JPH03185238A - Fuel controller of engine - Google Patents

Fuel controller of engine

Info

Publication number
JPH03185238A
JPH03185238A JP1321332A JP32133289A JPH03185238A JP H03185238 A JPH03185238 A JP H03185238A JP 1321332 A JP1321332 A JP 1321332A JP 32133289 A JP32133289 A JP 32133289A JP H03185238 A JPH03185238 A JP H03185238A
Authority
JP
Japan
Prior art keywords
fuel
engine
air
humidity
amount
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP1321332A
Other languages
Japanese (ja)
Inventor
Yasuo Shigenaka
康夫 重中
Naoya Matsuo
直也 松尾
Masaru Shimada
勝 嶋田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP1321332A priority Critical patent/JPH03185238A/en
Publication of JPH03185238A publication Critical patent/JPH03185238A/en
Pending legal-status Critical Current

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  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

PURPOSE:To eliminate any increase in excessive fuel by making control for decreasing fuel quantity of increase compensation as the humidity of intake air is high, when basic injection quantity of the fuel is increasingly compensated under a high load operation state of an engine. CONSTITUTION:An injector 7 is controlled by a controller 6 based on respective detected signals from various sensors 1-4 which detectes an operation condition of an engine so as to inject and supply a proper quantity of fuel to a combustion chamber. Then, the controller 6, seeks for basic injection quantity of fuel which is suitable for the operation condition of the engine where an air-fuel ratio of mixed air is set at a target value, and the fuel injection quantity is increased or decreased so that a detected value of the air-fuel ratio can approach the target value, and also proper compensation quantity is added to the basic injection quantity during a specified high load operation condition. With respect to the above constitution, in the controller 6, the fuel quantity of the above compensation is controlled to be smaller as the humidity of the intake air detected by a humidity sensor 5 is higher.

Description

【発明の詳細な説明】 (産業上の利用分野) この発明は電子制御式エンジンに関し、特にインジェク
タによりエンジン内に噴射供給する燃料量をエンジン状
態に応じて調整するエンジンの燃料制御装置に関する。
DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electronically controlled engine, and more particularly to an engine fuel control device that adjusts the amount of fuel injected into the engine by an injector according to the engine condition.

(従来の技術) 例えば特開昭53−8427号公報などに開示されてい
るように、電子制御式エンジンにおいては従来から次の
ような燃料制御技術が採用されている。
(Prior Art) As disclosed in, for example, Japanese Unexamined Patent Publication No. 53-8427, the following fuel control technology has been conventionally employed in electronically controlled engines.

よく知られているように、吸入空気量センサ、回転数セ
ンサ、冷却水温センサ、空燃比センサ、スロットルポジ
ションセンサなどの各種のセンサ類や状態スイッチ類が
エンジンに付設され、マイクロコンピュータを用いたコ
ントローラがこれらセンサ類からエンジンの状態情報を
取り込み、インジェクタからエンジン内に噴射供給する
燃料量を適切に制御する。
As is well known, an engine is equipped with various sensors and status switches such as an intake air amount sensor, rotational speed sensor, cooling water temperature sensor, air-fuel ratio sensor, and throttle position sensor, and a controller using a microcomputer. receives engine status information from these sensors and appropriately controls the amount of fuel injected into the engine from the injector.

基本的な制御としては、吸入混合気の空燃比が目標値と
なるようなエンジン状態に見合った基本噴射量(吸入空
気量とエンジン回転数とから決まる)を求める。そして
エンジン回転数と負荷のパラメータが所定のゾーン内に
ある場合、前記の基本噴射量に従って噴射制御を実行す
るとともに、空燃比センサの検出値が前記空燃比目標値
に近づくように噴射量をフィードバック制御する(これ
を空燃比フィードバック制御手段と称する)。
The basic control is to find a basic injection amount (determined from the intake air amount and engine speed) that matches the engine condition so that the air-fuel ratio of the intake air-fuel mixture reaches the target value. When the engine speed and load parameters are within a predetermined zone, injection control is executed according to the basic injection amount, and the injection amount is fed back so that the detected value of the air-fuel ratio sensor approaches the air-fuel ratio target value. (This is referred to as air-fuel ratio feedback control means).

