JPH025900B2 - - Google Patents

Info

Publication number
JPH025900B2
JPH025900B2 JP59125560A JP12556084A JPH025900B2 JP H025900 B2 JPH025900 B2 JP H025900B2 JP 59125560 A JP59125560 A JP 59125560A JP 12556084 A JP12556084 A JP 12556084A JP H025900 B2 JPH025900 B2 JP H025900B2
Authority
JP
Japan
Prior art keywords
signal
fuel injection
injection time
exhaust pressure
exhaust
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
Application number
JP59125560A
Other languages
Japanese (ja)
Other versions
JPS614837A (en
Inventor
Eiji Taguchi
Hiroshi Irino
Kazutoshi Nishizawa
Hiroyuki Makino
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP59125560A priority Critical patent/JPS614837A/en
Publication of JPS614837A publication Critical patent/JPS614837A/en
Publication of JPH025900B2 publication Critical patent/JPH025900B2/ja
Granted legal-status Critical Current

Links

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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (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、電子式燃料噴射装置に関するもので
あり、特に、ターボ・チヤージヤ付エンジンの加
速時における空燃比（Ａ／Ｆ）を、好適に制御で
きる電子式燃料噴射装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electronic fuel injection device, and in particular, to a method for controlling the air-fuel ratio (A/F) during acceleration of a turbo-charged engine. The present invention relates to a controllable electronic fuel injection device.

（従来の技術） 第３図は、従来のターボ・チヤージヤ付エンジ
ンの一例を示す概略構成図である。(Prior Art) FIG. 3 is a schematic configuration diagram showing an example of a conventional turbo-charged engine.

同図において、１はシリンダ、２はシリンダ１
内を上下動するピストン、３，４はシリンダ１の
上部に設けられている吸入弁及び排気弁、５は吸
入管、６は排気管である。 In the same figure, 1 is the cylinder, 2 is the cylinder 1
A piston moves up and down inside the cylinder, 3 and 4 are intake and exhaust valves provided at the top of the cylinder 1, 5 is an intake pipe, and 6 is an exhaust pipe.

７は、吸入管５の途中に設けられ、その中に燃
料を噴射するインジエクタ、８はアクセル（図示
せず）の動作に応じてその開度を可変されるスロ
ツトル・バルブ、９はスロツトル開度センサであ
る。 7 is an injector that is installed in the middle of the intake pipe 5 and injects fuel into it; 8 is a throttle valve whose opening degree can be varied according to the operation of an accelerator (not shown); 9 is a throttle opening degree. It is a sensor.

１０は排気管６の排気圧力によつて回転する排
気タービン、１１は排気タービン１０と同軸に取
付けられ、該排気タービン１０の回動と共に回転
して、新気を吸入管５に圧送する加給機（コンプ
レツサ）、１２は逃がし弁（ウエストゲート）、１
３は過給圧力センサ、１４は過給温度センサであ
る。 Reference numeral 10 denotes an exhaust turbine which is rotated by the exhaust pressure of the exhaust pipe 6, and reference numeral 11 denotes a charger that is attached coaxially with the exhaust turbine 10 and rotates with the rotation of the exhaust turbine 10 to pump fresh air into the intake pipe 5. (compressor), 12 is a relief valve (wastegate), 1
3 is a supercharging pressure sensor, and 14 is a supercharging temperature sensor.

又、第４図は、電子式燃料噴射装置の従来の制
御系統の一例を示すブロツク図である。 Further, FIG. 4 is a block diagram showing an example of a conventional control system for an electronic fuel injection device.

図において、第３図と同一の符号は、同一また
は同等部分にあらわしている。 In the figure, the same reference numerals as in FIG. 3 represent the same or equivalent parts.

１５は、例えば点火コイル一次側のパルス信号
からエンジン回転数を検知し、それに応じたエン
ジン回転数検出信号Neを出力するエンジン回転
数検出回路である。 Reference numeral 15 denotes an engine speed detection circuit that detects the engine speed from, for example, a pulse signal on the primary side of the ignition coil, and outputs an engine speed detection signal Ne corresponding to the detected engine speed.

