JPS60249644A - Air-fuel control for multicylinder internal-combustion engine and apparatus thereof - Google Patents
Air-fuel control for multicylinder internal-combustion engine and apparatus thereofInfo
- Publication number
- JPS60249644A JPS60249644A JP10371984A JP10371984A JPS60249644A JP S60249644 A JPS60249644 A JP S60249644A JP 10371984 A JP10371984 A JP 10371984A JP 10371984 A JP10371984 A JP 10371984A JP S60249644 A JPS60249644 A JP S60249644A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- fuel
- air
- pressure
- fuel ratio
- 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
- F02D41/02—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】
産業上の利用分野
本発明は、燃焼圧力の変動の大きさに応じて燃料供給量
を変化させる空燃比制御方法およびその装置に関するも
のである。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an air-fuel ratio control method and apparatus for changing the amount of fuel supplied in accordance with the magnitude of fluctuations in combustion pressure.
従来の技術
トルク変動を許容値に抑えつつ空燃比を極力薄くするこ
とのできる空燃比制御装置として、本出願人は既に特願
昭５９−５６９４号において、燃焼室内の圧力を検出す
る圧力センサを用いたものを提案した。すなわち、燃焼
圧力の変動が許容値内に入るように燃料供給量を制御し
ようとするものである。ところがこの空燃比制御装置に
おいては、各気筒における空燃比がそれぞれ限界値にな
るように制御されると、アイドル運転時に燃焼圧力の変
動値が急に変化するとラフアイドルを生じてエンストを
起こすおそれがある。このため上記空燃比制御装置にお
いては、各気筒の空燃比を失火限界よりも少し濃いめに
制御しなければならず、燃費の向上には一定の限界があ
った。また各気筒毎に圧力センサを設けていることから
装置全体が高価なものとなっていた。Conventional Technology As an air-fuel ratio control device that can minimize the air-fuel ratio while suppressing torque fluctuations to an allowable value, the present applicant has already proposed a pressure sensor for detecting the pressure inside the combustion chamber in Japanese Patent Application No. 59-5694. I suggested what I used. That is, the fuel supply amount is controlled so that the fluctuation in combustion pressure falls within an allowable value. However, in this air-fuel ratio control device, if the air-fuel ratio in each cylinder is controlled to reach its respective limit value, a sudden change in the fluctuation value of combustion pressure during idling may cause rough idling, which may cause the engine to stall. be. For this reason, in the above air-fuel ratio control device, the air-fuel ratio of each cylinder must be controlled to be slightly higher than the misfire limit, and there is a certain limit to the improvement of fuel efficiency. Furthermore, since a pressure sensor is provided for each cylinder, the entire device becomes expensive.
発明が解決しようとする問題点
本発明は以上の問題点を解決することを目的とし、すな
わち、エンストを起こすおそれを除去しつつ空燃比を薄
＜シて燃費の向上を図り、しかも安価な空燃比制御装置
を得ることを目的とする。Problems to be Solved by the Invention It is an object of the present invention to solve the above problems, namely, to improve fuel efficiency by reducing the air-fuel ratio while eliminating the risk of engine stalling, and to provide an inexpensive air-fuel ratio. The purpose is to obtain a fuel ratio control device.
問題点を解決するための手段
本発明の第１の発明は、空燃比制御方法に係り、ｌの気
筒に対する燃料供給量を他の気筒に対する燃料供給量よ
りも常時少なくなるよう調整するとともに、該１の気筒
に燃焼圧力を検知する圧力センサを取付け、この圧力セ
ンサにより検知された燃焼圧力の変動値が所定値以下と
なるように各気筒に対する燃料供給量を制御することを
特徴としている。Means for Solving the Problems A first aspect of the present invention relates to an air-fuel ratio control method, which adjusts the amount of fuel supplied to one cylinder so that it is always smaller than the amount of fuel supplied to other cylinders, and A pressure sensor for detecting combustion pressure is attached to one cylinder, and the amount of fuel supplied to each cylinder is controlled so that the fluctuation value of the combustion pressure detected by the pressure sensor is equal to or less than a predetermined value.
