JPS6056145A - Reduction of nonuniform fuel-injection amount during idling - Google Patents
Reduction of nonuniform fuel-injection amount during idlingInfo
- Publication number
- JPS6056145A JPS6056145A JP16446883A JP16446883A JPS6056145A JP S6056145 A JPS6056145 A JP S6056145A JP 16446883 A JP16446883 A JP 16446883A JP 16446883 A JP16446883 A JP 16446883A JP S6056145 A JPS6056145 A JP S6056145A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- period
- injection amount
- fuel injection
- top dead
- 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
- F02D41/1497—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)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は電子制御式ディーゼルエンジンにおけるアイド
リング時の振動を改善するアイドリンク時の燃料噴射不
均量低減方法に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for reducing uneven fuel injection during idling to improve vibration during idling in an electronically controlled diesel engine.
最近、ディーゼル乗用車がその経済性のために実施化さ
れているが、それに搭載されているディーゼルエンジン
から発生する振動、騒音が大きな問題となっている。特
にアイドリンク時には燃料噴射が均一でないと、それが
振動を大きくする要因の一つとなり乗心地を悪くしてい
る。Recently, diesel passenger cars have been put into practice due to their economic efficiency, but the vibrations and noise generated from the diesel engines installed in them have become a major problem. Particularly when the engine is idling, if the fuel injection is not uniform, this is one of the factors that increases vibration and worsens ride comfort.
燃料噴射ポンプにおける噴射不均量は主にプランジャか
らの燃料出口′通路及びデリバリ／ヘルプ部の製作上の
バラツキに起因しており、他に燃料パイプ、噴射／スル
のバラツキも上げられる。この不均量を左右する機構は
機械式ポンプ、電子制御式ポンプ共４同一のため、不均
量そのものは変らない。□
ところで燃才１噴射ポンプの不均量は、ガへすを一定に
しておいても前記のように噴射筒を構成する部品の製品
バラツキにより発生し、そのために低速回転から高速回
転までの全域に亘って調整しており、低速域で不均量幅
を縮めると高速域で拡がり、高速域で縮めると低速域で
拡がる特性を持っているので従来より全域で妥協出来る
レベルに調整してきた。The uneven amount of injection in a fuel injection pump is mainly caused by manufacturing variations in the fuel outlet passage from the plunger and the delivery/help part, and also variations in the fuel pipe and the injection/throttle. Since the mechanism that influences this amount of unevenness is the same for both mechanical pumps and electronically controlled pumps, the amount of unevenness itself does not change. □ Incidentally, even if the fuel injection pump is kept constant, the uneven amount of fuel injector pumps occurs due to product variations in the parts that make up the injection cylinder, as described above, and therefore, the amount of fuel is not uniform throughout the entire range from low speed rotation to high speed rotation. Since it has the characteristic that if the width of the non-uniformity is reduced in the low-speed range, it will expand in the high-speed range, and if it is reduced in the high-speed range, it will spread in the low-speed range, so we have adjusted it to a level that can compromise across the entire range.
この燃料噴射Ｆｄの調整を電子制御で行っているディー
ゼルエンジンにおいては、該燃料噴射量をエンジン回転
、エンジン負荷、水温等により制御している。しかし、
アイドリング時にはそれとは別にアイドリンク回転数が
一定となるようにニンジン回転でフィードバック制御を
行ない噴射量を加減している。このアイドリング時のフ
ィード八、７り制御は直前のエンジン回転数又はそれ以
前の回転数の加算平均をとって噴射量を制御している。In a diesel engine in which the fuel injection Fd is adjusted by electronic control, the fuel injection amount is controlled by engine rotation, engine load, water temperature, etc. but,
Separately, during idling, feedback control is performed using carrot rotation to adjust the injection amount so that the idling rotation speed remains constant. This feed control during idling controls the injection amount by taking the average of the immediately preceding engine speed or the previous engine speed.
そのために、もし１気筒目のみ噴射量の不均量幅が大き
い時、その情報が即成の爆発順序である３気筒目に反映
し、その結果良好な制御が得られず都合が悪い。Therefore, if only the first cylinder has a large injection amount non-uniformity, that information will be reflected in the third cylinder, which is the immediate explosion order, and as a result, good control will not be obtained, which is inconvenient.