また、エンジン回転数と負荷のパラメータが所定の高負
荷ゾーンに入っている場合に、前記基本噴射量に適宜な
補正骨を加えた量の燃料を噴射するようになっている(
これを高負荷補正手段と称する)。なお、空燃比フィー
ドバック制御手段が動作しているフィードバックゾーン
から前記高負荷ゾーンに変化したとき一定の遅延時間を
おいて前記高負荷補正手段による燃料の増量制御が実行
される。
Furthermore, when the engine speed and load parameters are within a predetermined high load zone, fuel is injected in an amount equal to the basic injection amount plus an appropriate correction amount (
This is called the high load correction means). Note that when the feedback zone in which the air-fuel ratio feedback control means is operating changes to the high load zone, the fuel increase control by the high load correction means is executed after a certain delay time.

前述の高負荷補正手段が機能すると、前記基本噴射量よ
り多くの燃料が供給され、空燃比が前記目標値より少し
濃くなる。この増量された燃料はエンジン内の燃焼温度
を抑制するように作用し、高負荷時のオーバヒートを未
然に防止する。ただし燃料消費率は悪化する。
When the high load correction means described above functions, more fuel than the basic injection amount is supplied, and the air-fuel ratio becomes slightly richer than the target value. This increased amount of fuel acts to suppress the combustion temperature within the engine, thereby preventing overheating during high loads. However, the fuel consumption rate will worsen.

(発明が解決しようとする課題) 本発明者らはエンジンに吸入される空気の湿度によって
エンジン内の燃焼状態がどのように変化するのかを詳し
く観察した結果、吸入空気の湿度が高いほど燃焼温度が
低くなることが分かった(もちろん他の条件は同じとす
る)。このことは、吸入空気の湿度が高いほど高負荷時
のオーバヒートが起きにくいことを意味している。
(Problem to be Solved by the Invention) The present inventors have closely observed how the combustion state inside the engine changes depending on the humidity of the air taken into the engine. As a result, the higher the humidity of the intake air, the lower the combustion temperature. (assuming other conditions remain the same, of course). This means that the higher the humidity of the intake air, the less likely overheating will occur during high loads.

従来の装置では吸入空気の湿度は燃料噴射量を決めるパ
ラメータには全くなっておらず、前記高負荷補正手段に
よる増量分はエンジン負荷の大きさと冷却水温などをパ
ラメータとして決められており、吸入空気の湿度にはか
かわりがない。そのため、吸入空気の湿度が高くてオー
バヒートが起きにくい状態であるにもかかわらず、高負
荷補正手段によって空気乾燥時と同じ量の燃料が増量さ
れるため、燃料消費率の悪化という欠点が目立つことに
なる。
In conventional devices, the humidity of the intake air is not a parameter that determines the fuel injection amount; the amount increased by the high load correction means is determined using parameters such as the size of the engine load and the cooling water temperature. It has nothing to do with the humidity. Therefore, even though the humidity of the intake air is high and overheating is unlikely to occur, the high load correction means increases the amount of fuel by the same amount as when the air is dry, so the disadvantage of worsening fuel consumption rate is noticeable. become.

この発明は前述した従来の問題点に鑑みなされたもので
、その目的は、前記高負荷補正手段による燃料の増量が
過剰(無駄)にならないようにしたエンジンの燃料制御
装置を提供することにある。
This invention has been made in view of the above-mentioned conventional problems, and its purpose is to provide a fuel control device for an engine that prevents the increase in fuel amount by the high load correction means from becoming excessive (wasteful). .

(課題を解決するための手段〉 そこでこの発明では、前記高負荷補正手段において吸入
空気の温度を制御のパラメータの一つとし、湿度が高い
ほど高負荷補正による燃料の増量分を少なくするように
した。
(Means for Solving the Problems) Therefore, in the present invention, the temperature of the intake air is one of the control parameters in the high load correction means, and the higher the humidity, the smaller the amount of fuel increase due to the high load correction. did.

