CN102691585A - Motor control apparatus - Google Patents

Abstract

The present invention provides an engine control device that can reduce the data capacity required for high-altitude correction of the fuel injection amount without using a pressure sensor such as an atmospheric pressure sensor or an intake pressure sensor, achieve good startability, and suppress unnecessary The amount of fuel injected by the fuel. Among them, the initial injection amount calculation unit (108a) considers the air density correction coefficient MAS after the height correction, and calculates the initial value TISI of the fuel injection amount at the start of the engine (1), as the basic fuel injection value corresponding to the engine temperature TW. For small fuel injection quantities, the fuel increase control unit (108b) sequentially increases the air density correction coefficient MAS to sequentially increase the fuel injection quantity TIS at the start of the engine (1), and the post-explosion injection quantity calculation unit (108c) After the complete explosion of the engine (1), the fuel injection amount TI after the complete explosion of the engine (1) is calculated in consideration of the air density correction coefficient MAS sequentially increased by the fuel increase control unit 108b.

Description

engine control unit

technical field

The present invention relates to an engine control device, and more particularly to an engine control device for controlling the fuel injection amount of an engine of a mobile body such as a vehicle.

Background technique

In recent years, in mobile bodies such as vehicles, in order to avoid complicating the mechanical structure and to control the amount of fuel supplied to the engine with a high degree of freedom corresponding to the operation of the accelerator operating member, engines equipped with fuel injection control mechanisms have been adopted. The fuel injection control means injects fuel from the injector while electronically controlling the fuel supply amount to the engine.

In addition, in such an engine, when a mobile body such as a vehicle is located on a high ground, the amount of fuel in the air-fuel mixture is relatively excessive due to a decrease in atmospheric pressure and a decrease in the amount of intake air, and the air-fuel mixture becomes unnecessarily rich. In this way, when the air-fuel mixture becomes unnecessarily rich, not only the drivability of such vehicles and the like may change, but also the chemical component ratio of the exhaust gas may change unnecessarily, and fuel may be consumed unnecessarily.

Therefore, an engine control device structure has been proposed that can achieve the same performance as when such a vehicle is located on a low ground with a simple structure even when the atmospheric pressure is lowered depending on the height of a mobile body such as a vehicle and the amount of intake air is reduced. Air-fuel ratio, and there is no need to add a pressure sensor to detect atmospheric pressure, the existing pressure sensor can be used to obtain the actual altitude and atmospheric pressure, and provide the fuel injection amount corresponding to the actual altitude and atmospheric pressure.

Under such circumstances, regarding an electronically controlled fuel injection device, Patent Document 1 discloses a structure including an engine speed detection sensor, a throttle valve sensor, and a mass air volume sensor for detecting the intake air volume of the engine. Engine parameters and current engine parameters, altitude can be detected without using the barometric pressure sensor.

In addition, Patent Document 2 discloses a fuel control device for an engine that includes a pressure sensor that detects the intake manifold pressure of the engine as an absolute value, and uses the detected pressure of the pressure sensor as the atmospheric pressure before the engine is turned. .

[Patent Document 1] Japanese Patent No. 02936749

[Patent Document 2] Japanese Patent Publication No. 07-037773

However, according to the research of the present inventors, in the structure disclosed in Patent Document 1, it is necessary to install the mass air sensor itself for detecting the intake air amount of the engine, so the structure is more complicated, and in order to compare engine parameters, it is necessary to prepare in advance. For various map data, the amount of data to be prepared for the entire control device increases remarkably, the structure becomes complicated, and there is a strong tendency that it is difficult to achieve cost reduction.

In addition, according to the structure disclosed in Patent Document 2, it is necessary to provide the pressure sensor itself for detecting the intake manifold pressure of the engine as an absolute value, so the structure is complicated and the cost reduction tends to be strongly difficult.

That is, the current situation is to provide an engine control device that can reduce the data volume required for high-altitude correction of the fuel injection amount without using various pressure sensors, and can achieve good startability and can Fuel injection of unnecessary fuel quantity is suppressed.

Contents of the invention

The present invention has been made based on the above studies, and its object is to provide an engine control device capable of reducing the data volume required for high-altitude correction of the fuel injection amount without using a pressure sensor such as an atmospheric pressure sensor or an intake pressure sensor. , and good startability can be realized, and fuel injection of an unnecessary fuel amount can be suppressed.

In order to achieve the above object, the technical solution of the first aspect of the present invention is an engine control device, which includes: an initial injection amount calculation unit that considers a predetermined first air density correction coefficient after the height correction, and calculates the engine start-up The initial fuel injection amount at the time of the engine temperature is an initial fuel injection amount smaller than the basic fuel injection amount corresponding to the above-mentioned engine temperature; the fuel increase control unit sequentially increases the above-mentioned first air density correction coefficient to make the above-mentioned initial fuel injection amount increase sequentially; and the post-complete explosion injection amount calculation part, after the complete explosion of the above-mentioned engine corresponding to the situation where the rotational speed of the above-mentioned engine becomes more than the complete explosion reference value after the above-mentioned engine startup, considers the fuel increase control part sequentially increased The air density correction coefficient is used to calculate the fuel injection quantity after the complete explosion of the above-mentioned engine.

In addition, in addition to the technical solution of the first aspect, the present invention also provides the following technical solution of the second aspect: the engine control device further includes an air density correction coefficient calculation unit, which considers the air density correction coefficient calculation unit after the above-mentioned engine is completely detonated, and the air density generated by the above-mentioned fuel is considered. The second air density correction coefficient is calculated by increasing the air density correction coefficient sequentially increased by the control unit, and the post-detonation injection quantity calculation unit considers the second air density correction coefficient to calculate the fuel injection quantity of the engine after complete explosion.

In addition, in addition to the technical solution of the second aspect, the present invention also provides the following technical solution of the third aspect: the air density correction coefficient calculation unit activates the oxygen sensor installed on the exhaust system of the above-mentioned engine and communicates with the oxygen sensor from the above-mentioned Before the oxygen sensor feedback correction coefficient corresponding to the output value of the oxygen sensor converges, the air density correction coefficient sequentially increased by the fuel increase control unit is set as the second air density correction coefficient.

