JPS58214632A - Electronically controlled fuel injection method for internal-combustion engine - Google Patents
Electronically controlled fuel injection method for internal-combustion engineInfo
- Publication number
- JPS58214632A JPS58214632A JP9873482A JP9873482A JPS58214632A JP S58214632 A JPS58214632 A JP S58214632A JP 9873482 A JP9873482 A JP 9873482A JP 9873482 A JP9873482 A JP 9873482A JP S58214632 A JPS58214632 A JP S58214632A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- fuel injection
- value
- intake
- pipe pressure
- 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
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
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、内燃機関の電子ｉｌ制御燃料噴射方法に係り
、特に、吸気管圧力式の電子制御燃料噴射装置を備えた
自動車用エンジンに用いるのに好適な、エンジンの吸気
管圧力とエンジン回転数に応じて基本噴射量を求めると
共に、エンジン運転状態に応じて前記基本噴射量を補正
することによって燃料噴射量を決定するようにした内燃
機関の電子制御燃料噴射方法の改良に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronic IL-controlled fuel injection method for an internal combustion engine, and in particular to an engine control method suitable for use in an automobile engine equipped with an intake pipe pressure type electronically controlled fuel injection device. An electronically controlled fuel injection method for an internal combustion engine, in which the basic injection amount is determined according to the intake pipe pressure and the engine speed, and the fuel injection amount is determined by correcting the basic injection amount according to the engine operating condition. Regarding improvements.
自動車用エンジン等の内燃機関の燃焼室に所定空燃比の
混合気を供給する方法の一つに、電子制御燃料噴射装置
を用いるものがある。これは、エンジン内に燃料を噴射
するためのインジェクタを、例、ｔ ）−１’ 、エン
ジンの吸気マニホルド或いはスロットルボデーに、エン
ジン気筒数個或いは１個配設し、該インジェクタの開弁
時間をエンジンの運転状態に応じ、て制御することによ
り、所定の空燃比の混合気がエンジン燃焼室に供給され
るようにするものである。この電子制御燃料噴射装置に
は、大別して、エンジンの吸入空気量とエンジン回転数
に応じて基本噴射量を求めるようにした、いわゆる吸入
空気量式の電子制御燃料噴射装置と、エンジンの吸気管
圧力とエンジン回転数に応じて基本噴射量を求めるよう
にした、い：ｂゆる吸気管圧力式の電子制御燃料噴射装
置がある。2. Description of the Related Art One of the methods for supplying an air-fuel mixture at a predetermined air-fuel ratio to the combustion chamber of an internal combustion engine such as an automobile engine uses an electronically controlled fuel injection device. This method involves installing an injector for injecting fuel into the engine, for example, in the intake manifold or throttle body of the engine, for several or one engine cylinder, and controlling the opening time of the injector. By controlling according to the operating state of the engine, a mixture having a predetermined air-fuel ratio is supplied to the engine combustion chamber. These electronically controlled fuel injection devices can be roughly divided into so-called intake air amount type electronically controlled fuel injection devices, which calculate the basic injection amount according to the engine's intake air amount and engine speed, and the engine's intake pipe. There is an intake pipe pressure type electronically controlled fuel injection system that determines the basic injection amount according to pressure and engine speed.
このうち前者は、空燃比を精密に制御することが可能で
あり、排気ガス浄化対策が施された自動車用エンジンに
広く用いられるようになっている。Among these, the former allows for precise control of the air-fuel ratio, and has come to be widely used in automobile engines equipped with exhaust gas purification measures.
しかしながら、この吸入空気量式の電子制御燃料噴射装
置においては、吸入空気量が、アイドル時と高負荷時で
５０倍程度変化し、ダイナミックレンジが広いので、吸
入空気量を電気信号に変換する際の精度が低（なるだけ
でな（、後段のデジタル制御回路における計算精度を高
めようとすると、電気信号のビット長が長（なり、デジ
タル制御回路として高価なコンピュータを用いる必要が
ある。However, in this intake air volume type electronically controlled fuel injection system, the intake air volume changes about 50 times between idle and high load, and the dynamic range is wide, so when converting the intake air volume into an electrical signal, Not only does this result in low accuracy, but if you try to improve the calculation accuracy in the digital control circuit at the subsequent stage, the bit length of the electrical signal becomes long, which necessitates the use of an expensive computer as the digital control circuit.
