JPS63113140A - Decelerating decrement control device for electronic control fuel injection system internal combustion engine - Google Patents
Decelerating decrement control device for electronic control fuel injection system internal combustion engineInfo
- Publication number
- JPS63113140A JPS63113140A JP25848686A JP25848686A JPS63113140A JP S63113140 A JPS63113140 A JP S63113140A JP 25848686 A JP25848686 A JP 25848686A JP 25848686 A JP25848686 A JP 25848686A JP S63113140 A JPS63113140 A JP S63113140A
- Authority
- JP
- Japan
- Prior art keywords
- deceleration
- fuel injection
- engine
- correction
- decelerating
- 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 89
- 238000002347 injection Methods 0.000 title claims abstract description 71
- 239000007924 injection Substances 0.000 title claims abstract description 71
- 238000002485 combustion reaction Methods 0.000 title claims description 8
- 238000001514 detection method Methods 0.000 claims description 10
- 230000001419 dependent effect Effects 0.000 abstract description 19
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 abstract description 13
- 239000000498 cooling water Substances 0.000 description 8
- 238000000034 method Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000004580 weight loss 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〉
本発明は電子制御燃料噴射式内燃機関の減速減量制御装
置に関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a deceleration/reduction control device for an electronically controlled fuel injection type internal combustion engine.
〈従来の技術〉
電子制御燃料噴射式内燃機関としては従来以下のような
ものがある。<Prior Art> There are the following conventional electronically controlled fuel injection internal combustion engines.
即ち、エアフローメータにより検出される吸入空気流ｉ
Ｑとクランク角センサや点火コイル等によって検出され
る機関回転速度Ｎとから基本燃料噴射量Ｔｐ （−Ｋｘ
Ｑ／ＮＨＫは定数）を演算し、更に、機関温度等の機関
運転状態に応じた各種補正係数Ｃ０ＥＦと空燃比フィー
ドバック補正係数αとバッテリ電圧による補正分子ｓと
を演算した後、前記基本燃料噴射ＩＴｐをこれらにより
補正演算して、最終的な燃料噴射量Ｔｉ（＝ＴｐＸＣＯ
ＥＦＸα＋Ｔｓ）を設定する。That is, the intake air flow i detected by the air flow meter
The basic fuel injection amount Tp (-Kx
Q/NHK is a constant), and furthermore, after calculating various correction coefficients C0EF according to engine operating conditions such as engine temperature, air-fuel ratio feedback correction coefficient α, and correction numerator s depending on battery voltage, the basic fuel injection ITp is corrected using these calculations to obtain the final fuel injection amount Ti (=TpXCO
EFXα+Ts).
そして、設定された燃料噴射量Ｔｉに相当するパルス巾
の噴射パルス信号を電磁式燃料噴射弁に出力することに
より、機関に所定量の燃料を噴射供給するようにしてい
た（特開昭５９−２０３８２８号公報等参照）。Then, by outputting an injection pulse signal with a pulse width corresponding to the set fuel injection amount Ti to the electromagnetic fuel injection valve, a predetermined amount of fuel was injected and supplied to the engine. (See Publication No. 203828, etc.).
また、特に吸気マニホールドの上流部（例えばスロット
ル弁よりも上流側）に燃料噴射弁を備えた電子制御燃料
噴射式内燃機関においては、機関減速時に、スロットル
弁が全閉（アイドル位置）になってから吸気通路内壁に
、付着した燃料（壁流）が遅れてシリンダ内に供給され
て、空燃比がオーバーリッチ化する惧れがあるため、定
常運転時の燃料噴射量Ｔｉよりも減量補正することによ
り空燃比のオーバーリッチ化を防止するようにしたもの
がある。In addition, especially in electronically controlled fuel injection internal combustion engines that have a fuel injection valve upstream of the intake manifold (for example, upstream of the throttle valve), the throttle valve is fully closed (idle position) during engine deceleration. There is a risk that the fuel (wall flow) adhering to the inner wall of the intake passage may be supplied into the cylinder with a delay, causing the air-fuel ratio to become over-rich. Some systems are designed to prevent the air-fuel ratio from becoming overrich.
具体的には、例えば吸気通路に介装されたスロットル弁
の開度変化率Δθによって機関の減速運転を検出し、機
関回転速度Ｎ、スロットル弁開度“θ及び機関冷却水温
度Ｔｗそれぞれに対応させて記憶させた回転速度依存減
速減量係数ＮＫＤＣ。Specifically, for example, the deceleration operation of the engine is detected based on the rate of change in the opening degree Δθ of a throttle valve installed in the intake passage, and the deceleration operation is detected based on the engine rotational speed N, the throttle valve opening degree ``θ,'' and the engine cooling water temperature Tw. The rotational speed dependent deceleration reduction coefficient NKDC that was stored in memory.
スロットル弁開度依存減速減量係数θＫＤＣ（第５図参
照）、水温依存減速減量係数ＴｗＫＤＣを検索し、これ
らを相互に乗算して得られる減速減量係数ＫＤＣ（←Ｎ
ＫＤＣｘθＫＤＣＸＴｗＫＤＣ）を、前記各種補正係数
Ｃ０ＥＦに含めるようにして（例えば、Ｃ０ＥＦ−１＋
水温補正係数Ｋｔｗ十始動補正係数Ｋａｓ＋アイドル後
増量補正係数Ｋａｉ十空燃比補正係数Ｋｍｒ−減速減量
係数ＫＤＣ）、機関の減速状態に応じた減量補正を行い
、壁流による空燃比のオーバーリッチ化を回避するよう
にしていた。Search for the throttle valve opening dependent deceleration loss coefficient θKDC (see Figure 5) and the water temperature dependent deceleration loss coefficient TwKDC, and multiply these by each other to obtain the deceleration loss coefficient KDC (←N
KDCxθKDCXTwKDC) is included in the various correction coefficients C0EF (for example, C0EF-1+
Water temperature correction coefficient Ktw (starting correction coefficient Kas + post-idle increase correction coefficient Kai (10) air-fuel ratio correction coefficient Kmr - deceleration reduction coefficient KDC), performs a reduction correction according to the deceleration state of the engine, and prevents over-riching of the air-fuel ratio due to wall flow. I was trying to avoid it.
