JPS611841A - Fuel injection device for internal-combustion engine - Google Patents
Fuel injection device for internal-combustion engineInfo
- Publication number
- JPS611841A JPS611841A JP59121227A JP12122784A JPS611841A JP S611841 A JPS611841 A JP S611841A JP 59121227 A JP59121227 A JP 59121227A JP 12122784 A JP12122784 A JP 12122784A JP S611841 A JPS611841 A JP S611841A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- engine
- concentration
- unburned gas
- sensor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/144—Sensor in intake manifold
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (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〕
本発明は内燃エンジンの燃料噴射装置に関し、特に始動
性を向上させることが可能な始動装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a fuel injection device for an internal combustion engine, and more particularly to a starting device that can improve starting performance.
火花点火式内燃エンジンにおいては、エンジン始動時に
混合気濃度を高めることにより、エンジンの始動性を向
上させることが通常行われている。In spark ignition internal combustion engines, the startability of the engine is usually improved by increasing the air-fuel mixture concentration when starting the engine.
この場合、エンジンの温度が低い時に十分に濃イ混合気
を供゛給し、エンジン始動後エンジン温度の上昇に対応
して混合気濃度を段階的に薄くしてゆくようにしたもの
が知られている。In this case, a system is known in which a sufficiently rich mixture is supplied when the engine temperature is low, and the mixture concentration is gradually reduced as the engine temperature rises after the engine is started. ing.
又、他方始動性向上・排気改善及び安全性を計る為に燃
料噴射弁の弁部からの燃料洩れを少なくする事が必要で
あるが、従来の弁部部材の加工技術、及び構造上金属面
シールの為、弁部からの燃料洩れを皆無にする事は困難
である。さらにエンジン停止直前に噴射されて残留する
燃料量の把握も不十分である。そこで混合気の空燃比が
過剰となり、エンジン始動時間が長くなったり、可燃範
囲を外れ失火してエンストする事があり得る。On the other hand, in order to improve startability, improve exhaust emissions, and improve safety, it is necessary to reduce fuel leakage from the valve part of the fuel injection valve, but conventional processing techniques for valve parts and metal surfaces due to the structure are necessary. Due to the seal, it is difficult to completely eliminate fuel leakage from the valve part. Furthermore, it is insufficient to know the amount of fuel that is injected and remains after the engine is stopped. As a result, the air-fuel ratio of the air-fuel mixture becomes excessive, which may prolong the engine starting time or cause the engine to fall out of the flammable range and cause a misfire, resulting in the engine stalling.
本発明の目的は、上記点に鑑み、エンジン始動前に燃料
噴射弁の弁部からの洩れ燃料や残留燃料などによる未燃
ガス成分の濃度を検出して、その濃度に応じてエンジン
始動時の燃料供給量を媚整することにより、一層始動性
、向上及び排気浄化を達成できる内燃エンジンの燃料噴
射装置を提供することにある。In view of the above points, an object of the present invention is to detect the concentration of unburned gas components due to leaked fuel from the valve part of a fuel injection valve or residual fuel before starting the engine, and to detect the concentration of unburned gas components at the time of engine starting according to the detected concentration. An object of the present invention is to provide a fuel injection device for an internal combustion engine that can further improve startability and purify exhaust gas by adjusting the amount of fuel supplied.
以下、本発明の実施例を図により説明する。第1図にお
いて、■はエンジンの各気筒毎に配置された燃料噴射弁
で、その先端に噴孔部2を有する。Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, ``■'' is a fuel injection valve arranged for each cylinder of the engine, and has a nozzle hole 2 at its tip.
3は一般に始動時のみ燃料噴射弁lと共に作動される始
動時増量用の燃料噴射弁で、各吸気管5の集合部より上
流側のスロットル弁6に近い側に配置されている。4は
HCセンサで、各吸気管5毎に配置されるか、又はそれ
らの集合部に1個配置され1、燃料噴射弁1の噴孔部2
の弁部より洩れた燃料や残留燃料などによる未燃ガス成
分のうちのHC濃度を検出し、未燃ガスの全体量を推測
するようにしたものである。なお、この未燃ガス検出セ
ンサとしてはHCセンサに代えてCOセンサなどを用い
ても可能である。7は吸気弁、8.9は燃料噴射弁1.
