JPS5851274A - Electronic control apparatus for engine - Google Patents
Electronic control apparatus for engineInfo
- Publication number
- JPS5851274A JPS5851274A JP56147025A JP14702581A JPS5851274A JP S5851274 A JPS5851274 A JP S5851274A JP 56147025 A JP56147025 A JP 56147025A JP 14702581 A JP14702581 A JP 14702581A JP S5851274 A JPS5851274 A JP S5851274A
- Authority
- JP
- Japan
- Prior art keywords
- flow rate
- intake air
- volume flow
- control signal
- density
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/155—Analogue data processing
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は、特に高地などの空気密度の小さい場所にお
いても、排気還流（ＥＧＲ）’、点火時期（ＡＤＶ）お
よび燃料噴射（ＢＱＩ ）の各制御を適切に行なうこと
のできる機関の電子制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides a system for appropriately controlling exhaust gas recirculation (EGR), ignition timing (ADV), and fuel injection (BQI) even in places with low air density, such as highlands. Regarding electronic control equipment for engines that can be used.
従来の機関の電子制御装置としては、例えば第１図に示
すような、マイクロコンピュータを用いたＥＣＣ５シス
テムが知られている。図において、まず燃料噴射制御は
、エアフローメータ１で検出された吸入空気流量（体積
流量）Ｑａと、クランク角センサ２で検出された機関回
転数Ｎとから、主制御回路３において燃料噴射の基本噴
射時間（バ″′巾） Ｔｐ ＝ ＫＱａ ／ Ｎ （Ｋ
は定数）を算出し、これに最低駆動時間（パルスｒｌ］
） Ｔｓ ’ｒ：加えて、燃料噴射時間（パルス巾）
ＴＩ＝Ｔｐ ＋Ｔｓ’を算出し、このパルス巾で燃料噴
射弁４を駆動する。また、点火時期制御は、機関回転数
Ｎと上述の基本噴射時間ＴＰから基本点火時期データＡ
ＤＶＰ’ｉ算出し、このデータによりイグニッションコ
イル５の一次電流ケ遮断し、ディストリビュータ６によ
って選択された気筒の点火栓に火花を飛ばす。さらに排
気還流制御は、機関回転数Ｎと同じく基本噴射時間ＴＰ
から主制師回路３において制御信号が算出されて出力さ
れ、この制御信号によりＶＣＭバルブ７ヲ介シてＥＧＲ
コントロールバルブ８の負圧を制御することによりリフ
ト量が変えられ、エキゾーストマニホールド９からイン
テークマニホールド］０へ接続されたＥＧＲ，通路１１
の排気還流量が制御される。As a conventional electronic control device for an engine, an ECC5 system using a microcomputer as shown in FIG. 1, for example, is known. In the figure, first, fuel injection control is performed based on the intake air flow rate (volume flow rate) Qa detected by the air flow meter 1 and the engine speed N detected by the crank angle sensor 2. Injection time (bar width) Tp = KQa / N (K
is a constant), and add the minimum drive time (pulse rl) to this
) Ts'r: In addition, fuel injection time (pulse width)
TI=Tp +Ts' is calculated, and the fuel injection valve 4 is driven with this pulse width. Ignition timing control is performed using basic ignition timing data A based on the engine speed N and the basic injection time TP mentioned above.
DVP'i is calculated, and based on this data, the primary current of the ignition coil 5 is cut off, and a spark is sent to the spark plug of the cylinder selected by the distributor 6. Furthermore, in the exhaust recirculation control, the basic injection time TP is the same as the engine speed N.
A control signal is calculated and output from the main controller circuit 3, and this control signal causes EGR to be activated via the VCM valve 7.
The lift amount is changed by controlling the negative pressure of the control valve 8, and the EGR passage 11 is connected from the exhaust manifold 9 to the intake manifold 0.
The amount of exhaust gas recirculation is controlled.