(作 用) 1及人空気の湿度が高いほど高負荷補正手段による燃料
の増量分が少なくなるが、燃焼温度を低く押さえるため
の作用は吸入空気中の多量の水分が補うことになる。
(Function) 1. The higher the humidity of human air, the smaller the amount of fuel increased by the high load correction means, but the effect of keeping the combustion temperature low is compensated for by the large amount of moisture in the intake air.

(実施例) 第3図は本発明の一実施例による燃料制御装置の概略構
成を示している。吸入空気量センサ1、回転数センサ2
、水温センサ3、空燃比センサ4、湿度センサ5など、
エンジンの動作に関連した各種の状態情報を採取するた
めのセンサ類やスイッチ類がエンジンに付設されている
。マイクロコンピュータからなるコントローラ6はこれ
らのエンジン状態情報を取り込み、インジェクタ7によ
りエンジン内に噴射供給する燃料量をエンジン状態に応
じて調整する。なお湿度センサ5はエンジンに吸入され
る空気中の湿度を検出するためのものであり、本発明の
装置の特徴的な構成要素である。
(Embodiment) FIG. 3 shows a schematic configuration of a fuel control device according to an embodiment of the present invention. Intake air amount sensor 1, rotation speed sensor 2
, water temperature sensor 3, air-fuel ratio sensor 4, humidity sensor 5, etc.
Sensors and switches are attached to the engine to collect various status information related to engine operation. A controller 6 consisting of a microcomputer takes in this engine state information and adjusts the amount of fuel injected into the engine by the injector 7 according to the engine state. Note that the humidity sensor 5 is for detecting the humidity in the air taken into the engine, and is a characteristic component of the device of the present invention.

第1図はコントローラ6によって実行される燃料制御処
理の要点を示している。
FIG. 1 shows the main points of the fuel control process executed by the controller 6.

最初のステップ101では前述したセンサ類やスイッチ
類からエンジンの各種状態情報を取り込む。次のステッ
プ102ではエンジン回転数と吸入空気量とを主なパラ
メータとして、吸入混合気の空燃比が目標値となるよう
な基本噴射量Aをテーブルルックアップ法などによって
求める。次のステップ103ではエンジン状態が所定の
高負荷ゾーンになっているか前記フィードバックゾーン
になっているかを判定する。フィードバックゾーンであ
る場合は次のステップ104に進み、基本噴射mAに従
って噴射制御を実行するとともに空燃比センサ4の検出
値が前記空燃比目標値に近づくように噴射量を加酸する
空燃比フィードバック制御を実行し、最初のステップ1
01に戻る。
In the first step 101, various engine status information is taken in from the aforementioned sensors and switches. In the next step 102, a basic injection amount A that will cause the air-fuel ratio of the intake air-fuel mixture to reach a target value is determined by a table lookup method or the like using the engine speed and intake air amount as main parameters. In the next step 103, it is determined whether the engine condition is in a predetermined high load zone or in the feedback zone. If it is in the feedback zone, the process proceeds to the next step 104, where the air-fuel ratio feedback control executes injection control according to the basic injection mA and adds the injection amount so that the detected value of the air-fuel ratio sensor 4 approaches the air-fuel ratio target value. Run the first step 1
Return to 01.

エンジン状態が前記フィードバックゾーンから高負荷ゾ
ーンに変化した場合、ステップ103でYES、ステッ
プ111でNOと判定されてステップ112に進む。ス
テップ112では、コントローラ6のメモリ上に設定さ
れている第2図(A)に示す特性のマツプを引き、吸入
空気の湿度に対応した遅延時間Tdを引き、その時間T
dをタイマにプリセットして当該タイマを起動する。第
2図(A)に示すように吸入空気の湿度が大きいほど遅
延時間Tdが大きくなる特性になっている。
When the engine state changes from the feedback zone to the high load zone, the determination in step 103 is YES, the determination in step 111 is NO, and the process proceeds to step 112. In step 112, a map of the characteristics shown in FIG. 2(A) set on the memory of the controller 6 is drawn, a delay time Td corresponding to the humidity of the intake air is drawn, and the time T
Preset d into a timer and start the timer. As shown in FIG. 2(A), the delay time Td increases as the humidity of the intake air increases.