尚、前記回転速度依存減速減量係数ＮＫＤＣは、機関回
転速度Ｎが大きいときほど大きく設定され、また、前記
水温依存減速減量係数ＴＷＫＤＣは、機関冷却水温度Ｔ
ｗが低いときほど大きく設定され、壁流が増大し易い冷
機時により多く減量補正できるようにしである。The rotational speed dependent deceleration reduction coefficient NKDC is set to be larger as the engine rotational speed N is higher, and the water temperature dependent deceleration reduction coefficient TWKDC is set as the engine cooling water temperature T increases.
The lower w is, the larger the setting is, so that more weight loss correction can be made when the machine is cold, when wall flow tends to increase.
〈発明が解決しようとする問題点〉
ところで、スロットル弁開度θに対応させて記憶させた
前記スロットル弁開度依存減速減量係数θＫＤＣは、機
関の要求からすると、スロットル弁の全開状態からの減
速では第５図中で実線で示したようになるが、スロット
ル弁の低開度状態からの減速では図中点線で示したよう
に全開からの減速のときよりも小さくなり、機関要求の
減量補正量はスロットル弁の開度が小さい状態からの減
速はど少量で良い。即ち、減速前の機関負荷状態（スロ
ットル弁開度θは機関負荷を正確比表すものではないが
、機関回転速度Ｎ一定の条件下では負荷としてみること
ができる）によって、機関要求の減速ｔＪＩｉｉ補正量
が異なるものである。<Problems to be Solved by the Invention> Incidentally, the throttle valve opening dependent deceleration reduction coefficient θKDC, which is stored in correspondence with the throttle valve opening θ, is a deceleration reduction coefficient θKDC that is stored in correspondence with the throttle valve opening θ. Then, as shown by the solid line in Figure 5, deceleration from a low throttle valve opening state is smaller than when decelerating from full throttle valve opening, as shown by the dotted line in the diagram, and the reduction correction of the engine request is The amount of deceleration from a state where the opening degree of the throttle valve is small is sufficient. In other words, the engine demand deceleration tJIii is corrected based on the engine load state before deceleration (the throttle valve opening θ does not accurately represent the engine load, but under the condition that the engine speed N is constant, it can be seen as a load). The amounts are different.
このため、スロットル弁が全開状態からの減速にマツチ
ングさせて前記係数θＫＤＣを設定しておくと、低゛開
度状態からの減速において減速減量補正が過剰となって
空燃比がオーバーリッチ化し、減速ショックが発生する
という問題があった。−方、スロットル弁の低開度状態
からの減速にマツチングさせて前記係数θＫＤＣを設定
しておくと、全開状態からの減速において減速減量補正
が過少となって本来の目的である空燃比のオーバーリッ
チ化を回避することができなくなるという問題があった
。Therefore, if the coefficient θKDC is set to match the deceleration from the throttle valve fully open state, the deceleration reduction correction will be excessive when decelerating from the low opening state, causing the air-fuel ratio to become overrich and decelerating. There was a problem with the occurrence of shock. On the other hand, if the coefficient θKDC is set to match the deceleration from the throttle valve's low opening state, the deceleration reduction correction will be too small when decelerating from the fully open state, resulting in the air-fuel ratio exceeding the original objective. There was a problem that enrichment could not be avoided.
また、低開度状態からの減速にマツチングさせて係数θ
ＫＤＣを設定しても、一般にスロットル弁の低開度を精
度良く検出することが困難であるため、実際のスロット
ル弁の開度に正確に対応した係数θＫＤＣを設定するこ
とができずに、機関要求に見合った減速減量係数ＫＤＣ
の設定ができなくなる惧れもあった。更に、第５図に示
したように、低回転時と高回転時で係数θＫＤＣの要求
量が違うため、ある回転速度Ｎからの減速時の要求量に
マツチングさせておくと、異なる回転速度Ｎからの減速
時に機関要求量に見合った減速重量補正が行えなくなる
という問題もあった。Also, by matching the deceleration from the low opening state, the coefficient θ
Even if KDC is set, it is generally difficult to accurately detect low throttle valve openings, so it is not possible to set a coefficient θKDC that accurately corresponds to the actual throttle valve opening, and the engine Deceleration reduction coefficient KDC that meets your requirements
There was also a fear that the settings would not be possible. Furthermore, as shown in Fig. 5, the required amount of the coefficient θKDC is different between low rotation and high rotation, so if it is matched with the required amount when decelerating from a certain rotation speed N, There was also the problem that it became impossible to perform deceleration weight correction commensurate with the amount required by the engine when decelerating from .
本発明は上記問題点に鑑みなされたものであり、機関要
求量に見合った減速減量補正が行えるようにして、機関
減速時における減速ショックの発生等を回避できるよう
にすることを目的とする。The present invention has been made in view of the above-mentioned problems, and it is an object of the present invention to make it possible to perform deceleration reduction correction commensurate with the engine requirement, thereby avoiding the occurrence of deceleration shock during engine deceleration.
〈問題点を解決するための手段）
そのため本発明では、第１図に示すように、機関の運転
状態に応じて燃料噴射量を設定する燃料噴射量設定手段
と、機関の一＄ｉ速運転状態を検出する減速運転検出手
段と、前記燃料噴射量設定手段により設定された燃料噴
射量を検出された機関の減速運転状態に応じて減量補正
して設定する減速減量補正手段と、設定された燃料噴射
量に応じて燃料噴射弁を駆動制御する燃料噴射弁駆動制
御手段と、を備えた電子制御燃料噴射式内燃機関の減速
減量制御装置において、機関の負荷を検出する機関負荷
検出手段と、機関減速運転前に前記機関負荷検出手段に
より検出された機関負荷の増大に応じて前記減速減量補
正手段による燃料噴射量の減量補正量を増大補正設定す
る減速減量補正量可変手段と、を儒えて減速減量制御装
置を構成するようにした。<Means for Solving the Problems> Therefore, in the present invention, as shown in FIG. a deceleration operation detection means for detecting the state; a deceleration reduction correction means for setting the fuel injection amount set by the fuel injection amount setting means by reducing the amount according to the detected deceleration operation state of the engine; In a deceleration/reduction control device for an electronically controlled fuel injection internal combustion engine, the apparatus includes: a fuel injection valve drive control means for driving and controlling a fuel injection valve according to a fuel injection amount; a deceleration reduction correction amount variable means for increasing a reduction correction amount of the fuel injection amount by the deceleration reduction correction means in accordance with an increase in the engine load detected by the engine load detection means before engine deceleration operation; A deceleration reduction control device is configured.
