JPS58214631A - Fuel metering device in fuel injection pump - Google Patents
Fuel metering device in fuel injection pumpInfo
- Publication number
- JPS58214631A JPS58214631A JP9837382A JP9837382A JPS58214631A JP S58214631 A JPS58214631 A JP S58214631A JP 9837382 A JP9837382 A JP 9837382A JP 9837382 A JP9837382 A JP 9837382A JP S58214631 A JPS58214631 A JP S58214631A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- cylinder
- fuel
- rotational speed
- fuel injection
- 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.)
- Granted
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
- F02D41/008—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)
Abstract
Description
【発明の詳細な説明】
本発明はエンジンにお（Ｊる燃オ′」噴射ポンプの燃わ
１調帛装置に関し、特に、多シリンダーＦンジンのシリ
ンダ相互間にお（Ｊる燃料噴射吊のバラン１−を、燃料
１１ｒ４ ！：ｉｊ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聞弁制０１ｌ−！Ｉ
Ｉることにより修止Ｊるようにした燃料ｉｉＩ！１吊菰
買に関づるものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel injection regulating device for a fuel injection pump in an engine, and particularly to a fuel injection regulating device for a fuel injection pump in a multi-cylinder engine. The balun 1- is connected to the fuel 11r4!:ij pump, and the flow rate control valve installed in the fuel overflow passage is controlled corresponding to each cylinder 01l-!I
The fuel that was fixed by I! 1. This is related to the purchase price.
従来、エンジンに使用される燃）１３＋ １１１’４
！ＪＪポンプは、１２９２回転数どスロワ１〜ルの踏み
込み閉に応じて動くガバナレバーにＪ、り燃料噴用吊を
全気筒共通に−１１１に制御していた。Conventionally, the fuel used in engines) 13 + 111'4
! The JJ pump had a governor lever that moved in response to the throttle being depressed and closed at 1292 rpm, and the fuel injection valve was controlled at -111 in common for all cylinders.
しかし、！ＩＩ！Ｉ造公差あるいは経時変化などにより
気筒相方間で燃料噴射弁の間口面積にバラツキを４１−
するなとして気筒別の燃料噴用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ａ３ Ｌ−Ｊるドライ
バビリティを損うというような問題が生じ易かった。but,! II! Variations in the frontage area of the fuel injector between cylinder partners due to I construction tolerances or changes over time, etc. 41-
This will cause variations in the amount of fuel injected between cylinders, resulting in unstable combustion, increasing harmful components in the exhaust gas, and impairing the drivability of the A3 L-J, especially at idle speed. Problems were likely to occur.
−２−
本発明は上記の点を解？ノコすることを目的どじ、各気
筒毎に適正な燃斜噴ｑ１串が１１７られ上記の如きエミ
ッションを良好にすることがＣぎしかｂドライバビリテ
ィの向上を図るものである。-2- Does the present invention solve the above points? Regardless of the purpose of this, it is possible to improve the drivability by providing an appropriate fuel skew injection q1 for each cylinder to improve the emissions as described above.
このｌこめ本発明は多シリンタ］−ンジンの各シリンダ
に対応づるエンジン回転速度に応じて燃料ｐｈｉ帽吊を
調節する燃料噴射ポンプの燃斜調吊装置Ｒであって、該
エンジンの回転速度を検出づる同転速度センサと、該エ
ンジンの負荷吊を示Ｊ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Ｔンジン平均
回転速度と負荷吊と／）目ろ基本制御量を演瞳すると共
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角の学習値を算出
し、上配基本制油１吊をシリンダ角の学習値により補正
することによりシリンダ毎の制御用を算出する制御回路
と、１１７４則ポンプの燃１．！ｌ溢流通路に設置され
、かつ、１−記制御回路による制御量のデータにもとづ
く制す１１信号を受（プ各シリング間の燃料噴Ｑ・１ｍ
の不均印を補正するにうに開弁動作する電磁弁とを−
３ −
備えたことをＲ徴とでる。以下図面を参照１）つつ本発
明を説明Ｊる。In summary, the present invention is a fuel angle adjustment device R for a fuel injection pump that adjusts the fuel level adjustment according to the engine rotational speed corresponding to each cylinder of a multi-cylinder engine. An engine load sensor that outputs a J signal indicating load lifting of the engine, and a T engine average rotational speed and load lifting based on the rotational speed of the engine and/or a basic control amount. At the same time, a learned value of the cylinder angle is calculated according to the deviation between the average rotational speed of the engine and the rotational speed corresponding to each cylinder, and the upper basic oil control is corrected by the learned value of the cylinder angle. A control circuit that calculates the control amount for each cylinder based on the 1174 law pump fuel 1. ! It is installed in the overflow passage and receives the control signal 11 based on the data of the control amount by the control circuit described in 1-1.
