JPS59103929A - Controller of fuel injection amount - Google Patents

Abstract

PURPOSE:To simplify the constitution of a controller, by selecting only one of the signals, controlling the upper limit or lower limit of a fuel injection amount, to be used in accordance with an accelerator opening. CONSTITUTION:A signal controlling the upper limit of a fuel injection amount is generated in step 106. A signal controlling the lower limit of the fuel injection amount is generated in step 102. Recognizing the accelerator opening in steps 101, 104, any one of the steps, such as lower limit control of the step 102, upper limit control of the step 106 and upper and lower limit control stop of a step 105, is selected. In this way, the constitution of a controller can be simplified.

Description

[Detailed description of the invention] [Industrial application field] This RIll C internal combustion 1m r'A (7) combustion 141'
Jl injection m i+i III M= M, especially fuel injection O
The control function for the upper and lower limits of the A amount is shifted to the right and the fuel injection is ffi It.
It relates to an ill till device.

[Prior Art] In recent years, air conditioning has been performed from the viewpoint of comfort for vehicle occupants, and various controls regarding internal combustion have been performed from the viewpoint of drivability or improvement of fuel efficiency.

When the air conditioner is operated with internal combustion-related driving power, each internal combustion engine receives a load of 4 J, so it is necessary to adjust the amount of fuel used. In addition, in order to improve drivability and fuel efficiency, i! It was necessary to adjust the secondary control 2V11.

In addition to the carburetor system, the single fuel suspension supply system uses a fuel injection device for the purpose of more accurate t1 control. In this fuel injection device, fuel pressurized by an injection pump is injected from an injector. An injection pump of this device equipped with a fuel injection amount adjustment mechanism for controlling the upper and lower limits of the fuel injection portion has already been used. An example is shown in FIG. This injection pump 1 uses a centrifugal force type (vane type) feed pump 2, which sucks up a fixed amount of fuel per rotation. The fuel pressure of the feed pump 2 is controlled by the pressure regulating valve 3, and the fuel is sent from the feed pump discharge side into the injection pump chamber through the hole 4a in the upper part of the feed pump cover 4.

Pump plan seat 5 is cut into dry reed 1 funo 1-6.
It is driven by a cam plate 7 connected by a spring, and is pressed against the cam plates 1 to 7 by a plunger spring 8. These cam plays 1 to 7 have the same number of face cams 7a as the internal combustion Isoseki cylinder, and when rotated by the drive shaft]-〇, they reciprocate on the fixed roller 9 with a specified cam lift (-) do. Therefore, it is connected to cam plays 1 to 7 and 1c plunge 17
5 rotates and reciprocates to suck in fuel and then distribute and force feed it. Pressure feeding of fuel begins when the plunger 1a 5 begins to rise, passes through the distribution passage 1o and the delivery valve 11, and is injected at high pressure from an injection nozzle (not shown).
Further, plunger 5 rises and plunger spillover 1~
5a is opened from the right end surface of the spill ring 12 into the injection pump chamber. The hydraulic timer 13 (90° expansion view) built into the Ill water injection pump section is activated by the fuel pressure in the pump chamber, and the timer B advances the roller boulder 14 to control the injection timing.

The fuel cutter 1 to the solenoid 15 are connected to an ignition switch circuit (not shown), and when the ignition switch is turned to A-off, the current is cut off, the solenoid is closed, the fuel is cut off, and the engine is stopped.

A centrifugal all-speed governor 16 built into the upper part of the pump moves the spill ring 12 blocking the plunger spill port 5a to control the amount of fuel l11M. Here, the flyweight holder 16a, which is integrated with the gear 17, is attached to the governor shaft 16b, and is accelerated and driven by the gear A718 of the drive shaft 6. Four flyweights 16c are incorporated into the flyweight holder 16a,
When the flyway 1-holder 16a is driven, a centrifugal horn is generated and the governor sleeve 16d is not pushed out.

The governor lever assembly 19 is supported from the outside of the housing by a pivot pin M1, and the lower part of the collector lever 19a is pushed by a support spring 191), and the upper part is fully loaded with the M1 point as a fulcrum.
Pushing to o = J being kicked.

A tension lever 1 is located inside the collector lever 19a.
9c and a start lever 19d are assembled and the lower part is supported by a common shaft M2.

