JPH0754675A - Intake throttle valve control device of electronic control type diesel engine - Google Patents
Intake throttle valve control device of electronic control type diesel engineInfo
- Publication number
- JPH0754675A JPH0754675A JP19847993A JP19847993A JPH0754675A JP H0754675 A JPH0754675 A JP H0754675A JP 19847993 A JP19847993 A JP 19847993A JP 19847993 A JP19847993 A JP 19847993A JP H0754675 A JPH0754675 A JP H0754675A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- intake throttle
- engine
- auxiliary
- speed
- 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
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、ディーゼル機関、特に
自動車用のディーゼル機関の吸気絞り弁の制御装置に関
する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an intake throttle valve of a diesel engine, particularly a diesel engine for automobiles.
【０００２】[0002]
【従来の技術】ディーゼル機関は、本来、常に一定量の
空気を吸入し燃料噴射量を制御することによってその出
力を制御するものであるが、低負荷時において吸気を絞
ることによって、圧縮時のシリンダ内圧力を下げ、結果
的に着火後の燃焼圧力を下げることによって機関の振
動、騒音を低減することが良く知られている。しかし、
吸気絞りが過剰に行われると圧縮圧力が下がり過ぎ不完
全燃焼が生じ白煙が発生する。したがって、従来よりこ
の白煙が発生しないように吸気絞りを制御しようとする
提案が数多くなされており、例えば、本願出願人も特開
昭５９−５８４５号公報に示される提案をおこなってい
る。同公報の装置によれば、主吸気通路に加えてこれを
バイパスする副吸気通路を設け、そのそれぞれに絞り弁
を配設し、アクセルペダルＯＦＦ時には主吸気通路の絞
り弁を全閉にし、アクセルペダルの踏み込み量の増大に
応じて主吸気通路の絞り弁の開度を増大し、アイドル運
転時には主吸気通路の絞り弁は全閉とし、副吸気通路の
絞り弁を所定の中間開度にしアイドル運転時の機関の振
動、騒音を低減し、減速運転時には主吸気通路の絞り弁
は全閉とし、副吸気通路の絞り弁を全開にして過剰な吸
気絞りを回避し圧縮圧力の下がり過ぎを防いで不完全燃
焼による白煙の発生を抑えるようにされている。2. Description of the Related Art A diesel engine originally controls the output by always sucking a fixed amount of air and controlling the fuel injection amount. However, by reducing the intake air at a low load, It is well known that the vibration and noise of the engine are reduced by lowering the pressure in the cylinder and consequently the combustion pressure after ignition. But,
If the intake throttle is excessively performed, the compression pressure becomes too low and incomplete combustion occurs to generate white smoke. Therefore, conventionally, many proposals have been made to control the intake throttle so that the white smoke is not generated. For example, the applicant of the present application has also proposed the proposal disclosed in JP-A-59-5845. According to the device of the publication, in addition to the main intake passage, sub-intake passages that bypass the main intake passage are provided, and throttle valves are provided in the respective auxiliary intake passages. When the accelerator pedal is turned off, the throttle valve in the main intake passage is fully closed. The throttle valve in the main intake passage is increased in accordance with the increase in the pedal depression amount, the throttle valve in the main intake passage is fully closed during idle operation, and the throttle valve in the auxiliary intake passage is set to a predetermined intermediate opening degree. Vibration and noise of the engine during operation are reduced, the throttle valve in the main intake passage is fully closed during deceleration operation, and the throttle valve in the auxiliary intake passage is fully opened to prevent excessive intake throttle and prevent excessive compression pressure drop. It is designed to suppress the generation of white smoke due to incomplete combustion.
