JPH051602A - Fuel injection device of internal combustion engine - Google Patents
Fuel injection device of internal combustion engineInfo
- Publication number
- JPH051602A JPH051602A JP3154357A JP15435791A JPH051602A JP H051602 A JPH051602 A JP H051602A JP 3154357 A JP3154357 A JP 3154357A JP 15435791 A JP15435791 A JP 15435791A JP H051602 A JPH051602 A JP H051602A
- Authority
- JP
- Japan
- Prior art keywords
- air
- fuel
- internal combustion
- combustion engine
- 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.)
- Pending
Links
Classifications
-
- 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
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P20/00—Technologies relating to chemical industry
- Y02P20/50—Improvements relating to the production of bulk chemicals
- Y02P20/52—Improvements relating to the production of bulk chemicals using catalysts, e.g. selective catalysts
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は内燃機関の燃料噴射装置
におけるエアアシスト装置の噴射制御手段に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to injection control means for an air assist device in a fuel injection device for an internal combustion engine.
【０００２】[0002]
【従来の技術】最近、自動車用内燃機関では、環境汚染
問題に伴う排気規制や地球温暖化に伴う省燃費規制が年
々強化されている。これに応えるために、電子制御燃料
噴射装置では、特に噴射燃料にエアを供給して微粒化を
促進させるエアアシスト燃料噴射装置が有望視されてい
る。2. Description of the Related Art Recently, in internal combustion engines for automobiles, exhaust emission regulations due to environmental pollution problems and fuel saving regulations due to global warming have been tightened year by year. In order to respond to this, in the electronically controlled fuel injection device, an air-assisted fuel injection device that supplies air to the injected fuel to promote atomization is particularly promising.
【０００３】このような装置として関連するものには、
特開昭60−113066 号，特開昭60−182355号公報が挙げ
られる。Related to such a device,
JP-A-60-113066 and JP-A-60-182355 are mentioned.
【０００４】[0004]
【発明が解決しようとする課題】上記の様な従来技術で
は、噴射燃料の微粒化促進のための空気を効果的に燃料
に作用させる作での考慮は十分である。反面、内燃機関
の燃焼室に流入する混合気の形成について考慮が十分で
あるとは言えない。つまり、吸入空気の速度を増加する
ことによって微粒化は促進できるが、微粒化された燃料
の、なかでもとくに、浮遊する微粒化燃料は、燃焼室入
口部分（インテークバルブの皿部）に衝突した空気のそ
の後の逆方向流れにのって燃焼室から遠ざかってしま
う。従って、燃焼室内には粗い液滴が流入し壁面付着流
となってしまうので混合気にむらが生じる。このため排
気エミッションや燃費が悪化するという問題が生ずる。In the above-mentioned prior art, it is sufficient to consider the action of effectively acting air on the fuel to promote atomization of the injected fuel. On the other hand, it cannot be said that the formation of the air-fuel mixture flowing into the combustion chamber of the internal combustion engine is sufficiently taken into consideration. That is, atomization can be promoted by increasing the velocity of intake air, but atomized fuel, especially suspended atomized fuel, collided with the combustion chamber inlet part (intake valve dish part). The subsequent backward flow of air moves away from the combustion chamber. Therefore, coarse droplets flow into the combustion chamber and become a wall-adhering flow, which causes unevenness in the air-fuel mixture. Therefore, there arises a problem that exhaust emission and fuel efficiency are deteriorated.
【０００５】本発明の目的は、このような問題点を解決
することにあり、内燃機関の効率的運転に必要な混合気
を燃焼室内に形成して、機関出力の向上、ＮＯｘやＣＯ
の排出量低減，燃費低減等を行うことにある。An object of the present invention is to solve such a problem, and to form an air-fuel mixture necessary for efficient operation of an internal combustion engine in a combustion chamber to improve engine output, NOx and CO.
It is to reduce the amount of emissions and fuel consumption.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するため
の本発明の特徴は、内燃機関の運転状態に応じて燃料の
噴射制御を行い、噴射燃料に向けて、スロットルバルブ
の上流側の吸込空気の一部を供給する内燃機関の燃料噴
射装置において、前記内燃機関の運転状態から前記空気
量を学習し、学習値に基づいて燃料の噴射量を補正する
様にしたことにある。The features of the present invention for achieving the above object are to perform fuel injection control in accordance with the operating state of an internal combustion engine, and to inject fuel toward the injected fuel on the upstream side of the throttle valve. In a fuel injection device for an internal combustion engine that supplies a part of air, the air amount is learned from the operating state of the internal combustion engine, and the fuel injection amount is corrected based on the learned value.