In addition, in addition to the technical solution of the third aspect, the present invention also provides the following technical solution of the fourth aspect: the air density correction coefficient calculation unit, after the oxygen sensor is activated and the oxygen sensor feedback correction coefficient converges, when the oxygen When the deviation of the sensor feedback correction coefficient becomes more than a predetermined value, the above-mentioned second air density correction coefficient is calculated by further considering the above-mentioned oxygen sensor feedback correction coefficient.

The engine control device according to the technical solution of the first aspect of the present invention is provided with: an initial injection amount calculation unit which considers a predetermined first air density correction coefficient after the height correction, and calculates the initial fuel injection amount at the time of starting the engine as a ratio and The initial fuel injection amount corresponding to the temperature of the engine is less than the basic fuel injection amount; the fuel increase control unit sequentially increases the initial fuel injection amount by sequentially increasing the first air density correction coefficient; and the post-explosion injection amount calculation unit It calculates the fuel injection amount after the engine is completely detonated by considering the air density correction coefficient sequentially increased by the fuel increase control part after the engine detonation corresponding to the case where the engine speed is above the detonation reference value after the engine is started. This can reduce the data capacity required for the height correction of the fuel injection amount without using a pressure sensor such as an atmospheric pressure sensor and an intake pressure sensor, achieve good startability, and suppress unnecessary fuel injection of the fuel amount.

In addition, the engine control device according to the technical solution of the second aspect of the present invention further includes an air density correction coefficient calculation unit that calculates the second air density correction coefficient in consideration of the air density correction coefficient that is sequentially increased by the fuel increase control unit after the engine has completely exploded. Density correction coefficient, post-detonation injection quantity calculation unit considers the second air density correction coefficient to calculate the fuel injection quantity after detonation of the engine, thereby achieving good startability and more reliably preventing the engine from detonating after detonation. Fuel injection of an unnecessary amount of fuel.

In addition, according to the engine control device of the third aspect of the present invention, the air density correction coefficient calculation unit activates the oxygen sensor mounted on the exhaust system of the engine and feeds back the correction coefficient of the oxygen sensor corresponding to the output value from the oxygen sensor. Before converging, the air density correction coefficient sequentially increased by the fuel increase control unit is set as the second air density correction coefficient, thereby achieving good startability and suppressing engine failure after complete explosion according to the operating state of the oxygen sensor. Fuel injection of necessary fuel quantity.

In addition, according to the engine control device according to the fourth aspect of the present invention, the air density correction coefficient calculation unit further calculates when the deviation of the oxygen sensor feedback correction coefficient is greater than or equal to a predetermined value after the oxygen sensor is activated and the oxygen sensor feedback correction coefficient converges. Considering the feedback correction coefficient of the oxygen sensor to calculate the second air density correction coefficient, it is possible to achieve good startability, and it is possible to more reliably suppress the unnecessary amount of fuel after the engine is completely detonated according to the operating state of the oxygen sensor. injection.

Description of drawings

FIG. 1 is a schematic diagram showing the configuration of an engine control device and an engine to which the engine control device is applied in an embodiment of the present invention.

FIG. 2 is a flowchart showing control processing of the engine control device in the present embodiment. Specifically, (a) is a flow chart showing the overall flow of the engine control process, and (b) is a flow chart showing the flow of start-time fuel injection amount calculation processing in the engine control process shown in (a).

3 is a flowchart showing the flow of post-explosion air density correction coefficient calculation processing in the engine control processing shown in (a) of FIG. 2 .

4 is a time chart for explaining a specific example of engine control processing in this embodiment, (a) is a time chart showing air density correction coefficients MAS, MA and oxygen sensor feedback correction coefficients MG, MGR, (b) It is a time chart showing the engine speed NE and the fuel injection amounts TIS, TI.

Symbol Description

1…Engine

2…Cylinder block

3…Water temperature sensor

4…piston

5…connecting rod

6… crankshaft

7…Crank angle sensor

8…Cylinder head

9…combustion chamber

10…spark plug

11...intake passage

12…intake valve

13…Injector

14...throttle valve

15...Throttle valve opening sensor

16...exhaust passage

17...exhaust valve

18…catalytic converter

19…oxygen sensor

100…Engine control unit

101...Crankshaft angle signal detection unit

102...Throttle valve opening detection unit

103...Oxygen sensor output detection unit

104...Engine temperature detection unit

105...memory

105a...ROM

105b...RAM

105c...EEPROM

106...Engine speed calculation department

107...Air density correction coefficient calculation department

108...Fuel injection amount control unit

108a...Initial injection amount calculation unit

108b... Fuel increase control unit

108c...Calculation Department of Injection Quantity after Explosion

109…Ignition timing control unit

Detailed ways

Hereinafter, an engine control device in an embodiment of the present invention will be described in detail with appropriate reference to the drawings.

[Structure of the engine]

First, the structure of an engine to which the engine control device in the embodiment of the present invention is applied will be described in detail with reference to FIG. 1 .

FIG. 1 is a schematic diagram showing the configuration of an engine control device in the present embodiment and an engine to which the engine control device is applied.

As shown in FIG. 1 , the engine 1 is an internal combustion engine such as a gasoline engine installed in a mobile body such as a vehicle (not shown), and typically includes a cylinder block 2 having a plurality of cylinders. In addition, for convenience of explanation, only one cylinder is shown in the figure.

Cooling water for cooling the engine 1 flows through the side wall of the cylinder block 2 to form a cooling water passage (not shown). A water temperature sensor 3 is provided in such a cooling water passage. The water temperature sensor 3 detects the temperature of the cooling water flowing through the cooling water passage, that is, the temperature of the engine 1 , and outputs the detected value as a voltage signal to the engine control device 100 . In addition, when the engine 1 is an air-cooled type, a temperature sensor suitable for detecting the temperature of the engine 1 may be provided instead of the water temperature sensor 3 .

A piston 4 is arranged inside the cylinder block 2 . Piston 4 is connected to crankshaft 6 via connecting rod 5 . A crank angle sensor 7 is provided near the crankshaft 6 . The crank angle sensor 7 detects the rotation angle of the crankshaft 6 and outputs the detected value as a voltage signal to the engine control device 100 .

A cylinder head 8 is attached to the upper portion of the cylinder block 2 . The space between the piston 4 and the cylinder head 8 constitutes a combustion chamber 9 .

An ignition plug 10 for igniting the air-fuel mixture in the combustion chamber 9 is provided in the cylinder head 8 . The ignition operation of the spark plug 10 is controlled by the engine control device 100 controlling the energization of an unillustrated ignition coil.