また本発明の第２の発明は、上記方法を実施するための
装置に係り、各気筒毎に設けられてそれぞれの気筒に燃
料を供給する燃料供給手段と、１の気筒に取付けられて
この気筒の燃焼圧力を検知する圧力センサと、この圧力
センサにより検知された燃焼圧力の変動値が所定値以下
となるように上記燃料供給手段を制御する制御手段とを
備え、上記１の気筒の燃料供給手段は燃料供給量が多の
気筒よりも常時少なくなるように調整されていることを
特徴としている。A second aspect of the present invention relates to an apparatus for carrying out the above method, including a fuel supply means provided for each cylinder to supply fuel to each cylinder, and a fuel supply means attached to one cylinder to supply fuel to the cylinder. a pressure sensor for detecting the combustion pressure of the first cylinder; and a control means for controlling the fuel supply means so that the fluctuation value of the combustion pressure detected by the pressure sensor is equal to or less than a predetermined value. The means is characterized in that the amount of fuel supplied is adjusted so that it is always smaller than the number of cylinders.
作用
空燃比が最も小さくなるように調整された気筒の燃焼圧
力の変動の大きさに応じて燃料供給量が制御され、その
変動の大きさが所定値より大きければ燃料供給量は増量
され、逆に所定値よりも小さければ燃料供給量は減量さ
れる。The amount of fuel supplied is controlled according to the magnitude of fluctuation in the combustion pressure of the cylinder, which is adjusted so that the working air-fuel ratio is the smallest.If the magnitude of the fluctuation is larger than a predetermined value, the amount of fuel supplied is increased; is smaller than a predetermined value, the fuel supply amount is reduced.
実施例 以下図示実施例により本発明を説明する。Example The present invention will be explained below with reference to illustrated embodiments.
第１図は本発明を４気筒エンジンに適用した例を示し、
エンジン本体１にはクランク軸に連結されたパルス発生
器２が設けられ、このパルス発生器２の近傍には検出器
３が配設される。パルス発生器２はエンジンの等行程容
積毎および等クランク角毎にパルス信号を発生し、検出
器３はこのパルス信号を検出して増幅器４へ出力する。FIG. 1 shows an example in which the present invention is applied to a four-cylinder engine,
The engine body 1 is provided with a pulse generator 2 connected to a crankshaft, and a detector 3 is provided near the pulse generator 2. A pulse generator 2 generates a pulse signal every equal stroke volume of the engine and every equal crank angle, and a detector 3 detects this pulse signal and outputs it to an amplifier 4.
本実施例においては、４番気筒の空燃比が他の気筒より
も若干薄くなるように予め設定されており、エンジン本
体１には４番気筒に対応させて圧力センサ５が取付けら
れる。圧力センサ５は、点火プラグに内蔵されるか、あ
るいはこれとは別体になっており、燃焼室内の圧力を検
知してその圧力信号を増幅器４へ出力する。In this embodiment, the air-fuel ratio of the No. 4 cylinder is preset to be slightly leaner than that of the other cylinders, and a pressure sensor 5 is attached to the engine body 1 in correspondence with the No. 4 cylinder. The pressure sensor 5 is built into the spark plug or is separate from the spark plug, and detects the pressure within the combustion chamber and outputs a pressure signal to the amplifier 4.
増幅器４は上記パルス信号および圧力信号を波形整形す
るとともに増幅し、さらにスケール化して演算器６へ出
力する。演算器６は入力された信号から、上記４番気筒
の各サイクル毎の図示平均有効圧力（Ｐｉ） 、このＰ
ｉの平均値（Ｐｉ） 、Ｐｉの変動値（ΔＰｉ＝ ｌ
Ｐｉ−Ｐｉ ｌ ）およびエンジン回転数（Ｎ）を演算
し、その演算結果を制御手段７へ出力する。制御手段７
は演算器６から入力された信号から、後述するように、
各気筒に対する燃料供給量をめ、各気筒毎に設けられた
燃料噴射弁８に対して制御信号を出力する。燃料噴射弁
８は制御手段７からの制御信号に基づいて開弁して燃料
噴射を行なう。The amplifier 4 shapes the waveforms of the pulse signal and the pressure signal, amplifies them, scales them, and outputs the scaled signals to the calculator 6. From the input signal, the calculator 6 calculates the indicated mean effective pressure (Pi) for each cycle of the No. 4 cylinder, and this P
Average value of i (Pi), variation value of Pi (ΔPi=l
Pi-Pil) and engine rotational speed (N), and outputs the calculation results to the control means 7. Control means 7
is obtained from the signal input from the arithmetic unit 6, as will be described later.
A control signal is output to the fuel injection valve 8 provided for each cylinder based on the amount of fuel supplied to each cylinder. The fuel injection valve 8 opens based on a control signal from the control means 7 to perform fuel injection.
