JPS6183463A - Deceleration controller for internal-combustion engine - Google Patents
Deceleration controller for internal-combustion engineInfo
- Publication number
- JPS6183463A JPS6183463A JP20418384A JP20418384A JPS6183463A JP S6183463 A JPS6183463 A JP S6183463A JP 20418384 A JP20418384 A JP 20418384A JP 20418384 A JP20418384 A JP 20418384A JP S6183463 A JPS6183463 A JP S6183463A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- fuel
- control valve
- deceleration
- amount
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
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、吸気通路の集合部に燃料を集中的に噴射供給
するいわゆるシングルポイントインジェクション（ＳＰ
［）システムを備えると共に、スロットル弁をバイパス
する補助空気通路にアイドル制御弁（ｒｓｃバルブ）を
設けた内燃機関の減速制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Fields> The present invention is directed to a so-called single point injection (SP
The present invention relates to a deceleration control device for an internal combustion engine, which is equipped with a [) system and an idle control valve (rsc valve) provided in an auxiliary air passage that bypasses a throttle valve.
〈従来の技術〉
例えば第５図に示すように、吸気通路１の集合部２（こ
の場合スロットル弁３上流側）に燃料噴射弁４を備えて
これより内燃機関５の各気筒分の燃料をまとめて集中的
に噴射供給するＳＰＩシステムは、燃料噴射弁が単一で
足りること、制御が容易なこと等のために多く採用され
ている。<Prior Art> For example, as shown in FIG. 5, a fuel injection valve 4 is provided at a gathering portion 2 of an intake passage 1 (in this case, upstream of a throttle valve 3), and fuel for each cylinder of an internal combustion engine 5 is injected from the fuel injection valve 4. The SPI system that intensively injects and supplies fuel is widely used because a single fuel injection valve is sufficient and control is easy.
またスロットル弁３をバイパスする補助空気通路６を設
け、該通路６に設けたアイドル制御弁７を機関運転状態
の大力を受けたコントロールユニット８のパルス信号出
力により開度調整して吸入空気量を制御し機関のアイド
ル回転速度を制御している。 ″
〈発明が解決しようとする問題点〉
しかし上記ＳＰＩ式内燃機関によると、燃料が噴射され
てから機関の燃焼室に吸入されるまでにブランチ部を含
む長い吸気通路があり、この通路内壁に噴射燃料が付着
する。従って実際の噴射量と機関吸入燃料量との間に相
違が生じかつ応答遅れが必然的に存在してくる。In addition, an auxiliary air passage 6 is provided that bypasses the throttle valve 3, and the opening of the idle control valve 7 provided in the passage 6 is adjusted by the pulse signal output of the control unit 8 that receives the large force of the engine operating state, and the amount of intake air is adjusted. and controls the idle speed of the engine. ” <Problem to be solved by the invention> However, according to the above-mentioned SPI type internal combustion engine, there is a long intake passage including a branch part from the time the fuel is injected until it is taken into the combustion chamber of the engine, and the inner wall of this passage has a long intake passage. The injected fuel adheres to the engine.Therefore, a difference occurs between the actual injection amount and the engine intake fuel amount, and a response delay inevitably exists.
このためスロットル弁を閉じて機関を急減速すると、た
とえ燃料噴射弁からの噴射燃料をカット若しくはＮｆｆ
１したとしても、スロットル弁下流の吸気通路内壁圧が
急増する結果、吸気通路内壁に付着した燃料が急激に気
化して、吸入混合気の混合比が過濃となり、失火してア
フターバーンを生じ、或いは排気性状が悪化すると共に
燃費が悪くなり、排気系に設けた触媒が損傷し易くなる
おそれがある。For this reason, if you close the throttle valve and suddenly decelerate the engine, even if the fuel injected from the fuel injection valve is cut or Nff
1, the pressure on the inner wall of the intake passage downstream of the throttle valve increases rapidly, and the fuel adhering to the inner wall of the intake passage vaporizes rapidly, causing the mixture ratio of the intake air-fuel mixture to become too rich, resulting in a misfire and afterburn. Alternatively, the exhaust properties may deteriorate, fuel consumption may worsen, and the catalyst provided in the exhaust system may be easily damaged.
本発明は上記に鑑み、機関減速時にはアイドル制御弁７
を必要量だけ開いてスロットル弁３下流に吸入空気を補
給して混合気の過濃化と共に空気供給量過多による減速
性能低下を防止することを目的とする。In view of the above, the present invention provides an idle control valve 7 during engine deceleration.