く作用〉
かかる減速減量制御装置によると、機関運転状態に応じ
て設定された燃料噴射量が、機関の減速時には減速状態
に応じて減量補正されるが、このときの減量補正量は減
速前の機関負荷の増大に応じて増大補正設定される。即
ち、減速前の機関負荷によって変動する機関要求の減速
減量補正量に対応することができるようにしたものであ
る。According to this deceleration reduction control device, the fuel injection amount set according to the engine operating state is corrected to be reduced according to the deceleration state when the engine is decelerated, but the reduction correction amount at this time is equal to the amount before deceleration. An increase correction is set according to an increase in engine load. In other words, it is possible to correspond to the deceleration reduction correction amount of the engine request, which varies depending on the engine load before deceleration.
また、機関負荷としては、機関回転速度との関係からス
ロットル弁開度をみるようにしても良いが、上記のよう
にスロットル弁の低開度領域で一般に検出精度が悪いと
いう問題があるので、例えば機関回転速度Ｎと吸入空気
流ｉ１Ｑから算出される基本燃料噴射１ｔＴｐや吸入負
圧を検出するようにすれば、精度の良い減速減量制御が
できる。In addition, as the engine load, it is possible to look at the throttle valve opening in relation to the engine rotation speed, but as mentioned above, there is a problem that the detection accuracy is generally poor in the low opening range of the throttle valve. For example, if the basic fuel injection 1tTp and intake negative pressure calculated from the engine rotational speed N and the intake air flow i1Q are detected, accurate deceleration reduction control can be performed.
〈実施例〉 以下に本発明の一実施例法図面に基づいて説明する。<Example> An embodiment of the present invention will be described below based on the drawings.
第２図に本実施例のシステム概略を示す。FIG. 2 shows an outline of the system of this embodiment.
内燃機関１の吸気通路２に介装されたスロットル弁３の
開度θを検出するスロットル弁開度センサ４と、機関回
転速度Ｎを検出するクランク角センサ等の回転速度セン
サ５と、機関１の吸入空気流量Ｑを検出するエアフロー
メータ８と、機関冷却水温度Ｔｗを検出する水温センサ
９とを設け、これらからの各検出信号をマイクロコンピ
ュータを内蔵したコントロールユニット６に入力する。A throttle valve opening sensor 4 that detects the opening θ of a throttle valve 3 installed in the intake passage 2 of the internal combustion engine 1, a rotation speed sensor 5 such as a crank angle sensor that detects the engine rotation speed N, and the engine 1. An air flow meter 8 for detecting the intake air flow rate Q and a water temperature sensor 9 for detecting the engine cooling water temperature Tw are provided, and respective detection signals from these are input to a control unit 6 incorporating a microcomputer.
コントロールユニット６は、これらの検出信号に基づい
て機関１の減速時には減量補正して燃料噴射１１Ｔｉを
設定し、この燃料噴射量Ｔｉに対応するパルス巾の噴射
パルス信号を燃料噴射弁７に出力する。Based on these detection signals, the control unit 6 performs a reduction correction when the engine 1 decelerates, sets the fuel injection 11Ti, and outputs an injection pulse signal with a pulse width corresponding to this fuel injection amount Ti to the fuel injection valve 7. .
即ち、本実施例において、（コントロールユニット６は
、燃料噴射量設定手段、減速減量補正手段。That is, in this embodiment, (the control unit 6 includes fuel injection amount setting means and deceleration reduction correction means).
燃料噴射弁駆動制御手段、減速減量補正量可変手段を兼
ねると共に、スロットル弁開度センサ４とによって機関
減速運転検出手段を構成し、また、スロットル弁開度セ
ンサ４及び回転速度センサ５とによって機関負荷検出手
段を構成する（機関負荷を代表するものとしてＱとＮに
よって演算される基本燃料噴射量Ｔｐを用いる）。It serves as a fuel injection valve drive control means and a deceleration reduction correction amount variable means, and together with the throttle valve opening sensor 4 constitutes an engine deceleration operation detecting means. A load detection means is configured (using the basic fuel injection amount Tp calculated by Q and N as a representative of the engine load).
ここで、コントロールユニット６による燃料噴射量Ｔ１
の設定制御を第３図のフローチャートに基づいて説明す
る。Here, the fuel injection amount T1 by the control unit 6
The setting control will be explained based on the flowchart of FIG.
ステップ（図中ではｒＳＪとしてあり、以下同様とする
）１では、前記各センサによって検出された吸入空気流
＠Ｑ、機関回転速度Ｎ、スロットル弁開度θ及び機関冷
却水温度Ｔｗを入力する。In step 1 (rSJ in the figure, the same applies hereinafter), the intake air flow @Q, engine rotational speed N, throttle valve opening θ, and engine cooling water temperature Tw detected by the sensors are input.
ステップ２では、ステップ１で入力した吸入空気流量Ｑ
及び機関回転速度Ｎとによって基本燃料噴射ｆｆ１Ｔｐ
（−ＫＸＱ／Ｎ：には定数）を演算する。尚、ここで
演算した基本燃料噴射ｆｆ１Ｔｐは、ステップ１２にお
ける最終的な燃料噴射量Ｔｉの演算に用いられると共に
、機関負荷を代表するものとしてステップ８における減
速減量補正量設定に用いられる。In step 2, the intake air flow rate Q input in step 1 is
The basic fuel injection ff1Tp is determined by
(−KXQ/N: is a constant) is calculated. The basic fuel injection ff1Tp calculated here is used to calculate the final fuel injection amount Ti in step 12, and is also used to set the deceleration reduction correction amount in step 8 as a representative of the engine load.
