JPH023023B2 - - Google Patents
Info
- Publication number
- JPH023023B2 JPH023023B2 JP9837382A JP9837382A JPH023023B2 JP H023023 B2 JPH023023 B2 JP H023023B2 JP 9837382 A JP9837382 A JP 9837382A JP 9837382 A JP9837382 A JP 9837382A JP H023023 B2 JPH023023 B2 JP H023023B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- amount
- cylinder
- rotational speed
- fuel
- 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
Links
- 239000000446 fuel Substances 0.000 claims description 57
- 238000002347 injection Methods 0.000 claims description 31
- 239000007924 injection Substances 0.000 claims description 31
- 230000004044 response Effects 0.000 claims description 3
- 238000000034 method Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 11
- 238000012937 correction Methods 0.000 description 10
- 238000009826 distribution Methods 0.000 description 6
- 238000012545 processing Methods 0.000 description 5
- 230000008859 change Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000006870 function Effects 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 101100325756 Arabidopsis thaliana BAM5 gene Proteins 0.000 description 1
- 101150046378 RAM1 gene Proteins 0.000 description 1
- 101100476489 Rattus norvegicus Slc20a2 gene Proteins 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 230000001174 ascending effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000003860 storage Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 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
- F02D41/008—Controlling each cylinder individually
- F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
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】
本発明はエンジンにおける燃料噴射ポンプの燃
料調量装置に関し、特に、多シリンダエンジンの
シリンダ相互間における燃料噴射量のバラツキ
を、燃料噴射ポンプの燃料溢流通路に設置された
流量制御弁を各シリンダに対応して開弁制御する
ことにより修正するようにした燃料調量装置に関
するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel metering device for a fuel injection pump in an engine, and in particular to a fuel metering device installed in a fuel overflow passage of a fuel injection pump to reduce variations in fuel injection amount between cylinders of a multi-cylinder engine. The present invention relates to a fuel metering device in which correction is made by controlling the opening of a flow rate control valve corresponding to each cylinder.
従来、エンジンに使用される燃料噴射ポンプ
は、エンジン回転数とスロツトルの踏み込み量に
応じて動くガバナレバーにより燃料噴射量を全気
筒共通に一律に制御していた。 Conventionally, fuel injection pumps used in engines uniformly control the fuel injection amount for all cylinders using a governor lever that moves according to the engine speed and the amount of throttle depression.
しかし、製造公差あるいは経時変化などにより
気筒相互間で燃料噴射弁の開口面積にバラツキを
生ずるなどして気筒別の燃料噴射量にバラツキを
生じ、その結果安定した燃焼が得られず、排ガス
中の有害成分が増大したり特にアイドル回転時に
おけるドライバビリテイを損うというような問題
が生じ易かつた。 However, due to manufacturing tolerances or changes over time, the opening area of the fuel injector varies between cylinders, resulting in variations in the amount of fuel injected into each cylinder.As a result, stable combustion cannot be obtained, and the amount of fuel in the exhaust gas increases. Problems such as an increase in harmful components and a loss of drivability, especially during idling, tend to occur.
本発明は上記の点を解決することを目的とし、
各気筒毎に適正な燃料噴射量が得られ上記の如き
エミツシヨンを良好にすることができしかもドラ
イバビリテイの向上を図るものである。 The present invention aims to solve the above points,
It is possible to obtain an appropriate amount of fuel injection for each cylinder, to improve the emission as described above, and to improve drivability.
このため本発明は多シリンダエンジンの各シリ
ンダに対応するエンジン回転速度に応じて燃料噴
射量を調節する燃料噴射ポンプの燃料調量装置で
あつて、該エンジンの回転速度を検出する回転速
度センサと、該エンジンの負荷量を示す信号を出
力するエンジン負荷センサと、上記エンジンの回
転速度にもとづくエンジン平均回転速度と負荷量
とから基本制御量を演算すると共に、上記エンジ
ンの平均回転速度と各シリンダに対応する回転速
度との偏差に応じてシリンダ毎の学習値を算出
し、上記基本制御量をシリンダ毎の学習値により
補正することによりシリンダ毎の制御量を算出す
る制御回路と、噴射ポンプの燃料溢流通路に設置
され、かつ、上記制御回路による制御量のデータ
にもとづく制御信号を受け各シリンダ間の燃料噴
射量の不均量を補正するように開弁動作する電磁
弁とを備えたことを特徴とする。以下図面を参照
しつつ本発明を説明する。 Therefore, the present invention is a fuel metering device for a fuel injection pump that adjusts the amount of fuel injection in accordance with the engine rotational speed corresponding to each cylinder of a multi-cylinder engine, which comprises a rotational speed sensor that detects the rotational speed of the engine. , an engine load sensor that outputs a signal indicating the load amount of the engine, and calculates a basic control amount from the engine average rotation speed and load amount based on the engine rotation speed, and calculates the basic control amount from the engine average rotation speed and each cylinder. A control circuit that calculates a control amount for each cylinder by calculating a learned value for each cylinder according to the deviation from the rotational speed corresponding to and a solenoid valve that is installed in the fuel overflow passage and operates to open in response to a control signal based on control amount data from the control circuit to correct uneven amounts of fuel injection between the cylinders. It is characterized by The present invention will be described below with reference to the drawings.