なお演算器６および制御手段７はマイコンにより構成す
ることが好ましいが、その他の演算回路により構成して
もよい。Note that although it is preferable that the arithmetic unit 6 and the control means 7 are constituted by a microcomputer, they may be constituted by other arithmetic circuits.
制御手段７は第３図に示されるフローチャートに従って
燃料噴射量を演算するのであるが、この演算のために、
Ｐｉの許容最大変動値ΔＰ ｉｍａｘを記憶している。The control means 7 calculates the fuel injection amount according to the flowchart shown in FIG. 3, and for this calculation,
The maximum allowable fluctuation value ΔP imax of Pi is stored.
八Ｐｉｍａｘはエンジンラフネスの限界に対応する。Eight Pimax corresponds to the limit of engine roughness.
Ｐｉの変動値ΔＰｉは空燃比Ａ／Ｆに対して第２図に示
されるように変化し、この図において破線Ｂの部分は失
火を起すおそれのある状態を示す。The fluctuation value ΔPi of Pi changes as shown in FIG. 2 with respect to the air-fuel ratio A/F, and in this diagram, the portion indicated by the broken line B indicates a state in which a misfire may occur.
ところが実線の部分であっても、空燃比の大きいＣの部
分は、燃焼圧力の変動が大きすぎて車両の振動が大きく
、乗員にとって不快感がある。しかして許容限界ΔＰｉ
ｍａｙがめられ、この値が制御手段７に記憶される。こ
のΔＰｉｍａｘの大きさは、Ｐｉの大きさの例えば２０
％である。さて本実施例においては、４番気筒の空燃比
が最も清くなるように調整されており、その空燃比が例
えばλ１であるとすると、他の気筒の空燃比λ２はλ、
よりも若干濃いめであり、λ１に対するλ２のバラツキ
の大きさは、λ１の例えば２％くらいである。However, even in the solid line part, in the part C where the air-fuel ratio is high, the combustion pressure fluctuates so much that the vehicle vibrates so much that it is uncomfortable for the occupants. However, the permissible limit ΔPi
may is determined and this value is stored in the control means 7. The size of this ΔPimax is, for example, 20 of the size of Pi.
%. In this embodiment, the air-fuel ratio of the No. 4 cylinder is adjusted to be the cleanest, and if that air-fuel ratio is, for example, λ1, then the air-fuel ratios of the other cylinders λ2 are λ,
The variation in λ2 with respect to λ1 is, for example, about 2% of λ1.
制御手段７は以上のデータを基に、各気筒毎に燃料噴射
弁８の噴射量を定める。第３図は制御手段７が各サイク
ル毎に実行する処理の手順を示す。The control means 7 determines the injection amount of the fuel injection valve 8 for each cylinder based on the above data. FIG. 3 shows the procedure of processing executed by the control means 7 in each cycle.
ステップ１１では、演算器６において計算された各気筒
のΔＰｉが読込まれ、このΔＰｉはステップ１２におい
てΔＰ ｉｍａｘと比較される。ΔＰｉがΔＰｉｍａｘ
以上であるということは、燃焼圧力の変動値が許容値以
上であるので、次にステップ１３に移り、空燃比を濃く
すべく燃料噴射量τがαだけ増量される（ただし、τ、
αは噴射時間を示す）このαの大きさは、現捏の噴射量
の例えば２％である。ステップ１２においてΔＰｉがΔ
Ｐｉｍａｘより小さいと判断されると、これは燃焼圧力
の変動値が許容範囲にあることを示し、次にステップ１
４が実行され、空燃比を薄くすべく燃料噴射量τがβだ
け減量される（ただし、βは噴射時間を示す）。このβ
の大きさは、現在の噴射量の例えば１％である。In step 11, ΔPi of each cylinder calculated by the calculator 6 is read, and in step 12, this ΔPi is compared with ΔP imax. ΔPi is ΔPimax
This means that the fluctuation value of the combustion pressure is greater than or equal to the allowable value, so the process moves to step 13, where the fuel injection amount τ is increased by α in order to enrich the air-fuel ratio (however, τ,
(α indicates the injection time) The magnitude of α is, for example, 2% of the injection amount in the current process. In step 12, ΔPi is Δ
If it is determined to be less than Pimax, this indicates that the fluctuation value of combustion pressure is within the permissible range, and then step 1
4 is executed, and the fuel injection amount τ is reduced by β in order to thin the air-fuel ratio (β indicates the injection time). This β
The magnitude is, for example, 1% of the current injection amount.