【０００３】[0003]
【発明が解決しようとする課題】ところで、自動車用デ
ィーゼル機関においては、減速ショックを和らげるため
に、減速時の燃料噴射量のなまし、すなわち燃料噴射量
を急激に減らすのではなく徐々に減らすことなどが広く
おこなわれている。ところが、前記のような吸気絞り弁
付きのディーゼル機関において、減速時の燃料噴射量の
なましをおこなうと、例えば、走行中に変速の為にダブ
ルクラッチ操作をおこない、回転数合わせのためにアク
セルペダルを踏み込んだ場合のように、走行中にレーシ
ングをした場合には以下のような問題が発生する可能性
がある。すなわち、レーシングの場合にはアクセルペダ
ルを踏み込んでも瞬間的であるために主吸気通路は直ぐ
に閉じられるために充分な空気が吸入されない、それを
補正するために副吸気通路が開けられるが、その作動は
アクセルペダルが閉じ始めてからおこなわれ、さらにア
クチュエータの作動遅れ等もあるので、一時的に吸入さ
れる空気量が減って圧縮点火に必要なだけの空気が燃焼
室に供給されなくなってしまう、一方、燃料の方は、減
速状態になっても燃料噴射量のなましによって燃料噴射
が続いている、したがって、圧縮圧力が充分に上がって
いないところに燃料が噴射されるので不完全燃焼が発生
し白煙が発生する。本発明は上記問題に鑑み、走行中に
レーシングをおこなった時にも白煙を発生しないような
電子制御式ディーゼル機関の吸気絞り弁制御装置を提供
することを目的とする。By the way, in a diesel engine for an automobile, in order to reduce a deceleration shock, the fuel injection amount at the time of deceleration is moderated, that is, the fuel injection amount is gradually reduced instead of being sharply reduced. Are widely practiced. However, in the diesel engine with the intake throttle valve as described above, when the fuel injection amount during deceleration is smoothed, for example, a double clutch operation is performed for gear shifting during traveling, and the accelerator is used for speed matching. When racing while running, such as when the pedal is depressed, the following problems may occur. That is, in the case of racing, even if the accelerator pedal is stepped on, it is instantaneous, so the main intake passage is closed immediately, so sufficient air is not taken in, and the auxiliary intake passage is opened to correct it, but its operation Is performed after the accelerator pedal begins to close, and there is also a delay in the actuator operation, etc., so the amount of air taken in temporarily decreases and the air required for compression ignition is not supplied to the combustion chamber. In the case of fuel, the fuel injection continues due to the moderation of the fuel injection amount even in the deceleration state. Therefore, the fuel is injected where the compression pressure has not risen sufficiently, resulting in incomplete combustion. White smoke is generated. In view of the above problems, an object of the present invention is to provide an intake throttle valve control device for an electronically controlled diesel engine that does not generate white smoke even when racing is performed during traveling.
【０００４】[0004]
【課題を解決するための手段】本発明によれば、電子制
御式ディーゼル機関の吸気絞り弁制御装置において、機
関回転数を検出する機関回転数検出手段と、機関回転数
の上昇速度を演算する演算手段を備え、機関回転数の上
昇速度が所定値以上の場合にはレーシング、すなわち無
負荷回転上昇と判断し吸気絞り弁を全開にするようにし
た吸気絞り弁制御装置が提供される。According to the present invention, in an intake throttle valve control device for an electronically controlled diesel engine, an engine speed detecting means for detecting an engine speed and an increasing speed of the engine speed are calculated. There is provided an intake throttle valve control device, which is provided with a calculation means and is configured to fully open the intake throttle valve by determining that the engine speed is racing, that is, when the engine speed rises at a predetermined value or more, that is, when the engine speed increases.
【０００５】[0005]
【作用】回転数の上昇によりレーシングかどうか判断
し、レーシングである場合には、回転上昇中から吸気絞
り弁が全開にされるので圧縮点火に必要な充分な量の空
気が吸入され、そこに燃料の噴射がなましによって続い
ていても失火しないので白煙が発生しない。[Operation] Whether or not racing is determined by the increase in the number of revolutions, and in the case of racing, the intake throttle valve is fully opened during the increase in revolution, so a sufficient amount of air necessary for compression ignition is taken in, and there Even if fuel injection continues due to annealing, there is no misfire and no white smoke is generated.
