JPH0517394Y2 - - Google Patents
Info
- Publication number
- JPH0517394Y2 JPH0517394Y2 JP6418787U JP6418787U JPH0517394Y2 JP H0517394 Y2 JPH0517394 Y2 JP H0517394Y2 JP 6418787 U JP6418787 U JP 6418787U JP 6418787 U JP6418787 U JP 6418787U JP H0517394 Y2 JPH0517394 Y2 JP H0517394Y2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust gas
- fuel injection
- engine
- exhaust
- gas recirculation
- 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 54
- 239000007924 injection Substances 0.000 claims description 54
- 239000000446 fuel Substances 0.000 claims description 45
- 238000001514 detection method Methods 0.000 claims description 16
- 238000002485 combustion reaction Methods 0.000 claims description 6
- 230000007423 decrease Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【考案の詳細な説明】
〈産業上の利用分野〉
本考案は内燃機関の電子制御燃料噴射装置に関
する。[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to an electronically controlled fuel injection device for an internal combustion engine.
〈従来の技術〉
内燃機関の電子制御燃料噴射装置の従来例とし
て第５図に示すようなものがある（特公昭61−
10657号公報参照）。<Prior art> As a conventional example of an electronically controlled fuel injection device for an internal combustion engine, there is one as shown in Fig.
(See Publication No. 10657).
すなわち、スロツトル弁１上流の吸気通路２に
臨ませて燃料噴射弁３が吸気通路壁に取付けられ
ている。この燃料噴射弁３はいわゆるシングルポ
イントインジエクシヨン（SPI）方式のものであ
つて、燃料噴射弁３から噴射された燃料はスロツ
トル弁１、吸気マニホールド４の集合部４ａを介
してエンジン本体５の各気筒に分配供給されるよ
うになつている。 That is, the fuel injection valve 3 is attached to the wall of the intake passage so as to face the intake passage 2 upstream of the throttle valve 1. This fuel injection valve 3 is of a so-called single point injection (SPI) type, and the fuel injected from the fuel injection valve 3 passes through the throttle valve 1 and the collecting part 4a of the intake manifold 4 to the engine body 5. It is designed to be distributed and supplied to each cylinder.
前記燃料噴射弁３の燃料噴射量は以下の如く演
算設定される。 The fuel injection amount of the fuel injection valve 3 is calculated and set as follows.
すなわち、噴射制御回路６は、回転速度センサ
７により検出された機関回転速度と、圧力センサ
８により検出されたスロツトル弁１下流の吸気負
圧と、に基づいて基本噴射量をマツプ値等から設
定した後、この基本噴射量を冷却水温度等の機関
運転状態に応じて空燃比が最適になるように補正
することにより、前記燃料噴射量を演算する。そ
して、噴射制御回路６は、演算された燃料噴射量
に対応するパルス信号を出力回路９を介して前記
燃料噴射弁３に出力し、噴射制御を行う。 That is, the injection control circuit 6 sets the basic injection amount from a map value etc. based on the engine rotation speed detected by the rotation speed sensor 7 and the intake negative pressure downstream of the throttle valve 1 detected by the pressure sensor 8. After that, the fuel injection amount is calculated by correcting this basic injection amount in accordance with engine operating conditions such as cooling water temperature so that the air-fuel ratio becomes optimal. Then, the injection control circuit 6 outputs a pulse signal corresponding to the calculated fuel injection amount to the fuel injection valve 3 via the output circuit 9 to perform injection control.
また、特開昭51−94025号公報に示すように、
所定の運転領域で排気を吸気通路に環流した後燃
焼室に戻しNOX排出量を低減する排気環流制御
（以下、EGR制御と呼ぶ）を行うものが提案され
ている。 In addition, as shown in Japanese Patent Application Laid-Open No. 51-94025,
A system has been proposed that performs exhaust recirculation control (hereinafter referred to as EGR control) in which exhaust gas is recirculated to the intake passage in a predetermined operating range and then returned to the combustion chamber to reduce NOx emissions.