第１図は本発明の一実施例の全体構成図を示
す。 FIG. 1 shows an overall configuration diagram of an embodiment of the present invention.
第１図において、分配型であつてフエイスカム
式の燃料噴射ポンプの本体１には、燃料の吸入、
圧縮及び分配を行うプランジヤ２が嵌入される。
該プランジヤ２の先端はポンプ本体１と共に圧力
室５を形成する。他端はフエイスカム３が取りつ
けられると共にエンジンのドライブシヤフトと連
結される。該フエイスカム３はローラ保持器１４
に固定されたローラピン３２で支承されたローラ
３１と当接している。従つて、前記プランジヤ２
は回転しながら、図示矢印ａ，ｂ方向に往復動す
るようになされる。又、前記プランジヤ２には燃
料吸入、分配及び溢流用の各ポートが設けられ、
回転に伴つてポンプ本体１に設けられた吸入通路
１０、分配通路６及び溢流通路７とそれぞれタイ
ミング良く合致するようになされている。分配通
路６の末端は吸い戻し弁４を介して噴射ノズルへ
連結され、溢流通路７の間は溢流制御用の電磁弁
８を介して燃料吸入側へ連結されている。 In FIG. 1, a main body 1 of a distribution type and face cam type fuel injection pump includes a fuel intake and a fuel injection pump.
A plunger 2 for compression and distribution is inserted.
The tip of the plunger 2 forms a pressure chamber 5 together with the pump body 1. The other end is attached with the face cam 3 and is connected to the drive shaft of the engine. The face cam 3 has a roller retainer 14
It is in contact with a roller 31 supported by a roller pin 32 fixed to. Therefore, the plunger 2
is made to reciprocate in the directions of arrows a and b while rotating. Further, the plunger 2 is provided with ports for fuel intake, distribution, and overflow,
As it rotates, it is adapted to align with the suction passage 10, distribution passage 6, and overflow passage 7 provided in the pump body 1 in a timely manner. The end of the distribution passage 6 is connected to the injection nozzle via a suction valve 4, and the overflow passage 7 is connected to the fuel suction side via an electromagnetic valve 8 for overflow control.
一方、ECU即ち制御回路９には、エンジンの
クランク軸に取り付けられたリングギアと電磁ピ
ツクアツプとからなる回転速度センサ１１、車両
のアクセルペダルの踏み込み具合を検出するポテ
ンシヨメータ等からなるエンジン負荷センサ１
２、又、必要に応じてアクセルが踏み込まれない
状態を検出するアイドルスイツチ１３、更に例え
ばエンジンの冷却水温度、吸入空気温度、大気
圧、吸気圧等を検出する各種センサ１５及び気筒
判別センサ１６が接続される。ECU９はこれら
の入力信号に基づいて所定の演算処理を行い電磁
弁８の開弁時期を決定し対応する指令信号を出力
する。 On the other hand, the ECU, that is, the control circuit 9, includes a rotation speed sensor 11 consisting of a ring gear and an electromagnetic pickup attached to the engine crankshaft, and an engine load sensor consisting of a potentiometer that detects the degree of depression of the vehicle's accelerator pedal. 1
2. Also, an idle switch 13 that detects a state in which the accelerator is not depressed as necessary, and various sensors 15 and cylinder discrimination sensor 16 that detect, for example, engine cooling water temperature, intake air temperature, atmospheric pressure, intake pressure, etc. is connected. The ECU 9 performs predetermined arithmetic processing based on these input signals, determines the opening timing of the solenoid valve 8, and outputs a corresponding command signal.
次に、本実施例の作用を説明する。 Next, the operation of this embodiment will be explained.
プランジヤ２とフエイスカム３はエンジンの回
転に同期して回転しつつ、１回転に気筒数分だけ
往復動し、該１往復動を１サイクルとし、各サイ
クル毎に先ずプランジヤ２の下降時（図示矢印ａ
方向の動作）に吸入通路１０から圧力室５内へ燃
料を吸入し、続いてフエイスカム３がローラ３１
に乗り上げてプランジヤ２を押し上げて上昇工程
（図示矢印ｂ方向の動作）に入ると、プランジヤ
２の回転につれて吸入通路１０は塞がれ、吸入さ
れた燃料は圧力室５内で圧縮され、引き続いて分
配通路６が開口して、高圧燃料は吸い戻し弁４の
閉弁圧力に打つ克つてノズルから噴射され、更に
所定時間経過後電磁弁８を通電すると、高圧燃料
は溢流通路７を通つて低圧側へ溢流して圧力が低
下してノズルからの噴射は終了する。 The plunger 2 and the face cam 3 rotate in synchronization with the rotation of the engine, and reciprocate by the number of cylinders in one revolution, and each reciprocating motion is defined as one cycle. a
direction), fuel is sucked into the pressure chamber 5 from the suction passage 10, and then the face cam 3
When the plunger 2 is pushed up and enters the ascending process (movement in the direction of arrow b in the figure), the suction passage 10 is closed as the plunger 2 rotates, and the sucked fuel is compressed in the pressure chamber 5. When the distribution passage 6 opens, high-pressure fuel is injected from the nozzle overcoming the closing pressure of the suction valve 4, and when the electromagnetic valve 8 is energized after a predetermined period of time, the high-pressure fuel passes through the overflow passage 7. The water overflows to the low pressure side, the pressure decreases, and the injection from the nozzle ends.