ステップ３では、前回入力したスロットル弁開度θ、と
今回入力したスロットル弁開度θとに基づいてスロット
ル弁３の開度変化率Δθを演算する（Δθ←（θ−０１
）／Δｔ；Δｔはかかるフローチャートの実行周期であ
る）。In step 3, the opening change rate Δθ of the throttle valve 3 is calculated based on the throttle valve opening θ input last time and the throttle valve opening θ input this time (Δθ←(θ−01
)/Δt; Δt is the execution cycle of this flowchart).
ステップ４では、ステップ３で演算したΔθによって機
関１が減速状態であるか否かを判定する。In step 4, it is determined whether the engine 1 is in a deceleration state based on Δθ calculated in step 3.
即ち、Δθがマイナスの所定値よりも小さい値で、スロ
ットル弁３が所定以上の割合（速度）で閉じられている
ことを示しているときには、機関１が減速状態であると
して次のステップ５へ進み、Δθが所定値よりも大きく
機関１が定常状態若しくは加速状態であって減速状態で
ないときにはステツブ１３へ進む。That is, when Δθ is a value smaller than a predetermined negative value, indicating that the throttle valve 3 is closed at a rate (speed) greater than the predetermined value, it is assumed that the engine 1 is in a deceleration state and the process proceeds to the next step 5. If Δθ is larger than a predetermined value and the engine 1 is in a steady state or an accelerating state but not in a decelerating state, the process advances to step 13.
機関１の減速状態が判定されてステップ５へ進むと、ス
テップ４における機関１の減速運転判定が初回であるか
否かを判定する。ここで、減速判定が初回であると判定
されるとステップ６〜９における減速減量係数ＫＤＣの
設定を行い、減速判定が初回でないと判定されたときに
はステップ１０へ進み減速判定の初回において設定され
た減速減量係数ＫＤＣを用いて各種補正係数Ｃ０ＥＦを
演算する。即ち、減速減量補正係数ＫＤＣは、減速判定
の初回に設定され、これに続く減速状態においては初回
に設定された減速減量補正係数ＫＤＣを継続して用いる
ようにする。When the deceleration state of the engine 1 is determined and the process proceeds to step 5, it is determined whether or not the deceleration operation determination of the engine 1 in step 4 is the first time. Here, if it is determined that the deceleration determination is the first time, the deceleration reduction coefficient KDC is set in steps 6 to 9, and if it is determined that the deceleration determination is not the first time, the process proceeds to step 10 and the deceleration reduction coefficient KDC is set in the first deceleration determination. Various correction coefficients C0EF are calculated using the deceleration reduction coefficient KDC. That is, the deceleration reduction correction coefficient KDC is set at the first time of deceleration determination, and in the subsequent deceleration state, the initially set deceleration reduction correction coefficient KDC is continuously used.
次に減速判定初回における減速減量係数ＫＤＣの設定を
説明すると、ステップ６では、ステップ１で入力した機
関冷却水温度Ｔｗに基づき水温依存減速減量係数ＴｗＫ
ＤＣを検索する。この水温依存減速減量係数７ｗＫＤＣ
は、フローチャート中のグラフに示すように、機関冷却
水温度７’ｗが低く燃料の霧化性が悪化して壁流（吸気
通路２内壁に沿って流れる液状燃料）が増大するときに
、より増大設定されるようにしである。Next, to explain the setting of the deceleration reduction coefficient KDC at the first time of deceleration determination, in step 6, the water temperature dependent deceleration reduction coefficient TwK is based on the engine cooling water temperature Tw input in step 1.
Search DC. This water temperature dependent deceleration loss coefficient 7wKDC
As shown in the graph in the flowchart, when the engine cooling water temperature 7'w is low and fuel atomization deteriorates and the wall flow (liquid fuel flowing along the inner wall of the intake passage 2) increases, It is set to increase.
ステップ７では、ステップ１で入力した機関回転速度Ｎ
に基づいて回転速度依存減速減量係数ＮＫＤＣを検索す
る。この回転速度依存減速減量係数ＮＫＤＣは、フロー
チャート中のグラフに示すように、機関回転速度Ｎが高
いときほど大きく設定されるようにしである。In step 7, the engine rotation speed N input in step 1 is
The rotation speed dependent deceleration reduction coefficient NKDC is searched based on . As shown in the graph in the flowchart, this rotational speed dependent deceleration reduction coefficient NKDC is set to be larger as the engine rotational speed N becomes higher.
ステップ８では、機関１が減速状態になる前にステップ
２で演算された基本燃料噴射ＩＴｐ（機関１の減速判定
の初回若しくは前回に演算された基本燃料噴射量Ｔｐを
減速前のＴｐとする）に基づき機関負荷依存減速減量係
数ＴＩ）ＫＤＣを以下の式に従って演算する。In step 8, the basic fuel injection ITp calculated in step 2 before the engine 1 enters the deceleration state (the basic fuel injection amount Tp calculated in the first or previous time of deceleration determination of the engine 1 is set as Tp before deceleration) Based on this, the engine load dependent deceleration reduction coefficient TI)KDC is calculated according to the following formula.
