JP2015229971A - Fuel supply control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel supply control unit capable of suppressing a failure to normally perform ignition by an ignition plug without increasing manufacturing cost.SOLUTION: An ECU calculates an integrated value of a quantity of intake air (integrated air quantity Iq) since engine start until engine stop (step S7). If an engine is stopped (step S8), a quantity of fuel to be supplied to the engine when the engine is actuated next time is corrected on the basis of a water temperature (stop-time water temperature T) measured by a water temperature sensor and the integrated air quantity Iq (step S2).

Description

  The present invention relates to a fuel supply amount control apparatus that controls the amount of fuel supplied to an internal combustion engine.

  Conventionally, it is known that when an internal combustion engine is started when it is cold, incompletely combusted materials such as carbon adhere to the vicinity of the plug gap of the spark plug without completely burning the fuel. If incomplete combustion substances adhere to the vicinity of the plug gap of the spark plug, the spark plug may not be able to perform normal ignition.

  For this reason, for example, in Patent Document 1, when the internal combustion engine is in a starting state, the value of the current flowing between the electrodes of the spark plug is detected, and the larger the integrated value of the detected current value is, the greater the value is injected from the injector. Proposals have been made to reduce the amount of fuel produced.

Japanese Patent Laid-Open No. 11-30143

  However, the technique proposed in Japanese Patent Application Laid-Open No. H10-260260 has a problem that it is necessary to provide a current detection device in order to detect the value of the current flowing between the electrodes of the spark plug, resulting in increased manufacturing costs.

  Therefore, the present invention has been made to solve such a problem, and a fuel supply amount control device that can prevent normal ignition by a spark plug from being performed without incurring manufacturing costs. The purpose is to provide.

  A first aspect of the present invention is a fuel supply amount control device that controls the amount of fuel supplied to an internal combustion engine, a water temperature sensor that measures the temperature of cooling water in the internal combustion engine, and an internal combustion engine that is started. Based on the integrated air amount calculation unit that calculates the integrated value of the intake air amount from the start to the stop and the water temperature measured by the water temperature sensor when the internal combustion engine stops and the integrated value calculated by the integrated air amount calculation unit And a fuel supply amount correction unit that corrects the amount of fuel supplied to the internal combustion engine when the internal combustion engine is operated next time.

  As a second aspect of the present invention, a correction coefficient calculation unit that calculates a correction coefficient for correcting the amount of fuel supplied to the internal combustion engine is provided, and the correction coefficient calculation unit performs internal combustion when the internal combustion engine is operated. The internal combustion engine is operated the next time based on the correction coefficient that corrects the amount of fuel supplied to the engine, the water temperature measured by the water temperature sensor, and the integrated value calculated by the integrated air amount calculation unit. A correction coefficient for correcting the amount of fuel supplied to the engine is calculated, and the fuel supply amount correction unit corrects the amount of fuel supplied to the internal combustion engine with the correction coefficient calculated by the correction coefficient calculation unit. You may do it.

  As a third aspect of the present invention, when the correction coefficient calculated by the correction coefficient calculation unit satisfies a predetermined condition, the notification device notifies the notification device that the replacement of the spark plug for igniting the fuel supplied to the internal combustion engine is urged. You may make it further provide a part.

  Thus, in the first aspect, the internal combustion engine is operated next time based on the water temperature measured by the water temperature sensor when the internal combustion engine is stopped and the integrated value calculated by the integrated air amount calculation unit. Sometimes the amount of fuel supplied to the internal combustion engine is corrected.

  Therefore, in the first aspect, when the internal combustion engine is operated next time, it is supplied to the internal combustion engine so that the incompletely burned material estimated to be attached near the plug gap of the spark plug burns. By correcting the amount of fuel to be produced, there is no need to provide a current detection device, so that it is possible to prevent normal ignition by the spark plug from being performed without incurring manufacturing costs.

  The second aspect is based on the correction coefficient that corrects the amount of fuel supplied to the internal combustion engine in addition to the water temperature measured by the water temperature sensor and the integrated value calculated by the integrated air amount calculation unit. Since the amount of fuel supplied to the internal combustion engine is corrected when the internal combustion engine is operated next time, the correction amount of the fuel supplied to the internal combustion engine varies greatly every time the internal combustion engine is operated. This can be suppressed.

  In the third aspect, when the correction coefficient calculated by the correction coefficient calculation unit satisfies a predetermined condition, the notification device is notified that the spark plug needs to be replaced. can do.