【０００７】[0007]
【作用】内燃機関の運転状態を示す信号には、エアフロ
ーメータにより検出される空気量信号と、クランク角セ
ンサにより検出される機関回転数信号と、酸素濃度セン
サにより検出される空燃比信号等がある。燃料の基本噴
射量は、空気量信号と機関回転数信号から定まるが、空
燃比のずれを修正する噴射量補正信号として、本発明で
は、上記信号の任意（時刻）時点で検出値と、インテー
クマニホールド内主流空気とバイパス空気量（エアアシ
スト量）との関係をあらかじめ学習しておいて、信号が
検出されたときに、これに相当するエアアシスト量を用
いる。The signal indicating the operating state of the internal combustion engine includes the air amount signal detected by the air flow meter, the engine speed signal detected by the crank angle sensor, and the air-fuel ratio signal detected by the oxygen concentration sensor. is there. The basic injection amount of fuel is determined from the air amount signal and the engine speed signal, but as the injection amount correction signal for correcting the deviation of the air-fuel ratio, in the present invention, the detected value at the arbitrary (time) point of the signal and the intake The relationship between the mainstream air in the manifold and the bypass air amount (air assist amount) is learned in advance, and when a signal is detected, the air assist amount corresponding to this is used.
【０００８】[0008]
【実施例】以下、本発明の一実施例を図１ないし図３を
用いて説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS.
【０００９】図１において、１はガソリンを燃料とする
エンジンの本体部分、２はスロットルバルブ３を内蔵す
るインテークマニホールド、４は吸気孔５を開閉する吸
気弁、６は点火プラグを臨ませて配設する燃焼室、８は
点火するプラグ７に給電するクランク角センサを内蔵す
るディストリビュータ、９は吸気弁４の上流でインテー
クマニホールド２の壁部に取り付けられ、吸気弁４の弁
座４ａ方向に噴射可能となるように配置される電磁式燃
料噴射弁、１０はその一端が電磁式燃料噴射弁９の先端
付近に取り付けられ、他端がスロットルバルブ３の上流
でインテークマニホールド２内に臨むように配置される
空気導入管、１１はスロットルバルブ３の上流側でイン
テークマニホールド２の壁部に取り付けられるエアフロ
ーメータ、１２は排気マニホールド１３集合部分に取り
付けられるＯ2センサである。なお、電磁式燃料噴射弁
９の電気端子は制御ユニット１４に接続される。１５は
排気弁である。In FIG. 1, 1 is a main body of an engine that uses gasoline as fuel, 2 is an intake manifold having a throttle valve 3 built therein, 4 is an intake valve that opens and closes an intake hole 5, and 6 is an ignition plug. A combustion chamber is provided, 8 is a distributor that incorporates a crank angle sensor that supplies power to an ignition plug 7, and 9 is attached to a wall portion of the intake manifold 2 upstream of the intake valve 4 to inject toward the valve seat 4a of the intake valve 4. The electromagnetic fuel injection valve 10 arranged so as to be possible has one end attached near the tip of the electromagnetic fuel injection valve 9 and the other end arranged upstream of the throttle valve 3 so as to face the intake manifold 2. Is an air introduction pipe, 11 is an air flow meter mounted on the wall of the intake manifold 2 upstream of the throttle valve 3, and 12 is A O 2 sensor attached to the gas manifold 13 set parts. The electric terminal of the electromagnetic fuel injection valve 9 is connected to the control unit 14. Reference numeral 15 is an exhaust valve.
【００１０】エンジン１の動作は、運転状況の情報であ
る吸入空気量や空気温度，エンジン回転数などを制御ユ
ニット１４が処理して行う。電磁式燃料噴射弁９の燃料
噴射は、この制御ユニット１４の信号に基づくが、基本
噴射量はエアフローメータ１１により検出された吸入空
気量信号と、ディスリビュータ８に内蔵されるクランク
角センサにより検出されたエンジン回転数信号とから演
算される。この基本噴射量を、その時の運転状態に応じ
た種々の補正分で修正して電磁式燃料噴射弁９に噴射信
号として送る。噴射燃料は、図示しないタンクからポン
プにより吸い出され、プレッシャレギュレータにより一
定圧に調整されて供給される。The operation of the engine 1 is performed by the control unit 14 processing the intake air amount, the air temperature, the engine speed, etc., which are information on the operating condition. The fuel injection of the electromagnetic fuel injection valve 9 is based on the signal of the control unit 14, but the basic injection amount is determined by the intake air amount signal detected by the air flow meter 11 and the crank angle sensor built in the distributor 8. It is calculated from the detected engine speed signal. This basic injection amount is corrected by various corrections according to the operating state at that time and sent to the electromagnetic fuel injection valve 9 as an injection signal. The injected fuel is sucked out from a tank (not shown) by a pump, adjusted to a constant pressure by a pressure regulator, and supplied.
