JP2018059446A - Engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control device capable of executing asynchronous injection without delay in response of an internal combustion engine, while preventing over-rich caused by chip-in racing in a normal operation.SOLUTION: An engine control device 1 has an asynchronous injection instructing portion instructing asynchronous injection not synchronized with a crank angle of an internal combustion engine to an injector in response to a situation that the internal combustion engine is not in an idle state, and a synchronous injection instructing portion for instructing synchronous injection to an injector corresponding to a cylinder while reducing an injection amount of a fuel in the synchronous injection synchronized with the crank angle according to an asynchronous injection amount by the asynchronous injection in response to a situation that the internal combustion engine is in the idle state before supplying the fuel by the asynchronous injection to the inside of the cylinder.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an engine control device.

  In addition to synchronous injection that injects in synchronization with the crank angle indicating the crankshaft angle of the internal combustion engine, fuel that is not synchronized with the crank angle is injected when acceleration is required, such as when the internal combustion engine is no longer in an idle state. A fuel injection control device that performs asynchronous injection is known. By supplementing the fuel injection amount by asynchronous injection, the response of the internal combustion engine to the accelerator operation is improved.

  However, if the so-called chip in-racing occurs, that is, when the throttle valve opening returns to "closed" immediately after the throttle valve is opened from "closed" to "open" by depressing the accelerator during acceleration, the amount of intake air hardly changes. Nevertheless, the amount of fuel contained in the air-fuel mixture increases by the amount of asynchronous injection, and the air-fuel mixture supplied into the cylinder becomes overrich. If the air-fuel mixture supplied into the cylinder becomes over-rich, various problems such as a decrease in the rotational speed of the internal combustion engine may occur.

  Various techniques are known for preventing the air-fuel mixture supplied into the cylinder from becoming over-rich due to asynchronous injection, such as by depressing the accelerator during acceleration. For example, in Patent Document 1, the fuel injection control device performs asynchronous injection based on a process for determining whether or not the asynchronous injection permission condition is satisfied from various detection values such as an opening change rate of the throttle opening and a cooling water temperature. Whether or not is possible is determined. Since the fuel injection control device described in Patent Document 1 does not permit asynchronous injection when the asynchronous injection permission condition is not satisfied, the mixture supplied into the cylinder is prevented from being over-rich due to asynchronous injection. can do.

JP 2006-207518 A

  However, when performing asynchronous injection after the processing for determining whether the asynchronous injection permission condition is satisfied, the throttle valve opening is normally set from “closed” to the opening corresponding to the accelerator operation without stepping off the accelerator during acceleration. There is a problem that the response of the internal combustion engine becomes slow during operation.

  The present invention solves such a problem, and is capable of performing asynchronous injection without causing a delay in the response of the internal combustion engine during normal operation while preventing over-rich caused by chip in-lacing. An object is to provide an apparatus.

  In order to achieve the above object, an engine control device according to the present invention includes an idle state determination unit that determines an idle state of an internal combustion engine, and is synchronized with a crank angle of the internal combustion engine in accordance with the fact that the internal combustion engine is no longer in an idle state. Asynchronous injection instruction unit for instructing the injector to perform asynchronous injection, a synchronous injection instruction unit for instructing the injector to perform synchronous injection synchronized with the crank angle, and chip inracing that returns to the idle state immediately after the internal combustion engine is no longer in the idle state The synchronous injection instructing unit reduces the fuel injection amount in the synchronous injection entering the cylinder in the same stroke as the asynchronous injection when the chip in-racing occurs. And instructing the injector.

  In the engine control device according to the present invention, the chip in-racing determination unit includes a time counter that counts a time count value indicating a time from when the throttle valve has changed from an idle state to a non-idle state, and the throttle valve is not It is preferable to have an idle time determination unit that determines that chip in-racing has occurred when the time count value when changing from the idle state to the idle state is smaller than a predetermined time threshold value.

  Further, in the engine control apparatus according to the present invention, the chip in-racing determination unit obtains the throttle valve opening from a throttle valve opening sensor that detects the opening of the throttle valve at a predetermined sampling period over a predetermined sampling period. A degree-of-opening reduction counter that counts the number of times the opening degree of the throttle valve has decreased during the sampling period, and a reduction amount of the opening degree of the throttle valve during the sampling period is predetermined. A valve opening reduction width determining unit that determines whether or not the opening degree decrease threshold is greater than a predetermined opening frequency threshold and a valve opening reduction width determining unit A throttle valve that determines that chip in-racing has occurred when it is determined at least once that the amount of decrease in opening is greater than a predetermined opening decrease threshold. It is preferred to have a degree determination unit.