FIG. 1 is a hardware configuration diagram showing a main part of a vehicle equipped with a fuel supply amount control device according to an embodiment of the present invention. FIG. 2 is a conceptual diagram showing a first map referred to by the fuel supply amount control apparatus according to the embodiment of the present invention. FIG. 3 is a conceptual diagram showing a second map referred to by the fuel supply amount control apparatus according to the embodiment of the present invention. FIG. 4 is a flowchart showing a fuel supply amount control operation executed by the fuel supply amount control apparatus according to the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, a vehicle 1 equipped with a fuel supply amount control device according to an embodiment of the present invention includes an internal combustion engine type engine 2 and an ECU (Electronic Control Unit) 3.

  A combustion chamber 5 is formed in the engine 2, and a spark plug 6 that ignites in the combustion chamber 5 in accordance with control of the ECU 3 is provided. The engine 2 includes a four-cycle engine in which a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke are performed, and ignition is performed by the spark plug 6 during the compression stroke and the expansion stroke. Yes.

  The engine 2 is formed with a water jacket 7 through which cooling water for adjusting the temperature of the combustion chamber 5 flows. The water jacket 7 is provided with a water temperature sensor 8 that measures the temperature of the cooling water.

  The intake port of the engine 2 is provided with an intake manifold 10 that forms an intake passage for introducing outside air into the engine 2. The intake manifold 10 is provided with an injector 11 that injects fuel toward the combustion chamber 5, a throttle valve 12 that adjusts the intake air amount of the engine 2, and an air flow meter 13 that measures the intake air amount of the engine 2. ing.

  The injector 11 has a solenoid coil and a needle valve that are controlled by the ECU 3. When the solenoid coil is energized by the ECU 3, the injector 11 opens the needle valve and injects fuel toward the combustion chamber 5.

  The throttle valve 12 is constituted by a thin disc-like valve body, and includes a shaft at the center of the valve body. The throttle valve 12 is provided with a throttle valve actuator 14 that rotates the valve body by rotating the shaft in accordance with the control of the ECU 3 so that the throttle valve 12 adjusts the intake air amount.

  The ECU 3 includes a computer unit that includes a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), a flash memory, an input port, and an output port.

  A program for causing the computer unit to function as the ECU 3 is stored in the ROM of the ECU 3 together with various control constants and various maps. That is, in the ECU 3, the computer unit functions as the ECU 3 when the CPU executes a program stored in the ROM.

  In addition to the water temperature sensor 8 and the air flow meter 13, various sensors and switches such as an ignition switch “hereinafter simply referred to as“ IG ”” 18 are connected to the input port of the ECU 3.

  In addition to various control objects such as the ignition plug 6, the injector 11, and the throttle valve actuator 14, the output port of the ECU 3 includes a display device such as an instrument panel and a sound output device such as a speaker (hereinafter collectively referred to as a generic name). Various peripheral devices such as “informing device 20” are connected.

  The ECU 3 controls various control objects and various peripheral devices connected to the output port based on information obtained from various sensors and various switches connected to the input port.

  In the present embodiment, the ECU 3 calculates the amount of fuel to be injected into the injector 11 (hereinafter simply referred to as “fuel injection amount”) according to the operating state of the vehicle 1 such as the opening degree of the throttle valve 12. ing.

  The ECU 3 constitutes an integrated air amount calculation unit 21 that calculates an integrated value of the intake air amount from when the engine 2 is started to when it is stopped. Specifically, the ECU 3 calculates an integrated value (hereinafter simply referred to as “integrated air amount”) obtained by integrating the intake air amount detected by the air flow meter 13 from when the engine 2 is started to when it is stopped. It is like that.

  The ECU 3 constitutes a fuel supply amount correction unit 22, and based on the water temperature measured by the water temperature sensor 8 when the engine 2 is stopped (hereinafter simply referred to as “water temperature at stop”) and the integrated air amount, The fuel injection amount is corrected when 2 is operated next time.

  Specifically, the ECU 3 constitutes a correction coefficient calculation unit 23 that calculates a correction coefficient An for correcting the fuel injection amount. The ECU 3 calculates the fuel injection amount when the engine 2 is operated next time based on the correction coefficient Ac that corrects the fuel injection amount when the engine 2 is operated, the stop water temperature T, and the integrated air amount Iq. A correction coefficient An for correction is calculated.

  That is, when the ECU 3 executes the correction of the fuel injection amount when the engine 2 is operated next time, the ECU 3 multiplies the fuel injection amount calculated according to the operation state of the vehicle 1 by the correction coefficient An. A certain amount of fuel is injected into the injector 11.

  Here, the correction coefficient An is a value normalized by 1, and is regulated to β when it is less than β, which is a preliminarily determined adaptive value. Further, the ECU 3 constitutes a notification unit 24, and when the predetermined condition that the correction coefficient An is less than β is satisfied, the ECU 3 notifies the notification device 20 that the replacement of the spark plug 6 is urged.