In addition, an intake passage 11 communicating with the combustion chamber 9 is attached to the cylinder head 8 . An intake valve 12 is provided at a connection portion between the combustion chamber 9 and the intake passage 11 . An injector 13 for injecting fuel into the intake passage 11 is provided. In addition, in the intake passage 11 , a throttle valve 14 is provided on the upstream side of the injector 13 . A throttle opening sensor 15 is provided near the throttle valve 14 . The throttle opening sensor 15 detects the opening of the throttle valve 14 and outputs the detected value as a voltage signal to the engine control device 100 . In addition, an injector 13 may be provided on the cylinder head 8 so as to directly inject fuel into the combustion chamber 9 .

In addition, an exhaust passage 16 communicating with the combustion chamber 9 is attached to the cylinder head 8 . An exhaust valve 17 is provided at a connection portion between the combustion chamber 9 and the exhaust passage 16 . A catalytic converter 18 for purifying exhaust gas of the engine 1 is provided on the exhaust passage 16 . An oxygen sensor 19 is provided upstream of the catalytic converter 18 in the exhaust passage 16 . The oxygen sensor 19 detects the oxygen concentration in the exhaust gas of the engine 1 and outputs the detected value as a voltage signal to the engine control device 100 .

[Structure of engine control unit]

Next, the configuration of the engine control device in the embodiment of the present invention will be described in more detail with reference to FIG. 1 .

As shown in FIG. 1 , the engine control device 100 is typically configured as an electronic control unit (ECU: Electric Control Unit) equipped with a microcomputer to perform arithmetic processing, and is powered by a battery (not shown) installed in a mobile body such as a vehicle. ,working. The engine control device 100 includes: a crank angle signal detection unit 101, a throttle valve opening detection unit 102, an oxygen sensor output detection unit 103, an engine temperature detection unit 104, a memory 105, an engine speed calculation unit 106, and an air density correction coefficient calculation unit 106. 107, a fuel injection amount control unit 108, and an ignition timing control unit 109. In addition, such crank angle signal detection unit 101, throttle opening degree detection unit 102, oxygen sensor output detection unit 103, engine temperature detection unit 104, engine speed calculation unit 106, air density correction coefficient calculation unit 107, fuel injection amount The control unit 108 and the ignition timing control unit 109 are respectively shown as functional blocks of arithmetic processing. In addition, the air density correction coefficient calculation unit 107 may be provided as an internal functional block of the fuel injection amount control unit 108 .

Specifically, the crank angle signal detection unit 101 reads the voltage signal output from the crank angle sensor 7 , detects the rotation angle of the crankshaft 6 based on the voltage signal, and outputs the detected value to the engine speed calculation unit 106 . The throttle opening detection unit 102 detects the opening of the throttle valve 14 based on the voltage signal output from the throttle opening sensor 15 , and outputs the detected value to the fuel injection amount control unit 108 .

The oxygen sensor output detection unit 103 reads the voltage signal output from the oxygen sensor 19, detects the oxygen sensor output voltage VG based on the voltage signal, and performs activation judgment and oxygen sensor feedback of the oxygen sensor 19 based on the oxygen sensor output voltage VG, respectively. The calculation of the correction coefficient MG, the convergence judgment of the oxygen sensor feedback correction coefficient MG, and the deviation judgment of the oxygen sensor feedback correction coefficient MG output their calculated values and judgment results to the air density correction coefficient calculation unit 107 . In addition, the oxygen sensor output detection unit 103 may only have the function of reading the voltage signal output from the oxygen sensor 19 to detect the output voltage VG of the oxygen sensor. The calculation of the feedback correction coefficient MG, the convergence judgment of the oxygen sensor feedback correction coefficient MG, and the deviation judgment of the oxygen sensor feedback correction coefficient MG and outputting their calculated values and judgment results to the calculation and judgment function module of the air density correction coefficient calculation part 107 are Can.

The engine temperature detection unit 104 reads the voltage signal output from the water temperature sensor 3 , detects the temperature of the engine 1 based on the voltage signal, and outputs the detected value to the fuel injection amount control unit 108 .

The memory 105 includes: ROM (Read Only Memory: Read Only Memory) 105a, RAM (Random Access Memory: Random Access Memory) 105b, EEPROM (Electronically Erasable and Programmable Read Only Memory: Electrically Pluggable Programmable Read Only Memory) 105c, etc. memory. ROM 105 a stores various data such as various control programs for controlling engine 1 and control data for controlling engine 1 . As various control data, for example, map data of the basic fuel injection amount corresponding to the engine speed and the throttle valve opening, map data of the basic fuel injection amount corresponding to the engine temperature, map data for judging the complete explosion state of the engine 1, etc., can be cited. The reference speed value (full explosion reference value) and the value of the air density correction coefficient MAS (the first air density correction coefficient) after the height correction, etc. In addition, various data stored in RAM 105b and EEPROM 105c include data of various calculated values calculated by engine control device 100 , values of various flags set by engine control device 100 , and the like. Furthermore, this memory 105 can also be provided additionally outside the engine control device 100 .

The engine rotation speed calculation unit 106 calculates the rotation speed of the engine 1 based on the detected value of the rotation angle of the crankshaft 6 output from the crank angle signal detection unit 101, and outputs the calculated values to the fuel injection amount control unit 108 and the ignition timing control unit, respectively. 109.

The air density correction coefficient calculation unit 107 mainly calculates the air density correction of the engine 1 after the complete explosion by using various output values such as the calculated value and the judgment result from the oxygen sensor output detection unit 103 and various data stored in the memory 105 . The coefficient is the post-explosion air density correction coefficient MA (second air density correction coefficient), and the calculated value is output to the fuel injection amount control unit 108 and the ignition timing control unit 109 respectively.

The fuel injection quantity control unit 108 has an initial injection quantity calculation unit 108a, a fuel increase control unit 108b, and a post-explosion injection quantity calculation unit 108c as a functional module of the arithmetic processing. The process of the complete explosion state is used to control the fuel injection quantity of the fuel injector 13. In addition, in the process of starting the engine 1 and reaching the complete explosion, the initial injection amount calculation unit 108a and the fuel increase control unit 108b control the fuel injection amount control unit 108 according to the initial value TISI of the starting fuel injection amount and the starting fuel injection amount TIS Function is brought into play when fuel is ejected from fuel injector 13, and after the complete explosion of engine 1, after complete explosion, the injection amount calculation part 108c is in fuel injection amount control part 108 according to the fuel injection amount TI after engine complete explosion from fuel injector 13. Functions when injecting fuel.

