JPS58155231A - Fuel control device - Google Patents

Abstract

PURPOSE:To improve the drivability by discharging fuel in accordance with an output signal synchronized with the trail in a Karman trail type air amount sensor for enabling the supply of fuel rapidly following to the change of the state of an engine. CONSTITUTION:In a Karman trail type air amount sensor 1 to detect the amount of air flowing in a suction pipe 7, a Karman trail generated after a trail generating pillar 101 is detected by a trail detector 102, and the output thereof is inputted into an amplifier 4 to amplify the control signal of a computation control unit 5 for controlling its amplification rate. The computation control unit 5 generates a control signal corresponding to the air-fuel ratio required by an engine on the basis of output signals of a suction temperature sensor 103, an O2-sensor 9, and an engine temperature sensor 11 and an engine revolution number signal obtained from the output of an ignition coil 12. A fuel supply device 3, an electric transducer, is controlled for operation by the output of the above-said amplifier 4.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention realizes arithmetic processing and fuel control performed in response to various input conditions of an internal combustion engine using a simple mechanism, and also sufficiently increases the high-speed response required by the engine. The present invention relates to a fuel control device for an internal combustion engine that enables good fuel control.

Electronic fuel injection devices have conventionally been used as fuel control devices for internal combustion engines. As a known electronic fuel injection device, (1) the amount of intake air is detected based on the opening degree of a movable plate provided in the intake pipe, the resistance value of a heating platinum wire, and the vortex frequency generated by a Karman vortex generator, and the required amount of fuel is calculated. There are two methods: (2) a method to calculate the required amount of fuel based on intake pipe negative pressure and engine speed;

In either method, the calculated required fuel amount is converted into the opening time of the solenoid valve as the fuel supply means,
By controlling this valve opening time, fuel having a predetermined air-fuel ratio is supplied to the engine.

This solenoid valve is opened and closed in synchronization with the rotation of the engine or in synchronization with the Karman vortex frequency.

On the other hand, the requirements for internal combustion engines for automobiles are to be able to measure an intake air amount range that is approximately 40 times larger, to be able to measure and control high purity because the purifying ability of the exhaust gas catalytic converter is effective in a very narrow air-fuel ratio range, and to It is a fairly difficult level to be able to respond quickly to sudden acceleration and deceleration.

In response to such requirements, conventionally known devices have the following drawbacks.

(1) In the movable plate type air flow rate measuring means, if an attempt is made to secure a measurement range of 40 times as a structure that responds to minute flow rates, it will also respond to vehicle body vibrations, causing measurement errors, and the durability of the sliding mechanism. Furthermore, if the responsiveness of the movable plate is increased, it will operate in a vibratory manner due to rapid fluctuations in the amount of intake air.

(2) In a so-called hot wire air flow rate sensor that measures resistance changes in a heated platinum wire, it is essential to make the heat capacity of the hot wire sufficiently low in order to be able to respond to sudden changes in the amount of intake air. Since it is an extremely thin book, it has the disadvantages that there is a risk of wire breakage due to air vibration or sensor drive, and that minute dust in the air can accumulate and change the characteristics.

(3) The air quantity sensor using the Karman vortex frequency can obtain perfect responsiveness to sudden changes in the measurement range and intake air quantity by combining a method that controls the opening and closing of the solenoid valve in synchronization with the vortex frequency. Since the driving frequency of the solenoid valve changes over a range of 40 times, it is necessary to improve the frequency characteristics of the solenoid. In general, the actual situation is to appropriately divide the vortex frequency 1, but in low flow areas such as when the engine is idling, the opening/closing period of the solenoid valve becomes longer than the engine's intake period, and the fuel supply This has the disadvantage of causing an adverse effect such as impairing the stability of the rotation, that is, the stability of rotation.

(4) In the method of calculating the fuel amount by evaluating the air amount based on the intake pipe negative pressure and engine speed, when nonflammable gas exists in the intake pipe due to EGR etc., there is a non-negligible error in the total air amount evaluation value. Since this occurs, a separate means for compensating for this is required, and even if there is a sudden change in the amount of intake air, there are disadvantages such as a delay in measurement due to the internal volume of the intake pipe.

Furthermore, regarding the opening/closing control of solenoid valves, in the case of a method in which the solenoid valves are opened and closed in synchronization with the rotation of the engine, the opening/closing frequency is at most 10 times the range, so compared to the method in which the solenoid valves are synchronized with the Karman vortex, the solenoid valve This is a preferable control method, since the frequency characteristics are not required to be very high, and judging from the basic property that the intake air corresponds to the engine rotation.

However, during acceleration in which the intake air changes suddenly in the low rotation speed range, the increase in fuel is performed after waiting for the next rotation signal (crank angle or ignition signal), resulting in a dilution of the air-fuel ratio over several 1049 seconds. This has the disadvantage of significantly impairing acceleration response. Conventionally, to compensate for this drawback, an acceleration sensor was installed to detect sudden opening of the throttle.
In addition to the above-mentioned regular solenoid valve control, the solenoid valve is temporarily driven in response to acceleration. Although this method shows some improvement in acceleration,
This increases the complexity of the device, and supplies surplus fuel to the engine in terms of air-fuel ratio completely independently of the regular solenoid valve drive.
There is no uniformity in the degree of improvement in acceleration, and a difficult balance has to be made between compliance with exhaust gas regulations and acceleration.

