injection pulse width momentarily becomes abnormal, and that changes smoothly, and to reduce the intake air during a transient period. The object of the present invention is to perform appropriate fuel injection control while limiting changes in fuel injection pulse width due to erroneous detection of quantity.
また、本発明の他の目的は、加減速時の吸入空
気量検出におけるオーバーシユート、アンダーシ
ユートによる吸入空気量の誤検出により生ずる混
合気のオーバーリツチ、オーバーリーンを防止
し、全加減速時、中間加減速時のいずれにおいて
も、空燃比の乱れを少なくし、運転性を良好なら
しめ、エミツシヨンの悪化を防止することにあ
る。 Another object of the present invention is to prevent over-richness and over-lean of the air-fuel mixture caused by erroneous detection of the intake air amount due to overshoot and undershoot in the intake air amount detection during acceleration and deceleration. The objective is to reduce disturbances in the air-fuel ratio, improve drivability, and prevent deterioration of emissions both during acceleration and deceleration.
さらに、本発明の他の目的は、制御用計算装置
における記臆部の記臆容量を低減することにあ
る。 Furthermore, another object of the present invention is to reduce the storage capacity of the storage section in the control computing device.
上述の課題を解決するための手段は、第８図に
示される。すなわち、吸入空気量検出手段は内燃
機関の吸入空気量Ｑを検出し、回転速度検出手段
は内燃機関の回転速度Ｎを検出する。この結果、
計算基本噴射パルス幅演算手段は吸入空気量検出
手段および該回転速度検出手段により検出された
吸入空気量Ｑおよび回転速度Ｎにより計算基本噴
射パルス幅Ｗをくり返し計算する。加重平均処理
手段は、計算基本噴射パルス幅Ｗの加重平均処理
値Toを、
To＝（Ｊ−１）・To-1＋Ｗ／Ｊ
ただし、To-1は前回の加重平均処理他値、Ｊ
は１より大きい定数、により演算し、制限値演算
手段は加重平均処理値Toにもとづいて計算基準
噴射パルス幅の制限値T′を演算する。この結果、
制限手段は計算噴射パルス幅Ｗが上記制限値
T′を超えるときは制限値T′に制限する。そして、
燃料噴射段は制限値T′に制限された制限後基本
噴射パルス幅Wiにもとづいて内燃機関に燃料を
噴射するものである。
A means for solving the above problem is shown in FIG. That is, the intake air amount detection means detects the intake air amount Q of the internal combustion engine, and the rotational speed detection means detects the rotational speed N of the internal combustion engine. As a result,
The calculation basic injection pulse width calculation means repeatedly calculates the calculation basic injection pulse width W based on the intake air amount Q and the rotation speed N detected by the intake air amount detection means and the rotation speed detection means. The weighted average processing means calculates the weighted average processed value T o of the calculated basic injection pulse width W as T o = (J-1)・T o-1 + W/J where T o-1 is the weighted average processed value T o of the calculation basic injection pulse width W. value, J
is calculated using a constant larger than 1, and the limit value calculating means calculates the limit value T' of the calculation reference injection pulse width based on the weighted average processing value T o . As a result,
The limiting means is such that the calculated injection pulse width W is the above limit value.
If it exceeds T', limit it to the limit value T'. and,
The fuel injection stage injects fuel into the internal combustion engine based on the limited basic injection pulse width W i which is limited to the limited value T'.
上述の手段によれば、吸入空気量検出手段の過
渡時における吸入空気量の誤検出による計算基本
噴射パルス幅Ｗの変化が制限される。
According to the above-mentioned means, changes in the calculated basic injection pulse width W due to erroneous detection of the intake air amount during a transient period by the intake air amount detection means are restricted.