A solenoid valve that opens to correct the imbalance of -
3 - Being prepared is an R sign. The present invention will be explained 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η。FIG. 1 shows an overall configuration diagram of an embodiment of the present invention.
第１図にａ３いて、分配型（・あってフェイスカム式の
燃＄ｊｌ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ャ２が嵌入される。At a3 in FIG. 1, a plunger 2 for suctioning, compressing and distributing fuel is fitted into the main body 1 of a distribution type (and face cam type) fuel injection pump.
る該７ランジト２の先端はポンプ本体１と」（に圧力室
５を形成する。他端はフェイスカム３が取りつ（プられ
るど共にエンジンのドライブシャ７１〜と連結される。The tip of the seven lunges 2 forms a pressure chamber 5 between the pump body 1 and the other end, where the face cam 3 is attached and connected to the drive shaft 71 of the engine.
該フェイスカム３Ｉま［］−ラ保持器１４に固定された
ローラピン３２で支承された［：Ｉ −ラ３１ど当接し
ている。従って、前記プランジャ２は回転しながら、図
示矢印ａ、ｂ方向に往復動づるＪ：うにイ象される。又
、前記プランジャ２には燃料吸入、分配及び溢流用の各
ボー１〜が設（プられ、回転に伴ってポンプ本体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イｒされている。The face cam 3I is in contact with the [:I-ra 31] supported by a roller pin 32 fixed to the holder 14. Therefore, the plunger 2 rotates and reciprocates in the directions of the arrows a and b in the figure. Further, the plunger 2 is provided with respective bows 1 for fuel suction, distribution, and overflow, and as the plunger rotates, it connects with the suction passage 10, distribution passage 6, and overflow passage 7 provided in the pump body 1, respectively. It is designed to match in a timely manner.
分配通路６の末端は吸い戻しブ↑４を介して噴射ノズル
へ連結され、溢流通路７の間は渦流制御用の電磁弁−４
−
８を介し−Ｃ燃わ１吸入側へ連結されている。The end of the distribution passage 6 is connected to the injection nozzle via a suction valve ↑4, and between the overflow passages 7 there is a solenoid valve 4 for controlling the vortex flow.
- Connected to the -C combustion 1 suction side via 8.
−力、Ｅ ＣＩＪ即ち制御回路９には、エンジンのクラ
ンク軸に取りイ９１けられたリングキアと電磁ピックア
ップとからなる回転速度センサ１１、Φ両のアクレルペ
ダルの踏み込み具合を検出りるボラーンシ」メータ等か
らなる］ニンジン負荷センサ１２、又、必要に応じてア
クはルが踏み込まれない状態を検出するアイドルスイッ
ヂ１３、更に例えばエンジンの冷却水湿度、吸入空気潤
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１ノ１６が接続される。［ｃ［Ｊ９はこれら
の入力信号に基づいて所定の演拝処理を行い電磁弁８の
開弁時＋１１１を決定し対応する指令信号を出力Ｊる。- Power, E CIJ, that is, the control circuit 9 includes a rotational speed sensor 11 consisting of a ring gear mounted on the engine crankshaft and an electromagnetic pickup, a voluncier meter that detects the degree of depression of both Φ accelerator pedals, etc. a carrot load sensor 12, and an idle switch 13 that detects a state in which the accelerator is not depressed as necessary; Various sensors 15 for detection and cylinder discrimination sensors 1 and 16 are connected. [c[J9 performs predetermined worship processing based on these input signals, determines the opening time of the electromagnetic valve 8 +111, and outputs a corresponding command signal.
次に、本実施例の作用を説明づる。Next, the operation of this embodiment will be explained.
プランジｔ２と）」ニイスヵム３はエンジンの回転に同
期して回転しつつ、１回転に気筒数分だり往復動し、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
ジャ２の五降時（図示矢印ａ方向の動作）に吸入通路１
ｏがら圧力室５内へ燃料を吸入し、続いてフェイスカム
３が［］−ラ３１− ５ −
に乗りＩ−げてプランシト２を押し上げて上昇に稈（図
示矢印１）方向の動作）ｌこ入ると、プランジＸ・２の
回転につれて吸入通路１０ば塞がれ、吸入された燃料は
圧力室５内で圧縮され、引ぎ続いて分配通路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ってノ
ズルから噴射され、更に所定時間経過後電磁弁８を通電
するど、高圧燃料は渦流通路７を通って低圧側へ溢流し
て圧力が低下し−Ｃノズルからの噴射は終了する。The plunger t2 and)' Niscum 3 rotates in synchronization with the rotation of the engine, reciprocating for several cylinders per revolution, and each reciprocating movement is considered to be one cycle. (movement in the direction of arrow a)
Then, the face cam 3 rides on the []-ra 31-5-, pushes up the plansite 2, and moves upward (movement in the direction of the arrow 1 in the figure)). As the plunger X.2 rotates, the suction passage 10 is blocked, the suctioned fuel is compressed in the pressure chamber 5, and the distribution passage 6 is subsequently opened, and the high-pressure fuel is passed through the suction valve. When the solenoid valve 8 is energized after a predetermined period of time, the high-pressure fuel overflows to the low-pressure side through the vortex passage 7, and the pressure decreases to the -C nozzle. The injection from
前記＠磁弁８の量弁時期はＥ ＣＵ ９がらエンジンの
運転状況に応じて各シリンダ毎の最適値にυｉ算指令さ
れるものである。The valve timing of the @magnetic valve 8 is commanded by the ECU 9 to calculate the optimum value υi for each cylinder according to the operating condition of the engine.
