JPS6320239A - Fuel feeding control device of internal combustion engine in vehicle with constant speed running control - Google Patents
Fuel feeding control device of internal combustion engine in vehicle with constant speed running controlInfo
- Publication number
- JPS6320239A JPS6320239A JP61163599A JP16359986A JPS6320239A JP S6320239 A JPS6320239 A JP S6320239A JP 61163599 A JP61163599 A JP 61163599A JP 16359986 A JP16359986 A JP 16359986A JP S6320239 A JPS6320239 A JP S6320239A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- fuel supply
- control device
- air flow
- intake air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 114
- 238000002485 combustion reaction Methods 0.000 title claims description 8
- 238000001514 detection method Methods 0.000 claims description 4
- 230000001052 transient effect Effects 0.000 abstract 1
- 238000000034 method Methods 0.000 description 12
- 238000002347 injection Methods 0.000 description 10
- 239000007924 injection Substances 0.000 description 10
- 230000005540 biological transmission Effects 0.000 description 9
- 230000006870 function Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000007935 neutral effect Effects 0.000 description 5
- 238000012937 correction Methods 0.000 description 4
- 230000004044 response Effects 0.000 description 3
- 239000000203 mixture Substances 0.000 description 2
- BQCADISMDOOEFD-UHFFFAOYSA-N Silver Chemical compound [Ag] BQCADISMDOOEFD-UHFFFAOYSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 210000003127 knee Anatomy 0.000 description 1
- 229910052709 silver Inorganic materials 0.000 description 1
- 239000004332 silver Substances 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Landscapes
- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (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〉
本発明は定速走行制御装置を備えた車両用内燃機関にお
ける燃料供給制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a fuel supply control device for a vehicle internal combustion engine equipped with a constant speed cruise control device.
〈従来の技術〉
従来のこの種の装置としては第５図に示すようなものが
ある（特開昭６０−１３５３３４号公報等参照）。即ち
、機関回転数Ｎ検出用のクランク角センサ１３機関の吸
入空気流量Ｑを検出するフラップ式又はホットワイヤ式
等のエアフローメータ２．混合気の空燃比（Ａ／Ｆ）を
広域に亘って検出可能なＡ／Ｆセンサ３．イグニッショ
ンキーのスタート位置でＯＮとなって始動を検出するイ
グニッションスイソチ４．トランスミッションのニュー
トラル位置を検出するニュートラルスイッチ５．車速に
比例して車速パルス信号を出力する車速センサ６、機関
の吸気通路（スロットルチャンバ内）に介装されたスロ
ットル弁１６の開度を検出するスロ・７トルセンサ７か
らの各信号がコントローラ８に入力される。<Prior Art> A conventional device of this type is shown in FIG. 5 (see Japanese Patent Application Laid-open No. 135334/1984, etc.). That is, a crank angle sensor 13 for detecting the engine rotational speed N; an air flow meter such as a flap type or hot wire type for detecting the intake air flow rate Q of the engine; A/F sensor capable of detecting the air-fuel ratio (A/F) of the air-fuel mixture over a wide range3. 4. Ignition switch that turns on when the ignition key is in the start position and detects starting. Neutral switch that detects the neutral position of the transmission 5. Signals from a vehicle speed sensor 6 that outputs a vehicle speed pulse signal in proportion to the vehicle speed, and a throttle sensor 7 that detects the opening degree of a throttle valve 16 installed in the intake passage (inside the throttle chamber) of the engine are sent to a controller 8. is input.
前記コントローラ８は、前記各種検出信号に基づいて混
合気が理論空燃比（Ａ／Ｆ＝１４．７． λ−１、第
６図参照）となるように燃料噴射量を演算処理した後、
機関の吸気系に介装された電磁式のインジェクタ９に前
記燃料噴射量に対応するパルス巾をもつ噴射パルス信号
を出力して燃料噴射制御を行い、また、点火時期を演算
処理した後、イグニッションコイル１０に前記点火時期
に点火信号を出力して点火制御を行っている。The controller 8 calculates the fuel injection amount based on the various detection signals so that the air-fuel mixture has a stoichiometric air-fuel ratio (A/F=14.7.λ-1, see FIG. 6), and then
Fuel injection is controlled by outputting an injection pulse signal having a pulse width corresponding to the fuel injection amount to an electromagnetic injector 9 installed in the intake system of the engine, and after calculating the ignition timing, the ignition Ignition control is performed by outputting an ignition signal to the coil 10 at the ignition timing.
