JPS5828533A - Fuel injection rate control method in internal combustion engine - Google Patents
Fuel injection rate control method in internal combustion engineInfo
- Publication number
- JPS5828533A JPS5828533A JP10881681A JP10881681A JPS5828533A JP S5828533 A JPS5828533 A JP S5828533A JP 10881681 A JP10881681 A JP 10881681A JP 10881681 A JP10881681 A JP 10881681A JP S5828533 A JPS5828533 A JP S5828533A
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- injection amount
- accelerator opening
- accelerator
- change
- 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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
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Ｉｊ１は電子的燃料噴射量制御装置を用いる内燃機
関の燃料噴射量制御方法に関する６本発＠による燃料噴
射量制御方法は例えばディーゼルエンジンｏｆｌ！Ａ科
賓射童制御方法に用いられる。DETAILED DESCRIPTION OF THE INVENTION The present invention Ij1 relates to a fuel injection amount control method for an internal combustion engine using an electronic fuel injection amount control device.A fuel injection amount control method using six engines is applicable to, for example, a diesel engine ofl! Used in the A department guest shooting control method.
一般に電子的燃料噴射量制御装置を用ｉる内燃機関の燃
料噴射量制御ＫｊｌＰ％Ａては、エンジン回転適度とア
クセル關Ｒ七からｍ科噴射量が算出される。この算ａｌ
は例えはニンジン−転数とアクセル開度から燃料噴射量
が得られる！ツブを用−て用われる（第６図）、これに
ついて、ニンジン回転数と燃料噴射量の関係はアクセル
開度をパラメータとするｑ＃性！１１１２（縞７図）を
作成することができる。皺籍性図によれは、燃料噴射量
は、現在のアクセルａｍとニンジン回転数とで決りてし
まうことになるから５Ｖｓｌ運転者が急加速を行いたい
◆情にあるとすると、従来の燃料噴射量制御方法におい
ては、運転者は咳急加速を実現するには過剰なアタセル
踏み込みを行わねばならな−とｉう不都合点がめりた。Generally, in the fuel injection amount control KjlP%A of an internal combustion engine using an electronic fuel injection amount control device, the injection amount is calculated from the engine rotation mode and the accelerator pedal R7. This calculation
For example, the fuel injection amount can be obtained from the carrot rotation speed and accelerator opening! (Figure 6), the relationship between carrot rotation speed and fuel injection amount is q# with the accelerator opening as a parameter! 1112 (striped pattern 7) can be created. According to the wrinkle diagram, the fuel injection amount is determined by the current accelerator am and the carrot rotation speed, so if a 5VSL driver wants to accelerate suddenly, conventional fuel injection In the amount control method, a disadvantage has arisen in that the driver must press the accelerator excessively in order to achieve rapid acceleration.
ｔた。かルに急激にアクセルを全開にし九場合において
も、系統の応答遅れがあるため、加速性が嵐好でないと
いう問題点がありた。It was. Even when the accelerator is suddenly fully opened, there is a delay in the response of the system, resulting in poor acceleration.
本発明の主な目的は、前述の従来形における問題点にか
んがみ、アクセル開直変化量検出Ｍ釆にもとづく燃料噴
射量増量１１ｊｌｌの導入という構想にもとづ龜、加速
時に＆ける系統Ｏ応答遍れｔ減少させ、それによル加迷
性菖巨および加速フィーリングの向上した内燃機関の燃
料噴射量制御方法を得ΔことＫある。The main purpose of the present invention is to improve the system O response during acceleration based on the concept of introducing an increase in fuel injection amount by 11Jll based on the M button that detects the amount of change in accelerator opening and opening, in view of the problems with the conventional type described above. A fuel injection amount control method for an internal combustion engine is obtained in which the deviation t is reduced, thereby improving the bulge and acceleration feeling.
本発ｗＡにおいては、電子的燃料噴射電制ａ装電を用−
る内燃機関の燃料噴射量制御方法でめって。In this wA, electronic fuel injection electric control a is used.
This is a rare example of a fuel injection amount control method for an internal combustion engine.
