JPS5946339A - Air-fuel ratio controlling apparatus for internal- combustion engine - Google Patents
Air-fuel ratio controlling apparatus for internal- combustion engineInfo
- Publication number
- JPS5946339A JPS5946339A JP15673482A JP15673482A JPS5946339A JP S5946339 A JPS5946339 A JP S5946339A JP 15673482 A JP15673482 A JP 15673482A JP 15673482 A JP15673482 A JP 15673482A JP S5946339 A JPS5946339 A JP S5946339A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- air
- fuel ratio
- hydrocarbon
- density
- 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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
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、燃料蒸発ガス抑制装置としての吸着剤容器を
備える内燃機関の空燃比制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an air-fuel ratio control device for an internal combustion engine that includes an adsorbent container as a fuel evaporative emission control device.
吸着剤容器を備える内燃機関では燃料タンク内の燃料温
度が高くなると、燃料タン久の燃料蒸発ガスが、吸着剤
容器を経てパージボートへ導かれ、パージボートから吸
気通路へ流入している。この場合、吸気系への燃料供給
量は燃料噴射弁から噴射される燃料の量＋パージポート
からの燃料蒸発ガスの放出量となり、このだめ空燃比の
フィードバック制御が困難となり、排気ガス中の有害成
分量が増大するとともに燃費率が悪化している。In an internal combustion engine equipped with an adsorbent container, when the temperature of the fuel in the fuel tank increases, evaporated fuel gas in the fuel tank is guided through the adsorbent container to a purge boat, and from the purge boat flows into the intake passage. In this case, the amount of fuel supplied to the intake system is the amount of fuel injected from the fuel injection valve + the amount of fuel evaporative gas released from the purge port, which makes feedback control of the air-fuel ratio difficult, and harmful As the amount of components increases, the fuel efficiency rate worsens.
本発明の目的は、燃料タンクの燃料蒸発ガスの吸気系放
出にもかかわらす空燃比を適切に制御することができる
空燃比制御装置を提供することである。SUMMARY OF THE INVENTION An object of the present invention is to provide an air-fuel ratio control device that can appropriately control the air-fuel ratio despite the intake system release of fuel vapor from a fuel tank.
この目的を達成するために本発明によれば、燃料タンク
の蒸気空間が、吸着剤容器を介して吸気系のパージボー
トへ接続され、燃料噴射弁における燃料噴射量の制御に
より空燃比を制御する内燃機関の空燃比制御装置におい
て、パージボートより下流で燃料噴射弁より上流の吸気
通路部分の炭化水素濃度を検出し、燃焼室の混合気の空
燃比がほぼ理論空燃比となるように燃料噴射弁からの燃
料噴射量を炭化水素濃度の検出値に基づいて開ループ制
御する。To achieve this objective, according to the invention, the vapor space of the fuel tank is connected to the purge boat of the intake system via an adsorbent container, and the air-fuel ratio is controlled by controlling the amount of fuel injected in the fuel injection valve. In the air-fuel ratio control device of an internal combustion engine, the hydrocarbon concentration in the intake passage downstream of the purge boat and upstream of the fuel injection valve is detected, and fuel is injected so that the air-fuel ratio of the mixture in the combustion chamber is approximately the stoichiometric air-fuel ratio. The amount of fuel injected from the valve is controlled in an open loop based on the detected value of the hydrocarbon concentration.
図面を参照して本発明の詳細な説明する。The present invention will be described in detail with reference to the drawings.