The purpose is to open the throttle valve by a necessary amount to supply intake air downstream of the throttle valve 3 to prevent over-enrichment of the air-fuel mixture and deterioration of deceleration performance due to excessive air supply.
く問題点を解決するための手段）
そのために本発明では、第１図に示すように、ｓｐｉ弐
の燃料噴射装置Ａと、アイドル制御弁Ｂとを備えてなる
内燃機関において、機関減速検出手段Ｃと、機関減速前
までに噴射された燃料量Ｑを算出する手段りと、該燃料
量に対応して減速時に不足する空気量に応じた前記アイ
ドル制御弁の開度を演算する手段Ｅと、機関減速時に該
手段の出力信号に基づき前記アイドル制御弁Ｂを開度調
整するパルス信号出力手段Ｆと、を備える。Therefore, in the present invention, as shown in FIG. C, means for calculating the amount of fuel Q injected before deceleration of the engine, and means E for calculating the opening degree of the idle control valve according to the amount of air that is insufficient during deceleration in accordance with the amount of fuel. , pulse signal output means F for adjusting the opening degree of the idle control valve B based on the output signal of the means during engine deceleration.
〈作用〉
これにより、機関減速検出手段Ｃが機関の減速を検出し
た場合には、該減速前までに噴射された燃料ｆｉＱに基
づき不足する空気量に応じたアイドル制御弁の開度をア
イドル制御弁開度演算手段Ｅが演算し、該手段Ｅの演算
結果に基づき前記アイドル制御弁Ｂをパルス信号出力手
段Ｆにより開度調整して必要量だけの空気量をスロット
ル弁下流に供給し、混合気の過濃化と共に過薄化による
減速性能低下を回避する。<Operation> As a result, when the engine deceleration detecting means C detects deceleration of the engine, idle control is performed to control the opening degree of the idle control valve according to the insufficient amount of air based on the fuel fiQ injected before the deceleration. The valve opening calculation means E performs calculations, and the opening of the idle control valve B is adjusted by the pulse signal output means F based on the calculation results of the means E, and the necessary amount of air is supplied downstream of the throttle valve, and the mixing is performed. Avoid deterioration in deceleration performance due to over-concentration and over-thin air.
〈実施例〉 以下に本発明の一実施例を述べる。<Example> An embodiment of the present invention will be described below.
第２図に示すように、スロットル弁１１をバイパスする
補助空気通路１２の途中にアイドル制御弁１３を設け、
これにより補助空気量を調整してアイドル回転速度を制
御する。このようにアイドル制御弁１３はアイドル用補
助空気量を調整する目的で構成されているが、本発明で
はその全開時の開口面積を、減速時の空気補充用に十分
太き（設定しである。As shown in FIG. 2, an idle control valve 13 is provided in the middle of the auxiliary air passage 12 that bypasses the throttle valve 11,
This adjusts the amount of auxiliary air and controls the idle rotation speed. As described above, the idle control valve 13 is configured for the purpose of adjusting the amount of auxiliary air for idle, but in the present invention, the opening area when fully opened is set to be large enough (as set) for air replenishment during deceleration. .
アイドル制御弁１３はロータリ一式で、図示しない開弁
用コイルと閉弁用コイルとにコントロールユニット１５
からパルス信号が互いに反転された状態で送られるよう
になっており、パルス信号のデユーティ比に応じて開度
が調整される。１４はスロットル弁１１上流側で燃料を
噴射供給するＳＦ３式の燃料噴射弁である。The idle control valve 13 is a rotary set, and a control unit 15 is installed in a valve opening coil and a valve closing coil (not shown).
The pulse signals are sent in a mutually inverted state, and the opening degree is adjusted according to the duty ratio of the pulse signals. 14 is an SF3 type fuel injection valve that injects and supplies fuel on the upstream side of the throttle valve 11.
スロットルセンサ１６はスロットル弁１１の開度全検出
しこれをコントロールユニット１５に入力する。The throttle sensor 16 detects the full opening of the throttle valve 11 and inputs this to the control unit 15.