【０００６】[0006]
【実施例】以下添付図面を用いて本発明の実施例を説明
する。図１は本発明による吸気絞り弁制御装置を組み込
んだ電子制御式ディーゼル機関の全体の構成を示すシス
テム図である。図において、１はエアクリーナであっ
て、エアクリーナから吸入された空気は吸気管２を通っ
てターボチャージャ３のコンプレッサ室３ｃに達し、こ
こで圧縮、加圧された後、吸気マニホールド４および吸
気ポート（図示しない）を経由して、燃焼室５に導入さ
れる。ここで、吸気マニホールド４は途中で、一旦、主
吸気通路４ｍと副吸気通路４ｓに別れ、再び集合してい
る。Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a system diagram showing the overall configuration of an electronically controlled diesel engine incorporating an intake throttle valve control device according to the present invention. In the figure, reference numeral 1 denotes an air cleaner, and the air sucked from the air cleaner reaches the compressor chamber 3c of the turbocharger 3 through the intake pipe 2 and is compressed and pressurized there, and then the intake manifold 4 and the intake port ( It is introduced into the combustion chamber 5 via (not shown). Here, the intake manifold 4 is once separated into a main intake passage 4m and a sub intake passage 4s, and then reassembles.
【０００７】主吸気通路４ｍと、副吸気通路４ｓにはそ
れぞれ主吸気絞り弁６ｍと、副吸気絞り弁６ｓが配設さ
れている。主吸気絞り弁６ｍはアクセルペダル７によっ
て開閉され、その開度は該主吸気絞り弁６ｍの軸と同軸
に取り付けられたアクセルセンサ８によって電気信号に
変えられエンジンコントロールコンピュータ９に送られ
る。副吸気絞り弁６ｓはアクチュエータ１０の作動によ
って開度が制御される。１１ａ，１１ｂは第１および第
２の電磁弁であって、アクチュエータ１０を作動させる
ためにバキュームポンプ１２によって発生された負圧の
供給を切り換えるものであってエンジンコントロールコ
ンピュータ９からの信号によって制御される。第１およ
び第２の電磁弁１１ａ，１１ｂの負圧供給回路が両方共
ＯＦＦにされた時に、副吸気絞り弁６ｓは全開となり、
第１の電磁弁１１ａの負圧供給回路がＯＦＦにされ、第
２の電磁弁１１ｂの負圧供給回路がＯＮにされた時に、
副吸気絞り弁６ｓは中開となり、第１および第２の電磁
弁１１ａ，１１ｂの負圧供給回路が両方共ＯＮにされた
時に、副吸気絞り弁６ｓは全閉になる。A main intake throttle valve 6m and a sub intake throttle valve 6s are provided in the main intake passage 4m and the sub intake passage 4s, respectively. The main intake throttle valve 6m is opened and closed by an accelerator pedal 7, and its opening is converted into an electric signal by an accelerator sensor 8 mounted coaxially with the axis of the main intake throttle valve 6m and sent to an engine control computer 9. The opening degree of the sub intake throttle valve 6s is controlled by the operation of the actuator 10. Reference numerals 11a and 11b denote first and second solenoid valves, which switch the supply of the negative pressure generated by the vacuum pump 12 to operate the actuator 10, and are controlled by a signal from the engine control computer 9. It When both the negative pressure supply circuits of the first and second solenoid valves 11a and 11b are turned off, the auxiliary intake throttle valve 6s is fully opened,
When the negative pressure supply circuit of the first solenoid valve 11a is turned off and the negative pressure supply circuit of the second solenoid valve 11b is turned on,
The sub intake throttle valve 6s is opened midway, and when both the negative pressure supply circuits of the first and second solenoid valves 11a and 11b are turned on, the sub intake throttle valve 6s is fully closed.