第１図において吸気通路１には上流から顔量にエアクリ
ーナ２、吸気温センサ３、エアフローメータ４、スロッ
トル弁５、および吸気分岐管６が設けられる。アイドル
スイッチ９は、スロットル弁５がアイドリング開度にあ
る場合にはオンであり、アイドリンク開度より大きく開
かれている場合にはオフである。パージポー１・１０は
、スロットル弁５の近傍の吸気通路壁に設けられ、スロ
ットル弁５が所定開度以上になるとスロットル弁５より
下流の位置となる。燃′）１′１噴射弁１１は、吸気分
岐管６の枝部分に取付けられ、燃料を吸気ボートへ向け
て噴射する。機関本体１４の燃焼室で燃焼した混合気は
排気分岐管１５、排気管１６、および三元触媒を収容ず
仝触媒コンバータ１７を経て放出される。水温センサ１
８は機関本体１４に取付けられて冷却水温度を検出し、
空燃比センサとしての酸素センサ１９は排気中の酸素濃
度を検出する。炭化水素濃度検出器２０は、吸気分岐管
６の集合部分に、すなわち燃料噴射弁１１が設けられて
いる枝部分より上流でパージポート１０よｐ下流の個所
に設けられ、該個所における炭化水素濃度を検出するこ
とによりパージポート１０からの燃料蒸発ガスの放出量
を検出する。吸着剤としての活性炭を収容するチャコー
ルキャニスタ２２は入口側を燃料タンク２３の燃料２５
より上方の燃料蒸発空間へ接続され、出口側をパージポ
ート１０へ接続される。In FIG. 1, an air cleaner 2, an intake air temperature sensor 3, an air flow meter 4, a throttle valve 5, and an intake branch pipe 6 are provided in an intake passage 1 from upstream to above. The idle switch 9 is on when the throttle valve 5 is at the idling opening, and is off when the throttle valve 5 is opened more than the idling opening. The purge ports 1 and 10 are provided on the wall of the intake passage near the throttle valve 5, and are positioned downstream of the throttle valve 5 when the throttle valve 5 reaches a predetermined opening degree or more. The fuel injection valve 11 is attached to a branch of the intake branch pipe 6, and injects fuel toward the intake boat. The air-fuel mixture combusted in the combustion chamber of the engine body 14 is discharged through the catalytic converter 17 without containing the exhaust branch pipe 15, the exhaust pipe 16, and the three-way catalyst. Water temperature sensor 1
8 is attached to the engine body 14 to detect the cooling water temperature;
An oxygen sensor 19 serving as an air-fuel ratio sensor detects the oxygen concentration in exhaust gas. The hydrocarbon concentration detector 20 is installed at a gathering portion of the intake branch pipe 6, that is, at a location upstream from the branch portion where the fuel injection valve 11 is provided and downstream from the purge port 10, and detects the hydrocarbon concentration at the location. By detecting this, the amount of fuel evaporative gas released from the purge port 10 is detected. The charcoal canister 22 that accommodates activated carbon as an adsorbent has its inlet side connected to the fuel 25 of the fuel tank 23.
It is connected to the upper fuel evaporation space, and the outlet side is connected to the purge port 10.
点火コイル２８の二次点火電流は配電器２９を経て各点
火プラグへ送られる。電子制御装置３２は、アナログ入
力信号をＡ／Ｄ （アナログ／デジタル）変換するＡ／
Ｄ ３３、パルス入出力信号を送受す丙ｌ１０（入力／
出力インタフェース）３４、ＣＰＵ３５、ＲＯＭ ３６
、ＲＡＭ３７を備え、各センサからの入力信号に基づい
て燃料噴射弁１１への出力信号を割算する。The secondary ignition current of the ignition coil 28 is sent to each spark plug via a power distributor 29. The electronic control unit 32 is an A/D (analog/digital) converter for converting analog input signals.
D33, C110 (input/receiver) that transmits and receives pulse input/output signals.
Output interface) 34, CPU 35, ROM 36
, RAM 37, and divides the output signal to the fuel injection valve 11 based on the input signal from each sensor.
第２図は本発明のアルゴリズムのフローチャートである
。ステップ４０では水温センサ】８の検出信号に基づい
て暖機終了後か否かの判定を行ない、暖機終了後のみ以
下のステップへ進む。FIG. 2 is a flowchart of the algorithm of the present invention. In step 40, it is determined whether or not the warm-up has been completed based on the detection signal of the water temperature sensor 8, and the process proceeds to the following steps only after the warm-up has been completed.
暖機中では機関運転の安定化のため燃焼室の混合気は過
濃にされるべきであるので、以下のステップは不要であ
る。ステップ伺ではアイドルスイッチ９がオンかオフか
を検出し、オフである場合のみ以下のステップへ進む。During warm-up, the air-fuel mixture in the combustion chamber should be enriched to stabilize engine operation, so the following steps are not necessary. In the step, it is detected whether the idle switch 9 is on or off, and only when it is off, the process proceeds to the following step.