コントロールユニット１５は入出力処理装置、中央演算
処理装置、及び記憶装置からなるマイクロコンピュータ
であって、機関回転速度を検出する回転センサ１７１機
関の吸入空気量を検出するエアフローメータ１８及び機
関の冷却水温度を検出する水温センサ１９等の機関運転
状態検出手段２０の検出信号により、噴射パルス幅Ｔｉ
を演算し、燃料噴射弁１４に出力すると共に、アイドル
制御弁１３のパルス信号を制御して機関アイドル時の弁
開度フィードバック調整を行う。The control unit 15 is a microcomputer consisting of an input/output processing unit, a central processing unit, and a storage device, and includes a rotation sensor 171 that detects the engine rotation speed, an air flow meter 18 that detects the intake air amount of the engine, and a cooling water of the engine. The injection pulse width Ti is determined by the detection signal of the engine operating state detection means 20 such as the water temperature sensor 19 that detects the temperature.
is calculated and output to the fuel injection valve 14, and the pulse signal of the idle control valve 13 is controlled to perform feedback adjustment of the valve opening degree when the engine is idling.
次に第３図に示す前記コントロールユニット１５の減速
制御フローチャートを説明する。尚該フローチャートは
プログラムタイマにより所定の微少時間毎に実行される
。Next, a deceleration control flowchart of the control unit 15 shown in FIG. 3 will be explained. Note that this flowchart is executed at predetermined minute intervals by a program timer.
スロットルスィッチ１６信号及び回転センサ１７等の信
号に基づいて機関がアイドリング運転を行っている場合
には別系統のルーチンでアイドル制御弁（ＩＳＣバルブ
）の作動制御が行われる。When the engine is idling based on signals from the throttle switch 16 and the rotation sensor 17, the operation of the idle control valve (ISC valve) is controlled in a separate routine.
Ｓｌでアイドル制御がなされていない場合には通常走行
状態にあると判断し、Ｓ２で燃料噴射弁１４から噴射さ
れた燃料量を噴射パルス幅Ｔｉの積算値等により計算し
その値を記４１でおく。これが本発明でいう燃料ｆｉＱ
算出手段である。If idle control is not being performed in Sl, it is determined that the vehicle is in a normal running state, and in S2 the amount of fuel injected from the fuel injection valve 14 is calculated based on the integrated value of the injection pulse width Ti, etc., and the value is recorded in 41. put. This is the fuel fiQ in the present invention.
It is a calculation means.
また、噴射燃料量は吸入空気量に比例するため、燃料ｉ
Ｑを吸入空気量により算定することもできる。In addition, since the amount of injected fuel is proportional to the amount of intake air, the amount of fuel i
Q can also be calculated based on the amount of intake air.
Ｓ３では機関が減速状態に入ったことを検出する。In S3, it is detected that the engine has entered a deceleration state.
機関減速検出手段としては、スロットルセンサ１６と回
転センサ１７との組合せ若しくはスロットルセンサ１６
とエアフローメータ１８との組合せ等を用いる。例えば
スロットルセンサ１６が開度減少を検出したとき或いは
全閉を検出すると共に機関回転速度がアイドル値より大
であるとき等に、機関は減速中にあると判断する。As the engine deceleration detection means, a combination of the throttle sensor 16 and the rotation sensor 17 or the throttle sensor 16 may be used.
A combination of the air flow meter 18 and the air flow meter 18 is used. For example, it is determined that the engine is decelerating when the throttle sensor 16 detects a decrease in the opening degree or when it detects a fully closed position and the engine rotational speed is greater than the idle value.
減速に入るとスロットル弁１１下流の吸入負圧が増大し
、それまで吸気通路壁に付着していた燃料が急激に気化
して混合気が濃化しようとする。このときＳ４では吸気
通路壁に付着していた燃料量に関連する機関燃料と減速
に入るまでに噴射された噴射量との間に一定の相関関係
があることに着目し、減速時の気化燃料による空気量不
足をこれまで噴射供給された燃料ｉＱから予め割り出し
ておいてこれをアイドル制御弁１４へのパルス出力デユ
ーティ比としてマツプ処理しておき、該出力デユーティ
を前記Ｑ値から読み込む。本発明ではこの機能をアイド
ル制御弁開度演算手段と称する。When deceleration begins, the intake negative pressure downstream of the throttle valve 11 increases, and the fuel that had been adhering to the wall of the intake passage is rapidly vaporized and the air-fuel mixture tends to become richer. At this time, S4 focuses on the fact that there is a certain correlation between the engine fuel related to the amount of fuel adhering to the intake passage wall and the amount of injection injected before deceleration. The air amount shortage caused by this is determined in advance from the fuel iQ that has been injected and supplied so far, and this is mapped as the pulse output duty ratio to the idle control valve 14, and the output duty is read from the Q value. In the present invention, this function is referred to as idle control valve opening calculation means.