前記電磁弁８の開弁時期はECU９からエンジ
ンの運転状況に応じて各シリンダ毎の最適値に演
算指令されるものである。 The opening timing of the electromagnetic valve 8 is calculated and commanded from the ECU 9 to an optimum value for each cylinder according to the operating condition of the engine.
第２図は制御回路９のブロツク図を示し、１０
０は気筒毎の制御量を演算するマイクロプロセツ
サ（CPU）である。１０１は入力カウンタであ
り、回転速度センサ１１からの信号よりエンジン
回転速度をカウントする。またこの信号カウンタ
１０１はエンジン回転に同期して割り込み制御部
１０２に割り込み指令信号を送る。割り込み制御
部１０２はこの信号を受けると、コモンバス１５
０を通じてマイクロプロセツサ１００に割り込み
信号を出力する。又入力カウンタ１０１には基準
のシリンダを示すパルス信号を発生するシリンダ
判別センサ１６が接続され、そのシリンダを示す
デジタル２進信号をマイクロプロセツサ１００に
伝達する。１０３はＡ−Ｄ変換器から成るアナロ
グの入力ポートであつて、エンジン負荷センサ１
２からの信号をＡ−Ｄ変換してマイクロプロセツ
サ１００に読み込ませる機能を持つ。これら各ユ
ニツト１０１，１０２，１０３の出力情報はコモ
ンバス１５０を通してマイクロプロセツサ１００
に伝達される。１０５は電源回路で後述する
RAM１０６に電力を供給する。１７はバツテ
リ、１８はキースイツチであるが電源回路１０５
はキースイツチ１８を通さず直接、バツテリ１７
に接続されている。よつて後述するRAM１０６
はキースイツチ１８のオン・オフに関係無く常時
電源が印加されている。１０４も電源回路である
がキースイツチ１８を通してバツチリ１７に接続
されている。電源回路１０４は後述するRAM１
０６以外の部分に電源を供給する。１０６はプロ
グラム動作中一時使用される一時記憶ユニツト
（RAM）であるが前述の様にキースイツチ１８
のオン・オフに関係なく常時電源が印加されキー
スイツチ１８をオフにして機関の運転を停止して
も記憶内容が消失しない構成となつていて不揮発
性メモリをなす。１０７は通常の一時記憶メモ
リ、１０８はプログラムや各種の定数等を記憶し
ておく読み出し専用メモリ（ROM）である。１
１０は、電磁弁８に制御信号を送る出力回路であ
り、ラツチ、ダウンカウンタ、増幅回路等を含
み、CPU１００で演算された制御量を示すデー
タに基づいて電磁弁８を開弁させる。電磁弁８は
出力回路１１０からの駆動信号を受けて開弁動作
を行い、燃料を燃料溢流通路７を経て溢流させ
る。１１１はタイマーであつて、クロツクパルス
信号を発生して経過時間を測定し、CPU１００
にクロツク信号を出力したり、割り込み制御部１
０２に時間割り込み信号を出力する。入力カウン
タ１０１は回転速度センサ１１の出力によりエン
ジン半回転に１回、エンジン回転速度を測定し、
その測定の終了時に割り込み制御部１０２に割り
込み指令信号を供給する。割り込み制御部１０２
はその信号から割り込み信号を発生し、マイクロ
プロセツサ１００に制御量の演算を行なう割り込
み処理ルーチンを実行させる。 FIG. 2 shows a block diagram of the control circuit 9.
0 is a microprocessor (CPU) that calculates the control amount for each cylinder. Reference numeral 101 denotes an input counter, which counts the engine rotation speed based on a signal from the rotation speed sensor 11. The signal counter 101 also sends an interrupt command signal to the interrupt control section 102 in synchronization with engine rotation. When the interrupt control unit 102 receives this signal, the interrupt control unit 102 interrupts the common bus 15.
0 to output an interrupt signal to the microprocessor 100. A cylinder discrimination sensor 16 that generates a pulse signal indicating a reference cylinder is connected to the input counter 101, and transmits a digital binary signal indicating the cylinder to the microprocessor 100. 103 is an analog input port consisting of an A-D converter, and is connected to the engine load sensor 1.
The microprocessor 100 has the function of converting the signal from the microprocessor 100 into analog to digital. Output information from each of these units 101, 102, 103 is sent to the microprocessor 100 through a common bus 150.
is transmitted to. 105 is a power supply circuit which will be described later.
Power is supplied to the RAM 106. 17 is a battery, 18 is a key switch, and a power supply circuit 105
is directly connected to the battery 17 without passing through the key switch 18.
It is connected to the. RAM 106, which will be explained later
Power is always applied regardless of whether the key switch 18 is on or off. 104 is also a power supply circuit, which is connected to the socket 17 through a key switch 18. The power supply circuit 104 is RAM1 which will be described later.