【０００８】１３は燃料噴射ポンプであって燃料噴射弁
１４から副室１５内に供給される燃料の送出をおこな
い、送出される燃料の量および時期はエンジンコントロ
ールコンピュータ９からの信号によって制御される。１
６は燃料噴射ポンプ１２の内部に配設された機関回転数
センサであって、検出したエンジン回転数をエンジンコ
ントロールコンピュータ９に送出する。１７は水温セン
サであって機関冷却水の温度を検出しエンジンコントロ
ールコンピュータ９に送出する。１８は吸気圧センサで
あって吸入管の圧力を検出してエンジンコントロールコ
ンピュータ９に送出する。１９は車速センサであって車
両の走行速度を検出しエンジンコントロールコンピュー
タ９に送出する。Reference numeral 13 is a fuel injection pump for delivering the fuel supplied from the fuel injection valve 14 into the sub chamber 15, and the amount and timing of the delivered fuel are controlled by a signal from the engine control computer 9. . 1
An engine speed sensor 6 is provided inside the fuel injection pump 12, and sends the detected engine speed to the engine control computer 9. A water temperature sensor 17 detects the temperature of the engine cooling water and sends it to the engine control computer 9. An intake pressure sensor 18 detects the pressure in the intake pipe and sends it to the engine control computer 9. A vehicle speed sensor 19 detects the traveling speed of the vehicle and sends it to the engine control computer 9.
【０００９】上述したように燃料の噴射量と時期は以下
のようにエンジンコントロールコンピュータ９からの信
号によって制御される。エンジンコントロールコンピュ
ータ９は吸気圧センサ１８により検出された吸気圧と、
機関回転数センサ１６により検出された機関回転数と、
アクセルセンサ８により検出されたアクセルペダル７の
踏み込み量に応じて予めマップ上に記憶された燃料噴射
量、燃料噴射時期を読み込んで燃料噴射ポンプ１３に送
出する。そして、アクセルペダル７が踏み込まれていな
いときには以下のように制御される。アクセルペダル７
が踏み込まれておらず、機関回転数が所定値以上である
場合には燃料噴射量は零になり燃料噴射はおこなわれ
ず、所定値以下の場合にのみ燃料噴射がおこなわれ、機
関回転数の低下率が所定値以上であるときには減速ショ
ックを和らげるために燃料噴射量を急激に減らすのでは
なく徐々に減らす燃料噴射量のなましがおこなわれる。As described above, the fuel injection amount and timing are controlled by signals from the engine control computer 9 as follows. The engine control computer 9 detects the intake pressure detected by the intake pressure sensor 18,
The engine speed detected by the engine speed sensor 16, and
The fuel injection amount and fuel injection timing stored in advance on the map are read according to the depression amount of the accelerator pedal 7 detected by the accelerator sensor 8 and sent to the fuel injection pump 13. Then, when the accelerator pedal 7 is not depressed, it is controlled as follows. Accelerator pedal 7
If the engine speed is not stepped on and the engine speed is higher than the predetermined value, the fuel injection amount becomes zero and fuel injection is not performed.If it is lower than the predetermined value, fuel injection is performed and the engine speed is reduced. When the rate is equal to or higher than the predetermined value, the fuel injection amount is gradually reduced, rather than being rapidly reduced, to reduce the deceleration shock.
【００１０】次に、本発明による電子制御式ディーゼル
機関の吸気絞り弁の制御装置における吸気絞り弁の制御
について説明する。本発明においても、基本的に、アク
セルペダル７が踏み込まれていない場合には、主吸気通
路４ｍの主吸気絞り弁６ｍを全閉とし、アクセルペダル
７が踏み込まれるとその踏み込み量に応じて主吸気通路
４ｍの主吸気絞り弁６ｍの開度を増大し、アイドル運転
時には主吸気通路４ｍの主吸気絞り弁６ｍは全閉となる
が副吸気通路４ｓの副吸気絞り弁６ｓが所定の中間開度
にし、減速運転時には主吸気通路４ｍの主吸気絞り弁６
ｍは全閉となるが副吸気通路４ｓの副吸気絞り弁６ｓを
全開とするが、これは特開昭５９ー５８４５号公報に示
されるのと同じである。レーシングの場合にはアクセル
開度が減少し始めてから吸気絞り弁を開けるのでは遅す
ぎるので、本発明においてはさらにレーシングを検知し
たら、アクセル開度の減少とは無関係に副吸気通路４ｓ
の副吸気絞り弁６ｓを開くという制御を付け加える。Next, the control of the intake throttle valve in the control device for the intake throttle valve of the electronically controlled diesel engine according to the present invention will be described. Also in the present invention, basically, when the accelerator pedal 7 is not stepped on, the main intake throttle valve 6m of the main intake passage 4m is fully closed, and when the accelerator pedal 7 is stepped on, the main intake throttle valve 6m The opening degree of the main intake throttle valve 6m in the intake passage 4m is increased so that the main intake throttle valve 6m in the main intake passage 4m is fully closed during the idle operation, but the sub intake throttle valve 6s in the sub intake passage 4s is opened at a predetermined intermediate position. The main intake throttle valve 6 in the main intake passage 4m during deceleration operation.