  In the engine control apparatus according to the present invention, it is preferable that the chip in-racing determination unit determines whether or not the internal combustion engine is in an idle state based on a parameter relating to an intake air amount taken into the internal combustion engine.

  Further, in the engine control device according to the present invention, the chip in-racing determination unit is configured such that the first intake air pressure when the throttle valve opening is equal to or larger than the opening angle, and the throttle valve opening is equal to or smaller than the closing angle. When the difference between the first suction air pressure and the second suction air pressure is smaller than a predetermined suction air pressure threshold, it is determined that the chip in-racing has occurred. It is preferable to have an intake air pressure determination unit.

  Further, in the engine control apparatus according to the present invention, the chip in-racing determination unit is configured such that the first intake air amount when the opening degree of the throttle valve is equal to or larger than the opening angle and the opening degree of the throttle valve are equal to or smaller than the closing angle. When the difference between the first intake air amount and the second intake air amount is smaller than a predetermined intake air amount threshold value, It is preferable to have an intake air amount determination unit that determines that the air has occurred.

  Further, in the engine control device according to the present invention, the chip in-racing determination unit is configured such that the first engine speed when the throttle valve opening is equal to or larger than the opening angle, and the throttle valve opening is equal to or smaller than the closing angle. When the difference between the first engine speed and the second engine speed is smaller than a predetermined engine speed threshold value. It is preferable to have an engine speed determination unit that determines in-racing.

  Moreover, it is preferable that the engine control apparatus according to the present invention further includes a weight reduction cylinder determination unit that determines a cylinder for reducing the injection amount of the synchronous injection.

  Further, in the engine control apparatus according to the present invention, the synchronous injection instructing unit calculates a normal injection amount for synchronously injecting into each cylinder of the internal combustion engine in a stroke different from the stroke instructing the asynchronous injection, An injection amount comparison unit that determines whether or not the normal injection amount is greater than the asynchronous injection amount, and an asynchronous injection from the normal injection amount when the injection amount comparison unit determines that the normal injection amount is greater than the asynchronous injection amount. It is preferable to have a synchronous injection amount correction unit that calculates the reduced injection amount by subtracting the amount, and an injection instruction unit that outputs an injection instruction including changing the reduced injection amount to the injection amount of the synchronous injection.

  In the engine control apparatus according to the present invention, it is preferable that the synchronous injection amount correction unit sets the reduced injection amount to zero when the injection amount comparison unit determines that the normal injection amount is equal to or less than the asynchronous injection amount. .

  According to the present invention, the engine control device can perform asynchronous injection without causing a delay in the response of the internal combustion engine during normal operation while preventing over-rich caused by chip in-lacing.

It is a figure which shows the comparison with the engine control which concerns on the embodiment in which the countermeasure with respect to the problem by asynchronous injection was taken, and the conventional engine control which countered the problem by asynchronous injection. It is a figure which shows the engine system containing the engine control apparatus which concerns on 1st Embodiment. It is a figure which shows the engine control apparatus which concerns on 1st Embodiment. It is a figure for demonstrating the process of the time counter and idle time determination part shown in FIG. It is a flowchart of the injection amount reduction process by the engine control apparatus shown in FIG. It is a timing chart of an example of the injection amount reduction process by the engine control apparatus 1 shown in FIG. It is a figure which shows the engine system containing the engine control apparatus which concerns on 2nd Embodiment. It is a flowchart of the injection amount reduction process by the engine control apparatus shown in FIG. It is a flowchart of the more detailed process of the process of S108 shown in FIG. It is a figure which shows the engine system containing the engine control apparatus which concerns on 3rd Embodiment. It is a flowchart of the injection amount reduction process by the engine control apparatus shown in FIG. It is a figure which shows the engine system containing the engine control apparatus which concerns on 4th Embodiment. It is a flowchart of the injection amount reduction process by the engine control apparatus shown in FIG.

  An engine control apparatus according to the present invention will be described with reference to the following drawings. However, it should be noted that the technical scope of the present invention is not limited to these embodiments, and extends to equivalents to the invention described in the claims.

(Outline of the engine control device according to the embodiment)
FIG. 1 is a diagram showing a comparison between conventional engine control that does not take measures against problems caused by asynchronous injection and engine control according to an embodiment that takes measures against problems caused by asynchronous injection.