成る燃料噴射量制御単位時開（Δｔ）内に、前回単位時
間におけるアクセル開［（Ａ＝−ｔ）と今回単位時間に
おけるアクセル開度（Ａ１）の変化量（ΔＡｘ Ａ４−
ｈ４−ｓ）を検出し、該アクセル開度変化量の検出結果
にもとづき燃料噴射蓋の実質的修正をともなう燃料噴射
量の演算を行い、該演算Ｏ結果得られた信号を用ｉて燃
料噴射量制御ｌを行う１内燃機関の燃料噴射ｔｉｔｔｔ
ｔｎ方法、が提供される。Within the fuel injection amount control unit time opening (Δt), the amount of change between the accelerator opening [(A=-t) in the previous unit time and the accelerator opening (A1) in the current unit time (ΔAx A4-
h4-s), calculates the fuel injection amount with substantial correction of the fuel injection lid based on the detection result of the accelerator opening change amount, and injects fuel i using the signal obtained as a result of the calculation. 1 Fuel injection tittt of an internal combustion engine that performs quantity control l
A tn method is provided.
本発明の一実施例としてのディーゼルエンジンの燃料噴
射制御方法を行う装置が第１図に示されゐ、ディーゼル
エンジン４、燃料噴射ポンプ糸１１計算回路５が設けら
れる。燃料ボンダ１１管駆動するドライブシャフト１３
はエンジン４によりて駆動される。ドライブシャフト１
３のギヤ状Ｏとζろに電磁ピックアップ七ノ＋３３を設
置シ、エンジン同転ａを検出し、アクセルセンナ６によ
ルアクセＪ／闘ｊｌｉ！が検出され、それによｐ基本燃
料噴射量が決定される。燃料噴射量の補正は、吸気温−
ンナ４３、吸気圧センナ４２、水温センｔ４４を用−て
エンジン状態を検出し、スメーメ信号７１、エアーン信
号７２、トルコン信号７３等を用−てエンジン負荷状麺
を検出した結果に４とづｉて行われる。蓄電池電源の状
態は電源センサ８によ〕検出される。An apparatus for carrying out a fuel injection control method for a diesel engine as an embodiment of the present invention is shown in FIG. 1, in which a diesel engine 4, a fuel injection pump line 11 and a calculation circuit 5 are provided. Drive shaft 13 that drives the fuel bonder 11 tubes
is driven by engine 4. Drive shaft 1
An electromagnetic pickup 7 + 33 is installed on the gear-shaped O and ζ gears of 3, detects the engine rotation a, and uses the accelerator sensor 6 to set the electromagnetic pickup 7 + 33 on the gear-shaped O and ζ gears. is detected, and the basic fuel injection amount p is determined accordingly. The fuel injection amount is corrected based on the intake air temperature -
The engine condition is detected using sensor 43, intake pressure sensor 42, and water temperature sensor 44, and engine load state is detected using Smeme signal 71, air signal 72, torque converter signal 73, etc. will be carried out. The state of the storage battery power source is detected by a power source sensor 8.
アクテ晶エータ（リニアルノイド）２１は。Acte crystal eta (linearnoid) 21 is.
計算回路５かもの、アクテ凰エーメ制御出力によ〕駆動
され、スピルリング２２の位置を変化させる。スピルリ
ング２２が左方向へ移動すると、高圧化された燃料がプ
ランジャ１７の溝から早ｉ１に逃げる′ために、燃料噴
射弁４１からの燃料噴射量は小である。スピルリング２
２が右方向へ移動すると、高圧化された燃料が１ランジ
ヤ１７０溝から遅めに逃げる丸めに、Ｉａ科噴射弁４１
からの燃料噴射蓋は大である。プランジャ１７、ローラ
１４％カムプレー）１５．およびデリバリパルプ１８＃
ｉ、燃料噴射調節用の機構である。The calculation circuit 5 is driven by the actuator control output to change the position of the spill ring 22. When the spill ring 22 moves to the left, the highly pressurized fuel quickly escapes from the groove of the plunger 17, so that the amount of fuel injected from the fuel injection valve 41 is small. spill ring 2
2 moves to the right, the highly pressurized fuel slowly escapes from the 1st flange 170 groove, and the Ia family injector 41
The fuel injection lid from is large. Plunger 17, roller 14% cam play) 15. and delivery pulp 18#
i. Mechanism for fuel injection adjustment.