3を駆動する駆動回路、100は制御回路で、エンジン
回転速度N、吸入空気量Q、吸入空気温度TA及び冷却
水温度Twなど種々のパラメータを各部に配置したセン
サより入力として、エンジンに最適な始動時及び通常運
転時の燃料噴射量を算出し、各燃料噴射弁1.3を制御
するものである。この制御回路10oはマイクロコンピ
ュータを含むデジタル回路で構成され、所定のプログラ
ムに従って動作するものである。Reference numeral 3 denotes a fuel injection valve 3 for increasing the amount at startup, which is generally operated together with the fuel injection valve 1 only at the time of startup, and is disposed on the upstream side of the gathering portion of each intake pipe 5 and closer to the throttle valve 6. Reference numeral 4 denotes an HC sensor, which is arranged in each intake pipe 5 or in a gathering part thereof.
The total amount of unburned gas is estimated by detecting the HC concentration of the unburned gas components caused by fuel leaked from the valve part and residual fuel. Note that a CO sensor or the like may be used instead of the HC sensor as the unburned gas detection sensor. 7 is an intake valve, 8.9 is a fuel injection valve 1.
3 is a drive circuit, and 100 is a control circuit, which inputs various parameters such as engine rotational speed N, intake air amount Q, intake air temperature TA, and cooling water temperature Tw from sensors placed in various parts, and calculates the optimum value for the engine. It calculates the fuel injection amount at startup and during normal operation, and controls each fuel injection valve 1.3. This control circuit 10o is composed of a digital circuit including a microcomputer, and operates according to a predetermined program.
ところで、吸気管内に充満する未燃ガス量を検出するに
あたり、少なくともエンジン始動時にはすでにそのガ4
ス量が検出されているためには、未燃ガス量の検出タイ
ミングをエンジン始動前に設定しておく必要がある。そ
れは始動直前でも良いし、また前回のエンジン作動停止
直後でも良い。By the way, when detecting the amount of unburned gas filling the intake pipe, it is necessary to detect the amount of unburned gas that is already present at least when the engine is started.
In order for the amount of unburned gas to be detected, the timing for detecting the amount of unburned gas must be set before starting the engine. This can be done just before starting, or right after the engine stopped last time.
前者の場合には、イグニッションスイッチ(IG・SW
)の投入からスタータースイッチ(ST・SW)の作動
までの期間に検出するが、または運転者が乗車した直後
からイグニッションスイッチ(IG−3W)を投入する
までの期間に検出可能である。また後者の場合には、イ
グニッションスイッチ(IG−3W)の遮断後も制御回
路10゜に電源を供給可能なバンクアップ電源手段を設
けておくことにより、その所定時間の間に検出できるよ
うになる。In the former case, the ignition switch (IG/SW
) is detected during the period from turning on the starter switch (ST/SW) to actuation of the starter switch (ST/SW), or it can be detected during the period from immediately after the driver gets in the car until turning on the ignition switch (IG-3W). In the latter case, by providing a bank-up power supply means that can supply power to the control circuit 10° even after the ignition switch (IG-3W) is shut off, detection can be made during that predetermined time. .
そこで、上記した点を考慮した制御回路1o。Therefore, the control circuit 1o takes the above points into consideration.
の作動を説明する。第2図にはイグニッションスイッチ
(IG−3W)の投入からスターター作動までの期間に
HCl度を検出する例を示しである。Explain how it works. FIG. 2 shows an example in which the degree of HCl is detected during the period from turning on the ignition switch (IG-3W) to starting the starter.
まずイグニッションスイッチ(IG−3W)の投入によ
り、各係数t!、t2が初期化され(ステップ(20,
1)、その直後より所定時間βの間HCセンサ4を活性
化(安定化)すると共に検出作動を行わせる(ステップ
202〜2o4)。所定時間β後にHC濃度の検出処理
を行い(ステップ205)、HC濃度が設定値以上が否
かを判別する(ステップ206〜208)。First, by turning on the ignition switch (IG-3W), each coefficient t! , t2 are initialized (step (20,
1) Immediately thereafter, the HC sensor 4 is activated (stabilized) for a predetermined period of time β and a detection operation is performed (steps 202 to 2o4). HC concentration detection processing is performed after a predetermined time β (step 205), and it is determined whether the HC concentration is equal to or higher than a set value (steps 206 to 208).