Supply power to parts other than 06. 106 is a temporary memory unit (RAM) that is used temporarily during program operation, but as mentioned above, the key switch 18
Power is always applied regardless of whether the key switch 18 is on or off, and the stored contents are not lost even if the key switch 18 is turned off and engine operation is stopped, thus forming a non-volatile memory. Reference numeral 107 is a normal temporary storage memory, and reference numeral 108 is a read-only memory (ROM) for storing programs, various constants, and the like. 1
Reference numeral 10 denotes an output circuit for sending a control signal to the solenoid valve 8, which includes a latch, a down counter, an amplifier circuit, etc., and opens the solenoid valve 8 based on data indicating a control amount calculated by the CPU 100. The solenoid valve 8 receives a drive signal from the output circuit 110 and opens the valve, causing fuel to overflow through the fuel overflow passage 7. 111 is a timer which generates a clock pulse signal to measure the elapsed time, and
It outputs a clock signal to the interrupt controller 1.
A time interrupt signal is output at 02. The input counter 101 measures the engine rotation speed once every half rotation of the engine based on the output of the rotation speed sensor 11.
At the end of the measurement, an interrupt command signal is supplied to the interrupt control section 102. Interrupt control unit 102
generates an interrupt signal from the signal, and causes the microprocessor 100 to execute an interrupt processing routine for calculating the control amount.
尚、回転速度センサ１１は、エンジンのクラン
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。 Note that the rotational speed sensor 11 detects the rotational speed of the crankshaft of the engine and outputs a pulse signal with a frequency corresponding to the rotational speed.
シリンダ判別センサ１６は各シリンダの燃焼順
序に応じて燃料を供給する各シリンダを特定する
ため基準となる第１シリンダの噴射時にパルス信
号を出力する。 The cylinder discrimination sensor 16 outputs a pulse signal at the time of injection of the first cylinder, which serves as a reference, in order to specify each cylinder to which fuel is supplied according to the combustion order of each cylinder.
エンジン負荷センサ１２は、エンジンの負荷に
応じたアナログ電圧信号を入力ポート１０３に出
力する。 Engine load sensor 12 outputs an analog voltage signal according to the engine load to input port 103.
第３図はマイクロプロセツサ１００の概略フロ
ーチヤートを示す。以下、このフローチヤートに
もとづきマイクロプロセツサ１００の機能を説明
すると共に構成全体の作動をも説明する。 FIG. 3 shows a schematic flowchart of the microprocessor 100. Hereinafter, the functions of the microprocessor 100 will be explained based on this flowchart, and the operation of the entire configuration will also be explained.
キースイツチ１８がオンすると同時に、ROM
１０８内に予め用意されたプログラムがスタート
し、まず後続の処理に先立つて初期化の処理を実
行する。 At the same time that the key switch 18 is turned on, the ROM
A program prepared in advance in 108 starts and first executes initialization processing prior to subsequent processing.
ステツプ２００では回転速度センサ１１による
回転速度Ｎからエンジン平均回転速度を算出す
ると共に、エンジン負荷センサ１２からエンジン
負荷量αを取り込み、これらのデータ、αから
基本制御量T0を算出する。 In step 200, the engine average rotational speed is calculated from the rotational speed N detected by the rotational speed sensor 11, and the engine load amount α is taken in from the engine load sensor 12, and the basic control amount T 0 is calculated from these data α.
ステツプ２０１ではシリンダに対応した学習値
を補正する為、シリンダｉの判定をシリンダ判別
センサ１６からのＧ信号入力後の回転速度センサ
１１からのＮ信号の入力回数により行う。 In step 201, in order to correct the learning value corresponding to the cylinder, cylinder i is determined based on the number of times the N signal is input from the rotational speed sensor 11 after the G signal from the cylinder discrimination sensor 16 is input.
ステツプ２０２で不揮発性メモリ１０６内にあ
る上記判定されたシリンダｉに対応する学習値
Kiを取り出し、ステツプ２０３では学習値Kiに
より基本制御量T0を補正して制御量TiをT0×
（１＋Ki）とし、ステツプ２０４で出力する。 In step 202, the learned value corresponding to the cylinder i determined above is stored in the non-volatile memory 106.
Ki is taken out, and in step 203, the basic control amount T 0 is corrected using the learned value Ki, and the control amount Ti is changed to T 0 ×
(1+Ki) and output in step 204.
ステツプ２０５〜２０６の間では、エンジン負
荷およびエンジンの回転速度の安定状態を判別
し、安定状態の時のみステツプ２０７へ進む。非
安定状態の時はステツプ２２２へ進み、メモリ１
０６内の後述するエンジン回転速度積算値ΣNiを
クリアして偏つたエンジン回転数データで学習値
の補正をしない様にしている。 Between steps 205 and 206, it is determined whether the engine load and engine rotational speed are in a stable state, and the process proceeds to step 207 only when the engine is in a stable state. If it is in an unstable state, proceed to step 222 and store memory 1.
The engine rotational speed integrated value ΣNi, which will be described later, in 06 is cleared to avoid correcting the learned value using biased engine rotational speed data.
