JPS62237055A - Fuel injection control device for internal combustion engine - Google Patents
Fuel injection control device for internal combustion engineInfo
- Publication number
- JPS62237055A JPS62237055A JP8261186A JP8261186A JPS62237055A JP S62237055 A JPS62237055 A JP S62237055A JP 8261186 A JP8261186 A JP 8261186A JP 8261186 A JP8261186 A JP 8261186A JP S62237055 A JPS62237055 A JP S62237055A
- Authority
- JP
- Japan
- Prior art keywords
- internal combustion
- combustion engine
- engine
- control device
- throttle valve
- 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
- 239000000446 fuel Substances 0.000 title claims abstract description 39
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 17
- 238000002347 injection Methods 0.000 title claims description 12
- 239000007924 injection Substances 0.000 title claims description 12
- 238000012937 correction Methods 0.000 claims description 25
- 238000000034 method Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 6
- 238000004364 calculation method Methods 0.000 description 5
- 230000006870 function Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 101100382854 Arabidopsis thaliana CCD7 gene Proteins 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 241000862969 Stella Species 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 210000003127 knee Anatomy 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 210000002784 stomach Anatomy 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Landscapes
- 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〕
この発明は自動車用内燃機関の吸入空気量計測値の処理
にかかわる燃料噴射制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a fuel injection control device related to processing of a measured value of intake air amount of an internal combustion engine for an automobile.
従来、この種の内燃機関の燃料噴射制御装置として第１
図に示すものがあった。図において、１は内燃機関、２
は内燃機関１に燃料を供給する電磁駆動式のインジェク
タ（燃料噴射弁）、３は機関に吸入される空気量を検出
する熱線式のエアフローセンサ、５は吸気管６の一部に
設けられ機関への吸入空気量を調節する吸気絞り弁、７
は機関の温度を検出する水温センサ、８はエアフローセ
ンサ３から得られる空気量信号から機関へ供給すべき燃
料量を演算し、インジェクタ２に要求燃料量に対応した
パルス幅を印加する制御装置である。Conventionally, the first fuel injection control device for this type of internal combustion engine was
There was something shown in the figure. In the figure, 1 is an internal combustion engine, 2
3 is an electromagnetically driven injector (fuel injection valve) that supplies fuel to the internal combustion engine 1; 3 is a hot wire air flow sensor that detects the amount of air taken into the engine; an intake throttle valve that adjusts the amount of air taken into the
8 is a water temperature sensor that detects the temperature of the engine, and 8 is a control device that calculates the amount of fuel to be supplied to the engine from the air amount signal obtained from the air flow sensor 3, and applies a pulse width corresponding to the required fuel amount to the injector 2. be.
又、９は機関の所定回転角ごとにパルス信号を発生する
点火装置、１１は燃料タンク、１２は燃料を加圧するだ
めの燃料ポンプ、１３はインジェクタ２へ供給する燃料
の圧力を一定に保つための燃圧レギュレータ、１４は排
気管である。又、８０〜８４は制御装置８の構成要素で
あり、８０は入力インタフェース回路、８１はマイクロ
プロセッサで、マイクロプロセッサ８１は各種入力信号
を処理し、ＲＯＭ８２に予め記憶されたプログラムに従
って内燃機関１の吸気管６へ供給すべき燃料量を演算し
、インジェクタ２の駆動信号を制御する。８３はマイク
ロプロセッサ８１が演算実行中にデータを一時記憶する
ためのＲＡＭで、不揮発性メモリにより構成されている
。８４はインジェクタ２を駆動する出力インタフェース
回路である。Further, 9 is an ignition device that generates a pulse signal at every predetermined rotation angle of the engine, 11 is a fuel tank, 12 is a fuel pump for pressurizing the fuel, and 13 is for keeping the pressure of fuel supplied to the injector 2 constant. 14 is a fuel pressure regulator, and 14 is an exhaust pipe. Further, 80 to 84 are components of the control device 8, 80 is an input interface circuit, 81 is a microprocessor, and the microprocessor 81 processes various input signals and controls the internal combustion engine 1 according to a program stored in advance in the ROM 82. The amount of fuel to be supplied to the intake pipe 6 is calculated and the drive signal for the injector 2 is controlled. 83 is a RAM for temporarily storing data while the microprocessor 81 is executing an operation, and is constituted by a non-volatile memory. 84 is an output interface circuit that drives the injector 2.