そして、エンジンパラメータのうちで検出可能なパラメ
ータ(冷却水温度、吸入空気温度など)を読込み(ステ
ップ209)、ステップ210ではスタータスインチ(
ST−3W)の投入有無よりエンジン始動時か否かを判
断する。エンジン始動前の場合にはステップ211を経
由してHC濃度の検出処理を繰返し、一方、エンジンが
始動されると、先に読込んだエンジンパラメータに基づ
いて始動時噴射量(パルス幅Ti5t)を算出しくステ
ップ212)、所定時間αの間は先に求めたHC濃度に
応じて始動時噴射量T i s tを減量補正して燃料
噴射弁1又は3より噴射される(ステップ213〜21
8)。つまり、HC濃度が設定値以上のとき(HC=1
)には噴射量Ti5tをに倍(0<K<1)して減量補
正し、設定値以下のとき(HC=O)には減量補正しな
い。そこでこの処理をt2−αとなるまで行うため、ト
ータル的には(1−K) ・Ti5t・αだけ噴射量
が減量補正される。従って、吸気管内の混合気の空燃比
が過剰になるのを良好に防止できる。Then, detectable engine parameters (cooling water temperature, intake air temperature, etc.) are read (step 209), and in step 210, the start inch (
It is determined whether or not it is time to start the engine based on whether or not ST-3W) is turned on. If the engine has not yet been started, the HC concentration detection process is repeated via step 211. On the other hand, when the engine is started, the starting injection amount (pulse width Ti5t) is determined based on the previously read engine parameters. In step 212), during the predetermined time α, the starting injection amount T ist is reduced and corrected according to the previously determined HC concentration, and the fuel is injected from the fuel injection valve 1 or 3 (steps 213 to 21).
8). In other words, when the HC concentration is higher than the set value (HC=1
), the injection amount Ti5t is multiplied by (0<K<1) to make a reduction correction, and when it is less than the set value (HC=O), no reduction correction is made. Therefore, since this process is performed until t2-α, the injection amount is corrected to be reduced by (1-K)·Ti5t·α in total. Therefore, it is possible to effectively prevent the air-fuel ratio of the air-fuel mixture in the intake pipe from becoming excessive.
そして、エンジンが始動するとステップ210.211
よりステップ219.220に進み、従来公知の燃料噴
射量の計算処理及び噴射制御が行われることになる。Then, when the engine starts, steps 210 and 211
The process then proceeds to steps 219 and 220, where conventionally known fuel injection amount calculation processing and injection control are performed.
上記実施例では、HC濃度が設定値以上か否かの2状態
に分けて減量補正しているが、さらに3以上の複数状態
に分けて段階的な減量補正を行ってもよく、またHC濃
度に応じた減量補正係数Kを予めマツプに記憶設定して
おき、検出したHC濃度に応じてその係数Kを読出して
始動時の燃料噴射量を補正するようにしてもよい。In the above embodiment, the reduction correction is performed in two states: whether the HC concentration is equal to or higher than the set value, but it is also possible to perform stepwise reduction correction in three or more states. A reduction correction coefficient K corresponding to the engine speed may be stored in a map in advance, and the coefficient K may be read out in accordance with the detected HC concentration to correct the fuel injection amount at the time of starting.
また、第3図及び第4図は本発明の他の実施例を示すも
のである。まず第3図は自動車の運転席側のドアにドア
スイッチ、又は運転座席にシートスイッチを設けておき
、そのスイッチがONするとHCセンサ4を自動的に作
動させ、イグニソションスインチ(IG−3W)がON
すると、HC濃度の検出処理を行わせるようにしたもの
である。Further, FIGS. 3 and 4 show other embodiments of the present invention. First, in Fig. 3, a door switch is installed on the driver's side door of a car, or a seat switch is installed on the driver's seat, and when the switch is turned on, the HC sensor 4 is automatically activated, and the ignition switch (IG- 3W) is ON
Then, the HC concentration detection process is performed.
また検出スイッチのON後所定時間T以上セン号作動が
継続した場合にはセンサ作動を強制的に停止させている
。これにより単にドアを開けただけでエンジンを始動さ
せない場合にセンサが継続的に作動することを防止して
いる。Further, if the sensor operation continues for a predetermined time T or more after the detection switch is turned on, the sensor operation is forcibly stopped. This prevents the sensor from operating continuously if the door is simply opened but the engine is not started.
また、第4図はエンジン停止直後にHO2度を検出して
電源バンクアンプした不揮発性メモリに記憶しておく例
を示している。Further, FIG. 4 shows an example in which HO2 degrees are detected immediately after the engine is stopped and stored in a non-volatile memory that is powered by a power bank.