本発明はこのような問題を改善しようとするものであり
、その目的は、燃料噴射ポンプの機械的な要素に基づく
不均量幅が高速域で小さく、低速域で大きい方を選び、
アイドリング時の各気筒の・出力側の周期を検出し、そ
の検出値に基づいて燃料噴射量を制御し、アイドリング
時の噴射量の不均量を減少させるようにするアイドリン
グ時の燃料噴射不均量低減方法を提供することである。The present invention aims to improve such problems, and its purpose is to select the one in which the non-uniformity width based on the mechanical elements of the fuel injection pump is small in the high speed range and large in the low speed range,
Detects the period on the output side of each cylinder during idling, controls the fuel injection amount based on the detected value, and reduces the uneven amount of injection during idling. It is an object of the present invention to provide a method for reducing the amount.
次に本発明の実施例を図面を用いて詳細に説明する。Next, embodiments of the present invention will be described in detail using the drawings.
第１図は４気筒エンジンにおける各気筒の燃料噴射量が
均一・な場合を示し１図において、Ａは第１気筒目Ｑ’
） Ｔ Ｄ Ｃ（Ｔｏｐ Ｄｅａｄ Ｃｅｎｔｅ？；上
死点）、Ｃハ第２ ％ ｎ Ｉ］ （７） Ｔ Ｄ’
Ｃ、Ｂ ハ第１ ％ 筒口ノＴ ＤＣと第２気筒目のＴ
ＤＣとの間の最も回転速度の大きくなった点、Ｄは点Ａ
Ｂ間の回転速度の変化幅、Ｅ、はＡ点からＢ点までに移
動するのに要する時間、ＦｌはＢ点から０点までに要す
る時間、Ｅ３は点Ｃから第４気筒のＴＤＣと該０点との
間の最も回転速度大の点までの時間、Ｆ３は該回転速度
大の点からｔ５４気筒のＴＤＣの点までの時間である。Figure 1 shows a case where the fuel injection amount in each cylinder in a four-cylinder engine is uniform. In Figure 1, A is the first cylinder Q'
) T D C (Top Dead Center?), C 2nd % n I] (7) T D'
C, B C 1st % T of tube mouth DC and T of 2nd cylinder
The point where the rotational speed is the highest between DC and D is point A
The range of change in rotational speed between points B, E, is the time required to move from point A to point B, Fl is the time required from point B to point 0, and E3 is the TDC of the fourth cylinder from point C and the corresponding difference. F3 is the time from the point at which the rotational speed is the highest between the zero point and the point at which the rotational speed is the highest to the TDC point of the t54 cylinder.
図に示すように、アイドリング回転速度に対して各気筒
のＴＤＣの点及びその中間の最大回転速度の点は気筒毎
に変動することなくそれぞれの側に同一の回転速度変化
幅で存在することになる。Ａ点〜Ｂ点は、１気筒目の爆
発により回転速度が増加する。又Ｂ点〜Ｃ点は３気筒目
の圧縮により速度が落ちる。したかって不均量がゼロで
あれば図のようにＤの値も一定と考えられる。このこと
は図において、Ａ−Ｂまでの周期Ｅ１は一定ということ
であり、Ｅｌ ”Ｅ’！ｌと書ける。しかし、Ｂ−０点
までの周期Ｆ１は気筒別の７リクシヨン、圧縮比のバラ
ツキが犬きく影響し、不均量の影響が減少するので、は
ぼ等しくなる。As shown in the figure, the TDC point of each cylinder and the maximum rotational speed point between them with respect to the idling rotational speed do not vary from cylinder to cylinder and exist with the same rotational speed change width on each side. Become. From point A to point B, the rotational speed increases due to the explosion in the first cylinder. Also, the speed from point B to point C decreases due to compression in the third cylinder. Therefore, if the amount of non-uniformity is zero, the value of D is considered to be constant as shown in the figure. In the figure, this means that the period E1 from A to B is constant and can be written as El "E'!l. However, the period F1 from point B to point B is 7 riction for each cylinder, and there are variations in the compression ratio. has a strong influence, and the influence of the inhomogeneous amount decreases, so they become approximately equal.
第２図は１気筒目のみ不均量幅（変化幅）Ｄ′が大きい
場合を示し、Ａ’、Ｂ′は第１図のＡ、Ｂにそれぞれ相
当する点である。この場合不均量は大きい方なので、出
力はアップし点ＡＢ間の移動時間Ｅｌ ′は減少するこ
とになる。FIG. 2 shows a case where only the first cylinder has a large nonuniform amount width (change width) D', and A' and B' correspond to A and B in FIG. 1, respectively. In this case, since the amount of non-uniformity is large, the output increases and the travel time El' between points AB decreases.