Furthermore, in any of the systems described above, the amount of fuel supplied is controlled by the opening time of the solenoid valve, so the control device requires sophisticated time control elements. Moreover, since high-speed valve opening time is required, there are restrictions on element selection when configuring this with a microprocessor.
High quality and expensive elements must be used.

The present invention was made in consideration of the various drawbacks of the conventional devices described above, and is composed of a Karman vortex type air amount sensor and an electric converter type fuel control device operated by the output of the sensor. The electric converter can be easily constructed, has good operability, does not require excessive precision from the arithmetic and control unit, and has fast response, excellent durability and resistance to changes over time, and is simple and inexpensive to configure. The purpose of this invention is to provide a fuel control device that can

Embodiments of the fuel control device of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of one embodiment, and numeral 1 in the figure is a Karman vortex type air amount sensor, which is configured to detect the Karman vortex generated after the vortex generation column 101 with a vortex detector 102. It has become. Also, 10
3 is an intake air temperature sensor, and 104 is a cleaner for removing dust from the air. A tube 8 is connected. The exhaust pipe 8 is provided with an 02 sensor 9, the output of which is sent to the terminal T8 of the arithmetic and control device 5.
is installed. The sensor 9 detects the oxygen partial pressure in the exhaust gas and evaluates the air-fuel ratio, and the catalytic converter 10 removes harmful components from the exhaust gas.On the other hand, the intake pipe 7 has a throttle A valve 2 is provided;
Furthermore, an electric converter 3 is provided.

The electric converter 3 supplies a predetermined amount of fuel into the intake pipe 7, and pressurized fuel is supplied into the electric converter 3 by a fuel pump (not shown).

The output of the vortex detector 102 (vortex generation frequency F) and the output of the arithmetic and control unit 5 are sent to terminals T3 and T4 of the amplifier 4, respectively. terminal T3 of amplifier 4,
The output from T4 is sent to the electric converter 3.

In addition, an intake air temperature sensor 1 is connected to the terminal T of the arithmetic and control device 5.
03 is input, and the output of the engine temperature sensor 11 is also introduced to the terminal T6. Furthermore, the primary voltage of the ignition coil 12 is input to the terminal T7 of the arithmetic and control device 5. This primary voltage is used for detecting the engine speed.

Next, the operation shown in FIG. 1 will be explained. The engine 6 is controlled by the throttle valve 2 and sucks in an amount of air determined by the opening degree of the throttle valve 2 and the engine speed. Due to this flow of intake air, a Karman vortex is generated behind the vortex generating column 101. This Karman vortex is detected by a vortex detector 102 using ultrasonic waves or the like.

The configuration and operation of the vortex detector 102 are already known and will not be described in detail, but the vortex generation frequency is proportional to the amount of intake air, and the vortex generation frequency F or an appropriate frequency division of this vortex generation frequency is proportional to the intake air amount. The intake air amount QA of the engine 6 can be evaluated based on the frequency F'. FIG. 2(a) shows the output of the vortex detector 102, that is, the vortex generation frequency F (hereinafter referred to as
It shows the relationship between the output (referred to as output) and the intake air amount QA, and the second
Figure (b) shows an example of the waveform of this output F.

Returning to FIG. 1 again, the output F of the vortex detector 102
is amplified by the amplifier 4 to drive the electric converter 3 in a linear manner, and a predetermined amount of fuel is supplied into the intake pipe 7.

Although fuel is supplied downstream of the throttle valve 2 in FIG. 1, it may be supplied upstream.

A detailed explanation will be given later, but if the amount of fuel discharged in one 9-rush drive of the electric converter 3 is △V, then the amount of fuel supplied to the engine per unit time is QF = △V −F = ΔV @ K 1IQA””
-"""' (1). However, K is the vortex detector 102
0 represents the input/output proportionality constant.

According to this equation (1), QA/Qr-1/Δ■·K is obtained, and fuel is supplied to the engine 6 while maintaining the air-fuel ratio QA/Q at a predetermined value.

Various f parameters representing the operating state of the engine 6, that is, the output of the intake air temperature sensor 103, the output of the 02 sensor 9, the engine temperature sensor 11, and the primary voltage of the ignition coil 120 are respectively input to the arithmetic and control unit 5, and the respective Evaluate the meter and find the air-fuel ratio Q required by the engine.
The voltage corresponding to QF is calculated and output. This output is given to the amplifier 4 and is reflected in the pulse height that drives the electric converter 3.

When the pulse height applied to the electric converter 3 changes, the fuel cost ΔV discharged in one pulse drive changes, and therefore the air-fuel ratio Qm/Qr= "AV・K is controlled to the value required by the engine. The Rukoto.

Here, the above-mentioned operation will be explained in more detail using the detailed diagrams from FIG. 3 onwards. FIG. 3 is a sectional view illustrating one embodiment of the electric converter 3, in which 301 is a first fuel chamber;
02 is a second fuel chamber, which faces each other with a diaphragm 303 in between.

A discharge valve 304 is provided in the first fuel chamber 301.
By opening this discharge valve 304, fuel is discharged from the first fuel chamber 301 into the intake pipe 7 shown in FIG. The discharge valve 304 is provided with a spring 305. This spring 305 has a fuel pressure of 8 in the first fuel chamber 301.
The spring pressure is set so as to open the discharge valve 304 with a pressure greater than ΔP.