１６は、スロツトル開度センサ９の出力である
スロツトル開度信号θthと、前記エンジン回転数
検出信号Neとから求められる予定のアドレス信
号を出力するアドレス変換器、また、１７は、前
記スロツトル開度信号θthとエンジン回転数検出
信号Neとに応じて決まる基本的燃料噴射時間信
号Tiが格納されている噴射時間メモリである。 Reference numeral 16 denotes an address converter that outputs a scheduled address signal obtained from the throttle opening signal θth, which is the output of the throttle opening sensor 9, and the engine rotational speed detection signal Ne; and 17, the throttle opening signal This is an injection time memory in which a basic fuel injection time signal Ti determined according to the signal θth and the engine speed detection signal Ne is stored.

１８は、過給圧力センサ１３からの出力である
アナログ過給圧信号と、デジタルの過給圧信号Ｐ
２に変換する第１のＡ／Ｄ変換器、１９は、過給
温度センサ１４からの出力であるアナログ過給温
度信号を、デジタルの過給温度信号Ｔ２に変換す
る第２のＡ／Ｄ変換器、２０は前記基本的燃料噴
射時間信号Ti、過給圧信号Ｐ２及び過給温度信
号Ｔ２をそれぞれ入力とし、吸気の圧力および温
度補正を行なう演算器である。 18 is an analog supercharging pressure signal output from the supercharging pressure sensor 13 and a digital supercharging pressure signal P.
A first A/D converter 19 converts the analog supercharging temperature signal output from the supercharging temperature sensor 14 into a digital supercharging temperature signal T2. 20 is an arithmetic unit which inputs the basic fuel injection time signal Ti, supercharging pressure signal P2 and supercharging temperature signal T2, respectively, and corrects the pressure and temperature of the intake air.

従来の電子式燃料噴射装置では、前記構成の説
明から明らかな様に、スロツトル・バルブ８の開
度に対応するスロツトル開度信号θthと、エンジ
ン回転数を示すエンジン回転数検出信号Neとを
アドレス変換器１６に供給する。 In the conventional electronic fuel injection device, as is clear from the above description of the configuration, the throttle opening signal θth corresponding to the opening degree of the throttle valve 8 and the engine rotation speed detection signal Ne indicating the engine rotation speed are addressed. Converter 16 is supplied.

アドレス変換器１６では、前記両信号θth及び
Neに応じたアドレス信号を噴射時間メモリ１７
に出力する。この結果、噴射時間メモリ１７から
は、スロツトル開度及びエンジン回転数に応じて
決まる予定の基本的燃料噴射時間信号Tiが出力
される。 In the address converter 16, both the signals θth and
Injection time memory 17 for address signal according to Ne
Output to. As a result, the injection time memory 17 outputs a basic fuel injection time signal Ti that is scheduled to be determined according to the throttle opening and the engine speed.

次に、演算器２０では、前記基本的燃料噴射時
間信号Tiを基本として、過給圧信号Ｐ２及び過
給温度信号Ｔ２により、前記信号Tiに補正を加
え、適正空燃比の燃料噴射時間信号Tifを作り、
該信号を出力する。 Next, in the computing unit 20, based on the basic fuel injection time signal Ti, the signal Ti is corrected based on the boost pressure signal P2 and the boost temperature signal T2, and the fuel injection time signal Tif of the appropriate air-fuel ratio is corrected. make,
Output the signal.

この時の補正演算の一例を(1)式に示す。 An example of the correction calculation at this time is shown in equation (1).

Tif＝Ti×P2／PO×TO／T2 ……(1) ただし、POは760mmHg（定数）、TOは298゜K
（定数）、である。 Tif=Ti×P2/PO×TO/T2...(1) However, PO is 760mmHg (constant), TO is 298°K
(constant).

