JPS6032960A - Fuel injection moderating control method for diesel engine - Google Patents
Fuel injection moderating control method for diesel engineInfo
- Publication number
- JPS6032960A JPS6032960A JP58142172A JP14217283A JPS6032960A JP S6032960 A JPS6032960 A JP S6032960A JP 58142172 A JP58142172 A JP 58142172A JP 14217283 A JP14217283 A JP 14217283A JP S6032960 A JPS6032960 A JP S6032960A
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- fuel injection
- diesel engine
- disengaged
- engine
- 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
- 239000000446 fuel Substances 0.000 title claims abstract description 49
- 238000002347 injection Methods 0.000 title claims abstract description 47
- 239000007924 injection Substances 0.000 title claims abstract description 47
- 238000000034 method Methods 0.000 title claims description 31
- 230000001133 acceleration Effects 0.000 claims abstract description 15
- 238000009499 grossing Methods 0.000 claims description 19
- 230000035939 shock Effects 0.000 claims description 5
- 229910052802 copper Inorganic materials 0.000 claims 1
- 230000005540 biological transmission Effects 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 4
- 239000000498 cooling water Substances 0.000 description 4
- 238000000137 annealing Methods 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000007493 shaping process Methods 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
- B60W2710/023—Clutch engagement rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0616—Position of fuel or air injector
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (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、ディーゼルエンジンの燃料噴射、量なまし制
御方法に係り、特に、手動変速機を備えた自動車用の電
子制御ディーゼルエンジンに用いるのに好適な、エンジ
ン回転速度とアクセル開度を含むエンジン運転状態に応
じて燃料噴ＩＭ量を決定でるに際して、加速時は燃料噴
射量増量方向のなまし処理を行って加速ショックを緩和
づるようにしたディーゼルエンジンの燃料噴ｔＪ４量な
まし制御方法の改良に関づる。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel injection and quantity smoothing control method for a diesel engine, and particularly to an engine rotational speed control method suitable for use in an electronically controlled diesel engine for automobiles equipped with a manual transmission. When determining the fuel injection IM amount according to the engine operating condition including the accelerator opening and accelerator opening, diesel engine fuel injection tJ4 performs smoothing in the direction of increasing the fuel injection amount during acceleration to alleviate acceleration shock. Relates to improvement of quantity annealing control method.
ディーゼルエンジン、特に、手動変速機を備えた自動車
用の電子制御ディーゼルエンジンにおいては、加速時の
加速ショックを緩和するために、加速時に燃料噴ＯＡ量
やアクセル開度の増加量を制限することによって、燃料
噴射量増量方向のなまし処理を？テい、加速ショックを
緩和づるようにしたいわゆる、燃料噴射量なまし制御が
提案されている。Diesel engines, especially electronically controlled diesel engines for automobiles equipped with manual transmissions, reduce the acceleration shock during acceleration by limiting the amount of fuel injection OA and the amount of increase in accelerator opening during acceleration. , smoothing process in the direction of increasing fuel injection amount? In addition, so-called fuel injection amount smoothing control has been proposed to alleviate acceleration shock.
しかしながら、このなまし制御を常時作動させていると
、発進や変速のためのクラッチミート時に、エンジン回
転の落ち込みによる燃料噴１１４Ｍの増量が中々行われ
ずに、タラツナミート後にエンジン回転が大きく落ち込
み、クラッチミートがし難くなる恐れがあった。However, if this smoothing control is operated all the time, the amount of fuel injection 114M will not be increased due to the drop in engine speed when the clutch is engaged for starting or gear shifting, and the engine speed will drop significantly after the clutch meet. There was a risk that it would be difficult to remove.
本発明は、前記従来の問題点を解消するべ（なされたも
ので、クラッチミートを円滑に行うことができ、従って
、クラッチミート時の運転フィーリングを向上すること
ができるディーゼルエンジンの燃料噴１１Ｊ ｍなまじ
制御方法を提供することを目的と（る。The present invention has been made to solve the above-mentioned conventional problems, and is a diesel engine fuel injection system 11J that can smoothly engage the clutch and improve the driving feeling during clutch engagement. The purpose is to provide an accurate control method.