第３図に本発明の一実施例としての電子制御式
燃料噴射装置が示される。第３図において、エン
ジン１は自動車に積載される４サイクル火花点火
式エンジンで、燃焼用空気をエアクリーナ２、吸
気管３、スロツトルバルブ４を経て吸入する。制
御回路２０の出力により、電磁式燃料噴射弁５１
〜５６を開弁作動させて燃料を各気筒に供給して
いる。燃焼後の排気ガスは排気マニホルド６、排
気管７等を経て大気に放出される。吸気管３には
エンジン１に吸入される吸気量を検出し、吸気量
に応じたアナログ電圧を出力するポテンシヨメー
タ式吸気量センサ８が設置されている。また吸気
の温度を検出し、吸気温に応じたアナログ電圧を
出力するサーミスタ式吸気温センサ９が設置され
ている。また、エンジン１には冷却水温を検出
し、冷却水温に応じたアナログ電圧（アナログ検
出信号）を出力するサーミスタ式水温センサ１０
が設置されており、回転速度（数）センサ１１
は、エンジン１のクランク軸の回転速度を検出
し、回転速度に応じた周波数のパルス信号を出力
する。この回転速度センサ１１としては、例えば
点火装置の点火コイルを用いればよく、点火コイ
ルの一次側端子からの点火パルス信号を回転速度
信号とすればよい。またスロツトル弁には、スロ
ツトル開度が設定値以下であることを検出するア
イドルスイツチ１２が設置されている。制御回路
２０は、各センサ８〜１２の検出信号に基づいて
燃料噴射パルス幅を演算する回路で電磁式燃料噴
射弁５１〜５６の開弁時間を制御することにより
燃料噴射パルス幅を調整する。
FIG. 3 shows an electronically controlled fuel injection device as an embodiment of the present invention. In FIG. 3, an engine 1 is a four-stroke spark ignition engine installed in an automobile, and intakes combustion air through an air cleaner 2, an intake pipe 3, and a throttle valve 4. The output of the control circuit 20 causes the electromagnetic fuel injection valve 51 to
-56 are operated to open the valves to supply fuel to each cylinder. The exhaust gas after combustion is released into the atmosphere through the exhaust manifold 6, exhaust pipe 7, etc. A potentiometer-type intake air amount sensor 8 is installed in the intake pipe 3 to detect the amount of intake air taken into the engine 1 and output an analog voltage corresponding to the amount of intake air. Also installed is a thermistor-type intake temperature sensor 9 that detects the temperature of intake air and outputs an analog voltage according to the intake air temperature. The engine 1 also includes a thermistor-type water temperature sensor 10 that detects the coolant temperature and outputs an analog voltage (analog detection signal) according to the coolant temperature.
is installed, and the rotation speed (number) sensor 11
detects the rotational speed of the crankshaft of the engine 1 and outputs a pulse signal with a frequency corresponding to the rotational speed. As this rotational speed sensor 11, for example, an ignition coil of an ignition device may be used, and an ignition pulse signal from a primary terminal of the ignition coil may be used as a rotational speed signal. The throttle valve is also provided with an idle switch 12 that detects that the throttle opening is below a set value. The control circuit 20 is a circuit that calculates the fuel injection pulse width based on the detection signals of the sensors 8 to 12, and adjusts the fuel injection pulse width by controlling the opening time of the electromagnetic fuel injection valves 51 to 56.
第４図により制御回路２０について説明する。 The control circuit 20 will be explained with reference to FIG.
２００は燃料噴射パルス幅を演算するマイクロ
プロセツサ（CPU）である。２０１は回転数カ
ウンタで回転速度（数）センサ１１からの信号よ
りエンジン回転数をカウントする回転数カウンタ
である。また、この回転数カウンタ２０１はエン
ジン回転に同期して割り込み制御部２０２に割り
込み指令信号を送る。割り込み制御部２０２は、
この信号を受けるとコモンバス２１２を通じて
CPU２００に割り込み信号を出力する。デイジ
タル入力ポート２０３は図示しないスタータ作動
をオンオフするスタータスイツチ１３からのスタ
ータ信号等のデイジタル信号をCPU２００に伝
達する。アナログ入力ポート２０４はアナログマ
ルチプレクサとＡ−Ｄ変換器から成り吸気量セン
サ８、冷却水温センサ９からの各信号をＡ−Ｄ変
換して順次CPU２００に読み込ませる機能を持
つ。これら各ユニツト２０１，２０２，２０３，
２０４の出力情報はコモンバス２１２を通して
CPU２００に伝達される。 200 is a microprocessor (CPU) that calculates the fuel injection pulse width. Reference numeral 201 is a rotation number counter that counts the engine rotation number based on a signal from the rotation speed (number) sensor 11. Further, this rotation number counter 201 sends an interrupt command signal to the interrupt control section 202 in synchronization with the engine rotation. The interrupt control unit 202
When this signal is received, it is transmitted through the common bus 212.