The ignition timing control unit 109 controls the ignition operation of the spark plug 10 by controlling the energization state of an ignition coil (not shown).

[Engine Control Processing]

The engine control device 100 having the above structure can reduce the data capacity required for the height correction of the fuel injection amount by executing the following engine control processing without using a pressure sensor such as an atmospheric pressure sensor or an intake pressure sensor, and can realize Good startability, and suppress fuel injection of unnecessary fuel quantity. Hereinafter, the operation of the engine control device 100 when executing the engine control process will be described in detail with reference to the flowcharts shown in FIGS. 2 and 3 .

FIG. 2( a ) is a flowchart showing the overall flow of engine control processing in this embodiment.

The engine control process shown in FIG. 2( a ) starts when the ignition switch of a mobile body such as a vehicle is switched from the off state to the on state, and the engine control process proceeds to the process of step S1 . In addition, this engine control process is repeatedly started and executed every rotation of the engine 1 . In addition, this engine control process can be realized by the engine control device 100 reading and executing the control program stored in the ROM 105 a of the memory 105 .

In the process of step S1, the engine rotation speed calculation unit 106 calculates the rotation speed NE of the engine 1 based on the detection value indicating the rotation angle of the crankshaft 6 output from the crank angle signal detection unit 101, and converts an electric signal indicating the calculated engine rotation speed NE to The signals are respectively output to the fuel injection amount control unit 108 and the ignition timing control unit 109 , wherein the crank angle signal detection unit 101 receives the voltage signal from the crank angle sensor 7 . Thereby, the process of step S1 ends, and the engine control process proceeds to the process of step S2.

In the process of step S2, the throttle opening detection unit 102 detects the opening TH of the throttle valve 14 based on the voltage signal output from the throttle opening sensor 15, and displays the detected opening TH of the throttle valve 14. The electrical signal of the opening TH is output to the fuel injection amount control unit 108 . Thereby, the process of step S2 ends, and the engine control process proceeds to the process of step S3.

In the process of step S3, the engine temperature detection unit 104 detects the temperature TW of the engine 1 based on the voltage signal output from the water temperature sensor 3, and outputs an electrical signal indicating the detected temperature TW of the engine 1 to the fuel injection quantity control unit. Section 108. Thereby, the process of step S3 ends, and the engine control process proceeds to the process of step S4.

In the process of step S4, the fuel injection amount control unit 108 determines whether or not the engine speed NE calculated by the process of step S1 is equal to or greater than a predetermined reference speed (complete explosion reference value). Here, the reference rotational speed is set in advance to a value larger than the rotational speed when the engine 1 is started by a predetermined amount, and is stored in the ROM 105a, and the fuel injection amount control unit 108 reads and uses the value stored in the ROM 105a. If the result of the determination is that the engine speed NE is lower than the predetermined reference speed, the fuel injection amount control unit 108 determines that the engine 1 has not fully exploded, and the engine control process proceeds to the process of step S5. On the other hand, when the result of the determination is that the engine speed NE is equal to or higher than the predetermined reference speed, the fuel injection amount control unit 108 determines that the engine 1 has completely exploded, and the engine control process proceeds to the process of step S6.

In the process of step S5, the fuel injection amount control unit 108 executes the start-time fuel injection amount calculation process, and in the start-time fuel injection amount calculation process, calculates the starting time of the engine, specifically from the start of the engine 1 to the completion of the explosion. The amount of fuel injected up to this point. This start-time fuel injection amount calculation processing will be described in detail later with reference to the flowchart shown in FIG. 2( b ). Thereby, the processing of step S5 ends, and a series of engine control processing ends.

On the other hand, in the process of step S6, the oxygen sensor output detection part 103 receives the voltage signal output from the oxygen sensor 19, and detects the oxygen sensor output voltage VG based on this voltage signal. Thereby, the process of step S6 ends, and the engine control process proceeds to the process of step S7.

In the process of step S7, the oxygen sensor output detecting unit 103 judges whether or not the oxygen sensor output that changes according to the oxygen concentration in the exhaust gas of the engine 1 is detected based on the value of the oxygen sensor output voltage VG detected in the process of step S6. Voltage VG, thereby judging whether the oxygen sensor 19 has been activated. When the determination result is that the oxygen sensor output voltage VG has not been detected, the oxygen sensor output detection unit 103 determines that the oxygen sensor 19 is not activated, and the engine control process proceeds to the process of step S9. On the other hand, when the determination result is that the oxygen sensor output voltage VG is detected, the oxygen sensor output detection unit 103 determines that the oxygen sensor 19 is activated, and the engine control process proceeds to the process of step S8.

In the process of step S8, the oxygen sensor output detection unit 103 decreases the oxygen sensor feedback correction coefficient MG when the oxygen sensor output voltage VG is equal to or higher than a predetermined value (for example, equal to or greater than 0.45 volts), and decreases the oxygen sensor feedback correction coefficient MG when the oxygen sensor output voltage VG is lower than the predetermined value ( For example, when it is less than 0.45 volts), the oxygen sensor feedback correction coefficient MG is increased, thereby calculating the oxygen sensor feedback correction coefficient MG corresponding to the oxygen concentration in the exhaust gas of the engine 1, so that the air-fuel ratio of the engine 1 reaches the theoretical air-fuel ratio, and the expression The calculated electrical signal of the oxygen sensor feedback correction coefficient MG is output to the air density correction coefficient calculation unit 107 . Thereby, the process of step S8 ends, and the engine control process proceeds to the process of step S9.

In the process of step S9, the air density correction coefficient calculation unit 107 executes the post-explosion air density correction coefficient calculation process, and in the post-explosion air density correction coefficient calculation process, the air density correction coefficient of the engine 1 after the complete explosion is calculated. That is, the air density correction factor MA (the second air density correction factor) after explosion. The post-explosion air density correction coefficient calculation process will be described in detail later with reference to the flowchart shown in FIG. 3 . Thereby, the process of step S9 ends, and the engine control process proceeds to the process of step S10.

