JPS60173340A - Control method for fuel injection quantity of electronically controlled diesel engine - Google Patents

Abstract

PURPOSE:To obtain sufficient drive feeling by injecting fuel in a governor pattern suitable for a shift position. CONSTITUTION:At a step S1 a shift position of a manual transmission gear is detected. At a step S2, a governor pattern corresponding to the shift position which is selected at the step S2. At a step S3 quantity of fuel is determined on the basis of the selected governor pattern. Accelerating and decelerating performance and accelerator working performance can be compatible with each other regardless of shift position so that sufficient drive feeling can be obtained.

Description

[Detailed description of the invention]

[Field of Industrial Application] The present invention relates to a fuel injection amount control method for an electronically controlled diesel engine, and particularly to a method for controlling the amount of fuel injection in an electronically controlled diesel engine, and in particular, a method for controlling the amount of fuel injection in an electronically controlled diesel engine, which is suitable for use in an electronically controlled diesel engine for automobiles equipped with a manual transmission. This invention relates to an improvement in a fuel injection amount control method for an electronically controlled diesel engine, in which the fuel injection amount is electronically controlled according to engine operating conditions including engine speed and accelerator opening.[Prior art 1] In recent years, electronic control technology, especially digital With the development of control technology, so-called electronically controlled diesel engines, in which the positions of the timer piston and spill ring of the diesel engine's fuel injection pump are electronically controlled (m-=i), have been put into practical use. According to the engine, it is possible to strictly control the amount of fuel injection qJ and the fuel injection timing, and the fuel efficiency and output performance of the engine can be improved.By the way, in a car equipped with a manual transmission, when driving northward,
When placing emphasis on output performance at low and medium speeds, in order to obtain a sufficient sense of power, a vehicle with strong minimum-maximum characteristics, such as a large increase in engine speed with a relatively small increase in accelerator opening, is required. It is desirable to control the fuel injection amount with a governor pattern, but if you place emphasis on stable driving performance at high speeds, use a governor pattern that is close to the so-called all-speed characteristic that can maintain constant speed running at any speed. There is a demand for controlling the amount of fuel injection. However, since the fuel injection governor pattern in conventional electronically controlled diesel engines was fixed regardless of the vehicle's driving condition, the acceleration/deceleration performance (feeling of power during driving) and accelerator work performance when the shift position changed (ease of accelerator operation when driving) is difficult to achieve at the same time.
There was a problem that a good driving feeling could not be maintained. That is, for example, if the governor pattern is set close to all-speed characteristics in order to obtain a good drive feeling in normal top gear driving, acceleration/deceleration performance in low gear, second gear, or back gear will deteriorate; If the acceleration/deceleration performance in second gear is set in a curved minimum-maximum characteristic pattern with M celebration, it will be possible to improve speed with a slight accelerator operation during normal driving in top gear or high speed driving in overtop gear. There was a problem in that acceleration and deceleration were performed more than necessary, making accelerator work difficult. [Object of the Invention] The present invention was made in order to solve the above-mentioned conventional problems, and it is possible to obtain the most appropriate fuel injection amount characteristics corresponding to each shift position, thereby improving the sense of power in driving. To provide a fuel injection amount control method for an electronically controlled diesel engine that can achieve both ease of accelerator operation and perform fuel injection with good live feeling no matter what gear shift position (~) [Structure of the Invention] The present invention provides a fuel injection system for an electronically controlled diesel engine in which the amount of fuel injection is electronically controlled according to engine operating conditions including at least the engine speed and the accelerator opening. In the quantity control method, as shown in FIG. The above object is achieved by including a step of recording fuel injection traces.Furthermore, in an embodiment of the present invention, the governor pattern is sequentially changed from low gear to top gear by the same accelerator opening. By setting the amount of fuel to be injected so that it increases or decreases by a smaller amount as the speed increases or decreases, it is possible to drive with a sufficient feeling of power at starting, low speed, and medium speed, and also to make it easier to operate the accelerator at high speed. [Operation of R Light] The present invention detects the gear shift position of the transmission and adjusts the fuel flow based on the governor pattern most suitable for that shift position. Since the injection amount is controlled, it is possible to obtain fuel injection amount characteristics appropriate to the shift position.As a result, when power is required, such as when starting or at low speeds, less accelerator opening is required. By injecting fuel based on a governor pattern in which the injection amount of bar steel is increased by increasing the amount of injection, it is possible to obtain output performance with good accelerator response and a feeling of power. When stable driving is required, it is possible to maintain stable driving with easy accelerator operation by injecting fuel based on a governor pattern in which the output does not respond too sensitively to changes in accelerator opening. [Example] Hereinafter, with reference to the drawings, an example of an electronically controlled diesel engine for automobiles equipped with a 3-speed manual transmission, in which the fuel injection @11@ control method according to the present invention is adopted, will be described in detail with reference to the drawings. In this embodiment, as shown in FIG.