次に、上記構成の従来装置の動作を説明する。Next, the operation of the conventional device having the above configuration will be explained.
エアフローセンサ３によって検出された機関への吸入空
気は信号を基にして制御装置８により機関へ供給すべき
燃料量を演算するとともに、点火装置９から得られる回
転パルス周波数より機関の回転数を求め、機関１回転当
りの燃料量を算出し、点火ハルスに同期してインジェク
タ２に所要パルス幅を印加する。なお、機関の要求空燃
比は機関の温度が低いときはリッチ側に設定する必要が
あり、水温センサ７から得られる温度信号に従ってイン
ジェクタ２に印加するパルス幅を増大補正する。又、機
関の加速を絞り弁５の開度の変化により検出し、空燃比
をリッチ補正するようにもしである。The amount of fuel to be supplied to the engine is calculated by the control device 8 based on the signal detected by the air flow sensor 3, and the engine rotation speed is determined from the rotation pulse frequency obtained from the ignition device 9. , calculates the amount of fuel per engine revolution, and applies a required pulse width to the injector 2 in synchronization with the ignition Hals. Note that the required air-fuel ratio of the engine needs to be set to the rich side when the engine temperature is low, and the pulse width applied to the injector 2 is corrected to increase according to the temperature signal obtained from the water temperature sensor 7. It is also possible to detect the acceleration of the engine based on a change in the opening degree of the throttle valve 5 and to perform rich correction on the air-fuel ratio.
しかる【、上記した従来装置において、燃料制御に用い
る熱線式のエアフローセンサ３は吸入空気量を重量で検
出できるために大気圧の補正手段を設ける必要がないと
いう優れた特徴を有するが、反面ではエンノンのバルブ
オーバラップによって生じる空気の吹き返しに敏感であ
り、吹き返しを含めて吸入空気量信号として検出してし
まうために実際の吸入空気量よりも多目の出力信号を発
生する。この吹き返しは特に機関の低速全開時に発生し
やすく、第２図に示すように真の吸入空気は時間ｔＢに
おいて吸入されていないにも拘らず吹き返［７によって
あたかも吸入空気が増加したかのような波形となる。そ
の結果、エアフローセンサ３の出力は＠３図に示すよう
に低速全開領域において真のイ【ヴ（図の破線で示した
値）よりもかなり大きな値を示す。機関や吸入系のレイ
アウトなどにもよるが、通常吹き返しによる誤差は最大
５０％程度にも達するため、このままでは実泪に供し得
ない。このような誤差を補償するため第４図に示すよう
にエアフローセンサ３から得られる出力信号ａを無視し
て、予め機関が吸入する最大吸気量（ばらつきを含む）
をＲＯＭ８２に設定しておき、ｍｄ４１ｒｉ’＊ＫＡＷ
−１１−１；ニー＋？ＡＩｒ七随五ｎ１１／７’１ｍＶ
／７”１ｒｎｌ−ズｒｔｔｓｋｇＪｌの平均値すに対し
て若干大きな値（例えば１０％）でクリップするような
方法が提案されている。しかるに、この方法ではＭＡＸ
で示すクリップ値はシーレベル（Ｓｅａ Ｌｅｖｅｌ
）でかつ常温における機関の最大吸入空気量を設定する
ことになるため、大気圧の低い高地走行や吸入空気温度
が高い場合には実際の空気密度の低下により空燃比が大
幅にリッチ側にシフトし、燃費を損うばかりか失火を招
来する可能性もある。又、吸入空気温度が低いときには
空燃比がリーン側に変動するという問題点もある。さら
に、このような吸入空気の吹き返シによるエアフローセ
ンサ３の検出誤差を補正する方法として吹き返しによる
波形を判断して差し引く方法も提案されているが、吹き
返しの波形は機関の回転数や絞り弁開度に対して種々異
なっており、精度良く補正することは困難であった。However, in the conventional device described above, the hot-wire type air flow sensor 3 used for fuel control has an excellent feature in that it can detect the amount of intake air by weight, so there is no need to provide a correction means for atmospheric pressure. It is sensitive to air blowback caused by the valve overlap of the Ennon, and since the blowback is detected as an intake air amount signal, it generates an output signal that is higher than the actual intake air amount. This blowback is particularly likely to occur when the engine is fully open at low speed, and as shown in Figure 2, even though the true intake air is not being drawn at time tB, the blowback [7] makes it appear as if the intake air has increased. It becomes a waveform. As a result, as shown in Figure @3, the output of the air flow