The bottom of the first fuel chamber 301 communicates with a fuel inlet 308 via a pressure valve 306 . When this pressure valve 306 opens, fuel is supplied from the fuel inlet 308 to the first fuel chamber 301. A spring 30 is attached to the pressure valve 306.
7 is provided.

The spring pressure P of this spring 307 is applied to the pressure valve 306 when the fuel pressure in the first fuel chamber 301 is lower than the fuel pressure P1.
is set to open.

On the other hand, the second fuel chamber 302 is provided with a magnetic circuit 309 made of a permanent magnet formed in an IEJ shape. A movable winding 310 is wound around the gap of this magnetic circuit 309 . The movable winding 310 is fixed to the diaphragm 303. The movable winding 3100 is wound so that its axis is orthogonal to the magnetic flux generated in the gap of the permanent magnet.

Both ends of the movable winding 310 are connected to the terminal TIXT2 of the amplifier 4 in FIG.

Next, the operation of the electric converter 3 shown in FIG. 3 will be explained. The magnetic circuit 309 generates a substantially uniform magnetic flux B in the gap due to the action of a permanent magnet. Terminal T is connected to the movable winding 310.
1. When a current i is caused to flow from the amplifier 4 through T2, a force of f-BIIllll acts on the movable winding 310, and the movable winding 310 tends to be displaced in the X direction shown in FIG. However, l is the winding length of the movable winding 310, and means the length of the current orthogonal to the magnetic flux.

The displacement X is determined by the balance between the force f applied to the movable winding 310 and the reaction force of the diaphragm 303.

In the configuration shown in FIG. 3, only the reaction force of the diaphragm 303 is used as the equilibrium force, but it goes without saying that a separate spring can be provided and the reaction force of this spring can be used as the equilibrium force.

Now, when the current i flowing through the terminals T1 and T2 of the amplifier 4 shown in FIG. 1 is interrupted in response to the pulse output of the vortex detector 102 shown in FIG. 301 to cause pressure fluctuations in the fuel. Figure 4 is the third
This is a diagram illustrating the operation of the configuration shown in the figure, and will be explained below using FIG. 4 together.

The movable winding 310 receives an intermittent current i (see Fig. 4) having a frequency F.
a)) is caused to flow, and this current i causes a displacement X of the diaphragm 303 (FIG. 4(b)) intermittently. When the displacement X occurs, the fuel in the first fuel chamber 301 is compressed and the pressure increases, exceeding the set force of the spring 305 and opening the discharge valve 304. The amount of fuel ΔV discharged from the discharge valve 304 is approximately equal to the product of the displacement amount X and the area S of the diaphragm 303.

Next, when the current i becomes zero and the displacement X returns to zero,
Since the fuel in the first fuel chamber 301 has decreased by △V, the pressure decreases, and the pressure difference with the pressure at the fuel inlet 308 overcomes the setting force of the spring 307, as shown in FIG. 4(d). The pressure valve 306 is opened to supply fuel to the first fuel chamber 301.

By repeating such an operation in accordance with the interruption of the current i, fuel ΔV−F is continuously discharged from the discharge valve 304, and the fuel required by the engine is supplied to the intake pipe.

In Fig. 4, the broken line shows how the air-fuel ratio is controlled as required by the operating parameters of the engine, and when the peak value of the current value i is increased as shown in the broken line, the force f generated increases accordingly. Therefore, the displacement X also becomes large.

As a result, as shown by the broken line in FIG. 4(c), the discharge valve 3
The opening time of 04 becomes longer and the discharged fuel ΔV increases. Therefore, when enriching the fuel, increase the current value i,
Conversely, when thinning the fuel, the air-fuel ratio is controlled by reducing the current value i.

The average fuel pressure P1 in the first fuel chamber 301 is
5 and 307, but the diaphragm 30
It is obvious that this does not depend on the vibration frequency F of No. 3 and the displacement X, and by keeping the pressure Pa at the fuel inlet 308 constant with a pressure regulator (not shown), stable fuel discharge is always performed.

The second fuel chamber 302 is filled with fuel at a pressure Po, and the movable winding 310 is given a reaction force due to the fuel pressure difference (PlPo) in addition to the reaction force of the diaphragm 303 mentioned above. This means that

By appropriately selecting the set forces of the springs 305 and 307, if the fuel pressure Pl is set approximately equal to Po, P becomes Po, and the reaction force due to this fuel pressure difference can be ignored. The required force f on the line 310, that is, the current value i
In addition, it becomes possible to reduce the winding length l, thereby reducing the weight of the movable winding 310, thereby reducing the weight of the diaphragm 3.
03 response speed can be increased.

However, filling the second fuel chamber 302 with fuel at the pressure Po cannot be said to be the basis of this invention;
2 can be opened to the atmosphere or into the intake pipe 7 to obtain the same function. FIG. , 311 in the figure is the iron core, 31
2 is a fixed winding, and 303 is a diaphragm forming a part of the magnetic path. Although FIG. 5 only shows the electro-mechanical converter of the electric converter, other mechanisms such as a discharge valve and a pressure valve are the same as those shown in FIG. 3, and are therefore omitted.

Next, to explain the operation of the mechanism shown in FIG.
,, T, when a current i is applied to the fixed winding 12, a magnetic flux is generated in the iron core 311 as a magnetic path, the diaphragm 303, and the gap between them.