〈考案が解決しようとする問題点〉
しかしながら、このような従来の電子制御燃料
噴射装置においては、スロツトル弁１下流の吸気
負圧と機関回転速度とに基づいて基本噴射量を設
定するようにしているので、以下の不具合があつ
た。<Problems to be solved by the invention> However, in such conventional electronically controlled fuel injection systems, the basic injection amount is set based on the intake negative pressure downstream of the throttle valve 1 and the engine rotation speed. As a result, the following problems occurred.
すなわち、EGR制御によつて排気が吸気通路
２に還流されているときと排気が環流されていな
いときとでは、他の運転状態が同一であつても吸
気通路２の吸気負圧が異なる。このため、EGR
制御が行われているときには、排気環流量分吸気
通路２内の吸気負圧が低下し吸入空気流量に対応
する吸気負圧を正確に検出できず最適な空燃比制
御が図れないという不具合がある。 That is, the intake negative pressure in the intake passage 2 is different when the exhaust gas is being recirculated to the intake passage 2 by EGR control and when the exhaust gas is not being recirculated, even if the other operating conditions are the same. For this reason, EGR
When the control is being performed, the intake negative pressure in the intake passage 2 decreases by the amount of exhaust recirculation, and there is a problem that the intake negative pressure corresponding to the intake air flow rate cannot be accurately detected and optimal air-fuel ratio control cannot be achieved. .
本考案は、このような実状に鑑みてなされたも
ので、EGR制御の如何に拘わらず空燃比を最適
に制御できる内燃機関の電子制御燃料噴射装置を
提供することを目的とする。 The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an electronically controlled fuel injection device for an internal combustion engine that can optimally control the air-fuel ratio regardless of EGR control.
〈問題点を解決するための手段〉
このため、本考案は第１図に示すように、吸入
空気流量若しくはこれに関連する機関運転状態を
検出する吸入空気流量検出手段Ａと、機関回転速
度を検出する機関回転速度検出手段Ｂと、これら
検出手段Ａ，Ｂの検出信号を含む機関運転状態に
基づいて燃料噴射量を設定する燃料噴射量設定手
段Ｃと、所定の運転領域で排気を機関吸気通路に
環流する排気環流制御手段Ｄと、排気還流通路内
の排気温度を検出する排気温度センサ１６と、こ
の排気温度センサの検出信号に基づいて排気還流
量を検出する排気環流量検出手段Ｅと、排気環流
量に応じて前記設定された燃料噴射量を減量補正
する補正手段Ｆと、補正された燃料噴射量に基づ
いて燃料噴射弁Ｇを駆動制御する駆動制御手段Ｈ
と、を備えるようにした。<Means for Solving the Problems> For this reason, the present invention, as shown in FIG. An engine rotational speed detection means B detects the engine rotational speed, a fuel injection amount setting means C sets the fuel injection amount based on the engine operating state including the detection signals of these detection means A and B, and An exhaust gas recirculation control means D that recirculates the exhaust gas into the passage, an exhaust gas temperature sensor 16 that detects the exhaust gas temperature in the exhaust gas recirculation passage, and an exhaust gas recirculation amount detection means E that detects the amount of exhaust gas recirculation based on the detection signal of the exhaust gas temperature sensor. , a correction means F that corrects a reduction in the set fuel injection amount according to the exhaust recirculation amount; and a drive control means H that drives and controls the fuel injection valve G based on the corrected fuel injection amount.
I tried to prepare for this.
〈作用〉
このようにして、EGR制御時に排気環流量に
対応する分燃料噴射量を減量補正し、もつて
EGR制御時にも空燃比を最適にできるようにし
た。また、排気還流量と、排気還流通路内の排気
温度との間には相関があることから（第３図参
照）、排気還流量を排気還流通路内の排気温度に
より検出することで、コスト増を防止した。<Operation> In this way, during EGR control, the fuel injection amount is reduced by the amount corresponding to the exhaust recirculation amount, and the
The air-fuel ratio can now be optimized even during EGR control. Additionally, since there is a correlation between the amount of exhaust recirculation and the temperature of the exhaust gas in the exhaust recirculation passage (see Figure 3), it is possible to increase costs by detecting the amount of exhaust recirculation based on the temperature of the exhaust gas in the exhaust recirculation passage. was prevented.