一方、定速走行制御用のコントローラ１３には、手動の
セットスイッチ１１．ブレーキ動作時にＯＮとなるブレ
ーキスイッチ１２の他、前記ニュートラルスイッチ５及
び車速センサ６からの信号が入力される。そして、セッ
トスイッチ１１を押し操作すると定速走行制御装置が起
動されて車速の目標値が設定される。On the other hand, the controller 13 for constant speed driving control includes a manual set switch 11. In addition to the brake switch 12, which is turned on during braking, signals from the neutral switch 5 and the vehicle speed sensor 6 are input. Then, when the set switch 11 is pressed and operated, the constant speed cruise control device is activated and a target value of the vehicle speed is set.
車速センサ６によって検出される実際の車速が前記目標
値となるように、オートマチック式のトランスミッショ
ン１８のシフト位置を切換制御しつつ、スロットル弁開
度制御信号をスロットルアクチュエータ１４に出力して
スロットル弁１６開度を制御するようになっている。The throttle valve 16 is controlled by outputting a throttle valve opening control signal to the throttle actuator 14 while controlling the shift position of the automatic transmission 18 so that the actual vehicle speed detected by the vehicle speed sensor 6 becomes the target value. It is designed to control the opening degree.
尚、スロットルアクチュエータ１４はスロットル弁１６
をスロットルワイヤ１５を介して開閉駆動するが、前記
ワイヤ１５の他端はアクセルペダル１７に連結されてお
り、定速走行制御時板外は、アクセルペダル１７の踏込
操作によりスロットル弁１６開度を制御できるようにな
っている。Note that the throttle actuator 14 is the throttle valve 16.
The other end of the wire 15 is connected to an accelerator pedal 17, and during constant speed driving control, the opening of the throttle valve 16 is controlled by pressing the accelerator pedal 17. It can be controlled.
〈発明が解決しようとする問題点〉
しかしながら、このような従来装置にあっては、定速走
行制御時であっても、運転者によるマニュアル運転時で
あっても、第６図に示すように発生トルクが略最大とな
る理論空燃比を目標とする同一の燃料噴射制御を行う構
成となっていたため、急加速時や急勾配登板時等機関の
高トルクが要求される運転条件が含まれない定速走行制
御時も理論空燃比となるように制御されるため、第６図
に示すように燃費が悪く経済的でないという問題点があ
った。<Problems to be Solved by the Invention> However, with such conventional devices, whether during constant speed driving control or manual driving by the driver, as shown in FIG. Because the configuration was configured to perform the same fuel injection control with the goal of achieving the stoichiometric air-fuel ratio where the generated torque is approximately the maximum, operating conditions that require high engine torque such as during sudden acceleration or climbing a steep slope are not included. Since the air-fuel ratio is controlled to be the stoichiometric air-fuel ratio even during constant-speed running control, there is a problem in that the fuel consumption is poor and uneconomical, as shown in FIG.
このため、定速走行制御時には、空燃比をリーン側に制
御することが考えられるが、単純にり−ン空燃比に設定
するだけの制御では走行負荷の変動やトランスミッショ
ンの切換時に吸入空気流量が変動し、特に吸入空気流量
の増大時には空燃比が一時的に過度にリーン化して失火
に至る恐れがある。For this reason, it is conceivable to control the air-fuel ratio to the lean side during constant-speed driving control, but if the air-fuel ratio is simply set to the lean air-fuel ratio, the intake air flow rate will increase when the driving load changes or the transmission is switched. Especially when the intake air flow rate increases, the air-fuel ratio may temporarily become excessively lean, leading to a misfire.
本発明は、このような従来の実状に鑑みなされたもので
、定速走行制御時にリーン空燃比制御を高精度に行える
構成として失火を防止しつつ、可及的に燃費改善を図っ
た車両用内燃機関の燃料供給制御装置を提供することを
目的とする。The present invention has been made in view of the conventional situation, and is a vehicle-use device that is configured to perform lean air-fuel ratio control with high precision during constant-speed driving control, thereby preventing misfires and improving fuel efficiency as much as possible. An object of the present invention is to provide a fuel supply control device for an internal combustion engine.