しかしながら、このような従来の機関の電子制御装置に
あっては、吸入空気量Ｑ、から算出した基本噴射時間Ｔ
Ｐが、空気密度が通常値である平地用として設定されて
１．する。このため、高地等の空気密度の小さい所にお
いては、基本噴射時間ＴＰから算出された噴射パルス巾
Ｔ１より形成される燃料と空気の混合比では、燃料が濃
くなり過ぎるため空気密度を考慮した補正が必！となり
、基本噴射時間ｑ、、−ＫｐＱａ／Ｎ （ρは空気密度
補正係数）を用いる必要がある。ところが、この密度補
正したＴｔと機関回転数とでテーブルルックアップして
排気還流制御パルス巾を算出した場合は、空気密度の小
さい所では’Ｒ＜’ｒｐとなるため、通常の所でＴＰに
より行なう場合に比べて、空気密度の小さい所では排気
還流量が少なくなり、このためベースＮＯｘが増加し、
排気特性が悪化する。このため、空気密度の小さい所で
も同一の排気特性を維持するためには、触媒を強化する
かあるいはシステム上で対応することが必要になり、シ
ステムの複雑化とコストアップを招くという問題点があ
った。However, in the electronic control device of such a conventional engine, the basic injection time T calculated from the intake air amount Q,
P is set for flat land where the air density is a normal value, and 1. do. Therefore, in places with low air density such as highlands, the fuel and air mixture ratio formed by the injection pulse width T1 calculated from the basic injection time TP will make the fuel too rich, so corrections should be made in consideration of the air density. is a must! Therefore, it is necessary to use the basic injection time q, -KpQa/N (ρ is the air density correction coefficient). However, when the exhaust recirculation control pulse width is calculated by looking up a table using this density-corrected Tt and the engine speed, 'R<'rp will be true in areas where the air density is small, so it will be Compared to the case where the exhaust gas recirculation is carried out, the amount of exhaust gas recirculation is reduced in areas with low air density, which increases the base NOx.
Exhaust characteristics deteriorate. Therefore, in order to maintain the same exhaust characteristics even in areas with low air density, it is necessary to strengthen the catalyst or take measures in the system, resulting in the problem of complicating the system and increasing costs. there were.
この発明は、このような従来の問題点に着目してなされ
たもので、体積流量として検出した吸入空気流量に基づ
いて排気還流制御信号を演算し出力すると共に、空気密
度ケ検出した空気密度補正係数によりその体積流量を補
正して得た質量流量としての吸入空気流量に基づいて、
点火時期制御信号と燃料噴射制御信号を演算し出力する
ことにより、上記問題点ケ解決することを目的とする。This invention was made by focusing on such conventional problems, and it calculates and outputs an exhaust recirculation control signal based on the intake air flow rate detected as a volumetric flow rate, and also calculates and outputs an exhaust recirculation control signal based on the detected air density. Based on the intake air flow rate as a mass flow rate obtained by correcting its volumetric flow rate by a coefficient,
It is an object of the present invention to solve the above problems by calculating and outputting an ignition timing control signal and a fuel injection control signal.
以下、この発明を図面に基づいて説明する。The present invention will be explained below based on the drawings.
第２図は、この発明の一実施例の概要を示すが、まず、
インテークマニホールド１０ｉ流れる吸入空気流量を測
定するため、従来のエアフローメータに代えて、カルマ
ン渦検出型の体積流量センサ１２を用いる。この発明に
おいては、稜で詳述するように、吸入空気流量として体
積流量とこれに密度補正した質量流量と欠相いて、制御
出力を演算して各制御ケ行なう。従来のエアフローメー
タも体積流量を測定するものであるので、この発明にお
いても従来のエアフローメータな用いても本質的な誤り
はない。但し、体積流量ｔより正確に測定するため、こ
の発明ではカルマン渦検出型の体積流量センサを用いる
ことが適切である。このカルマン渦検出型の体積流量セ
ンサ１２は、第３図に示すように、円柱状の渦発生体１
３と該渦発生体に設けたスリットの間に配置された熱線
１４からなり、この熱線１４は、熱線温度制御回路１５
から与えられる温度コントロール電流により、一定温度
に維持される。この体積流量センサ】２をインテークマ
ニホールド１０内に装着すると、体積流量に応じて、渦
発生体１３の背後に発生するカルマン渦列の周波数が変
化し、このカルマン渦が熱線に触れると、温度コントロ
ール電流が変化する。従って、この電流変化ケ検出して
その周期を求めれば、吸入空気の体積流量が測定される
。このため、熱ａ温度制御回路１５の電流波形は、波形
整形回路１６により渦動の周波数に応じたパルス列に変
換され、マイクロコンピュータを用いた主制御回路１７
において、渦動の周期が測定され、体積流量として吸入
空気流量に換算される。FIG. 2 shows an outline of an embodiment of the present invention.