Outputs an interrupt signal to the CPU 200. The digital input port 203 transmits digital signals such as a starter signal from the starter switch 13 that turns on and off the operation of a starter (not shown) to the CPU 200. The analog input port 204 is composed of an analog multiplexer and an AD converter, and has the function of converting each signal from the intake air amount sensor 8 and the cooling water temperature sensor 9 from analog to digital and sequentially reading it into the CPU 200. Each of these units 201, 202, 203,
The output information of 204 is passed through the common bus 212.
The information is transmitted to the CPU 200.
２０５は電源回路であり、キースイツチ１５を
通してバツテリ１４に接続されている。２０６は
読取り、書込みを行い得るランダムアクセスメモ
リ（RAM）である。２０７はプログラムや各種
の定数等を記臆しておく読み出し専用メモリ
（ROM）である。２０８はレジスタを含む燃料
噴射パルス幅制御用カウンタでダウンカウンタよ
り成り、CPU２００で演算された電磁式燃料噴
射弁５１〜５６の開弁時間つまり燃料噴射パルス
幅を表すデイジタル信号を実際の電磁式燃料噴射
弁５１〜５６の開弁時間を与えるパルス幅のパル
ス信号に変換する。２０９は電磁式燃料噴射弁５
１〜５６を駆動する電力増幅部である。２１０は
タイマで経過時間を測定しCPU２００に伝達す
る。回転数カウンタ２０１は回転数センサ１０の
出力によりエンジン１回転に１回エンジン回転数
を測定し、その測定の終了時に割り込み制御部２
０２に割り込み指令信号を供給する。割り込み制
御部２０２はその信号に応答して割り込み信号を
発生し、CPU200に燃料噴射パルス幅の演算を行
なう割り込み処理ルーチンを実行させる。 A power supply circuit 205 is connected to the battery 14 through the key switch 15. 206 is a random access memory (RAM) that can be read and written. Reference numeral 207 is a read-only memory (ROM) for storing programs and various constants. 208 is a fuel injection pulse width control counter including a register, which is composed of a down counter, and converts the digital signal representing the opening time of the electromagnetic fuel injection valves 51 to 56 calculated by the CPU 200, that is, the fuel injection pulse width, to the actual electromagnetic fuel. It is converted into a pulse signal with a pulse width that gives the opening time of the injection valves 51 to 56. 209 is an electromagnetic fuel injection valve 5
1 to 56. 210 measures the elapsed time with a timer and transmits it to the CPU 200. The rotational speed counter 201 measures the engine rotational speed once per engine rotation based on the output of the rotational speed sensor 10, and when the measurement is finished, the interrupt control unit 2
An interrupt command signal is supplied to 02. The interrupt control unit 202 generates an interrupt signal in response to the signal, and causes the CPU 200 to execute an interrupt processing routine for calculating the fuel injection pulse width.
第５図ａはCPU２００の概略フローチヤート
を示すものでこのフロチヤートに基づきCPU２
００の機能を説明すると共に構成全体の作動をも
説明する。キースイツチ１５並びにスタータスイ
ツチ１３がオンしてエンジン１が始動されると、
ステツプS0のスタートにてメインルーチンの演
算処理が開始され、ステツプS1にて初期化の処
理が実行され、ステツプS2においてアナログ入
力ポート２０４からの冷却水温に応じたデイジタ
ル値を読み込む。ステツプS3ではその結果より
燃料補正量Ｋを演算してRAM２０６に格納す
る。ステツプS3が終了するとステツプS2に戻る。
通常はCPU２００は第５図ａのS2〜S3のメイン
ルーチンの処理を制御プログラムに従つて、くり
返し実行する。割り込み制御部２０２からの割り
込み信号が入力されると、CPU２００はメイン
ルーチンの処理中であつても直ちにその処理を中
断し、第５図ｂに示されるステツプS40の割り込
み処理ルーチンに移る。ステツプS41では回転数
カウンタ２０１からのエンジン回転数Ｎを表わす
信号を取り込み、次にステツプS42にてアナログ
入力ポート２０４から吸入空気量Ｑを表わす信号
を取り込む。次にステツプS43にてエンジン回転
数Ｎ、吸入空気量Ｑおよび定数Ｆから決まる基本
的な燃料噴射量（つまり電磁式燃料噴射弁５１〜
５６の計算基本噴射パルス幅Ｗ）を計算する。計
算式はＷ＝Ｆ×Ｑ／Ｎである。次にステツプS44に
おいて後述する加重平均処理を行い、計算基本噴
射量Ｗの制限を行う。次にステツプS45において
メインルーチンで求めた燃料噴射用の補正量Ｋを
RAN２０６から読み出し、空燃比を決定する噴
射量（噴射パルス幅）の補正計算を行う。次にス
テツプS46において補正計算した燃料噴射パルス
幅のデータをカウンタ２０８にセツトする。次に
ステツプS47に進みメインルーチンに復帰する。
メインルーチンに復帰する際は割り込み処理で中
断したときの処理ステツプに戻る。マイクロプロ