In addition, the tension lever 19c and the star 1 lever 19
A start spring (plate spring) 19e and a start idle spring 19[ are installed between d and d.

A radbin 199 is attached to the ball at the bottom of the governor lever assembly 19, and is fitted into the bin hole 12a of the spill ring 12 that slides on the plunger 5, so the movement of the governor 1G is transmitted to the spill ring 12 to control the injection amount. It's in control.

This tension lever 19c and star 1 to lever 19d
moves with M2 as a fulcrum, but M2 is fixed on the collector lever. On the other hand, since the collector lever is fixed to the pump housing by Ml, when the full load stopper is screwed in, it rotates to the left around the fulcrum, and the fulcrum A and the spill ring move to the right. In other words, by screwing in the full-rotation screw 17, the injection amount at full load will increase.

The star 1-spring 19e is a weak leaf spring and presses the star 1 lever 19d against the governor sleeve 16d together with the star me idle spring 19f to the starting position.
Rotate the star 1 to lever 19d to the left (move the spill ring 12 to the start position).

Strong control spring 21 is tension lever 1
It is hung between the spring seat 23 and the adjuster suspension lever assembly 22 in the 901 section. A damper spring 24 is located between the spring seat 23 and the tension lever 19c, and a start idle spring 19f is located on the top of the start lever 196, which interferes with the tension lever 19c.

An adjustment lever 228 of the adjustment lever assembly 22 is marked on the outside of the pump housing, and is linked with an accelerator pedal (not shown). Similarly, an adjusting lever 22 is provided on the outside of the housing.
By specifying the position of 8, the injection OA amount during idling is determined. If this screw 25 is screwed in, the idle time will increase by 01 m.

As mentioned above, fuel at full load with upper limit C of fuel injection M @
l) lJM and the lower limit of fuel injection m at idle were adjusted by manually adjusting screw 20.25. In order to automatically adjust the two, attempts have been made to control the fuel injection amount during idling and the fuel injection amount during full load via a drive means. The fuel injection amount at normal idle and the fuel injection at full load are different!
It was common to use an IJ device. Therefore, the equipment becomes complicated, large, and requires a lot of energy.

[Object of the Invention] Therefore, the present inventor focused on the fact that control at idle and control at full load are not performed at the same time, and aimed to simplify the means for controlling both, miniaturize the device, The present invention was completed as a result of intensive research aimed at creating a combustion engine fuel injection conflict control system that achieves energy savings and ease of control.

[The structure of the invention, that is, the gist of the present invention is the fuel III of the fuel injection pump! In a fuel injection amount control device for an internal combustion engine fuel injection pump that controls a single injection according to an accelerator opening degree, there is provided a drive means for adjusting the upper limit of the fuel injection amount of the fuel injection pump; a drive means for adjusting the lower limit of the fuel injection amount; and a control means for controlling both of the drive means according to the load condition of the internal combustion engine, and the control means controls the upper limit of the fuel injection amount according to the accelerator opening degree. The fuel single injection suspension control device is characterized in that it is configured to simultaneously control both upper and lower drive means based on only one of the signal and the lower limit control signal.

As the driving means for adjusting the upper or lower limit of the fuel injection amount, a combination of a diaphragm type drive device and a vacuum pump, a combination of a U1 die 17 noram type drive device and a compressor, a combination of a solenoid and a power source, etc. are used. . As the control means, a microcomputer or a control circuit based on analog calculation is used.