In order to measure the flow rate of intake air flowing through the intake manifold 10i, a Karman vortex detection type volume flow sensor 12 is used instead of a conventional air flow meter. In this invention, as will be described in detail below, each control is performed by calculating a control output using a volumetric flow rate as an intake air flow rate and a mass flow rate density-corrected thereto. Since the conventional air flow meter also measures the volumetric flow rate, there is no essential error in using the conventional air flow meter in the present invention. However, in order to measure the volume flow rate t more accurately, it is appropriate to use a Karman vortex detection type volume flow sensor in this invention. This Karman vortex detection type volume flow sensor 12 has a cylindrical vortex generating body 1 as shown in FIG.
3 and a hot wire 14 disposed between the slit provided in the vortex generator, and this hot wire 14 is connected to a hot wire temperature control circuit 15.
The temperature is maintained at a constant temperature by the temperature control current provided by the When this volumetric flow rate sensor] 2 is installed in the intake manifold 10, the frequency of the Karman vortex street generated behind the vortex generator 13 changes according to the volumetric flow rate, and when this Karman vortex comes into contact with the heating wire, temperature control is performed. The current changes. Therefore, by detecting this current change and finding its period, the volumetric flow rate of the intake air can be measured. Therefore, the current waveform of the heat a temperature control circuit 15 is converted into a pulse train according to the frequency of the vortex by the waveform shaping circuit 16, and the main control circuit 17 using a microcomputer
At , the period of the vortex is measured and converted to the intake air flow rate as a volumetric flow rate.
また、密度センサ１８により空気密度が検出され、この
検出信号を用いて主制御回路１７において、上述の体積
流量が質量流量に変換される。Further, air density is detected by the density sensor 18, and the above-mentioned volume flow rate is converted into a mass flow rate in the main control circuit 17 using this detection signal.
主制御回路１７は、上述の体積流量に基づいて算出した
排気還流制御用制御信号を出力し、この制御信号により
ＶＣＭパルプ７を介してＥＧＲ，コントロールバルブ８
の負圧を制御してリフト量を変え、ＥＧＲ通路１１の排
気還流量を制御する。また、主制御回路】７は、上述の
質量流量を基にして点火時期制御用の制御信号ケ出力し
て、パワートランジスタ１９０オン・オフを制御し、パ
ワートランジスタ１９がオンになった時に、点火用の制
御電圧がイグニッションコイル５の二次側およびディス
トリビュータ６を経て、所定の点火栓２０に与えられ、
点火火花を飛ばす。さらに、主制御回路１７は、質量流
量に基づいて燃料噴射弁４の噴射開始時期と燃料噴射時
間を算出してその制御信号を出力し、燃料噴射制卸ヲ行
なう。The main control circuit 17 outputs a control signal for exhaust gas recirculation calculated based on the above-mentioned volumetric flow rate.
The amount of exhaust gas recirculated in the EGR passage 11 is controlled by controlling the negative pressure of the EGR passage 11 to change the lift amount. In addition, the main control circuit 7 outputs a control signal for controlling the ignition timing based on the above-mentioned mass flow rate to control the on/off of the power transistor 190, and when the power transistor 19 is turned on, the ignition timing is controlled. A control voltage is applied to a predetermined spark plug 20 via the secondary side of the ignition coil 5 and the distributor 6,
Let the ignition spark fly. Furthermore, the main control circuit 17 calculates the injection start timing and fuel injection time of the fuel injection valve 4 based on the mass flow rate, outputs the control signal, and performs fuel injection control.