〈問題点を解決するための手段〉
このため本発明は、第１図に示すように、機関の吸気通
路に介装されたスロットル弁の開度をスロットルアクチ
ュエータを駆動して制御することにより、車速検出手段
によって検出された車速を目標値に近づけるように制御
する定速走行制御装置を備えた車両にあって、機関に運
転状態に応じた量の燃料を供給する内燃機関の燃料供給
制御装置において、前記定速走行制御装置が作動中か否
かを判定する作動判定手段と、前記定速走行制御装置に
よって算出される所定時間後のスロットル弁開度の制御
値に基づいて該所定時間後の吸入空気流量を予測する吸
入空気流量予測手段と、前記定速走行制御装置の非作動
時に運転状態に応じて設定された空燃比を得るように機
関への燃料供給量を設定する第１燃料供給量設定手段と
、定速走行制御装置の作動時に前記吸入空気流量予測手
段によって予測された吸入空気流量に基づいて設定され
た空燃比を得るように燃料供給量を設定する第２燃料供
給量設定手段と、第１又は第２燃料供給量設定手段によ
り設定された量の燃料を機関へ供給する燃料供給手段と
を備えて構成とする。<Means for Solving the Problems> For this reason, the present invention, as shown in FIG. A fuel supply control device for an internal combustion engine that supplies an amount of fuel to the engine according to the operating state, in a vehicle equipped with a constant speed driving control device that controls the vehicle speed detected by a vehicle speed detection means so as to approach a target value. an operation determining means for determining whether the constant speed cruise control device is in operation; an intake air flow rate prediction means for predicting an intake air flow rate of the engine; and a first fuel for setting a fuel supply amount to the engine so as to obtain an air-fuel ratio set according to the operating state when the constant speed cruise control device is not activated. supply amount setting means; and a second fuel supply amount for setting the fuel supply amount so as to obtain an air-fuel ratio set based on the intake air flow rate predicted by the intake air flow rate prediction means when the constant speed cruise control device is activated. The fuel supply apparatus includes a setting means and a fuel supply means for supplying the engine with the amount of fuel set by the first or second fuel supply amount setting means.
く作用〉
かかる構成において、作動判定手段により定速走行制御
の非作動時と判定された時は、第１燃料供給量設定手段
により機関運転状態に応じて設定された空燃比（例えば
理論空燃比）となるように燃料供給量が設定され、該設
定された量の燃料が燃料供給手段から機関へ供給される
。In this configuration, when the operation determination means determines that the constant speed cruise control is not activated, the air-fuel ratio (for example, the stoichiometric air-fuel ratio) set by the first fuel supply amount setting means according to the engine operating state ), and the set amount of fuel is supplied from the fuel supply means to the engine.
一方、定速走行制御時と判定された時は、吸入空気流量
予測手段により、定速走行制御装置で算出される所定時
間後のスロットル弁開度の制御値に応じて所定時間後の
吸入空気流量が予測される。On the other hand, when it is determined that the constant speed cruise control is being performed, the intake air flow rate prediction means calculates the intake air after a predetermined time according to the control value of the throttle valve opening after a predetermined time calculated by the constant speed cruise control device. Flow rate is predicted.
この予測された吸入空気流量に対して、第２燃料供給量
設定手段により設定された空燃比となるように燃料供給
量が設定され、該設定量の燃料が燃料供給手段から供給
される。With respect to this predicted intake air flow rate, the fuel supply amount is set so that the air-fuel ratio is set by the second fuel supply amount setting means, and the set amount of fuel is supplied from the fuel supply means.
これにより、吸入空気流量が過渡的に変化しても安定し
たリーン空燃比制御が行われる。As a result, stable lean air-fuel ratio control is performed even if the intake air flow rate changes transiently.
〈実施例〉 以下、本発明の実施例を図に基づいて説明する。<Example> Embodiments of the present invention will be described below with reference to the drawings.
一実施例の構成を示す第２図において、クランク角セン
サ１．エアフローメータ２．Ａ／Ｆセンサ３．イグニッ
ションスイッチ４．ニュートラルスイッチ５．車速セン
サ６、スロットルセンサ７゜インジェクタ（燃料供給手
段）９．イグニッションコイル１０．セットスイッチ１
１．ブレーキスイッチ１２．スロットルアクチュエータ
１４．スロットルワイヤ１５．スロットル弁１６．アク
セルペダル１７゜トランスミッション１８については従
来同様に設けられる。In FIG. 2 showing the configuration of one embodiment, crank angle sensor 1. Air flow meter 2. A/F sensor 3. Ignition switch 4. Neutral switch5. Vehicle speed sensor 6, throttle sensor 7° injector (fuel supply means) 9. Ignition coil 10. set switch 1
1. Brake switch 12. Throttle actuator 14. Throttle wire 15. Throttle valve 16. The accelerator pedal 17° and the transmission 18 are provided in the same manner as before.