Although m is fully closed, the auxiliary intake throttle valve 6s of the auxiliary intake passage 4s is fully opened, which is the same as that disclosed in JP-A-59-5845. In the case of racing, it is too late to open the intake throttle valve after the accelerator opening starts to decrease. Therefore, in the present invention, if racing is further detected, the auxiliary intake passage 4s is irrelevant regardless of the decrease in the accelerator opening.
Control for opening the sub intake throttle valve 6s is added.
【００１１】図２は上記の絞り弁の制御のフローの詳細
を示す図である。ステップ１０１では、冷却水温が所定
値以上かどうかを判定し、ＹＥＳであればステップ１０
２に進み、ＮＯであればステップ１１１に進む。ステッ
プ１０２では、車速が零であるかどうかを判定し、ＹＥ
Ｓであればステップ１０３に進み、ＮＯであればステッ
プ１０５に進む。ステップ１０３では、アクセル開度変
化率ΔＡｃｃｐが零以下であるか、すなわちアクセルペ
ダルが閉じ動作中かどうかを判定し、ＹＥＳであればス
テップ１０４に進み、ＮＯであればステップ１０５に進
む。ステップ１０４では、アクセル開度Ａｃｃｐが所定
値（例えば１０％）以下であるかどうかを判定し、ＹＥ
Ｓであればステップ１１１に進み、ＮＯであればステッ
プ１０５に進む。ステップ１０５では、ΔＮＥ＝ＮＥ−
ＮＥ０の式によって前回回転数と今回回転数の差を計算
し、ステップ１０６に進む。ステップ１０６では、ステ
ップ１０５で求めたΔＮＥが所定値（例えば１００ｒｐ
ｍ）より、大きいかどうかを判定し、ＹＥＳであればス
テップ１１１に進み、ＮＯであればステップ１０７に進
む。ステップ１０７では、燃料の噴射量がなまし中かど
うかを判定し、ＹＥＳであればステップ１１１に進み、
ＮＯであればステップ１０８に進む。ステップ１０８で
は、回転数が所定値（例えば９００ｒｐｍ）以下である
かどうかを判定し、ＹＥＳであればステップ１０９に進
み、ＮＯであればステップ１１０に進む。ステップ１０
９では、アクセル開度Ａｃｃｐが所定値（例えば４％）
以下であるかどうかを判定し、ＹＥＳであればステップ
１１２に進み、ＮＯであればステップ１１１に進む。ス
テップ１０８で、ＮＯと判定されステップ１１０に進ん
だ場合には、ステップ１１０で回転数が所定値（例えば
２０００ｒｐｍ）以下であるかどうかを判定し、ＹＥＳ
であればステップ１１１に進み、ＮＯであればステップ
１１２に進む。ステップ１１１ではＦＬＡＧを１にする
制御をおこないステップ１１３に進むが、ここでＦＬＡ
Ｇを１にすることは副吸気通路４ｓの副吸気絞り弁６ｓ
を全開にすることを意味する。ステップ１１２はＦＬＡ
Ｇを０にする制御をおこないステップ１１３に進むが、
ここでＦＬＡＧを０にすることは副吸気通路４ｓの副吸
気絞り弁６ｓを中開にすることを意味する。FIG. 2 is a diagram showing details of the flow of control of the above-mentioned throttle valve. In step 101, it is determined whether the cooling water temperature is equal to or higher than a predetermined value, and if YES, step 10
If NO, proceed to step 111. In step 102, it is determined whether the vehicle speed is zero and YE
If S, proceed to step 103, and if NO, proceed to step 105. In step 103, it is determined whether the accelerator opening change rate ΔAccp is less than or equal to zero, that is, whether the accelerator pedal is closing, and if YES, the process proceeds to step 104, and if NO, the process proceeds to step 105. In step 104, it is determined whether or not the accelerator opening Accp is less than or equal to a predetermined value (for example, 10%), and YE
If S, proceed to step 111, and if NO, proceed to step 105. At step 105, ΔNE = NE−
The difference between the previous rotation speed and the current rotation speed is calculated by the expression NE0, and the routine proceeds to step 106. In step 106, ΔNE obtained in step 105 is a predetermined value (for example, 100 rp).