’ｒｐ ＫＤＣ４−Ａ−Ｋ ２
に２←（４／４Ｔｐ−減速前Ｔ ｐ ） ／（４／４Ｔ
ｐ −Ｒ／ＬＴ ｐ ）
但し、Ａは定数であり、４／４Ｔｐはスロットル弁３の
全開時における基本燃料噴射ｍＴｐ （機関回転速度Ｎ
に対応して決定される）、Ｒ／ＬＴｐはＲｏａｄ Ｌ
ｏａｄの基本燃料噴射！ｔＴｐを示す。尚、Ｒｏａｄ
Ｌｏａｄ Ｔｐの代わりに減速時の最小基本燃料噴射量
ＴｐＭＩＮを用いるようにしても良（、また、Ｋ２は減
速前のＴｐに対応させて予め記憶させておくようにして
も良い。'rp KDC4-A-K 2 to 2←(4/4Tp-Tp before deceleration) /(4/4T
p −R/LT p ) However, A is a constant, and 4/4Tp is the basic fuel injection mTp (engine rotation speed N
), R/LTp is determined according to Road L
OAD basic fuel injection! tTp is shown. Furthermore, Road
The minimum basic fuel injection amount TpMIN during deceleration may be used instead of Load Tp (and K2 may be stored in advance in correspondence with Tp before deceleration).
ここで、Ｋ２は基本燃料噴射ｆｆ１Ｔｐの変動中に対す
る減速前の基本燃料噴射ｆｆ１Ｔｐの割合を示すもので
あり、減速前の基本燃料噴射量Ｔｐが小さいときほどに
２は大きく設定され、結果的にＴｐ 。Here, K2 indicates the ratio of the basic fuel injection ff1Tp before deceleration to the fluctuation of the basic fuel injection ff1Tp, and the smaller the basic fuel injection amount Tp before deceleration, the larger 2 is set, and as a result, Tp.
ＫＤＣは、減速前の基本燃料噴射量’ｒｐ即ち機関負荷
が大きいときほど大きく設定される。KDC is set larger as the basic fuel injection amount 'rp before deceleration, that is, when the engine load is larger.
このため、減速前の機関負荷によって異なる（減速前の
機関負荷が大きいときほど減速減量補正量を増大する必
要がある）機関要求の減速減量補正量の変化に対応する
ことが可能となり、減速前の機関負荷によって空燃比が
オーバーリーン化若しくはオーバーリーン化することを
回避できる。Therefore, it is possible to respond to changes in the deceleration reduction correction amount requested by the engine, which varies depending on the engine load before deceleration (the larger the engine load before deceleration, the greater the need to increase the deceleration reduction correction amount). It is possible to prevent the air-fuel ratio from becoming too lean or too lean due to the engine load.
また、本実施例のように機関負荷を基本燃料噴射ｆ！ｔ
Ｔｐによって検出するようにすれば、スロットル弁開度
θを機関回転速度Ｎとの関係から機関負荷として捉える
場合のように、機関の低負荷状態の検出誤差が大きくな
る（スロットル弁３の開度は一般に低開度領域で検出誤
差が大きい）ことがないため、機関負荷を精度良く検出
でき、減速前の機関負荷に正確に対応させて減速減量補
正を行える。。In addition, as in this embodiment, the engine load is changed to basic fuel injection f! t
If it is detected by Tp, the detection error will be large when the engine is in a low load state, as when the throttle valve opening θ is regarded as the engine load from the relationship with the engine rotational speed N. Since the detection error is generally large in the low opening range), the engine load can be detected with high accuracy, and deceleration reduction correction can be performed in accordance with the engine load before deceleration. .
尚、上記定数Ａを機関回転速度Ｎに応じて可変するよう
にしても良く、また、ＴｐＫＤＣ−Ｂ／に２（但し、Ｂ
は定数）なる式を用いて機関負荷依存減速減量係数Ｔｐ
ＫＤＣを設定するようにしても良い、更に、減速前の基
本燃料噴射ＭＴｐに対応させて機関負荷依存減速減量係
数’ｒｐＫＤＣを予め設定しておくようにしても良い。Incidentally, the above constant A may be varied according to the engine rotation speed N, and TpKDC-B/2 (however, B
is a constant) using the formula: engine load dependent deceleration reduction coefficient Tp
KDC may be set.Furthermore, the engine load dependent deceleration reduction coefficient 'rpKDC may be set in advance in correspondence with the basic fuel injection MTp before deceleration.
以上のようにして、水温依存減速減量係数ＴｗＫＤＣ，
回転速度依存減速減量係数ＮＫＤＣ及び機関負荷依存減
速減量係数ＴｐＫＤＣを設定すると、ステップ９でこれ
らを相互に乗算して最終的な減速減量係数ＫＤＣを設定
する（ＫＤ（、−ＴｗＫＤＣｘＮＫＤＣｘＴｐＫＤＣ）
。As described above, water temperature dependent deceleration loss coefficient TwKDC,
Once the rotational speed dependent deceleration reduction coefficient NKDC and the engine load dependent deceleration reduction coefficient TpKDC are set, they are multiplied together in step 9 to set the final deceleration reduction coefficient KDC (KD(,-TwKDCxNKDCxTpKDC)
.
そして、ステップ１０では、ステップ９で演算した減速
減量係数ＫＤＣを含む各種補正係数Ｃ０ＥＦを演算する
。Then, in step 10, various correction coefficients COEF including the deceleration reduction coefficient KDC calculated in step 9 are calculated.
ここで、前記各種補正係数Ｃ０ＥＦは、例えば水温補正
係数Ｋ ｔｗ、始動補正係数Ｋａｓ、アイドル後増量補
正係数Ｋ ａ ｉ＊空燃比補正係数ＫＩＩｌｒ、更に、
ステップ９′で演算された減速減量係数ＫＤＣによって
構成される（各種補正係数Ｃ０ＥＦ−１＋水温補正係数
Ｋｔｗ十始動補正係数Ｋａｓ＋アイドル後増量補正係数
Ｋａｉ＋空燃比補正係数Ｋｍｒ−減速減量係数ＫＤＣ）
。Here, the various correction coefficients C0EF include, for example, a water temperature correction coefficient K tw, a starting correction coefficient Kas, an after-idle increase correction coefficient K a i *air-fuel ratio correction coefficient KIIlr, and further,
It is composed of the deceleration reduction coefficient KDC calculated in step 9' (various correction coefficients C0EF-1 + water temperature correction coefficient Ktw + starting correction coefficient Kas + post-idle increase correction coefficient Kai + air-fuel ratio correction coefficient Kmr - deceleration reduction coefficient KDC)
.