計算回路５は、第２図に示されるように、６検出手段か
らの信号を受入れ、所定の計算を行い、アクタ１エータ
２１、タイ建ング制御弁１６、および燃料カット弁１９
へｏｗｌｌ出力を送出する。As shown in FIG. 2, the calculation circuit 5 receives the signal from the detection means 6, performs a predetermined calculation, and operates the actuator 1 eater 21, the tie-setting control valve 16, and the fuel cut valve 19.
Send owl output to.
計算回路５は、バッファ５１１．５１２．５１３゜！！
１４、スピル位置センを駆動回路５２１．スピル位置セ
ンナ信号検出回路５２２、タイ１位置センナ駆動回路５
２３、タイマ位置上／す信号検出回路５２４を具備すす
、Ａｙ７ｙ５１１ａ ５１Ｌ５１３．５１４およびセン
ナ信号検出回路５２２゜５２４の出力はマルチグレタｔ
５３１ Ｋ供１１！すれる。！ルテプレクナ５３１はム
Ｄ変供器５３２に連結され、ムＤ変換＠５３２１１１人
出力ポート５３３に連結される。メイマ５３４の出力が
ムＤ変換器５３２および入出カポ−） ８３３＃Ｃ供給
される。The calculation circuit 5 has a buffer 511.512.513°! !
14. Spill position sensor driving circuit 521. Spill position sensor signal detection circuit 522, tie 1 position sensor drive circuit 5
23, equipped with a timer position up/down signal detection circuit 524, the output of the Ay7y511a 51L513.514 and the senna signal detection circuit 522゜524 is multigreta t.
531 K child 11! I can pass. ! The luteplier 531 is connected to the MuD converter 532 and connected to the MuD converter@532111 output port 533. The output of the main memory 534 is supplied to the MU D converter 532 and the input/output capo 833#C.
計算囲路Ｓはまた、パｙ７ｙ５１５ｓ ５１６１５１７
６５１８、波形葺形回路５２５．電源異常検出回路５２
６を具備する。バッフ１５１５゜１！１１５１７０出力
は入出カポ−）５３８に供給される。Calculation enclosure S is also py7y515s 5161517
6518, waveform circuit 525. Power supply abnormality detection circuit 52
6. The output of the buffer 1515°1!115170 is supplied to the input/output capo 538.
計算−路５には、８ムＭ５４１．ＲＯＭ５４２．中央プ
田セツナＳ−ニラ）（ＯＰＵ）５６が設けられ、これら
と、入出力ボート５３５）よび５３３とは、パス５５に
！Ｊ相亙に連結される。中央プロセッサ為エツト５６は
電機ピックアップセン？３３かｅの信号を波形整形回路
５２５′を通して受入れる。Calculation path 5 has 8mm M541. ROM542. A central puta setuna (OPU) (OPU) 56 is provided, and these and input/output boats 535) and 533 are connected to the path 55! Connected to J phase. Is the central processor 56 an electronic pickup sensor? 33 or e is accepted through the waveform shaping circuit 525'.
中央プ諧セッナエエット５６の出力信号Ｏ１つはアナｐ
ダサーボ増幅回路５７１ｔ−通してアクチ具エータ厘動
回路５７２に供給され、アクテ、エーメ駆動園踏５７２
の出力はアタチ畠エータ１１に供給される。中央プロセ
ッサ為エツト５６の出力信号の他の１つはメイ建ング制
御弁駆−回路５８に供給され、タイ建ング制御弁駆動回
ｊ！５８の出力はタイｉ７グ制御弁１６に供給される。The output signal O1 of the central programmable sensor 56 is the analog p
It is supplied to the actuator actuator movement circuit 572 through the daservo amplification circuit 571t,
The output of is supplied to the Atachihata eater 11. Another one of the output signals of the central processor unit 56 is supplied to a main control valve drive circuit 58, which outputs the main control valve drive circuit j! The output of 58 is supplied to the tie control valve 16.
中央プーセッｔ＆ニット５６の出力信号の他の１つは燃
料カット弁駆動回路５９に供給され、燃料カット弁駆動
回路５９の出力は燃料カット弁１９に供給される。Another one of the output signals of the central Pousset t&nit 56 is supplied to a fuel cut valve drive circuit 59, and the output of the fuel cut valve drive circuit 59 is supplied to the fuel cut valve 19.