セルセツサ２００の概略の機能は以上の通りであ
る。 Figure 5a shows a general flow chart of the CPU 200. Based on this flow chart, the CPU 2
The functions of the 00 will be explained as well as the operation of the entire configuration. When the key switch 15 and starter switch 13 are turned on and the engine 1 is started,
The arithmetic processing of the main routine is started at the start of step S0, initialization processing is executed at step S1, and a digital value corresponding to the cooling water temperature is read from the analog input port 204 at step S2. In step S3, a fuel correction amount K is calculated from the result and stored in the RAM 206. When step S3 ends, the process returns to step S2.
Normally, the CPU 200 repeatedly executes the main routine processing of S2 to S3 in FIG. 5a in accordance with the control program. When an interrupt signal from the interrupt control section 202 is input, the CPU 200 immediately interrupts the main routine even if it is in the process of processing, and moves to the interrupt processing routine of step S40 shown in FIG. 5b. In step S41, a signal representing the engine rotation speed N is taken in from the rotation number counter 201, and then in step S42, a signal representing the intake air amount Q is taken in from the analog input port 204. Next, in step S43, the basic fuel injection amount (that is, the electromagnetic fuel injection valve 51 to
Calculate the basic injection pulse width W) of 56. The calculation formula is W=F×Q/N. Next, in step S44, weighted average processing, which will be described later, is performed to limit the calculated basic injection amount W. Next, in step S45, the correction amount K for fuel injection obtained in the main routine is
It reads from the RAN 206 and performs correction calculation of the injection amount (injection pulse width) that determines the air-fuel ratio. Next, in step S46, the corrected and calculated fuel injection pulse width data is set in the counter 208. Next, the process advances to step S47 and returns to the main routine.
When returning to the main routine, the process returns to the processing step at which it was interrupted due to interrupt processing. The general functions of the microprocessor 200 are as described above.
次に第５図ｂにおけるステツプS44の基本噴射
量Ｗの制限方法が第６図に図解される。ステツプ
S441において計算基本噴射量Ｗの加重平均処理
（いわゆるなまし処理）を行う。演算式は
To＝（Ｊ−１）To-1＋Ｗ／Ｊ
である。ここに、Ｊは定数であつて、２、22、
24、…2mがCPU２００の処理上便利であり、
To-1は前回計計算された加重平均処理値、Toは
今回計算された加重平均処理値であり、Ｗは基本
噴射量である。Ｊを大きくすれば、なまし効果が
大となり、小さくすればなまし効果が小となる。
次にステツプS442にて計算基本噴射量Ｗと加重
平均処理値Toの比較を行う。 Next, the method of limiting the basic injection amount W in step S44 in FIG. 5b is illustrated in FIG. step
In S441, weighted average processing (so-called smoothing processing) of the calculated basic injection amount W is performed. The calculation formula is T o = (J-1) T o-1 + W/J. Here, J is a constant, 2, 2 2 ,
2 4 ,...2 m is convenient for CPU 200 processing,
T o-1 is the weighted average processing value calculated last time, T o is the weighted average processing value calculated this time, and W is the basic injection amount. Increasing J increases the smoothing effect, and decreasing J decreases the smoothing effect.
Next, in step S442, the calculated basic injection amount W and the weighted average processing value T o are compared.