In the process of step S10, the post-explosion injection amount calculation unit 108c reads out the map data of the basic fuel injection amount corresponding to the engine speed NE and the throttle valve opening TH from the ROM 105a, and calculates and passes the step by step based on the map data. The basic fuel injection amount corresponding to the engine speed NE and the throttle valve opening TH obtained in S1 and step S2. Next, the post-detonation injection quantity calculation unit 108c calculates the basic fuel injection quantity calculated in this way by the post-detonation air density correction coefficient MA calculated by the air density correction coefficient calculation unit 107 in the processing of step S9 to calculate The fuel injection amount of the engine 1 after the explosion is the fuel injection amount TI after the explosion. Then, the fuel injection quantity control unit 108 controls the fuel injection quantity of the injector 13 based on the post-detonation fuel injection quantity TI calculated by the post-detonation injection quantity calculation unit 108c, and implements a complete detonation in which fuel is injected from the injector 13. Rear fuel injection. Thereby, the processing of step S10 ends, and a series of engine control processing ends. In addition, as the engine control parameters of the map data of the basic fuel injection amount, the engine speed NE and the throttle valve opening TH can be cited as the parameters that can realize simple and reliable control, but they are not limited thereto, and can be appropriately adjusted as needed. Optionally, other engine control parameters are used.

[Fuel injection amount calculation processing at startup]

Next, the operation of the engine control device 100 when executing the start-time fuel injection amount calculation process in the engine control process will be described in detail with reference to the flowchart shown in FIG. 2( b ).

FIG. 2( b ) is a flowchart showing the flow of start-time fuel injection amount calculation processing in the engine control processing shown in FIG. 2( a ).

The start-up fuel injection amount calculation process shown in FIG. 2( b) is started when it is determined that the engine 1 has not fully exploded in the process of step S4 shown in FIG. 2( a), and the start-up fuel injection amount calculation process enters The process proceeds to step S21.

In the process of step S21, the fuel injection amount control unit 108 reads the value of the initial value calculation completion flag stored in the RAM 105b or the like, and judges whether the value is 1, thereby judging the initial value TISI of the fuel injection amount at startup. whether it has been calculated. If the result of the determination is that the value of the initial value calculated flag is 1, the fuel injection amount control unit 108 determines that the initial value TISI of the fuel injection amount at startup has been calculated, and the fuel injection amount calculation at startup proceeds to step S24. On the other hand, when the result of the determination is that the value of the initial value calculation completed flag is 0, the fuel injection amount control unit 108 determines that the initial value TISI of the fuel injection amount at startup has not been calculated, and the fuel injection amount calculation at startup proceeds to step Processing of S22.

In the processing of step S22, the initial injection amount calculation unit 108a reads out the map data of the basic fuel injection amount corresponding to the engine temperature TW from the ROM 105a, and calculates the fuel injection amount corresponding to the engine temperature TW obtained by the processing of step S3 based on the map data. The basic fuel injection amount, and read the value of the air density correction coefficient MAS (first air density correction coefficient) after the height correction from the ROM105a, and then compare the calculated basic fuel injection amount with the air density after the height correction The values of the correction coefficient MAS are multiplied to calculate the initial value TISI of the fuel injection amount at startup. Then, the initial injection amount calculation unit 108a stores the calculated initial value TISI of the start-time fuel injection amount in the RAM 105b or the like. According to this process, only the initial fuel injection amount at the start of the engine 1 is set to a fuel injection amount smaller than the basic fuel injection amount corresponding to the engine temperature TW. In addition, as the engine control parameter of the map data of the basic fuel injection amount, the engine temperature TW can be cited as a parameter that can realize simple and reliable control, but it is not limited thereto, and other engine temperature TW can also be appropriately selected and used according to needs. Control parameters.

Here, the reason for multiplying the air density correction coefficient MAS after the height correction by the basic fuel injection amount is that the initial fuel injection amount at the time of starting the engine 1 is taken into account when the engine 1 is started when a mobile body such as a vehicle is located , as the initial fuel injection amount at the time of starting the engine suitable for causing the engine 1 to explode completely when the engine 1 is started when a mobile body such as a vehicle is located in a low place, that is, a value smaller than the basic fuel injection amount corresponding to the engine temperature TW, whereby, It is actually possible to reliably obtain the fuel injection amount most suitable for complete explosion when starting the engine 1 at a high place. In other words, if the initial fuel injection amount when starting the engine at high altitudes is set too large, although the engine 1 is likely to explode, the mixture does not need to be kept in a rich state, so that the optimum fuel injection at high altitudes cannot be obtained. Therefore, in order not to produce such a situation, a coping structure is adopted. Thereby, the process of step S22 ends, and the start-time fuel injection amount calculation process proceeds to the process of step S23. In addition, specifically, it is considered that the highland is about 2000m above sea level, and as the air density correction coefficient MAS after the highland correction, the engine starting pressure required to start the engine 1 when starting the engine 1 at a position equivalent to 2000m above sea level is used to complete the explosion of the engine 1. In this case, the value is set to 0.8, for example.

In the process of step S23, the fuel injection amount control unit 108 sets the value of the initial value calculation completed flag indicating that the initial value TISI of the fuel injection amount at startup has been calculated to 1 and stores it in the RAM 105b or the like. Case. Thereby, the process of step S23 ends, and the start-time fuel injection amount calculation process proceeds to the process of step S28.

On the other hand, in the process of step S24, the fuel injection amount control unit 108 reads the value of the air density correction coefficient MAS after the height correction from the ROM 105a, or reads the value of the air density correction coefficient MAS in the RAM 105b or the like by the process of the previous step S26. The value of the air density correction factor MAS that has been increased is stored, and it is judged whether or not the read value is equal to or greater than a predetermined value. If the result of the determination is that the read value is equal to or greater than the predetermined value, the start-time fuel injection amount calculation process proceeds to the process of step S25. On the other hand, when the result of the determination is that the read value is smaller than the predetermined value, the start-time fuel injection amount calculation process proceeds to the process of step S26. Here, the determined predetermined value is set to 1, which means that the air-fuel mixture will not become unnecessarily low due to unnecessary increase of the fuel injection amount at start-up during the process from the start of the engine 1 to the complete explosion. The value of the air density correction factor MAS in the rich state.

In the process of step S25, the fuel injection amount control unit 108 sets the value of the air density correction coefficient MAS after the height correction to 1, and stores the set value of the air density correction coefficient MAS after the height correction. to RAM105b and so on. By setting the value of the air density correction coefficient MAS to 1 by this process, it is possible to suppress the air-fuel mixture from becoming unnecessarily rich from the start of the engine 1 to the completion of the explosion. Thereby, the process of step S25 ends, and the start-time fuel injection amount calculation process proceeds to the process of step S27.