sensor 3 exhibits a value considerably larger than the true value (the value indicated by the broken line in the figure) in the low-speed, fully-open region. Although it depends on the layout of the engine and intake system, the error due to blowback usually reaches up to 50%, so it cannot be used in practice as it is. In order to compensate for such errors, as shown in Fig. 4, the output signal a obtained from the air flow sensor 3 is ignored, and the maximum intake air amount (including variations) taken in by the engine is determined in advance.
Set in ROM82, md41ri'*KAW
-11-1; Knee +? AIr7zui5n11/7'1mV
A method has been proposed in which the average value of /7"1rnl-zrttskgJl is clipped at a slightly larger value (for example, 10%). However, in this method, the MAX
The clip value indicated by is the sea level (Sea Level
) and sets the engine's maximum intake air amount at room temperature, so when driving at high altitudes with low atmospheric pressure or when the intake air temperature is high, the air-fuel ratio will shift significantly to the rich side due to the actual decrease in air density. However, not only does it reduce fuel efficiency, but it may also cause a misfire. Another problem is that when the intake air temperature is low, the air-fuel ratio fluctuates toward the lean side. Furthermore, as a method of correcting the detection error of the air flow sensor 3 due to such blowback of intake air, a method has been proposed in which the waveform due to blowback is judged and subtracted. It is difficult to accurately correct the opening degree as it varies depending on the opening degree.
従来装置では上記のように低速全開時に生じる空気の吹
き返しにより熱線式エアフローセンサ３が吸入空気量を
真の値よりも多目に検出してしまい、空燃比を適切に制
御できない運転領域が存在するという問題点があった。In the conventional device, as mentioned above, the hot wire air flow sensor 3 detects the intake air amount as higher than the true value due to the blowback of air that occurs when the engine is fully opened at low speed, and there is an operating region where the air-fuel ratio cannot be controlled appropriately. There was a problem.
この発明は上記した従来の問題点を解決するために成さ
れたものであり、大気圧がシーレベルと異なる場合や大
気温度が常温と異なる場合においても空燃比を正確に制
御することができる内燃機関の燃料噴射制御装置を得る
ことを目的とする。This invention was made in order to solve the above-mentioned conventional problems, and is an internal combustion engine that can accurately control the air-fuel ratio even when the atmospheric pressure differs from the sea level or when the atmospheric temperature differs from room temperature. The purpose is to obtain a fuel injection control device for an engine.
この発明に係る内燃機関の燃料噴射制御装置は、エアフ
ローセンサの出力またはこの出力に基く燃料供給量を所
定の上限値に制限する手段と、この上限値を機関の回転
数、エアフローセンサの出力および吸気絞り弁開度によ
って補正する手段を有するものである。The fuel injection control device for an internal combustion engine according to the present invention includes means for limiting the output of an air flow sensor or the fuel supply amount based on this output to a predetermined upper limit value, It has means for correcting based on the opening degree of the intake throttle valve.