Ｗ＞Toの時（減速時）ステツプS443へ進む
Ｗ＜Toの時ステツプS446へ進む
Ｗ＝Toの時（加速時）ステツプS449へ進む
ステツプS443において加重平均処理値Toに係
数C1（C1≧１）を乗算してT′を求める。この値
T′は上限制限値として用いられる。次にステツ
プS444において計算基本噴射量Ｗと上限制限値
T′との比較を行い、Ｗ＞T′であればステツプ
S445へ進み計算噴射パルス幅WiをT′と制限する。
Ｗ≦T′であればステツプS449へ進みWiをＷとす
る。ステツプS442においてＷ＜Toの時ステツプ
S446へ進みＴへC2（C2≦１）を乗算してT′を求
め、次にステツプS447にてＷとT′の比較を行い、
Ｗ＜T′であればステツプS448へ進みWiをT′と制
限する。Ｗ≧T′であればステツS449にてWiをＷ
とする。ステツプS450にてTo-1をToとして次の
計算に備えてステツプS44の説明を終る。このよ
うにして基本的な計算噴射パルス幅Ｗの加重平均
処理を行い、加重平均処理値Toに応じた制限値
T′に応じて計算噴射パルス幅Ｗの制限を行う。When W>T o (during deceleration), proceed to step S443 When W<T o , proceed to step S446 When W=T o (during acceleration), proceed to step S449 In step S443, the coefficient C is applied to the weighted average processing value T o . Find T′ by multiplying by 1 (C 1 ≧1). this value
T′ is used as the upper limit value. Next, in step S444, the calculated basic injection amount W and the upper limit value are calculated.
Compare with T′, and if W>T′, step
Proceeding to S445, the calculated injection pulse width W i is limited to T'.
If W≦T', the process advances to step S449 and W i is set to W. In step S442, if W<T o, step
Proceeding to S446, T is multiplied by C 2 (C 2 ≦1) to obtain T', and then in step S447 W and T' are compared.
If W<T', the process advances to step S448 and W i is limited to T'. If W≧T′, W i is W in S449
shall be. At step S450, T o-1 is set to T o in preparation for the next calculation, and the explanation at step S44 ends. In this way, the basic calculation injection pulse width W is subjected to weighted average processing, and a limit value corresponding to the weighted average processing value T o is calculated.
The calculated injection pulse width W is limited according to T'.
第３図装置の動作において、吸気量検出値の変
化に対応しての燃料噴射量の変化の状況が第７図
に示される。 FIG. 7 shows how the fuel injection amount changes in response to changes in the intake air amount detection value during the operation of the device shown in FIG.
例えば加速時について説明する。定常状態から
加速が行われて吸気量検出値Ｑが第７図上方図に
示されるようにオーバーシユートすると、計算基
本噴射パルス幅（Ｗ＝Ｆ×Ｑ／Ｎ、ここにＮは一
定）はＱに比例して第７図下方図に実線で示され
るように急変する。 For example, the case of acceleration will be explained. When acceleration is performed from a steady state and the intake air amount detection value Q overshoots as shown in the upper diagram of Fig. 7, the calculated basic injection pulse width (W = F × Q / N, where N is constant) is It suddenly changes in proportion to Q as shown by the solid line in the lower part of FIG.
複数の計算基本噴射パルス幅Ｗの加重平均処理
値Toは第７図下方図に波線で示されるようにＷ
に対して１次遅れの関係を有する値となり、制限
値T′第７図下方図に１点鎖線で示されるように
加重平均処理値Toに比例するものとなる。 The weighted average processed value T o of multiple calculated basic injection pulse widths W is W as shown by the dotted line in the lower part of FIG.
The limit value T' is proportional to the weighted average processing value T o as shown by the dashed line in the lower part of FIG. 7.
このように、基本噴射パルス幅について制限値
T′が設定されることになり、吸気量検出値Ｑが
オーバーシユートしてＷ＞T′となる場合に、基
本噴射パルス幅はWi＝T′に制限され、燃料噴射
量が制限される。それにより加速時におけるオー
バーリツチが防止される。 In this way, the limit value for the basic injection pulse width is
T' is set, and when the intake air amount detection value Q overshoots and becomes W >T', the basic injection pulse width is limited to W i = T', and the fuel injection amount is limited. Ru. This prevents overriching during acceleration.