上記実施例を第４図を参照してより詳細に説明すると、
波形整形回路１６から出力されたカルマン渦列に対応し
たパルス列から、主制御回路１７において周期測定（２
１）され、体積流量ＱＫとして空気流量に換算（２２）
される。また、クランク角センサ２からのクランク軸回
転信号から、主制御回路１７において機関回転数ＮＶＣ
変換（２３）され、このＱｘとＮより基本噴射時間（パ
ルス巾） ＴＰＫ ＝ ＫＱＫ ／ Ｎ（Ｋ：定数）が
演算（２４）される。このＴＰＫとＮで、例えば第５図
に示す８ＮＸ８ＴＰＫのテーブルから排気還流デユーテ
ィ比がルック、アップされ（２５）、その出力信号がＩ
１０インターフェース２６ＹＡＬで、主制御回路１７か
らＶＣＭバルブ７へ与えられ、排気還流制御が行われる
。The above embodiment will be explained in more detail with reference to FIG.
From the pulse train corresponding to the Karman vortex street output from the waveform shaping circuit 16, period measurement (2
1) and converted to air flow rate as volumetric flow rate QK (22)
be done. Also, from the crankshaft rotation signal from the crank angle sensor 2, the engine rotation speed NVC is determined in the main control circuit 17.
The basic injection time (pulse width) TPK = KQK / N (K: constant) is calculated (24) from this Qx and N. Using this TPK and N, for example, the exhaust recirculation duty ratio is looked up from the 8NX8TPK table shown in Fig. 5 (25), and the output signal is I
10 interface 26YAL, it is applied from the main control circuit 17 to the VCM valve 7, and exhaust gas recirculation control is performed.
この場合に、第５図から得られる吸入空気流量から算出
される基本噴射時間ＴＰＫと同一機関回転数における排
気還流デー−ティ比との間には、第６図に示すような関
係がある。また、従来のように密度補正した場合に比べ
て、この発明では密度補正をしない体積流量ＱＫからＴ
ＰＫ ｋ求めているので、空気密度が小さい程ＴＰＫが
大きくなる。従って、第６図からＴＰＫが大きい程排気
還流デユーティ比が小さくなり、第７図に示すように、
空気密度が小さくなる程この発明（実線Ａ）の方が従来
（破線Ｂ）よりも排気還流デユーティ比が小さくなる。In this case, there is a relationship as shown in FIG. 6 between the basic injection time TPK calculated from the intake air flow rate obtained from FIG. 5 and the exhaust recirculation duty ratio at the same engine speed. In addition, compared to the conventional case where density correction is performed, in this invention, the volume flow rate QK without density correction is changed to T.
Since PK k is calculated, the smaller the air density, the larger the TPK. Therefore, as shown in Fig. 6, the larger the TPK, the smaller the exhaust recirculation duty ratio, and as shown in Fig. 7,
As the air density decreases, the exhaust gas recirculation duty ratio becomes smaller in this invention (solid line A) than in the conventional case (broken line B).
そして、排気還流デユーティ比が小さい程ＥＧＲコント
ロール負圧が大きく（第８同右）、排気還流量が多くな
る（第８同左）。The smaller the exhaust gas recirculation duty ratio is, the larger the EGR control negative pressure is (8th figure on the right), and the larger the exhaust gas recirculation amount (8th figure on the left).