  In conventional engine control in which countermeasures against the problems caused by asynchronous injection are not taken, first, when the internal combustion engine is in an idle state, the driver steps on the accelerator (S11). Next, the engine control device turns off the idle determination and assists the acceleration of the vehicle by performing asynchronous injection that is not synchronized with the crank angle of the internal combustion engine (S12). Next, the driver depresses the accelerator (S13). Here, the fact that the driver depresses the accelerator in the idle state is also referred to as chip in racing. By tip in-racing, synchronous injection is performed in synchronism with the crank angle of the internal combustion engine while the opening of the throttle valve is “closed” immediately after it is changed from “closed” to “open”. At this time, the amount of air to be sucked becomes smaller than the desired amount, and by performing synchronous injection, the inside of the cylinder becomes overrich by the injection amount of asynchronous injection (S14). If the inside of the cylinder becomes over-rich, combustion becomes unstable and the rotational speed of the internal combustion engine decreases, and in the worst case, there is a risk of stalling.

  On the other hand, in the engine control according to the embodiment, in response to the driver depressing the accelerator (S21), as in the conventional engine control, asynchronous injection is performed to assist acceleration of the vehicle (S22). Next, when the driver depresses the accelerator (S23), the engine control apparatus according to the embodiment is a cylinder having the same stroke as the asynchronous injection, and does not execute the synchronous injection at the asynchronous injection time point. The injection amount of the synchronous injection by the injector is reduced according to the injection amount of the asynchronous injection (S24).

  Since the engine control apparatus according to the embodiment performs asynchronous injection according to the accelerator operation without performing processing for determining whether the asynchronous injection permission condition such as the presence or absence of chip inlacing is satisfied, the response of the internal combustion engine is delayed during normal operation. There is no fear. Further, the engine control device according to the embodiment reduces the injection amount of the synchronous injection by the injector corresponding to the cylinder for which the synchronous injection has not been performed, according to the injection amount of the asynchronous injection when the chip in-racing occurs. , Prevent the cylinder from becoming over-rich.

(Configuration and Function of Engine System Including Engine Control Device According to First Embodiment)
It is a figure which shows the engine system containing the engine control apparatus which concerns on 1st Embodiment.

  The engine system 100 is a four-cylinder gasoline engine system mounted on an automobile, and has four cylinders, # 1, # 2, # 3, and # 4, which are driven differently by 1/4 cycle. Including. In engine system 100, cylinder # 1 and cylinder # 4 are the first cylinder group that simultaneously become top dead center, and cylinder # 2 and cylinder # 3 are the second cylinder group that simultaneously serve as top dead center. . In the engine system 100, the first cylinder group and the second cylinder group are cylinder groups different from each other by a half cycle, and compression top dead in the order of # 1 cylinder → # 3 cylinder → # 4 cylinder → # 2 cylinder → # 1 cylinder. It becomes a point.

  The engine system 100 is disposed in an engine body 101 having four cylinders, an intake pipe 102 disposed on the upstream side of the intake / exhaust system, an exhaust pipe 103 disposed on the downstream side of the intake / exhaust system, and the intake pipe 102. Throttle valve 104. The combustion chamber 105 of the engine body 101 and the intake pipe 102 are connected via an intake port 106. Further, the combustion chamber 105 of the engine body 101 and the exhaust pipe 103 are connected via an exhaust port 107. The throttle valve 104 is changed in opening degree according to an accelerator operation (not shown).

  The engine system 100 further includes an injector 108, an igniter 109, a spark plug 110, and an engine control device 1 that is also referred to as an ECU (Electronic Control Unit). The injector 108 is disposed between the engine body 101 and the throttle valve 104. In the exhaust stroke, the injector 108 opens the fuel supplied from a fuel tank (not shown) according to the energization time corresponding to the injection instruction signal input from the engine control device 1 and supplies the fuel to the intake port 106. Spray. The fuel injected into the intake port 106 is supplied into the combustion chamber 105 of the engine body 101 as an air-fuel mixture together with the air supplied to the intake pipe 102 in the intake stroke. The air-fuel mixture supplied into the combustion chamber 105 is compressed in the compression stroke.

  The igniter 109 boosts the voltage supplied from a battery (not shown) to generate a high voltage. The spark plug 110 is applied with the high voltage generated by the igniter 109 to generate a spark for ignition. The spark generated by the spark plug 110 burns the air-fuel mixture compressed in the compression stroke, and a rotational driving force is applied to the crankshaft via the piston 111. The combustion gas in the combustion chamber 105 is exhausted to the exhaust pipe 103 through the exhaust port 107 in the exhaust stroke.