第２図は制御回路９のブロック図を示し、１００は気筒
毎の制御量を演ＩＩ ？Ｉるマイクロプロセッサ＜ ｃ
Ｐ Ｕ ）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
ラン１〜する。またこの入力力ウンタ１０１はＪ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（プる
と、コモンバス１５− ６ −
Ｏを通じてマイクロブ［ＩＩ？ツ→ｊ−１００に割り込
み信号を出力づる。又入力カウンタ１０１には基準のシ
リンダを示Ｊパルス信弓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
をマイクロプロセッサ１００に伝達する。１０３は△−
Ｄ変換器から成るアナログの入カポ−１〜であって、エ
ンジン負仙セン４）１２からの信号を△−Ｄ変換してマ
イクロプロセッサ１００に読み込ませる機能を持つ。こ
れら各ユニッｉ〜１０１．１０２．１０３の出力情報は
］モンバス１５０を通してマイク［」プ［１セツリ−１
００に伝達される。１０５（よ電源回路で後述づるＲＡ
Ｍ１０６に電力を供給Ｊる。１７はバラ−アリ、１８は
キースイッチであるが電源回路１０５はキースイッチ１
８を通さず直接、バッテリ１７に接続されている。よっ
て後述するＲＡＭ１０６はキースイッチ１８のオン・Ａ
〕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ッチ１８を通してバッテリ１７に
接続されている３、電源回路１０４４；ｊ；後述するＲ
ＡＭ１０６以−７−
外の部分に電源を供給でる。１０６はプログラノ、動作
中一時使用される一時記憶ユニツ１〜（ＲＡＭ）である
が＾１１述の様にキースイッチ１８のオン・Ａフに関係
なく常時電源が印加されキースイッチ１８をＡノにして
機関の運転を停車しても記憶内容が消失しない構成とな
っていて不揮発性メモリをな１ｏ１０７は通常の一時記
憶メｔす、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
ッチ、ダウンカウンタ、増幅回路等を含み、ＣＰＵ１０
０で演粋された制御量を示１データに基づいて電磁弁８
を開弁ざＵる。電磁弁８は出力回路１１０からの駆動信
号を受【Ｊで量弁動作を行い、燃料を燃料渦流通路７を
経て渦流さける。１１１はタイマーであって、クロック
パルス信号を発生して経過時間を測定し、ＣＰｊＪｌｏ
ｏにり日ツク信号を出力したり、割り込み制御部１０２
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
、＝ ８ ＝
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はその信号から削り込み信号を発生し、
マイクロプロはツサ１００に制御１ＭＩの演算を行なう
割り込み処理ルーチンを実行さける。FIG. 2 shows a block diagram of the control circuit 9, and 100 represents the control amount for each cylinder. Microprocessor <c
P U ). Reference numeral 101 denotes an input counter, which calculates the engine rotation speed from 1 to 1 based on a signal from the rotation speed sensor 11. The input force counter 101 also sends an interrupt command signal to the interrupt control section 102 in synchronization with the engine rotation. When the interrupt control section 102 receives this signal, it outputs an interrupt signal to the microb [II? A cylinder discrimination sensor 16 that generates a signal is connected and transmits a digital binary signal indicating the cylinder to the microprocessor 100. 103 is △-
These are analog input ports 1 to 1 consisting of D converters, and have the function of Δ-D converting the signal from the engine negative sensor 4) 12 and reading it into the microprocessor 100. The output information of each of these units i to 101.102.103 is transmitted through the microphone bus
00. 105 (RA described later in the power supply circuit)
Supply power to M106. Reference numeral 17 indicates a separate unit, and reference numeral 18 indicates a key switch, and the power supply circuit 105 is a key switch 1.
It is directly connected to the battery 17 without passing through the battery 8. Therefore, the RAM 106, which will be described later, is
] Power is always applied regardless of the 104 is also a power supply circuit, but it is connected to the battery 17 through the key switch 18. 3, power supply circuit 1044; j; R to be described later
AM106 and above-7- Power can be supplied to the outside parts. Reference numeral 106 designates temporary memory units 1 to (RAM) that are temporarily used during program operation, but as mentioned in 11, power is always applied regardless of whether the key switch 18 is on or off, and the key switch 18 is set to A mode. 107 is a normal temporary memory, and 108 is a read-only memory that stores programs and various constants. (ROM). , 1
10 is an output circuit that sends a control signal to the solenoid valve 8, and includes a latch, a down counter, an amplifier circuit, etc.