又、吸入空気量を測定するために、エアフローメータ等
の非常に精密な構造を有する測定器を用いる必要があり
、設備費が高価となる等の問題点を有していた。Furthermore, in order to measure the amount of intake air, it is necessary to use a measuring device with a very precise structure, such as an air flow meter, resulting in problems such as high equipment costs.
一方、後者の吸気管圧力式の電子制御燃料噴射装置にお
いては、し気管圧力の変化量が２〜３倍程度と少な（、
ダイナミックレンジが狭いので、後段のデジタル制御回
路における演算処理が容易であるだけでな（、吸気管圧
力を検知するための圧カセンザも安価であるという特徴
を有する。On the other hand, in the latter type of intake pipe pressure type electronically controlled fuel injection system, the amount of change in the intake pipe pressure is small (about 2 to 3 times).
Since the dynamic range is narrow, not only is the arithmetic processing in the subsequent digital control circuit easy (also, the pressure sensor for detecting the intake pipe pressure is inexpensive).
しかしながら、スロットル弁より下流側でバツクファイ
ア等により盲栓等の抜しナが発生し、吸気マニホルド等
へ空気の異常流入を生じた場合、この吸気管圧力式の電
子制御燃料噴射装置においては、空気の異常流入により
上昇した吸気管圧力に見合った燃料噴射量が決定される
ため、空気流量が増加した分だけ出力が増加し、運転者
の意志に反して、エンジン回転数が異常に上昇してしま
う可能性があった。これに対して前者の吸入空気量式の
電子制御燃料噴射装置においては、吸入空気量を検出す
るエアフローメータより下流側で発生した空気の異常流
入に対しては、燃料噴射量が増量されないため、空燃比
がオーバーリーンとなって、前記のような不具合は発生
しなかったものである。However, if a blind plug or the like is removed due to a backfire or the like downstream of the throttle valve, and abnormal air flows into the intake manifold, etc., in this intake pipe pressure type electronically controlled fuel injection system, Since the fuel injection amount is determined to match the intake pipe pressure that has increased due to the abnormal inflow of air, the output increases by the amount of air flow increased, and the engine speed increases abnormally against the driver's will. There was a possibility that it would happen. On the other hand, in the former type of electronically controlled fuel injection device that uses an intake air amount, the fuel injection amount is not increased in response to an abnormal inflow of air that occurs downstream of the air flow meter that detects the intake air amount. The air-fuel ratio was over lean and the above-mentioned problem did not occur.
本発明＆工、前記従来の欠点を解消するべ（なこれたも
ので、スロットル弁より下流側で空気が異常流入した場
合でも、エンジン回転数が異常に上昇することがない内
燃機関の電子制御燃料噴射方法を提供することを目的と
する。The present invention and work solves the above-mentioned drawbacks of the conventional technology.It is an electronic control system for an internal combustion engine that prevents the engine speed from increasing abnormally even if air abnormally inflows downstream of the throttle valve. The purpose is to provide a fuel injection method.
本発明は、エンジンの吸気管圧力とエンジン回転数に応
じて基本噴射量を求めると共に、エンジン運転状態に応
じて前記基本噴射量を補正することによって燃料噴射量
を決定するようにした内燃機関の電子制御燃料噴射方法
において、スロットル弁開度とエンジン回転数から吸気
管圧力の値を想定し、吸気管圧力の検出値が前記想定値
よりも犬であるときは、前記基本噴射量を所定値に固定
するようにして、前記目的を達成したものである。The present invention provides an internal combustion engine in which the basic injection amount is determined according to the intake pipe pressure and engine speed of the engine, and the fuel injection amount is determined by correcting the basic injection amount according to the engine operating condition. In an electronically controlled fuel injection method, a value of intake pipe pressure is assumed from the throttle valve opening degree and engine speed, and when the detected value of the intake pipe pressure is lower than the assumed value, the basic injection amount is set to a predetermined value. The above objective has been achieved by fixing it to .