  In the present embodiment, the ECU 3 calculates the correction coefficient An according to the following mathematical formula. In the following mathematical formula, α represents a weight that is a conforming value, a represents a coefficient corresponding to the integrated air amount Iq, and b represents a coefficient corresponding to the stop water temperature T.

  An = Ac × (1−α) + a × b × α

  Here, as shown in FIGS. 2 and 3, respectively, the coefficient a and the coefficient b are determined based on the first and second maps stored in advance in the ROM of the ECU 3, respectively. That is, the ECU 3 determines the coefficient a corresponding to the integrated air amount Iq in the first map, and determines the coefficient b corresponding to the stop time water temperature T in the second map.

  Further, the ECU 3 stops the engine 2 when the IG 18 is turned off, and calculates a correction coefficient Ac when the engine 2 is operated in order to calculate a correction coefficient An for the next operation. The stop water temperature T and the accumulated air amount Iq are stored in a non-volatile storage medium such as a flash memory.

  The fuel supply amount control operation of the fuel supply amount control apparatus according to the embodiment of the present invention configured as described above will be described with reference to FIG. The fuel supply amount control operation described below starts when the ECU 3 detects that the IG 18 is turned on.

  First, the ECU 3 reads the correction coefficient Ac, the stop water temperature T, and the integrated air amount Iq from a nonvolatile storage medium such as a flash memory into the RAM (step S1). Next, the ECU 3 calculates a correction coefficient An for the current operation based on the correction coefficient Ac, the stop water temperature T, and the integrated air amount Iq (step S2).

  Next, the ECU 3 determines whether or not the correction coefficient An calculated in step S2 is less than β (step S3). Here, if it is determined that the correction coefficient An is less than β, the ECU 3 displays a plug contamination warning (step S4). Specifically, the ECU 3 informs the notification device 20 that the replacement of the spark plug 6 is urged. Further, the ECU 3 regulates the correction coefficient An to β, that is, sets the correction coefficient An to β.

  On the other hand, when it is determined that the correction coefficient An is not less than β, or after the plug contamination warning is displayed, the ECU 3 waits for the engine 2 (indicated as “E / G” in the drawing) to start ( Step S5). When the engine 2 starts to start, the ECU 3 calculates the fuel injection amount according to the operating state of the vehicle 1 (step S6).

  Next, the ECU 3 determines whether or not to correct the fuel injection amount (step S7). Here, when the start of the engine 2 is not completed, that is, when the engine 2 is not completely exploded, the ECU 3 determines that the correction of the fuel injection amount is executed, and the engine 2 is completely exploded. Is determined not to execute correction of the fuel injection amount.

  If it is determined in step S7 that the fuel injection amount is to be corrected, the ECU 3 corrects the fuel injection amount calculated in step S6 by multiplying by the correction coefficient An (step S8). As described above, when it is determined that the fuel injection amount is to be corrected, the ECU 3 determines that the fuel injection amount corrected by multiplying the correction coefficient An is injected into the injector 11 and that the fuel injection amount is not corrected. If so, the fuel of the fuel injection amount calculated in step S6 is injected into the injector 11.

  Next, the ECU 3 calculates an integrated air amount Iq (step S9). Next, the ECU 3 determines whether or not the engine 2 is stopped (step S10). If it is determined that the engine 2 is not stopped, the ECU 3 returns the fuel supply amount control operation to step S6.

  On the other hand, when it is determined that the engine 2 is stopped, the ECU 3 stores the stop-time water temperature T and the integrated air amount Iq in a non-volatile storage medium such as a flash memory, and the engine 2 is operated. Sometimes, the correction coefficient An that has corrected the fuel injection amount is stored as the correction coefficient Ac (step S11), and the fuel supply amount control operation is terminated.

  As described above, in the present embodiment, the amount of fuel supplied to the engine 2 when the engine 2 is operated next time is corrected based on the stop water temperature T and the integrated air amount Iq. Therefore, in the present embodiment, when the engine 2 is operated next time, the incompletely combusted material estimated to be attached in the vicinity of the plug gap of the spark plug 6 is burned to the engine 2. It is not necessary to provide a current detecting device by correcting the amount of fuel to be corrected. For this reason, this Embodiment can suppress that the normal ignition by the spark plug 6 is no longer performed, without incurring manufacturing cost.

  Further, in the present embodiment, when the engine 2 is operated next time based on the correction coefficient Ac obtained by correcting the amount of fuel supplied to the engine 2 in addition to the stop water temperature T and the integrated air amount Iq. Since the amount of fuel supplied to the engine 2 is corrected, the correction amount of fuel supplied to the engine 2 can be prevented from greatly fluctuating each time the engine 2 is operated.