第１図の装置にお−て、アクテ島エーメ２１に流れる電
流の値は、概略的に、下記Ｏ鳩＠によシ決定される。In the device shown in FIG. 1, the value of the current flowing through the Acte Island Aime 21 is roughly determined by the following O.
０）エンジン回転速ｊｉ［：（Ｎ・）ｊＰよびアクセル
位置（ムｐ）から、第６図に示されるＮｅ−ムｐマツプ
を用いて、燃料噴射量Ｑ （−／ａｔｒ＠に＠）が算出
される。第ａ＠Ｉｏマツプを書き換えたものとして、ア
クセル開度を一定にしたときのエンジン回転速度と燃料
噴射量の関係を示す第７図のマツプが得られる。第７図
のマツプのパターンは、アクセル開腹が一定であれに、
ニンジン回転数が低くなれば燃料噴射量が増加し、ニン
ジン回転数を＾くするように制御され、ニンジン回転数
が高くなれば燃料噴射量が減少し、ニンジン回転数を憶
くするように制御されるべきことをあられす。0) From the engine speed ji[:(N・)jP and the accelerator position (mp), the fuel injection amount Q (-/atr@) is calculated using the Ne-mp map shown in FIG. Calculated. By rewriting the a@Io map, the map shown in FIG. 7, which shows the relationship between the engine rotational speed and the fuel injection amount when the accelerator opening is kept constant, is obtained. The map pattern in Figure 7 shows that even though the accelerator laparotomy is constant,
When the carrot rotation speed becomes low, the fuel injection amount increases and the carrot rotation speed is controlled to decrease. When the carrot rotation speed becomes high, the fuel injection amount decreases and the carrot rotation speed is controlled to be memorized. Hail what should be done to you.
（ＩＩ） 前遮の０）項で求められたＱ （ｓａｇ／
５ｔｒｏｋｅ ）を、嬉８図の燃料噴射量対スピル位
置指令電圧変換マッグにより、スピル位置指令電圧・Ｖ
Ｓ（マｏｆｔ）Ｋ東線する。(II) Q (sag/
5 stroke) is converted into spill position command voltage V
S (Ma of) K east line.
（１） スピル位置指令電圧マ、〔マ０１りは計算ｊ
ｌｊ１５から出力され、アクチ凰エータ２１の電流値を
制御する。(1) Spill position command voltage ma, [ma01 is calculated]
It is output from lj15 and controls the current value of actuator 21.
１１ｉ２園の計算回路における中央プロセッサ為エツト
５６、アナログナーボ増嘱回路５７１．アクチ為エータ
駆動回路５７２、アクチ為エーメ２１ｓスピル位置セン
ナ３１の部分の回路構成が第３Ｅに示される。中央プロ
セッサ為エツト５６からのスピル位置指令電圧とスピル
位置センサ３１からのスピル位置検出電圧とが鯖差増幅
回路５６１に供給され、誤差増幅回路５６１の出力は増
幅器５７１ＭＫ供給される。増ｌｌｍ０５７１ ｍの出
力信号および三角波発ｆｉ！器５７１Ｃの出力信号がコ
ンバレー！５７１ｂに供給され、コンパレータ８７１ｂ
の出力はアタチ為二一タ２１に直列に接続された）１／
ジスタ５７２！のベースに供給される。トランジスｌ５
７２の工々ツタはレジスタ５７２Ｉシよび増幅１ｌｌｓ
７１ Ｍの入力端子ＩＩＣ豪絖される。：Ｉンパレー
タ５７１ｂは、成るデ島−テイを一つ方形波を出力し、
該方形波はトランジスタ５７２ｔオｙ・オツさせる。ト
ランジスタ５６２０オフ時間が変化することによシ、す
なわち方形波のデ暴−ティが大になるにつれてアクチ畠
エーメ２１に流れる電流が大になる。このように１スピ
ル出力電圧Ｖ＠が大になるにつれて、またはスピル位置
センを出力電圧とスピル出力電力の差「ｖｐ−ＶｓＪが
大になるにつれて、デ＾−ティは増加し、アクチ凰エー
タ２１の駆ｍ電流は増加する。The central processor component 56 in the calculation circuit of the 11i2 garden, the analog navigation increase circuit 571. The circuit configuration of the actuator drive circuit 572 and the actuator 21s spill position sensor 31 is shown in 3E. The spill position command voltage from the central processor input 56 and the spill position detection voltage from the spill position sensor 31 are supplied to a difference amplification circuit 561, and the output of the error amplification circuit 561 is supplied to an amplifier 571MK. Increased llm0571 m output signal and triangular wave generation fi! The output signal of the device 571C is a combination! 571b and comparator 871b.