又、前記所定値を、一定値として、演算を容易としたも
のである。Further, the predetermined value is a constant value to facilitate calculation.
或いは、前記所定値を、スロットル弁開度とエンジン回
転数から求められた値として、空気の異常流入時にも、
比較的円滑なエンジン回転が継続できるようにしたもの
である。Alternatively, the predetermined value may be determined from the throttle valve opening degree and the engine rotational speed, even when there is an abnormal inflow of air.
This allows the engine to continue running relatively smoothly.
以下図面を参照して、本発明に係る内燃機関の電子制御
燃料噴射方法が採用された吸気管圧力式の電子制御燃料
噴射装置の実施例を詳細に説明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of an intake pipe pressure type electronically controlled fuel injection device employing the electronically controlled fuel injection method for an internal combustion engine according to the present invention will be described in detail with reference to the drawings.
本実施例は、第１図に示す如く、外気を取入れるための
エアクリーナ１２と、該エアクリーナ１２により取入れ
られ友吸入空気の温度を検出するための吸気温センサ１
４と、吸気通路１６中に配設され、運転席に配設された
アクセルペダル（図示省略）と連動して開閉するように
された、吸入空気の流量を制御するためのスロットル弁
１８と、該スロットル弁１８がアイドル開度にあるか否
かを検出するためのアイドルスイッチ及びスロットル弁
１８の開度に比例した電圧出力を発生するポテンショメ
ータを含むスロットルセンサ２０と、吸気干渉を防止す
るためのサージタンク２２と、該サージタンク２２内の
圧力から吸気管圧力を検出するための吸気管圧力センサ
２３と、前記スロットル弁１８をバイパスするバイパス
通路２４と、該バイパス通路２４の途中に配設された、
該バイパス通路２４の開口面積を制御することによって
、アイドル回転速度を制御するためのアイドル回転制御
弁２６と、吸気マニホルド２８に配設された、エンジン
１０の吸気ボートに向けて燃料を噴射するためのインジ
ェクタ３０と、排気マニホルド３２に配設された、排気
ガス中の残存酸素濃度がら空燃比を検知するための酸素
濃度センサ３４と、前記排気マニホルド３２下流側の排
気管３６の途中に配設された三元触媒コンバータ３８と
、エンジン１０のクランク軸の回転と連動して回転する
ディストリビュータ軸を有するディストリビュータ４０
と、該ディストリビュータ４０に内蔵された、前記ディ
ストリビュータ軸の回転に応じて上死点信号及びクラン
ク角信号をそれぞれ出力する上死点センサ４２及びクラ
ンク角−１＝７１−４４と、エンジンブロックに配設さ
れた、エンジン冷却水温を検知するための冷却水温セン
サ４６と、前記吸気管圧力センサ２３出力の吸気管圧力
と前記クランク角センサ４４出力のクランク角信号から
求められるエンジン回転数に応じてエンジン−行程当り
の基本噴射量を求めると共に、これを前記スロットルセ
ンサ２０の出力、前記酸素濃度センサ３４出力の空燃比
、前記冷却水温センサ４６ＩｆｌｌＩ力のエンジン冷却
水温等に応じて補正することによって、燃料噴射量を決
定して、前記インジェクタ３０に開弁時間信号を出力し
、又、エンジン運転状態に応じて点火時期を決定してイ
グナイタ付コイル５２に点火信号を出力し、更に、アイ
ドル時に前記アイドル回転制御弁２６を制御するデジタ
ル制御回路５４とを備えた自動車用エンジン１０の吸気
管圧力式電子制御燃料噴射装置において、前記デジタル
制御回路５４内で、前記スロットルセンサ２０出力のス
ロットル弁開度と前記クランク角センサ４４出力のクラ
ンク角信号から求められるエンジン回転数から吸気管圧
力の値を想定し、前記吸気管圧力センサ２３１１ｔＩ力
の吸気管圧力の検出値が、前記想定値よりも犬である時
は、前記基本噴射量を所定の一定値に固定するようにし
たものである。As shown in FIG. 1, this embodiment includes an air cleaner 12 for taking in outside air, and an intake temperature sensor 1 for detecting the temperature of the intake air taken in by the air cleaner 12.