In the process of step S26, the fuel increase control unit 108b reads the value of the air density correction coefficient MAS after the altitude correction from the ROM 105a, or reads the value of the increased air density correction coefficient MAS stored in the RAM 105b or the like in the previous process of the step S26. The value of the air density correction coefficient MAS, and add this value to a specified value less than 1, thereby increasing the value of the air density correction coefficient MAS after the height correction, and store the value of the increased air density correction coefficient MAS to RAM105b and so on. According to this processing, the air density correction coefficient MAS after the height correction is sequentially increased by a predetermined value every rotation of the engine 1 and updated. Thereby, the process of step S26 ends, and the start-time fuel injection amount calculation process proceeds to the process of step S27. Here, the predetermined value smaller than 1 for the addition depends on the time from the start of the engine 1 to the completion of explosion, etc., and is determined considering how many times it should be increased. Can.

In the process of step S27, the initial injection amount calculation section 108a reads out the value of the air density correction coefficient MAS which has been increased stored in the RAM 105b or the like by the process of step S25 or the process of step S26, and reads out the value of the air density correction coefficient MAS which has been increased by the process of step S22. The initial value TISI of the fuel injection amount at startup stored in the RAM 105b or the like is obtained, and these values are multiplied to calculate the fuel injection amount TIS at startup that increases sequentially from the initial value TISI of the fuel injection amount at startup. The calculated start-time fuel injection amount TIS is stored in RAM 105b and the like. Through this processing, the start-time fuel injection amount TIS is sequentially increased and updated for each revolution of the engine 1 based on the air density correction coefficient MAS sequentially increased in the processing of step S26. Thereby, the process of step S27 ends, and the start-time fuel injection amount calculation process proceeds to the process of step S28.

In the processing of step S28, the fuel injection amount control unit 108 reads the initial value TISI of the fuel injection amount at startup stored in the RAM 105b or the like by the processing of the step S22, or reads the initial value TISI of the fuel injection amount stored in the RAM 105b or the like by the processing of the step S27. The value of the fuel injection amount TIS at startup is determined, and the fuel injection amount of the injector 13 is controlled based on this value, and the fuel injection at startup is performed by injecting fuel from the injector 13 . Thereby, the process of step S28 ends, a series of start-time fuel injection amount calculation processes ends, and a series of engine control processes shown in FIG. 2( a ) also ends.

[Calculation and processing of air density correction coefficient after explosion]

Next, the operation of the engine control device 100 when executing the post-explosion air density correction coefficient calculation process in the engine control process shown in FIG. 2( a ) will be described in detail with reference to the flowchart shown in FIG. 3 .

3 is a flowchart showing the flow of post-explosion air density correction coefficient calculation processing in the engine control processing shown in FIG. 2( a ).

The flowchart shown in FIG. 3 is started when it is determined that the oxygen sensor 19 is not activated in the process of step S7 shown in FIG. 2( a ), or when the process of step S8 shown in FIG. , the post-explosion air density correction coefficient calculation process proceeds to step S31.

In the process of step S31, the fuel injection amount control unit 108 reads the value of the post-explosion air density correction coefficient calculation completion flag stored in the RAM 105b or the like, and judges whether the value is 1, thereby judging that the engine 1 is in the complete state. Whether the air density correction factor after explosion, that is, the air density correction factor MA after explosion (the second air density correction factor) has been calculated. When the result of the judgment is that the post-explosion air density correction coefficient calculation completion flag has a value of 1, the fuel injection amount control unit 108 judges that the post-explosion air density correction coefficient MA has been calculated, and the post-explosion air density correction coefficient calculation process proceeds to Processing of step S34. On the other hand, when the result of the determination is that the post-explosion air density correction coefficient calculation completed flag has a value of 0, the fuel injection amount control unit 108 determines that the post-explosion air density correction coefficient MA has not been calculated, and the post-explosion air density correction coefficient MA is not calculated. The coefficient calculation process proceeds to the process of step S32.

In the process of step S32, the air density correction coefficient calculation unit 107 reads out the value of the increased air density correction coefficient MAS stored in the RAM 105b or the like in the process of step S26 shown in FIG. It is set as the value of the post-explosion air density correction coefficient MA, and the set value is stored in RAM 105b or the like. Thereby, the process of step S32 ends, and the post-explosion air density correction coefficient calculation process proceeds to the process of step S33.

In the process of step S33, the fuel injection amount control unit 108 sets the value of the post-explosion air density correction coefficient calculation completed flag to 1, and stores the value in the RAM 105b or the like. Thereby, the process of step S33 ends, and the post-explosion air density correction coefficient calculation process proceeds to the process of step S38.

On the other hand, in the process of step S34, the oxygen sensor output detection unit 103 calculates the moving average between the maximum and minimum peaks of the oxygen sensor feedback correction coefficient MG, and judges whether the variation of the moving average is within a predetermined range. , so as to determine whether the oxygen sensor feedback correction coefficient MG has converged. When the determination result is that the fluctuation amount of the oxygen sensor feedback correction coefficient MG is not within the specified range, the oxygen sensor output detection unit 103 judges that the oxygen sensor feedback correction coefficient MG has not converged, and a series of post-explosion air density correction coefficient calculation processing ends. A series of engine control processing shown in FIG. 2( a ) also ends together. On the other hand, when the determination result is that the fluctuation amount of the oxygen sensor feedback correction coefficient MG is within the predetermined range, the oxygen sensor output detection unit 103 judges that the oxygen sensor feedback correction coefficient MG has converged, and the post-explosion air density correction coefficient calculation process proceeds to The process proceeds to step S35. In addition, the predetermined range, that is, its upper limit and lower limit, is appropriately set in consideration of the type of oxygen sensor 19 and the resolution of the oxygen sensor output detection unit 103, etc., and is stored in ROM 105a in advance, read from ROM 105a Use these values.