一方、密度センサ１８からの空気密度補正保線ρは、Ａ
Ｄ変換（２７）され、このρと上述のＴＰＫからＴｐ−
ＴＰＫ×ρにより、体積流量を密度補正した質量流量に
基づく基本噴射時間（パルス巾）Ｔｐが算出（２８）さ
れる。このＴＰとおによるＮとから点火時期制御値がテ
ーブルルックアップ（２９）され、その制御出力は点火
時期レジスタ（３０）およびＩ１０インターフェース（
３１）’に経て、主制御回路１７がらパワートランジス
タ１９のベースへ与えられ、点火時期制御が行なわれる
。On the other hand, the air density correction track maintenance ρ from the density sensor 18 is A
D conversion (27), and from this ρ and the above TPK, Tp-
The basic injection time (pulse width) Tp based on the mass flow rate obtained by density-correcting the volume flow rate is calculated (28) by TPK×ρ. The ignition timing control value is looked up in the table (29) from this TP and N, and the control output is sent to the ignition timing register (30) and the I10 interface (
31)', the signal is applied from the main control circuit 17 to the base of the power transistor 19, and ignition timing control is performed.
また、水温センサ３２からの冷却水温度検出信号、のク
ランキング検出信号等が主制御回路Ｉ７のＩ１０インタ
ーフェース（３５）に入力されて、燃料噴射の噴射時間
の補正係数Ｃ０ＥＦが算出（３６）され、上述のＴＰと
このＣ０ＥＦからＴｅ−ＴＰｘＣＯＥＦが演算（３７）
される。また、バッチＩＪ （３８）の電圧から燃料噴
射弁の最低駆動時間（パルス巾）Ｔｓが算出（３９）さ
れ、このＴｓと上述のＴｅから、燃料噴射時間（パルス
巾）Ｔ、 ＝Ｔ、 −１−Ｔｓが演算（４ｏ）され、こ
の制御信号がＩ１０インターフェース（４１） ’ａ？
介して主制御回路１７から駆動トランジスタ４２ヲ通し
て、燃料噴射弁４に与えられ、燃料噴射制御が行なわれ
る。In addition, the cooling water temperature detection signal from the water temperature sensor 32, the cranking detection signal, etc. are input to the I10 interface (35) of the main control circuit I7, and the correction coefficient C0EF for the injection time of the fuel injection is calculated (36). , Te-TPxCOEF is calculated from the above TP and this COEF (37)
be done. Further, the minimum driving time (pulse width) Ts of the fuel injection valve is calculated from the voltage of the batch IJ (38) (39), and from this Ts and the above-mentioned Te, the fuel injection time (pulse width) T, =T, − 1-Ts is calculated (4o), and this control signal is sent to the I10 interface (41) 'a?
The signal is supplied from the main control circuit 17 to the fuel injection valve 4 via the drive transistor 42, and fuel injection control is performed.
なお、空気密度が通常値である平地などにおいては、密
度補正係数ρは１となり、体積流量と質量流量とは実質
的に差がな（、各制御は従来と同様となる。Note that in flat areas where the air density is a normal value, the density correction coefficient ρ is 1, and there is virtually no difference between the volumetric flow rate and the mass flow rate (each control is the same as the conventional one).
以上説明してきたように、この発明によれば、体積流量
で検出した吸入空気流量に基づいて排気還流制御用カケ
算出し、かつ空気密度を検出して得た密度補正係数によ
り体積流量を補正して得た質量流量による吸入空気流量
に基づいて、点火時期制御出力と燃料噴射制御出力を算
出し、その制御出力によりそれぞれ排気還流制御、点火
時期制御および燃料噴射制御ケ行なう構成としたので、
特に、高地等の空気密度が小さい所においても、排気還
流量が充分多くなって、ＮＯｘ排出量を機関ベースで低
減することができ、従って触媒の強化やシステムの複雑
化およびこれに伴うコストアップを防ぐことができる。As explained above, according to the present invention, the exhaust recirculation control chip is calculated based on the intake air flow rate detected by the volume flow rate, and the volume flow rate is corrected using the density correction coefficient obtained by detecting the air density. The ignition timing control output and fuel injection control output are calculated based on the intake air flow rate obtained from the mass flow rate, and the exhaust recirculation control, ignition timing control, and fuel injection control are performed respectively using the control outputs.
In particular, even in places where air density is low, such as at high altitudes, the amount of exhaust gas recirculation is sufficiently large, making it possible to reduce NOx emissions on an engine basis, thereby strengthening the catalyst, complicating the system, and increasing costs. can be prevented.