本発明の実施の態様においては、第６図の計算
基本噴射パルス幅Ｗの制限において、加速時のみ
即ち計算基本噴射パルス幅Ｗが加重平均処理値
Toより大きい（Ｗ＞To）ときのみ制限を行うよ
うにすることができる。また逆に、減速時のみ即
ちＷ＜Toのときのみ制限を行うようにすること
ができる。また、第６図のステツプS441の計算
基本噴射パルス幅Ｗの加重平均処理をする演算式
において定数Ｊをエンジンパラメータ（例えばス
ロツトル開度、エンジン回転数、吸入空気量、吸
気管内圧力等）又は計算基本噴射パルス幅Ｗの大
きさ等により可変にすることができる。また、第
６図の計算基本噴射パルス幅Ｗの制限方法におい
て、加速時、即ちＷ＞Toのとき、ステツプS445
において制限後の加重平均処理T′が設定値以下
のときは設定値をT′として用い、また減速時、
即ちＷ＜Toのとき、ステツプS448においてT′が
設定値以上のときは設定値をT′として用いるよ
うにすることができる。 In the embodiment of the present invention, in limiting the calculated basic injection pulse width W in FIG. 6, only during acceleration, that is, the calculated basic injection pulse width W is the weighted average processing value.
It is possible to perform the restriction only when it is larger than T o (W>T o ). Conversely, the restriction can be applied only during deceleration, that is, only when W< To . In addition, in the calculation formula for the weighted average processing of the calculated basic injection pulse width W in step S441 of FIG. It can be made variable depending on the size of the basic injection pulse width W, etc. In addition, in the calculation basic injection pulse width W limiting method shown in FIG. 6, when accelerating, that is, when W>T o , step S445
When the weighted average processing T′ after the limit is less than the set value, the set value is used as T′, and when decelerating,
That is, when W<T o , if T' is greater than or equal to the set value in step S448, the set value can be used as T'.
本発明によればくり返し計算された複数の燃料
噴射パルス幅を用い所定の演算式により燃料噴射
パルス幅の加重平均処理値を得、該加重平均処理
値にもとづいて制限値を設定し、計算基本噴射パ
ルス幅が該制限値を越えるときは該制限値を基本
噴射パルス幅として出力し、燃料噴射パルス幅が
瞬間的に異常になるときでも制限値が異常になる
ことのない、かつ、なめらかに変化する制限値を
得、過渡時における吸入空気量の誤検出による燃
料噴射パルス幅の変化を制限しつつ適切な燃料噴
射制御を行うことができる。また、本発明によれ
ば、計算基本噴射パルス幅の加重平均処理値に応
ずる制限値にもとづく制御を行い、加減速時の吸
入空気量検出におけるオーバーシユート、アンダ
ーシユートによる吸入空気量の誤検出により生ず
る混合気のオーバーリツチ、オーバーリーンを防
止し、全加減速時、中間加減速時のいずれにおい
ても、空燃比の乱れを少なくし、運転性を良好な
らしめ、エミツシヨンの悪化を防止することがで
きる。さらにまた本発明によれば、計算基本噴射
パルス幅の加重平均処理値Toの計算に前回の加
重平均処理値To-1と今回の計算基本噴射パルス
幅Ｗを必要とするだけとしているので、計算基本
噴射パルス幅の多数の値の記憶を必要とすること
なく、制御用計算装置における記憶部の記憶容量
を低減することができる。
According to the present invention, a weighted average processed value of the fuel injection pulse width is obtained using a predetermined calculation formula using a plurality of repeatedly calculated fuel injection pulse widths, and a limit value is set based on the weighted average processed value. When the injection pulse width exceeds the limit value, the limit value is output as the basic injection pulse width, so that even if the fuel injection pulse width momentarily becomes abnormal, the limit value does not become abnormal and smoothly. By obtaining a changing limit value, it is possible to perform appropriate fuel injection control while limiting changes in fuel injection pulse width due to erroneous detection of intake air amount during transient times. Further, according to the present invention, control is performed based on a limit value that corresponds to a weighted average processing value of the calculated basic injection pulse width, and errors in intake air amount due to overshoot and undershoot in intake air amount detection during acceleration and deceleration are performed. Prevents over-rich and over-lean mixtures caused by detection, reduces disturbances in the air-fuel ratio during both full acceleration and deceleration, improves driveability, and prevents deterioration of emissions. be able to. Furthermore, according to the present invention, only the previous weighted average processed value T o-1 and the current calculated basic injection pulse width W are required to calculate the weighted average processed value T o of the calculated basic injection pulse width. , it is possible to reduce the storage capacity of the storage unit in the control calculation device without requiring storage of a large number of values of the calculated basic injection pulse width.