また、マイクロコンピュータを内蔵したコントローラ１
９には、前記各種センサ、スイッチ類からの信号が入力
され、これら信号に基づいてインジェクタ９に燃料噴射
信号を出力して燃料噴射制御を行い、イグニッションコ
イル１０に点火信号を出力して点火制御を行うと共に、
トランスミッション１８のシフト位置を切換制御しつつ
、スロットルアクチュエータ１４を介してスロットル弁
１６の開度を制御することにより定速走行制御を行うよ
うにしている。In addition, controller 1 with a built-in microcomputer
Signals from the various sensors and switches are input to 9, and based on these signals, a fuel injection signal is output to the injector 9 to perform fuel injection control, and an ignition signal is output to the ignition coil 10 to perform ignition control. In addition to doing
Constant speed driving control is performed by controlling the opening degree of the throttle valve 16 via the throttle actuator 14 while controlling the shift position of the transmission 18.
即ち、セントスイッチ１１．スロットルアクチュエータ
１４とコントローラー３（後述する第３図のステップ１
３〜２０の機能）とで定速走行制御装置が構成される。That is, the cent switch 11. Throttle actuator 14 and controller 3 (Step 1 in Fig. 3 described later)
Functions 3 to 20) constitute a constant speed cruise control device.
但し、第５図に示した従来例同様、定速走行制御を行う
コントローラを別個に設けてもよい。However, like the conventional example shown in FIG. 5, a controller for controlling constant speed running may be provided separately.
次に、前記コントローラー９による本発明に係る制御動
作を第３図に示したフローチャートに従って説明する。Next, the control operation according to the present invention by the controller 9 will be explained according to the flowchart shown in FIG.
ステップ（図ではＳと記す）１では、各種センサ、スイ
ッチ類からの信号を入力する。In step (denoted as S in the figure) 1, signals from various sensors and switches are input.
ステップ２では定速走行制御を行う場合と行なわない通
常走行の場合とを判別するためのＭＡＩＮＦＬＡＧが１
（定速走行制御）であるか否（通常走行）かを判定し
、Ｎｏである通常走行時はステップ３へ進む。In step 2, MAINFLAG is set to 1 for determining whether constant speed driving control is performed or normal driving without constant speed driving control.
(Constant speed running control) or not (normal running) is determined, and if No, normal running, the process proceeds to step 3.
ステップ３では基本燃料量’ｒｐを次式により求める。In step 3, the basic fuel amount 'rp is determined using the following equation.
ＱＡ
’ｒｐ＝Ｋ・□ ・・・（１）
但し、（１）式でＫは空燃比を理論空燃比に保っための
比例定数で、ＱＡはエアフローメータ２によって検出さ
れる現在の吸入空気流量、Ｎはクランク角センサｌから
の信号によって求められる機関回転数である。QA 'rp=K・□ ...(1) However, in equation (1), K is a proportionality constant for keeping the air-fuel ratio at the stoichiometric air-fuel ratio, and QA is the current intake air flow rate detected by air flow meter 2. , N is the engine speed determined by the signal from the crank angle sensor l.
つぎにステップ４へ進み、各種補正をＴｐに施して要求
燃料量Ｔｉを次式により算出する。Next, the process proceeds to step 4, where various corrections are applied to Tp and the required fuel amount Ti is calculated using the following equation.
Ｔｉ＝ＴｐＸｃＯＥＦＸα −・・（２１ここでＣ０Ｅ
Ｆは、Ａ／Ｆセンサ３を除く２、各種センサ、スイッチ
類からの信号に基づいて運転条件の変化に対応して理論
空燃比を保つべく設定される各種補正係数であり、αは
経時変化による空燃比変化に対処するためＡ／Ｆセンサ
３からの実際の空燃比信号に基づいて、比例積分制御等
により設定されるフィードバック補正係数である。Ti=TpXcOEFXα −...(21 where C0E
F is various correction coefficients that are set to maintain the stoichiometric air-fuel ratio in response to changes in operating conditions based on signals from 2, various sensors, and switches other than A/F sensor 3, and α is the change over time. This is a feedback correction coefficient that is set by proportional-integral control or the like based on the actual air-fuel ratio signal from the A/F sensor 3 in order to cope with air-fuel ratio changes due to
即ち、前記Ｔｉは、通常走行時に空燃比を理論空燃比に
保つ値に設定される。That is, the Ti is set to a value that maintains the air-fuel ratio at the stoichiometric air-fuel ratio during normal driving.
一方、ステップ２の判定がＹＥＳである定速走行制御時
はステップ５〜７へ進む。On the other hand, when the determination in step 2 is YES during constant speed driving control, the process proceeds to steps 5 to 7.