【００１１】一方、空気はスロットルバルブ３が開くこ
とによって流入を開始し、スロットルバルブ３の上流と
下流との圧力差に基づいて空気導入管１０とインテーク
マニホール２内に分流する。空気導入管１０内の空気
は、電磁式燃料噴射弁９の先端部付近で加速された後、
噴射燃料に対して向けられる。従って、噴射燃料の微粒
化が促進される。On the other hand, the air starts to flow when the throttle valve 3 is opened, and is split into the air introduction pipe 10 and the intake manifold 2 based on the pressure difference between the upstream side and the downstream side of the throttle valve 3. After the air in the air introducing pipe 10 is accelerated near the tip of the electromagnetic fuel injection valve 9,
Aimed at the injected fuel. Therefore, atomization of the injected fuel is promoted.
【００１２】燃料と空気の混合気は、エンジン１の吸気
孔４ａから燃料室６へ導かれ圧縮工程で圧縮されたのち
点火プラグ７にて着火燃焼される。The mixture of fuel and air is introduced from the intake hole 4a of the engine 1 into the fuel chamber 6 and compressed in the compression process, and then ignited and burned by the ignition plug 7.
【００１３】以下に、エアアシスト量から噴射量補正を
行う本発明の制御方法について説明する。先ず、エアア
シスト量の信号を用いている必要性について図２及び図
３を参考に説明する。図２は空気流速と電磁式燃料噴射
弁９からの噴霧の粒径分布を示したものである。また、
図３は吸気弁４の弁座４ａ周辺の空気流れの模様を示し
たものである。図２及び図３は共に、図の上部から下部
に向かって空気流速を増加させた結果である。図３より
明らかであるが、空気の流速を増加させると、弁座４ａ
への衝突により逆方向の流れを誘発している。この流れ
によって微粒化燃料の一部が燃焼室とは反対方向に運ば
れてしまう。流速が大きい時は、微粒化も促進されてい
るため、運ばれる量も多くなる。The control method of the present invention for correcting the injection amount from the air assist amount will be described below. First, the necessity of using the signal of the air assist amount will be described with reference to FIGS. 2 and 3. FIG. 2 shows the air flow velocity and the particle size distribution of the spray from the electromagnetic fuel injection valve 9. Also,
FIG. 3 shows a pattern of air flow around the valve seat 4a of the intake valve 4. 2 and 3 both show the results of increasing the air flow velocity from the upper part to the lower part of the drawing. As is clear from FIG. 3, when the flow velocity of air is increased, the valve seat 4a
The collision with the opposite direction induces the flow in the opposite direction. Due to this flow, a part of the atomized fuel is carried in the direction opposite to the combustion chamber. When the flow velocity is high, atomization is also promoted, so that the amount transported is large.
【００１４】図２において、仮想線で示される左側の領
域が流速の影響を受け易い粒径領域と考えられる。な
お、流速の増加が著しい場合、となりの燃焼室に影響を
与えることもあり得る。In FIG. 2, the area on the left side indicated by the imaginary line is considered to be the particle size area which is easily affected by the flow velocity. When the flow velocity is significantly increased, it may affect the adjacent combustion chamber.
【００１５】また、一方では空気流の影響を受けにくい
粗い粒は弁座４ａから燃焼室に至る際に壁面付着流とな
る。On the other hand, the coarse particles that are hardly affected by the air flow become a wall adhering flow from the valve seat 4a to the combustion chamber.
【００１６】以上の説明より明らかであるが、燃焼室６
内に流入する混合気の濃度は不均一であり、また、空気
流によってその濃度が変化してまうことになる。As is clear from the above description, the combustion chamber 6
The concentration of the air-fuel mixture flowing into the inside is non-uniform, and the concentration changes depending on the air flow.
