JPS6053644A - Acceleration fuel increasing method of electronically controlled fuel injection engine - Google Patents

Abstract

PURPOSE:To decrease producing exhaust smoke of a fuel injection engine by increasing acceleration fuel to suit to the engine running when the shift change is not performed for the acceleration and by decreasing or stopping fuel for the acceleration when the shift change is performed. CONSTITUTION:An electronic control unit 52 comprising a microcomputer finds fuel injection quantity corresponding to the load and the rotational speed of the engine and if it judges that acceleration is required by a throttle sensor 24, it increases the fuel injection quantity. When the engine turns to a decelerating condition by the close of an air intake throttle valve 22 during an acceleration, a judgement is made that the shift change is performed and the fuel quantity for the acceleration is decreased or stopped. By this control, even when the engine is accelerated with the shift change, an extremely thick air-fuel mixing condition does not occur and the total exhaust of hydrocarbon and carbon monoxide can be decreased.

Description

[Detailed description of the invention]

(Industrial Field of Application) The present invention relates to a method for increasing the acceleration of an electronically controlled fuel injection engine, and in particular, the present invention relates to a method for increasing the acceleration of an electronically controlled fuel injection engine, and in particular, the present invention relates to a method for increasing the acceleration of an electronically controlled combustion injection engine, and in particular, the present invention relates to a method for increasing the acceleration of an electronically controlled combustion injection engine. This invention relates to an improvement in a method for increasing acceleration of an electronically controlled fuel injection engine by increasing the fuel injection amount according to the engine rotational speed and increasing the fuel injection amount during acceleration. [Prior Art] Internal combustion in automobile engines, etc. One method of controlling the air-fuel ratio of the air-fuel mixture between fuel and air mixtures is to use an electronically controlled fuel injection device.In an engine equipped with this electronically controlled fuel injection device, for example, the amount of intake air per revolution of the engine is The fuel injection amount is determined according to the engine load and engine speed detected from the intake pipe pressure, and the fuel injection amount is determined according to the engine load and engine rotation speed detected from the intake pipe pressure, and the engine is operated for a predetermined valve opening time corresponding to the fuel injection amount, By injecting fuel toward the intake boats of each cylinder,
It is designed to control the air-fuel ratio of the engine, and is widely used in automobile engines that require exhaust gas purification measures that require close control of the air-fuel ratio. In electronically controlled fuel injection engines, the amount of fuel injected is usually increased at JIJ speeds, so-called acceleration amount increase, in order to prevent sluggishness immediately after acceleration and improve acceleration performance. There is. Conventionally, when increasing this IJLI speed, for example, acceleration was increased according to the degree of increase in the intake air amount, or acceleration was increased according to the degree of increase in the basic injection amount determined by the engine load and engine rotation speed. Alternatively, the acceleration is increased according to the opening speed of the intake throttle valve. However, in the past, even when accelerating from shift 1 to change, the acceleration amount was increased in the same way as when accelerating from steady running. During acceleration accompanied by a shift change, an extremely rich mixture is created, causing an increase in total hydrocarbon and carbon oxide emissions. In order to solve the above-mentioned problems, it may be possible to uniformly reduce the amount of acceleration increase, but in this case, when accelerating from steady driving, there will be a fuel shortage and acceleration performance will deteriorate. There is a risk that it will happen.