また、空気密度が小さい所でも、燃料の噴射量すなわち
混合比や点火時期を適切に維持することができ、良好な
燃焼特性を確保することができる。Further, even in places where the air density is low, the fuel injection amount, ie, the mixture ratio and ignition timing can be maintained appropriately, and good combustion characteristics can be ensured.
第１図は従来の機関の電子制御装置の一例の構成因、第
２図はこの発明による機関の電子制御装置の概要を示す
構成図、第３図はカルマン渦検出型体積流量センサの拡
大正面図、第４図は第２図の装置の詳細を示す構成図、
第５図は機関回転数と基本噴射時間から排気還流デユー
ティ比をルックアップするための図、第６図は基本噴射
時間と排気還流デユーティ比の関係を示す図、第７図は
大気圧と排気還流デー−ティ比の関係を示す図、第８図
は排気還流デユーティ比とＥＧＲコントロール負圧と排
気還流量の関係を示す図である。
２・・・・・・クランク角センサ
５・・・・・・イクニッションコイル
６・・・・・・ディストリビュータ
７・・・・・・ＶＣＭパルプ
８・・・・・・ＢＧＲ，コントロールパルプ１１・・・
・・・ＥＧＲ，通路
１２・・・・・・カルマン渦検出型体積流量センサ１３
・・・・・・渦発生体
１４・・・・・・熱線
】５・・・・・・熱線温度制御回路
１７・・・・・・・主制御回路
１８・・・・・・密度センサ
１９・・・・・・パワートランジスタ
２０・・・・・・点火栓
４２・・・・・・駆動トランジスタ
特許出願人
日産自動車株式会社
特許出願代理人
弁理士 山 本 恵 −Fig. 1 is a configuration diagram of an example of a conventional electronic control device for an engine, Fig. 2 is a configuration diagram showing an outline of an electronic control device for an engine according to the present invention, and Fig. 3 is an enlarged front view of a Karman vortex detection type volume flow sensor. 4 is a configuration diagram showing details of the device in FIG. 2,
Figure 5 is a diagram for looking up the exhaust recirculation duty ratio from engine speed and basic injection time, Figure 6 is a diagram showing the relationship between basic injection time and exhaust recirculation duty ratio, and Figure 7 is a diagram showing the relationship between atmospheric pressure and exhaust gas. FIG. 8 is a diagram showing the relationship between the recirculation duty ratio, the EGR control negative pressure, and the amount of exhaust recirculation. 2...Crank angle sensor 5...Ignition coil 6...Distributor 7...VCM pulp 8...BGR, control pulp 11 ...
... EGR, passage 12 ... Karman vortex detection type volume flow sensor 13
... Vortex generator 14 ... Heat wire] 5 ... Heat wire temperature control circuit 17 ... Main control circuit 18 ... Density sensor 19 ...Power transistor 20 ...Ignition plug 42 ...Drive transistor Patent applicant Nissan Motor Co., Ltd. Patent application representative Patent attorney Megumi Yamamoto −
Claims (2)
センサと、空気密度ケ検出する密度センサと、前記吸入
空気流量に基づいて排気還流制御信号と点火時期制御信
号と燃料噴射制御信号とを演算し出力する制御回路とを
有する機関の電子制御装置において、前記体積流量とし
て検出した吸入空気流量に基づいて排気還流制御信号を
演算し出力すると共に、前記密度センサで検出した空気
密度補正係数により前記体積流量を補正して得た質量流
量としての吸入空気流量に基づいて、点火時期制御信号
および燃料噴射制御信号を演算し出力すること欠特徴と
する機関の電子制御装置。(1) An air flow sensor that detects the intake air flow rate as a volumetric flow rate, a density sensor that detects air density, and calculates an exhaust recirculation control signal, an ignition timing control signal, and a fuel injection control signal based on the intake air flow rate. In the electronic control device of the engine, the engine electronic control unit has a control circuit for calculating and outputting an exhaust recirculation control signal based on the intake air flow rate detected as the volumetric flow rate, and also calculates and outputs the exhaust recirculation control signal based on the air density correction coefficient detected by the density sensor. An electronic control device for an engine, characterized in that it calculates and outputs an ignition timing control signal and a fuel injection control signal based on an intake air flow rate as a mass flow rate obtained by correcting a volumetric flow rate.