In the process of step S35, the oxygen sensor output detection unit 103 sets the converged oxygen sensor feedback correction coefficient MG as the converged oxygen sensor feedback correction coefficient MGR, and calculates the convergent oxygen sensor feedback correction coefficient When the value of the density correction coefficient MA is appropriate, the oxygen sensor feeds back the deviation between the values that the correction coefficient MGR should take after convergence, that is, 1.0 times, and it is judged whether the calculated deviation value is above the specified value. When the judgment result is that the deviation value is smaller than the specified value, a series of post-explosion air density correction coefficient calculation processing ends, and a series of engine control processing shown in FIG. 2( a ) also ends. On the other hand, when the result of the determination is that the deviation value is greater than or equal to the predetermined value, the oxygen sensor output detection unit 103 outputs an electrical signal indicating the value of the oxygen sensor feedback correction coefficient MGR after convergence to the air density correction coefficient calculation unit 107. The air density correction coefficient calculation process proceeds to the process of step S36. Here, it is only necessary to set the predetermined value for comparing the deviation value to a value that corrects the value of the post-explosion air density correction coefficient MA so that the fuel injection amount is increased unnecessarily to make the air-fuel mixture The sufficient value necessary for the state of needlessly becoming the value of the richer state is set to a value of 0.07 here, wherein the value of the post-explosion air density correction coefficient MA is determined in the processing of step S32 and step S36 set in the processing.

In the process of step S36, the air density correction factor calculation unit 107 reads out the value of the post-explosion air density correction factor MA stored in the RAM 105b or the like by the process of step S32 or the process of the previous step S36, and uses the value The value obtained after multiplying the value of the oxygen sensor feedback correction coefficient MGR after convergence output in the process of step S35 is set as the value of the air density correction coefficient MA after the explosion, and the electric signal representing the set value is output to The fuel injection amount control unit 108, specifically, the post-explosion injection amount calculation unit 108c, stores the set value in the RAM 105b or the like. According to this process, the value of the post-explosion air density correction coefficient MA is corrected and updated to a value such that the air-fuel mixture does not become unnecessarily rich due to an unnecessarily increased fuel injection amount, that is, A value suitable for the current height of a moving body such as a vehicle. Thereby, the process of step S36 ends, and the post-explosion air density correction coefficient calculation process proceeds to the process of step S37.

In the processing of step S37 , the oxygen sensor output detection unit 103 resets the values of the oxygen sensor feedback correction coefficient MG and the converged oxygen sensor feedback correction coefficient MGR to 1 to prepare for the next processing. Thereby, the process of step S37 ends, and the post-explosion air density correction coefficient calculation process proceeds to the process of step S38.

In the process of step S38, the air density correction factor calculation unit 107 calculates the value of the atmospheric pressure PA from the value of the post-explosion air density correction factor MA obtained in the process of step S36, and stores the calculated value in the RAM 105b or the like. The value of the atmospheric pressure PA stored in the memory 105 is used for display and various controls on a display device installed in a mobile body such as a vehicle. Thereby, the process of step S38 ends, and a series of post-explosion air density correction coefficient calculation processes ends.

[specific example]

Finally, a specific example of the above engine control processing will be described in detail with reference to FIG. 4 .

FIG. 4 is a time chart for explaining a specific example of engine control processing in this embodiment. FIG. (b) shows a timing chart of the engine speed NE and the fuel injection amounts TIS, TI. In addition, in this specific example, for convenience of description, the opening degree of the throttle valve 14 after engine startup is fixed.

(1) Time T=T0

At time T=T0 shown in FIG. 4 , when the ignition switch is switched from the off state to the on state to start the engine, the engine control process is repeatedly started for every revolution of the engine 1 . In this way, when the engine control process is started, the initial injection amount calculation unit 108a calculates the basic fuel injection amount corresponding to the engine temperature TW and the air density correction coefficient MAS (this The value in the specific example is multiplied by 0.8) to calculate the initial value TISI of the fuel injection amount at startup. Then, the fuel injection amount control unit 108 controls the fuel injection amount of the injector 13 based on the initial value TISI of the start-up fuel injection amount calculated by the initial injection amount calculating unit 108 a to start fuel injection from the injector 13 .

(2) Period T=T0～T1

Next, during the period T=T0 to T1, the fuel increase control unit 108b sequentially increases the value of the air density correction coefficient MAS after the height correction for each revolution of the engine 1, and the initial injection amount calculation unit 108a The air density correction coefficient MAS is multiplied by the initial value TISI of the fuel injection amount at the start, and is sequentially increased to calculate the fuel injection amount TIS at the start. Then, the fuel injection amount control unit 108 controls the fuel injection amount of the injector 13 based on the start-up fuel injection amount TIS calculated by the initial injection amount calculation unit 108 a, and injects fuel from the injector 13 .

(3) Period T=T1～T2

Next, when it is determined at time T=T1 that the engine 1 has fully exploded, the air density correction factor calculation unit 107 calculates the value of the air density correction factor MAS that has been increased sequentially before time T=T1 at time T=T1. The value (0.87 in this specific example) is set as the value of the post-explosion air density correction coefficient MA, and the post-explosion injection quantity calculation unit 108c calculates the basic fuel injection quantity corresponding to the engine speed NE and the throttle valve opening TH Multiply it with the post-explosion air density correction coefficient MA to calculate the post-explosion fuel injection amount TI. Then, the fuel injection amount control unit 108 controls the fuel injection amount of the injector 13 based on the post-explosion fuel injection amount TI calculated by the post-explosion injection amount calculation unit 108c, and injects fuel from the injector 13 . In addition, the control of the fuel injection amount itself passes through time T=T2, and is maintained until time T=T3.

(4) Period T=T2～T3

Next, when the oxygen sensor 19 starts outputting a voltage signal corresponding to the rotation of the engine 1 at time T=T2, after the oxygen sensor output detection unit 103 determines that the oxygen sensor 19 is activated, the , calculate the moving average value between the maximum and minimum peak values of the oxygen sensor feedback correction coefficient MG, and judge whether the variation of the moving average value is within the specified range, thereby judging whether the oxygen sensor feedback correction coefficient MG has converged. After the oxygen sensor feedback correction coefficient MG converges, the deviation Δx between the converged oxygen sensor feedback correction coefficient MGR and 10 times the predetermined value is calculated, and it is judged whether the calculated deviation Δx is greater than or equal to the predetermined value 0.07.