EXAMPLES Next, the present invention will be explained based on the drawings. FIG. 2 represents a system diagram of one embodiment of the present invention. Here, 31 is fuel t
+1 injection pump, 32 is a diaphragm type drive device for controlling the maximum withstand capacity that adjusts the upper limit of fuel q1m, and 33 is a diaphragm type drive device for controlling idle rotation speed that adjusts the lower limit.These two diaphragm type drives Attachment @32
．． 33 is shown in FIG. Both drives 32.3
3 is located outside the upper part of the nozzle/1 pump. A diaphragm drive device 32 for controlling the maximum injection amount is located adjacent to a governor lever assembly 34 of the injection pump. A tire phragm 32a771 is provided at the center of the diaphragm drive device 32 so as to divide the device 32 into two chambers. A cylindrical rod 32bM is attached to the center of the diaphragm 32. This rod 32b extends downward and has a tapered surface near its center. In such a configuration, this drive is carried out by a vacuum pump through its suction port 32 (1).
Air is removed from the lower chamber 32e of the J-equipment 32 to create a negative pressure, and air flows into the upper chamber 32f from the air port 32 (+), pushing the diaphragm 32a downward, and the rod 32b also moves downward. By adjusting the negative pressure, the movement of the rod 32b is also adjusted, and its tapered surface 3
The position of 2c can also be changed. This tapered surface 3
2c is designed such that the right-angled tip of the tension lever 340 can come into contact with it at full load. The other parts of the governor lever assembly 34 are similar to the conventional example shown in FIG.

For example, when the lower chamber 32e of the drive device 32 is evacuated and negative pressure is applied, the diaphragm 32a moves downward against the repulsive force of the spring 3211 due to the atmospheric pressure of the air flowing into the upper chamber 32f. . die 17 noram 32a
As the rod 32b moves downward, the tip of the tension lever 34,c that is in contact with the taper 32c slides on the taper 32c. As a result, the tip of the tension lever 34c moves to the smaller end of the rod 32b, causing the tension lever 34c to rotate slightly to the left in FIG. Tension lever 3
When the starter lever 4c rotates to the left, the star 1-lever 34d follows and rotates to the left about the fulcrum P2, so that the ball head bin 34g, which is integrally formed on the reaction side with respect to the fulcrum P2 of the start lever 34d, also rotates to the left. Move. As the radbin 34 (I) moves to the ball, the spill ring 36 moves to the right, and by changing the spill position of the plunger spill port 37a of the plunger 1737, the amount of fuel injection IJ4 at the maximum injection amount can be increased.

On the other hand, the idle rotation speed control die 17 noram drive device 33 is provided adjacent to the adjusting lever assembly 22. Its structure is similar to that of the maximum injection amount control diaphragm drive device 32, but
However, the rod 33a is merely rod-shaped. This driving device 33 also applies negative pressure to the die 17.
The rod 33a is configured to extend from the drive device 33 as the noram moves. The tip of the rod 33a is in contact with the adjusting lever 35a. rod 3
The tip of the adjusting lever 35a determines the position of the adjusting lever 35a when the adjusting lever 35a is at idle. In other words, by applying negative pressure to the drive unit @33 and adjusting the tip position of the rod 33a, the accelerator pedal and Z IJ
The idle position of the adjusting lever 35a can be determined.

Returning now to FIG. 2, as mentioned above, the diaphragm drive*J devices 32, 33 controlled by negative pressure receive 1q of negative pressure from the vacuum pump 39 via one solenoid valve 38. From the switching part 38b of the solenoid valve 38 to both drive devices 32.3
The pipe 40 for providing negative pressure leading to the drive unit 1i32.3 splits in the middle, and serves as branch pipes 40a and 40b for both drive units 1i32.3.
Connected to 3.

Separate air intake such as the switching part 38b of the solenoid valve 38 [2138C
is provided in part of the solenoid valve 38 and is configured to regulate the negative pressure in the drive device 32,33.

As a control means for the electromagnetic valve 38, a control circuit 41 is provided which transmits a control signal in the form of pulses.

The control circuit 41 has an internal combustion engine rotation speed signal 42 and a water 1 item signal 4.
3, Air conditioner signal 44, New 1 emergency room (8
According to the states of No. 45, intake pressure signal 46, and intake temperature signal 47, duty calculation sections 48.49 calculate a duty ratio and issue a control signal 488.49a. Both signals 48
a is an idle rotation speed control signal, and 49a is a maximum injection amount control signal.

No. 15 48a is calculated and transmitted by the duty calculation section 8 based on the internal combustion engine speed, water temperature, air conditioner, and transmission status. The signal 49a is calculated and transmitted by the duty calculating section 49 depending on the internal combustion engine speed, intake pressure, and intake temperature. These signals 488, 49a determine the opening of the solenoid valve 38 depending on the duty ratio of the pulses.