上述の安定状態の判別は次の様に実施してい
る。即ち、ステツプ２０５ではエンジン回転速度
変化量およびエンジン負荷変化量（ΔN＝Ni-1−
NiおよびΔα＝αi-1−αi）がそれぞれ各所定値以
下かどうかを判別し、当該変化量が所定値以下の
場合は更にステツプ２０６に進み、確実な学習の
ために、負荷変化が無くなつてからエンジン状態
が安定になるまでのデイレイ判定を行なう。そし
て所定デイレイ後はステツプ２０７に進む。 The above-mentioned stable state determination is performed as follows. That is, in step 205, the amount of change in engine speed and the amount of change in engine load (ΔN=Ni -1 -
It is determined whether Ni and Δα=αi -1 -αi) are each less than a predetermined value, and if the amount of change is less than a predetermined value, the process proceeds to step 206 to ensure that there is no load change for reliable learning. Delay determination is made from the time the engine condition stabilizes until the engine condition becomes stable. After a predetermined delay, the process advances to step 207.
ステツプ２０７から２１２間では学習のための
気筒別のエンジン回転速度Niを取り込み後述す
るステツプ２１３における比較基準を算出する。
即ちステツプ２０７では燃料噴射後の燃料がエン
ジントルクとして反映されるまのデイレイを考慮
し、所定デイレイ中はそのルーチンから抜けてス
テツプ２２２へ進むが、所定デイレイ後はステツ
プ２０８に進む。 Between steps 207 and 212, the engine rotational speed Ni for each cylinder is taken in for learning, and a comparison standard in step 213, which will be described later, is calculated.
That is, in step 207, a delay until the fuel after fuel injection is reflected as engine torque is taken into consideration, and during a predetermined delay, the routine is exited and the process proceeds to step 222, but after the predetermined delay, the process proceeds to step 208.
ステツプ２０８では燃料がエンジン出力として
反映された時の気筒別のエンジン回転速度Niを
取り込み、ステツプ２０９に進んで、メモリ１０
６内にあるエンジン燃料積算値ΣNiに加えて新た
なΣNiとする。 In step 208, the engine rotational speed Ni for each cylinder when the fuel is reflected as engine output is taken in, and the process proceeds to step 209, where it is stored in the memory 10.
In addition to the engine fuel integrated value ΣNi within 6, a new ΣNi is set.
ステツプ２１０では前ステツプ２０９で算出し
たエンジン回転速度積算値ΣNiをメモリ１０６に
格納する。 In step 210, the engine rotational speed integrated value ΣNi calculated in the previous step 209 is stored in the memory 106.
ステツプ２１１ではエンジン回転速度Niの取
り込み回数が所定回数（気筒数の整数倍例えば４
回）と一致したかどうかを判定し、所定回数に満
たない場合は本ルーチンから抜けてステツプ２０
０にジヤンプするが、所定回数になつた場合には
ステツプ２１２に進む。 In step 211, the number of times the engine rotational speed Ni is captured is set to a predetermined number (an integral multiple of the number of cylinders, for example, 4).
If the number of times is less than the predetermined number, exit from this routine and proceed to step 20.
It jumps to 0, but if the predetermined number of times has been reached, the process advances to step 212.
ステツプ２１２では所定回数取り込んだ後のエ
ンジン回転速度積算値ΣNiの平均値を算出し
て、ステツプ２１３では該平均値と気筒別のエ
ンジン回転速度Niとの差（ΔN＝Ni−）が正
か、負かあるいは等しいかの判別を行ない、エン
ジン回転速度Niが平均値より大きい場合は当
該気筒の燃料噴射量が多いと判定しステツプ２１
６に進むが、エンジン回転速度Niが平均値よ
り小さい場合は当該気筒の燃料噴射量が少ないと
判定してステツプ２１４に進み、エンジン回転速
度Niが平均値と等しい場合はステツプ２１５
に進む。 In step 212, the average value of the engine rotational speed integrated value ΣNi after being captured a predetermined number of times is calculated, and in step 213, it is determined whether the difference (ΔN=Ni-) between the average value and the engine rotational speed Ni for each cylinder is positive. It is determined whether the engine speed Ni is negative or equal, and if the engine speed Ni is greater than the average value, it is determined that the fuel injection amount of the cylinder concerned is large, and step 21
However, if the engine rotation speed Ni is smaller than the average value, it is determined that the fuel injection amount for the cylinder concerned is small and the process proceeds to step 214, and if the engine rotation speed Ni is equal to the average value, the process proceeds to step 215.
Proceed to.
ステツプ２１６ではステツプ２０３での制御量
Tiから単位補正量ΔTiを減じ、ステツプ２１４
では制御量Tiに単位補正量ΔTiを加え、ステツ
プ２１５では制御量Tiをそのままとし、それぞ
れ補正制御量Ti′とする。 In step 216, the control amount in step 203 is
Subtract the unit correction amount ΔTi from Ti, and step 214
In step 215, the unit correction amount ΔTi is added to the control amount Ti, and in step 215, the control amount Ti is left as it is, and each is set as a correction control amount Ti'.
ステツプ２１７では補正制御量Ti′と基本制御
量T0との差をとり、単位補正量積算値（ΣΔT）
ｉを求める。 In step 217, the difference between the correction control amount Ti' and the basic control amount T0 is calculated, and the unit correction amount integrated value (ΣΔT) is calculated.