次のステップ113で前記遅延時間Tdのタイマがタイ
ムアツプしたかどうかを判定し、タイムアツプするまで
はステップ104の空燃比フィードバック制御を実行す
る。フィードパ・ツクゾーンから高負荷ゾーンに状態が
変化してから時間Tdを経過して前記タイマがタイムア
ツプしたならばステップ114に進み、高負荷補正制御
を実行する。
In the next step 113, it is determined whether or not the timer for the delay time Td has timed up, and the air-fuel ratio feedback control in step 104 is executed until the timer has timed up. If the timer times up after the time Td has elapsed since the state changed from the feed pack zone to the high load zone, the process proceeds to step 114 and high load correction control is executed.

ステップ114においては、第2図(B)に示す特性の
マツプを引き、エンジン回転数と吸入空気量とに応じた
高負荷増量係数aを求める。また同時に第2図(C)に
示す特性のマツプを引き、エンジン冷却水温に対応した
水温補正係数すを引き出す(係数すは50℃の前後で1
に最も近く、低温側および高温側にて大きくなる)。ま
た同特に第2図(D)に示す特性のマツプを引き、吸入
空気の湿度に対応した湿度補正係数Cを求める。
In step 114, a map of the characteristics shown in FIG. 2(B) is drawn to determine a high load increase coefficient a corresponding to the engine speed and intake air amount. At the same time, draw a map of the characteristics shown in Figure 2 (C) and derive the water temperature correction coefficient corresponding to the engine cooling water temperature (the coefficient is 1 at around 50°C).
(closest to , and becomes larger on the low and high temperature sides). In particular, a map of the characteristics shown in FIG. 2(D) is drawn to determine the humidity correction coefficient C corresponding to the humidity of the intake air.

(D)図のように、湿度が高いほど湿度補正係数Cが1
より徐々に小さくなる。
(D) As shown in the figure, the higher the humidity, the higher the humidity correction coefficient C becomes 1.
gradually become smaller.

次のステップ115でエンジン冷却水温が30℃以上か
否かを判定し、30℃以上であればステップ121に進
み、基本噴射fIAと高負荷増量係数aと水温補正係数
すと湿度補正係数Cを乗じた値を燃料噴射量として設定
し、それに従ってインジェクタ7から燃料を噴射する。
In the next step 115, it is determined whether the engine cooling water temperature is 30°C or higher, and if it is 30°C or higher, the process proceeds to step 121, where the basic injection fIA, the high load increase coefficient a, the water temperature correction coefficient, and the humidity correction coefficient C are calculated. The multiplied value is set as the fuel injection amount, and fuel is injected from the injector 7 accordingly.

つまり基本噴射量Aに対してA (aXbXc−1)だ
け噴射量が増加する。この噴射量の増加分は吸入空気の
湿度が高いほど小さくなる。これが本発明の特徴的な制
御である。なおステップ115で水温が30℃に達して
いない場合はステップ122に進み、AXaXbの量の
燃料を噴射する。この場合湿度のパラメータは含まれて
いない。
In other words, the injection amount increases by A (aXbXc-1) with respect to the basic injection amount A. The increase in the injection amount becomes smaller as the humidity of the intake air becomes higher. This is the characteristic control of the present invention. Note that if the water temperature has not reached 30°C in step 115, the process proceeds to step 122, and fuel in an amount of AXaXb is injected. In this case, the humidity parameter is not included.

なおステップ112でタイマに設定する遅延時間Tdを
湿度が高いほど大きくしているので、湿度が高いほど高
負荷ゾーンに入ってから実際に高負荷増量の制御が実行
されるまでの時間かが大きくなり、この制御によっても
無駄な増量分をなくすことができる。
Note that the higher the humidity is, the longer the delay time Td set in the timer in step 112 is, so the higher the humidity is, the longer the time from entering the high load zone until the high load increase control is actually executed increases. This control also eliminates wasteful increase.