以上のように本実施例は、１つの気筒の空燃比を失火限
界に設定し、他の気筒の空燃比をそれよりも若干濃いめ
に調整している。したがって、燃焼圧力の変動が大きく
なって上記１つの気筒の空燃比が失火限界を越えたとし
ても、他の気筒は失火せず、エンジンラフネスは生じな
い。また空燃比を従来よりも薄くできるので燃費を向上
させることができる。なお、上記他の気筒の空燃比λ２
は、上記１の気筒の空燃比λ１よりも濃いが、第４図に
示されるように空燃比が薄くなるほど燃費率（ＳＦＣ）
の変化は少なくなるので、上記他の気筒の燃費率５ＦＣ
２は上記１の気筒の燃費率ＳＦＣ、とあまり変わらない
。As described above, in this embodiment, the air-fuel ratio of one cylinder is set to the misfire limit, and the air-fuel ratios of the other cylinders are adjusted to be slightly richer than that. Therefore, even if fluctuations in combustion pressure become large and the air-fuel ratio of the one cylinder exceeds the misfire limit, other cylinders will not misfire and engine roughness will not occur. Furthermore, since the air-fuel ratio can be made leaner than before, fuel efficiency can be improved. Note that the air-fuel ratio λ2 of the other cylinders is
is richer than the air-fuel ratio λ1 of the above-mentioned cylinder 1, but as shown in Fig. 4, as the air-fuel ratio becomes thinner, the fuel efficiency (SFC)
Since the change in is small, the fuel efficiency of the other cylinders mentioned above is 5FC.
2 is not much different from the cylinder fuel efficiency SFC in 1 above.
また上記実施例は、１気筒のみのＰｉ、 ＰｉおよびΔ
Ｐｉを演算するよう構成されているので、演算時間が短
く、実時間処理が比較的容易になり、また１気筒のみに
圧力センサを取付けるので、システム全体のコストを低
減させることができる。Further, in the above embodiment, Pi, Pi and Δ of only one cylinder are
Since the system is configured to calculate Pi, the calculation time is short and real-time processing is relatively easy, and since a pressure sensor is attached to only one cylinder, the cost of the entire system can be reduced.
なお、１つの気筒の空燃比を薄くする手段としては、燃
料噴射弁に対する指令信号である燃料噴射パルスの幅を
短くしたり、あるいは噴射弁のジェット径を小さくして
もよく、また電流制御抵抗を少し大きくしてもよい。Note that the air-fuel ratio of one cylinder can be reduced by shortening the width of the fuel injection pulse, which is a command signal to the fuel injection valve, or by reducing the jet diameter of the injection valve. You can make it a little bigger.
上記実施例は燃料噴射弁を有するエンジンに本発明を適
用したものであるが、本発明は気化器を有するエンジン
にも適用でき、この場合にはエアブリード量を制御する
ことにより空燃比を制御すればよい。Although the above embodiment applies the present invention to an engine having a fuel injection valve, the present invention can also be applied to an engine having a carburetor, and in this case, the air-fuel ratio is controlled by controlling the amount of air bleed. do it.
燃料噴射弁を有するエンジンであっても、また気化器を
有するエンジンであっても、上述のようにΔＰｉの植を
見て燃料供給量を制御するのは通常の走行時だけてあり
、例えばスロットル開度が急増する急加速時や、スロッ
トル開度が４０°以上の高負荷、高速時においては、上
述のように空燃比を薄くする制御は行なわない。また減
速時においては、基本的に燃料供給は遮断される。Regardless of whether the engine has a fuel injection valve or a carburetor, the amount of fuel supplied is controlled by looking at ΔPi as described above only during normal driving.For example, when controlling the throttle During sudden acceleration where the opening degree rapidly increases, or when the throttle opening degree is 40° or more under high load and high speed, the air-fuel ratio is not controlled to be lean as described above. Furthermore, during deceleration, the fuel supply is basically cut off.
発明の効果
以上のように本発明によれば、空燃比を極力薄くするこ
とができるので燃費をさらに向上させることができる。Effects of the Invention As described above, according to the present invention, the air-fuel ratio can be made as low as possible, so that fuel efficiency can be further improved.
また燃料圧力センサを１つの気筒のみに設けるので、装
置全体のコストを低下させることができる。Furthermore, since the fuel pressure sensor is provided in only one cylinder, the cost of the entire device can be reduced.
