JPS5923037A - Electronically controlled fuel injection device - Google Patents
Electronically controlled fuel injection deviceInfo
- Publication number
- JPS5923037A JPS5923037A JP13173682A JP13173682A JPS5923037A JP S5923037 A JPS5923037 A JP S5923037A JP 13173682 A JP13173682 A JP 13173682A JP 13173682 A JP13173682 A JP 13173682A JP S5923037 A JPS5923037 A JP S5923037A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- signal
- amount
- sensor
- longitudinal direction
- 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
- F02D41/14—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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
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、電子燃料噴射装置に係り、特に、エンジン状
態および外気状態を検知し、電子回路によつて燃料の噴
射量を計算し、所定量の燃料を噴射する電子制御燃料噴
射装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronic fuel injection device, and particularly to an electronic fuel injection device that detects engine conditions and outside air conditions, calculates the amount of fuel to be injected using an electronic circuit, and injects a predetermined amount of fuel. The present invention relates to a controlled fuel injection device.
従来より、スロットル弁上流側に装着したエアフローメ
ータで吸入空気量を計測し、エンジン回転数と計測した
吸入空気量とから噴射すべき基本燃料量を求め、この基
本燃料量に吸気温増量補正、エンジン冷却水温増量補正
および始動後増量補正等を加え、補正された燃料量をイ
ンジエクタの開弁パルス時間として制御する電子制御燃
料噴射装置が知られている。また、他の方式として、吸
入空気量を計測する代わりに吸気管負圧を計測し、エン
ジン回転数性による補正を加え、基本噴射パルス時間を
演算制御する電子制御燃料噴射装置も知られている。Conventionally, the amount of intake air is measured with an air flow meter installed upstream of the throttle valve, the basic amount of fuel to be injected is determined from the engine speed and the measured amount of intake air, and this basic fuel amount is compensated for the intake air temperature increase. 2. Description of the Related Art An electronically controlled fuel injection device is known that performs an engine cooling water temperature increase correction, a post-start increase correction, etc., and controls the corrected fuel amount as an injector valve opening pulse time. In addition, as another method, an electronically controlled fuel injection system is known that measures the intake pipe negative pressure instead of measuring the intake air amount, makes corrections based on engine speed characteristics, and calculates and controls the basic injection pulse time. .
しかし、かかる電子制御燃料噴射装置によれば、あらゆ
る運転状態において最適な量の燃料が供給されるという
利点を有するが、エンジンの燃焼が不整となるとトルク
変動が生じ、定速走行時および加減速走行時に車両が前
後方向に低周波振動するサージや、加減速時に車両前後
方向の過渡振動の減衰が悪くなるしやくりが発生し、運
転性が悪くなる、という問題が生じる。第１図（ａ）に
サージが発生した場合の車両前後方向の加速度の変化を
示す。なお、図において実線はサージが大きい場合、破
線はサージが小さい場合を名々示す。また、第１図（ｂ
）にしやくりが発生した場合の車両前後方向の加速度の
変化を示す。なお、第１図（ｂ）において実線はしやく
りが太きい場合、破線にしやくりが小さい場合を各々示
す。However, although such an electronically controlled fuel injection device has the advantage of supplying the optimum amount of fuel in all driving conditions, irregular combustion in the engine causes torque fluctuations, and A problem arises in that when the vehicle is running, low-frequency vibrations in the longitudinal direction of the vehicle occur, such as surges, and transient vibrations in the longitudinal direction of the vehicle are poorly damped during acceleration or deceleration, resulting in poor drivability. FIG. 1(a) shows changes in acceleration in the longitudinal direction of the vehicle when a surge occurs. In the figure, a solid line indicates a case where the surge is large, and a broken line indicates a case where the surge is small. In addition, Fig. 1 (b
) shows the change in acceleration in the longitudinal direction of the vehicle when a steering wheel occurs. In FIG. 1(b), the solid line indicates the case where the handle is thick, and the broken line indicates the case where the handle is small.