From m), it is determined whether it is larger. If YES, the process proceeds to step 111, and if NO, the process proceeds to step 107. In step 107, it is determined whether or not the fuel injection amount is in the moderation, and if YES, the process proceeds to step 111,
If NO, the process proceeds to step 108. In step 108, it is determined whether or not the rotation speed is equal to or lower than a predetermined value (for example, 900 rpm). If YES, the process proceeds to step 109, and if NO, the process proceeds to step 110. Step 10
In 9, the accelerator opening Accp is a predetermined value (for example, 4%)
It is determined whether or not the following, and if YES, the process proceeds to step 112, and if NO, the process proceeds to step 111. If NO in step 108 and proceed to step 110, it is determined in step 110 whether the rotation speed is equal to or lower than a predetermined value (for example, 2000 rpm), and YES.
If so, the process proceeds to step 111, and if NO, the process proceeds to step 112. In step 111, FLAG is set to 1 and control proceeds to step 113. Here, FLA is set.
Setting G to 1 means setting the auxiliary intake throttle valve 6s in the auxiliary intake passage 4s.
Means to fully open. Step 112 is FLA
Control is performed to set G to 0, and the process proceeds to step 113.
Here, setting FLAG to 0 means opening the auxiliary intake throttle valve 6s in the auxiliary intake passage 4s in the middle.
【００１２】ステップ１０１、１０２、１０３、１０４
をへてステップ１１１へ進んだ場合は機関が減速運転さ
れていて副吸気通路４ｓの副吸気絞り弁６ｓを全開にす
ることことをしめす。ステップ１０２を経てステップ１
０５、１０６、１０７、１０８、１０９を経てステップ
１１２へ進んだ場合は機関がアイドル運転されていて副
吸気通路４ｓの副吸気絞り弁６ｓを中開にすることをし
めす。ステップ１０３または１０４を経てステップ１０
５、１０６、１０７、１０８、１１０を経てステップ１
１２へ進んだ場合は機関が高速運転されていて副吸気通
路４ｓの副吸気絞り弁６ｓを中開にすることをしめす。
ステップ１０３または１０４を経てステップ１０５、１
０６、１０７、１０８、１１０を経てステップ１１１へ
進んだ場合は機関が中速運転されていて副吸気通路４ｓ
の副吸気絞り弁６ｓを全開にすることをしめす。ステッ
プ１０３または１０４を経てステップ１０５、１０６、
１０７を経てステップ１１２へ進んだ場合は燃料の噴射
がなまされて副吸気通路４ｓの副吸気絞り弁６ｓを全開
にすることをしめす。そして、ステップ１０４を経てス
テップ１０５、１０６を経てステップ１１１へ進んだ場
合は機関がレーシングされたので副吸気通路４ｓの副吸
気絞り弁６ｓを全開にすることをしめすものであって、
本発明によって特に加えられた部分である。Steps 101, 102, 103, 104
If the process proceeds to step 111 through step S11, it means that the engine is in deceleration operation and the auxiliary intake throttle valve 6s in the auxiliary intake passage 4s is fully opened. Step 1 through step 102
When the routine proceeds to step 112 through 05, 106, 107, 108 and 109, the engine is idling and the auxiliary intake throttle valve 6s of the auxiliary intake passage 4s is shown to be opened midway. Step 10 through step 103 or 104
Step 1 through 5, 106, 107, 108, 110
When the operation proceeds to 12, the engine is operating at high speed, which indicates that the auxiliary intake throttle valve 6s in the auxiliary intake passage 4s is opened to the middle.