  Further, in the present embodiment, when the correction coefficient An satisfies a predetermined condition, that is, when the correction coefficient An is less than β, the notification device 20 is informed that the replacement of the spark plug 6 is urged. Can be notified that it is time for replacement.

  In the present embodiment, when the IG 18 is turned off, the ECU 3 stores the correction coefficient Ac, the stop water temperature T, and the accumulated air amount Iq in a non-volatile storage medium such as a flash memory, and the next operation. It has been described that these are read to calculate the correction coefficient An.

  In contrast, when the IG 18 is turned off, the ECU 3 stores the correction coefficient Ac, the coefficient a, and the coefficient b in a non-volatile storage medium such as a flash memory, and reads them during the next operation to calculate the correction coefficient An. You may make it do.

  Further, when the IG 18 is turned off, the ECU 3 calculates a correction coefficient An for the next operation based on the correction coefficient Ac, the coefficient a, and the coefficient b, and the calculated correction coefficient An is stored in a nonvolatile memory such as a flash memory. You may make it preserve | save at a storage medium and read these at the next driving | operation.

  In the fuel supply amount control operation described with reference to FIG. 4, the ECU 3 determines that the correction of the fuel injection amount is to be executed when the engine 2 is not completely exploded, and the engine 2 is completely exploded. In the case where it is determined that the correction of the fuel injection amount is not executed, it has been described.

  On the other hand, the ECU 3 determines that the correction of the fuel injection amount is executed when the warm-up of the engine 2 has not ended, and the fuel injection amount of the ECU 2 when the warm-up of the engine 2 has ended. You may make it judge that correction | amendment is not performed.

  The ECU 3 determines that the fuel injection amount is corrected when the water temperature measured by the water temperature sensor 8 is lower than the specified temperature, and when the water temperature measured by the water temperature sensor 8 is not lower than the specified temperature. Alternatively, it may be determined that the correction of the fuel injection amount is not executed. Here, the specified temperature is a conforming value.

  Further, the ECU 3 determines that the fuel injection amount is to be corrected when the air-fuel ratio control for controlling the air-fuel ratio of the engine 2 to be the ideal air-fuel ratio is not executed, and executes the air-fuel ratio control. If so, it may be determined that the correction of the fuel injection amount is not executed.

  Further, the ECU 3 determines whether or not the engine 2 has been completely detonated, whether or not the engine 2 has been warmed up, whether or not the water temperature measured by the water temperature sensor 8 is less than a specified temperature, and It may be determined whether or not to correct the fuel injection amount based on a combination of a plurality of conditions among the above-described conditions regarding whether or not the fuel ratio control is being performed.

  Although the embodiments of the present invention have been disclosed above, it is obvious that those skilled in the art can make modifications without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the claims recited in the claims.

1 vehicle 2 engine (internal combustion engine)
6 Spark plug 8 Water temperature sensor 20 Notification device 21 Integrated air amount calculation unit 22 Fuel supply amount correction unit 23 Correction coefficient calculation unit 24 Notification unit

Claims (3)

A fuel supply amount control device for controlling the amount of fuel supplied to an internal combustion engine,
A water temperature sensor for measuring the temperature of the cooling water of the internal combustion engine;
An integrated air amount calculation unit that calculates an integrated value of the intake air amount from when the internal combustion engine starts to when it stops.
Based on the water temperature measured by the water temperature sensor when the internal combustion engine is stopped and the integrated value calculated by the integrated air amount calculation unit, the internal combustion engine is supplied to the internal combustion engine the next time it is operated. A fuel supply amount control apparatus comprising: a fuel supply amount correction unit that corrects an amount of fuel to be corrected. A correction coefficient calculation unit for calculating a correction coefficient for correcting the amount of fuel supplied to the internal combustion engine;
The correction coefficient calculation unit corrects the amount of fuel supplied to the internal combustion engine when the internal combustion engine is operated, the water temperature measured by the water temperature sensor, and the integrated air amount calculation unit. Based on the calculated integrated value, a correction coefficient for correcting the amount of fuel supplied to the internal combustion engine when the internal combustion engine is operated next time is calculated,
2. The fuel supply amount control device according to claim 1, wherein the fuel supply amount correction unit corrects an amount of fuel supplied to the internal combustion engine with a correction coefficient calculated by the correction coefficient calculation unit.   The information processing apparatus according to claim 1, further comprising: a notification unit that notifies the notification device that the replacement of a spark plug that ignites the fuel supplied to the internal combustion engine is urged when the correction coefficient calculated by the correction coefficient calculation unit satisfies a predetermined condition. 3. The fuel supply amount control device according to 2.

Images