なお、この演算器２０の出力である補正された
燃料噴射時間信号Tifから、実際にインジエクタ
７に印加する燃料噴射時間制御信号は、周知の適
宜の方法により作成されるので、ここではその説
明を省略する。この点については、特開昭56−
148633号公報などに、具体的に説明されている。 Note that the fuel injection time control signal actually applied to the injector 7 is created from the corrected fuel injection time signal Tif, which is the output of the calculator 20, by a well-known appropriate method, so a description thereof will be given here. Omitted. Regarding this point, JP-A-56-
It is specifically explained in Publication No. 148633.

以上の説明から明らかな様に、従来のターボ・
チヤージヤ付エンジンの電子式燃料噴射装置で
は、基本的燃料噴射時間信号Tiを基本にして、
過給圧信号Ｐ２及び過給温度信号Ｔ２により補正
を加え、これによつて得られた信号によりインジ
エクタ７の開弁時間を制御するものである。 As is clear from the above explanation, the conventional turbo
In the electronic fuel injection system of the engine with charger, the basic fuel injection time signal Ti is used as the basis.
Correction is made using the supercharging pressure signal P2 and the supercharging temperature signal T2, and the valve opening time of the injector 7 is controlled by the signal obtained thereby.

（発明が解決しようとする問題点） 上記した従来の技術は、次のような問題点を有
していた。(Problems to be Solved by the Invention) The above-described conventional techniques had the following problems.

(1) 加速時において、スロツトル・バルブ８を、
例えば閉の状態から急開すると、これに応じて
インジエクタ７の燃料噴射量は増える。しか
し、排気タービン１０の回転立上がりは、前記
スロツトル・バルブ８の急開よりも遅れる。(1) During acceleration, throttle valve 8 is
For example, when the injector 7 suddenly opens from the closed state, the amount of fuel injected by the injector 7 increases accordingly. However, the rotation start-up of the exhaust turbine 10 is delayed from the rapid opening of the throttle valve 8.

この為に、吸入管５への新気の圧送も遅れる
ので、従来の過給圧及び過給温度の補正のみで
は、Ａ／Ｆが過濃となり、エンジンが不正燃焼
状態となる。 For this reason, the pressure feeding of fresh air to the suction pipe 5 is also delayed, so if only the conventional correction of the supercharging pressure and supercharging temperature is performed, the A/F becomes too rich and the engine is in an incorrect combustion state.

(2) そして、前記傾向は、吸入弁３及び排気弁４
の両方が開いている期間、すなわちバルブオー
バラツプを大きくし、高出力を狙つた大型のタ
ーボ・チヤージヤ付エンジンの場合には、特に
顕著に発生する。(2) And, the above tendency is that the intake valve 3 and the exhaust valve 4
This phenomenon is particularly noticeable during periods when both of the valves are open, that is, when the valve overlap is increased, and in the case of large turbocharged engines aiming for high output.

本発明は、前述の問題点を解決するためになさ
れたものである。 The present invention has been made to solve the above-mentioned problems.

（問題点を解決するための手段および作用） 前記の問題点を解決するために、本発明は、排
気タービンの回転立上がり遅れによる排気圧力の
一時的な上昇に着目して、前記基本的燃料噴射時
間信号Tiの補正に、過給圧と排気圧力との差圧
をもととする排圧補正係数を追加してターボ・チ
ヤージヤ付エンジンの加速時におけるＡ／Ｆを、
より一層精度高く制御し、その結果、エンジンの
不正燃焼状態の発生を防止するようにした点に特
徴がある。(Means and effects for solving the problem) In order to solve the above problem, the present invention focuses on the temporary increase in exhaust pressure due to a delay in the rotation start-up of the exhaust turbine, and the basic fuel injection By adding an exhaust pressure correction coefficient based on the differential pressure between boost pressure and exhaust pressure to the correction of time signal Ti, A/F during acceleration of a turbo charger engine is calculated.
The feature is that the control is performed with even higher precision, and as a result, the occurrence of improper combustion in the engine is prevented.

（実施例） 以下に、図面を参照して、本発明を詳細に説明
する。(Example) The present invention will be described in detail below with reference to the drawings.