4, a throttle valve 18 for controlling the flow rate of intake air, which is disposed in the intake passage 16 and is opened and closed in conjunction with an accelerator pedal (not shown) disposed at the driver's seat; A throttle sensor 20 includes an idle switch for detecting whether the throttle valve 18 is at an idle opening and a potentiometer that generates a voltage output proportional to the opening of the throttle valve 18, and a throttle sensor 20 for preventing intake interference. A surge tank 22, an intake pipe pressure sensor 23 for detecting intake pipe pressure from the pressure inside the surge tank 22, a bypass passage 24 that bypasses the throttle valve 18, and a bypass passage 24 disposed in the middle of the bypass passage 24. Ta,
By controlling the opening area of the bypass passage 24, fuel is injected toward the idle rotation control valve 26 for controlling the idle rotation speed and the intake boat of the engine 10 disposed in the intake manifold 28. an injector 30, an oxygen concentration sensor 34 disposed in the exhaust manifold 32 for detecting the air-fuel ratio from the residual oxygen concentration in the exhaust gas, and an oxygen concentration sensor 34 disposed in the middle of the exhaust pipe 36 on the downstream side of the exhaust manifold 32. a three-way catalytic converter 38, and a distributor 40 having a distributor shaft that rotates in conjunction with the rotation of the crankshaft of the engine 10.
and a top dead center sensor 42 and crank angle -1=71-44, which are built in the distributor 40 and output a top dead center signal and a crank angle signal in accordance with the rotation of the distributor shaft, respectively, and a top dead center sensor 42 and a crank angle -1=71-44, which are arranged in the engine block. A cooling water temperature sensor 46 is provided for detecting the engine cooling water temperature, the intake pipe pressure output from the intake pipe pressure sensor 23, and a crank angle signal output from the crank angle sensor 44. - By determining the basic injection amount per stroke and correcting it according to the output of the throttle sensor 20, the air-fuel ratio of the output of the oxygen concentration sensor 34, the engine cooling water temperature of the cooling water temperature sensor 46, etc. The injection amount is determined and a valve opening time signal is output to the injector 30. Also, the ignition timing is determined according to the engine operating condition and an ignition signal is output to the igniter-equipped coil 52. In the intake pipe pressure type electronically controlled fuel injection device for the automobile engine 10, which is equipped with a digital control circuit 54 that controls the rotation control valve 26, the throttle valve opening degree and the output of the throttle sensor 20 are controlled in the digital control circuit 54. Assuming the value of the intake pipe pressure from the engine speed determined from the crank angle signal output from the crank angle sensor 44, the detected value of the intake pipe pressure of the intake pipe pressure sensor 2311tI force is smaller than the assumed value. In this case, the basic injection amount is fixed at a predetermined constant value.