0 indicates the control amount derived from the solenoid valve 8 based on the 1 data.
I will open the valve. The electromagnetic valve 8 receives a drive signal from the output circuit 110 and performs a quantity valve operation at [J] to swirl the fuel through the fuel swirl passage 7. 111 is a timer that generates a clock pulse signal to measure the elapsed time, and
The interrupt control unit 102 outputs a daily signal and
Outputs a time interrupt signal. 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, and supplies an interrupt command signal to the interrupt control unit 102 at the end of the measurement. The interrupt control unit 102 generates a cutting signal from the signal,
The microprocessor causes the handler 100 to execute an interrupt processing routine that performs control 1MI calculations.
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
て燃わ１を供給する各シリンダを特定Ｊるため１１１準
どなる第１シリンダの咄剣時にパルス信号を出力する。The cylinder discrimination sensor 16 outputs a pulse signal when the first cylinder 111 is fired in order to specify each cylinder that supplies combustion 1 according to the combustion order of each cylinder.
エンジン負荷センサ゛１２は、］−ンジンの負荷に応じ
たアナログ電圧信号を入カポ−ｈ １０３に出力する。The engine load sensor 12 outputs an analog voltage signal corresponding to the engine load to the input capacitor 103.
第３図はマイクロプロセッサ１００の概略フローチャー
トを示す。以上、このフローチャートにもとづきマイク
ロプロセッサ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 microprocessor 100. Above, the functions of the microprocessor 100 will be explained based on this flowchart, and the operation of the entire configuration will also be explained.
−９−
キースイッチ１８がオンづると同時に、Ｒ（’） Ｍ２
Ｏ３内に予め用意されたプログラムがスターＩへし、ｊ
ず後続の処理に先立って初期化の処理を実行づる。-9- At the same time as the key switch 18 is turned on, R(') M2
A program prepared in advance in O3 is sent to Star I, and j
First, initialization processing is performed prior to subsequent processing.
ステップ２００では回転速度レン’Ｊ−１１による同転
速度Ｎからエンジン平均回転速劇画を締出づると技に、
］−ンジン負荷レセン１２からＴンジン負？Ｉ？ｉαを
取り込み、これらのデータ良、αから基本制御Ｉ量Ｔｏ
を算出する。In step 200, the engine average rotational speed is determined from the same rotational speed N by rotational speed Ren'J-11.
]- Engine load Resen 12 to T engine negative? I? iα is taken in, and from these data, the basic control I quantity To
Calculate.
ステップ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ゼン’ｊ−
１６からの０信弓入力後の回転速ｊ哀センサ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, the cylinder (i) is determined by cylinder discrimination Zen'j-
This is performed based on the number of inputs of the N signal from the rotational speed sensor 11 after the 0 signal is input from 16.
ステップ２０２では不揮発刊メモリ１０６内にある上記
判定されたシリンダ（ｉ）に対応覆る学習値Ｋｉを取り
出し、ステップ２０３では学習値Ｋｉにより基本側ｔｉ
ｌｌ ｍ Ｔｏを補正して制ｔｌｌｌｆｆｉＴｉをＴｏ
Ｘ（１＋Ｋｉ）とし、ステップ２０４で出力づる。In step 202, a learning value Ki corresponding to the determined cylinder (i) in the non-volatile memory 106 is retrieved, and in step 203, the basic side ti is
Correct ll m To and control tllllffi To
X(1+Ki) and output in step 204.
ステップ２０５−２０６の間では、エンジン負−１０−
葡およびエンジン回転速度の安定状態を判別し、安定状
態の時のみステップ２０７へ進む。非安定状態の時（よ
ステップ２２２へ進み、メ七り１０６内の後述ＪるＴン
ジン回転速１宴積紳値ΣＮｉをクリ）ｌ ｌ、て偏った
エンジン回転数データで学習ｉｆｉの補正をしく、ｒい
様にしている。Between steps 205 and 206, it is determined whether the engine rotational speed is stable or not, and the process proceeds to step 207 only when the engine speed is stable. When in an unstable state (proceed to step 222 and click the engine rotation speed 1 engine speed value ΣNi described later in menu 106), correct the learning ifi using the biased engine rotation speed data. I'm trying to be nice and cute.
上述の安定状態の判別は次の様に実施している。The above-mentioned stable state determination is performed as follows.