(5) After time T=T3

Next, when it is determined at time T=T3 that the deviation Δx is greater than or equal to the predetermined value 0.07, the air density correction coefficient calculation unit 107 compares the current value of the post-explosion air density correction coefficient MA with the value of the oxygen sensor feedback correction coefficient MGR after convergence. The value obtained after the multiplication is set and updated as the value of the post-explosion air density correction coefficient MA, and the post-explosion injection amount calculating section 108c compares the basic fuel injection amount with the post-explosion air density correction coefficient MA thus updated. Multiply it to calculate the fuel injection amount TI after explosion. At this time, the value of the post-explosion air density correction coefficient MA is corrected to a value suitable for the current height of the mobile body such as the vehicle. Specifically, in the period T=T2-T3, since the value of the air density correction coefficient MA after explosion is 0.87, and the value of the oxygen sensor feedback correction coefficient MGR after convergence is 0.92, it can be seen that when they are multiplied It is about 0.8, and the mobile body such as a vehicle is currently at a height equivalent to an altitude of 2000m, and it can be seen that the value of the post-explosion air density correction coefficient MA has been corrected to a value suitable for an altitude equivalent to an altitude of 2000m. And after the time T=T3, the fuel injection quantity control unit 108 controls the fuel injection quantity of the injector 13 according to the post-detonation fuel injection quantity TI calculated by the post-detonation injection quantity calculation unit 108c, so that the fuel is injected from the injector 13 squirts. At this time, the engine speed NE is stabilized at a predetermined idling speed.

As can be seen from the above description, in the engine control process of the present embodiment, the initial injection amount calculation unit 108a calculates the initial value TISI of the fuel injection amount at the start of the engine 1 in consideration of the air density correction coefficient MAS after the height correction, as a ratio to The fuel injection amount corresponding to the basic fuel injection amount corresponding to the engine temperature TW is small, and the fuel increase control unit 108b sequentially increases the air density correction coefficient MAS to change the fuel injection amount TIS at the start of the engine 1 from the initial value TISI of the fuel injection amount at start. After the engine 1 is completely exploded, the post-explosion injection quantity calculation unit 108c considers the air density correction coefficient MAS that is sequentially increased by the fuel increase control unit 108b to calculate the post-explosion fuel injection quantity TI of the engine 1, so it can be reduced The data capacity required for the high correction of the fuel injection amount can be achieved without using a pressure sensor such as an atmospheric pressure sensor or an intake pressure sensor, and can realize good startability and suppress fuel injection of an unnecessary fuel amount.

In addition, in the engine control process of the present embodiment, the air density correction coefficient calculation unit 107 calculates the post-explosion air density correction coefficient in consideration of the air density correction coefficient MAS sequentially increased by the fuel increase control unit 108b after the engine 1 complete explosion. MA, the post-detonation injection quantity calculation unit 108c considers the post-detonation air density correction coefficient MA to calculate the post-detonation fuel injection quantity TI of the engine 1, so that good startability can be achieved, and the engine 1 can be more reliably suppressed. Fuel injection of unnecessary fuel volume after detonation.

In addition, in the engine control process of the present embodiment, the air density correction coefficient calculation unit 107 activates the oxygen sensor 19 attached to the exhaust system of the engine 1 and feeds back the correction coefficient corresponding to the output value from the oxygen sensor 19 . Before MG converges, the air density correction coefficient MAS sequentially increased by the fuel increase control unit 108b is set as the air density correction coefficient MA after detonation. Fuel injection of unnecessary fuel quantity of engine 1 after detonation.

In addition, in the engine control process of the present embodiment, after the oxygen sensor 19 is activated and the oxygen sensor feedback correction coefficient MG converges, the air density correction coefficient calculation unit 107, when the deviation of the oxygen sensor feedback correction coefficient MGR after the convergence is equal to or greater than a predetermined value, At this time, the post-explosion air density correction coefficient MA is calculated by further considering the oxygen sensor feedback correction coefficient MGR after convergence, so that good startability can be achieved, and the engine 1 can be more reliably suppressed at the end of the explosion according to the operating state of the oxygen sensor 19. After fuel injection of unnecessary fuel quantity.

In addition, in the present invention, the type, arrangement, number, etc. of components are not limited to the above-mentioned embodiments, and of course, can be appropriately changed without departing from the gist of the present invention, and the constituent elements can be appropriately replaced by elements with the same effect.

Industrial availability

As described above, in the present invention, it is possible to provide an engine control device that can reduce the data volume required for high-altitude correction of the fuel injection amount without using a pressure sensor such as an atmospheric pressure sensor or an intake pressure sensor, and can Good startability is achieved, and fuel injection of an unnecessary fuel amount can be suppressed. Due to its universal properties, it is expected to be widely used in engines of moving bodies such as vehicles.

Claims (4)

1. an engine controlling unit is characterized in that, this engine controlling unit possesses:

The initial injection quantity calculating part; The 1st air density correction factor of the revised regulation in highland is carried out in its consideration; Original fuel injection amount when calculation engine starts is as than the original fuel injection amount of lacking with the corresponding basic fuel injection amount of the temperature of said motor;

Fuel increases control device, and it increases said original fuel injection amount through increasing said the 1st air density correction factor successively successively; And

Intact quick-fried back emitted dose calculating part; With said engine start after after the rotating speed of said motor become the corresponding said motor of situation more than the quick-fried reference value intact quick-fried; Be somebody's turn to do quick-fried back emitted dose calculating part and considered to increase the air density correction factor that control device increases successively, calculated the fuel injection amount behind said motor intact quick-fried by said fuel.

2. engine controlling unit according to claim 1 is characterized in that,

This engine controlling unit also possesses air density correction factor calculating part, and it is after said motor intact quick-fried, and considering increases the air density correction factor that control device increases successively by said fuel, calculates the 2nd air density correction factor,

Said intact quick-fried back emitted dose calculating part is considered said the 2nd air density correction factor, calculates the fuel injection amount behind said motor intact quick-fried.

3. engine controlling unit according to claim 2 is characterized in that,

Said air density correction factor calculating part be installed on that lambda sensor on the said engine's exhaust system activates and with from the convergence of the corresponding lambda sensor feedback modifiers of the output value of said lambda sensor coefficient before, will be set at said the 2nd air density correction factor by the air density correction factor that said fuel increases control device and increases successively.

4. engine controlling unit according to claim 3 is characterized in that,

Said air density correction factor calculating part is after said lambda sensor activation and the convergence of said lambda sensor feedback modifiers coefficient; When the deviation of said lambda sensor feedback modifiers coefficient is specified value when above, further consider that said lambda sensor feedback modifiers coefficient calculates said the 2nd air density correction factor.

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