2, and a compressor 18A disposed in the middle of the intake pipe 1G to compress the intake air using the energy of exhaust gas. The turbocharger 18 has a turbocharger 18, and is configured to rotate in conjunction with an accelerator pedal 20 disposed at the driver's seat for limiting the flow rate of the intake air compressed by the compressor 18A of the turbocharger 18. An intake throttle valve 22, an accelerator sensor 24 for detecting the opening degree Accp of the accelerator pedal 20, and an intake pressure sensor for detecting the pressure of intake air in the intake pipe 16 downstream of the intake throttle valve 22. 28, a drive shaft 34 that rotates in conjunction with the rotation of the crankshaft of the diesel engine 10, and a feed pump 36 (90 in FIG. 2) fixed to the drive shaft 34 for pumping fuel.
(shown in the unfolded state), a fuel pressure adjustment valve 38 for adjusting the fuel supply pressure, and a gear 40 fixed to the drive shaft 34.
For example, a rotation speed sensor 42 consisting of an anti-magnetic pickup is used to detect the rotation speed Ne of the diesel engine 10 from the rotational displacement of the roller ring 44 for driving the pump plunger 60 in cooperation with the face cam 43. A timer piston 46 for controlling the rotational position of the roller ring 44 (FIG. 2 shows the state at 90 g);
A timing control piece 48 that controls the fuel injection timing by controlling the position of the timer piston 46, and a timer position sensor 5 that can detect the position of the timer piston 46, such as a variable inductance sensor.
0, Th1 timing of fuel release from pump plunger 6o
A spill ring 52 for controlling the spill, a spill actuator 54 for controlling the fuel @ dose by controlling the position of the spill ring 52, and detecting the position of the spill ring 52 from the displacement of the plunger 54A of the spill actuator 54. A spill position sensor 56 consisting of a variable intufftance sensor, for example, a fuel cut solenoid (hereinafter referred to as FCV) 58 to cut fuel when the engine is stopped, and a delivery hull to prevent backflow and dripping of fuel. a fuel injection pump 32 having a fuel injection pump 2; an injection nozzle 70 for injecting the fuel discharged from the delivery valve 62 of the fuel injection pump 32 into the combustion chamber 10A of the diesel engine 10; and a cylinder of the diesel engine 10. A water temperature sensor 72 disposed in the block 10B for detecting the engine cooling water temperature; and a turbocharger 18 disposed in the middle of the exhaust pipe 74 for rotating the compressor 18A using the thermal energy of exhaust gas. a turbine 1813, and an exhaust bypass 76 that bypasses the turbine 18B.
When the intake air pressure at the outlet side of the compressor 18△ of the turbocharger 18 exceeds a predetermined value,
Listen to E-rut vanopa 7 9z76 T pass b Exhaust bypass valve 78 to prevent supercharging and output shift position signal PS according to the shift position of manual transmission 79 switched by the driver The shift position switch 79A and the accelerator distance Acc+1. which is detected from the output of the accelerator sensor 24. The required injection timing and the required injection quantity are determined based on the engine rotational speed Ne detected from the output of the rotational speed sensor 42, the engine cooling water temperature detected from the output of the water temperature sensor 72, etc. 32, the timing control piece 48 and the spill actuator 5
and an electronic control unit (hereinafter referred to as ECU) 80 that controls 21). In the figure, 84 is a glow plug. The ECU 80 is shown in detail in FIG. Various calculation processes? 1, a central processing unit (hereinafter referred to as CPU) 80A consisting of, for example, a Markcro processor, a clock circuit 80B that generates various clock signals, and temporarily stores calculation data, etc. in the CPU 80A. A random access memory (hereinafter referred to as RA~1) 80C, a random access memory (hereinafter referred to as RO~1) 80D for storing immediate blocks and various data, etc., and a buffer 80E. The water temperature sensor 72 output input via the buffer 80F
The output of the intake air temperature sensor 14 is input via the intake temperature sensor 14, the output of the intake pressure sensor 28 is input via the buffer 80G, the output of the accelerator sensor 24 is input via the buffer 80, and the output of the sensor drive circuit 801 is input via the buffer 80. Driven by the sensor drive frequency signal, the sensor signal detection circuit 8
The spill position sensor 56 output VO1 inputted via 0J is also driven by the sensor drive frequency signal output to the sensor drive circuit D80, and is driven by the sensor signal detection circuit 80.
A multiplexer (hereinafter referred to as MP
! 80M, an analog-to-digital converter (hereinafter referred to as A10 converter) for converting the analog signal of the MP x 80M output into a digital signal.
ON, and the output of the shift position switch 79A, which is input via the input/output capo-1 (hereinafter referred to as I10 port) 80P and the buffer 80Q, to input the output of the A/D converter 8ON to the CPU 80A. CPU 80A
an input boat 80R for inputting the output to the CPU 80A; a waveform shaping circuit 80S for shaping the output of the rotation speed sensor 42 and inputting it directly to the CPU 80A;
-3 according to the calculation result of the timing control i wholesale valve 48.
and a drive circuit 80T for driving the CPU.