At this time, the diaphragm 303 is moved in the direction that shortens the gap length.
A force acts between the iron core 311 and the diaphragm 3
03 is displaced in the above-mentioned direction. When current i is interrupted,
The diaphragm 303 returns to its original position. In this way, the fifth
It is also possible to configure the electric converter 3 in the fuel control device of the present invention using the mechanism shown in the figure.

FIG. 6 is a sectional view showing the configuration of yet another embodiment as a mechanism for displacing the diaphragm 303, showing a magnetostrictive iron core 313 having U-shaped magnetostrictive characteristics connected to the diaphragm 303, and this magnetostrictive iron core. 313, a spacer 314, and a fixed winding 312. In FIG. 6, mechanisms such as a discharge valve and a pressure valve are omitted to avoid duplication with FIG. 3.

Next, the operation of the mechanism shown in FIG. 6 will be explained. Terminal Tls
When a current i is intermittently applied to the fixed winding 312 via Tt, strain vibration occurs in the magnetostrictive iron core 313, and this vibration is applied to the diaphragm 303, so that an electric transducer that can be used in the present invention can be constructed.

FIG. 7 shows another embodiment as a mechanism for displacing the diaphragm 303, in which a diaphragm having piezoelectric properties is used as the diaphragm 303, and first electrodes 316 are provided on both the front and back surfaces of the diaphragm 3030. A second electrode 317 is provided. This first electrode 316 is connected to the terminal T of the amplifier 4 in FIG.
The second electrode 317 is connected to the terminal T.

Next, the operation of the mechanism shown in FIG. 7 will be explained. terminal T1,
When a voltage is intermittently applied between the first electrode 316 and the second electrode 317 via T2, the diaphragm 303 undergoes distortion vibration.
An electric converter that can be used in this invention can be constructed.

In the above explanation, FIGS. 3, 5, and 6 all show electric converters of the type that intermittent the winding current.
In this case, the amplifier 4 shown in FIG. 1 should be of a current output type, and the details will be described later with reference to FIG. However, FIG. 7 shows an electric converter of the type that intermittents the voltage, and in this case, the amplifier 4 of FIG. 1 should be of the voltage output type. Voltage output type amplifiers are well known and will not be described in detail.

FIG. 8 is a sectional view showing another embodiment of the fuel discharge mechanism of the electric converter 3, and in FIG. 8, 318 is a discharge valve. The other configurations are the same as in FIG. 3 and are omitted, but the pressure valve 306 in FIG. 3 is unnecessary in the configuration in FIG. 8. The operation of the mechanism in FIG. A discharge valve 318 connected to the diaphragm 303 is opened and closed by X, and the required fuel is discharged.

The amount of fuel ΔV discharged by one displacement is determined by the discharge valve 31.
8 and the main body of the electromagnetic transducer 3. Therefore, by increasing the displacement X, the cross-sectional area 8
By increasing the displacement X and decreasing the cross-sectional area 8, the discharged fuel amount ΔV is adjusted, thereby making it possible to control the air-fuel ratio.

In the configuration shown in FIG. 8, the following points are clear from the above explanation.
Since fuel is discharged at a constant pressure depending on the opening time and cross-sectional area of the discharge valve 318, the required pressure valve 306 is not required in the configuration shown in FIG. 3. 9 is a sectional view showing another embodiment of the replenishment mechanism, and 319 in FIG. 9 is a diaphragm 3.
03 shows a reed valve type pressure valve installed on the 03.

The other configurations are the same as those in FIG. 3 and are omitted.

The operation of the configuration shown in FIG. 9 will be explained. When the diaphragm 303 is displaced in the X direction, the fuel pressure in the first fuel chamber 301 increases and the pressure valve 319 is closed; conversely, when the diaphragm 303 is displaced in the opposite direction, it opens and the second valve 319 is closed. Fuel is supplied from the fuel chamber 302.

A more detailed explanation of the operation of the discharge valve 304 and the pressure valve 319 is omitted here because it overlaps with the explanation of FIG. 3, but in the embodiment of FIG. 9, the pressure valve 319 is provided on the diaphragm 303. , is characterized by a simplified fuel chamber structure.

FIG. 1θ is a sectional view showing still another embodiment of the electric converter 3 in the fuel control device of the present invention, and the second fuel chamber 302 also has a discharge part 304' and a pressure valve similar to the first fuel chamber 301. 306', and the operation of each and the operation of the electro-mechanical converter which is omitted in the drawings are the same as those already explained with reference to FIG. 3, and will not be explained here.

According to the configuration shown in FIG. 1O, fuel is discharged when the diaphragm 303 is displaced in the X direction and when displaced in the opposite direction in the In addition to improving the electrical energy, it also has the advantage of improving the efficiency of electro-mechanical conversion.

FIG. 11 shows the relationship between the current i flowing through the movable winding 310 and the displacement X of the diaphragm 303 in the electric converter as shown in FIG. In such a mechanism, there is a difference in the displacement X when the current i is raised and when it is lowered due to friction and play in each part, so it is normal to form a hysteresis luzo as shown in Figure 11. . Therefore, in this invention in which the fuel discharge amount ΔV is determined by the displacement X, the hysteresis width Δ
It is important to make i as small as possible. One way is to increase the hysteresis width Δi with mechanical precision, but
This problem can also be solved by the method of driving the electric converter 3, which will be explained in detail below.