本発明は、エンジン回転速度とアクセル開度を含むエン
ジン運転状態に応じて燃料噴射量を決定するに際して、
加速時は燃料噴射量増量方向のなまし処理を行って加速
ショックを緩和するようにしたディーゼルエンジンの燃
料噴射量なまし制御方法において、第１図にその要旨を
承り如く、クラッチが切れていることを判定づる手順と
、クラッチが切れていない時は、クラッチがつながって
から設定時間が経過していることを判定する手順と、ク
ラッチが切れているか、又は、クラッチがつながってか
ら設定時間が経過していない時は、燃料噴！ＩＪ鰻増量
方向のなまし処理を禁止する手順と、を含むことにより
、前記目的を達成したちのである。The present invention provides the following advantages when determining the fuel injection amount according to engine operating conditions including engine speed and accelerator opening.
In a diesel engine fuel injection amount smoothing control method that performs smoothing processing in the direction of increasing the fuel injection amount during acceleration to alleviate acceleration shock, the clutch is disengaged as shown in Figure 1. A procedure to determine whether the clutch is disengaged, a procedure to determine whether the set time has elapsed since the clutch was engaged, and a procedure to determine whether the clutch is disengaged or a set time has passed since the clutch was engaged. If it has not passed, fuel injection! The above object is achieved by including a procedure for prohibiting the annealing process in the direction of IJ eel weight increase.
本発明においては、加速時に燃料噴射量増量方向のなま
し処理を行うに際して、クラッチが切れているか、又は
、クラッチがつながってから設定時間が経過していない
時は、燃料噴射１ ｌｉ！１！方向のなまし処理を禁止
でるようにしｌ；ので、クラッチミート時及びミート後
のエンジン回転の大きな落ち込みが防止され、クラッチ
ミートを円滑に行うことができる。In the present invention, when performing the smoothing process in the direction of increasing the fuel injection amount during acceleration, if the clutch is disengaged or a set time has not elapsed since the clutch was engaged, the fuel injection 1 li! 1! Since the direction smoothing process is prohibited, a large drop in engine rotation during and after clutch engagement is prevented, and clutch engagement can be performed smoothly.
以下図面を参照して、本発明に係るディーゼルエンジン
の燃料噴射量なまし制御１方法が採用された、手動変速
機を備えた自動車用電子制御ディーゼルエンジンの実施
例を詳細に説明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an electronically controlled diesel engine for automobiles equipped with a manual transmission, in which a first method of controlling the fuel injection amount of a diesel engine according to the present invention is adopted, will be described in detail with reference to the drawings.
本実施例は、第２図に示づ如く、ディーゼルエンジン１
０の出力軸の回転と連動して回転される駆動軸１４、該
駆動軸１４に固着された、燃料を圧送Ｊるためのフィー
ドポンプ１６（第２図は９０°転回した状態を示す）、
燃料供給圧を調整づるための燃圧調整弁１８、前記駆動
軸１４に固着されＩＣギヤ２０の回転変位から、前記駆
動軸１４が所定のクランク角度だけ回転するのに要する
時間を測定してディーゼルエンジン１０の回転速度を検
知するだめの、例えば電磁ピックアップからなる回転速
度センサ２２、燃料噴射時期を制御するためのローラリ
ング２４．該ローラリング２４を駆動するためのタイマ
ピストン２６、該タイマピストン２６の位置を制御する
ためのタイミング・制御弁２８、前記タインピストン２
６の位置を検知づるための、例えば可変インダクタンス
センサからなるタイマ位置センサ３０、燃料噴射量を制
御ａｌｌ′！ｌるＩｃめのスピルリング３２、該スピル
リング３２を駆動するための、プランジャ３４ａ、圧縮
ばね３４ｂ１ｐイル３４Ｇ及びコイルケース３４ｄから
なるスピルアクチュエータ３４、前記プランジャ３４の
変位から前記スピルリング３２の位置を検出するための
、例えば可変インダクタンスセンサからなるスピル位置
センサ３６、エンジン停止時に燃料をカットするための
燃料カットソレノイド３８、プランジャ４０及びデリバ
リバルブ４２を有づる燃料噴射ポンプ１２と、該燃料噴
射ポンプ１２のデリバリバルブ４２から吐出される燃料
をディーゼルエンジン１０の副燃焼室内に噴ｕＪ する
ためのインジェクションノズル４４と、吸気管４６を介
して吸入される吸入空気の圧力を検出するＩＣめの吸気
圧センサ４８と、同じく吸入空気の温度を検出するため
の吸気温センサ５０と、ディーゼルエンジン１０のシリ
ンダブロック１０ａに配設された、エンジン冷却水温を
検出するための水温センサ５２と、運転者が操作づるア
クセルペダル５３の踏込み角度（以下、アクセル開度と
称づる）を検出づるためのアクセルセンサ５４と、同じ
く運転者が操作するクラッチペダル５６の踏込み状態か
ら、クラッチのオンオフ状態を検出するためのクラッチ
スイッチ５７と、前記アクセルセンサ５４出力から検知