Find i.
ステツプ２１８ではステツプ２１７で求めた単
位補正量積算値（ΣΔT）ｉが所定値以上である
かどうかを判別し、所定値以上の場合は何らかの
異常があるとしてステツプ２１９へ進み、学習値
Kiをクリアする。一方、所定値未満の場合は正
常としてステツプ２２０で単位補正量積算値
（ΣΔT）ｉとステツプ２００で求めた基本制御量
T0との比を新たな学習値Kiとして求める。 In step 218, it is determined whether the unit correction amount integrated value (ΣΔT)i obtained in step 217 is greater than or equal to a predetermined value. If it is greater than or equal to the predetermined value, it is determined that there is some abnormality and the process proceeds to step 219, where the learned value is determined.
Clear Ki. On the other hand, if it is less than the predetermined value, it is considered normal and the unit correction amount integrated value (ΣΔT)i and the basic control amount obtained in step 200 are determined in step 220.
Find the ratio with T 0 as a new learned value Ki.
ステツプ２２１では学習量Kiを不揮発性メモ
リ１０６に記憶して、次回の制御量Ti算出に利
用する。 In step 221, the learned amount Ki is stored in the nonvolatile memory 106 and used for calculating the next controlled amount Ti.
マイクロプロセツサの機能は以上の通りであ
る。以上の様にして気筒別の学習値Kiを補正し
各シリンダ相互間の燃料噴射量差をなくすように
電磁弁８のシリンダ毎の開弁時期を決定する。 The functions of the microprocessor are as described above. As described above, the learning value Ki for each cylinder is corrected, and the opening timing of the solenoid valve 8 for each cylinder is determined so as to eliminate the difference in fuel injection amount between the cylinders.
第４ａ図および第４ｂ図は上述した如き実施例
を従来例と比較して具体的に説明するためのタイ
ムチヤートを示しており、第４ａ図が従来例に対
応するもの、第４ｂ図が本実施例に対応するもの
として表わしている。 4a and 4b show time charts for specifically explaining the above-described embodiment in comparison with the conventional example, and FIG. 4a corresponds to the conventional example, and FIG. 4b corresponds to the original example. It is shown as corresponding to the embodiment.
従来の方法においては、第４ａ図に図示する如
く、エンジン回転速度Ｎが気筒間での供給燃料量
のバラツキによりａに示す如く気筒間でバラツキ
を生じていても、基本制御量T0を一定に設定し、
かつ学習値Ｋがないため制御量Ｔはｂに示す如く
一定となり、このため供給燃料量ｑはｃに示す如
く依然として気筒間でバラツキをもち、この結果
エンジン回転速度Ｎは修正されず気筒間でバラツ
キを生じたままの状態とされる。 In the conventional method, as shown in Fig. 4a, even if the engine speed N varies between cylinders as shown in a due to the variation in the amount of fuel supplied between cylinders, the basic control amount T 0 is kept constant. and set it to
In addition, since there is no learning value K, the control amount T remains constant as shown in b, and therefore the supplied fuel amount q still varies between cylinders as shown in c, and as a result, the engine speed N is not corrected and varies between cylinders. It is assumed that variations remain.
これに対し、本実施例においては、第４ａ図の
ａに示す如くエンジン回転速度Ｎにバラツキが発
生すると、第３図で上述した如く、学習値Ｋを気
筒別に補正するため、第４ｂ図に図示する如く制
御量Ｔはｂに示す如く気筒別に補正され、この結
果供給燃料量ｑはｃに示す如く気筒間でのバラツ
キが解消されて全気筒について略同一の値をもつ
ようになる。従つてエンジン回転速度Ｎはａに示
す如く気筒間でのバラツキが解消し全気筒につい
て略同一の値となり回転ムラのない運転状態とな
る。 On the other hand, in this embodiment, when a variation occurs in the engine speed N as shown in a of FIG. 4a, the learned value K is corrected for each cylinder as described above in FIG. As shown in the figure, the control amount T is corrected for each cylinder as shown in b, and as a result, the supplied fuel amount q has substantially the same value for all cylinders, with variations among the cylinders being eliminated as shown in c. Therefore, as shown in a, the variation among the cylinders in the engine rotational speed N is eliminated, and all the cylinders have substantially the same value, resulting in an operating state with no uneven rotation.