After step 103 or 104, steps 105, 1
When the routine proceeds to step 111 through 06, 107, 108, 110, the engine is operating at medium speed and the auxiliary intake passage 4s
It is shown that the auxiliary intake throttle valve 6s is fully opened. Steps 105, 106 through steps 103 or 104,
When the routine proceeds to step 112 via 107, the fuel injection is blunted to indicate that the auxiliary intake throttle valve 6s in the auxiliary intake passage 4s is fully opened. Then, when the process proceeds to step 111 through steps 105 and 106 after passing through step 104, the engine has been raced, so that it indicates that the auxiliary intake throttle valve 6s of the auxiliary intake passage 4s is fully opened.
This is a part particularly added by the present invention.
【００１３】ステップ１１３ではイグニッションスウィ
ッチＩｇＳＷがＯＮかどうかを判定し、ＹＥＳであれば
ステップ１１４に進み、ＮＯであればステップ１１７に
すすむ。ステップ１１４ではＦＬＡＧが１かどうかを判
定し、ＹＥＳであればステップ１１５に進み、ＮＯであ
ればステップ１１６にすすむ。ステップ１１５ではＦＬ
ＡＧが１であることに基づいて副吸気通路４ｓの副吸気
絞り弁６ｓを全開にするように第１電磁弁１１ａ，第２
電磁弁１１ｂの負圧導入回路をそれぞれＯＦＦにする。
ステップ１１６ではＦＬＡＧが１でなく、０であること
に基づいて副吸気通路４ｓの副吸気絞り弁６ｓを中開に
するように第１電磁弁１１ａの負圧導入回路をＯＦＦに
し，第２電磁弁１１ｂの負圧導入回路をＯＮにする。ス
テップ１１７に進んだということは、機関が停止中であ
るので副吸気通路４ｓの副吸気絞り弁６ｓを全開にする
ように第１電磁弁１１ａ，第２電磁弁１１ｂの負圧導入
回路をそれぞれＯＮにする。In step 113, it is determined whether or not the ignition switch IgSW is ON. If YES, the process proceeds to step 114, and if NO, the process proceeds to step 117. In step 114, it is determined whether or not FLAG is 1, and if YES, the process proceeds to step 115, and if NO, the process proceeds to step 116. FL in step 115
Based on the fact that AG is 1, the first electromagnetic valve 11a and the second electromagnetic valve 11a are controlled so that the auxiliary intake throttle valve 6s in the auxiliary intake passage 4s is fully opened.
The negative pressure introducing circuits of the solenoid valves 11b are turned off.
In step 116, the negative pressure introducing circuit of the first solenoid valve 11a is turned off so that the auxiliary intake throttle valve 6s of the auxiliary intake passage 4s is opened to the middle based on the fact that FLAG is not 1 but 0, and the second electromagnetic valve is opened. The negative pressure introducing circuit of the valve 11b is turned on. The process proceeds to step 117, which means that the engine is stopped, so that the negative pressure introducing circuits of the first electromagnetic valve 11a and the second electromagnetic valve 11b are respectively opened so that the auxiliary intake throttle valve 6s of the auxiliary intake passage 4s is fully opened. Turn it on.