A drive circuit 80U for driving the FCVb8 according to the calculation result at 80A, and the CPU 80A output converted into an analog signal by a digital-to-analog converter (hereinafter referred to as a D/'A converter) 80V. It is composed of a servo amplifier 80W and a drive circuit 80X that drive the spill actuator 54 according to the deviation from the output Vp of the spill position sensor 56, and a common bus 80Y that connects each of the component devices. There is. The operation of the embodiment will be explained below. Control of the fuel injection amount in this embodiment is executed according to a flowchart as shown in FIG. That is, first step 1
10, engine rotational speed Ne, accelerator distance ACC1
1, Shift 1~Position signal PS is taken in. Next, in step 112, it is determined whether the manual shift position 79 is in reverse gear. When the gear is in reverse gear, the process proceeds to step 124, where a governor pattern for hack gear is selected. On the other hand, when it is determined that the gear is not a hatch gear, the process proceeds to step 114, and it is determined whether the position 971~ is the top gear. When it is determined that the pattern is 1 to whirl gear, the process proceeds to step 122, and the governor pattern for 1 to whirl gear is selected. On the other hand, if it is determined that the gear is not in the first gear, the process proceeds to step 116, where it is determined whether or not the gear is in the second gear. When it is determined that the gear is the second gear, the process proceeds to step 120, where the governor pattern for the second gear is iHil<. On the other hand, if it is determined that the gear is not in the second gear, the process proceeds to state 118, where the governor pattern for the remaining gear, the low gear, is selected. The patterns are as shown in Figures 5 (A) to (D).As is clear from the figures, the governor pattern for reverse or low gear is a typical minimum-maximum characteristic pattern. As you move towards the top, so-called all-speed characteristic pattern elements are added.As you move towards the top, the accelerator opening becomes 100%.
This is to ensure that the engine speed reaches its maximum speed before the engine speed reaches its maximum speed, and to ensure stable high-speed driving and to achieve an appropriate vehicle speed with a small amount of accelerator pedal depression. After the governor pattern is selected in step 118.120.122.124, the process proceeds to step 128;
For example, as shown in FIG. 6, the basic injection NQbase11< is determined from the engine speed N+3 and the accelerator opening Acap based on each governor pattern. After this, the process proceeds to step 130, where the engine speed Ne
And from the intake pressure Pm detected by the intake pressure sensor 28, the maximum injection IQfull is determined according to the intake pressure in order to prevent diesel smoke and control the combustion chamber temperature and exhaust temperature to be below the limit values. Melt. Next C
Proceeding to step 132, it is determined whether the basic injection amount Q base determined in step 128 is equal to the maximum #4 injection amount Qfull h determined in step 130. If the determination result is positive, the process proceeds to step 134, where the basic injection Wi Q base is used as the final fuel injection amount Q[group]. On the other hand, if the determination result in the assistance step 132 is negative, it is determined that it is necessary to limit the maximum injection amount QfLllll, and the process proceeds to step 136, where the maximum injection amount Qfull is set as the final injection amount Qfir+. After completing step 134 or 136, the process proceeds to step 138, where the relationship between the engine rotational speed Ne, the final injection amount Qfin, and the spill command voltage V spp is displayed, as shown in FIG. 7, which is stored in advance in the ROM 80D. From Mappu,
Set the spill command voltage V spp according to the engine rotation speed Ne and @final injection touch Q40. Next, the process proceeds to step 140, where the spill command voltage V spp is output to the spill actuator 54, and this routine ends. In the above embodiment, dedicated cabana patterns were provided for all the reverse and roll top gears, but in the present invention, it is not necessarily necessary to provide dedicated cabana patterns for all gears. For example, the fuel injection amount may be determined using the same governor pattern for reverse and low gears. Further, in the above embodiment, the basic injection amount Qbase is changed, but the control object for changing the fuel injection amount characteristics is not limited to this, for example, changing the spill command voltage Vspp, Accelerator opening degree A (
It is also possible to correct Op or correct the engine rotation speed Ne. Furthermore, in a diesel engine using an electromagnetic spill valve, a similar effect can be obtained by correcting its on time and off time. Furthermore, in this embodiment, the Kahana pattern for each character is stored in the ROM 80D in advance, but the method of setting the Kahana pattern for each character in the present invention is not limited to this method, and for example, is given for each gear and passed through a correction formula.The fuel injection amount according to a specific cabana pattern may be expanded or contracted in the direction of engine rotational speed. In addition, in the present invention, by combining so-called i11 injection amount smoothing and control, a further synergistic bed (
It is also possible to In other words, in electronically controlled diesel engines for automobiles, the cylinder surface pressure is generally high due to high compression, and the mechanical loss due to 1♀ friction is large, so it is difficult to apply engine power by suddenly opening or opening the accelerator pedal fully. When decelerating, the shock is larger than that of the Karin engine, so in order to alleviate the shock during acceleration and deceleration, changes in fuel injection amount and accelerator opening are limited ω when sudden acceleration/deceleration is performed. Fuel injection amount smoothing system (Foundation)
It is proposed to do so. By combining this smoothing process, the present invention can apply an arbitrary amount of smoothing to each shift position, allowing the accelerator operation to be performed with less shock and discomfort without impairing the feeling of power, regardless of the shift position. It is something that can be realized.