第１図は、本発明の一実施例のターボ・チヤー
ジヤ付エンジンの概略構成図である。図におい
て、第３図と同一の符号は、同一または同等部分
をあらわしている。同図において、２１は排気圧
力センサである。 FIG. 1 is a schematic diagram of a turbocharged engine according to an embodiment of the present invention. In the figure, the same reference numerals as in FIG. 3 represent the same or equivalent parts. In the figure, 21 is an exhaust pressure sensor.

又、第２図は、電子式燃料噴射装置の本発明の
制御系統の一実施例を示すブロツク図である。図
において、第１図及び第４図と同一の符号は、同
一または同等部分をあらわしている。 FIG. 2 is a block diagram showing an embodiment of the control system of the present invention for an electronic fuel injection system. In the figures, the same reference numerals as in FIGS. 1 and 4 represent the same or equivalent parts.

第２図において、２２は、排気圧力センサ２１
からの出力であるアナログ排気圧力信号をデジタ
ルの排気圧力信号Prに変換する第３のＡ／Ｄ変
換器、２３は、前記排気圧力信号Prと第１の
Ａ／Ｄ変換器１８の出力である過給圧信号Ｐ２と
を入力され、その差圧信号（Ｐ２−Pr信号）信
号を出力する減算器である。 In FIG. 2, 22 is an exhaust pressure sensor 21
A third A/D converter 23 converts the analog exhaust pressure signal output from the exhaust pressure signal Pr into a digital exhaust pressure signal Pr, which is the output of the exhaust pressure signal Pr and the first A/D converter 18. This subtracter receives the supercharging pressure signal P2 and outputs the differential pressure signal (P2-Pr signal).

２４は、前記（Ｐ２−Pr）信号とエンジン回
転数検出回路１５からのエンジン回転数検出信号
Neとをパラメータとして求められる予定のアド
レス信号を出力する第２のアドレス変換器であ
る。 24 is the (P2-Pr) signal and the engine rotation speed detection signal from the engine rotation speed detection circuit 15.
This is a second address converter that outputs a scheduled address signal determined using Ne as a parameter.

２５は、前記（Ｐ２−Pr）信号とエンジン回
転数検出信号Neとに応じて決まる排圧補正係数
Ｂが格納されている排圧補正係数メモリ、２６
は、前記演算器２０からの補正された燃料噴射時
間信号Tifと排圧補正係数Ｂとを入力とし、過給
圧と排気圧との差圧に基づく補正を行なう、第２
の演算器である。 25 is an exhaust pressure correction coefficient memory 26 in which an exhaust pressure correction coefficient B determined according to the (P2-Pr) signal and the engine rotation speed detection signal Ne is stored;
The second controller inputs the corrected fuel injection time signal Tif from the arithmetic unit 20 and the exhaust pressure correction coefficient B, and performs correction based on the differential pressure between the supercharging pressure and the exhaust pressure.
It is a computing unit.

本実施例の電子式燃料噴射装置では、前記構成
の説明から明らかな様に、減算器２３において、
過給圧信号Ｐ２と排気圧力信号Prの差圧信号、
すなわち（Ｐ２−Pr）信号を作成する。 In the electronic fuel injection device of this embodiment, as is clear from the description of the configuration above, in the subtracter 23,
Differential pressure signal between boost pressure signal P2 and exhaust pressure signal Pr,
That is, a (P2-Pr) signal is created.

第２のアドレス変換器２４では、前記（Ｐ２−
Pr）信号と、エンジン回転数検出回路１５から
のエンジン回転数検出信号Neとに応じたアドレ
ス信号を、排圧補正係数メモリ２５に出力する。 In the second address converter 24, the (P2-
Pr) signal and an address signal corresponding to the engine speed detection signal Ne from the engine speed detection circuit 15 are output to the exhaust pressure correction coefficient memory 25.

この結果、排圧補正係数メモリ２５からは、過
給圧力と排気圧力との差に応じて決まる予定の排
圧補正係数Ｂが読み出されることになる。 As a result, the exhaust pressure correction coefficient B, which is scheduled to be determined according to the difference between the boost pressure and the exhaust pressure, is read out from the exhaust pressure correction coefficient memory 25.