以上述べた如く本発明では、エンジン始動前に吸気管内
に残留或いは洩れによる燃料未燃ガス成分の濃度を検出
して、その濃度に応じてエンジン始動時の燃料供給量を
調整しているから、混合気を最適な空燃比に設定して一
層始動性の向上、及び排気浄化を達成できる。As described above, in the present invention, the concentration of unburned gas components remaining in the intake pipe or due to leakage is detected before starting the engine, and the amount of fuel supplied at the time of engine starting is adjusted according to the detected concentration. By setting the air-fuel mixture to the optimum air-fuel ratio, starting performance can be further improved and exhaust purification can be achieved.
第1図はエンジン制御システムの全体構成図、第2図は
本発明の一実施例を示すフローチャート、第3図及び第
4図は本発明の他の実施例を示すフローチャートである
。
1.3・・・燃料噴射弁、2・・・噴孔部、4・・・第
1のセンサとなるHCセンサ、5・・・吸気管、6・・
・スロットル弁、100・・・制御回路。FIG. 1 is an overall configuration diagram of an engine control system, FIG. 2 is a flow chart showing one embodiment of the present invention, and FIGS. 3 and 4 are flow charts showing other embodiments of the present invention. 1.3...Fuel injection valve, 2...Nozzle hole portion, 4...HC sensor serving as the first sensor, 5...Intake pipe, 6...
- Throttle valve, 100... control circuit.
Claims (1)
濃度を検出する第1のセンサと、エンジンの作動状態を
検出する第2のセンサと、少なくともエンジン始動前に
前記第1のセンサの信号より未燃ガス成分の濃度を検出
しておき、エンジン始動時にはその濃度に応じて前記第
2のセンサにより求められる始動時燃料供給量を減量補
正する制御手段とを備えたことを特徴とする内燃エンジ
ンの燃料噴射装置。a first sensor that detects the concentration of unburned gas components filling an intake pipe of an internal combustion engine; a second sensor that detects the operating state of the engine; and at least a signal from the first sensor before starting the engine. and a control means for detecting the concentration of unburned gas components and correcting the starting fuel supply amount determined by the second sensor in accordance with the detected concentration when starting the engine. Engine fuel injection system.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59121227A JPS611841A (en) | 1984-06-12 | 1984-06-12 | Fuel injection device for internal-combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59121227A JPS611841A (en) | 1984-06-12 | 1984-06-12 | Fuel injection device for internal-combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS611841A true JPS611841A (en) | 1986-01-07 |
Family
ID=14806044
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP59121227A Pending JPS611841A (en) | 1984-06-12 | 1984-06-12 | Fuel injection device for internal-combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS611841A (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08217113A (en) * | 1994-12-15 | 1996-08-27 | Kao Corp | Container |
US5611314A (en) * | 1994-10-26 | 1997-03-18 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
DE19858058B4 (en) * | 1998-12-16 | 2009-06-10 | Robert Bosch Gmbh | Fuel supply system for an internal combustion engine, in particular of a motor vehicle |
FR3025837A1 (en) * | 2014-09-16 | 2016-03-18 | Renault Sas | STARTING MANAGEMENT OF AN INDIRECT MOTOR INTERNAL COMBUSTION ENGINE OF MOTOR VEHICLE INJECTION. |
JP2020033918A (en) * | 2018-08-29 | 2020-03-05 | 株式会社デンソー | Internal combustion engine system |
-
1984
- 1984-06-12 JP JP59121227A patent/JPS611841A/en active Pending
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5611314A (en) * | 1994-10-26 | 1997-03-18 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
JPH08217113A (en) * | 1994-12-15 | 1996-08-27 | Kao Corp | Container |
DE19858058B4 (en) * | 1998-12-16 | 2009-06-10 | Robert Bosch Gmbh | Fuel supply system for an internal combustion engine, in particular of a motor vehicle |
FR3025837A1 (en) * | 2014-09-16 | 2016-03-18 | Renault Sas | STARTING MANAGEMENT OF AN INDIRECT MOTOR INTERNAL COMBUSTION ENGINE OF MOTOR VEHICLE INJECTION. |
JP2020033918A (en) * | 2018-08-29 | 2020-03-05 | 株式会社デンソー | Internal combustion engine system |
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