前記デジタル制御回路５４は、第２図に詳細に示す如く
、各種演算処理を行うマイクロプロセッサからなる中央
処理装置（以下ＣＰＵと称する）６０ ト、前記吸気（
ｍセンサ１４、スロットルセンサ２０のポテンショメー
タ、吸気管圧力センサ２３、酸素濃度センサ３４、冷却
水濡センサ４６等から入力されるアナログ信号を、デジ
タル信号に変換して順次ＣＰＵ６０に取込むためのマル
チプレクサ伺アナログ入カポートロ２と、前記スロット
ルセンサ２０のアイドルスイッチ、上死点センサ４２、
クランク角センサ４４等から入力されるデジタル信号を
、所定のタイミングでＣＰＵ６０に取込むためのデジタ
ル入力ポートロ４と、プログラム或いは各種定数等を記
憶するためのリードオンリーメモリ（以下ＲＯＭと称す
る）６６と、ＣＰＵ６０における演算データ等を一時的
に記憶するためのランダムアクセスメモリ（以下ＲＡＭ
と称する）６８と、機関停止時にも補助電源から給電さ
れて記憶を保持できるバックアップ用ランダムアクセス
メモリ７０と、ＣＰＵ６０における演算結果を所定のタ
イミングで前記アイドル回転制御弁２６、インジェクタ
３０、イグナイタ付コイル５２等に出力するためのデジ
タル出力ポードア２と、上記各構成機器間を接続するコ
モンバス７４とから構成されている。As shown in detail in FIG. 2, the digital control circuit 54 includes a central processing unit (hereinafter referred to as CPU) 60 consisting of a microprocessor that performs various calculation processes,
A multiplexer is used to convert analog signals input from the m sensor 14, the potentiometer of the throttle sensor 20, the intake pipe pressure sensor 23, the oxygen concentration sensor 34, the cooling water wetness sensor 46, etc. into digital signals and sequentially input them into the CPU 60. analog input port 2, idle switch of the throttle sensor 20, top dead center sensor 42,
A digital input port 4 for inputting digital signals inputted from the crank angle sensor 44 etc. to the CPU 60 at a predetermined timing, and a read-only memory (hereinafter referred to as ROM) 66 for storing programs or various constants, etc. , random access memory (hereinafter referred to as RAM) for temporarily storing calculation data etc. in the CPU 60.
) 68, a backup random access memory 70 that is supplied with power from an auxiliary power source and can retain memory even when the engine is stopped, and a calculation result in the CPU 60 that is sent to the idle rotation control valve 26, injector 30, and coil with igniter at a predetermined timing. 52, etc., and a common bus 74 that connects each of the above-mentioned component devices.
以下、第３図を参照して、作用を説明する。The operation will be explained below with reference to FIG.
デジタル制御回路５４は、まず、ステップ１０１で、前
記クランク角センサ４４出力のクランク角信号から算出
されるエンジン回転数ＮＥと、前記吸気管圧力センサ２
３出力の吸気管圧力検出値ＰＭを取込む。次いで、ステ
ップ１０２で、エンジン回転数ＮＦ及び吸気管圧力ＰＭ
に応じて、基本噴射時間ＴＰを求める。次いで、ステッ
プ１０３で、前記スロットルセンサ２０出力のスロット
ル弁開度ＴＡを取込む。更にステップ１０４で、スロッ
トル弁開度ＴＡとエンジン回転数ＮＥに応じて、ＲＯＭ
６６に予め記憶はれている、例えば第４図に示すような
関係を表わしたマツプから、吸気管圧力の想定値ＰＭＯ
を求める。更にステップ１０５に進み、吸気管圧力の検
出値ＰＭが、想定値ＰＭＯを越えているか否かを判定す
る。判定結果が正である場合には、空気が異常流入して
いる色判断して、ステップ１０６に進み、所定の一定値
ＴＯを基本噴射時間ＴＰとする。ステップ１０６終了後
、或いは、前出ステップ１０５における判定結果が否で
あり、空気の異常流入が生じていない正常状態にあると
判断される時には、ステップ１０７に進み、前記一定噴
射量Ｔｏ或いは基本噴射量ＴＰに基いて燃料噴射を実行
して、このプログラムを終了する。First, in step 101, the digital control circuit 54 calculates the engine speed NE calculated from the crank angle signal output from the crank angle sensor 44 and the intake pipe pressure sensor 2.
Take in the intake pipe pressure detection value PM of 3 outputs. Next, in step 102, engine speed NF and intake pipe pressure PM
The basic injection time TP is determined according to the following. Next, in step 103, the throttle valve opening TA output from the throttle sensor 20 is acquired. Furthermore, in step 104, the ROM is
From the map that is stored in advance in 66 and represents the relationship as shown in FIG.
seek. Further, the process proceeds to step 105, where it is determined whether the detected value PM of the intake pipe pressure exceeds the expected value PMO. If the determination result is positive, it is determined that air is abnormally flowing in, and the process proceeds to step 106, where a predetermined constant value TO is set as the basic injection time TP. After the completion of step 106, or when the determination result in step 105 is negative and it is determined that the normal state is in which no abnormal air inflow occurs, the process proceeds to step 107, and the constant injection amount To or the basic injection is Fuel injection is performed based on the amount TP and the program ends.