ここで、本発明の目的とする燃費改善のため、高トルク
を要しない定速走行制御時には空燃比を理論空燃比より
リーンに保ついわゆる希薄燃焼を行う。その場合、イン
ジェクタ９の応答時間、噴射された燃料が燃焼室へ供給
されるまでの移動時間及び演算時間等による遅れ時間τ
が存在するため、現状の吸入空気流量Ｑに基づいて燃料
量を設定したのでは吸入空気流量Ｑの増加に対して燃料
供給量の増加に遅れを生じ、空燃比が過度にり−ン化さ
れて失火に至る恐れがある。これを防止するためには、
第４図に示すように現在より時間τ先の吸入空気流量を
予測し、この予測された吸入空気流量に対して燃料量を
設定する必要がある。Here, in order to improve fuel efficiency, which is an objective of the present invention, so-called lean combustion is performed to keep the air-fuel ratio leaner than the stoichiometric air-fuel ratio during constant-speed driving control that does not require high torque. In that case, the delay time τ due to the response time of the injector 9, the travel time until the injected fuel is supplied to the combustion chamber, the calculation time, etc.
Therefore, if the fuel amount is set based on the current intake air flow rate Q, there will be a delay in increasing the fuel supply amount in response to an increase in the intake air flow rate Q, and the air-fuel ratio will become excessively lean. There is a risk of misfire. To prevent this,
As shown in FIG. 4, it is necessary to predict the intake air flow rate a time τ ahead of the current time and set the fuel amount with respect to this predicted intake air flow rate.
そこでステップ５では、後述するようにして設定される
へＴ時間先でのスロットル弁開度の目標値θＳに応じて
τ時間先の吸入空気流量ＱＡ′ を予測する。Therefore, in step 5, the intake air flow rate QA' for the time τ ahead is predicted in accordance with the target value θS of the throttle valve opening for the time T ahead, which is set as described later.
次に、ステップ６では、前記予測された吸入空気流量Ｑ
Ａ′ に基づいて基本燃料量Ｔｐ′を次式により求める
。Next, in step 6, the predicted intake air flow rate Q
Based on A', the basic fuel amount Tp' is determined by the following equation.
但し、前記に゛は、空燃比をリーン空燃比（例えばＡ／
Ｆ＝２０）に保つための比例定数である。However, in the above, the air-fuel ratio is set to a lean air-fuel ratio (for example, A/
This is a proportionality constant to maintain F=20).
ステップ７では、ステップ４の場合と同様各種補正を施
して要求燃料量Ｔｔ’を次式により求める。In step 7, similar to step 4, various corrections are made and the required fuel amount Tt' is determined by the following equation.
Ｔｉ’ ＝Ｔｐ’ ｘｃＯＥＦｘαステップ８〜１
１では、定速走行制御を行うか否かを判定する。Ti' = Tp' xcOEFxα Step 8-1
In step 1, it is determined whether constant speed driving control is to be performed.
まずステップ８ではセットスイッチ１１がオン操作され
たか否かを判定し、オン操作された時はステップ９へ進
みＭＡＩＮＦＬＡＧを３１″すると共に、車速センサ６
によって検出された現在の車速を目標速度Ｖｓとしてセ
ットした後ステップ１０へ進む。First, in step 8, it is determined whether or not the set switch 11 has been turned on, and when it has been turned on, the process advances to step 9, where MAINFLAG is set to 31'', and the vehicle speed sensor 6
After setting the current vehicle speed detected by as the target speed Vs, the process proceeds to step 10.
ステップ１０では、ブレーキスイッチ１２またはニュー
トラルスイッチ５がオンされたか否かを判定し、オンの
場合はステップ１１へ進み、ＭＡＩＮＦＬＡＧを”０”
とした後ステップ１２へ進む。In step 10, it is determined whether the brake switch 12 or the neutral switch 5 is turned on. If it is turned on, the process proceeds to step 11, and MAINFLAG is set to "0".
After that, proceed to step 12.
ステップ１２ではＭＡＩＮＦＬＡＧが０″か否かを判定
し、”０”の場合はステップ１へ戻り、定速走行制御を
行うことなくステップ２〜４へ進んで前記した通常走行
時の要求燃料噴射量Ｔｉが算出され、所定のタイミング
で前記Ｔｉに相当する噴射パルス信号をインジェクタ９
に出力して燃料噴射制御を行い、これにより理論空燃比
に保つ制御が行われる。In step 12, it is determined whether MAINFLAG is 0'', and if it is 0, the process returns to step 1, and the process proceeds to steps 2 to 4 without performing constant speed driving control, where the required fuel injection amount during normal driving is described above. Ti is calculated, and an injection pulse signal corresponding to the Ti is sent to the injector 9 at a predetermined timing.
is output to perform fuel injection control, thereby controlling to maintain the stoichiometric air-fuel ratio.