【００１７】よって本発明では、空気導入管１０を通過
する空気量と内燃機関の運転状態を示す空気量信号や機
関回転数信号等との関係をマップ化しておいて、噴射量
補正を行う。Therefore, in the present invention, the injection amount is corrected by mapping the relationship between the amount of air passing through the air introduction pipe 10 and the air amount signal indicating the operating state of the internal combustion engine, the engine speed signal, and the like.
【００１８】図４は本発明の第二実施例を示すもので、
空気導入管１０に空気量制御手段を介在させ、空気量制
御手段で制御される空気量に相当する信号を用いて噴射
量を補正する。FIG. 4 shows a second embodiment of the present invention.
An air amount control means is interposed in the air introduction pipe 10, and the injection amount is corrected using a signal corresponding to the air amount controlled by the air amount control means.
【００１９】図４において、１６は空気量制御手段であ
り、通過する空気量に相当する信号（例えば開口面積等
である）を出力できる様に構成される。この実施例では
容易に空気量が見い出され、あらかじめ学習される空気
量と補正噴射量によって混合比が保たれる。In FIG. 4, reference numeral 16 denotes an air amount control means, which is constructed so as to be able to output a signal (for example, an opening area or the like) corresponding to the amount of passing air. In this embodiment, the air amount is easily found, and the mixing ratio is maintained by the air amount and the corrected injection amount that are learned in advance.
【００２０】なお、第一及び第二実施例のいずれもスロ
ットルバルブ３の前後差圧により空気を供給するように
なっているが、空気ポンプを用いても良く、この場合は
ポンプ運転信号を噴射量補正信号として用いることがで
きる。In each of the first and second embodiments, air is supplied by the differential pressure across the throttle valve 3, but an air pump may be used. In this case, a pump operation signal is injected. It can be used as a quantity correction signal.
【００２１】[0021]
【発明の効果】本発明によれば、内燃機関の燃焼室に送
る混合気を機関の運転効率を極めて高い状態に保つ様に
調整でき、機関出力の向上や排気エミッションの低減，
燃費性能の向上が図れる。According to the present invention, the air-fuel mixture sent to the combustion chamber of an internal combustion engine can be adjusted so as to keep the operating efficiency of the engine extremely high, and the engine output can be improved and the exhaust emission can be reduced.
Fuel efficiency can be improved.
【図１】本発明の第一実施例を示すエアアシスト燃料噴
射システムの系統図。FIG. 1 is a system diagram of an air-assisted fuel injection system showing a first embodiment of the present invention.
【図２】空気流速と粒径分布の関係を示す特性図，FIG. 2 is a characteristic diagram showing the relationship between air velocity and particle size distribution,
【図３】空気流速と吸気弁の弁座付近の流れ状態の関係
を示す説明図。FIG. 3 is an explanatory diagram showing a relationship between an air flow velocity and a flow state near a valve seat of an intake valve.
【図４】本発明の第二実施例を示すエアアシスト燃料噴
射システムの系統図。FIG. 4 is a system diagram of an air-assisted fuel injection system showing a second embodiment of the present invention.
Claims (1)
行い、噴射燃料に向けてスロットルバルブの上流側の吸
入空気の一部を供給する内燃機関の燃料噴射装置におい
て、前記内燃機関の運転状態から前記空気量を学習し、
前記学習値に基づいて前記燃料の噴射量を補正する様に
制御されることを特徴とする内燃機関の燃料噴射装置。Claim: What is claimed is: 1. A fuel injection device for an internal combustion engine, which controls fuel injection according to an operating state of the engine, and supplies a part of intake air upstream of a throttle valve toward the injected fuel. In, learning the air amount from the operating state of the internal combustion engine,
A fuel injection device for an internal combustion engine, which is controlled so as to correct the injection amount of the fuel based on the learned value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3154357A JPH051602A (en) | 1991-06-26 | 1991-06-26 | Fuel injection device of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3154357A JPH051602A (en) | 1991-06-26 | 1991-06-26 | Fuel injection device of internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH051602A true JPH051602A (en) | 1993-01-08 |
Family
ID=15582394
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3154357A Pending JPH051602A (en) | 1991-06-26 | 1991-06-26 | Fuel injection device of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH051602A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4979881A (en) * | 1989-09-08 | 1990-12-25 | Allied-Signal Inc. | Turbocharger with water cooled center housing |
-
1991
- 1991-06-26 JP JP3154357A patent/JPH051602A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4979881A (en) * | 1989-09-08 | 1990-12-25 | Allied-Signal Inc. | Turbocharger with water cooled center housing |
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