なお、このようにして、読み出される排圧補正
係数は、経験的あるいは実験的に求めて排圧補正
係数メモリ２５の所定番地に格納されるものであ
る。ただし、この排圧補正係数は、一般的には、
エンジンの高負荷、高回転で大となる傾向を有す
る。 The exhaust pressure correction coefficient read out in this manner is obtained empirically or experimentally and stored at a predetermined location in the exhaust pressure correction coefficient memory 25. However, this exhaust pressure correction coefficient is generally
It tends to increase when the engine is under high load and at high speeds.

次に、第２の演算器２６では、演算器２０から
の補正された燃料噴射時間信号Tifに対して、前
記排圧補正係数Ｂにより、さらに補正を加え、本
実施例の燃料噴射時間信号、すなわち最適空燃比
の燃料噴射時記信号Tixを発生する。 Next, the second computing unit 26 further corrects the corrected fuel injection time signal Tif from the computing unit 20 using the exhaust pressure correction coefficient B, thereby obtaining the fuel injection time signal of this embodiment. That is, the fuel injection timing signal Tix at the optimum air-fuel ratio is generated.

この時の補正演算の一例を(2)式に示す。 An example of the correction calculation at this time is shown in equation (2).

Tix＝Tif（１＋Ｂ） ……(2) なお、この第２の演算器２６の出力である最適
空燃比の燃料噴射時間信号Tixから、実際にイン
ジエクタ７に印加する燃料噴射時間制御信号は、
周知の適宜の方法により作成されることは、従来
例と同様である。したがつて、この説明は省略す
る。 Tix=Tif(1+B)...(2) Note that the fuel injection time control signal actually applied to the injector 7 is determined from the fuel injection time signal Tix of the optimum air-fuel ratio, which is the output of the second computing unit 26.
It is similar to the conventional example that it is created by a well-known appropriate method. Therefore, this explanation will be omitted.

以上の説明から明らかなように、本実施例によ
れば、ターボ・チヤージヤ付エンジンの加速時に
おいて、排気タービン１０の回転遅れにより、吸
入管５に圧送される空気量が適正量に比べて少な
くなつても、吸入空気量の減少に相応して、燃料
噴射量をマイナス方向へ適正に補正制御すること
ができる。 As is clear from the above description, according to this embodiment, when the turbo-charged engine accelerates, the amount of air forced into the intake pipe 5 is smaller than the appropriate amount due to the rotation delay of the exhaust turbine 10. Even if the amount of intake air decreases, the fuel injection amount can be appropriately corrected and controlled in the negative direction in accordance with the decrease in the amount of intake air.

又、減速時におけるコンプレツサは、慣性によ
り、回転を急激に低減させることはできないの
で、圧送される空気量は適正量に比べ多くなる。
しかし、この時も、本実施例を用いれば、燃料噴
射量をプラス方向へ適正に制御することができる
ことになる。 Further, during deceleration, the compressor cannot rapidly reduce its rotation due to inertia, so the amount of air to be pumped is larger than the appropriate amount.
However, even in this case, if this embodiment is used, the fuel injection amount can be appropriately controlled in the positive direction.

（発明の効果） 以上の説明から明らかなように、本発明によれ
ば、つぎのような効果が達成される。(Effects of the Invention) As is clear from the above description, according to the present invention, the following effects are achieved.