以上説明した如く、本発明に多シリンダエンジ
ンの各シリンダに対応するエンジン回転速度に応
じて燃料噴射量を調節する燃料噴射ポンプの燃料
調量装置であつて、該エンジンの回転速度を検出
する回転速度センサと、該エンジンの負荷量を示
す信号を出力するエンジン負荷センサと、上記エ
ンジンの回転速度にもとづくエンジン平均回転速
度と負荷量とから基本制御量を演算すると共に、
上記エンジンの平均回転速度と各シリンダに対応
する回転速度との偏差に応じてシリンダ毎の学習
値を算出し、上記基本制御量をシリンダ毎の学習
値により補正することによりシリンダ毎の制御量
を算出する制御回路と、噴射ポンプの燃料溢流通
路に設置され、かつ、上記制御回路による制御量
のデータにもとづく制御信号を受け各シリンダ間
の燃料噴射量の不均量を補正するように開弁動作
する電磁弁とを備えてなる。 As explained above, the present invention provides a fuel metering device for a fuel injection pump that adjusts the amount of fuel injection according to the engine rotational speed corresponding to each cylinder of a multi-cylinder engine, and a rotational speed that detects the rotational speed of the engine. A basic control amount is calculated from a speed sensor, an engine load sensor that outputs a signal indicating the load amount of the engine, and an engine average rotational speed based on the engine rotational speed and the load amount,
A learned value for each cylinder is calculated according to the deviation between the average rotation speed of the engine and the rotation speed corresponding to each cylinder, and the control amount for each cylinder is calculated by correcting the above basic control amount using the learned value for each cylinder. A control circuit that is installed in the fuel overflow passage of the injection pump and that opens to correct the uneven amount of fuel injection between each cylinder in response to a control signal based on data on the control amount by the control circuit. It is equipped with a solenoid valve that operates as a valve.
このため本発明によれば気筒間で燃料噴射量に
バラツキを生ずるようになつても適切な修正を行
なうため全気筒について均一な燃料噴射量に補正
でき、このためエミツシヨンの改善、ドライバビ
リテイの向上を充分に達成することが可能にな
る。更にアイドル運転の安定性上により燃費の改
善を図ることもできる。 Therefore, according to the present invention, even if the fuel injection amount varies between cylinders, it can be corrected to a uniform fuel injection amount for all cylinders by making appropriate corrections, thereby improving emissions and drivability. It becomes possible to achieve sufficient improvement. Furthermore, it is possible to improve fuel efficiency by improving the stability of idling operation.
上述した実施例では基本制御量T0の大小に無
関係に学習値Kiを定め補正を行なつているが、
基本制御量T0の値に応じて学習値Kiを定め該定
められた学習値Kiにより補正を行なうようにし
てもよい。 In the embodiment described above, the learning value Ki is determined and corrected regardless of the magnitude of the basic control amount T0 .
A learning value Ki may be determined according to the value of the basic control amount T 0 and correction may be performed using the determined learning value Ki.
また本発明の構成要素である電磁弁は１個に限
定されるものではなく、複数個例えば気筒と同数
個でそれぞれ対応する気筒の噴射量を制御するも
のであつてもよい。 Further, the number of electromagnetic valves that are a component of the present invention is not limited to one, but may be a plurality, for example, the same number as the cylinders, each controlling the injection amount of the corresponding cylinder.
第１図は本発明の一実施例全体構成、第２図は
その電気ブロツク構成、第３図は本実施例の処理
の一例を表わすフローチヤート、第４ａ図は従来
例の説明図、第４ｂ図は本発明の説明図をそれぞ
れ示す。
１…燃料噴射ポンプ本体、７…燃料溢流通路、
８…電磁弁、９…制御回路、１１…回転速度セン
サ、１２…エンジン負荷センサ、１６…気筒判別
センサ。
FIG. 1 is an overall configuration of an embodiment of the present invention, FIG. 2 is an electrical block configuration thereof, FIG. 3 is a flowchart showing an example of processing of this embodiment, FIG. 4a is an explanatory diagram of a conventional example, and FIG. 4b The figures each show an explanatory diagram of the present invention. 1...Fuel injection pump main body, 7...Fuel overflow passage,
8... Solenoid valve, 9... Control circuit, 11... Rotational speed sensor, 12... Engine load sensor, 16... Cylinder discrimination sensor.
Claims (1)
エンジン回転速度に応じて燃料噴射量を調節する
燃料噴射ポンプの燃料調量装置であつて、該エン
ジンの回転速度を検出する回転速度センサと、該
エンジンの負荷量を示す信号を出力するエンジン
負荷センサと、上記エンジンの回転速度にもとづ
くエンジン平均回転速度と負荷量とから基本制御
量を演算すると共に、上記エンジンの平均回転速
度と各シリンダに対応する回転速度との偏差に応
じてシリンダ毎の学習値を算出し、上記基本制御
量をシリンダ毎の学習値により補正することによ
りシリンダ毎の制御量を算出する制御回路と、噴
射ポンプの燃料溢流通路に設置され、かつ、上記
制御回路による制御量のデータにもとづく制御信
号を受け各シリンダ間の燃料噴射量の不均量を補
正するように開弁動作する電磁弁とを備えたこと
を特徴とする燃料噴射ポンプの燃料調量装置。1 A fuel metering device for a fuel injection pump that adjusts the fuel injection amount according to the engine rotational speed corresponding to each cylinder of each cylinder engine, which comprises a rotational speed sensor that detects the rotational speed of the engine, and a rotational speed sensor that detects the rotational speed of the engine. An engine load sensor outputs a signal indicating the amount of load, and a basic control amount is calculated from the engine average rotational speed based on the engine rotational speed and the load amount, and the basic control amount is calculated from the engine average rotational speed and the rotation corresponding to each cylinder. A control circuit that calculates a control amount for each cylinder by calculating a learned value for each cylinder according to the deviation from the speed, and correcting the above basic control amount using the learned value for each cylinder, and a fuel overflow passage for the injection pump. and a solenoid valve that is installed in the control circuit and opens in response to a control signal based on data of the control amount from the control circuit to correct the uneven amount of fuel injection between the cylinders. Fuel metering device for fuel injection pumps.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9837382A JPS58214631A (en) | 1982-06-08 | 1982-06-08 | Fuel metering device in fuel injection pump |