第１図は加速時、減速時の空燃比の乱れを説明
する波形図、第２図は加速時、減速時の目標空燃
比と目標噴射パルス幅の説明を行う波形図、第３
図は本発明の一実施例を示す全体構成図としての
燃料噴射装置を示す図、第４図は第３図装置にお
ける制御回路のブロツク線図、第５図は第４図に
示すマイクロプロセツサのフローチヤートを示す
図、第６図は本発明の一実施例における基本噴射
量制限の過程のフローチヤートを示す図、第７図
は第３図装置における吸気量検出値の変化に対応
しての燃料噴射量の変化の状況を示す波形図、第
８図は本発明の基本構成を示すブロツク図であ
る。
１……エンジン、２……エアクリーナ、３……
吸気管、４……スロツトルバルブ、５１，５２，
５３，５４，５５，５６……燃料噴射弁、６……
排気マニホルド、７……排気管、８……空気量セ
ンサ、９……吸気温センサ、１１……回転速度セ
ンサ、１２……アイドルスイツチ、２０……制御
回路、２００……マイクロプロセツサ。
Figure 1 is a waveform diagram that explains disturbances in the air-fuel ratio during acceleration and deceleration, Figure 2 is a waveform diagram that explains the target air-fuel ratio and target injection pulse width during acceleration and deceleration, and Figure 3 is a waveform diagram that explains the target air-fuel ratio and target injection pulse width during acceleration and deceleration.
4 is a block diagram of the control circuit in the device shown in FIG. 3, and FIG. 5 is a diagram showing the microprocessor shown in FIG. 4. FIG. 6 is a flowchart of the process of basic injection amount limitation in an embodiment of the present invention, and FIG. FIG. 8 is a waveform diagram showing changes in the fuel injection amount, and FIG. 8 is a block diagram showing the basic configuration of the present invention. 1...Engine, 2...Air cleaner, 3...
Intake pipe, 4... Throttle valve, 51, 52,
53, 54, 55, 56...Fuel injection valve, 6...
Exhaust manifold, 7...Exhaust pipe, 8...Air amount sensor, 9...Intake temperature sensor, 11...Rotational speed sensor, 12...Idle switch, 20...Control circuit, 200...Microprocessor.
Claims (1)
空気量検出手段、 該内燃機関の回転速度（Ｎ）を検出する回転速
度検出手段、 該吸入空気量検出手段および該回転速度検出手
段により検出された吸入空気量および回転速度に
より計算基本噴射パルス幅（Ｗ）をくり返し計算
する計算基本噴射パルス幅演算手段、 該計算基本噴射パルス幅の加重平均処理値To
を、 To＝（Ｊ−１）・To-1＋Ｗ／Ｊ ただし、To-1は前回の加重平均処理値、Ｊは
１より大きい定数、により演算する加重平均処理
手段、 該加重平均処理値（To）にもとづいて前記計
算基準噴射パルス幅の制限値（T′）を演算する
制限値演算手段、 前記計算噴射パルス幅（Ｗ）が上記制限値
（T′）を超えるときは該制限値（T′）に制限する
制限手段、および 該制限値に制限された制限後基本噴射パルス幅
（Wi）にもとづいて前記内燃機関に燃料を噴射す
る燃料噴射手段、 を具備し、 該吸入空気量検出手段の過渡時における吸入空
気量の誤検出による計算基本噴射パルス幅（Ｗ）
の変化が制限されるようにした燃料噴射パルス幅
の制限付燃料噴射装置。[Scope of Claims] 1. Intake air amount detection means for detecting the intake air amount (Q) of the internal combustion engine; rotation speed detection means for detecting the rotation speed (N) of the internal combustion engine; the intake air amount detection means; Calculation basic injection pulse width calculation means that repeatedly calculates a calculation basic injection pulse width (W) based on the intake air amount and rotation speed detected by the rotation speed detection means, and a weighted average processing value T o of the calculation basic injection pulse width.