【Effect of the invention】

As explained above, according to the present invention, fuel injection aJ can be performed with a governor pattern that matches the shift position, so it is possible to achieve both acceleration/deceleration performance and accelerator work performance regardless of the shift position. The excellent effect of being able to obtain a good drive feeling can be obtained. That is, for example, when the driver wants power, such as when starting or at low speed, the cabana pattern, in which a larger amount of fuel is injected at the same accelerator ff and one time, is selected. By increasing the accelerator opening degree, the amount of fuel injection can be sufficiently increased to provide a satisfying feeling of power.Also, when driving at high speed, the driver can focus on stable driving rather than power. If you feel like you want it,
Since fuel injection can be performed in a cabana pattern that does not react very sensitively to changes in the opening degree of the accelerator, the accelerator operation can be made extremely easy.

[Brief explanation of the drawing]

Fig. 1 is a flowchart showing the gist of the method for controlling the amount of fuel R4 injection for an electronically controlled tasel engine according to the present invention, and Fig. 2 shows
FIG. 3 is a sectional view, including a partial block diagram, showing the configuration of an electronically controlled diesel engine equipped with a three-speed manual transmission, which is adopted in the present invention. Figure 4 is a block diagram showing the configuration of the electronic control unit; Figure 4 is a flow diagram showing the routine for controlling the fuel injection amount; Figures 5 (A) to (D) are Similarly, FIG. 6 is a diagram showing an example of a governor pattern for each gear, and FIG.
Similarly, FIG. 7 shows an example of a map for calculating the spill command voltage from the engine speed and the final injection amount. III
It is a diagram. 10... Diesel engine, 2Q... Accelerator pedal, 24... Accelerator sensor, A ccp... Accelerator opening, 32... Fuel injection pump, 42... Rotation speed sensor, 1'J e... Engine speed, 52... Spill ring, 54... Spill actuator, 56... Spill position sensor, 60... Pump plunger, 70... Injection nozzle, 79... Manual shift Machine, 79A...Shift position switch, 80...Electronic control unit 1- (ECU), PS...
Shift position signal, Q base...Basic @copper amount. Agent: Ron Takaya (and 1 other person) Figure 1: Figure 5 (A) (B) L-simulator transfer series: Continuation of the engineering project (C) ([)
) The first round of the first round, the first round of the first round of the first round, the sixth
Figure NeiXI02 rpm Figure 7 - Ne (XIO2 rpm

Claims (1)

[Claims] <1) Electronic control of the fuel injection amount according to engine operating conditions including at least engine speed and accelerator speed.
In the fuel injection amount control method for an electronically controlled diesel engine which is designed to A method for controlling a fuel injection amount of an electronic fIIllta diesel engine, comprising: adjusting the fuel injection amount using a banner pattern. (2) The governor pattern is set such that the fuel injection amount is increased or decreased by a smaller amount with the same accelerator opening increase or decrease sequentially from the low gear to the 1st gear. A fuel injection amount control method for an electronically controlled diesel engine according to claim 1.