For the electromagnetic cable 38, both signals 48a and 49a are never transmitted at the same time. This is because the idle state and the maximum injection amount state, ie, the full load state, do not occur at the same time. Therefore, the switching means 4 according to the opening of the accelerator
1a is provided, and either one of the signals 488 and 49a is configured to reach the electromagnetic valve 38.

The switching means 41a may be provided with a time delay to prevent hunting, or may be provided with a hysteresis in the threshold value as shown in FIGS. 4 and 5.

FIG. 4 shows that when the accelerator opening is low, the control signal is switched to the idle speed control signal (1) (13), and when the accelerator opening is high, the control signal is switched to the maximum nozzle 1 control signal (F). Switching is done by opening the accelerator to 50%.
This is done with hysteresis set in the threshold before and after. In Fig. 5, when the accelerator pressure is low, the idle speed control signal is switched to the (1) side, and when it is high, it is switched to the maximum OJ amount control signal 4':) side, as in the example shown in Fig. 4. However, the middle part of the throttle opening is the limit.

In the intermediate portion between 10% and 90% of the accelerator distance, the switching means 41a is in a neutral state and does not send any signal (a) to the solenoid valve 38. This is because in this neutral state there is no need to move the diaphragm drive equipment 32,33. This eliminates the need for a drive current for the electromagnetic valve 38 due to amplification of the signals 48a and 49a in the neutral portion, which is advantageous in terms of energy saving.

The signals 48a and 49a directly connect the solenoid valve 38 to
Alternatively, a solenoid valve drive circuit 41b may be provided to transmit a current according to the duty ratio of the pulse to the current valve 38 as the control 111m 50.

Next, an example of the configuration of the duty calculation sections 48 and 49 will be explained. FIG. 6 is a circuit diagram of the duty calculation section 48.

Here, 61 is a comparator, and the reference voltage generation circuit 6
The voltage from 2 is used as a reference voltage, and the voltage corresponding to the current engine speed detected by a rotational speed sensor, for example, a tacho-generator output horn is input as an input signal (internal combustion engine rotational speed signal).
42, the above reference voltage and the voltage of the input signal 42 are compared, and if the reference voltage is equal to or higher than the Iruno J Gogo voltage, a high voltage (H) side voltage is output, and if not, a low voltage (H) side voltage is output. It is configured to output the voltage on the L) side. The reference voltage generation circuit 62 includes 1. Water temperature signal based on water temperature sensor 43.
The air conditioner signal 44 indicates whether the air conditioner is on or off and the neutral state of the transmission.

A new 1 heral switch signal 45 is input. Among the above-mentioned signals, it is determined whether the water temperature signal 43 is less than a certain temperature L, for example, and if it is less than the certain temperature, the reference voltage generated from the standard voltage photogeneration circuit 62 is a preset relatively high voltage. be beaten. In the case of the air conditioner signal 44, the relatively high voltage is generated when the air conditioner is on. In the case of neutral switch signal 45, said relatively high voltage is generated when the neutral switch is off. In other words, the water temperature signal 43 is below a certain temperature, the air conditioner signal 44 is on, and the neutral switch signal 4
If even one of the states 5 is off is satisfied, the reference voltage generating circuit 62 outputs the above-mentioned relatively high voltage. If all of the above conditions are not satisfied, a preset relatively low voltage will be generated.

The height of the reference voltage in this case is to determine the idle state of the engine. For example, the idle speed of 70 Q rpm corresponds to a relatively low voltage of 6V, and 850 rpm corresponds to a relatively high voltage of 7V. Composed of.

The input signal 42 of the internal combustion engine speed also corresponds in the same way.

63 is an integrator, which includes an operational amplifier 63a and resistors R1,'
R2 and a capacitor C1. This integrator 63
is constructed such that the output voltage is constantly increased or decreased depending on whether the input from the comparator 61 is 1-1.

65 is a comparator, which uses the output voltage of the integrator 63 side as a reference voltage and compares the triangular wave type signal from the triangular wave generator 66 as an input signal. It is configured to output.

The pulse signal output from the comparator 65 is input to the inverter 64 via the resistor R3. The inverter 64 inverts the on-duty and off-duty of the pulse signal and outputs it. Thereafter, the signal is panned to the switching means 41a.

On the other hand, FIG. 7 shows a circuit diagram of the duty calculating section 49.