即ち、ステップ２０５では］−ンジン回転速度変化吊お
よびエンジン負荷変化■（ΔＮ・＝Ｎｉ−１−Ｎｌおよ
び△α・・α１−１−α１）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
スラップ２０６に進み、確実な学習のために、負荷変化
か無くな・）でからエンジン状態が安定になるまでのデ
ィレィ判定を行な−う。That is, in step 205, it is determined whether engine rotational speed change and engine load change (ΔN = Ni-1-Nl and Δα...α1-1-α1) are each less than a predetermined value, and If the amount of change is less than a predetermined value, the process further proceeds to slap 206, and for reliable learning, a delay is determined from when there is no load change until the engine condition becomes stable.
了して所定ディレィ後はステップ２０７に進む。After a predetermined delay, the process proceeds to step 207.
ステツノ゛２０７から２１２間では字消のための気筒別
のエンジン回転）＊度Ｎ１を取り込み後述づるステップ
２１３における比較２ｇ準を算出Ｊる。Between steps 207 and 212, the engine rotation for each cylinder for letter cancellation) * degree N1 is taken in to calculate the comparison 2g standard in step 213, which will be described later.
即らステップ２０７では燃料噴１）Ｊ後の燃わ１がＪ−
レジン１〜ルクとして反映されるまでのディレィを考−
１１−−
慮し、所定ディレィ中はこのルーチンから１にりＣステ
ップ２２２へ進むが、所定ディレィ後はステップ２０８
にＭＬむ。That is, in step 207, the fuel 1 after the fuel injection 1) J is J-
Consider the delay from resin 1 to reflected as lux.
11-- Considering this, during a predetermined delay, this routine returns to step 1 and proceeds to C step 222, but after the predetermined delay, it proceeds to step 208.
ML to.
ステップ２０８Ｃは燃オ；１がエンジン出力としＣ反映
された時の気筒別の］−ンジン回転速度Ｎ１を取り込み
、ステップ２０９に進／Ｖで、メ王り１゜６内にある１
−ンジン回転速度槓紳値ΣＮ１に加えて新たなΣＮ１と
Ｊる。Step 208C takes in the combustion engine rotation speed N1 for each cylinder when 1 is the engine output and C is reflected, and proceeds to step 209.
- In addition to the engine rotational speed value ΣN1, a new ΣN1 is added.
ステップ２１０では＋ｉｆｆステップ２０って算出した
一ｒンジン回転速度槓紳（「ＩΣＮ１をメモリ１０６に
格納りる。In step 210, +if step 20 calculates the calculated engine rotational speed (IΣN1) and stores it in the memory 106.
ステップ２１１ではエンジン回転速度Ｎ１の取り込み回
数が所定回数（気筒数の整数倍例えば４回）と一致しノ
こかどうかを判定し、所定回数にψ１だイ１い場合は本
ルーヂンから抜（）てステップ２゜ＯにジトンゾＪるが
、所定回数になった場合にはステップ２１２に進む。In step 211, it is determined whether the number of times the engine rotation speed N1 is taken in matches a predetermined number of times (an integral multiple of the number of cylinders, for example, four times), and if ψ1 is less than the predetermined number of times, it is removed from the main routine (). Then, the process goes to step 20, but if the predetermined number of times has been reached, the process goes to step 212.
ステップ２１２では所定回数取り込んだ後の」ニンジン
回転速度積算値ΣＮ１の平均値Ｍを算出して、ステップ
２１３では該平均値＆と気筒別のニー １２ −
ンジン回転速度Ｎｉとの差（△Ｎ＝Ｎｉ−Ｎ）が１Ｆ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Ｎ１が平均値＆にり人きい場合は当該気筒の燃料ｌ
＾劃側が多いど判定しステップ２１６（こ進むが、エン
ジン回転速度Ｎ１が平均値艮より小さい場合は当該気筒
の燃料噴射吊が少ないと判定してステップ２１４に進み
、Ｔンジン回転速度Ｎ１が平均値酊と等しい１月合はス
テップ２１５に進む。In step 212, the average value M of the carrot rotational speed integrated value ΣN1 after being captured a predetermined number of times is calculated, and in step 213, the difference between the average value & and the engine rotational speed Ni for each cylinder (△N= Ni-N) is 1F, negative or equal, and if the engine rotational speed N1 is the average value & is equal to the average value, the fuel l of the cylinder is
ﾾIt is determined that the engine rotation speed N1 is higher than the average value, and the process proceeds to step 216. However, if the engine rotation speed N1 is smaller than the average value, it is determined that there is less fuel injection in the relevant cylinder, and the process proceeds to step 214, in which the engine rotation speed N1 is determined to be the average value. If the January match is equal to the drunkenness, proceed to step 215.
ステップ２１６ではステップ２０３での制御吊下１から
中位？Ｉｌｉ正吊△Ｔ１を減じ、ステップ２１４では制
ｉｌｌ ｍ Ｔ ｉに１１１位補正量△Ｔ１を加え、ス
テップ２１５では制御量１”ｉをそのままどじ、それぞ
れ補正制ｔａｎ吊Ｔｉ −とＪる。In step 216, is the control suspension 1 to medium in step 203? Ili, normal suspension ΔT1 is subtracted, and in step 214, the 111th position correction amount ΔT1 is added to the control ill m Ti, and in step 215, the control amount 1"i is left as is, and the correction control tan suspension Ti - is obtained.