エアフローセンサの出力などが実際より大きくなった場
合にこれを所定の上限値に制限するとともに、空気密度
が基準と異なる場合にはこれを補正手段により補正する
。When the output of the air flow sensor becomes larger than the actual value, it is limited to a predetermined upper limit value, and when the air density differs from the standard, it is corrected by the correction means.
以下、この発明の実施例を図面とともに説明する。この
実施例に係る装置の構成は第１図と外見上は同じである
が、特にＲＯＭ８２ 、ＲＡＭ８３などの機能が異なる
。第５図はこの実施例に係る装置の動作を示すフローチ
ャートであり、特に一点鋼線で囲んだ部分が従来と異な
る部分である。Embodiments of the present invention will be described below with reference to the drawings. Although the configuration of the device according to this embodiment is outwardly the same as that shown in FIG. 1, the functions of the ROM 82, RAM 83, etc. are different. FIG. 5 is a flowchart showing the operation of the apparatus according to this embodiment, and in particular, the part surrounded by a dotted steel wire is different from the conventional one.
尚、この発明と直接関係のない部分は省略しである。ま
ず、ステップＳ１では機関の回転数Ｎを読取り、この回
転数Ｎを用いてステップＳ２でこの回転数に対応する最
大吸入空気量ＭＡＸ、を検索する。検索の手段としては
回転数を入力とする関数を用いた演算を行うもの、ある
いは回転数に対応して予めＭＡＸｓのデータを記憶させ
であるマツプデータを検索する方式のものなどがある。Note that parts not directly related to this invention are omitted. First, in step S1, the rotational speed N of the engine is read, and using this rotational speed N, in step S2, the maximum intake air amount MAX corresponding to this rotational speed is searched. Search methods include those that perform calculations using a function that inputs the number of rotations, and those that search for map data by storing MAXs data in advance in correspondence with the number of rotations.
尚、このＭＡＸＳのデータはシーレベルで求めたもので
ある。次に、ステップＳ３でそのとき機関が吸入してい
る吸入空気＠Ｑを読取る。従来装置ではここでステップ
Ｓ９へ移るが、この実施例ではステラ７’Ｓ４へ移る。Note that this MAXS data was obtained at the sea level. Next, in step S3, the intake air @Q being sucked into the engine at that time is read. In the conventional device, the process moves to step S9, but in this embodiment, the process moves to Stella 7'S4.
ステップＳ４ではステップ８１゜Ｓ３で読取った現在の
回転数Ｎおよび吸入空気量Ｑを用いて、見込みの吸気絞
り弁５の開度θＳを求める。θＳを求めるためには、機
関をシーレベルで運転したときに回転数Ｎおよび吸入空
気量Ｑと絞り弁開度θとの関係を予め記憶させたＭＡＰ
データを検索する方法などがある。ステップＳ５では現
在の絞り弁開度θＨを求める。もし機関がシーレベルに
あるならばθＨ＝θＳとなり、１関が高地にある場合に
はシーレベルと同じ出力を得るためには絞り弁５をより
開く必要があるので、θＨ〉θＳとなる。この実施例は
絞り弁開度のこのような関係からｉ関が運転されている
高度ないし空気密度に関連するパラメータを求め、最大
吸入空気はＭＡＸの値を補正しようとするものである。In step S4, the expected opening degree θS of the intake throttle valve 5 is determined using the current rotational speed N and intake air amount Q read in step 81°S3. To find θS, use a MAP that stores in advance the relationship between the rotational speed N, intake air amount Q, and throttle valve opening θ when the engine is operated at sea level.
There are ways to search for data. In step S5, the current throttle valve opening degree θH is determined. If the engine is at sea level, θH=θS, and if the engine is at a high altitude, it is necessary to open the throttle valve 5 more to obtain the same output as at sea level, so θH>θS. This embodiment attempts to obtain parameters related to the altitude or air density at which the i valve is operated from this relationship of the throttle valve opening, and to correct the value of MAX for the maximum intake air.