Here, 71 is a reference voltage generator, which determines a basic voltage based on the rotation speed signal 42 among the internal combustion engine rotation speed signal 42, the intake pressure signal 46, and the intake temperature signal 47, and also determines the basic voltage based on the rotation speed signal 42 and the intake pressure signal 46 and By determining the correction voltage based on the temperature signal 47, a reference voltage that is a combination of both values is generated.

A comparator 72 compares the output voltage of the reference voltage generator 71 as a reference voltage and the triangular wave voltage signal from the triangular wave generator 73 as an input signal, and outputs a pulse signal with a smaller on-duty as the reference voltage becomes higher. It is configured like this.

The pulse 1 output from the comparator 72 is connected to the resistor R/
The signal is input to the inverter 74 via J. Inverter 74
Then, the on-duty and off-duty of the pulse signal are inverted and output. After this, the signal (switching means 41a
is input.

By adopting the configuration in which the duty calculation units 48 and 49 are configured as shown above, when the accelerator ltl II is low, the lower switching stage 41a transfers the output signal of the decoupling controller 48 to the solenoid valve drive circuit 411 during idle rotation speed control. ). On the other hand, when the accelerator opening is high, the switching means 41a sends the output signal of the duty calculating section 49 to the solenoid valve drive circuit 41b during maximum injection OA control. As a result, the signal from either one of the duty calculating sections 48 and 49 is transmitted to the solenoid valve drive circuit '841b, and the control circuit
An I signal 50 is output. Based on this signal 50, the electromagnetic valve 38 is actuated, and the diaphragm drive devices 32, 33 are simultaneously driven with the same signal. As mentioned above,
Since the drive devices 32 and 33 do not control the injection pump 31 at the same time, they are driven simultaneously by the same control signal 50 (although in reality only the control signal 50 should control the injection pump 31). is under control.

Next, an example in which the control circuit 41 is configured using a microcomputer will be explained. Figure 8 shows its block diagram.
. This microcomputer 80 includes a central processing unit (CPU) 81, a read-only memory 82 in which data necessary for programmer control is stored, a random access memory 83, and an A/D converter 84 with a multi-function converter. , Barahu! and an I10 device 85 having an I10 device 85, which are connected to each other by a common bus 86.

This microcomputer is supplied with a battery power supply η
It is supplied with a current that causes it to operate.

The A/D converter 84 receives an internal combustion engine cooling water temperature signal generated by a water temperature sensor 87, an intake pressure signal generated by an intake pressure sensor 88, and an intake air temperature signal generated by an intake air rate sensor 89.
The accelerator opening signal generated by the accelerator opening sensor 90 is input, and the data is A/D converted to the CPU 81.
The data is output to the CPU 81 and the random access memory 83 at a predetermined time according to the instructions.

In addition, the I10 device 85 inputs the engine rotational speed signal generated by the rotational speed sensor 91, the on/off signal generated by the air conditioner switch 92, and the A/A signal generated by the news 1~ral switch 93. And those jr-evenings
According to instructions from the PU 81, the data is output to the CPUS and the random access memory 83 at a predetermined time.

The CPIJ81 directs the fuel injection tA'3m based on the data detected by each sensor, and sends a signal based on it to the I
It is designed to output to the electromagnetic valve drive circuit 94 through the 10 units @85.

In this case, the control of the electromagnetic valve drive circuit 94 is such that when the accelerator opening detected by the accelerator opening sensor 90 is low, the required idle rotation speed is determined based on the signal states of the water temperature indicator 87, the air conditioner switch 92, and the neutral switch 93. Calculate and calculate. This is compared with the current internal combustion engine rotation speed obtained from the rotation speed sensor 91, and the electromagnetic valve drive circuit 94 is controlled so that the rotation speed becomes the required rotation speed when the current internal combustion engine in (a) is idling. Determine fuel injection amount.

On the other hand, when the accelerator opening degree is high, the correction amount of the fuel injection m for the purpose is calculated based on the signal state of the intake pressure sensor 88 and the intake temperature sensor 89. Furthermore, rotation speed sen 1 no 91
The basic injection amount is calculated based on the current internal combustion engine rotation speed multiplied by 1q. Next, the electromagnetic valve drive circuit 94 is controlled to set a limit for injecting 1q based on the sum of the above-mentioned correction amount and the basic value of 0'', and the fuel flow rate n-1 is determined.