第３図は各気筒の前記Ｅを検出する為の装置を示し、ク
ランクシャフトｌｌに円板ｌＯを取付け、該円板にはそ
の外周に気筒数に応した突起１３がついている。なお、
１２はエンジン回転速度センサであり、 ｔｓｕａピッ
クアップよりなる。FIG. 3 shows a device for detecting the above-mentioned E of each cylinder. A disk lO is attached to the crankshaft ll, and the disk has protrusions 13 on its outer periphery corresponding to the number of cylinders. In addition,
12 is an engine rotational speed sensor, which is made of a Tsua pickup.
第４図は制御系をシＪくし、１２はエンジン回転速度セ
ンサ、１４は針弁リフトセンサ、１５はコントロールス
リーブ制御機構、１６はコントローラである。FIG. 4 shows the control system, with reference numeral 12 an engine rotational speed sensor, 14 a needle valve lift sensor, 15 a control sleeve control mechanism, and 16 a controller.
針弁リフトセンサ１４は噴射タイミングを検知し、噴射
前か、噴射後かを識別するために噴射ノズルに装着する
ものであり、１個信号を検出することにより以下の行程
は自ずと判別出来るので、該側弁リフトセンサ１４をこ
の場合は一個第１気蘭目に設ける。これに′より前記Ｅ
とＦとの区別が出来ることになる。この場合、噴射がＴ
ＤＣ後にあっても前記ＥとＦとの区別は出来る。The needle valve lift sensor 14 is attached to the injection nozzle to detect the injection timing and identify whether it is before or after injection, and by detecting one signal, the following stroke can be automatically determined. In this case, one side valve lift sensor 14 is provided at the first position. From this, the above E
and F can be distinguished. In this case, the injection is T
E and F can be distinguished even after DC.
コントローラ１６はマイコンより構成され、アイドリン
グ回転速度より平均的なＥを記憶させると共に、第１気
筒目の周期Ｅ１から割り出したエンジンの回転速度を入
力するＲＡＭ （１）、同様に第３気筒目のＲＡＭ（２
）、第４気筒目のＲＡＭ （３） 、第２気筒目のＲＡ
Ｍ （４）等を有し、前記エンジン回転速度センサ１２
、針ゴｆリフトセンサ１４からの信号により前記Ｅの周
期を算出し、もし、１気筒１１のＥのみが変動している
場合は、その情報に基ついて次回の１気筒目への燃料噴
射量を、コントロールスリーブ機構を制御し、該コント
ロールスリーブの位置を調整することによって加減する
。The controller 16 is composed of a microcomputer, and stores the average E from the idling rotation speed, as well as a RAM (1) that inputs the engine rotation speed determined from the period E1 of the first cylinder, and a RAM (1) for inputting the engine rotation speed calculated from the cycle E1 of the first cylinder. RAM (2
), 4th cylinder RAM (3), 2nd cylinder RA
M (4) etc., and the engine rotation speed sensor 12
, the cycle of E is calculated based on the signal from the needle lift sensor 14, and if only E of one cylinder 11 is changing, the next fuel injection amount to the first cylinder is determined based on that information. is adjusted by controlling a control sleeve mechanism and adjusting the position of the control sleeve.
第５図は噴射量の算出方法を説明するものであり、（Ａ
）は各気筒の周期Ｅがら割出されたエンジンンの回転速
度Ｇ１ 、Ｈｌ 、１１．Ｊｌとそれを記憶する対応す
る各ＲＡＭ（１）〜ＲＡＭ（４）を丞し、Ｓはコントロ
ーラ１６およびコントロールスリーブの位置を制御する
ための時間である。Ｔ１は第１気筒目の噴射直前の状態
を示し、Ｔ２は第３気筒、Ｔ５は第４気筒、ＴＩは第２
気筒目のそれぞれの噴射直前を示めす。この各Ｔ１〜Ｔ
５後における各気筒のＥをめたのが（Ｂ）図である。Figure 5 explains the method of calculating the injection amount, and (A
) are the engine rotational speeds G1, Hl, 11. Jl and the corresponding RAM(1) to RAM(4) that store it, and S is the time for controlling the position of the controller 16 and the control sleeve. T1 indicates the state immediately before injection in the first cylinder, T2 indicates the state in the third cylinder, T5 indicates the state in the fourth cylinder, and TI indicates the state in the second cylinder.