実験によって求めた空気密度とθＶθＨの関係は第６図
ンζ示す通りである。同図において、ＰＫ 、 ｐｓは
夫々高地の大気圧およびシーレベルの大気圧を示し、Ｔ
Ｈ。The relationship between air density and θVθH determined by experiment is as shown in Figure 6-ζ. In the figure, PK and ps indicate the atmospheric pressure at high altitude and the atmospheric pressure at sea level, respectively, and T
H.
Ｔｓは夫々高地における吸入室％温度およびシーレベル
で絞り弁開度θＳのＭＡＰデータを定めたときの基準の
吸入空気温度を示す。従って、ＰＨ−’ｒｓ／Ｐｓ−Ｔ
Ｈはシーレベルの基準の空気密度に対して現在運転中の
空気密度の比率を示す。このｔ４６図から明らかなよう
・にθＨ／θＳの値は空気密度とほぼ直線的な相関を示
す。従って、θＨ／θＳを評価してそのときの空気密度
を算出し、シーレベルで定めた最大吸入空気量ＭＡＸ３
を補正して、その高度での妥当な最大吸入空気ｉＭＡＸ
Ｈを求めることが可能である。Ts indicates the reference intake air temperature when the MAP data of the intake chamber % temperature at high altitude and the throttle valve opening θS at sea level are determined, respectively. Therefore, PH-'rs/Ps-T
H indicates the ratio of the air density during current operation to the standard air density of the sea level. As is clear from this t46 diagram, the value of θH/θS shows a nearly linear correlation with the air density. Therefore, the air density at that time is calculated by evaluating θH/θS, and the maximum intake air amount MAX3 determined by the sea level is calculated.
correct for the reasonable maximum intake air iMAX at that altitude.
It is possible to find H.
再び、第５図によって説明する。ステップＳ６では先に
求めたθＳ、θＨからθＨ／θＳを演算し、例えによっ
て禎正値ＣＭＰを演算する。ここで、Ａ。The explanation will be given again with reference to FIG. In step S6, θH/θS is calculated from the previously obtained θS and θH, and by analogy, a positive value CMP is calculated. Here, A.
Ｂは第６図の特性を直線と見なしたときの定数であり、
従ってＣＭＰは（ＰＨ／Ｐｓ） ・（Ｔｓ／ＴＨ）つま
り現在の吸入空気密度とシーレベルにおける基準の吸入
空気密度との比率を表わすパラメータを意味する値であ
る。なお、ＣＭＰの計算は上記の関数演算の他に、θＨ
１θＳを主パラメータとする種々の関数演算あるいはＭ
ＡＰデータの検索で実行可能である。次に、ステップＳ
７ではステップＳ２で検索し、た最大吸入空気ＪｔＭＡ
ＸｓとステップＳ６で求めた補正値ＣＭＰとにより
ＭＡＸ、＝ＭＡＸｓＸＣＭＰ
の演算をし、現在の高度に対応する最大吸入空気量ＭＡ
ＸＨを求める。この計算は機関の行程当りの吸入空気質
量がそのときの大気密度に比例することとＣＭ Ｐ ”
’ （ＰＨ／ＰＳ ） ” （ＴＳ／ＴＨ）の関係とに
基くものであることは言うまでもない。次に、８８では
ＭＡＸＨをＲＡＭ８３に記憶させる。次に、ステップＳ
９ではステップＳ３で読取った吸入空気量Ｑと最大吸入
空気ｆｆｉＭＡＸＨとを比較し、Ｑ≧ＭＡＸＨならばス
テップＳ１０でＱ＝ＭＡＸＨとしてＱが過剰に出力され
ている分をＭＡＸＨでクリップする。B is a constant when the characteristics in Figure 6 are considered as a straight line,
Therefore, CMP is (PH/Ps).(Ts/TH), that is, a value meaning a parameter representing the ratio of the current intake air density to the standard intake air density at the sea level. In addition to the above function calculation, CMP calculation is performed using θH
Various functional operations with 1θS as the main parameter or M
This can be done by searching AP data. Next, step S
7, the maximum intake air JtMA searched in step S2
MAX,=MAXsXCMP is calculated using Xs and the correction value CMP obtained in step S6, and the maximum intake air amount MA corresponding to the current altitude is calculated.