  The engine system 100 further includes an ISCV 113 disposed in a bypass passage 112 formed so as to bypass the throttle valve 104. The ISCV 113 includes a valve mechanism that opens and closes the bypass path 112 and an ISC control solenoid that drives the valve mechanism, and a desired valve is selected according to the duty ratio of the current corresponding to the ISCV control signal input from the engine control device 1. It is adjusted to the opening. When the engine system 100 is in an idle state, the throttle valve 104 is in a “closed” state, and the intake air amount is supplied via the ISCV 113. The engine speed in the idle state is controlled by adjusting the opening of the ISCV 113.

  The engine system 100 includes a throttle valve opening sensor 114, an air flow meter 115, an intake pipe pressure sensor 116, a crank angle sensor 117, an oxygen sensor 118, and an A / F sensor 119. The throttle valve opening sensor 114 is disposed in the throttle valve 104, detects the opening of the throttle valve 104, and outputs a throttle valve opening signal indicating the detected opening to the engine control device 1. The air flow meter 115 is disposed in the intake pipe 102, detects the intake air amount of the air taken into the intake pipe 102, and outputs an intake air amount signal indicating the detected intake air amount to the engine control apparatus 1. The intake pipe pressure sensor 116 is disposed in the intake pipe 102, detects the air intake air pressure drawn into the intake pipe 102, and outputs an intake air pressure signal indicating the detected intake air pressure to the engine control apparatus 1. The crank angle sensor 117 detects the rotation of the crankshaft for each predetermined crank angle, and outputs a crank angle signal to the engine control device 1 for each predetermined crank angle. The oxygen sensor 118 is disposed in the exhaust pipe 103 and outputs an oxygen concentration signal indicating whether the air-fuel ratio is thinner or deeper than the stoichiometric air-fuel ratio to the engine control device 1. The A / F sensor 119 is disposed in the exhaust pipe 103, detects the air-fuel ratio, and outputs an air-fuel ratio signal indicating the detected air-fuel ratio to the engine control apparatus 1.

(Configuration and function of the engine control apparatus according to the first embodiment)
FIG. 3 is a diagram showing the engine control device 1.

  The engine control device 1 includes a communication unit 11, a storage unit 12, and a processing unit 20. The communication unit 11, the storage unit 12, and the processing unit 20 are connected to each other via a bus 15. The engine control device 1 instructs the injector 108 to perform asynchronous injection when the engine system 100 is not in an idle state, that is, in a non-idle state. Further, when detecting the chip in-racing, the engine control device 1 decreases the injection amount of the synchronous injection by the injector corresponding to the cylinder for which synchronous injection has not been performed, and instructs the injector 108 to perform synchronous injection.

  The communication unit 11 is also called a CAN transceiver, and is connected to the injector 108, the igniter 109, and the ISCV 113 via a CAN (Controller Area Network). The communication unit 11 is connected to a throttle valve opening sensor 114, an air flow meter 115, an intake pipe pressure sensor 116, a crank angle sensor 117, a crank angle sensor 117, an A / F sensor 119, and the like via a CAN. The communication unit 11 outputs an injection instruction signal indicating the energization time to the injector 108 and also outputs an ignition instruction signal indicating an ignition instruction for the spark plug to the igniter 109. Further, the communication unit 11 outputs an ISCV control signal for controlling the valve mechanism of the ISCV 113 to the ISCV 113 when the engine body 101 is in an idle state. The communication unit 11 receives a throttle valve opening signal indicating the opening of the throttle valve 104 from the throttle valve opening sensor 114 and also receives an intake air amount signal indicating the amount of intake air supplied to the intake pipe 102. Input from the air flow meter 115. Further, the communication unit 11 receives a crank angle signal indicating a crank angle from the crank angle sensor 117. The communication unit 11 receives an oxygen concentration signal indicating whether the air-fuel ratio is lighter or darker than the stoichiometric air-fuel ratio from the oxygen sensor 118 and inputs an air-fuel ratio signal indicating the air-fuel ratio from the A / F sensor 119. Is done. Instead of the communication unit 11, signals may be directly transmitted / received to / from each sensor or actuator via a so-called direct line.