〈実施例〉
以下に、本考案の一実施例を第２図に基づいて
説明する。尚、従来例と同一要素には第５図と同
一符号を付して説明を省略する。<Example> An example of the present invention will be described below based on FIG. 2. Incidentally, the same elements as those in the conventional example are given the same reference numerals as in FIG. 5, and the explanation thereof will be omitted.
図において、吸気マニホールド４の集合部４ａ
と排気通路（図示せず）とが排気環流通路１１に
より連通接続されている。この排気環流通路１１
には圧力応動型の排気環流制御弁１２が介装さ
れ、この排気環流制御弁１２の圧力室１２ａはス
ロツトル弁１近傍の吸気通路２に圧力通路１３を
介して連通接続されている。 In the figure, the intake manifold 4 has a collecting portion 4a
The exhaust gas recirculation passage 11 is connected to an exhaust passage (not shown).
A pressure responsive exhaust gas recirculation control valve 12 is provided in the intake passage 2 and a pressure chamber 12a of the exhaust gas recirculation control valve 12 is connected to the intake passage 2 in the vicinity of the throttle valve 1 through a pressure passage 13.
前記圧力通路１３には電磁式開閉弁１４が介装
され、この電磁式開閉弁１４はEGR制御回路１
５からの駆動信号により開閉駆動される。 An electromagnetic on-off valve 14 is interposed in the pressure passage 13, and this electromagnetic on-off valve 14 is connected to the EGR control circuit 1.
It is driven to open and close by the drive signal from 5.
また、排気環流制御弁１２より吸気通路２側の
排気環流通路１１には該通路１１内の温度とを検
出する排気温度センサ（以下単に温度センサとい
う）１６が設けられ、温度センサ１６の検出信号
はマイクロコンピユータ等からなる噴射制御回路
１７に入力されている。また、前記噴射制御回路
１７には従来例と同様に機関回転速度検出手段と
しての回転速度センサ７と吸入空気流量検出手段
としての圧力センサ８とから検出信号が夫々入力
されている。 Further, an exhaust gas temperature sensor (hereinafter simply referred to as temperature sensor) 16 is provided in the exhaust gas recirculation passage 11 on the intake passage 2 side of the exhaust gas recirculation control valve 12 to detect the temperature inside the passage 11, and the detection signal of the temperature sensor 16 is is input to an injection control circuit 17 consisting of a microcomputer or the like. Furthermore, detection signals are input to the injection control circuit 17 from a rotation speed sensor 7 as an engine rotation speed detection means and a pressure sensor 8 as an intake air flow rate detection means, respectively, as in the conventional example.
ここでは、噴射制御回路１７が温度センサ１６
の検出信号に基づいて排気還流量を検出する排気
還流量検出手段を構成すると共に、燃料噴射量設
定手段と補正手段とを構成し、噴射制御回路１７
と出力回路９とが駆動制御手段を構成する。ま
た、排気環流通路１１と排気環流制御弁１２と圧
力通路１３と電磁式開閉弁１４とEGR制御回路
１５とが排気環流制御手段を構成する。 Here, the injection control circuit 17 is connected to the temperature sensor 16.
The injection control circuit 17 constitutes an exhaust gas recirculation amount detection means for detecting the amount of exhaust gas recirculation based on the detection signal of the fuel injection amount setting means and a correction means.
and the output circuit 9 constitute drive control means. Further, the exhaust recirculation passage 11, the exhaust recirculation control valve 12, the pressure passage 13, the electromagnetic on-off valve 14, and the EGR control circuit 15 constitute exhaust recirculation control means.
次に作用を説明する。 Next, the effect will be explained.