Find XH. This calculation is based on the fact that the mass of intake air per engine stroke is proportional to the atmospheric density at that time, and that CMP
It goes without saying that this is based on the relationship of '(PH/PS)' (TS/TH).Next, in step 88, MAXH is stored in the RAM 83.Next, in step S
In step 9, the intake air amount Q read in step S3 is compared with the maximum intake air ffiMAXH, and if Q≧MAXH, in step S10, Q=MAXH and the excessive output of Q is clipped at MAXH.
又、Ｑ＜ＭＡＸＨならばＱ＝ＭＡＸＨのクリップは行わ
れず、読取ったＱがそのまま燃料供給量演算の次工程（
図示せず）に移行する。Also, if Q<MAXH, the clipping of Q=MAXH is not performed, and the read Q is used as it is in the next step of fuel supply amount calculation (
(not shown).
なお、第５図の実施例においては最大吸入空気量ＭＡＸ
を補正する場合を示したが、吸入空気量Ｑに対応して供
給する燃料量、具体的にはインゾェクタ２の駆動パルス
巾の最大値を補正値ＣＭＰによって補正する方法も可能
であるのは言うまでもない。又、第６図に示したような
空気密度と絞り弁開度との密接な関係が認められるのは
、（１）機関の吸入空気量が絞り弁５に律速されている
場合即ち絞り弁５の開度が所定の範囲内にある場合、（
２）吸入空気に吹き返しが無く、正確な吸入空気量を測
定可能な範囲内に吸入空気量あるいは回転数がある場合
、（３）機関の暖機運転時あるいは加減速時のような過
渡状態にない時、などの場合に限定される。従って、第
６図における補正値ＣＭＰの演算は上記のような諸条件
が成立したときに行うようにした方がよい。又、上記条
件を付けたとしても若干の変動が補正値ＣＭＰに表われ
るのは避けられない。そこで、補正値ＣＭＰを適正な周
波数特性のフィルタを通した後、擢正に使用するように
するとなお良い。又、シーレベルにあっては補正値ＣＭ
Ｐの若干の変動によって補正後の最大吸入空気量ＭＡＸ
Ｈが変動するのは好ましくないため、ＣＭＰが１に近い
範囲では１に固定するなどの保護を行うなどの処理が好
ましい。In addition, in the embodiment shown in FIG. 5, the maximum intake air amount MAX
Although we have shown a case where the amount of fuel to be supplied corresponds to the amount of intake air Q, it goes without saying that it is also possible to correct the maximum value of the drive pulse width of the injector 2 using the correction value CMP. stomach. Furthermore, a close relationship between the air density and the throttle valve opening as shown in FIG. If the opening degree of is within the specified range, (
2) If there is no blowback in the intake air and the amount of intake air or rotational speed is within a range that allows accurate measurement of the amount of intake air, (3) If the engine is in a transient state such as during engine warm-up or acceleration/deceleration. Limited to cases such as when there is no Therefore, it is preferable to calculate the correction value CMP in FIG. 6 when the above conditions are met. Furthermore, even with the above conditions, it is inevitable that some fluctuations will appear in the correction value CMP. Therefore, it is better to pass the correction value CMP through a filter with appropriate frequency characteristics and then use it in a positive manner. Also, at sea level, the correction value CM
Maximum intake air amount MAX after correction due to slight fluctuations in P
Since it is undesirable for H to fluctuate, it is preferable to perform protection such as fixing it to 1 in a range where CMP is close to 1.