アイドルスイッチ９がオンである場合、ずなわちスロッ
トル弁５がアイドリング開度にある場合にＣ、パージホ
ー）１０には吸気管負圧が作用せず、パージポート１０
から燃料蒸発ガスが放出されることはない。ステップ４
２では空燃比のフィードバック制御期間か否かを判定し
、開ループ制御４３の場合のみ以下のステップへ進む。When the idle switch 9 is on, that is, when the throttle valve 5 is at the idling opening position, the intake pipe negative pressure does not act on the purge port 10, and the purge port 10
No fuel evaporative gas is emitted. Step 4
In step 2, it is determined whether or not it is the air-fuel ratio feedback control period, and only in the case of open loop control 43, the process proceeds to the following steps.
空燃比か理論空燃比に対して±２０チ以」二ずれるとフ
ィードバック制御が不可能となり開ループ制御へ切換え
られる。ステップ４４では炭化水素濃度検出器２（）か
らの入力信号から炭化水素濃度を検出し、この炭化水素
濃度の関数として燃料噴射弁１１における燃料噴射量を
計算する。第３図は炭化水素濃度検出器２０により検出
された炭化水素濃度と正規化空燃比λ（−空燃比／理論
空燃比）との関係を示している。λはパージポート】０
からの燃料蒸発ガスの放出による燃料量を除外して燃料
噴射弁１１からの噴射燃料の量のみから割算される空燃
比と理論空燃比との比であり、第３図の特性線により表
わされるλになるようにステップ４４で燃料噴射量が計
算される。炭化水素濃度が増大する程、λを増大させ、
したがって燃料噴射量を減少させ、これにより、パージ
ポート１０かもの燃料蒸発ガスの放出による燃料の量と
燃料噴射弁１１からの噴射燃料の量との和により燃焼室
の混合気の空燃比がほぼ理論空燃比となるように第３図
におけるλの特性が設定される。If the air-fuel ratio deviates from the stoichiometric air-fuel ratio by more than ±20 degrees, feedback control becomes impossible and a switch is made to open-loop control. In step 44, the hydrocarbon concentration is detected from the input signal from the hydrocarbon concentration detector 2(), and the fuel injection amount at the fuel injection valve 11 is calculated as a function of this hydrocarbon concentration. FIG. 3 shows the relationship between the hydrocarbon concentration detected by the hydrocarbon concentration detector 20 and the normalized air-fuel ratio λ (-air-fuel ratio/stoichiometric air-fuel ratio). λ is purge port】0
It is the ratio between the air-fuel ratio and the stoichiometric air-fuel ratio, which is calculated by dividing only the amount of fuel injected from the fuel injection valve 11, excluding the amount of fuel due to the release of fuel evaporative gas from the fuel injection valve 11, and is expressed by the characteristic line in FIG. In step 44, the fuel injection amount is calculated so that the fuel injection amount becomes λ. As the hydrocarbon concentration increases, λ increases;
Therefore, the amount of fuel injection is reduced, and as a result, the air-fuel ratio of the mixture in the combustion chamber is approximately equal to the sum of the amount of fuel released from the purge port 10 and the amount of fuel injected from the fuel injection valve 11. The characteristic of λ in FIG. 3 is set so as to achieve the stoichiometric air-fuel ratio.
ステップ４５ではステップ４４で計算された燃料噴射量
を出力、すなわち燃料噴射弁月へ燃料噴射パルスを出力
する。In step 45, the fuel injection amount calculated in step 44 is output, that is, a fuel injection pulse is output to the fuel injection valve.
このように本発明によれば、パージポートと燃料噴射弁
との間の吸気通路の炭化水素濃度に関係して燃料噴射弁
における燃料噴射量が開ル−プ制御されるので、燃料タ
ンクで発生した燃料蒸発ガスのバージポートからの放出
にもかかわらず、燃焼室の混合気の空燃比をほぼ理論空
燃比に維持して排気中の有害成分量の抑制および燃費率
の改善を図ることができる。As described above, according to the present invention, the amount of fuel injected at the fuel injection valve is controlled in an open loop in relation to the hydrocarbon concentration in the intake passage between the purge port and the fuel injection valve, so that no hydrocarbons generated in the fuel tank can be controlled. Despite the release of evaporated fuel gas from the verge port, the air-fuel ratio of the air-fuel mixture in the combustion chamber can be maintained at approximately the stoichiometric air-fuel ratio, suppressing the amount of harmful components in the exhaust and improving fuel efficiency. .