The output of is connected in series to the output terminal 21)
Jista 572! supplied to the base of transistor l5
The 72 steps are the register 572I and the amplification 1lls.
71M input terminal IIC is installed. :I comparator 571b outputs one square wave consisting of
The square wave turns transistor 572t on. As the off-time of the transistor 5620 changes, that is, as the amplitude of the square wave increases, the current flowing through the actuator 21 increases. In this way, as the 1-spill output voltage V@ becomes larger, or as the difference between the spill position sensor output voltage and the spill output power "vp-VsJ" becomes larger, the duty increases, and the actuator 21 The driving current increases.
ｊＩ２図回路の動作の一例がｍ４ａｌの演算流れ図を参
照しつつ説明される。ステップ８１０１ においてエ
ンジン回転速度Ｎ＠および今回のアクセル開度ムイが検
出される。ステップ８１０２にお−てアクセル位置か否
かの判別を行１１アクセル全閉でなけれはステップ８１
０５ＫｓＰｖｈて今ＦｊＡｏアクセルｊＩ度と前回のア
クセルｕｉｔｏ差、すなわちアクセル開度の変化量Δム
ｓ＝ Ａ（−ム４−＊に算出する。この変化景品が所定
値１例えば５−を超過するか否かをステップ８１０６で
判別し、５参を超過すればステップ８１０７Ｋかｉ″Ｉ
ＩＩ遍用噴射量増量値Ｑａを算出する。ζζでは加適用
噴射量増量値をＱ＠ｍａｗｌ／ｓｔｒとする。αは一定
Ｏ値とすることもで自るし、また、アクセルＮ度変化量
、内燃機関１１ｉ速直、内燃機関冷却水温嵐、車遮等Ｏ
／ｌメータによ）変化させられる値とすることもできる
。ステップ８１０８に＆いてム（を記憶装置に記憶させ
、ステップ８１０９におｉてマッグを用−てム１とＮ・
から燃料噴射量Ｑを算出する。ステップ８１１０におｉ
て該算出され九燃料噴射量に、ステラｙｓ １０７また
はステップ８１０４で得られた加速用燃料噴射量増量値
Ｑａを加算する。ステップ８１１１．８１１２において
鋏加算結果の燃料噴射量Ｑが轍大燃料噴射量Ｑ鵬暑冨を
超過するか否かをチェ、りし、Ｘテ、グ８１１３におｉ
て、 ｊｌＥｓ図のマツプを用めて燃料噴射量ｑをスピ
ル指令電圧Ｖ、に変換し、ステップ８１１４ Ｋお−て
ｖｓを出力ボートにセットし、ζＯルーチｙｌｉ−終了
する。An example of the operation of the jI2 diagram circuit will be explained with reference to the operation flowchart of m4al. In step 8101, the engine rotational speed N@ and the current accelerator opening degree Mui are detected. In step 8102, it is determined whether the accelerator is in the accelerator position or not in line 11. If the accelerator is not fully closed, step 81
05KsPvh, the difference between the current FjAo accelerator jI degree and the previous accelerator uito, that is, the amount of change in the accelerator opening Δms=A(-mu4-* is calculated. Does this change prize exceed a predetermined value 1, for example, 5-? It is determined in step 8106 whether or not the
Calculate the II universal injection amount increase value Qa. In ζζ, the additional injection amount increase value is set to Q@mawl/str. α can be set to a constant O value, and α can also be set to a constant O value.
/l meter). In step 8108, ``&'' is stored in the storage device, and in step 8109, ``i'' is used to store ``Mu1'' and ``N''.
The fuel injection amount Q is calculated from i in step 8110
Then, the acceleration fuel injection amount increase value Qa obtained in Stella ys 107 or step 8104 is added to the calculated nine fuel injection amounts. In steps 8111 and 8112, it is checked whether the fuel injection amount Q resulting from the scissor addition exceeds the rut-large fuel injection amount Q, and it is checked in step 8113.