It shows just before injection for each cylinder. Each of these T1-T
Figure (B) shows the E of each cylinder after 5 hours.
燃料噴射量は周期Ｅに比例するので、このようにして得
られるデータからの噴射量制御は、比例積分制御方式を
用いると下式で表わされる。Since the fuel injection amount is proportional to the period E, the injection amount control based on the data obtained in this manner is expressed by the following equation using the proportional-integral control method.
Ｑ （ＴＩ ） −Ｑ （ＴＩ ）
＋ＫＰ・ΔＱ（Ｔｔ）
但し、Ｑ （ＴＩ ） ＝Ｑ （Ｔ −１）＋Ｋｉ・Δ
Ｑ （ＴＩ ）
ここで、
Ｑ（ＴＩ）・・・Ｔ１時点の噴射量
Ｑ （Ｔ）・・・Ｔ１時点の積分項から算出される噴射
量
Ｋｐ・・・比例項のゲイン
Ｋｉ・・・積分項のケイン
Ｑ（Ｔｌ）・・・Ｔ】゛時点の誤差から算出される噴射
量
この時ΔＱ （ＴＩ ）はエンジン回転数の誤差から算
出する。Q (TI) −Q (TI) +KP・ΔQ(Tt) However, Q (TI) =Q (T −1)+Ki・Δ
Q (TI) Here, Q (TI)... Injection amount Q at time T1 (T)... Injection amount Kp calculated from the integral term at time T1... Gain Ki of proportional term... Integral Injection amount calculated from the error at the time point Q (Tl)...T] In this case, ΔQ (TI) is calculated from the error in the engine speed.
ΔＱ （Ｔ、＋ ） ＝Ｑｓ−（Ｎ−Ｇ１ ）Ｑｓ・・
・エンジン回転速度の差を噴射量へ変換する時の係数
Ｎ・・・アイドリング時の目標回転速度算出されたＱ
（ＴＩ ）は次回の１気筒目への噴射量である。ΔQ (T, +) = Qs-(N-G1)Qs...
・Coefficient N when converting the difference in engine rotational speed to injection amount... Q calculated for the target rotational speed during idling
(TI) is the next injection amount to the first cylinder.
この様に１気ｔ、’６ ［Ｉ爆発による回転速度情報は
次回の１％筒口への噴射量算出に用いる。これを各気筒
毎に行ない、もともとメカニカル的に持っている各気筒
の不均量幅を噴射量制御によりカバーするものである。In this way, the rotational speed information from the 1st, '6[I explosion is used to calculate the next injection amount to the 1% cylinder mouth. This is done for each cylinder to cover the mechanically uneven amount range of each cylinder by controlling the injection amount.
このとき、噴射量制御アクチュエータにはロータリやソ
レノイドを用い、コントロールスリーブを随時作動させ
る。At this time, a rotary or a solenoid is used as the injection amount control actuator, and the control sleeve is operated at any time.
以上に示した算出方法で、一時的な回転のフラツキが、
かえって次回の回転変動へつながるｆｉｆ能性が考えら
れる１ｌｊｒは、ΔＱ（ＴＩ）の算出に他の気筒の回転
速度を多少反映するとよい。With the calculation method shown above, temporary rotational fluctuations can be
For 1ljr, which is considered to have a fif possibility that may lead to the next rotational fluctuation, it is better to reflect the rotational speeds of other cylinders to some extent in the calculation of ΔQ(TI).
たとえば、
ΔＱ （ＴＩ ） −ＱＳ （Ｎ （４Ｇ＋ ＨｚＩｔ
−ＪＩ）１
この場合は第５図の時間Ｓの間にＱ （Ｔ）を算出する
必要がある。For example, ΔQ (TI) −QS (N (4G+HzIt
-JI)1 In this case, it is necessary to calculate Q (T) during time S in FIG.
アイドリング回転が６０Ｏｒｐｍの時は５〜４７ｍ５ｅ
ｃに相当するため、その間に算出しアクチュエータを動
かす必要がある。When the idling rotation is 60 Orpm, it is 5 to 47 m5e.
c, it is necessary to calculate and move the actuator during that time.