また、ステップ１２の判定が１”の場合は、ステップ１
３〜２０へ進んで後述する定速走行制御を行う。In addition, if the determination in step 12 is 1'', step 1
The program proceeds to steps 3 to 20 to perform constant speed driving control, which will be described later.
まず、ステップ１３では所定の周期が経過したか否かを
判定し、所定の周期毎にステップ１４〜１６にへ進む。First, in step 13, it is determined whether or not a predetermined period has elapsed, and the process proceeds to steps 14 to 16 every predetermined period.
ステップ１４ではステップ９でセットされた目標速度Ｖ
ｓと現在の車速■との差ε＋（＝Ｖｓ−ｖ）を積分誤差
として求める。In step 14, the target speed V set in step 9 is
The difference ε+(=Vs−v) between s and the current vehicle speed ■ is determined as an integral error.
ステップ１５では、予め記憶しておいた１制御周期前の
車速■°をメモリから読み出し、ステップ１６へ進んで
、前記Ｖ゛と現在の車速Ｖとの差ε２（＝Ｖ’ −Ｖ）
を比例分銀差として求める。In step 15, the pre-stored vehicle speed ■° one control period before is read out from the memory, and the process proceeds to step 16, where the difference ε2 (=V' - V) between the aforementioned V゛ and the current vehicle speed V is calculated.
is calculated as the proportional silver difference.
次いでステップ１７では、前記ε１とεＰとからε＝に
、 ・ε１＋に、・ε、により制御ＩＩ誤差ε （１
制御当りのスロットルの変化分）を求める。ここで、Ｋ
１は積分定数、ＫＦは比例定数である。Next, in step 17, the control II error ε (1
Find the amount of throttle change per control. Here, K
1 is an integral constant, and KF is a proportional constant.
ステップ１８では前記制御誤差εに応じてΔＴ時間先の
スロットル弁開度の目標値θＳ１例えばθＳ千〇Ｓ十ε
を算出すると共にメモリに記憶する。In step 18, a target value θS1 of the throttle valve opening after ΔT time is determined according to the control error ε, for example, θS100S1εε.
is calculated and stored in memory.
尚、ΔＴは制御周期の複数倍の値に設定してあり、従っ
て常時複数個の目標値が記憶されている。Note that ΔT is set to a value that is multiple times the control period, and therefore, a plurality of target values are always stored.
ステップ１９では６１時間前に算出した現在におけるス
ロットル弁開度の目標値に対応するスロットル弁開度制
御信号をスロットルアクチュエータ１４に出力して、ス
ロットル弁１６の開度を前記目標値と一致するように制
御する。In step 19, a throttle valve opening control signal corresponding to the current throttle valve opening target value calculated 61 hours ago is output to the throttle actuator 14 so that the opening of the throttle valve 16 matches the target value. to control.
ステップ２０では機関回転数Ｎと車速Ｖとの関係により
、トランスミッション１８のシフト位置を設定し、該設
定されたシフト位置制御信号をトランスミッション１８
に出力して当該シフト位置に制御した後ステップ１に戻
る。かかる定速走行制御動作を繰り返すことにより走行
負荷の変動やトランスミッション１８のシフト位置の切
換時に車速か変動しようとするが、車速の変化に応じて
スロットル弁開度を制御することにより車速を目標値Ｖ
ｓに保つように制御する。In step 20, the shift position of the transmission 18 is set according to the relationship between the engine speed N and the vehicle speed V, and the set shift position control signal is transmitted to the transmission 18.
After controlling to the corresponding shift position, the process returns to step 1. By repeating this constant speed driving control operation, the vehicle speed tends to fluctuate when the driving load changes or the shift position of the transmission 18 changes, but by controlling the throttle valve opening according to changes in vehicle speed, the vehicle speed can be adjusted to the target value. V
control to maintain it at s.