さらに、補正値ＣＭＰは取得の条件が成立し、て初めて
取得可能なものであるため、始動後直ちに低速全開走行
を行う場合、補正値ＣＭＰが取得されていないという不
都合が生じる。このため、上記実施例では、算出した補
正値ＣＭＰにより算出したＭＡＸＨを不揮発性メモリか
ら成るＲＡＭ８３に記憶させ、キースイッチがオフの間
も保持するようにしており、再始動後補正値を取得でき
ない間も保持しであるＭＡＸＨを使用して最初から良好
な運転が可能である。Furthermore, since the correction value CMP can only be obtained after the conditions for obtaining it are satisfied, if the vehicle is driven at full throttle at low speed immediately after starting, there will be a problem that the correction value CMP will not be obtained. For this reason, in the above embodiment, the MAXH calculated from the calculated correction value CMP is stored in the RAM 83 consisting of a non-volatile memory and held even while the key switch is off, so that the correction value cannot be obtained after restarting. Good operation is possible from the beginning using MAXH, which is maintained for a long time.
以上のようにこの発明によれば、従来におけるエアフロ
ーセンサの出力などを制限する所定の上限値がシーレベ
ルで定められ、この値が高地でも採用されるために空燃
比のリッチシフトが生じるという欠点を、絞り弁開度と
吸入空気量と回転数の関係から高度に対応する補正値を
求め、この補正値によって前記上限値を補正するようＫ
して除去している。又、補正に使用する絞り弁開度など
のパラメータは従来より用いられているものであって特
別なセンサを必要としないので、コストアップなどの不
都合は生じない。さらに、補正値を不揮発性メモリによ
り保持するようにしたので、キースイッチがオフの間も
補正値を保持することができ、再始動後補正値を取得で
きない間も保持した補正値を用いて良好な運転を行うこ
とができる０As described above, according to the present invention, a predetermined upper limit value that limits the output of the air flow sensor, etc., is determined at the sea level, and this value is also adopted at high altitudes, resulting in a rich shift in the air-fuel ratio. A correction value corresponding to the altitude is determined from the relationship between the throttle valve opening, intake air amount, and rotation speed, and the upper limit value is corrected using this correction value.
and removed. Further, since the parameters such as the opening degree of the throttle valve used for the correction are conventionally used and do not require a special sensor, no inconvenience such as an increase in cost occurs. Furthermore, since the correction value is held in non-volatile memory, the correction value can be held even when the key switch is off, and even when the correction value cannot be acquired after restarting, the held correction value can be used successfully. 0
第１図は従来およびこの発明に係る装置の構成図、第２
図および第３図は夫々吹き返しがある場合の吸入空気検
出量の特性図およびエアフローセンサの出力の特性図、
第４図は従来における吹き返しによる誤差の補正方法を
示す図、第５図はこの発明装置の要部動作を示すフロー
チャート、第６図はこの発明に係る空気密度と絞り弁開
度との関係を示す図である。
１・・・内燃機関、２・・・燃料噴射弁、３・・・熱線
式ニアフロー七ンサ、５・・・吸気絞り弁、８・・・制
御装置、９・・・点火装置。FIG. 1 is a configuration diagram of a conventional device and a device according to the present invention, and FIG.
Figures 3 and 3 are a characteristic diagram of the detected amount of intake air and a characteristic diagram of the output of the air flow sensor when there is blowback, respectively.
Fig. 4 is a diagram showing a conventional method for correcting errors caused by blowback, Fig. 5 is a flowchart showing the operation of the main parts of the device of the present invention, and Fig. 6 is a diagram showing the relationship between air density and throttle valve opening according to the present invention. FIG. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 2... Fuel injection valve, 3... Hot wire type near flow sensor, 5... Intake throttle valve, 8... Control device, 9... Ignition device.