そしてＳ５で読み出したデユーティをアイドル制御弁１
４に出力し所定量の空気を補助空気通路１２を介してス
ロットル弁１１の下流に補給すべくアイドル制御弁１４
を開く （パルス信号出力手段）。これにより機関吸入
混合気の過濃化を防止できる。Then, the duty read in S5 is set to idle control valve 1.
4 to supply a predetermined amount of air downstream of the throttle valve 11 via the auxiliary air passage 12.
Open (pulse signal output means). This can prevent the engine intake air-fuel mixture from becoming over-enriched.
尚、減速時に吸気通路壁から気化する燃料は減速初期に
最も大でありその後徐々に減少してくるものである。そ
こでタイマによりＳ６で所定の単位時間毎に８６で計時
してＳ７で出力デユーティを漸減しＳ５におけるアイド
ル制御弁の出力値を第４図に示すように減少する。Incidentally, the amount of fuel vaporized from the intake passage wall during deceleration is greatest at the beginning of deceleration, and then gradually decreases. Therefore, a timer is used to measure time at 86 every predetermined unit time in S6, the output duty is gradually decreased in S7, and the output value of the idle control valve in S5 is decreased as shown in FIG.
Ｓ８で減速が終了したことを検出した段階でアイドル制
御弁１４を閉弁し若しくはアイドル回転速度制御１１１
（Ｉ Ｓ Ｏ）を行って上記割り込みルーチンによる
減速制御を終了する。When it is detected that the deceleration has ended in S8, the idle control valve 14 is closed or the idle rotation speed control 111 is started.
(ISO) is performed, and the deceleration control by the above-mentioned interrupt routine is completed.
上記制御において減速中においても燃料噴射弁１４が燃
料を噴射する場合にはその分を補正してアイドル制御弁
１４への出力デユーティを出力する必要があることは言
うまでもない。In the above control, if the fuel injection valve 14 injects fuel even during deceleration, it goes without saying that the output duty to the idle control valve 14 must be corrected to compensate for this.
また機関減速前の噴射燃料量Ｑを算出するには、Ｑが所
定値を超えると吸気通路に付着する燃料が略平衡するか
ら、この段階でＱの積算を停止してもよい。Furthermore, in order to calculate the injected fuel amount Q before the engine decelerates, the integration of Q may be stopped at this stage because when Q exceeds a predetermined value, the fuel adhering to the intake passage becomes approximately balanced.
〈発明の効果〉
以上述べたように本発明によれば、機関減速時に、これ
まで噴射供給された燃料量を計測し、これに見合って吸
気通路壁に付着した燃料の気化現象に基づく空気不足を
演算して、アイドル制御弁を必要量だけ開弁するように
構成したので、機関減速時に吸気通路内壁に付着した燃
料が気化しても、その燃料量に応じて過不足なく機関に
空気を供給できる。これにより混合気の空燃比を適当な
値に保つことができるから、過濃化による、失火。<Effects of the Invention> As described above, according to the present invention, when the engine decelerates, the amount of fuel that has been injected and supplied so far is measured, and the amount of fuel that has been injected and supplied so far is measured, and the air shortage caused by the vaporization phenomenon of the fuel that adheres to the intake passage wall is detected. is calculated and the idle control valve is opened by the required amount, so even if the fuel adhering to the inner wall of the intake passage vaporizes when the engine decelerates, the engine is supplied with just the right amount of air depending on the amount of fuel. Can be supplied. This allows the air-fuel ratio of the mixture to be maintained at an appropriate value, preventing misfires due to over-enrichment.
アフターバーン、排気性状の悪化、触媒損傷等の不都合
を防止できると共に、過薄化による減速性能の低下を防
止できる。Inconveniences such as afterburn, deterioration of exhaust properties, and damage to the catalyst can be prevented, and deterioration in deceleration performance due to excessive thinning can be prevented.
また、減速時の車輌ショック低減にも大きな効果がある
。It is also highly effective in reducing vehicle shock during deceleration.