前記水温補正係数Ｋｔｗは、冷機時に燃料噴射量Ｔｉを
増量して機関運転性を良くするためのものであり、冷却
水温度Ｔｗに反比例するように設定される。始動補正係
数Ｋａｓは、機関ｌの始動性を向上させるためにやはり
冷却水温度Ｔｗに反比例するように設定され、イグニッ
ションスイッチのＯＮ時に増量補正するようにしである
。アイドル後増量補正係数Ｋａｉは、発進を滑らかにす
るため、発進直後に冷却水温度Ｔｗに応じた増量を行わ
せる。空燃比補正係数に紅は、基本燃料噴射量’ｒｐと
機関回転速度Ｎとに対応させて記憶されており、高速・
高負荷時はど大きくなるようにして機関１の運転状態に
見合った空燃比補正がなされるようにしである。The water temperature correction coefficient Ktw is used to improve engine operability by increasing the fuel injection amount Ti when the engine is cold, and is set to be inversely proportional to the cooling water temperature Tw. The start correction coefficient Kas is also set to be inversely proportional to the cooling water temperature Tw in order to improve the startability of the engine 1, and is designed to increase the amount when the ignition switch is turned on. The post-idle increase correction coefficient Kai causes the amount to be increased in accordance with the coolant temperature Tw immediately after starting, in order to smooth the start. The red color in the air-fuel ratio correction coefficient is stored in correspondence with the basic fuel injection amount 'rp and the engine rotation speed N.
When the load is high, the air-fuel ratio is increased so that the air-fuel ratio is corrected in accordance with the operating state of the engine 1.
ステップ１１では、フラグを１に設定する。このフラグ
は、機関減速運転後の定常時に減速減量係数ＫＤＣを徐
々にゼロに近位させるための判定に用いるものであり、
後に詳細に説明する。In step 11, the flag is set to 1. This flag is used to determine how to gradually bring the deceleration reduction coefficient KDC closer to zero during steady state after engine deceleration operation.
This will be explained in detail later.
ステップ１２では、ステップ１０で演算した減速減量係
数ＫＤＣを含む各種補正係数Ｃ０ＥＦと空燃比フィード
バック補正係数αとバッテリ電圧による補正分子ｓとを
演算した後、ステップ２で演算した基本燃料噴射量Ｔｐ
をこれらにより補正演算（減速減量係数ＫＤＣによる減
量補正を含む）して最終的な燃料噴射量Ｔｉ （＝Ｔ
ｐｘＣＯＥＦｘα＋Ｔｓ）を設定する。In step 12, after calculating the various correction coefficients C0EF including the deceleration reduction coefficient KDC calculated in step 10, the air-fuel ratio feedback correction coefficient α, and the correction numerator s based on the battery voltage, the basic fuel injection amount Tp calculated in step 2 is calculated.
are corrected using these calculations (including reduction correction by the deceleration reduction coefficient KDC) to obtain the final fuel injection amount Ti (=T
pxCOEFxα+Ts).
燃料噴射ｆｆ１Ｔｉが設定されると、コントロールユニ
ット６はこの燃料噴射量Ｔｉに相当するパルス巾の噴射
パルス信号を燃料噴射弁７に出力することにより、機関
に所定量の燃料を噴射供給する。When the fuel injection ff1Ti is set, the control unit 6 outputs an injection pulse signal with a pulse width corresponding to the fuel injection amount Ti to the fuel injection valve 7, thereby injecting and supplying a predetermined amount of fuel to the engine.
一方、ステップ４で機関が減速状態でないと判定された
−ときには、ステップ１３へ進んで機関１が定常運転状
態であるか否かを判定する。具体的には、ステップ３で
演算したスロットル弁３の開度変化率Δθが略ゼロであ
るときには機関１が定常運転状態であるものとする。On the other hand, if it is determined in step 4 that the engine is not in a deceleration state, the process proceeds to step 13 and it is determined whether or not the engine 1 is in a steady operating state. Specifically, when the opening change rate Δθ of the throttle valve 3 calculated in step 3 is approximately zero, the engine 1 is assumed to be in a steady operating state.
ここで、機関１が定常運転状態でないと判定されたとき
、即ち、機関１が加速状態であるときには、ステップ１
７へ進んで減速減量係数ＫＤＣを含まない（加速時であ
るので加速増量係数Ｋａｃｃを含める場合もある）各種
補正係数Ｃ０ＥＦ （Ｃ０ＥＦ＝１ ＋Ｋｔｗ＋Ｋａｓ
＋Ｋａｉ＋Ｋｍｒ＋Ｋａｃｃ）を演算し、ステップ１８
でフラグをゼロにする。そして、ステップ１２で、ステ
ップ１７で演算した各種補正係数Ｃ０ＥＦと空燃比フィ
ードバック補正係数αとバッテリ電圧による補正分子ｓ
とを演算した後、ステップ２で演算した基本燃料噴射１
ｉＴ’ｐをこれらにより補正演算して最終的な燃料噴射
１Ｔｉ（” Ｔ ｐ Ｘ ＣＯＥ Ｆ ｘ ａ ＋ Ｔ
ｓ ）を設定する。Here, when it is determined that the engine 1 is not in a steady operating state, that is, when the engine 1 is in an accelerating state, step 1
Proceed to step 7 and calculate the various correction coefficients C0EF (C0EF=1 +Ktw+Kas) which do not include the deceleration reduction coefficient KDC (because it is during acceleration, the acceleration increase coefficient Kacc may be included)
+Kai+Kmr+Kacc), and step 18
to set the flag to zero. Then, in step 12, the correction numerator s based on the various correction coefficients C0EF calculated in step 17, the air-fuel ratio feedback correction coefficient α, and the battery voltage.
After calculating the basic fuel injection 1 calculated in step 2,
By correcting iT'p using these calculations, the final fuel injection 1Ti ("T p X COE F x a + T
s).