OBJECTIVE OF THE INVENTION 1 The present invention has been made to solve the above-mentioned conventional problems, and provides an electronically controlled fuel that can reduce total hydrocarbon and carbon oxide emissions without deteriorating acceleration performance. The purpose of this paper is to provide a method for increasing the acceleration of an injection engine. [Structure of the Invention] The present invention provides an acceleration increase method for an electronically controlled fuel injection engine, in which the fuel injection amount is adjusted according to at least the engine load and engine rotational speed, and the fuel injection amount is increased during acceleration. As shown in Fig. 1, there are two steps: a procedure for detecting that acceleration is occurring, a procedure for determining whether or not a shift change of the transmission has been performed during acceleration, and a procedure for determining whether or not a shift change has been made during acceleration.
When a shift change is not made, the method includes a step of increasing the acceleration amount by an amount suitable for driving, and a step of reducing or suspending the acceleration amount when a shift change is performed. Accordingly, the above objectives are configured as j. Further, in an embodiment of the present invention, the presence or absence of a shift change is determined by detecting the closing of the intake throttle valve at the time of a shift change, thereby making it possible to reliably determine the presence or absence of a shift change. It is. Furthermore, in another embodiment of the present invention, the presence or absence of a shift change is determined by detecting a decrease in engine rotational speed at the time of a shift change, so that the presence or absence of a shift change can be easily determined. This is what I did. In yet another embodiment of the present invention, the accelerated increase in no.
This is done by asynchronous injection, which is executed at any time when acceleration is detected, without synchronizing with the engine rotation, so that a rapid acceleration increase can be achieved. [Operation of the Invention] According to the present invention, when the transmission is not shifted during acceleration, the acceleration amount is increased by an amount suitable for driving. Therefore, when accelerating from a steady running state,
Good acceleration performance can be obtained. On the other hand, strange 3 when accelerating! When the shift change of the aircraft is performed, the acceleration 11
Reduce or stop m. Therefore, even when accelerating with a shift change, an extreme mixture state is not created, and the total amount of hydrocarbon and oxidation gas emissions can be reduced. [Embodiment] Referring to the drawings, an embodiment of an automobile engine equipped with an intake air amount sensing type electronically controlled fuel injection device, in which the method for accelerating and increasing the amount of fuel in an electronically controlled fuel injection engine according to the present invention is adopted, will be described below. Explain in detail. As shown in FIG. 2, this embodiment includes an air flow meter 14 for detecting the flow rate of intake air taken in by an air cleaner 12, and a built-in air flow meter 14 for detecting the hot water temperature of the intake air. intake temperature sensor 16
and a throttle including an idle contact 24A for detecting the opening degree of an intake throttle valve 22, which is disposed on the throttle sensor 18 and opens and closes in conjunction with the accelerator pedal 20, for controlling the flow rate of intake air. In order to intermittently inject pressurized fuel toward the intake port of each cylinder of the engine 10, which is arranged in the sensor 24, the surge tank 26 for covering and preventing interference of intake air, and the intake port 32. An injector 34, a spark plug 36 introduced into the engine combustion chamber 10A to ignite the air-fuel mixture, and an ignition plug 36 disposed downstream of the exhaust manifold 38, which controls the richness of the air-fuel ratio depending on the oxygen concentration in the exhaust gas. - an oxygen concentration sensor (hereinafter referred to as 02 sensor) 40 for detecting a lean state;
The engine 10 is configured to distribute the high-pressure ignition secondary No. 15 generated by the ignition coil 42 to the spark plugs 36 of each cylinder.
a detripulator 44 having a detripulator shaft 44A that rotates in conjunction with the rotation of the crankshaft; and a crank angle built in the detripulator 44 that outputs a crank angle of No. 15 in accordance with the rotation of the detripulator shaft 44A. A sensor 46, a water temperature sensor 48 disposed in the cylinder block 10B of the engine 10 for detecting the engine cold MI water temperature, a battery 50, and 1i
By determining the basic injection amount according to the engine load detected from the intake air amount of the air flow meter 14 output and the engine rotation speed determined from the crank angle sensor 46 output, and correcting this according to the output of each sensor. A valve opening time signal is output to the injector 34, and a change in each sensor output is performed so that the fuel corresponding to the effective injection amount is synchronously injected from the injector 34 in synchronization with the engine rotation. The injector 3 is configured to inject fuel from the injector 34 asynchronously at any time without synchronizing with the engine rotation, in addition to the synchronous injection, during a transient period detected from the state, for example, during acceleration.
An electronic control unit (hereinafter referred to as E) outputs a valve opening time signal to
(referred to as CU) 52. As shown in detail in FIG. 3, the nQ ECU 32 includes a central processing unit (hereinafter referred to as "CPU") 52A consisting of, for example, a microprocessor for performing various arithmetic operations;
A read-only memory (hereinafter referred to as ROM) 52B for storing control programs and various data, etc., and a CP
Random access memory (hereinafter referred to as RAM) 52 for temporarily storing calculation data etc. in U52Δ
C, the air flow meter 14, the intake air temperature sensor 16,
Throttle sensor 24.02 sensor 40. water temperature sensor 4
8. An analog-to-digital converter (hereinafter referred to as A/
(referred to as D converter) 52E, and the idle contact 2
4A, an input/output port (hereinafter referred to as I10) with a small buffer capacity for outputting control No. 15 to the injector 34 etc. according to the calculation result of the CPU 52△ while cranking the crank angle.
52F (referred to as a port), and a monbus 52G for connecting the respective component devices and transferring data and instructions. The action will be explained below. The calculation of the asynchronous injection amount during acceleration in this first embodiment is executed according to the flowchart shown in FIG. That is, first, in step 110, the throttle opening degree TA detected from the output of the throttle sensor 24 is A/D converted. Then, proceeding to step 112, by calculating the difference between the current throttle opening and the previous throttle opening,
Calculate the throttle opening change amount ΔTA. Next, the process proceeds to step 114, where the asynchronous injection amount is calculated using, for example, the throttle opening change amount ΔTA as one parameter. Next, the process proceeds to step 116, where it is determined whether or not, for example, the throttle opening change amount △1"A is a negative value. If the determination result is positive, then IjJj, a shift change is being performed. Step 1
In step 18, an asynchronous injection amount reduction flag is set to increase the acceleration amount immediately after the shift change, that is, to reduce the asynchronous injection amount, and the process ends. On the other hand, if the determination result in step 116 is negative,
That is, when it is determined that deceleration is not occurring, step 120