一方、かかる定速走行制御を行っている時には、ＭＡＩ
ＮＦＬＡＧが１″にセントされているため、ステップ２
からステップ５〜７へ進み、前記したように、ステップ
５ではステップ１８において算出されるΔＴ時間先まで
のスロットル弁開度の目標値に応じてτ時間後の吸入空
気流量ＱＡ′ を予測し、この予測（ｉＱＡ’ に基づ
いて設定された要求燃料量Ｔｉ”によりリーン空燃比制
御が行われる。したがって、吸入空気流量が変化した場
合でも、空燃比の変化を抑制して安定させることができ
、特に吸入空気流量の増加時に空燃比が過度にリーン化
することを防止して失火を防止できると共に、吸入空気
流量減少時には空燃比のリンチ化を抑制して可及的に燃
費を改善することができる。On the other hand, when performing such constant speed driving control, MAI
Since NFLAG is cented to 1″, step 2
Then, the process proceeds to steps 5 to 7, and as described above, in step 5, the intake air flow rate QA' after τ time is predicted according to the target value of the throttle valve opening up to ΔT time calculated in step 18, Lean air-fuel ratio control is performed based on the required fuel amount Ti'' set based on this prediction (iQA'). Therefore, even if the intake air flow rate changes, changes in the air-fuel ratio can be suppressed and stabilized. In particular, it is possible to prevent misfires by preventing the air-fuel ratio from becoming excessively lean when the intake air flow rate increases, and to improve fuel efficiency as much as possible by suppressing the air-fuel ratio from becoming lean when the intake air flow rate decreases. can.
尚、本実施例において、ステップ９，１１においてＭＡ
ＩＮＦＬＡＧを”１”又は”０”とし、ステップ２にお
いて判定する機能が作動判定手段を構成し、ステップ５
の機能が吸入空気流量予測手段を構成し、ステップ３．
４の機能が第１燃料供給量設定手段を構成し、ステップ
６．７の機能が第２燃料供給手段を構成する。In this embodiment, in steps 9 and 11, the MA
The function that sets INFLAG to "1" or "0" and makes a determination in step 2 constitutes an operation determination means, and in step 5
The function of step 3 constitutes an intake air flow rate prediction means.
The function of step 4 constitutes the first fuel supply amount setting means, and the function of step 6.7 constitutes the second fuel supply means.
また、車速センサ６は車速検出手段を構成するが、機関
回転数Ｎとトランスミッション１８のシフト位置によっ
て車速を算出する構成としてもよい。Furthermore, although the vehicle speed sensor 6 constitutes vehicle speed detection means, it may be configured to calculate the vehicle speed based on the engine rotational speed N and the shift position of the transmission 18.
さらに、本実施例では定速走行制御中のり−ン空燃比を
一定値としたが、定速走行制御中の負荷に応じてリーン
空燃比を可変に設定することも容易に行なえ、より高精
度な制御を行える。Furthermore, in this embodiment, the lean air-fuel ratio was set to a constant value during constant-speed driving control, but it is also possible to easily set the lean air-fuel ratio variably according to the load during constant-speed driving control, resulting in higher accuracy. control.
〈発明の効果〉
以上説明したように、本発明によれば定速走行制御時に
吸入空気流量の変化を予測して燃料供給量を設定するこ
とにより、リーン空燃比制御を空燃比を狭い範囲内に安
定させつつ高精度に行えるため、空燃比の過度のリーン
化による失火を防止しつつ可及的に燃費を改善できるも
のである。<Effects of the Invention> As explained above, according to the present invention, by predicting the change in the intake air flow rate and setting the fuel supply amount during constant speed driving control, lean air-fuel ratio control is performed to maintain the air-fuel ratio within a narrow range. Since this can be done with high accuracy while stabilizing the air-fuel ratio, it is possible to improve fuel efficiency as much as possible while preventing misfires due to excessively lean air-fuel ratio.
第１図は本発明の構成２機能を示すブロック図、第２図
は本発明の一実施例の構成図、第３図は同上実施例によ
る制御を示すフローチャート、第４図は吸入空気流量の
予測値を説明するための線図、第５図は従来例の構成図
、第６図は空燃比に対する機関の発生トルクと燃料消費
率を示す線図である。
３・・・Ａ／Ｆセンサ ６・・・車速センサ ９・
・・インジェクタ １１・・・セットスイッチ １
４・・・スロットルアクチュエータ １６・・・スロ
ットル弁１９・・・コントローラ
特許出願人 日産自動車株式会社
代理人 弁理士 笹 島 冨二雄
■ −
塚
（Ｌｌ／Ｊ） ＬＬ本孤膝髄潜Fig. 1 is a block diagram showing the configuration 2 functions of the present invention, Fig. 2 is a block diagram of an embodiment of the present invention, Fig. 3 is a flowchart showing control according to the above embodiment, and Fig. 4 is a flowchart of the intake air flow rate. FIG. 5 is a diagram for explaining predicted values, FIG. 5 is a configuration diagram of a conventional example, and FIG. 6 is a diagram showing engine generated torque and fuel consumption rate with respect to air-fuel ratio. 3... A/F sensor 6... Vehicle speed sensor 9.