ステップ２１７では補正制御量Ｔ１−ど基本制御ｆｉＴ
ｏどの差をとり、Ｌｌｉ位補正邑槓算ｔ１１ｉ （ΣΔ
Ｔ）ｉを求める。In step 217, the correction control amount T1 - basic control fiT
o Take the difference and calculate the Lli position correction value t11i (ΣΔ
T) Find i.
ステップ２１８で゛はステップ２１７で゛求めた単、
位補正吊積ｗｌｌｆ１〈Σ△Ｔ）ｉが所定値以トであ
るかどうかを判別し、所定値以上の場合は何らかの−１
３−
異常があるとしてステップ２１９へ進み、学習萌１（ｉ
をクリアする。一方、所定値未満の場合は正常どしてス
テップ２２０で単位補ｒｌ！ａ積綽値（Ｌ△Ｔ）１どス
テップ２００で求めた基本制御量Ｔ。In step 218, ``is'' the unit obtained in step 217,
It is determined whether the position correction hanging product wllf1〈Σ△T)i is equal to or greater than a predetermined value, and if it is equal to or greater than the predetermined value, some -1
3- Assuming that there is an abnormality, proceed to step 219 and perform learning moe 1 (i
Clear. On the other hand, if it is less than the predetermined value, it is determined to be normal and the unit correction rl! is returned to step 220. a product value (L△T) 1 is the basic control amount T obtained in step 200;
との比を駈１こな学習偵に１として求める。Find the ratio of 1 to 1 for the canter student.
ステップ２２１では学ＰＪ ｍ Ｋ ｉを不揮発性メモ
リ１０６に記憶して、次回の制御量Ｔ１算出に利用する
。In step 221, the science PJ m K i is stored in the nonvolatile memory 106 and used for the next calculation of the control amount T1.
マイクロプロセツサの機能は以上の通りである。The functions of the microprocessor are as described above.
以上の様にして気筒別の字消値Ｋｉを補正し各シリンダ
相互間の燃わＩＩ＠躬吊差をなくＪように電磁弁８のシ
リンダ毎の開弁時期を決定づる。As described above, the cylinder-specific offset value Ki is corrected, and the opening timing of the solenoid valve 8 for each cylinder is determined so as to eliminate the combustion difference between the cylinders.
第４ａ図および第１１１〕図は上述した如き実施例を従
来例と比較１ノで具体的に説明するｌこめのタイムチｔ
−ｔ−を示しており、第４ａ図が従来例に対応づ゛る
もの、第４ｂ図が本実施例に対応づるものとして表わし
ている。Figures 4a and 111 are detailed time charts for specifically explaining the above-mentioned embodiment by comparing it with the conventional example.
4a corresponds to the conventional example, and FIG. 4b corresponds to the present embodiment.
従来の方法においては、第４ａ図に図示する如＜、−丁
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−ｉ／Ｉ −
ツキを生じていて５．Ｊ１本本制１１１ ＩＩ Ｔｏを
一定に設定し、かつ学習値１〈が＜’にいため制御吊下
は（１））に示Ｊ如く一定と４１す、このため供給燃料
１ｆｉｑ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, the engine rotational speed N varies between the cylinders as shown in (a) due to the variation in the amount of fuel supplied between the cylinders. 5. J1 main system 111 II To is set constant, and the learned value 1 <<', so the control suspension is constant as shown in (1)), so the supplied fuel 1fiq is ( As shown in C), there are still variations among the cylinders, and as a result, the engine rotational speed N is not corrected and remains in a state where variations occur between the cylinders.
これに対し、本実施例においては、第４ ａ図の（ａ）
に示す如く］］ンジン回転速度Ｎにバラツキが介と１−
リ−ると、第３図で」二）ホした如く、学習値Ｋを気筒
別に補正するため、第４ｂ図に１４示する如く制御Ｉ
ｆＵ 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（気筒間でのバラツキ
が解消されて金気筒について略同−の値をもつにうにな
る。従ってＴンジン回転速度Ｎ（よ（ａ）に示す如く気
筒間でのバラツキが解消し金気筒について略同−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, (a) in Fig. 4a
As shown in ]] There are variations in the engine rotational speed N.
Then, in order to correct the learning value K for each cylinder as shown in ``2)'' in Figure 3, the control I
fU T is corrected for each cylinder as shown in (b), and as a result, the supplied fuel amount q becomes as shown in (C) (variations between cylinders are eliminated and the values for the gold cylinders are approximately the same). Therefore, the T engine rotational speed N (as shown in (a)) eliminates the dispersion among the cylinders, and the two cylinders have approximately the same - value, resulting in an operating state with no uneven rotation.