Next, an example of control of the control circuit using the microcomputer described in -1- will be explained. FIG. 9 shows the flowchart i.

Here, in step 101, the accelerator opening degree Ace is 1.
Represents the process of determining whether or not it exceeds 0%. Step 102 represents a routine for processing the idle rotation speed control l signal.

Step 103 indicates, for example, the on-duty ratio and applies the value of the duty ratio J to the duty ratio Di for the idle rotation speed control signal calculated in the previous step) O3.
−′? J represents the processing to be performed. In step 104, ACC is 9
1° Step 105 sets D to 0 to determine whether or not it exceeds 0%. ! ! ! Express the truth. Step 106 represents the subroutine for processing the duty meter for the maximum nozzle amount control number. Step 107 represents the process of resetting D to the due-eye ratio Df for the maximum injection amount control signal calculated in the previous step 106, and step 108 interviews the solenoid valve based on the due-eye ratio,
Alternatively, it represents the process of outputting the control signal via the electromagnetic valve drive circuit.

A specific processing example will be explained based on the above series of processing.

When the process enters the ``driving routine'' at idle, the accelerator opening degree ACC is determined in step 101.
It is determined whether or not exceeds 10%. Since it is idle, ACC is less than 10%. Therefore, the determination in step 101 is NO, and the process moves to step 102. In step 102, -C indicates that the internal combustion engine is running out of cooling water;
Air conditioner on/off and Nicotral switch on/
The internal combustion engine rotation speed reference value is determined by turning off, and the corrected due-eye ratio of the idle rotation speed control signal (ISO signal) is compared with the current rotation speed to control the rotation speed to match the reference value. Di is found. Then step 103
Then, Di is set to ]). Then step 10
At step 8, a control signal is outputted at the above duty ratio, and the processing proceeds to step B. This controls the idle speed.

Next, when the process starts from A at the time of maximum injection, in step 101, Acc exceeds 10%, so -YES
It is determined that this is the case, and the process moves to step 104. Since the ACC exceeds 90% in this step as well, the determination is YES, and the process moves to step 106. In step 106, the corrected duty ratio Df of the maximum injection amount control signal (Full Q signal) is determined based on the internal combustion engine rotational speed, intake pressure, and intake temperature. Next, the process proceeds to step 107, where D is set to Df. Next, in step 108, a control signal is output at the above duty ratio, and the processing is skipped to B (
). This controls the maximum nozzle].

Next, if the engine is not at idle, it is not at maximum injection, for example, when ACC is between 10 and 90%.

In this case, YES is determined in step 101, but NO is determined in the next step 104, and the process moves to step 105. Here D is set to O.

Next, in step 108, a duty ratio of O is output.

The solenoid valve that receives this O duty ratio control signal is
It becomes open state, and the lower limit of injection ω of the fuel pump is set to
Both the drive means for controlling the idle rotation speed, which is determined, and the drive means for the maximum injection amount -rlU, which defines the upper limit, stop driving.

The subroutine for the idle speed control signal duty control processing in step 102 is represented by, for example, 70-ch ν-1- as shown in FIG.

Here, in step 111, the cooling water temperature of the internal combustion engine is 6.
Represents processing to determine whether or not the temperature is below 0°C.

Step 112 represents a process of determining whether or not the air conditioner is turned on. Step 113 represents a process for determining whether or not the New 1-Rel switch is set to A, that is, whether the transmission is in the New 1-Rel or Park state. Step 114 represents the process of setting the reference engine speed (SNE) between the internal combustion I layers to 70 Orpm. Step 115 represents the process of increasing SNE to 85 Orpm (t=y), and J0 step 116 represents the process of reading the internal combustion engine rotational speed NE at that time. Step 117 represents a process of calculating and comparing the difference between SNE and NE. Step 118 represents a process of increasing Di by a constant value ΔDi in order to gradually increase Di. Step 119 is D
In order to gradually decrease i, it represents a process of decreasing by a constant value ΔDi.

In the above series of processes, steps 111.112.1
If even one of 13 is determined as YES, step 115
The process moves to , and SNE is set to 850rl)m.