  The storage unit 12 includes, for example, at least one of a semiconductor storage device, a magnetic tape device, a magnetic disk device, or an optical disk device. The storage unit 12 stores an operating system program, a driver program, an application program, data, and the like used for processing in the processing unit 20. For example, when the chip 12 is detected as an application program, the storage unit 12 decreases the fuel injection amount and instructs the synchronous injection to the injector 108 that has not executed synchronous injection in the same stroke as the asynchronous injection. Store weight loss program. The injection amount reduction processing program or the like may be installed in the storage unit 12 using a known setup program or the like from a computer-readable portable recording medium such as a CD-ROM or DVD-ROM. The storage unit 12 stores various data used in the injection amount reduction process.

  The processing unit 20 includes one or a plurality of processors and their peripheral circuits. The processing unit 20 controls the overall operation of the engine control device 1 and is, for example, a CPU. The processing unit 20 executes processing based on programs (driver program, operating system program, application program, etc.) stored in the storage unit 12.

  The processing unit 20 includes a sensor information acquisition unit 21, an asynchronous injection instruction unit 22, an idle state determination unit 23, a chip in racing determination unit 24, a chip in racing determination auxiliary unit 25, and a weight reduction cylinder determination unit 26. A synchronous injection instruction unit 27 and a calculation unit 28 are included. The chip in racing determination unit 24 includes a time counter 241 and an idle time determination unit 242. The chip in racing determination assisting unit 25 includes an intake air pressure acquisition unit 251 and an intake air pressure determination unit 252. The synchronous injection instruction unit 27 includes a normal injection amount calculation unit 271, an injection amount comparison unit 272, a synchronous injection amount correction unit 273, and an injection instruction unit 274. Each of these units is a functional module realized by a program executed by a processor included in the processing unit 20. Or these each part may be mounted in the engine control apparatus 1 as firmware.

  The sensor information acquisition unit 21 has a throttle valve opening signal, a crank angle, an oxygen concentration signal corresponding to each of a throttle valve opening signal, a crank angle signal, an oxygen concentration signal, and an air-fuel ratio signal input via the communication unit 11. And obtaining the air-fuel ratio. Further, the sensor information acquisition unit 21 calculates the engine speed calculated by the calculation unit 28 from the crank angle, the opening degree of the throttle valve 104, the engine speed, and the like for each cylinder at the time of asynchronous injection calculated by the calculation unit 28. Get the injection amount. The sensor information acquisition unit 21 stores the acquired sensor information in the storage unit 12. Moreover, the sensor information acquisition part 21 clears the sensor information memorize | stored in the memory | storage part 12, when an injection amount reduction process is complete | finished.

  The asynchronous injection instructing unit 22 performs asynchronous injection according to the injection amount of each cylinder at the time of asynchronous injection acquired by the sensor information acquiring unit 21 in response to the idle determination being turned off and the engine body 101 being in the idle state. The injector 108 is instructed. The asynchronous injection instruction unit 22 instructs the injector 108 to perform asynchronous injection when the idle determination is turned off.

  When the opening degree of the throttle valve 104 becomes equal to or greater than the predetermined first angle, the idle state determination unit 23 determines that the idle state is not set and turns off the idle determination. Further, when the opening degree of the throttle valve 104 becomes equal to or smaller than the predetermined second angle, the idle state determination unit 23 determines that the idle state is set, and turns on the idle determination. The first angle is also called an open angle, and the second angle is also called a closed angle. In one example, the first angle at which the idle state determination unit 23 turns off the idle determination is 1.3 degrees, and the second angle at which the idle state determination unit 23 turns off the idle determination is 0.8 degrees.

  When the idle state determination unit 23 determines that the idle state is in the idle state, the chip in racing determination unit 24 performs the chip in racing state determination based on a parameter related to the opening degree of the throttle valve 104. Specifically, the time counter 241 counts a time count value indicating a time from when the idle state determination unit 23 determines that the idle state is not set. The non-idle time determination unit 242 determines that the chip in-racing has occurred when the time count value when the idle state determination unit 23 determines that the idle state is smaller than a predetermined time threshold value. That is, when the time count value is smaller than the predetermined time threshold value, it indicates that the throttle valve 104 has become idle again immediately after it has changed from the idle state to the non-idle state. By comparing with a predetermined time threshold value for racing determination, it is determined whether or not chip in-racing has occurred.

  FIG. 4 is a diagram for explaining the processing of the time counter 241 and the idle time determination unit 242. In FIG. 4, a waveform 401 shows a time change of the opening degree of the throttle valve 104 when the chip in-racing occurs, a waveform 402 shows transition of idle determination according to the waveform 401, and a waveform 403 corresponds to the waveform 402. The time count value of the time counter 241 is shown.