以上説明した如く、本発明は多シリンダ」ンジンの各シ
リンダに対応づるエンジン回転速度に応じて燃わ１噴射
量を調節する燃ｌｉｔ ｌｊ躬水ポンプ燃わ１− １５
−
調量装置であって、該エンジンの回転速１良を検出づる
回転速曵センリど、該エンジンのｆ″ｌｌ荷吊り信号を
出力ＪるＪンジン負荷センリど、上記−１−ンシンの回
転速度にムどづくＴンジン平均回転速度と負荷吊とから
１（水制９１１量を演紳づると共に、ト記丁ンジンの平
均回転速度と各シリンダに対応する回転速度との８差に
応じてシリンダ毎の学習値をい出し、上記基本制御量を
シリンダ毎の学習値により補正Ｊることににリシリンタ
毎の制Ｏ１ｌ ｆｌを算出する制御回路と、噴躬ポンプ
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は各シリンダ間
の燃料噴ＱＪ ｉの不均石を補正するように量弁動作す
る゛電磁弁とを備えてなる。As explained above, the present invention provides a fuel injection pump that adjusts the fuel injection amount according to the engine rotational speed corresponding to each cylinder of a multi-cylinder engine.
- A metering device, such as a rotation speed sensor that detects the rotation speed of the engine, a load sensor that outputs a load lifting signal of the engine, and a load sensor that detects the rotation speed of the engine. Based on the average rotational speed of the engine and the load load, which affect the speed, the amount of water control 911 is determined, and the difference between the average rotational speed of the engine and the rotational speed corresponding to each cylinder is determined. A control circuit is installed in the fuel overflow passage of the injection pump and a control circuit that calculates the control O1l fl for each cylinder and corrects the basic control amount by calculating the learned value for each cylinder. and an electromagnetic valve which receives a control signal based on the data of the control amount from the control circuit and operates to correct the asymmetry of the fuel injection QJ i between the cylinders.
このため本発明によれば気筒間で燃第３１噴則吊にバラ
ツキを生ずるようになっても適切な修正を１１なうため
金気筒について均一な燃わ１噴則量に補正でき、このた
めエミッションの改善、ドライバビリティの向十仕充分
に達成することが可能になる。Therefore, according to the present invention, even if the fuel injection quantity varies between cylinders, an appropriate correction can be made, so that it can be corrected to a uniform fuel injection quantity for all cylinders. It becomes possible to fully achieve improvements in emissions and drivability.
更にアイドル運転の安定性向上により燃費の改善−１６
−
を図ることもできる。Furthermore, fuel efficiency is improved by improving the stability of idling operation-16
− It is also possible to aim for
１Ｊ）ホした実施例では基本制御量Ｔｏの大小に無関係
に学習Ｉｆｆ Ｋ ｉを定め補正を行なっているが、基
本制御ｅＪ ｌ−ｏの値に応じて字消値に１を定め法定
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。1J) In the embodiment described above, the learning If K i is set and corrected regardless of the magnitude of the basic control amount To, but the erasure value is set to 1 according to the value of the basic control eJ lo and is not required by law. The correction may be made using the learned 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、複数個例えば気筒ど同数個でそれぞれ対
応する気筒の噴射ｍを制す１１するものであつ−（もよ
い。Furthermore, 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 of cylinders, each controlling the injection m 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
ブロック構成、第３図は本実施例の処理の一例を表わす
一ノローヂャー１〜、第４ａ図は従来例の説明図、第７
Ｉｂ図は本発明の説明図をそれぞれ示づ。
１・・・燃お１噴射ポンプ本体
７・・・燃料溢流通路
８・・・電磁弁
９・・・制御回路
−１７−
１１・・・回転速庶センザ
１２・・・エンジン負？Ｒｒセンザ
１６・・・気筒判別センサ
代理人 弁理士 定立 勉
−１８−
第４０図
ｋをａＪｒｔ間とｔノ
第４ｂ図
り１１８時間（１）FIG. 1 is an overall configuration of an embodiment of the present invention, FIG. 2 is an electrical block configuration thereof, FIG. 3 is an illustration of a controller 1 to 1 representing an example of the processing of this embodiment, and FIG. 4a is an explanatory diagram of a conventional example. 7th
Figure Ib shows an explanatory diagram of the present invention, respectively. 1... Fuel 1 injection pump body 7... Fuel overflow passage 8... Solenoid valve 9... Control circuit -17- 11... Rotation speed reduction sensor 12... Engine negative? Rr sensor 16... Cylinder discrimination sensor representative Patent attorney Tsutomu Sadatsu - 18 - Fig. 40 K between aJrt and t/4b 118 hours (1)
Claims (1)
回転速度に応じて燃料哨剣串を調節づる燃料噴射ポンプ
の燃わ１調ｍ装置であって、該エンジンの回転速度を検
出する回転速度センサど、該エンジンの負荷量を示す信
号を出力する一ｒンジン角荷セセンと、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ｌｌ量を演紳づると共に、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冒値を痺出し、上記基本制御量を
シリンダ毎の学召伯により補正Ｊることによりシリンダ
毎の制御量を膨出りる制御回路と、噴部］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（制御信号を受は各シリンダ間の燃わ
１噴躬量の不均吊を補正するように開弁動作する電磁弁