Then, it is determined whether or not it is within the time to reduce the amount of asynchronous injection at the time of shift change according to the present invention. If the determination result is positive, the process proceeds to step 122, where the asynchronous injection amount is reduced according to the present invention. After step 122 is completed, or if the determination result in step 120 is negative, the process proceeds to step 124, where the asynchronous injection is performed and the process ends. The weight loss time used in step 120+ of the flowchart shown in FIG. That is, the routine proceeds to step 210 every predetermined time period, and it is determined whether or not the asynchronous injection amount reduction flag is set to 1~. If the determination result is negative, that is, if it is not during a shift change and it is determined that there is no need to reduce the asynchronous injection amount, this process is ended without performing anything. On the other hand, if the determination result in step 210 is positive,
That is, at the time of a shift change when the asynchronous injection amount reduction flag is set, the process proceeds to step 212, where the reduction time counter is incremented by 1. Then step 214
Then, it is determined whether the time for reducing the amount of asynchronous injection has already elapsed. If the determination result is negative, the process ends. On the other hand, if the determination result in step 214 is positive, the process proceeds to step 21G, where both the asynchronous injection amount reduction flag and the ρ reduction time counter are set to J, and the process ends. In this embodiment, the asynchronous injection amount is reduced during deceleration due to a shift change, that is, during acceleration 38 for a certain period of time after the intake throttle valve 22 is closed. According to this embodiment, the intake throttle valve 22 is
Since the shift 1 to shift is detected based on the fact that the shift lever is closed and the C deceleration state is entered, the shift change can be reliably detected. Next, a second embodiment of the present invention will be explained in detail.The second embodiment has an air cleaner 12,
Air flow meter 14, intake air temperature sensor 16, throttle body 18, intake throttle valve 22, idle contact 24A1 surge tank 26, intake qnifold 32, injector 3
4, spark plug 36, exhaust manifold 38, O2 sensor 40, ignition oil 42, destroyer 44, crank angle counter sensor 46, water temperature sensor 48, battery 50, E
In an automobile engine equipped with an intake air amount sensing type electronically controlled fuel injection device having a CU32 or the like, the ECU
32, a shift change is detected from a decrease in engine rotational speed NE. The other points are the same as those of the first embodiment, so the explanation will be omitted. The action will be explained below. In this second embodiment, the calculation of the engine rotation speed is as follows:
This is carried out according to the flowchart shown in FIG. That is,
First, in step 310, the engine rotational speed NE is calculated using the full-year method. The process then proceeds to step 312, where, as shown in the following equation, the engine rotation speed NE calculated in step 310 and the previous engine rotation speed NEOI+1 are calculated.
The current engine rotation speed N E is calculated by calculating the average value of
New data. 1'tJ new 4-<NE+NEold> /2
- (1) In this step 312, the average value of the engine rotational speed NE is set as the current engine rotational speed NE
The reason for using w is to reduce the variation in the waveform results each time and to improve the accuracy of the calculation results. J-3 This step 312 can also be omitted. The process then proceeds to step 314, and as shown in the following equation, the difference between the current engine rotation speed N E new and the previous engine rotation speed N Eold is calculated, and NE is returned to the engine rotation speed change amount. △NE←NEnew −NEold −・・ (2)
The process then proceeds to step 316, where it is determined whether the engine rotational speed change amount ΔNE is less than or equal to the set value -A rpm. If the determination result is positive, that is, if the engine speed NE has fallen by -A rpm or more, it is determined that an upshift has been performed, and the asynchronous injection execution flag LASYNC is reset in step 318. On the other hand, if the determination result in step 316 is negative,
That is, when it is determined that an upshift has not been performed, the process proceeds to step 320, and the asynchronous injection execution flag r
Set ASYNC. In step a3, it is possible to detect not only an upshift but also a downshift by determining whether the absolute value of ΔN[E has become larger than a set value, for example, A rpm. After completing step 318 or 320, step 322
, and for the next calculation, calculate the current engine rotation speed N.
E new is entered in the previous engine rotational speed NEold and the process is terminated. Calculation of the asynchronous injection amount according to the state of the asynchronous injection execution flag [ASYNC] reset or set in step 318 or 320 of FIG. 6 above is executed according to the flowchart shown in FIG. 7. Note that the flowchart shown in Figure @7 has a considerable portion in common with the flowchart shown in FIG. That is, in FIG. 7, after step 114 ends, the process proceeds to step 410, where the asynchronous injection execution flag rAsYNc
Determine whether or not is set. If the determination result is negative, the process proceeds to step 122, where the amount of asynchronous injection is reduced, and then, at step 124, asynchronous injection is executed or reversed. - If the determination result in step 4100 is positive, the process directly proceeds to step 124 to execute asynchronous injection. In the present embodiment, the shift change can be easily detected without using the throttle sensor 24 which is used to continuously detect the throttle openings [A]. In each of the above embodiments, the acceleration increase was reduced by reducing the asynchronous injection l) 1m during shift 1 to change, but the method for reducing the acceleration increase was Not limited to this, for example, @2 shown in FIG.
As in the modified example of the embodiment, if the determination result in step 410 is positive, the process proceeds directly to step 124 to execute asynchronous injection; on the other hand, if the determination result in step 410 is negative, It is also possible to completely stop the acceleration increase by not performing asynchronous injection. In addition, in all of the embodiments described in 61'J, the acceleration amount is increased by asynchronous injection that is executed whenever acceleration is detected without synchronizing with the engine rotation, so that the acceleration amount is increased quickly. Note that the method of increasing the amount for acceleration is not limited to this, and for example, it is also possible to increase the amount for acceleration by increasing the synchronous injection amount that is injected in synchronization with the engine rotation. In the above embodiment, the present invention was applied to an automobile engine equipped with an electronically controlled fuel injection device that senses the amount of intake air; however, the scope of application of the present invention is not limited thereto; It is clear that the present invention can be similarly applied to automobile engines equipped with an electronically controlled fuel injection system, as well as general engines equipped with other electronically controlled fuel injection systems. [Effects of the Invention] As explained above, according to the present invention, the amount of total hydrocarbons and carbon oxides emitted in large amounts during shift changes can be reduced without impairing acceleration performance from steady-state driving. It has the excellent effect of being able to significantly reduce it.