また、ステップ１３で機関１が定常運転状態であると判
定されたときには、ステップ１４でフラグの判定を行う
、ここで、フラグが１であると判定されたときには、減
速運転状態でフラグが１に設定されることから、減速運
転後の定常運転状態を示すことになるため、ステップ１
５へ進んで減速減量係数ＫＤＣの減少設定を行う。Further, when it is determined in step 13 that the engine 1 is in a steady operating state, the flag is determined in step 14. Here, when it is determined that the flag is 1, the flag is set to 1 in a decelerating operating state. Since it is set, it indicates the steady operation state after deceleration operation, so step 1
Proceed to step 5 to set the deceleration reduction coefficient KDC.
即ち、第４図に示すように、機関１が減速運転状態であ
るときには、減速判定の初回に設定された減速減量係数
ＫＤＣを用いて燃料噴射ｉＴｉを減量補正し、減速後の
定常運転時には、この減速運転中に用いた減速減量係数
ＫＤＣを徐々に減少させてゼロに近づけるようにして、
Ｍ量補正量を徐々にゼロに近づけるようにするものであ
る。尚、減速減量係数ＫＤＣの減少設定は、本実施例の
ようにフローチャートの実行周期毎（所定時間毎）に行
っても良いし、また、機関１の所定回転毎（例えば〃回
転毎）に行うようにしても良い。That is, as shown in FIG. 4, when the engine 1 is in a deceleration operating state, the fuel injection iTi is corrected to reduce it using the deceleration reduction coefficient KDC set at the first time of deceleration determination, and during steady operation after deceleration, The deceleration reduction coefficient KDC used during this deceleration operation is gradually decreased so as to approach zero,
This is to gradually bring the M amount correction amount closer to zero. Incidentally, the deceleration reduction coefficient KDC may be set to decrease every execution cycle of the flowchart (every predetermined time) as in this embodiment, or it may be set every predetermined rotation of the engine 1 (for example, every rotation). You can do it like this.
ステップ１５では、前回各種補正係数Ｃ０ＥＦの演算に
用いられた減速減量係数ＫＤＣから所定値に３を減算し
て今回の減速：＄ｉ量係数ＫＤＣとじて設定する。この
ようにして、減少補正設定された減速減量係数ＫＤＣは
、次のステップ１６でゼロを越える値であるかが判定さ
れ、所定値に３減算した結果ゼロ以下の数値となったと
きには、ステップ１７へ進んで減速減量係数ＫＤＣを各
種補正係数Ｃ０ＥＦの演算に用いることを止める（若し
くは減速ｆＩＩｉ量係数ＫＤＣを１に設定する）と共に
、次のステップ１８でフラグをゼロにすることにより減
速減量補正が終了したことを設定する。In step 15, 3 is subtracted from a predetermined value from the deceleration reduction coefficient KDC used in calculating the various correction coefficients C0EF last time, and the result is set as the current deceleration: $i amount coefficient KDC. In this way, it is determined whether the deceleration reduction coefficient KDC set for reduction correction is a value exceeding zero in the next step 16, and if the result of subtracting 3 from the predetermined value results in a value less than zero, step 17 In addition to stopping the use of the deceleration reduction coefficient KDC in calculating the various correction coefficients C0EF (or setting the deceleration fIIi amount coefficient KDC to 1), and setting the flag to zero in the next step 18, the deceleration reduction correction is performed. Set it as finished.
一方、所定値に３減算した結果がゼロを越える数値であ
るときには、その減速減量係数ＫＤＣを用いて各種補正
係数Ｃ０ＥＦを演算すべくステップ１０へ進み、ステッ
プ１５の減算結果の減速減量係数ＫＤＣを用いて各種補
正係数Ｃ０ＥＦを演算し、その後ステップ１１で引き続
きフラグを１に設定する。そして、減速運転判定時と同
様に、ステップ１２で燃料噴射ｆｆ１Ｔｌを減速ｆＩｉ
量補正補正演算設定する。On the other hand, if the result of subtracting 3 from the predetermined value is a value exceeding zero, the process proceeds to step 10 to calculate various correction coefficients C0EF using the deceleration reduction coefficient KDC, and the deceleration reduction coefficient KDC resulting from the subtraction in step 15 is calculated. Then, in step 11, the flag is set to 1. Then, in step 12, the fuel injection ff1Tl is decelerated to fIi, similarly to the time of deceleration operation determination.
Set the amount correction correction calculation.
尚、本実施例では、機関負荷を代表するものとして基本
燃料噴射量Ｔｐを用いたが、この基本燃料噴射量’ｒｐ
の他、吸入負圧、吸入空気流ｔＱ／機関回転速度Ｎ等を
用いても良い、また、本実施例では、機関減速状態にお
いては、減速判定初回に設定した減速減量係数ＫＤＣを
継続して用いるようにしたが、減速判定の初回に設定し
た減速減量係数ＫＤＣをその後直ぐに所定値つづ減少さ
せるようにして、所謂三角ｆ２量補正を行うようにして
も良い。In this embodiment, the basic fuel injection amount Tp was used as a representative of the engine load, but this basic fuel injection amount 'rp
In addition, suction negative pressure, suction air flow tQ/engine rotation speed N, etc. may be used. In addition, in this embodiment, in the engine deceleration state, the deceleration reduction coefficient KDC set at the initial deceleration determination is continued. However, the so-called triangular f2 amount correction may be performed by immediately decreasing the deceleration reduction coefficient KDC set at the first time of deceleration determination by a predetermined value.
（発明の効果〉
以上説明したように、本発明によると、減速前の機関負
荷に応じて減速減量補正量を可変設定するようにしたこ
とにより、機関要求に見合った減速減量補正が精度良く
行われるようになり、機関減速運転における空燃比のオ
ーバーリーン化及びオーバーリフチ化を回避して、減速
ショックの発生を防止できるという効果がある。(Effects of the Invention) As explained above, according to the present invention, by variably setting the deceleration reduction correction amount according to the engine load before deceleration, the deceleration reduction correction that meets the engine requirements can be accurately performed. This has the effect of avoiding overlean and overlifting of the air-fuel ratio during engine deceleration operation, thereby preventing the occurrence of deceleration shock.