EGR制御回路１５は水温センサ（図示せず）
により検出された機関冷却水温度が所定値以上の
ときに電磁式開閉弁１４を開弁駆動する。これに
より、圧力通路１３を介して排気環流制御弁１２
の圧力室１２ａにスロツトル弁１近傍の吸気負圧
が導入される。この吸気負圧は機関高負荷になる
に従つて小さくなるため、排気環流制御弁１２
は、所定以下の負荷運転時に開弁し、低負荷運転
になるに従つて排気環流量を増加させるようにな
つている。 EGR control circuit 15 is a water temperature sensor (not shown)
When the engine cooling water temperature detected by is equal to or higher than a predetermined value, the electromagnetic on-off valve 14 is driven to open. As a result, the exhaust recirculation control valve 12
Intake negative pressure near the throttle valve 1 is introduced into the pressure chamber 12a. This intake negative pressure decreases as the engine load increases, so the exhaust recirculation control valve 12
The valve is opened when the load is operating below a predetermined level, and the exhaust gas recirculation flow rate increases as the load becomes lower.
一方、噴射制御回路１７は回転速度センサ７と
圧力センサ８とを含む機関運転状態に基づいて従
来例と同様に燃料噴射量Tiを設定する。また、噴
射制御回路１７は温度センサ１６により検出され
た温度に基づいて前記設定された燃料噴射量Tiを
減量補正する。 On the other hand, the injection control circuit 17 sets the fuel injection amount T i based on the engine operating state including the rotational speed sensor 7 and the pressure sensor 8, as in the conventional example. Furthermore, the injection control circuit 17 performs a reduction correction on the set fuel injection amount T i based on the temperature detected by the temperature sensor 16 .
ここで、第３図に示すように温度センサ１６に
より検出された温度が高いほど排気環流量が増大
するようになつており、この排気環流量に対応す
るように前記燃料噴射量Tiを減量補正する。そし
て、減量補正された燃料噴射量に対応する信号を
出力回路９を介して燃料噴射弁３に出力し、噴射
制御を行う。 Here, as shown in FIG. 3, the higher the temperature detected by the temperature sensor 16, the more the exhaust gas recirculation amount increases, and the fuel injection amount T i is reduced to correspond to this exhaust gas recirculation amount. to correct. Then, a signal corresponding to the reduced fuel injection amount is outputted to the fuel injection valve 3 via the output circuit 9 to perform injection control.
このようにして、機関運転状態に応じて設定さ
れた燃料噴射量Tiを排気環流量に応じて減量補正
すると、以下の効果がある。 In this way, when the fuel injection amount T i set according to the engine operating state is corrected to reduce it according to the exhaust gas recirculation amount, the following effects are obtained.
すなわち、排気が吸気通路２に導入されると、
排気環流量に応じて吸気通路２内の吸気負圧が低
下するため、第４図に示すようにこの排気導入に
よる吸気負圧低下分の燃料噴射量Ti2が機関に実
際に吸入される吸入空気流量に対応する燃料噴射
量Ti1に加算される。したがつて、機関運転状態
に応じて設定された燃料噴射量Tiから前記燃料噴
射量Ti2を減算補正すれば、実際の吸入空気に対
応する燃料噴射量Ti1を算出できるため、空燃比
を最適に制御できる。 That is, when exhaust gas is introduced into the intake passage 2,
Since the intake negative pressure in the intake passage 2 decreases according to the amount of exhaust recirculation, as shown in Fig. 4, the amount of fuel injection T i2 equivalent to the decrease in intake negative pressure due to the introduction of the exhaust gas is reduced to the amount actually taken into the engine. It is added to the fuel injection amount T i1 corresponding to the air flow rate. Therefore, by subtracting and correcting the fuel injection amount T i2 from the fuel injection amount T i set according to the engine operating state, the fuel injection amount T i1 corresponding to the actual intake air can be calculated, and the air-fuel ratio can be optimally controlled.
尚、圧力センサ８の代わりにスロツトルバルブ
１開度を検出するものにおいても本考案は適用で
きる。 Note that the present invention can also be applied to a device that detects the opening degree of the throttle valve 1 instead of the pressure sensor 8.
また、燃料噴射弁を各気筒毎に備えるものにお
いても本考案は適用できる。 Further, the present invention can also be applied to a system in which a fuel injection valve is provided for each cylinder.