FIG. 12 shows another embodiment of the driving means for the electric converter in the fuel control system of the present invention, in which an oscillator 13 is added to the configuration of FIG. The output of this oscillator 13 is a pulse signal having a predetermined amplitude and frequency, and is applied to the amplifier 4 in a superimposed manner together with the output F of the vortex detector 102. The amplitude and frequency of the output of the oscillator 13 are determined based on the natural frequency of the diaphragm 303 of the output F1 of the electric converter 3 of the vortex detector 102, the response frequency of the discharge valve 304, and the pressure valve 306, and the age of the ship. It is applied to the diaphragm 303.

When forced vibration is applied to the diaphragm 303 in advance in this way, the frictional force and play when the current rises and falls always acts equally on the diaphragm 303, so the apparent hysteresis decreases or becomes zero. Therefore, the displacement X of the diaphragm 303
is the first by the current i according to the output F of the eddy detector 102.
It changes isometrically on the line shown by the broken line in Fig. 1, and uniqueness between current and displacement can be obtained.

FIG. 13(a) shows the output F, FIG. 13(b) shows the output of the oscillator 13, and FIG. 13(c) shows the superimposition pattern of the outputs F and D. The forced vibration caused by the displacement is superimposed on the displacement X. When the displacement caused by forced vibration is large, the discharge valve 304 and the pressure valve 30 respond to the displacement.
6 opens and closes, but since the amount of fuel discharged and unchangeable due to this, there is no problem if fuel control is performed taking this into consideration in advance.

FIG. 14 is a circuit diagram showing an example of the configuration of the amplifier 4 and the arithmetic control device 5 in the fuel control device of the present invention.
4, the arithmetic and control device 5 is a digital computer 501X and a D-A (digital-to-analog) converter 5.
02, and an AD (Analog-Digital) converter 503. The D-A converter 502 is, for example, a known type consisting of a resistor network and an operational amplifier.

Further, the amplifier 4 is connected to the collector of the transistor 405 and the non-inverting input terminal of the operational amplifier 402 from the terminal T4 of the DA converter 502 via the resistor 401, and the emitter of the transistor 405 is grounded. The output F of the vortex detector 102 shown in the figure is applied through terminal T5 and resistor 406.

The output of operational amplifier 402 is added to the base of transistor 403, the emitter of which is grounded via resistor 404 and connected to the inverting input of operational amplifier 4020. transistor 4
03 is connected to one end of the movable winding 310 of the electric converter 3 via the terminal T2, and this movable winding 31
A voltage of vcc is applied to the other end of the terminal 0 via the terminal T1.

Next, the operation shown in FIG. 14 will be explained using FIG. 1 as well. When the output of the intake air temperature sensor 103 is input to the terminal T, and the output of the engine temperature sensor 11 is input to the terminal T6, these outputs are converted to A-D by the A-D converter 503.
After D conversion, the data is input to the digital computer 501. The primary voltage 12a of the ignition coil 12 is input to the digital computer 501 through the terminal T7 as an engine speed signal, and the output of the 02 sensor 9 is input through the terminal T as an air-fuel ratio discrimination signal.

The digital computer 501 calculates the air-fuel ratio required by the engine 6 using the above-mentioned nine parameters, and provides a digital signal corresponding thereto to the DA converter 502. D-
The A converter 502 converts this digital signal into a DC voltage ■ and outputs it to the terminal T4.

Now, when the output F of the eddy detector 102 applied to the terminal T is at the rLJ level, the transistor 405 is in a blocking state, and the DC voltage V of the terminal T4 is applied to the operational amplifier 4.
It is applied to the non-inverting input terminal of 02.

Therefore, operational amplifier 402 outputs the rHJ level, which causes transistor 403 to conduct and conduct current to movable winding 310. This current is converted into a voltage by a resistor 404 and applied to the inverting input terminal of the operational amplifier 402. As a result, when the current i increases and the voltage at the inverting input terminal of the operational amplifier 402 attempts to exceed the voltage V at the non-inverting input terminal, the output of the operational amplifier 402 drops and the transistor 403 is placed in a blocking state, that is, the movable winding line 31
0 current is attenuated.

As a result, the voltage at the inverting input terminal of the operational amplifier 402 becomes lower than the voltage V at the non-inverting input terminal, and the output of the operational amplifier 402 becomes "H" level again. Thus, a current proportional to the output voltage V of the A-D converter 502, i-V/R, flows through the movable winding 310.

However, R is the resistance value of the resistor 404.

Next, when the output F of the vortex detector 102 is at the rHJ level, the transistor 405 is conductive and the input voltage of the operational amplifier 402 is made approximately zero, so that no current flows through the movable winding 310. Thus, the movable winding 310 includes the vortex detector 102.
An intermittent current flows at a frequency synchronized with the output F of the engine and has a peak value corresponding to the air-fuel ratio required by various parameters of the engine. The fact that a predetermined amount of fuel is supplied to the engine 6 by this intermittent current has already been explained using FIG. This is an example. In this FIG. 15, 504, 505, 511 are resistors, 506. 507
is a transistor, 508°509 is a diode, 510
is a capacitor, and 512 is an operational amplifier.