気流量ケ体積流量として検出することを特徴とする特許
請求の範囲第１項記載の装置。(2) The apparatus according to claim 1, wherein the intake air flow rate is detected as a volume flow rate by a Karman vortex detection type volume flow sensor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56147025A JPS5851274A (en) | 1981-09-19 | 1981-09-19 | Electronic control apparatus for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56147025A JPS5851274A (en) | 1981-09-19 | 1981-09-19 | Electronic control apparatus for engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5851274A true JPS5851274A (en) | 1983-03-25 |
| JPH0263101B2 JPH0263101B2 (en) | 1990-12-27 |
Family
ID=15420837
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56147025A Granted JPS5851274A (en) | 1981-09-19 | 1981-09-19 | Electronic control apparatus for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5851274A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01100373A (en) * | 1987-10-11 | 1989-04-18 | Mitsubishi Motors Corp | Ignition timing control device of engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51144828A (en) * | 1975-06-09 | 1976-12-13 | Nissan Motor Co Ltd | Synthetic exhaust countermeasure system for internal combustion engine |
| JPS5247139A (en) * | 1975-10-14 | 1977-04-14 | Toyota Motor Corp | Effective compensator in an engine of electronic controlled fuel injec tion system |
-
1981
- 1981-09-19 JP JP56147025A patent/JPS5851274A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51144828A (en) * | 1975-06-09 | 1976-12-13 | Nissan Motor Co Ltd | Synthetic exhaust countermeasure system for internal combustion engine |
| JPS5247139A (en) * | 1975-10-14 | 1977-04-14 | Toyota Motor Corp | Effective compensator in an engine of electronic controlled fuel injec tion system |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01100373A (en) * | 1987-10-11 | 1989-04-18 | Mitsubishi Motors Corp | Ignition timing control device of engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0263101B2 (en) | 1990-12-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4383515A (en) | Electronic fuel injection control system for an internal combustion engine | |
| JPS6026138A (en) | Fuel injection control method in internal-combustion engine | |
| GB1560706A (en) | Fuel injection systems for internal combustion engines | |
| GB2027944A (en) | Electronic engine control apparatus | |
| US4158347A (en) | Fuel supply system for use in internal combustion engine | |
| JP5350144B2 (en) | Air flow rate calculation device | |
| JPS6137451B2 (en) | ||
| JPH0151895B2 (en) | ||
| JPH0263101B2 (en) | ||
| JPS58220931A (en) | Electronic control system fuel injection device of internal-combustion engine | |
| JP2001153702A (en) | Measurement error correction method of heating resistor type air flow measurement device | |
| JP3316924B2 (en) | Electronic control unit for internal combustion engine | |
| JPS62103447A (en) | Intake-air device for engine | |
| JPH1018918A (en) | Exhaust gas recirculation control device for internal combustion engine | |
| JPH02271041A (en) | Internal combustion engine intake air temperature detection device | |
| JPH10339191A (en) | Engine intake control device | |
| JPH05340291A (en) | Calculation method for intake air amount information | |
| JPH08189407A (en) | Intake air temperature estimation device for internal combustion engine | |
| JPS5939948A (en) | Fuel supply controller of internal-combustion engine | |
| Hoard et al. | New State-of-the-Art in Engine Controls | |
| GB2177522A (en) | Air intake side secondary air supply system for an internal combustion engine using a linear-type solenoid valve | |
| JP3029454B2 (en) | Ignition timing control device | |
| JPS62101861A (en) | Air-fuel ratio control device for engine | |
| JPS58195034A (en) | Fuel supply control device for engine | |
| JP2000130227A (en) | Engine fuel injection control device |