, T o = (J-1)・T o-1 + W/J where T o-1 is the previous weighted average processing value, J is a constant larger than 1, and a weighted average processing means that calculates the weighted average, the weighted average limit value calculation means for calculating a limit value (T') of the calculated reference injection pulse width based on the processed value (T o ); when the calculated injection pulse width (W) exceeds the limit value (T'); A limiting means for limiting to the limit value (T'), and a fuel injection means for injecting fuel to the internal combustion engine based on the limited basic injection pulse width (W i ) limited to the limit value, Calculated basic injection pulse width (W) due to incorrect detection of intake air amount during transient by the intake air amount detection means
A fuel injection device with a limited fuel injection pulse width that limits changes in the width of the fuel injection pulse.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12415181A JPS5825531A (en) | 1981-08-10 | 1981-08-10 | Electronically controlled fuel injection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12415181A JPS5825531A (en) | 1981-08-10 | 1981-08-10 | Electronically controlled fuel injection device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5825531A JPS5825531A (en) | 1983-02-15 |
| JPH0217703B2 true JPH0217703B2 (en) | 1990-04-23 |
Family
ID=14878193
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12415181A Granted JPS5825531A (en) | 1981-08-10 | 1981-08-10 | Electronically controlled fuel injection device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5825531A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07199000A (en) * | 1993-12-29 | 1995-08-01 | Nec Corp | Optical module |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6232233A (en) * | 1985-08-05 | 1987-02-12 | Mazda Motor Corp | Fuel injection device for engine |
| DE3634551A1 (en) * | 1986-10-10 | 1988-04-21 | Bosch Gmbh Robert | METHOD FOR ELECTRONICALLY DETERMINING THE FUEL AMOUNT OF AN INTERNAL COMBUSTION ENGINE |
| JP2540154B2 (en) * | 1987-04-30 | 1996-10-02 | 三菱電機株式会社 | Fuel injection control device |
| JPH04132859A (en) * | 1990-09-20 | 1992-05-07 | Mitsubishi Electric Corp | Electronic controlling fuel injection device |
| JPH04194341A (en) * | 1990-11-27 | 1992-07-14 | Mazda Motor Corp | Fuel controller f0r engine |
| JP2532167B2 (en) * | 1990-12-18 | 1996-09-11 | 住友軽金属工業株式会社 | Honeycomb structure unit and honeycomb panel |
| US9221230B2 (en) | 2011-08-22 | 2015-12-29 | The Boeing Company | Honeycomb structure |
| US8481143B2 (en) | 2011-08-22 | 2013-07-09 | The Boeing Company | Thick curved honeycomb core with minimal forming |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5090826A (en) * | 1973-12-12 | 1975-07-21 | ||
| JPS53148625A (en) * | 1977-05-31 | 1978-12-25 | Nippon Denso Co Ltd | Method and apparatus for electronic fuel injection control |
| JPS54111020A (en) * | 1978-02-02 | 1979-08-31 | Bosch Gmbh Robert | Electronic controller for fuel injector of internal combustion engine |
| JPS5598624A (en) * | 1979-01-24 | 1980-07-26 | Nippon Denso Co Ltd | Fuel injection controlling method |
| JPS55160133A (en) * | 1979-05-31 | 1980-12-12 | Nissan Motor Co Ltd | Fuel feeding device of internal combustion engine |
| JPS57105531A (en) * | 1980-12-23 | 1982-07-01 | Toyota Motor Corp | Fuel injection controlling method for internal combustion engine |
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1981
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5090826A (en) * | 1973-12-12 | 1975-07-21 | ||
| JPS53148625A (en) * | 1977-05-31 | 1978-12-25 | Nippon Denso Co Ltd | Method and apparatus for electronic fuel injection control |
| JPS54111020A (en) * | 1978-02-02 | 1979-08-31 | Bosch Gmbh Robert | Electronic controller for fuel injector of internal combustion engine |
| JPS5598624A (en) * | 1979-01-24 | 1980-07-26 | Nippon Denso Co Ltd | Fuel injection controlling method |
| JPS55160133A (en) * | 1979-05-31 | 1980-12-12 | Nissan Motor Co Ltd | Fuel feeding device of internal combustion engine |
| JPS57105531A (en) * | 1980-12-23 | 1982-07-01 | Toyota Motor Corp | Fuel injection controlling method for internal combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07199000A (en) * | 1993-12-29 | 1995-08-01 | Nec Corp | Optical module |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5825531A (en) | 1983-02-15 |
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