Then, the fuel injection amount q is converted to the spill command voltage V using the map of the jlEs diagram, and in step 8114 K, vs is set to the output port, and the ζO routine ends.
第２図回路の動作の他の例が膜５図の演算流れ図を参照
しつり説明される。ステップ５２０１にＴｈ−てＮ・、
ム（の検ａｉｔ行い、ステップ８２０２においてアクセ
ル全閉であるか否かの判別を行う。Another example of the operation of the circuit of FIG. 2 will be described with reference to the operational flow diagram of FIG. In step 5201, Th-N.
In step 8202, it is determined whether the accelerator is fully closed.
アクセル全閉できないと龜はステップ８２０４ Ｋ進み
、アクセル開度の変化量Δ人＝ムイーム１−１を算出す
る。ステップ８２０５におりて」が蹴る値、例えば５−
以上になりたか否かｔ！ｆ４Ｊ別する。If the accelerator cannot be fully closed, the car advances to step 8204K and calculates the amount of change in the accelerator opening Δperson=muim 1-1. At step 8205, the value to be kicked, for example 5-
Is it more than that? Separate f4J.
５参以上になったと１１はステップ８．２０６ Ｋ進み
、現在のアクセル開度に、成る大龜さの追加アクセル一
度！（−）を加算する。すなわちム（Ｋ／ｌ−追加して
得られたｆ３４ｘム（＋／を見かけアクセル開度とする
。ステップ８２０７におりてＢ４が１００−を超えたか
否かの判別を行い、超えていなければ腋Ｂ（値を用い、
超えていればＢ４１１として１００−を用い１次のステ
ップへ進む、ステップ８２１０ＫＪＰ−てＡ（Ｏ記憶が
行われ、ステップ８２１１ＫｊＩＰ−てＢイとＮ・にも
とづき覇６図のマツプを用−て燃料噴射量を算出する。When it reaches 5 or more steps, 11 advances to step 8.206 K, and adds one additional accelerator to the current accelerator opening! Add (-). In other words, f34x M(+/ obtained by adding M(K/l-) is assumed to be the apparent accelerator opening. In step 8207, it is determined whether B4 exceeds 100-, and if it does not exceed 100-, the armpit B (using the value,
If it exceeds, proceed to the first step using 100- as B411, step 8210KJP-A (O memorization is performed, and step 8211KjIP- then B A and N. Based on the map of H6, the fuel is Calculate the injection amount.
なおΔムが５ｇ１を超光な−ときは、ステップ８２０９
へ行き、 Ｂ（値としてはムイ値そのものを用いる。ス
テップ８２１２以下のルーチンは第４図のステップ８！
１１以下のルーチンと同様である。In addition, when Δm is greater than 5g1, step 8209
Go to B (use the Mui value itself as the value. The routine from step 8212 onwards is step 8! in FIG. 4).
This is the same as the routines 11 and below.
本発明の他Ｏ実施態様においては、加速用噴射増量まえ
はアクセル開直増加量上時間とと′４ｈＫ減少させ、蝙
在Ｏアタセル開鷹とエンジン固転適度で決まる通常の噴
射量へ収束するように制御を行うことができる。また、
前述の実施態様において、加速時の増量がまだｌ！Ｉ４
りていても、成る一定以上の減速、すなわちスロットル
が閉方向に動く速度を成る値よル大とする減速、が行わ
れ丸場合に増量を零とすゐように制御を行うことができ
る。In another embodiment of the present invention, before increasing the acceleration injection amount, the accelerator opening increase amount is reduced by 4hK, and the injection amount converges to the normal injection amount determined by the accelerator opening time and the degree of engine freezing. It can be controlled as follows. Also,
In the embodiment described above, the increase during acceleration is still l! I4
Even when the throttle is in the closed position, a deceleration above a certain value, that is, a deceleration in which the speed at which the throttle moves in the closing direction is made greater than a certain value, can be performed, and control can be performed so that the increase in amount is zero when the throttle is closed.