第１図は本発明が適用される電子制御機関の全体の概略
図、第２図は本発明のアルゴリズムのフローチャート、
第３図は炭化水素濃度と燃料噴射弁からの噴射撚・料に
より生成される混合気に因る正規化空燃比λとの関係を
示すグラフである。
１・・吸気通路、１０・・パージボート、１１・燃料噴
射弁、２０：・・炭化水素濃度検出器、２２・チャコー
ルキャニスタ、２３・・燃料タンク、３２・・電子制御
装置。
特許出願人 トヨタ自動車株式会社
−、、Ｆｐ
代 理 人 弁理士 中 千 治；ｚ・、１″８ｊ
第３図
炭化水素濃度FIG. 1 is a schematic diagram of the entire electronic control engine to which the present invention is applied, and FIG. 2 is a flowchart of the algorithm of the present invention.
FIG. 3 is a graph showing the relationship between the hydrocarbon concentration and the normalized air-fuel ratio λ due to the air-fuel mixture generated by the injection twist and fuel from the fuel injection valve. 1. Intake passage, 10. Purge boat, 11. Fuel injection valve, 20: Hydrocarbon concentration detector, 22. Charcoal canister, 23. Fuel tank, 32. Electronic control device. Patent Applicant: Toyota Motor Corporation -, Fp Agent: Patent Attorney Chiharu Naka;z・,1″8j
Figure 3 Hydrocarbon concentration
Claims (1)
パージボートへ接続され、燃料噴射弁における燃料噴射
量の制御により空燃比を制御する内燃機関の空燃比制御
装置において、パン ージポートより下流で燃料噴射弁より上流の吸気通路部
分の炭化水素濃度を検出し、燃焼室の混合気の空燃比が
ほぼ理論空燃比となるように燃料噴射弁からの燃料噴射
量を炭化水素濃度の検出値に基づいて開ループ制御する
ことを特徴とする、内燃機関の空燃比制御装置。[Claims] An air-fuel ratio control device for an internal combustion engine, in which the vapor space of a fuel tank is connected to a purge boat in an intake system via an adsorbent container, and the air-fuel ratio is controlled by controlling the amount of fuel injected in a fuel injection valve. , detects the hydrocarbon concentration in the intake passage downstream of the panji port and upstream of the fuel injection valve, and carbonizes the amount of fuel injected from the fuel injection valve so that the air-fuel ratio of the mixture in the combustion chamber is approximately the stoichiometric air-fuel ratio. An air-fuel ratio control device for an internal combustion engine, which performs open-loop control based on a detected value of hydrogen concentration.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15673482A JPS5946339A (en) | 1982-09-10 | 1982-09-10 | Air-fuel ratio controlling apparatus for internal- combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15673482A JPS5946339A (en) | 1982-09-10 | 1982-09-10 | Air-fuel ratio controlling apparatus for internal- combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5946339A true JPS5946339A (en) | 1984-03-15 |
Family
ID=15634151
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15673482A Pending JPS5946339A (en) | 1982-09-10 | 1982-09-10 | Air-fuel ratio controlling apparatus for internal- combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5946339A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01211661A (en) * | 1988-02-18 | 1989-08-24 | Toyota Motor Corp | Air-fuel ratio controller of internal combustion engine |
| JPH04105744U (en) * | 1991-02-20 | 1992-09-11 | 岩崎通信機株式会社 | Switch lever installation structure |
-
1982
- 1982-09-10 JP JP15673482A patent/JPS5946339A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01211661A (en) * | 1988-02-18 | 1989-08-24 | Toyota Motor Corp | Air-fuel ratio controller of internal combustion engine |
| JPH04105744U (en) * | 1991-02-20 | 1992-09-11 | 岩崎通信機株式会社 | Switch lever installation structure |
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