【００１４】[0014]
【発明の効果】本発明は、上記の様に構成され作用する
ので、回転数の上昇によりレーシングかどうか判断し、
レーシングである場合には、従来のようにアクセルが閉
じ始めてから吸気絞り弁を全開にするのではなく、回転
上昇中から吸気絞り弁が全開にされるので圧縮点火に必
要な充分な量の空気が吸入され、そこに燃料の噴射がな
ましによって続いていても失火しないので白煙が発生し
ない。特に、実施例にあげたようなターボ過給器付きの
ディーゼル機関においては、レーシングした時には、排
気の圧力が弱くタービンが充分に回転しないために吸気
圧が下がりやすいので本発明が有効である。Since the present invention is constructed and operates as described above, it is determined whether or not racing is performed by increasing the number of revolutions,
In the case of racing, the intake throttle valve is not fully opened after the accelerator starts closing as in the past, but the intake throttle valve is fully opened while the rotation is increasing, so a sufficient amount of air necessary for compression ignition is obtained. Is inhaled, and there is no white smoke because there is no misfire, even if fuel injection continues there. In particular, in a diesel engine with a turbocharger as described in the examples, the present invention is effective because, when racing, the exhaust pressure is weak and the turbine does not rotate sufficiently, so the intake pressure tends to drop.
【図１】本発明の実施例の構成を示す図である。FIG. 1 is a diagram showing a configuration of an exemplary embodiment of the present invention.
【図２】本発明による絞り弁の制御のフローの詳細を示
す図である。FIG. 2 is a diagram showing details of a flow of control of a throttle valve according to the present invention.
２…吸気管 ３…ターボチャージャ ４…吸気マニホールド ４ｍ…主吸気通路 ４ｓ…副吸気通路 ６ｍ…主吸気絞り弁 ６ｓ…副吸気絞り弁 ８…アクセル開度センサ ９…エンジンコントロールコンピュータ １１ａ…第１電磁弁 １１ｂ…第２電磁弁 １２…燃料噴射ポンプ １３…燃料噴射弁 １４…副室 １５…機関回転数センサ １６…水温センサ １７…吸気圧センサ １８…車速センサ 2 ... Intake pipe 3 ... Turbocharger 4 ... Intake manifold 4m ... Main intake passage 4s ... Sub intake passage 6m ... Main intake throttle valve 6s ... Sub intake throttle valve 8 ... Accelerator opening sensor 9 ... Engine control computer 11a ... First electromagnetic Valve 11b ... Second solenoid valve 12 ... Fuel injection pump 13 ... Fuel injection valve 14 ... Sub chamber 15 ... Engine speed sensor 16 ... Water temperature sensor 17 ... Intake pressure sensor 18 ... Vehicle speed sensor
Claims (1)
制御装置において、機関回転数を検出する機関回転数検
出手段と、機関回転数の上昇速度を演算する演算手段を
備え、機関回転数の上昇速度が所定値以上の場合にはレ
ーシング、すなわち無負荷回転上昇と判断し吸気絞り弁
を全開にすることを特徴とする電子制御式ディーゼル機
関。1. An intake air throttle valve control device for an electronically controlled diesel engine, comprising engine speed detecting means for detecting an engine speed, and calculating means for calculating an increasing speed of the engine speed. An electronically controlled diesel engine, which is characterized in that when the speed is equal to or higher than a predetermined value, racing, that is, it is determined that no-load rotation has increased, and the intake throttle valve is fully opened.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19847993A JPH0754675A (en) | 1993-08-10 | 1993-08-10 | Intake throttle valve control device of electronic control type diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19847993A JPH0754675A (en) | 1993-08-10 | 1993-08-10 | Intake throttle valve control device of electronic control type diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0754675A true JPH0754675A (en) | 1995-02-28 |
Family
ID=16391801
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19847993A Pending JPH0754675A (en) | 1993-08-10 | 1993-08-10 | Intake throttle valve control device of electronic control type diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0754675A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2011514472A (en) * | 2008-02-28 | 2011-05-06 | クノル−ブレムゼ ジステーメ フューア ヌッツファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Method and apparatus for controlling the output torque of an automated transmission coupled to an internal combustion engine |
-
1993
- 1993-08-10 JP JP19847993A patent/JPH0754675A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2011514472A (en) * | 2008-02-28 | 2011-05-06 | クノル−ブレムゼ ジステーメ フューア ヌッツファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Method and apparatus for controlling the output torque of an automated transmission coupled to an internal combustion engine |
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