第１図は本発明のクレーム対応図、第２図は本発明の構
成を示すスロットル弁部の縦断面図、第３図は同上コン
トロールユニットの制御フローチャート、第４図は同上
フローチャートにおけるスロットル弁開度とアイドル制
御弁への出力デユーティとの関係を示すグラフ、第５図
は従来装置の概略構成図である。
Ａ・・・燃料噴射装置 Ｂ・・・アイドル制御弁Ｃ・
・・機関減速検出手段 Ｄ・・・噴射燃料量算出手段
Ｅ・・・アイドル制御弁開度演算手段Ｆ・・・パル
ス信号出力手段 １１・・・スロットル弁１３・・・
アイドル制御弁 １５・・・コントロールユニット１
６・・・スロットルセンサ ２０・・・機関運転状態
検出手段
特許出願人 日本電子ｍ器株式会社
代理人 弁理士 笹 島 冨二雄
第２図Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a longitudinal sectional view of the throttle valve section showing the configuration of the present invention, Fig. 3 is a control flowchart of the same control unit, and Fig. 4 is a throttle valve opening diagram in the same flowchart. FIG. 5 is a graph showing the relationship between the engine speed and the output duty to the idle control valve, and is a schematic configuration diagram of a conventional device. A...Fuel injection device B...Idle control valve C.
... Engine deceleration detection means D ... Injected fuel amount calculation means E ... Idle control valve opening calculation means F ... Pulse signal output means 11 ... Throttle valve 13 ...
Idle control valve 15...control unit 1
6...Throttle sensor 20...Engine operating state detection means Patent applicant: JEOL Ltd. representative Patent attorney Fujio SasashimaFigure 2
Claims (1)
、スロットル弁をバイパスする補助空気通路に機関運転
状態に応じたパルス信号により開度調整されるアイドル
制御弁と、を備えてなる内燃機関において、 機関減速検出手段と、機関減速前までに噴射された燃料
量Ｑを算出する手段と、該燃料量Ｑに対応して減速時に
不足する空気量に応じた前記アイドル制御弁の開度を演
算する手段と、機関減速時に該手段の出力信号に基づき
前記アイドル制御弁を開度調整するパルス信号出力手段
と、を備えたことを特徴とする内燃機関の減速制御装置
。[Scope of Claims] A fuel injection device that injects and supplies fuel to a gathering portion of an intake passage; an idle control valve that is provided in an auxiliary air passage that bypasses a throttle valve and whose opening degree is adjusted by a pulse signal according to the engine operating state; An internal combustion engine comprising: an engine deceleration detection means; a means for calculating an amount Q of fuel injected before engine deceleration; A deceleration control device for an internal combustion engine, comprising means for calculating the opening degree of a control valve, and pulse signal output means for adjusting the opening degree of the idle control valve based on an output signal of the means when the engine is decelerated. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20418384A JPS6183463A (en) | 1984-10-01 | 1984-10-01 | Deceleration controller for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20418384A JPS6183463A (en) | 1984-10-01 | 1984-10-01 | Deceleration controller for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6183463A true JPS6183463A (en) | 1986-04-28 |
Family
ID=16486209
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP20418384A Pending JPS6183463A (en) | 1984-10-01 | 1984-10-01 | Deceleration controller for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6183463A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01159148U (en) * | 1988-04-19 | 1989-11-02 | ||
| JPH01294933A (en) * | 1988-05-23 | 1989-11-28 | Japan Electron Control Syst Co Ltd | Auxiliary air control device for internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5832958A (en) * | 1981-08-19 | 1983-02-26 | Mitsubishi Electric Corp | Electric air-fuel control device for internal-combustion engine |
| JPS58178847A (en) * | 1982-04-12 | 1983-10-19 | Mitsubishi Electric Corp | Fuel injection apparatus for internal-combustion engine |
| JPS59119040A (en) * | 1982-12-25 | 1984-07-10 | Mazda Motor Corp | Device for countermeasures for engine deceleration |
-
1984
- 1984-10-01 JP JP20418384A patent/JPS6183463A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5832958A (en) * | 1981-08-19 | 1983-02-26 | Mitsubishi Electric Corp | Electric air-fuel control device for internal-combustion engine |
| JPS58178847A (en) * | 1982-04-12 | 1983-10-19 | Mitsubishi Electric Corp | Fuel injection apparatus for internal-combustion engine |
| JPS59119040A (en) * | 1982-12-25 | 1984-07-10 | Mazda Motor Corp | Device for countermeasures for engine deceleration |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01159148U (en) * | 1988-04-19 | 1989-11-02 | ||
| JPH01294933A (en) * | 1988-05-23 | 1989-11-28 | Japan Electron Control Syst Co Ltd | Auxiliary air control device for internal combustion engine |
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