本発明は上記問題点を解消すべく成されたもので、サー
ジやしやくり等の車両前後方向の振動を低減させて、滑
らかな運転性を得られるようにした電子制御燃料噴射装
置を提供することを目的とする。The present invention has been made to solve the above-mentioned problems, and provides an electronically controlled fuel injection device that reduces vibrations in the longitudinal direction of the vehicle, such as surges and vibrations, and provides smooth drivability. The purpose is to
上記目的を達成するために本発明の構成は、エンジン回
転数と吸入空気量またはエンジン回転数と吸気管負圧に
よつて基本噴射量を求め、この基本噴射量に各種の補正
を加えてインジエクタの開弁時間を制御する電子制御燃
料噴射装置おいて、車両の前後方向の振動を検出して車
両振動信号を出力する車両振動センサを設け、前記車両
振動信号のレベルが所定レベルを越えたときこの車両振
動信号のレベルが小さくなるように基本噴射量を補正す
るようにしたものである。車両振動センサとしては、加
速度センサやトルクセンサを用いることができる。In order to achieve the above object, the configuration of the present invention is to obtain a basic injection amount based on the engine speed and intake air amount or the engine speed and intake pipe negative pressure, and to add various corrections to this basic injection amount and then inject the injector. An electronically controlled fuel injection device that controls a valve opening time is provided with a vehicle vibration sensor that detects vibrations in the longitudinal direction of the vehicle and outputs a vehicle vibration signal, and when the level of the vehicle vibration signal exceeds a predetermined level. The basic injection amount is corrected so that the level of this vehicle vibration signal is reduced. An acceleration sensor or a torque sensor can be used as the vehicle vibration sensor.
以下図面を参照して本発明の実施例を詳細に説明する。Embodiments of the present invention will be described in detail below with reference to the drawings.
第２図および第３図に本発明の第１実施例を示す。本実
施例は、吸入空気量とエンジン回転数とに基づいて基本
噴射量を決定する電子制御燃料噴射装置および加速度セ
ンサを用いたものである。A first embodiment of the present invention is shown in FIGS. 2 and 3. This embodiment uses an electronically controlled fuel injection device that determines the basic injection amount based on the intake air amount and the engine speed, and an acceleration sensor.
スロットル弁２の上流側には、吸入空気量を検出するエ
アフローメータ４が装着されている。インテークマ二ホ
ールド６には、インジエクタ８が装着され、エンジン１
０には、クランク軸の回転数からエンジン回転数を検出
するエンジン回転数センサ１４が配置されている。また
、車両には、車両の前後方向の加速度を検出する加速度
センサ１６が取付けられている。An air flow meter 4 is installed upstream of the throttle valve 2 to detect the amount of intake air. An injector 8 is attached to the intake manifold 6, and the engine 1
0, an engine rotation speed sensor 14 that detects the engine rotation speed from the rotation speed of the crankshaft is arranged. Furthermore, an acceleration sensor 16 is attached to the vehicle to detect acceleration in the longitudinal direction of the vehicle.
マイクロコンピュータ等で構成された制御回路１８には
、エアフローメータ４、エンジン回転数センサ１４およ
び加速度センサ１６が接続され、制御回路１８はインジ
エクタ８に接続されている。An air flow meter 4, an engine rotation speed sensor 14, and an acceleration sensor 16 are connected to a control circuit 18 composed of a microcomputer or the like, and the control circuit 18 is connected to an injector 8.
なお、図示を省略したが、制御回路１８には、従来と同
様に、吸入空気温を検出する吸入空気温センサ、スロッ
トル弁の開度を検出するスロットルセンサ、エンジン冷
却水温を検出する冷却水温センサ、排ガス中の酸素濃度
を検出する０２センザおよびノツキングセンサ等が接続
されている。Although not shown, the control circuit 18 includes an intake air temperature sensor that detects the intake air temperature, a throttle sensor that detects the opening of the throttle valve, and a cooling water temperature sensor that detects the engine cooling water temperature, as in the conventional case. , an 02 sensor that detects the oxygen concentration in exhaust gas, a knocking sensor, etc. are connected.
以下第３図を参照して本実施例の動作を説明する。なお
、以下の説明においては、本発明の特徴部分である車両
前後方向の振動を制御する場合について説明し、吸入空
気温等による基本噴射量の補正、空燃比制御およびノツ
キング制御については従来と同様であるので説明を省略
する。また、第３図に示す動作は、所定クランク角毎の
割込み処理により行なわれる。The operation of this embodiment will be explained below with reference to FIG. In the following explanation, we will explain the case of controlling vibrations in the longitudinal direction of the vehicle, which is a characteristic part of the present invention, and the basic injection amount correction based on intake air temperature, air-fuel ratio control, and knocking control will be the same as conventional ones. Therefore, the explanation will be omitted. Further, the operation shown in FIG. 3 is performed by interrupt processing at every predetermined crank angle.