That is, the digital computer 501(7) output is connected to the resistor 504. transistors 5 through 505, respectively.
Connected to the pace of 06,507.

A voltage of Vcc is applied to the emitter of transistor 506, and the emitter of transistor 507 is grounded. Transistor 506. 507 are each connected to a diode 508 . 509, is grounded via a resistor 511 and a capacitor 510, and this resistor 51
1 and the capacitor 510 is connected to the non-inverting input terminal of the operational amplifier 512.

The inverting input terminal and output terminal of this operational amplifier 512 are connected, and this output terminal is connected to the terminal T. Terminal T4 is connected to AD converter 503. The other parts are the same as those in FIG. 14. Next, the operation in FIG. 15 will be explained with reference to FIG. 16. As shown in FIG. 16(a), r is connected to terminal P of digital computer 501.
When the LJ level is output, the transistor 506 becomes conductive, and the capacitor 510 is connected via the power supply having the voltage of vCC, the transistor 506, the diode 508, and the resistor 511.
is charged. Therefore, the terminal voltage of the capacitor 510 increases as shown by the V waveform vI in FIG. 16(C).

This terminal voltage V is input to an A-D converter 503 via an operational amplifier 512, and after being A-D converted, is input to a digital computer 501. The digital computer 501 compares this input with the voltage values required by various parameters of the engine, and outputs the rHJ level to the terminal P if they match. Therefore, transistor 506 is blocked, charging of capacitor 510 is stopped, and charging voltage V is maintained. At this time, it is necessary that the transistor 507 is in a blocking state and that the input impedance of the operational amplifier 5120 is sufficiently high.

Next, while keeping the terminal P at rHJ level, as shown in Fig. 16(b)
When the rHJ level is output to the terminal Q as shown in FIG.
9-) The capacitor 510 is discharged via the run raster 50, and the V of the V waveform in FIG. 16(C) gradually descends. When a predetermined voltage is reached, the voltage V is maintained by setting the terminal Q to the rLJ level and blocking the transistor 507.

The output of the operational amplifier 512 corresponding to this voltage V is the terminal T
4 to the amplifier 4, thereby providing a voltage corresponding to a predetermined air-fuel ratio, as described above.

FIG. 17 shows the output of the oscillator 13 in FIG.
17 shows an example of a method of superimposing it on the output F of 02. In FIG. 17, 1301 is an astable multivibrator, and 1302 and 407 are resistors. Other parts are similar to amplifier 4 in FIG. 14.

The output of the astable multivibrator 1301 has a peak value equal to the output voltage ■ of the arithmetic and control unit 5 inputted from the terminal T4, and is added to a Noculus voltage synchronized with the output frequency F of the eddy detector 102. At this time, resistors 401,4
By appropriately selecting 07 and 1302, the oscillator 13
The relative power of the output can be made reasonable.

This astable multivibrator 1301 may be constructed of transistors, resistors, capacitors, etc., but it is economical to use a digital computer of the arithmetic and control unit 5 in combination.

As described in detail above, the fuel control device of the present invention has many advantages as listed below.

(1) Since the mechanism is such that fuel is discharged in accordance with the output signal synchronized with the vortex of the Karman vortex type intake air amount sensor, the electric converter serving as the discharge mechanism can be accurately driven with a simple configuration.

(2) The responsiveness of the Karman vortex is extremely excellent, and fuel can be supplied quickly to follow changes in the engine's state, resulting in favorable drivability.

(3) Since the fuel discharge according to the intake air amount is basically determined by the opening and closing frequency of the discharge valve, the output pulse width of the vortex detector is kept constant, and the air-fuel ratio is controlled according to the engine parameters. It is sufficient to reflect only the minute amount in the wave height value. Therefore, during control, it is within the range of only 2 to 3 times, and the arithmetic and control unit is not required to have excessive precision.

(4) Conventional fuel injection devices control the air-fuel ratio by the opening time of a solenoid valve, and a control device with a highly accurate time control function is essential, but the device of the present invention does not require this. Therefore, a simple and low-cost control device can be constructed.

(5) Since the Karman vortex type intake air amount sensor has a movable part and is not easily affected by dust, it is possible to construct a fuel control device that has excellent durability and changes over time.