本発ＷＡＫよれば、加速時Ｋｋ−ける系統の応答遅れを
減少させ、それによル加速性能および加速フィーリング
の向上した内燃機関の燃料噴射量制御を行うことができ
る。According to the present WAK, it is possible to reduce the response delay of the Kk system during acceleration, thereby controlling the fuel injection amount of the internal combustion engine with improved acceleration performance and acceleration feeling.
ｊＩ１図は本発明の実施例としての燃料噴射ポンプ系ｔ
Ｉ＆を行う内燃機関の燃料噴射量制餠装置の構成を示す
１ｉ１１１第２図は籐五図装置における計算回路ｏｍｔ
ｔｔ示す回路図、第３図は第２図計算回路６１ｍ分の構
成を示す回路−１嬉４園は第２図計算回路Ｏ―作Ｏ１＠
を示す演算流れ図、３１５図はＩＩ２図針算回路の＃作
の他の１例を示す演算流れ図、第６．第７． ｌＩ／＆
ｓ図は第２国計算回路の動作に関連して用−られるマツ
プを示す図である。
ｌ−燃料噴射ポンプ系、１１・・・燃料ポンプ。
１ ｊ！−Ｖリーフパルプ％１３”’Ｉ’ツイプシャ７
ト、１４・−買一ツ、１５・−力ムグレート、１６−タ
イ々ンダ制御弁、１７・・・プランジャ、１８・・・デ
リバリパルプ、１９・・・燃料カット弁、２１・・・ア
クテ纂エーメ、２２・・・スピルリング、３１・・・ス
ピルリング変位センチ、３２・・・タイマピストン位置
センサ、３３・・・ポンプ回転数センサ、４・・・エン
ジン、４１・・・燃料噴射弁、４２−・・吸気圧センナ
、４３・・・吸気圧センナ、４４−・・水温センナ、５
・・・計算回路、６−アタセルセンナ、７１−・・エア
コン信号入力。
７２−トル：ｔｙ信号入力、７３・−パワステアリング
信号入力、８−・・電源信号入力。
３ＪＳＧ図
第７図
Ｎｅ （ｘ １０１０３ｒｐ
第８図
障（糞１己醪Figure jI1 shows a fuel injection pump system t as an embodiment of the present invention.
Figure 2 shows the configuration of a fuel injection amount control device for an internal combustion engine that performs I&.
tt is the circuit diagram shown in Figure 3. Figure 2 is the circuit diagram showing the configuration of 61 m of calculation circuit - 1 Uki 4en is Figure 2 calculation circuit O-Saku O1@
Fig. 315 is a calculation flowchart showing another example of # production of the point counting circuit in Fig. II2. 7th. lI/&
s diagram is a diagram showing a map used in connection with the operation of the second country calculation circuit. l-Fuel injection pump system, 11...Fuel pump. 1 j! -V Leaf Pulp% 13”'I' Twipusha 7
14.-Purchase, 15.-Power magrate, 16-Taidan control valve, 17..Plunger, 18..Delivery pulp, 19..Fuel cut valve, 21..Act assembly Aime, 22... Spill ring, 31... Spill ring displacement cm, 32... Timer piston position sensor, 33... Pump rotation speed sensor, 4... Engine, 41... Fuel injection valve, 42--Intake pressure sensor, 43--Intake pressure sensor, 44--Water temperature sensor, 5
...Calculation circuit, 6-Atasel Senna, 71-...Air conditioner signal input. 72-tor: ty signal input, 73--power steering signal input, 8--power signal input. 3JSG figure 7 figure Ne (x 10103rp figure 8 disorder (feces 1 self-melting
Claims (1)
料噴射量ｌ１ｌ１１方法であって、成る燃料噴射量制御
単位時間（ム重）内に、ｔａｂ単位時間に＆けるアクセ
ル開＆（ムーー１）と今回単位時間におけるアクセル一
度（ム４）の変化量（ム＝Ａ（−Ａ（−１）を検出し、
該アクセルＨ１ｉｔ変化童の検出結果にもとづａｍ料噴
射量Ｏ夾質的修正を２もなう燃料噴射量の演算を行い、
該演算の結果得られた信号を用−て燃料噴射量側御を行
う、内燃機部の燃料噴射量制御方法。 ２ 蒙アクセル＃Ｒ度叢化菫の検出−釆にもとづ（燃料
噴射量の夾質的修正管ともなう燃料噴射量の演算が、該
アクセル開度変化盆が所定値を超過したか否かの判別を
行ｉ、そして該判別＃釆にもとづき演算されたｍ科噴射
ｔｆｌＬにさらに加速用燃料噴射増量値を加算すること
により行われる、特許請求の範囲ａｌｌ槍記載の方法。 ＆ 該加速用燃＠噴射増量値が、アクセルＮＩＩＫ変化
量、内燃機関回＠巡に１内燃機圓冷却水温置、車速等に
より変化させられる、特許請求の範囲第２項記載の方法
。 ４ ＃アクセル開度変化量の検出結果にもとづく燃料噴
射量の実負的修正ｔともなう燃料噴射量の演算が、該ア
クセルｖＩ４度変化重が所定値を超過したか否かの判別
を行９、該判別結果にもとづき現在のアクセル開度に予
じめ定められた追加のアクセル開度を加算して見かけア
タセルー置愛ぶり、そして、該算出された見かけアクセ
ル開ｆｆＬＫもとづ−て燃料噴射量を算出する、ことに
よ１行われる、特許請求の範囲第五項記載Ｏ方法。[Scope of Claims] L Electronic fuel injection amount control Detect the amount of change (Mu = A (-A (-1)) in the accelerator opening & (Mu 1) and the accelerator opening (Mu 4) in the current unit time,
Based on the detection result of the accelerator H1it change, calculate the fuel injection amount including two qualitative corrections of the am fuel injection amount O,