If all the determinations are No, the process moves to step 114,
SNE is set at 700 ppm. In other words, if the water temperature is low, the air conditioner is running, or the neutral switch is in A-off, the rotation speed is set according to the load. After this, in step 117, SNE and NE
The current 1st turn 111. It is determined whether NE is insufficient or excessive compared to the reference rotation speed SNE.

If there is a shortage, a signal with a higher duty ratio is set in step 118 to increase the injection amount, and if there is an excess, a signal with a lower duty ratio is set in step 119, lIr-! Shooting decreases by -4.

Next, in step 106 of FIG. 9, the maximum injection amount control signal is determined. ? The i processing routine is represented, for example, in a flowchart as shown in FIG.

Here, in step 121, from the current rotation speed NE,
This represents the process of determining the basic duty ratio [)f using the calculation formula F(NE>). [)f corresponding to the value of NE may be selected from a map previously provided in the ROM without using the needle stem.Step 122 represents a process for determining the air density correction amount Da for the duty ratio. Da is the intake pressure P(
mml-1g) and the intake air temperature Ta ('C), it is determined by the Boyle-Chassis law, for example, by the following equation.

[)a = k・(1--!-・”Tatsumi-)Q6o 2
'l'! , ten-cho where k is a proportionality constant.

Step 123 does not represent the process of increasing D[ by the above [)a.

Qi or Df is determined according to the state of the accelerator opening as shown in j-e above, and this is used as a control signal to control the solenoid valve. Diaphragm type drive with this solenoid valve!
The JI device controls the injection pump and adjusts the fuel injection amount.

[Effect of the invention 1 Details above] The fuel injection of the present invention is just like that! lit 1li
According to the control device, in the fuel injection amount control device for an internal combustion engine injection pump that controls the fuel injection amount of the fuel injection pump according to the accelerator opening degree, the fuel injection amount of the fuel injection pump 1) A drive means for adjusting the upper limit, a drive means for adjusting the lower limit of the fuel injection amount,
and a control means for controlling both of the above-mentioned drive means according to the load condition of the internal combustion engine, and the L fertilizer tel+ means is controlled according to the accelerator opening degree.
By configuring both drive means to be controlled and overridden at the same time based on only one of the signals that control the upper limit or the lower limit of l'31 Fukawa suspension, fuel injection!■ The f-stage for controlling the upper and lower limits of i11 can be simplified, the device can be made smaller, and the energy required for control can be reduced, contributing to resource and energy conservation.

[Brief explanation of the drawing]

Fig. 1 is a cross-sectional view of a conventional fuel injection pump, Fig. 2 is a system diagram showing an embodiment of the present invention, and Fig. 3 is a cross-sectional view of essential parts of a fuel injection pump in which a tire flam drive device is removed. , Figures 4 and 5 are graphs showing the relationship between the accelerator opening and the changeover switch state, and Figure 6 is the graph showing the relationship between the accelerator opening and the changeover switch state.
The circuit diagram shown in Fig. 7 shows an example of the signal duty logic section, which shows a maximum of 111! A circuit diagram showing an example of a sword amount control signal duty calculation section, FIG. 8 is a Brookcock diagram showing an example of using a microcomputer in the control circuit, and FIGS. 9 to 11 are flowcharts showing an example of the processing. Represents J031・
...Pump 32 for fuel IIn...Diaphragm drive neck for idle speed control 33...Tire flam drive device 38 for maximum injection M control...Solenoid valve 39...Vacuum pump 41... Control circuit agent: Patent attorney Tsutomu Setatetsu and 1 other person Figure 10 Figure 11

Claims (1)

[Claims] 1. Fuel injection m control I for an internal combustion engine fuel injection pump that controls the fuel injection of the fuel injection pump according to the gear distance.
In the device, a drive means for adjusting the upper limit of the fuel injection amount of the fuel injection pump, a drive means for adjusting the lower limit of the fuel injection 111m, and both drive means are controlled according to the load condition of the internal combustion engine. l
The driving means controls the control means based on only one of a signal for controlling the upper limit of the fuel injection IJJ amount and a signal for controlling the lower limit according to the accelerator opening. A fuel injection amount control device comprising an IM and an IM so as to simultaneously control D and D.