(発明の効果) 以上詳細に説明したように、この発明では、吸入空気の
湿度が高い場合にはエンジン内の燃焼温度が低くおさえ
られるのに着目し、湿度が高い場合には高負荷補正によ
る燃料の増量分をより少なくしたので、高負荷増量によ
る過剰な増量がなくなり、燃料消費率が向上する。
(Effects of the Invention) As explained in detail above, this invention focuses on the fact that when the humidity of intake air is high, the combustion temperature in the engine can be kept low, and when the humidity is high, high load correction is applied. Since the increase in fuel amount is made smaller, there is no excessive increase in fuel amount due to high load increase, and the fuel consumption rate improves.

【図面の簡単な説明】[Brief explanation of drawings]

第1図は本発明の一実施例によるエンジンの燃料制御装
置による制御手順の概略を示すフローチャート、第2図
は第1図の処理に使用される制御マツプの概念図、第3
図は本発明の一実施例によるエンジン燃料制御装置の概
略構成を示すブロック図である。 5・・・・・・湿度センサ
FIG. 1 is a flowchart showing an outline of a control procedure by an engine fuel control device according to an embodiment of the present invention, FIG. 2 is a conceptual diagram of a control map used in the process shown in FIG. 1, and FIG.
FIG. 1 is a block diagram showing a schematic configuration of an engine fuel control device according to an embodiment of the present invention. 5... Humidity sensor

Claims (1)

【特許請求の範囲】  インジェクタによりエンジン内に噴射供給する燃料量
をエンジン状態に応じて調整する装置であって、吸入混
合気の空燃比が目標値となるようなエンジン状態に見合
った基本噴射量を求める手段と、この基本噴射量に従っ
て噴射制御を実行するとともに空燃比センサの検出値が
前記空燃比目標値に近づくように噴射量を加減する空燃
比フィードバック制御手段と、エンジン状態が所定の高
負荷ゾーンに入っている場合に前記基本噴射量に適宜な
補正分を加えた量の燃料を噴射する高負荷補正手段とを
備えたものにおいて、 前記高負荷補正手段は、吸入空気の湿度を検出する湿度
センサの検出値をパラメータの1つとし、湿度が高いほ
ど前記補正分の燃料量を少なくする制御手段を含んでい
ることを特徴とするエンジンの燃料制御装置。
[Scope of Claims] A device that adjusts the amount of fuel injected into the engine by an injector according to the engine condition, the basic injection amount matching the engine condition so that the air-fuel ratio of the intake air-fuel mixture reaches a target value. means for determining the basic injection amount; air-fuel ratio feedback control means for executing injection control according to the basic injection amount and adjusting the injection amount so that the detected value of the air-fuel ratio sensor approaches the air-fuel ratio target value; and a high load correction means that injects fuel in an amount obtained by adding an appropriate correction amount to the basic injection amount when the fuel is in a load zone, wherein the high load correction means detects humidity of intake air. 1. A fuel control device for an engine, characterized in that the engine fuel control device is characterized in that it uses a detected value of a humidity sensor as one of the parameters, and that the higher the humidity, the smaller the amount of fuel for the correction.
JP1321332A 1989-12-13 1989-12-13 Fuel controller of engine Pending JPH03185238A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1321332A JPH03185238A (en) 1989-12-13 1989-12-13 Fuel controller of engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1321332A JPH03185238A (en) 1989-12-13 1989-12-13 Fuel controller of engine

Publications (1)

Publication Number Publication Date
JPH03185238A true JPH03185238A (en) 1991-08-13

Family

ID=18131411

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1321332A Pending JPH03185238A (en) 1989-12-13 1989-12-13 Fuel controller of engine

Country Status (1)

Country Link
JP (1) JPH03185238A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100412883B1 (en) * 2001-10-11 2003-12-31 현대자동차주식회사 A method for engine controlling in vehicle for driveability at high humidity
JP2018003703A (en) * 2016-07-04 2018-01-11 日立オートモティブシステムズ株式会社 Device for controlling internal combustion engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100412883B1 (en) * 2001-10-11 2003-12-31 현대자동차주식회사 A method for engine controlling in vehicle for driveability at high humidity
JP2018003703A (en) * 2016-07-04 2018-01-11 日立オートモティブシステムズ株式会社 Device for controlling internal combustion engine

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