どを備えたことを−１− 特徴どＪる燃１３１噴躬ポンプの燃料調量装置。[Scope of Claims] Multi-cylinder] A fuel injection pump fuel adjustment device that adjusts a fuel control skewer according to the engine rotational speed corresponding to each cylinder of the carrot, the device comprising: A basic control amount is calculated from the rotational speed sensor that detects, the engine angle load sensor that outputs a signal indicating the load amount of the engine, and the engine average rotational speed based on the engine rotational speed and the load amount. At the same time, the engine speed value for each cylinder is determined according to the deviation between the average rotational speed of the engine and the rotational speed corresponding to each cylinder, and the basic control amount is corrected by the engine speed value for each cylinder. A control circuit that inflates the control amount for each cylinder, and a control circuit that expands the control amount for each cylinder, is installed in the fuel overflow passage of the pump, and is based on the data of the control amount by the control circuit (receiving the control signal is -1- Features: A fuel metering device for a fuel 131 injection pump, including a solenoid valve that opens to correct unevenness in fuel injection amount.
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 true JPS58214631A (en) | 1983-12-13 |
| JPH023023B2 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) |
Cited By (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 |
| DE3533900A1 (en) | 1984-09-22 | 1986-04-03 | Diesel Kiki Co. Ltd., Tokio/Tokyo | DEVICE FOR CONTROLLING THE IDLE OPERATION OF AN INTERNAL COMBUSTION ENGINE |
| US4590907A (en) * | 1984-03-02 | 1986-05-27 | Toyota Jidosha Kabushiki Kaisha | Method of adaptively controlling individual cylinder fuel injection quantities in electronically controlled diesel engine and device therefor |
| JPS6223552A (en) * | 1985-07-24 | 1987-01-31 | Nippon Denso Co Ltd | Control method for injection quantity of fuel for internal-combustion engine |
| JPS62113837A (en) * | 1985-11-14 | 1987-05-25 | Diesel Kiki Co Ltd | Idle operation control device for internal-combustion engine |
| US4667634A (en) * | 1984-08-10 | 1987-05-26 | Nippondenso Co., Ltd. | Method and apparatus for controlling amount of fuel injected into engine cylinders |
| 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
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0154538B2 (en) * | 1983-01-31 | 1989-11-20 | Nippon Denso Co | |
| 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 |
| JPH024774B2 (en) * | 1984-01-31 | 1990-01-30 | Toyota Motor Co Ltd | |
| 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 |
| JPH024775B2 (en) * | 1984-02-22 | 1990-01-30 | Toyota Motor Co Ltd | |
| JPH022460B2 (en) * | 1984-02-22 | 1990-01-18 | Toyota Motor Co Ltd | |
| JPS60182331A (en) * | 1984-02-28 | 1985-09-17 | Toyota Motor Corp | Fuel injection quantity controlling method of each cylinder for electronically controlled diesel engine |
| JPH022461B2 (en) * | 1984-02-28 | 1990-01-18 | Toyota Motor Co Ltd | |
| US4590907A (en) * | 1984-03-02 | 1986-05-27 | Toyota Jidosha Kabushiki Kaisha | Method of adaptively controlling individual cylinder fuel injection quantities in electronically controlled diesel engine and device therefor |
| JPH022462B2 (en) * | 1984-03-02 | 1990-01-18 | Toyota Motor Co Ltd | |
| JPS60184944A (en) * | 1984-03-02 | 1985-09-20 | Toyota Motor Corp | Fuel injection control method of respective cylinder of electronically-controlled diesel engine |
| US4667634A (en) * | 1984-08-10 | 1987-05-26 | Nippondenso Co., Ltd. | Method and apparatus for controlling amount of fuel injected into engine cylinders |
| DE3533900A1 (en) | 1984-09-22 | 1986-04-03 | Diesel Kiki Co. Ltd., Tokio/Tokyo | DEVICE FOR CONTROLLING THE IDLE OPERATION OF AN INTERNAL COMBUSTION ENGINE |
| JPS6223552A (en) * | 1985-07-24 | 1987-01-31 | Nippon Denso Co Ltd | Control method for injection quantity of fuel for internal-combustion engine |
| JPS62113837A (en) * | 1985-11-14 | 1987-05-25 | Diesel Kiki Co Ltd | 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 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH023023B2 (en) | 1990-01-22 |
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