これにより、吸気管圧力の検出値ＰＭが想定値ＰＭＯよ
りも犬である時には、基本噴射−ｔＴＰが一足噴射量Ｔ
ｏに固定されるので、エンジン回転数の異常な上昇が防
止される。As a result, when the detected value PM of the intake pipe pressure is smaller than the expected value PMO, the basic injection -tTP becomes one foot injection amount T.
Since the rotation speed is fixed at o, an abnormal increase in engine speed is prevented.
本実施例においては、吸気管圧力の検出値ＰＭが想定値
ＰＭＯよりも犬である時は、基本噴射量ＴＰを所定の一
定値１゛０に固定するようにしていたので演算が比較的
容易である。同、吸気管圧力の検出値ＰＭが想定値ＰＭ
Ｏよりも犬である時に基本噴射量ＴＰを所定値に固定す
る方法は、これに固定されず、例えば、吸気管圧力の検
出値ＰＭが想定値Ｐ Ｍ Ｏよりも犬である時に、基本
噴射量ＴＰを、スロットル弁開度ＴＡとエンジン回転数
ＮＥから求められる所定値に固定することも可能である
。この場合には、エンジン運転状態に応じた所定値に基
本噴射量が固定されるため、エンシン回転を比較的円滑
に維続することが可能である。In this embodiment, when the detected intake pipe pressure value PM is smaller than the expected value PMO, the basic injection amount TP is fixed at a predetermined constant value of 1゛0, so calculation is relatively easy. It is. Similarly, the detected value PM of the intake pipe pressure is the assumed value PM
The method of fixing the basic injection amount TP to a predetermined value when the value is smaller than O is not fixed to this. For example, when the detected value PM of the intake pipe pressure is smaller than the expected value PMO, the basic injection amount TP is fixed to a predetermined value. It is also possible to fix the amount TP to a predetermined value determined from the throttle valve opening TA and the engine speed NE. In this case, since the basic injection amount is fixed at a predetermined value depending on the engine operating state, it is possible to maintain engine rotation relatively smoothly.
以上説明した通り、本発明によれば、スロットル弁より
下流側における空気の異常流入によるエンジン回転数の
異常な上昇を防止することができるという優れた効果を
有する。As described above, the present invention has the excellent effect of being able to prevent an abnormal increase in engine speed due to abnormal inflow of air downstream from the throttle valve.
第１図は、本発明に係る内燃機関の電子制御燃料噴射方
法が採用された、自動車用エンジンの吸気管圧力式電子
制御燃料噴射装置の実施例の構成を示す、一部ブロック
線図を含む断面図、第２図は、前記実施例で用いられて
いるデジタル制御回路の構成を示すブロック線図、第３
図は、前記デジタル制御回路における、基本噴射量を決
定するためのプログラムを示す流れ図、第４図は、前記
プログラムで用いられている、スロットル弁開度とエン
ジン回転数から吸気管圧力の想定値を求めるためのマツ
プの関係を表わしまた線図である。
１０・・・エンジン、１４・・・吸気温センサ、１８・
・・スロットル１．２０・・・スロットルセンサ、２３
・・・吸気管圧力センサ、３０・・・インジェクタ、４
０・・・ディストリビュータ、４４・・・クランク角セ
ンサ、５４・・・デジタル制御回路。
代理人 高 矢 論
（ほか１名）
蚤 ３ 図
第４ 図
吸
凭
工゛／ジン回帖数ＮＥFIG. 1 includes a partial block diagram showing the configuration of an embodiment of an intake pipe pressure type electronically controlled fuel injection device for an automobile engine in which the electronically controlled fuel injection method for an internal combustion engine according to the present invention is adopted. 2 is a cross-sectional view, and FIG. 3 is a block diagram showing the configuration of the digital control circuit used in the above embodiment.