第１図は本発明の一実施例を示す回路図、第２図は燃焼
圧力の変動の大きさと空燃比の関係を示すグラフ、第３
図は制御手段による制御を示すフローチャート、第４図
は燃費率と空燃比の関係を示すグラフである。
５・・・圧力センサ、 ７・・・制御手段、８・・・燃
料噴射弁（燃料供給手段）。
第１図
第３図
第４図FIG. 1 is a circuit diagram showing an embodiment of the present invention, FIG. 2 is a graph showing the relationship between the magnitude of fluctuation in combustion pressure and the air-fuel ratio, and FIG.
The figure is a flowchart showing control by the control means, and FIG. 4 is a graph showing the relationship between fuel efficiency and air-fuel ratio. 5... Pressure sensor, 7... Control means, 8... Fuel injection valve (fuel supply means). Figure 1 Figure 3 Figure 4
Claims (1)
料供給量よりも常時少なくなるよう調整するとともに、
該１の気筒に燃焼圧力を検知する圧力センサを取付け、
この圧力センサにより検知された燃焼圧力の変動値が所
定値以下となるように各気筒に対する燃料供給量を制御
することを特徴とする多気筒内燃機関の空燃比制御方法
。 ２、各気筒毎に設けられてそれぞれの気筒に燃料を供給
する燃料供給手段と、１の気筒に取付けられてこの気筒
の燃焼圧力を検知する圧力センサと、この圧力センサに
より検知された燃焼圧力の変動値が所定値以下となるよ
うに上記燃料供給手段を制御する制御手段とを備え、上
記１の気筒の燃料供給手段は燃料供給量が池の気筒より
も常時少なくなるように調整されていることを特徴とす
る多気筒内燃機関の空燃比制御装置。1. Adjust the amount of fuel supplied to the first cylinder so that it is always smaller than the amount of fuel supplied to other cylinders,
A pressure sensor for detecting combustion pressure is installed in the first cylinder,
An air-fuel ratio control method for a multi-cylinder internal combustion engine, comprising controlling the amount of fuel supplied to each cylinder so that a fluctuation value of combustion pressure detected by the pressure sensor is equal to or less than a predetermined value. 2. A fuel supply means provided for each cylinder to supply fuel to each cylinder, a pressure sensor attached to the first cylinder to detect the combustion pressure of this cylinder, and a combustion pressure detected by this pressure sensor. control means for controlling the fuel supply means so that the fluctuation value of the fuel supply means is below a predetermined value, and the fuel supply means for the first cylinder is adjusted so that the amount of fuel supplied to the first cylinder is always smaller than that for the cylinders in the pond. An air-fuel ratio control device for a multi-cylinder internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10371984A JPS60249644A (en) | 1984-05-24 | 1984-05-24 | Air-fuel control for multicylinder internal-combustion engine and apparatus thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10371984A JPS60249644A (en) | 1984-05-24 | 1984-05-24 | Air-fuel control for multicylinder internal-combustion engine and apparatus thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60249644A true JPS60249644A (en) | 1985-12-10 |
| JPH0531653B2 JPH0531653B2 (en) | 1993-05-13 |
Family
ID=14361496
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10371984A Granted JPS60249644A (en) | 1984-05-24 | 1984-05-24 | Air-fuel control for multicylinder internal-combustion engine and apparatus thereof |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60249644A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6368742A (en) * | 1986-09-09 | 1988-03-28 | Nissan Motor Co Ltd | Fuel feeding control device for internal combustion engine |
| US4736724A (en) * | 1986-12-01 | 1988-04-12 | Ford Motor Company | Adaptive lean limit air fuel control using combustion pressure sensor feedback |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5134329A (en) * | 1974-07-19 | 1976-03-24 | Bosch Gmbh Robert | |
| JPS58113555A (en) * | 1981-12-25 | 1983-07-06 | Nissan Motor Co Ltd | Air-fuel ratio controller of internal-combustion engine |
-
1984
- 1984-05-24 JP JP10371984A patent/JPS60249644A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5134329A (en) * | 1974-07-19 | 1976-03-24 | Bosch Gmbh Robert | |
| JPS58113555A (en) * | 1981-12-25 | 1983-07-06 | Nissan Motor Co Ltd | Air-fuel ratio controller of internal-combustion engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6368742A (en) * | 1986-09-09 | 1988-03-28 | Nissan Motor Co Ltd | Fuel feeding control device for internal combustion engine |
| US4736724A (en) * | 1986-12-01 | 1988-04-12 | Ford Motor Company | Adaptive lean limit air fuel control using combustion pressure sensor feedback |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0531653B2 (en) | 1993-05-13 |
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