されるアクセル開度、ｌｉ１′ｌ記回転速反回転速度セ
ンサ２２出力されるエンジン回転速度、前記冷却水温セ
ンサ５２出力から検出されるエンジン冷却水温等により
目標噴射時期及び計算噴射量をめ、前記燃料噴射ポンプ
１２から、目標噴射時期に計算噴射値の燃料が噴躬され
るように、前記タイミング制御弁２８、スピルアクチュ
エータ３４等を制御する電子制叩ユニット（以下、ＥＣ
Ｕと称する）５８と、から構成されている。In this embodiment, as shown in FIG. 2, a diesel engine 1
a drive shaft 14 that rotates in conjunction with the rotation of the output shaft of the engine; a feed pump 16 fixed to the drive shaft 14 for pumping fuel (FIG. 2 shows a state rotated by 90 degrees);
A fuel pressure regulating valve 18 for adjusting the fuel supply pressure is fixed to the drive shaft 14, and measures the time required for the drive shaft 14 to rotate by a predetermined crank angle from the rotational displacement of the IC gear 20. 10, a rotation speed sensor 22 consisting of an electromagnetic pickup, for example, and a roller ring 24 for controlling fuel injection timing. A timer piston 26 for driving the roller ring 24, a timing/control valve 28 for controlling the position of the timer piston 26, and the tine piston 2.
A timer position sensor 30 consisting of, for example, a variable inductance sensor for detecting the position of 6, controls the fuel injection amount all'! A spill actuator 34 consisting of a plunger 34a, a compression spring 34b1pil 34G, and a coil case 34d for driving the spill ring 32, the position of the spill ring 32 is determined from the displacement of the plunger 34. A fuel injection pump 12 having a spill position sensor 36, for example, a variable inductance sensor for detection, a fuel cut solenoid 38 for cutting fuel when the engine is stopped, a plunger 40, and a delivery valve 42; An injection nozzle 44 for injecting fuel discharged from a delivery valve 42 into the sub-combustion chamber of the diesel engine 10, and an intake pressure sensor for an IC that detects the pressure of intake air taken in through an intake pipe 46. 48, an intake temperature sensor 50 for similarly detecting the temperature of intake air, a water temperature sensor 52 disposed in the cylinder block 10a of the diesel engine 10 for detecting the engine cooling water temperature, and a sensor operated by the driver. An accelerator sensor 54 for detecting the depression angle of the accelerator pedal 53 (hereinafter referred to as accelerator opening degree), and a clutch for detecting the on/off state of the clutch based on the depression state of the clutch pedal 56, which is also operated by the driver. The switch 57 and the accelerator opening degree detected from the output of the accelerator sensor 54, the engine rotation speed output from the rotation speed/reverse rotation speed sensor 22, the engine cooling water temperature detected from the output of the cooling water temperature sensor 52, etc. Electronic control for controlling the timing control valve 28, spill actuator 34, etc. so that the calculated injection value of fuel is injected from the fuel injection pump 12 at the target injection timing based on the target injection timing and calculated injection amount. unit (hereinafter referred to as EC
(referred to as U) 58.
図において、２５はカムプレート、３３は引張りばねで
ある。In the figure, 25 is a cam plate, and 33 is a tension spring.