A fuel injection amount control method for an internal combustion engine section, which performs fuel injection amount side control using a signal obtained as a result of the calculation. 2 Detection of the accelerator opening #R degree violet - Based on the button (calculation of the fuel injection amount, which also serves as a qualitative correction tube for the fuel injection amount, determines whether the accelerator opening degree change tray exceeds a predetermined value) The method recited in the claims is carried out by determining i, and further adding an acceleration fuel injection increase value to the m-type injection tflL calculated based on the determination # button. The method according to claim 2, wherein the fuel injection increase value is changed by the accelerator NIIK change amount, the internal combustion engine cooling water temperature per cycle, the vehicle speed, etc. 4 #Accelerator opening change amount The calculation of the fuel injection amount with the actual/negative correction t of the fuel injection amount based on the detection result determines whether or not the accelerator vI 4 degree change weight exceeds a predetermined value. By adding a predetermined additional accelerator opening to the accelerator opening to determine the apparent attachment point of the accelerator, and then calculating the fuel injection amount based on the calculated apparent accelerator opening ffLK. 1. O method according to claim 5, which is carried out in accordance with claim 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10881681A JPS5828533A (en) | 1981-07-14 | 1981-07-14 | Fuel injection rate control method in internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10881681A JPS5828533A (en) | 1981-07-14 | 1981-07-14 | Fuel injection rate control method in internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5828533A true JPS5828533A (en) | 1983-02-19 |
Family
ID=14494231
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10881681A Pending JPS5828533A (en) | 1981-07-14 | 1981-07-14 | Fuel injection rate control method in internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5828533A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59185838A (en) * | 1983-04-07 | 1984-10-22 | Toyota Motor Corp | Fuel injection control for diesel engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55112828A (en) * | 1979-02-19 | 1980-09-01 | Japan Electronic Control Syst Co Ltd | Compensator of fuel increase for internal combustion engine |
| JPS55131541A (en) * | 1979-03-31 | 1980-10-13 | Japan Electronic Control Syst Co Ltd | Fuel supply increasing circuit for internal combustion engine |
-
1981
- 1981-07-14 JP JP10881681A patent/JPS5828533A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55112828A (en) * | 1979-02-19 | 1980-09-01 | Japan Electronic Control Syst Co Ltd | Compensator of fuel increase for internal combustion engine |
| JPS55131541A (en) * | 1979-03-31 | 1980-10-13 | Japan Electronic Control Syst Co Ltd | Fuel supply increasing circuit for internal combustion engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59185838A (en) * | 1983-04-07 | 1984-10-22 | Toyota Motor Corp | Fuel injection control for diesel engine |
| JPH0517391B2 (en) * | 1983-04-07 | 1993-03-09 | Toyota Motor Co Ltd |
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