...Injector 11...Set switch 1
4...Throttle actuator 16...Throttle valve 19...Controller Patent applicant Nissan Motor Co., Ltd. Agent Patent attorney Fujio Sasashima ■ - Tsuka (Ll/J) LL Honko Knees
Claims (1)
ロットルアクチュエータを駆動して制御することにより
、車速検出手段によって検出された車速を目標値に近づ
けるように制御する定速走行制御装置を備えた車両にあ
って、機関に運転状態に応じた量の燃料を供給する内燃
機関の燃料供給制御装置において、前記定速走行制御装
置が作動中か否かを判定する作動判定手段と、前記定速
走行制御装置によって算出される所定時間後のスロット
ル弁開度の制御値に基づいて所定時間後の吸入空気流量
を予測する吸入空気流量予測手段と、前記定速走行制御
装置の非作動時に運転状態に応じて設定された空燃比を
得るように機関への燃料供給量を設定する第１燃料供給
量設定手段と、定速走行制御装置の作動時に前記吸入空
気流量予測手段によって予測された吸入空気流量に基づ
いて設定された空燃比を得るように燃料供給量を設定す
る第２燃料供給量設定手段と、第１又は第２燃料供給量
設定手段により設定された量の燃料を機関へ供給する燃
料供給手段とを備えて構成したことを特徴とする定速走
行制御装置付車両における内燃機関の燃料供給制御装置
。The vehicle is equipped with a constant speed cruise control device that controls the vehicle speed detected by the vehicle speed detection means to approach a target value by driving a throttle actuator to control the opening of a throttle valve installed in the intake passage of the engine. In a fuel supply control device for an internal combustion engine that supplies an amount of fuel to the engine according to an operating state, the vehicle includes an operation determining means for determining whether or not the constant speed cruise control device is in operation; an intake air flow rate prediction means for predicting an intake air flow rate after a predetermined time based on a control value of the throttle valve opening after a predetermined time calculated by the speed cruise control device; a first fuel supply amount setting means for setting the fuel supply amount to the engine so as to obtain an air-fuel ratio set according to the state; and a first fuel supply amount setting means for setting the fuel supply amount to the engine so as to obtain an air-fuel ratio set according to the state; a second fuel supply amount setting means for setting the fuel supply amount so as to obtain an air-fuel ratio set based on the air flow rate; and supplying the amount of fuel set by the first or second fuel supply amount setting means to the engine. What is claimed is: 1. A fuel supply control device for an internal combustion engine in a vehicle equipped with a constant speed cruise control device, characterized in that the fuel supply control device includes a fuel supply means for controlling a constant speed cruise control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61163599A JPH07108621B2 (en) | 1986-07-14 | 1986-07-14 | Fuel supply control device for internal combustion engine in vehicle with constant speed traveling control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61163599A JPH07108621B2 (en) | 1986-07-14 | 1986-07-14 | Fuel supply control device for internal combustion engine in vehicle with constant speed traveling control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6320239A true JPS6320239A (en) | 1988-01-27 |
| JPH07108621B2 JPH07108621B2 (en) | 1995-11-22 |
Family
ID=15776984
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61163599A Expired - Lifetime JPH07108621B2 (en) | 1986-07-14 | 1986-07-14 | Fuel supply control device for internal combustion engine in vehicle with constant speed traveling control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07108621B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03156138A (en) * | 1989-11-13 | 1991-07-04 | Mitsubishi Motors Corp | Air-fuel ratio control method of engine |
| US20110202259A1 (en) * | 2010-02-12 | 2011-08-18 | Honda Motor Co., Ltd. | Air/fuel ratio control apparatus for general-purpose engine |
-
1986
- 1986-07-14 JP JP61163599A patent/JPH07108621B2/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03156138A (en) * | 1989-11-13 | 1991-07-04 | Mitsubishi Motors Corp | Air-fuel ratio control method of engine |
| US20110202259A1 (en) * | 2010-02-12 | 2011-08-18 | Honda Motor Co., Ltd. | Air/fuel ratio control apparatus for general-purpose engine |
| US10280860B2 (en) * | 2010-02-12 | 2019-05-07 | Honda Motor Co., Ltd. | Air/fuel ratio control apparatus for general-purpose engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07108621B2 (en) | 1995-11-22 |
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