(6) It is possible to use an electric converter that does not cause magnetic flux changes in the magnetic path, and the response is much faster than that of conventional solenoid valves. As a result, continuity (stability) of fuel supply can be ensured by increasing the driving frequency of the electric converter, and therefore stability of engine operation can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of an embodiment of the fuel control device of the present invention, and FIG. 2(a) and FIG. 3 is a sectional view showing the configuration of an embodiment of the electric converter in the fuel control device of the present invention, and FIGS. 4(a) to 4(a) are the electric converter shown in FIG. FIGS. 5 to 10 are cross-sectional views showing the structure of further different embodiments of the electric converter in the fuel control device, and FIG. 11 is a cross-sectional view of the electric converter of FIG. 3. FIG. 12 is a block diagram showing the configuration of another embodiment of the control section of the electric converter in the fuel control device of the present invention, and FIGS. 13(a) to 13 are diagrams showing the displacement-current characteristics of the diaphragm. (c) is a diagram for explaining the operation of FIG. 12, FIG. 14 is a circuit diagram showing the detailed configuration of the amplifier and arithmetic control device in the fuel control device of the present invention, and FIG. 15 is a diagram for explaining the operation of the fuel control device of the present invention. Circuit diagrams showing the configuration of the D-A converter in the arithmetic and control unit of the device, FIGS. 16(a) to 16(
c) is a diagram for explaining the operation of the V-A converter in Figure 15, and Figure 17 is a diagram for explaining the method of superimposing the output of the oscillator in the control section in Figure 12 on the output of the vortex detector. It is a diagram. 1... Intake sensor, 101... Vortex generation column, 1o2.
...Vortex detector, 103...Intake air temperature sensor, 2...
Throttle valve, 3... Electric converter, 301... First
Fuel chamber, 302... Second fuel chamber, 303... Vibration plate, 304° 304', 318... Discharge portion, 305.
305', 307°307'...Spring, 306,30
6', 319...pressure valve, 308...fuel inlet, 3
09... Permanent magnet, 310... Movable winding, 311...
・・Iron core, 312・・Fixed winding, 316, 317・
...electrode, 4...amplifier, 5...arithmetic control device, 5
01...Digital computer, 5o2...D-
A converter, 503...A-D converter, 6...engine,
7...Intake pipe, butt...Exhaust pipe, 9...O2 sensor,
10...Catalytic converter. Note that the same reference numerals in the figures indicate the same or corresponding parts. Agent Makoto Kuzuno - Figure 2 Figure 3 Figure 6 d Figure 4 Figure 5 Figure 6 @ Figure 7 Figure 8 Figure 9 District 10 Figure 11 kbi no I Figure 12 Figure 13 (c ) × Figure 15 14 Difficult! Figure 6 Figure 17 Written amendment to the I-procedure (spontaneous) 1;- To the Commissioner of the Japan Patent Office 21. Indication of the case Japanese Patent Application No. 57-38529 2. Name of the invention Fuel control device 3. Representative of the person making the amendment To Hitoshi Katayama Department 4, Agent 5, Claims column of the specification to be amended. 6. Copy of the appendix with the same content of the amendment. 7. List of attached documents Claims One or more patent claims Range (1) An intake air amount sensor installed in the intake passage of the engine that detects the Karman vortex generated depending on the amount of intake air and outputs a signal with a frequency synchronized with this Karman vortex, and this intake air amount sensor. an amplifier that receives and amplifies the output of the engine, and receives at least one operating parameter signal such as intake air temperature, engine temperature, rotational speed, atmospheric pressure, throttle opening, or air-fuel ratio. an arithmetic control device that controls the amplification factor of the amplifier; and an electric converter that operates in a vibrational manner in response to the output of the amplifier and discharges fuel in an H11 unit of 1" into the intake pipe with one vibration. (2) The electric converter is composed of a permanent magnet or a composite of a permanent magnet and a magnetic material, and a gap, and a magnetic circuit that generates an almost uniform magnetic flux sound in this gap, and a shaft in the gap. The fuel control device according to claim 1 is characterized in that it is constituted by a movable winding disposed perpendicular to the magnetic flux and a diaphragm connected to the movable winding Iw. ) The electric converter has a winding having an iron core made of a magnetic material or a composite of a magnetic material and a permanent magnet, and a diaphragm that faces the iron core through a gap and forms part of a magnetic path. The fuel control device according to claim 1, characterized in that: (4) The electric converter includes an iron core having magnetic properties, a winding wound around the iron core, and a vibration control device connected to the iron core. The fuel control device according to claim 1, characterized in that the electric transducer is composed of a piezoelectric diaphragm having electrodes on both sides of a ceramic plate having piezoelectric properties, or a piezoelectric oscillator of the piezoelectric vibration plate. The fuel control device according to claim 1, characterized in that the entire plate is laminated in multiple layers, (6) the electric converter pressurizes the first fuel chamber in which the diaphragm is configured as a part of the partition wall. When the diaphragm is displaced in the direction of decreasing the volume of the first fuel chamber, it opens due to the increase in fuel pressure and injects fuel into the intake pipe of the engine, and conversely, the diaphragm is displaced in the direction of decreasing the volume of the first fuel chamber. a discharge valve that closes to completely block fuel injection when the diaphragm is displaced in a direction that increases the volume of the first fuel chamber; and a discharge valve that opens when the diaphragm is displaced in a direction that increases the volume of the first fuel chamber to supply the pressurized fuel to the first fuel. and a pressure valve that closes when the diaphragm is displaced in a direction to decrease the volume of the first fuel chamber to prevent backflow of fuel in the first fuel chamber. A fuel control device according to claim 1. (7) The electric converter is provided with a second fuel chamber behind the diaphragm formed on the partition wall of the first fuel chamber, and the second fuel chamber is filled with fuel at approximately the same pressure as the fuel introduced into the first fuel chamber. 7. The fuel control device according to claim 6, characterized in that the fuel control device is adapted to be introduced. (8) The fuel control device according to claim 7, wherein the electric converter has a pressure valve provided on a diaphragm. (9) A second fuel is provided behind the diaphragm formed on the partition wall of the first fuel quantity, and the second fuel is opened in the second fuel chamber by an increase in fuel pressure when the diaphragm is displaced in a direction that reduces the volume of the first fuel chamber. The diaphragm injects fuel into the intake pipe of the engine, and the diaphragm closes to completely block fuel injection when the diaphragm moves in the direction of increasing the volume of the first fuel chamber. When the diaphragm is displaced in the direction of increasing the volume, it closes, and conversely, the diaphragm
Claims 1 to 5 further include a pressure valve that opens to introduce pressurized fuel into the second fuel chamber when the fuel chamber is displaced in a direction in which the total volume of the fuel chamber is decreased. fuel control device. 2. The fuel control system according to claim 1, wherein the 0I electric transducer superimposes the output of an oscillator that generates a signal having the frequency of the power cutoff and the amplitude rEIl on the output of the vortex detector. ivF The fuel control system according to claim 1, wherein the oscillator is constructed from a digital computer. Claim 1, characterized in that the arithmetic control device is constituted by a digital computer converter, and uses a voltage signal obtained by 2D-A conversion of the arithmetic output of the digital computer as an amplification factor control signal. Fuel control device @1, (+31) A fuel control device according to claim 12, characterized in that the D-A converter is constituted by a resistor network and an operational amplifier. (14) D- 153-