まず、ステップ３０において、加速度センサ１６から出
力される加速度信号を取込み、この加速度信号の１７ベ
ルの絶対値｜α｜と予め制御回路に設定されている所定
レベルα０とを比較する。First, in step 30, the acceleration signal output from the acceleration sensor 16 is taken in, and the absolute value |α| of 17 bells of this acceleration signal is compared with a predetermined level α0 set in advance in the control circuit.
ステップ３０において、絶対値｜α｜が所定レベルα０
以下と判断された場合には、この割込み処理を終了して
割込みが発生したところへリターンし、絶対値｜α｜が
所定レベルα０より大きいと判断された場合には、ステ
ップ３２へ進む。ステップ３２では、加速度信号のレベ
ルαが正であるか否かを判断し、加速度信号のレベルα
が正のときはステップ３４へ進み、加速度信号のレベル
αが負のときはステップ３６へ進む。In step 30, the absolute value |α| is set to a predetermined level α0
If it is determined that the following is true, the interrupt process is ended and the process returns to the point where the interrupt occurred. If it is determined that the absolute value |α| is greater than the predetermined level α0, the process advances to step 32. In step 32, it is determined whether the level α of the acceleration signal is positive or not, and the level α of the acceleration signal
When the level α of the acceleration signal is positive, the process proceeds to step 34, and when the level α of the acceleration signal is negative, the process proceeds to step 36.
ステップ３４では、次の（１）式に基づいて補正量△ｒ
を法定し、絶対値｜α｜とレペルα０との差に比例させ
て噴射パルス幅を小ざくして燃料の減量を行う。In step 34, the correction amount Δr is calculated based on the following equation (1).
is determined, and the injection pulse width is decreased in proportion to the difference between the absolute value |α| and the level α0 to reduce the amount of fuel.
△τ＝−ｋ（｜α｜−α０）・・・・・・・・・（１）
ただし、ｋは比例定数である。△τ=-k(|α|-α0)・・・・・・・・・(1)
However, k is a proportionality constant.
また、ステップ３６では、次の（２）式に基づいて補正
量△τ′を決定し、絶対値｜α｜と所定レベルα０どの
差に比例させて噴射パルス幅を大きくして燃料の増量を
行う。Further, in step 36, the correction amount △τ' is determined based on the following equation (2), and the injection pulse width is increased in proportion to the difference between the absolute value |α| and the predetermined level α0 to increase the amount of fuel. conduct.
△τ′＝ｋ（｜α｜−α０）・・・・・・・・・（２）
ただし、ｋは比例定数である。△τ′=k(|α|−α0)・・・・・・・・・(2)
However, k is a proportionality constant.
そして、前述のステップ３４およびステップ３６の処理
が終了した後、割込み処理を終了して割込みが発生した
ところヘリターンする。この結果、車両前後方向に発生
する振動の大きさに応じて燃料が増減され、車両前後方
向の振動が低減される。Then, after the processing in steps 34 and 36 described above is completed, the interrupt processing is completed and the process returns to the point where the interrupt occurs. As a result, the amount of fuel is increased or decreased depending on the magnitude of vibrations occurring in the longitudinal direction of the vehicle, thereby reducing vibrations in the longitudinal direction of the vehicle.
次に本発明の第２実施例を第２図および第４図を用いて
説明する。本実施例は、第２図の加速度センサ１６に代
えて、駆動系での駆動トルクを検出するトルクセンサを
用いたものであり、その他は第１実施例と同様であるの
で説明を省略し、本実施例の特徴部分である所定クラン
ク角毎に行なわれる割込み処理について説明する。Next, a second embodiment of the present invention will be described using FIGS. 2 and 4. In this embodiment, a torque sensor for detecting the drive torque in the drive system is used in place of the acceleration sensor 16 shown in FIG. The interrupt processing performed at every predetermined crank angle, which is a feature of this embodiment, will be explained.