もし、アクチュエータの応答性により追従できない時は
、
ΔＱ （ＴＩ ）＝ＱＳ （Ｎ （４ＧＩ Ｈ＋−１，
−ＪＯ））
Ｊｏ：ＪＩの１周期前の第２気筒の値
これにより、Ｓ〜ｌｏＯｍｓｅｃとなる以上詳細に説明
したように、本発明は、各気筒のＴＤＣから次の噴射気
筒のＴＤＣに亘る期間の増速側の周期を検出し、該周期
と平均的な周期とを比較し、その比較値に対応して当該
気筒の次回の燃料噴射量を制御するようにしたので、ア
イドリング時の燃料不均量°が低減できアイドリング時
の振動が改善される。また、機械的要因に基づく燃料噴
射ポンプの不均量幅を高速回転域に的を絞って調整出来
るため、その領域の不均量も同時に低減することか出来
ることになる。If tracking is not possible due to the responsiveness of the actuator, ΔQ (TI) = QS (N (4GI H+-1,
-JO)) Jo: the value of the second cylinder one cycle before JI. This results in S~loOmsec. As explained in detail above, the present invention can be applied to the TDC of each cylinder to the TDC of the next injection cylinder. The period on the speed increasing side of the period is detected, this period is compared with the average period, and the next fuel injection amount for the relevant cylinder is controlled according to the comparison value, so the fuel consumption during idling is Unevenness can be reduced and vibrations during idling can be improved. Furthermore, since the width of the uneven amount of the fuel injection pump based on mechanical factors can be adjusted by focusing on the high speed rotation range, the amount of unevenness in that region can also be reduced at the same time.
第１図は各気筒の燃料噴射量か均一な場合の回転速度変
動を説明する図、第２図は不均一な場合の回転速度変動
を説明する図、第３図は気筒検出装置の説明図、第４図
は制御系のプロ、り図、第５図は周期の計算力法の説明
図である。
ＩＡ中、Ａ、Ｃ，Ａ’・・・ＴＤＣ，Ｅ、、、Ｅ、、Ｅ
】 ′・・・周期、１２・・・エンジン回転速度センサ
、１６・・・コン；・ローラ。
特許出願人 いすダ自動車株式会社
代 理 人 弁理士 辻 實 外１名Figure 1 is a diagram explaining the rotational speed fluctuation when the fuel injection amount of each cylinder is uniform, Figure 2 is a diagram explaining the rotational speed fluctuation when it is uneven, and Figure 3 is an illustration of the cylinder detection device. , Fig. 4 is a professional diagram of the control system, and Fig. 5 is an explanatory diagram of the period calculation method. During IA, A, C, A'...TDC, E, , E,, E
]'...Period, 12...Engine rotation speed sensor, 16...Controller;・Roller. Patent applicant Representative of Isuda Motors Co., Ltd. Patent attorney Minoru Tsuji and 1 other person
Claims (1)
増速側の周期を検出し、該周期と平均的な周期とを比較
し、その比較値に対応して当該気筒の次回の燃料噴射量
を制御することを特徴とするアイドリング時の燃料噴射
不均量低減方法。The period on the acceleration side in the period from the TDC of each cylinder to the TDC of the next injection cylinder is detected, the period is compared with the average period, and the next fuel injection of the cylinder is determined according to the comparison value. A method for reducing uneven fuel injection amount during idling, characterized by controlling the amount.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58164468A JPH0737774B2 (en) | 1983-09-07 | 1983-09-07 | Fuel injection amount control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58164468A JPH0737774B2 (en) | 1983-09-07 | 1983-09-07 | Fuel injection amount control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6056145A true JPS6056145A (en) | 1985-04-01 |
| JPH0737774B2 JPH0737774B2 (en) | 1995-04-26 |
Family
ID=15793748
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58164468A Expired - Lifetime JPH0737774B2 (en) | 1983-09-07 | 1983-09-07 | Fuel injection amount control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0737774B2 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55134726A (en) * | 1979-03-14 | 1980-10-20 | Lucas Industries Ltd | Method of controlling fuel of internal combustion engine and system for using said method |
| JPS5968543A (en) * | 1982-10-08 | 1984-04-18 | Nippon Denso Co Ltd | Control method of internal-combustion engine |
-
1983
- 1983-09-07 JP JP58164468A patent/JPH0737774B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55134726A (en) * | 1979-03-14 | 1980-10-20 | Lucas Industries Ltd | Method of controlling fuel of internal combustion engine and system for using said method |
| JPS5968543A (en) * | 1982-10-08 | 1984-04-18 | Nippon Denso Co Ltd | Control method of internal-combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0737774B2 (en) | 1995-04-26 |
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