第１図は本発明の構成図、第２図は本発明の一実施例を
示すシステム図、第３図は同上実施例における燃料噴射
量設定制御を示すフローチャート、第４図は同上実施例
における減速減量係数ＫＤＣとスロットル弁開度θとの
関係を示すタイムチャート、第５図は従来の問題点を示
すスロットル弁開度に対する減速ｆＩｉ量補正補正係数
すグラフである。
１・・・機関 ３・・・スロットル弁 ４・・・ス
ロットル弁開度センサ ５・・・回転速度センサ６・
・・コントロールユニット ７・・・７Ｍ 料噴射弁
８・・・エアフローメーク
特許出願人 日本電子機器株式会社
代理人 弁理士 笹 島 冨二雄
第２図Fig. 1 is a configuration diagram of the present invention, Fig. 2 is a system diagram showing an embodiment of the present invention, Fig. 3 is a flowchart showing fuel injection amount setting control in the above embodiment, and Fig. 4 is a flow chart showing the fuel injection amount setting control in the above embodiment. FIG. 5 is a time chart showing the relationship between the deceleration reduction coefficient KDC and the throttle valve opening degree θ, and FIG. 5 is a graph of the deceleration fIi amount correction coefficient with respect to the throttle valve opening degree, which shows the conventional problem. 1... Engine 3... Throttle valve 4... Throttle valve opening sensor 5... Rotation speed sensor 6.
...Control unit 7...7M Fuel injection valve 8...Air flow make patent applicant Japan Electronics Co., Ltd. Agent Patent attorney Fujio Sasashima Figure 2
Claims (1)
量設定手段と、機関の減速運転状態を検出する機関減速
運転検出手段と、設定された燃料噴射量を機関の減速運
転状態に応じて減量補正して設定する減速減量補正手段
と、設定された燃料噴射量に応じて燃料噴射弁を駆動制
御する燃料噴射弁駆動制御手段と、を備えた電子制御燃
料噴射式内燃機関の減速減量制御装置において、機関の
負荷を検出する機関負荷検出手段と、機関減速運転前に
検出された機関負荷の増大に応じて前記減速減量補正手
段による燃料噴射量の減量補正量を増大補正設定する減
速減量補正量可変手段と、を備えてなる電子制御燃料噴
射式内燃機関の減速減量制御装置。a fuel injection amount setting means for setting the fuel injection amount according to the engine operating condition; an engine deceleration operation detection means for detecting the engine deceleration operation condition; Deceleration reduction control for an electronically controlled fuel injection type internal combustion engine, comprising a deceleration reduction correction means for correcting and setting the reduction, and a fuel injection valve drive control means for driving and controlling the fuel injection valve according to the set fuel injection amount. The apparatus includes an engine load detection means for detecting the load of the engine, and a deceleration reduction means for increasing the correction amount of the fuel injection amount by the deceleration reduction correction means in response to an increase in the engine load detected before the engine deceleration operation. A deceleration/reduction control device for an electronically controlled fuel injection type internal combustion engine, comprising: correction amount variable means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25848686A JPS63113140A (en) | 1986-10-31 | 1986-10-31 | Decelerating decrement control device for electronic control fuel injection system internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25848686A JPS63113140A (en) | 1986-10-31 | 1986-10-31 | Decelerating decrement control device for electronic control fuel injection system internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63113140A true JPS63113140A (en) | 1988-05-18 |
Family
ID=17320877
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25848686A Pending JPS63113140A (en) | 1986-10-31 | 1986-10-31 | Decelerating decrement control device for electronic control fuel injection system internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63113140A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04112937A (en) * | 1990-08-31 | 1992-04-14 | Mitsubishi Motors Corp | Fuel control device for internal combustion engine |
| US20110174281A1 (en) * | 2006-06-01 | 2011-07-21 | Rem Technology Inc. | Carbureted natural gas turbo charged engine |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5934429A (en) * | 1982-08-23 | 1984-02-24 | Japan Electronic Control Syst Co Ltd | Electronically controlled fuel injection device of internal-combustion engine |
| JPS6040760A (en) * | 1983-08-15 | 1985-03-04 | Hitachi Ltd | Electronically controlled fuel injector |
| JPS6128731A (en) * | 1984-07-20 | 1986-02-08 | Toyota Motor Corp | Fuel supply method for internal-combustion engine |
| JPS61108839A (en) * | 1984-11-01 | 1986-05-27 | Toyota Motor Corp | Fuel injection control device of internal-combustion engine |
| JPS61116041A (en) * | 1984-11-09 | 1986-06-03 | Honda Motor Co Ltd | Method of controlling air-fuel ratio feedback control of internal-combustion engine |
-
1986
- 1986-10-31 JP JP25848686A patent/JPS63113140A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5934429A (en) * | 1982-08-23 | 1984-02-24 | Japan Electronic Control Syst Co Ltd | Electronically controlled fuel injection device of internal-combustion engine |
| JPS6040760A (en) * | 1983-08-15 | 1985-03-04 | Hitachi Ltd | Electronically controlled fuel injector |
| JPS6128731A (en) * | 1984-07-20 | 1986-02-08 | Toyota Motor Corp | Fuel supply method for internal-combustion engine |
| JPS61108839A (en) * | 1984-11-01 | 1986-05-27 | Toyota Motor Corp | Fuel injection control device of internal-combustion engine |
| JPS61116041A (en) * | 1984-11-09 | 1986-06-03 | Honda Motor Co Ltd | Method of controlling air-fuel ratio feedback control of internal-combustion engine |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04112937A (en) * | 1990-08-31 | 1992-04-14 | Mitsubishi Motors Corp | Fuel control device for internal combustion engine |
| US20110174281A1 (en) * | 2006-06-01 | 2011-07-21 | Rem Technology Inc. | Carbureted natural gas turbo charged engine |
| US8713935B2 (en) * | 2006-06-01 | 2014-05-06 | Rem Technology, Inc. | Carbureted natural gas turbo charged engine |
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