まず、ステップ４０において、トルクセンサから出力さ
れるトルク信号を取込み、このトルク信号のレベルの絶
対値｜Ｔ｜と予め制御回路に設定されている所定レベル
Ｔ０とを比較する。ステップ４０において、絶対値｜Ｔ
｜が所定レベルＴ０以下と判断された場合には、この割
込み処理を終了して割込みが発生したところへリターン
し、絶対値｜Ｔ｜が所定レベルＴ０より大きいと判断さ
れた場合には、ステップ４２へ進む。ステップ４２では
、トルク信号のレベルＴが正であるか否かを判断し、ト
ルク信号のレベルＴが正のときはステップ４４へ進み、
トルク信号のレベルＴが負のときはステップ４６へ進む
。First, in step 40, the torque signal output from the torque sensor is taken in, and the absolute value |T| of the level of this torque signal is compared with a predetermined level T0 set in advance in the control circuit. In step 40, the absolute value |T
If it is determined that | is below the predetermined level T0, this interrupt processing is ended and the process returns to the point where the interrupt occurred; if it is determined that the absolute value |T| is greater than the predetermined level T0, step Proceed to 42. In step 42, it is determined whether the level T of the torque signal is positive or not, and when the level T of the torque signal is positive, the process proceeds to step 44,
If the level T of the torque signal is negative, the process advances to step 46.
ステップ４４では、次の（３）式に基づいて補正量△τ
を決定し、絶対値｜Ｔ｜と所定レベルＴ０との差に比例
させて噴射バルス幅を小さくして燃料の減量を行う。In step 44, the correction amount Δτ is calculated based on the following equation (3).
is determined, and the injection pulse width is reduced in proportion to the difference between the absolute value |T| and the predetermined level T0 to reduce the amount of fuel.
△τ＝−ｋ（｜Ｔ｜−Ｔ０）・・・・・・・・・（３）
ただし、ｋは比例定数である。△τ=-k(|T|-T0)・・・・・・・・・(3)
However, k is a proportionality constant.
また、ステップ４６では、次の（４）式に基づいて補正
量△ｒ′を決定し、絶対値｜Ｔ｜と所定レベルＴ０との
差に比例させて噴射パルス幅を大きくして燃料の増量を
行う。Further, in step 46, a correction amount △r' is determined based on the following equation (4), and the injection pulse width is increased in proportion to the difference between the absolute value |T| and the predetermined level T0 to increase the amount of fuel. I do.
△τ’＝ｋ（｜Ｔ｜−Ｔ０）・・・・・・・・・（４）
ただし、ｋは比例定数である。△τ'=k(|T|-T0)・・・・・・・・・(4)
However, k is a proportionality constant.
そして、前述のステップ４４およびステップ４６の処理
が終了した後、割込み処理を終了して割込みが発生した
ところへリターンする。この結果、車両前後方向に発生
する振動の大きさに応じて燃料が増減され、車両前後方
向の振動が低減される。Then, after the above-mentioned steps 44 and 46 are completed, the interrupt processing is completed and the process returns to the point where the interrupt occurred. As a result, the amount of fuel is increased or decreased depending on the magnitude of vibrations occurring in the longitudinal direction of the vehicle, thereby reducing vibrations in the longitudinal direction of the vehicle.
以上に説明したように本発明によれば、サージやしやく
りによる車両の振動が防止され、運転性が向上する、と
いう優れた効果が得られる。As described above, according to the present invention, it is possible to obtain the excellent effect of preventing vibrations of the vehicle due to surges and vibrations, and improving drivability.
第１図（ａ）、（ｂ）は、車両前後方向の加速度の変化
を示す線図、第２図は、本発明の実施例を示すブロック
図、第３図は、第１実施例の動作を示す流れ図、第４図
は、第２実施例の動作を示す流れ図である。
４・・・エアフロルメータ、８・・・インジエクタ、１
４・・・エンジン回転載センサ、１６・・・加速度セン
サ、１８・・・制御回路。
代理人 鵜 沼 辰 之
（ほか２名）FIGS. 1(a) and (b) are diagrams showing changes in acceleration in the longitudinal direction of the vehicle, FIG. 2 is a block diagram showing an embodiment of the present invention, and FIG. 3 is an operation of the first embodiment. FIG. 4 is a flowchart showing the operation of the second embodiment. 4... Airflow meter, 8... Injector, 1
4... Engine rotation sensor, 16... Acceleration sensor, 18... Control circuit. Agent Tatsuyuki Unuma (and 2 others)
Claims (1)
を出力するエンジン回転数センサと、エンジンに吸入さ
れる吸入空気量および吸気管負圧のいずれか一方を検出
して空気状態信号を出力する空気状態センサと、車両の
前後方向の振動を検出して車両振動信号を出力する車両
振動センサと、前記エンジン回転数信号および前記空気
状態信号に基づいて基本噴射量を決定すると共に、前記
車両振動信号のレベルが所定レベルを越えたとき該車両
振動信号のレベルが小さくなるように前記基本噴射量を
補正して噴射信号を出力する制御回路と、前記噴射信号
に基づいて所定量の燃料を噴射するインジエクタとを含