前記ＥＣＵ３８は、第３図に詳細に示す如く、各種演算
処理を行うための、例えばマイクロコンピュータからな
る中央処理ユニット（以下、ＣＰＵと称する）５９と、
バッファ６０を介して入力される前記冷却水温センサ５
２出力、バッファ６２を介して入力される前記吸気温セ
ンサ５０出力、バッファ６４を介して入力される前記吸
気圧センサ４８出力、バッファ６６を介して入力される
前記アクセルセンサ５４出力、センサ駆動回路６８出力
のセンサ駆動用周波数信号によって駆動され、センサ信
号検出回路７０を介して入力される前記スピル位置セン
サ３６出力、同じくセンサ駆動回路７２出力のセンサ駆
動用周波数信号によって駆動され、センサ信号検出回路
７４を介して入力される前記タイマ位置センサ３０出力
等を順次取込むためのマルチプレクサ７６と、該マルチ
プレクサ７６出力のアナログ信号をデジタル１８号に変
換づるためのアナログ−デジタル変換器（以下、Ａ／Ｄ
変換器と称する）７８と、該Ａ／［Ｊ変換器７８出力を
ＣＰＵ５９に取込むための入出力ボート８０と、バッフ
ァ８２を介して入力される前記クラッチスイッチ５７出
力を取込むための入出力ボート８４と、前記回転速度セ
ンサ２２出力を波形整形して前記ＣＰＵ’５９に取込む
ための波形整形回路９４と、タロツク発生回路１０２と
、ＣＰＵ５９における演篩データ等を一時的に記憶する
ための、電源異常時にバックアップづるバックアップ用
ランダムアクセスメモリ（以下、バックアップＲＡＩＶ
Ｉと称Ｊる）を含むランダムアクセスメモリ（以下、Ｒ
ＡＭと称する）１０４と、制御プログラムや各種データ
等を記憶するためのリードオンリーメモリ（以下、ＲＯ
Ｍと称する）１０６と、前記ＣＰＵ５９における演篩結
果に応じて前記タイミング制御弁２８を駆動するための
駆動回路１０８と、同じく前記ＣＰＵ５９における演算
結果に応じて前記ＦＣＶ３８を駆動づるための駆動回路
１０９と、デジタル−アナログ変換器（以下、Ｄ／Ａ変
換器と称する）１１０によりアナログ信号に変換された
前記ＣＰＵ５９出力と前記スピル位置センサ３６出力と
の偏差に応じて、前記スピルアクチュエータ３４を駆動
づるためのサーボ増幅器１１２及び駆動回路１１４とか
ら構成されている。As shown in detail in FIG. 3, the ECU 38 includes a central processing unit (hereinafter referred to as "CPU") 59 made of, for example, a microcomputer for performing various arithmetic processes;
The cooling water temperature sensor 5 input via the buffer 60
2 outputs, the output of the intake air temperature sensor 50 which is input via a buffer 62, the output of the intake pressure sensor 48 which is input via a buffer 64, the output of the accelerator sensor 54 which is input via a buffer 66, and a sensor drive circuit. The spill position sensor 36 output is driven by the sensor drive frequency signal of 68 outputs and is input via the sensor signal detection circuit 70, and the sensor signal detection circuit is also driven by the sensor drive frequency signal of the sensor drive circuit 72 output. A multiplexer 76 for sequentially taking in the output of the timer position sensor 30 etc. inputted through the multiplexer 74, and an analog-to-digital converter (hereinafter referred to as A/ D
(referred to as a converter) 78, an input/output port 80 for inputting the output of the A/[J converter 78 into the CPU 59, and an input/output port 80 for inputting the output of the clutch switch 57 input via a buffer 82. A boat 84, a waveform shaping circuit 94 for shaping the output of the rotational speed sensor 22 and inputting it into the CPU'59, a tarok generating circuit 102, and a circuit for temporarily storing the calculation data etc. in the CPU'59. , backup random access memory (hereinafter referred to as backup RAIV) that can be backed up in the event of a power failure.
Random access memory (hereinafter referred to as R) including random access memory (referred to as I)
(hereinafter referred to as AM) 104 and a read-only memory (hereinafter referred to as RO) for storing control programs, various data, etc.
M) 106, a drive circuit 108 for driving the timing control valve 28 according to the calculation result in the CPU 59, and a drive circuit 109 for driving the FCV 38 in accordance with the calculation result in the CPU 59. and the spill actuator 34 is driven according to the deviation between the output of the CPU 59 and the output of the spill position sensor 36, which is converted into an analog signal by a digital-to-analog converter (hereinafter referred to as a D/A converter) 110. It consists of a servo amplifier 112 and a drive circuit 114.
以下作用を説明づる。The action will be explained below.
本実施例における燃料噴射値の算出は、第４図に示づよ
うな流れ図に従って実行される。即ち、まずステップ１
１０で、１１１１記回転速度センサ２２の出力からめら
れるエンジン回転速廉、前記アクセルセンサ５４出力か
らめられるアクセル開度等に応じて、燃料噴射値の目Ｉ
ｓ値を締出づる。The calculation of the fuel injection value in this embodiment is performed according to the flowchart shown in FIG. That is, first step 1
10, the value of the fuel injection value I is determined according to the engine rotational speed determined from the output of the rotational speed sensor 22 in 1111, the accelerator opening degree determined from the output of the accelerator sensor 54, etc.