[Brief explanation of the drawing]

Fig. 1 is a flowchart showing the gist of the method for increasing the acceleration of an electronically controlled fuel + 1ji sword engine according to the present invention, and Fig. 2 is a flowchart of an electronically controlled fuel II of the intake air amount sensing type in which the present invention is adopted.
Fig. 3 is a block diagram showing the configuration of the first example of an automobile engine in which the J1 engine was replaced, with some partial views shown.
FIG. 4 is a block diagram showing the configuration of the electronic control unit 1 used in the first embodiment, and FIG. 4 is a flow chart showing a routine for calculating the asynchronous injection amount. , count up the J counter during the decrease M1.
FIG. 6 is a flowchart showing the routine of the engine revolution used in the second embodiment of the automobile engine equipped with the intake air amount sensing type electronically controlled fuel injection device in which the present invention is adopted. The asynchronous @ sword thrust flag is set and reset according to the speed. Figure 7 is a flowchart showing the routine for calculating the asynchronous injection intention. Figure 8 is a flowchart showing the routine for calculating the asynchronous injection intention. It is a flowchart showing a routine for calculating the asynchronous injection amount, which is used in a modification of the second embodiment. 1A...Throttle opening, NE...Engine speed, 10...-[engine, 14...Air flow meter, 22...Intake throttle valve, 24...Throttle sensor, 34... Injector, 46... Crank angle sensor, 52... Electronic control unit (ECU). Agent Takaya Ron (and 1 other person) Figure 4 Figure 5 Figure 6 Figure 7 Figure 8

Claims (1)

[Scope of Claims] (1) In an acceleration increasing method for an electronically controlled fuel injection engine, the fuel injection amount is adjusted according to at least the engine load and engine rotational speed, and the fuel injection amount is increased during acceleration. , a procedure for detecting that the vehicle is accelerating, a procedure for determining whether a shift change of the transmission has been performed during acceleration, and a procedure for determining whether a shift change has been performed during acceleration, and if a shift change has not been performed, increases the amount of acceleration suitable for driving. 1. A method for increasing acceleration of an electronically controlled fuel injection engine, the method comprising: executing a step; and reducing or stopping the acceleration increase when a shift change is performed. 2) The method for increasing acceleration of an electronically controlled fuel injection engine according to claim 1, wherein the determination of the presence or absence of a shift change is performed by detecting the opening of an intake throttle valve at the time of a shift change. (3) The electronically controlled fuel 1 according to claim 1, wherein the determination of the presence or absence of a shift change is performed by detecting a decrease in engine rotational speed at the time of a shift change.
How to increase the acceleration of a 1i engine. (4) The method for increasing the acceleration amount of an electronically controlled fuel injection engine according to claim 1, wherein the acceleration amount increase is performed by asynchronous injection that is executed at any time when acceleration is detected without synchronizing with engine rotation.