む電子制御燃料噴射装置。(1) An engine speed sensor that detects the engine speed and outputs an engine speed signal, and an engine speed sensor that detects either the amount of intake air taken into the engine or the intake pipe negative pressure and outputs an air condition signal. a vehicle vibration sensor that detects longitudinal vibrations of the vehicle and outputs a vehicle vibration signal; and a vehicle vibration sensor that determines a basic injection amount based on the engine rotation speed signal and the air condition signal; a control circuit that outputs an injection signal by correcting the basic injection amount so that the level of the vehicle vibration signal becomes smaller when the level of the vibration signal exceeds a predetermined level; An electronically controlled fuel injection device including an injector.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13173682A JPS5923037A (en) | 1982-07-28 | 1982-07-28 | Electronically controlled fuel injection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13173682A JPS5923037A (en) | 1982-07-28 | 1982-07-28 | Electronically controlled fuel injection device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5923037A true JPS5923037A (en) | 1984-02-06 |
Family
ID=15064987
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13173682A Pending JPS5923037A (en) | 1982-07-28 | 1982-07-28 | Electronically controlled fuel injection device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5923037A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61272451A (en) * | 1985-05-29 | 1986-12-02 | Hitachi Ltd | Controller for internal-combustion engine |
| JPS6256741U (en) * | 1985-09-30 | 1987-04-08 | ||
| JPS6397841A (en) * | 1986-10-13 | 1988-04-28 | Aichi Mach Ind Co Ltd | Idling operation control method for automobile internal combustion engine |
| US4759327A (en) * | 1985-09-20 | 1988-07-26 | Hitachi, Ltd. | Apparatus for controlling an internal combustion engine |
| JPH01190949A (en) * | 1988-01-25 | 1989-08-01 | Nippon Denshi Kagaku Kk | Surge judging device for vehicle |
| US5060618A (en) * | 1990-01-30 | 1991-10-29 | Toyota Jidosa Kabushiki Kaisha | Method and apparatus for controlling torque variations in an internal combustion engine |
| US8489300B2 (en) | 2002-11-19 | 2013-07-16 | Denso Corporation | Vibration control apparatus for automotive vehicle |
| JP2013253565A (en) * | 2012-06-07 | 2013-12-19 | Suzuki Motor Corp | Combustion state control device for internal combustion engine of vehicle |
| US9556816B2 (en) | 2010-06-07 | 2017-01-31 | Suzuki Motor Corporation | System for controlling combustion condition in vehicle engine |
-
1982
- 1982-07-28 JP JP13173682A patent/JPS5923037A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61272451A (en) * | 1985-05-29 | 1986-12-02 | Hitachi Ltd | Controller for internal-combustion engine |
| US4759327A (en) * | 1985-09-20 | 1988-07-26 | Hitachi, Ltd. | Apparatus for controlling an internal combustion engine |
| JPS6256741U (en) * | 1985-09-30 | 1987-04-08 | ||
| JPS6397841A (en) * | 1986-10-13 | 1988-04-28 | Aichi Mach Ind Co Ltd | Idling operation control method for automobile internal combustion engine |
| JPH01190949A (en) * | 1988-01-25 | 1989-08-01 | Nippon Denshi Kagaku Kk | Surge judging device for vehicle |
| US5060618A (en) * | 1990-01-30 | 1991-10-29 | Toyota Jidosa Kabushiki Kaisha | Method and apparatus for controlling torque variations in an internal combustion engine |
| US8489300B2 (en) | 2002-11-19 | 2013-07-16 | Denso Corporation | Vibration control apparatus for automotive vehicle |
| DE10353692B4 (en) * | 2002-11-19 | 2017-08-24 | Denso Corporation | Vibration control device for motor vehicles |
| US9556816B2 (en) | 2010-06-07 | 2017-01-31 | Suzuki Motor Corporation | System for controlling combustion condition in vehicle engine |
| JP2013253565A (en) * | 2012-06-07 | 2013-12-19 | Suzuki Motor Corp | Combustion state control device for internal combustion engine of vehicle |
| CN103485911A (en) * | 2012-06-07 | 2014-01-01 | 铃木株式会社 | System for controlling combustion state in vehicle engine |
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