Shut out the s value.
ついでステップ１１２に進み、ｉｉａ回の燃料噴射量と
今回算出された目標燃料噴射量を比較して、燃料噴射量
が増量方向であるか否かを判定する。判定結果が正であ
る場合、即ち、加速時であると判断される吟には、ステ
ップ１１４に進み、前記クラッチスイッチ５７の状態に
応じて、クラッチが切れているか否かを判定する。判定
結果が否である場合には、ステップ１１６に進み、クラ
ッチがオンとなってから、設定時間、例えば３秒経過し
たか否かを判定する。判定結果が正である場合には、ス
テップ１１８に進み、例えば、燃料＠１１１量を、前回
の燃料噴ｆ）Ｊ ｉｉから前記目標値まで設定増加量ず
つ徐々に増加させるようにして、燃料噴射量増量方向の
なまし処理を行う。Next, the process proceeds to step 112, where the iia fuel injection amount is compared with the target fuel injection amount calculated this time, and it is determined whether the fuel injection amount is in the increasing direction. If the determination result is positive, that is, if it is determined that the vehicle is accelerating, the process proceeds to step 114, where it is determined whether or not the clutch is disengaged, depending on the state of the clutch switch 57. If the determination result is negative, the process proceeds to step 116, where it is determined whether a set time, for example 3 seconds, has elapsed since the clutch was turned on. If the determination result is positive, the process proceeds to step 118, where, for example, the amount of fuel @111 is gradually increased by a set increase amount from the previous fuel injection f) J ii to the target value, and the fuel injection is performed. Performs smoothing processing in the direction of increasing volume.
一方、前出ステップ１１２の判定結果が否であり、加速
時でないと判断される時、前出ステップ１１４の判定結
果が正°Ｃあり、クラッチが切れていると判断される時
、又は、前出ステップ１１６の判定結果が否であり、ク
ラッチがオンとなってから３秒経過していないと判断さ
れる時には、燃料噴射値が前記目標値と一致するように
制御して、燃料噴射量刑口方向のなまし処理が行われな
いようにづる。On the other hand, when the judgment result in step 112 is negative and it is judged that the acceleration is not in progress, when the judgment result in step 114 is positive and it is judged that the clutch is disengaged, or If the determination result in step 116 is negative and it is determined that 3 seconds have not elapsed since the clutch was turned on, the fuel injection value is controlled to match the target value and the fuel injection amount is determined. Write so that direction smoothing processing is not performed.
このように、クラッチが切れているか、又は、クラッチ
がつながってから設定時間が経過していない時は、燃料
噴射垣増鯖方向のなまし処理を禁止覆ることによって、
クラッチミート時及びミート後のエンジン回転の大きな
落ち込みを防止することができ、円滑なりラッチミー１
〜が可能となる。In this way, when the clutch is disengaged or the set time has not elapsed since the clutch was engaged, the annealing process in the fuel injection direction is prohibited.
It is possible to prevent a large drop in engine rotation during and after clutch engagement, resulting in a smooth latch.
... becomes possible.
本実施例においでは、加速時であることの判定を、燃料
＠開開の増減状態から判定覆るようにしているので、加
速判定が容易である。なお、加速判定を行う方法はこれ
に限定されず、例えば、アクセル開度の増減状態から加
速判定を行うことも可能である。In this embodiment, since the determination as to whether the vehicle is accelerating is made based on the increase/decrease state of fuel @ opening/opening, it is easy to determine whether the vehicle is accelerating. Note that the method for determining acceleration is not limited to this, and for example, it is also possible to determine acceleration based on the increase/decrease state of the accelerator opening.
なお、前記実施例においては、なまし処理が、燃料噴１
）１ｆｔに対して行われていたが、なまし処理を行う対
象はこれに限定されず、アクセル開度に対してなまし処
理を行うようにすることも可能である。In addition, in the above embodiment, the smoothing process is performed for the fuel injection 1
) Although the smoothing process is performed for 1 ft, the target to which the smoothing process is performed is not limited to this, and it is also possible to perform the smoothing process for the accelerator opening degree.
前記実施例においては、本発明が、手動変速機を備えた
自動車用の電子制御ディーゼルエンジンに適用されてい
たが、本発明の適用範囲はこれに限定されず、一般のデ
ィーゼルエンジンにも同様に適用できることは明らかで
ある。In the above embodiments, the present invention was applied to an electronically controlled diesel engine for automobiles equipped with a manual transmission, but the scope of application of the present invention is not limited thereto, and can be applied to general diesel engines as well. The applicability is clear.