(1) 加速時においては、燃料噴射量をマイナス方
向へ適正に制御することができ、また減速時に
おいても、所望により、燃料噴射量をプラス方
向へ適正に制御することができるので、最適な
Ａ／Ｆを得ることができ、したがつてエンジン
の不正燃焼状態を防止することができる。(1) During acceleration, the fuel injection amount can be appropriately controlled in the negative direction, and even during deceleration, the fuel injection amount can be appropriately controlled in the positive direction as desired, so that the optimal A/F can be obtained, and therefore, improper combustion of the engine can be prevented.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明によるターボ・チヤージヤ付エ
ンジンの一実施例を示す概略構成図、第２図は電
子式燃料噴射装置の本発明の制御系統の一実施例
を示すブロツク図、第３図は従来のターボ・チヤ
ージヤ付エンジンの一例を示す概略構成図、第４
図は電子式燃料噴射装置の従来の制御系統の一例
のを示すブロツク図である。 ９……スロツトル開度センサ、１３……過給圧
力センサ、１４……過給温度センサ、１５……エ
ンジン回転数検出回路、１６，２４……アドレス
変換器、１７……噴射時間メモリ、１８，１９，
２２……Ａ／Ｄ変換器、２０，２６……演算器、
２１……排気圧力センサ、２３……減算器、２５
……排圧補正係数メモリ。 FIG. 1 is a schematic configuration diagram showing an embodiment of an engine with a turbo charger according to the present invention, FIG. 2 is a block diagram showing an embodiment of a control system of the present invention for an electronic fuel injection device, and FIG. Schematic configuration diagram showing an example of a conventional turbo-charged engine, No. 4
The figure is a block diagram showing an example of a conventional control system for an electronic fuel injection device. 9... Throttle opening sensor, 13... Supercharging pressure sensor, 14... Supercharging temperature sensor, 15... Engine rotation speed detection circuit, 16, 24... Address converter, 17... Injection time memory, 18 ,19,
22... A/D converter, 20, 26... Arithmetic unit,
21...Exhaust pressure sensor, 23...Subtractor, 25
...Exhaust pressure correction coefficient memory.

Claims (1)

【特許請求の範囲】[Claims] １ スロツトル開度信号及びエンジン回転数検出
信号から基本的燃料噴射時間信号を作成する手段
と、過給圧信号を発生する手段と、過給温度信号
を発生させる手段と、前記基本的燃料噴射時間信
号に、前記過給圧信号及び過給温度信号による補
正を加え、補正された燃料噴射時間信号を出力す
る手段とを有する電子式燃料噴射装置において、
排気圧力信号を発生する手段と、前記過給圧信号
と排気圧力信号との差圧信号を出力する減算器
と、前記差圧信号及びエンジン回転数検出信号を
パラメータとして排圧補正係数を記憶している排
圧補正係数メモリと、前記メモリから読み出され
た排圧補正係数及び前記補正された燃料噴射時間
信号から最適空燃比の燃料噴射時間信号を発生す
る手段とを具備したことを特徴とする電子式燃料
噴射装置。1. Means for creating a basic fuel injection time signal from a throttle opening signal and engine speed detection signal, means for generating a supercharging pressure signal, means for generating a supercharging temperature signal, and the basic fuel injection time. An electronic fuel injection device comprising means for adding correction to the signal using the boost pressure signal and the boost temperature signal and outputting a corrected fuel injection time signal,
means for generating an exhaust pressure signal; a subtracter for outputting a differential pressure signal between the boost pressure signal and the exhaust pressure signal; and a means for storing an exhaust pressure correction coefficient using the differential pressure signal and the engine rotation speed detection signal as parameters. and means for generating a fuel injection time signal of an optimum air-fuel ratio from the exhaust pressure correction coefficient read from the memory and the corrected fuel injection time signal. electronic fuel injection system.
JP59125560A 1984-06-19 1984-06-19 Electronic fuel injector Granted JPS614837A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP59125560A JPS614837A (en) 1984-06-19 1984-06-19 Electronic fuel injector

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP59125560A JPS614837A (en) 1984-06-19 1984-06-19 Electronic fuel injector

Publications (2)

Publication Number Publication Date
JPS614837A JPS614837A (en) 1986-01-10
JPH025900B2 true JPH025900B2 (en) 1990-02-06

Family

ID=14913217

Family Applications (1)

Application Number Title Priority Date Filing Date
JP59125560A Granted JPS614837A (en) 1984-06-19 1984-06-19 Electronic fuel injector

Country Status (1)

Country Link
JP (1) JPS614837A (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113202648A (en) * 2021-04-30 2021-08-03 广西玉柴机器股份有限公司 Strategy capable of realizing closed-loop control of exhaust back pressure of diesel engine

Also Published As

Publication number Publication date
JPS614837A (en) 1986-01-10

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