| US06/482,884 US4495920A (en) | 1982-04-09 | 1983-04-07 | Engine control system and method for minimizing cylinder-to-cylinder speed variations |
| DE19833312697 DE3312697A1 (en) | 1982-04-09 | 1983-04-08 | METHOD AND DEVICE FOR INJECTING FUEL |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9837382A JPS58214631A (en) | 1982-06-08 | 1982-06-08 | Fuel metering device in fuel injection pump |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58214631A JPS58214631A (en) | 1983-12-13 |
| JPH023023B2 true JPH023023B2 (en) | 1990-01-22 |
Family
ID=14218072
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9837382A Granted JPS58214631A (en) | 1982-04-09 | 1982-06-08 | Fuel metering device in fuel injection pump |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58214631A (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59141729A (en) * | 1983-01-31 | 1984-08-14 | Nippon Denso Co Ltd | Method of controlling fuel injection quantity of internal-combustion engine |
| JPS60162031A (en) * | 1984-01-31 | 1985-08-23 | Toyota Motor Corp | Cylinder-basis fuel injection quantity control method of electronically controlled diesel engine |
| JPS60175745A (en) * | 1984-02-22 | 1985-09-09 | Toyota Motor Corp | Learning control method for fuel injection amount for each cylinder in electronic control diesel engine |
| JPS60175746A (en) * | 1984-02-22 | 1985-09-09 | Toyota Motor Corp | Fuel injection amount control method for each cylinder in electronic control diesel engine |
| JPS60182331A (en) * | 1984-02-28 | 1985-09-17 | Toyota Motor Corp | Fuel injection quantity controlling method of each cylinder for electronically controlled diesel engine |
| JPS60184944A (en) * | 1984-03-02 | 1985-09-20 | Toyota Motor Corp | Fuel injection control method of respective cylinder of electronically-controlled diesel engine |
| JPS60184948A (en) * | 1984-03-02 | 1985-09-20 | Toyota Motor Corp | Fuel injection learning control method for respective cylinder of electronically controlled diesel engine |
| JPH0650077B2 (en) * | 1984-08-10 | 1994-06-29 | 日本電装株式会社 | Fuel injection amount control method for internal combustion engine |
| GB2165065B (en) | 1984-09-22 | 1988-02-10 | Diesel Kiki Co | Idling control of ic engines |
| JPH0759911B2 (en) * | 1985-07-24 | 1995-06-28 | 日本電装株式会社 | Fuel injection amount control method for internal combustion engine |
| JP2556964B2 (en) * | 1985-11-14 | 1996-11-27 | 株式会社ゼクセル | Idle operation control device for internal combustion engine |
| JPS62240451A (en) * | 1986-04-10 | 1987-10-21 | Diesel Kiki Co Ltd | Operation controller for internal combustion engine |
-
1982
- 1982-06-08 JP JP9837382A patent/JPS58214631A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58214631A (en) | 1983-12-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4553518A (en) | Air-fuel ratio control for an exhaust gas recirculation engine | |
| JPS58214627A (en) | Fuel regulator for fuel injection pump | |
| JPH023023B2 (en) | ||
| US4475507A (en) | Fuel injection amount control | |
| US4739741A (en) | Fuel supply control method for internal combustion engines at starting | |
| JPH0229858B2 (en) | ||
| US4751909A (en) | Fuel supply control method for internal combustion engines at operation in a low speed region | |
| US4508085A (en) | Fuel injection control method for multi cylinder internal combustion engines of sequential injection type at acceleration | |
| US4466411A (en) | Air/fuel ratio feedback control method for internal combustion engines | |
| US4508086A (en) | Method of electronically controlling fuel injection for internal combustion engine | |
| US5595162A (en) | Start up fuel control device for an engine | |
| US4502448A (en) | Method for controlling control systems for internal combustion engines immediately after termination of fuel cut | |
| US20010010212A1 (en) | Fuel supply control system for internal combustion engine | |
| US4512321A (en) | Fuel supply control method for multi cylinder internal combustion engines after termination of fuel cut | |
| JP2611350B2 (en) | Fuel injection rate control device for compression ignition engines | |
| JP3598724B2 (en) | Control device for internal combustion engine | |
| US4694805A (en) | Air-fuel ratio control method for internal combustion engines | |
| JP2000356161A (en) | Crank angle detection method for engine | |
| JPH02104941A (en) | Device for controlling fuel injection of diesel engine | |
| JP2579908B2 (en) | Engine throttle valve control device | |
| US4892077A (en) | Fuel injection control method for internal combustion engines | |
| JP2569587B2 (en) | Exhaust gas recirculation control system for diesel engine | |
| JPH0610733A (en) | Fuel injection device | |
| JPH04330349A (en) | Fuel injecting device | |
| JPS59105943A (en) | Timer position controlling apparatus for fuel injection pump |