以上説明した通り、本発明によれば、クラッチミート時
及びミート後にエンジン回転が大きく落込むことを防止
できる。従って、円滑なりラッチミートが可能となり、
クラッチミート時の運転フィーリングを向上づることが
できるという優れた効果を有づる。As explained above, according to the present invention, it is possible to prevent the engine rotation from greatly decreasing during and after clutch engagement. Therefore, smooth latch meeting is possible,
It has the excellent effect of improving the driving feeling during clutch engagement.
第１図は、本発明に係るディーゼルエンジンの燃料噴射
蝿なまし制罪方法の要旨シ示（′流れ図、第２図は、本
発明が採用された、手動変速機を備えた自動車用電子制
御ディーゼルエンジンの実施例の構成を示Ｊ、一部ブロ
ック線図を含む断面図、第３図は、前記実施例で用いら
れいる電子制御ユニットの構成を示づブロック線図、第
４図は、同じく、燃料噴射量を算出Ｊるためのルーチン
の要部を示づ流れ図である。
１０・・・ディーゼルエンジン、
１２・・・燃料噴射ポンプ、
２２・・・回転速度センサ、
５４・・・アクセルセンサ、
５７・・・クラッチスイッチ、
５８・・・電子制御ユニット（ＥＣＵ）。
代理人 高 矢 論
（ほか１名）
１Ｐ０
第１図
第４図FIG. 1 is a flowchart showing the outline of the fuel injection fly prevention method for a diesel engine according to the present invention. FIG. 3 is a block diagram showing the configuration of the electronic control unit used in the embodiment, FIG. 4 is a cross-sectional view including a partial block diagram, and FIG. Similarly, it is a flowchart showing the main parts of the routine for calculating the fuel injection amount. 10...Diesel engine, 12...Fuel injection pump, 22...Rotational speed sensor, 54...Accelerator Sensor, 57...Clutch switch, 58...Electronic control unit (ECU). Agent Takaya Ron (and 1 other person) 1P0 Fig. 1 Fig. 4
Claims (1)
運転状態に応じて燃料噴射量を決定するに際して、加速
時は燃料＠銅量増量方向のなまし処理を行って加速ショ
ックを緩和するようにしたディーゼルエンジンの燃料噴
射量なまし制御方法において、クラッチが切れているこ
とを判定する手順と、クラッチが切れていない時は、ク
ラッチがつながってから設定時間が経過していることを
判定する手順と、クラッチが切れているか、又は、クラ
ッチがつながってから設定時間が経過していない時は、
燃料噴射量増量方向のなまし処理を禁止覆る手順と、を
含むことを特徴とするディーゼルエンジンの燃料噴射量
なまし制御方法。(1) When determining the fuel injection amount according to engine operating conditions, including engine speed and accelerator opening, acceleration shock is alleviated by smoothing in the direction of increasing fuel @ copper amount during acceleration. In a fuel injection amount smoothing control method for a diesel engine, there is a procedure for determining whether the clutch is disengaged, and a procedure for determining that a set time has elapsed since the clutch was engaged if the clutch is not disengaged. , if the clutch is disengaged or the set time has not elapsed since the clutch was engaged,
1. A fuel injection amount smoothing control method for a diesel engine, comprising: prohibiting and overriding smoothing processing in the direction of increasing the fuel injection amount.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58142172A JPS6032960A (en) | 1983-08-03 | 1983-08-03 | Fuel injection moderating control method for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58142172A JPS6032960A (en) | 1983-08-03 | 1983-08-03 | Fuel injection moderating control method for diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6032960A true JPS6032960A (en) | 1985-02-20 |
| JPH051379B2 JPH051379B2 (en) | 1993-01-08 |
Family
ID=15309028
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58142172A Granted JPS6032960A (en) | 1983-08-03 | 1983-08-03 | Fuel injection moderating control method for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6032960A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009101823A (en) * | 2007-10-23 | 2009-05-14 | Toyota Motor Corp | Control device of power transmission apparatus for vehicle |
-
1983
- 1983-08-03 JP JP58142172A patent/JPS6032960A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009101823A (en) * | 2007-10-23 | 2009-05-14 | Toyota Motor Corp | Control device of power transmission apparatus for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH051379B2 (en) | 1993-01-08 |
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