Claims (1)

[Scope of Claims] (1) An intake air amount sensor that is provided in the intake passage of an engine and that detects Karman vortices generated according to the amount of intake air and outputs a signal with a frequency synchronized with this Karman vortex; An amplifier that receives and amplifies the output of the intake air amount sensor, and at least one operating parameter that determines the operating state of the engine, such as intake air temperature, engine power, rotational speed, atmospheric pressure, throttle opening, or air-fuel ratio. an arithmetic control device that controls the amplification factor of the amplifier in response to a signal; and an electric converter that operates in a vibrational manner in response to the output of the amplifier and discharges a predetermined unit amount of fuel into the intake pipe with one vibration. and a fuel control device. (2) The electric converter is composed of a permanent magnet or a composite of a permanent magnet and a magnetic material, and a gap, and includes a magnetic circuit that generates an almost uniform magnetic flux in the gap, and a magnetic circuit that generates an almost uniform magnetic flux in the gap, and a magnetic circuit that generates an almost uniform magnetic flux in the gap. 2. The fuel control device according to claim 1, comprising a movable winding and a diaphragm connected to the movable winding. (3) An electric converter consists of a winding having an iron core made of a magnetic material or a composite of a magnetic material and a permanent magnet, and a diaphragm that faces the iron core with a gap therebetween and forms part of a magnetic path. The fuel control device according to claim 1, characterized in that the fuel control device comprises: (4) The electric converter is constructed of an iron core having magnetic properties, a winding wound around the iron core, and a diaphragm connected to the iron core. Fuel control device. (5) The electric transducer is made of a piezoelectric diaphragm having electrodes formed on both sides of a ceramic plate having piezoelectric properties, or a multi-layered stack of piezoelectric diaphragms. fuel control device. (6) The electric converter fills pressurized fuel into the first fuel chamber, which includes a diaphragm as part of the partition wall, and when the diaphragm is displaced in a direction that reduces the volume of the first fuel chamber, the fuel pressure increases. a discharge valve that opens to inject fuel into the intake pipe of the engine, and conversely closes to prevent fuel injection when the diaphragm is displaced in a direction to increase the volume of the first fuel chamber; When the diaphragm is displaced in a direction to increase the volume of the first fuel chamber, it opens to introduce pressurized fuel into the first fuel chamber, and conversely, the diaphragm is displaced in a direction to decrease the volume of the first fuel chamber. 2. The fuel control device according to claim 1, further comprising a pressure valve that is closed when the fuel is closed to prevent backflow of fuel within the first fuel chamber. (7) The electric converter is provided with a second fuel chamber behind the diaphragm that forms the partition wall of the first fuel chamber, and this second fuel chamber is supplied with fuel at approximately the same pressure as the fuel introduced into the first fuel chamber. 7. The fuel control device according to claim 6, characterized in that: 1- is introduced. (8) The fuel control device according to claim 7, wherein the electric converter has a pressure valve provided on a diaphragm. (9) A second fuel is provided behind the diaphragm that forms the partition wall of the first fuel chamber, and the second fuel opens when the diaphragm is displaced in a direction that reduces the volume of the first fuel chamber due to an increase in fuel pressure. The diaphragm injects fuel into the intake pipe of the engine, and the diaphragm closes to prevent fuel injection when the diaphragm moves in a direction that increases the volume of the first fuel chamber. When the diaphragm is displaced in a direction to increase the volume, it opens to introduce pressurized fuel into the first fuel chamber, and conversely, when the diaphragm is displaced in a direction to decrease the volume of the first fuel chamber, it closes to introduce pressurized fuel into the first fuel chamber. 6. The fuel control device according to claim 1, further comprising a pressure valve for preventing fuel backflow. 2. The fuel control device according to claim 1, wherein the electric transducer adds the output of an oscillator that generates a signal having a predetermined frequency and vibration to the output of the vortex detector in a superimposed manner. (The fuel control device according to claim 10, characterized in that the 111 oscillator is constituted by a dinotal computer.
The fuel control device according to claim 1, characterized in that the fuel control device is constituted by a converter and uses a voltage signal obtained by D/A conversion of the calculation output of the dinotal computer as the amplification factor control signal. (+3) The fuel control device according to claim 12, wherein the D-A converter is constituted by a resistor network and an operational amplifier. (14) The fuel control device according to claim 12, wherein the D-A converter is constituted by a charge pump circuit.