The figure is a flowchart showing a program for determining the basic injection amount in the digital control circuit, and Figure 4 is an assumed value of intake pipe pressure from the throttle valve opening and engine speed used in the program. It is also a line diagram showing the relationship of the map for determining. 10... Engine, 14... Intake temperature sensor, 18.
...Throttle 1.20...Throttle sensor, 23
...Intake pipe pressure sensor, 30...Injector, 4
0...Distributor, 44...Crank angle sensor, 54...Digital control circuit. Agent Takaya Ron (and 1 other person) Flea 3 Figure 4 Figure 4 Suction Work/Jin Encyclopedia Number NE
Claims (3)
じて基本噴射量を求めると共に、エンジン運転状態に応
じて前記基本噴射量を補正することによって燃料噴射量
を決定するようにした内燃機関の電子制御燃料噴射方法
において、スロットル弁開度とエンジン回転数から吸気
管圧力の値を想定し、吸気管圧力の検出値が前記想定値
よりも犬である時を了、前記基本噴射量を所定値に固定
するようにしたことを特徴とする内燃機関の電子制御燃
料噴射方法。(1) An electronic system for an internal combustion engine that determines the fuel injection amount by determining the basic injection amount according to the engine intake pipe pressure and engine speed, and correcting the basic injection amount according to the engine operating condition. In the controlled fuel injection method, a value of intake pipe pressure is assumed from the throttle valve opening degree and engine speed, and when the detected value of the intake pipe pressure is smaller than the assumed value, the basic injection amount is set to a predetermined value. An electronically controlled fuel injection method for an internal combustion engine, characterized in that the fuel injection method is fixed to the internal combustion engine.
囲第１項に記載の内燃機関の電子制御燃料噴射方法。(2) The electronically controlled fuel injection method for an internal combustion engine according to claim 1, wherein the predetermined value is a constant value.
数から求められた値とされている特許請求の範囲第１項
に記載の内燃機関の電子制御燃料噴射方法。(3) The electronically controlled fuel injection method for an internal combustion engine according to claim 1, wherein the predetermined value is a value determined from the throttle valve opening and the engine speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9873482A JPS58214632A (en) | 1982-06-09 | 1982-06-09 | Electronically controlled fuel injection method for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9873482A JPS58214632A (en) | 1982-06-09 | 1982-06-09 | Electronically controlled fuel injection method for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58214632A true JPS58214632A (en) | 1983-12-13 |
| JPH0316498B2 JPH0316498B2 (en) | 1991-03-05 |
Family
ID=14227736
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9873482A Granted JPS58214632A (en) | 1982-06-09 | 1982-06-09 | Electronically controlled fuel injection method for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58214632A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01208547A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208548A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208545A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208549A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208546A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| CN114753923A (en) * | 2022-03-11 | 2022-07-15 | 潍柴动力股份有限公司 | Engine control method and device, storage medium and computer equipment |
-
1982
- 1982-06-09 JP JP9873482A patent/JPS58214632A/en active Granted
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01208547A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208548A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208545A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208549A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| JPH01208546A (en) * | 1988-02-16 | 1989-08-22 | Fuji Heavy Ind Ltd | Device for detecting failure of intake system of engine |
| DE3904028A1 (en) * | 1988-02-16 | 1989-08-24 | Fuji Heavy Ind Ltd | SYSTEM FOR DETECTING AND ELIMINATING FAULTS IN THE INTAKE AREA OF A MOTOR VEHICLE ENGINE |
| US4903526A (en) * | 1988-02-16 | 1990-02-27 | Fuji Jukogyo Kabushiki Kaisha | Trouble detector system for an intake system of an automotive engine |
| US4976139A (en) * | 1988-02-16 | 1990-12-11 | Fuji Jukogyo Kabushiki Kaisha | Trouble detector system for an intake system of an automotive engine |
| US4989562A (en) * | 1988-02-16 | 1991-02-05 | Fuji Jukogyo Kabushiki Kaisha | Trouble detector system for an intake system of an automotive engine |
| CN114753923A (en) * | 2022-03-11 | 2022-07-15 | 潍柴动力股份有限公司 | Engine control method and device, storage medium and computer equipment |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0316498B2 (en) | 1991-03-05 |
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