〈考案の効果〉
本考案は、以上説明したように、機関運転状態
に応じて設定された燃料噴射量を排気環流量に応
じて減量補正するようにしたので、実際の吸入空
気量に対応する燃料噴射量が確保でき空燃比を最
適に制御できる。また、排気還流量を排気還流通
路内の排気温度により検出することで、排気還流
制御弁の開度を直接計測するものなどと較べ、コ
スト増を防止することができる。<Effects of the invention> As explained above, in the present invention, the fuel injection amount set according to the engine operating condition is reduced and corrected according to the exhaust recirculation amount. The fuel injection amount can be secured and the air-fuel ratio can be controlled optimally. Furthermore, by detecting the amount of exhaust gas recirculation based on the temperature of the exhaust gas in the exhaust gas recirculation passage, an increase in cost can be prevented compared to a method that directly measures the opening degree of the exhaust gas recirculation control valve.
第１図は本考案のクレーム対応図、第２図は本
考案の一実施例を示す構成図、第３図及び第４図
は同上の作用を説明するための図、第５図は内燃
機関の電子制御燃料噴射装置の従来例を示す構成
図である。
３……燃料噴射弁、７……回転速度センサ、８
……圧力センサ、９……出力回路、１１……排気
環流通路、１２……排気環流制御弁、１３……圧
力通路、１４……電子式開閉弁、１５……EGR
制御回路、１６……温度センサ、１７……噴射制
御回路。
Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a configuration diagram showing an embodiment of the present invention, Figs. 3 and 4 are diagrams for explaining the same operation, and Fig. 5 is an internal combustion engine. 1 is a configuration diagram showing a conventional example of an electronically controlled fuel injection device. 3...Fuel injection valve, 7...Rotational speed sensor, 8
... Pressure sensor, 9 ... Output circuit, 11 ... Exhaust recirculation passage, 12 ... Exhaust recirculation control valve, 13 ... Pressure passage, 14 ... Electronic on-off valve, 15 ... EGR
Control circuit, 16... Temperature sensor, 17... Injection control circuit.
Claims (1)
状態を検出する吸入空気流量検出手段と、機関回
転速度を検出する機関回転速度検出手段と、これ
ら検出手段の検出信号を含む機関運転状態に基づ
いて燃料噴射量を設定する燃料噴射量設定手段
と、所定の運転領域で排気を機関吸気通路に還流
する排気還流制御手段と、排気還流通路内の排気
温度を検出する排気温度センサと、この排気温度
センサの検出信号に基づいて排気還流量を検出す
る排気還流量検出手段と、前記排気還流量に応じ
て前記設定された燃料噴射量を減量補正する補正
手段と、補正された燃料噴射量に基づいて燃料噴
射弁を駆動制御する駆動制御手段と、を備えたこ
とを特徴とする内燃機関の電子制御燃料噴射装
置。 An intake air flow rate detection means for detecting the intake air flow rate or related engine operating conditions, an engine rotation speed detection means for detecting the engine rotation speed, and fuel injection based on the engine operation conditions including detection signals from these detection means. an exhaust gas recirculation control device that recirculates exhaust gas to the engine intake passage in a predetermined operating range; an exhaust temperature sensor that detects the exhaust temperature in the exhaust recirculation passage; an exhaust gas recirculation amount detecting means for detecting an exhaust gas recirculation amount based on a detection signal; a correction means for reducing and correcting the set fuel injection amount according to the exhaust gas recirculation amount; An electronically controlled fuel injection device for an internal combustion engine, comprising: drive control means for driving and controlling an injection valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6418787U JPH0517394Y2 (en) | 1987-04-30 | 1987-04-30 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6418787U JPH0517394Y2 (en) | 1987-04-30 | 1987-04-30 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63171640U JPS63171640U (en) | 1988-11-08 |
| JPH0517394Y2 true JPH0517394Y2 (en) | 1993-05-11 |
Family
ID=30900119
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6418787U Expired - Lifetime JPH0517394Y2 (en) | 1987-04-30 | 1987-04-30 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0517394Y2 (en) |
-
1987
- 1987-04-30 JP JP6418787U patent/JPH0517394Y2/ja not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63171640U (en) | 1988-11-08 |
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