Claims (3)
ーセンサ、エアフローセンサの出力信号に基いて機関へ
の燃料供給量を演算する制御装置、この制御装置によつ
て駆動され、所定燃料量を噴射する燃料噴射弁を備えた
内燃機関の燃料噴射制御装置において、制御装置はエア
フローセンサの出力またはこの出力に基く燃料供給量を
所定の上限値（ＭＡＸ）に制限する手段と、機関の回転
数、エアフローセンサの出力および機関の吸入空気量を
調節する吸気絞り弁の開度の関係によつて前記上限値（
ＭＡＸ）の値を補正するとともに補正値を不揮発性メモ
リに保持する補正手段を含むことを特徴とする内燃機関
の燃料噴射制御装置。(1) A hot-wire airflow sensor that detects the intake air amount of the internal combustion engine; a control device that calculates the amount of fuel supplied to the engine based on the output signal of the airflow sensor; In a fuel injection control device for an internal combustion engine equipped with a fuel injection valve that injects fuel, the control device includes a means for limiting the output of an air flow sensor or a fuel supply amount based on this output to a predetermined upper limit value (MAX), and a means for controlling the engine rotation speed. , the upper limit value (
1. A fuel injection control device for an internal combustion engine, comprising a correction means for correcting a value of MAX) and storing the correction value in a nonvolatile memory.
数およびエアフローセンサの出力のうち少なくとも一つ
によつて定める所定動作状態に機関があるときに作動す
るようにしたことを特徴とする特許請求の範囲第１項記
載の内燃機関の燃料噴射制御装置。(2) The correction means is configured to operate when the engine is in a predetermined operating state determined by at least one of the opening degree of the intake throttle valve, the engine speed, and the output of the air flow sensor. A fuel injection control device for an internal combustion engine according to claim 1.
の回転数とから得られた吸気絞り弁の開度の見込値（θ
＿Ｓ）と現在の吸気絞り弁の開度（θ＿Ｈ）との比率に
基く値によつて前記上限値（ＭＡＸ）を補正するように
したことを特徴とする特許請求の範囲第１項または第２
項記載の内燃機関の燃料噴射制御装置。(3) The correction means includes an estimated value (θ) of the intake throttle valve opening obtained from the output of the air flow sensor and the engine speed.
_S) and the current opening degree (θ_H) of the intake throttle valve.
A fuel injection control device for an internal combustion engine according to paragraph 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8261186A JPS62237055A (en) | 1986-04-08 | 1986-04-08 | Fuel injection control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8261186A JPS62237055A (en) | 1986-04-08 | 1986-04-08 | Fuel injection control device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62237055A true JPS62237055A (en) | 1987-10-17 |
Family
ID=13779270
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8261186A Pending JPS62237055A (en) | 1986-04-08 | 1986-04-08 | Fuel injection control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62237055A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5543292A (en) * | 1978-09-20 | 1980-03-27 | Bosch Gmbh Robert | Device for determining fuel quantity signal for internal combustion engine |
| JPS55125334A (en) * | 1979-03-19 | 1980-09-27 | Nissan Motor Co Ltd | Fuel controller |
| JPS57148039A (en) * | 1981-03-10 | 1982-09-13 | Nissan Motor Co Ltd | Altitude corrector for engine fuel feeder |
| JPS58131329A (en) * | 1982-01-29 | 1983-08-05 | Nippon Denso Co Ltd | Fuel injection controlling method |
| JPS59190431A (en) * | 1983-04-11 | 1984-10-29 | Toyota Motor Corp | Fuel injection quantity control method of internal- combustion engine |
-
1986
- 1986-04-08 JP JP8261186A patent/JPS62237055A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5543292A (en) * | 1978-09-20 | 1980-03-27 | Bosch Gmbh Robert | Device for determining fuel quantity signal for internal combustion engine |
| JPS55125334A (en) * | 1979-03-19 | 1980-09-27 | Nissan Motor Co Ltd | Fuel controller |
| JPS57148039A (en) * | 1981-03-10 | 1982-09-13 | Nissan Motor Co Ltd | Altitude corrector for engine fuel feeder |
| JPS58131329A (en) * | 1982-01-29 | 1983-08-05 | Nippon Denso Co Ltd | Fuel injection controlling method |
| JPS59190431A (en) * | 1983-04-11 | 1984-10-29 | Toyota Motor Corp | Fuel injection quantity control method of internal- combustion engine |
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