  If the opening of the throttle valve 104 becomes equal to or greater than the first angle at time t1 in response to the depression of an accelerator (not shown), the idle state determination unit 23 turns off the idle determination. The time counter 241 resets the saturated time count value to zero in response to the idle determination being turned off at time t1. The time counter 241 resets the time count value to zero at the time t1, and restarts the time count.

  When the opening of the throttle valve 104 becomes less than the second angle at time t2 in response to the accelerator pedal (not shown) being removed, the idle state determination unit 23 turns on the idle determination. The idle time determination unit 242 determines whether or not the time count value counted by the time counter 241 is greater than the time threshold value Cth in response to the idle determination being turned on at time t2. When the time count value counted by the time counter 241 is greater than the time threshold value Cth, the idle time determination unit 242 determines that chip inlacing has not occurred. Further, the idle time determination unit 242 determines that chip inlacing has occurred when the time count value counted by the time counter 241 is equal to or less than the time threshold value Cth.

  When it is determined by the chip inracing determination unit 24 that the chip inlacing has occurred, the chip inracing determination assisting unit 25 executes an auxiliary chip inracing determination process based on the parameter relating to the intake air amount. The chip in-racing determination assisting unit 25 executes the auxiliary chip in-racing determination process, thereby complementing the chip in-racing determining process by the chip in-racing determining unit 24 and preventing an erroneous determination in the chip in-racing determining process. . Specifically, the intake air pressure acquisition unit 251 acquires the first intake air pressure when the idle state determination unit 23 determines that it is not in the idle state from the intake pipe pressure sensor 116 via the communication unit 11. The intake air pressure acquisition unit 251 acquires the second intake air pressure when the idle state determination unit 23 determines that the vehicle is in the idle state from the intake pipe pressure sensor 116 via the communication unit 11. The intake air pressure determination unit 252 determines whether the difference between the first intake air pressure and the second intake air pressure is greater than a predetermined intake air pressure threshold value. The suction air pressure determination unit 252 determines that chip inlacing has not occurred when the difference between the first suction air pressure and the second suction air pressure is equal to or greater than the suction air pressure threshold value. In addition, the suction air pressure determination unit 252 determines that chip inlacing has occurred when the difference between the first suction air pressure and the second suction air pressure is smaller than the suction air pressure threshold value. That is, when chip in-racing occurs, the throttle valve becomes non-idle only momentarily. Therefore, when the chip in-racing occurs, there is almost no difference in the intake air amount between the time when the idle state changes to the non-idle state and the time point when the non-idle state changes to the idle state. Therefore, it is determined that the chip in racing is determined by the chip in-racing determination unit 24, and further, the suction air pressure determination unit 252 determines that the difference between the first suction air pressure and the second suction air pressure is smaller than the suction air pressure threshold value. Finally, it is determined that the chip is in racing.

  Based on the valve timing information including the crank angle and the engine speed, the weight reduction cylinder determination unit 26 determines a cylinder that has the same stroke as the asynchronous injection and has not yet executed the synchronous injection. The reduced cylinder determining unit 26 determines whether or not each of the # 1, # 2, # 3, and # 4 cylinders has finished synchronous injection after asynchronous injection. The weight reduction cylinder determination unit 26 does not determine a cylinder for which synchronous injection has been completed after asynchronous injection as a cylinder for which synchronous injection has not been performed. On the other hand, the reduced cylinder determining unit 26 determines that the cylinder determined to have not finished the synchronous injection after the asynchronous injection is a cylinder that reduces the injection amount of the synchronous injection. Further, the reduced cylinder determining unit 26 determines the order of the cylinders to be synchronously injected based on the order of the cylinders that have not yet been subjected to the synchronous injection, and determines the cylinder to be synchronously injected next based on the determined order. Further, the reduced cylinder determining unit 26 determines whether or not the synchronous injection has been performed on all the cylinders of the cylinders that reduce the injection amount of the synchronous injection.

  The synchronous injection instructing unit 27 decreases the injection amount of the synchronous injection of the cylinder determined by the reduced cylinder determining unit 26 in response to the occurrence of chip in-racing, and instructs the injector 108 to perform synchronous injection. That is, the synchronous injection instructing unit 27 synchronizes the cylinders determined by the reduced cylinder determining unit 26 in response to the engine being in an idle state before the supply of fuel into the cylinders by asynchronous injection is completed. Reduce the injection amount of the injection. Specifically, the normal injection amount calculation unit 271 performs the # 1, # 2, and # 3 cylinders in a stroke different from the stroke instructing the asynchronous injection based on the opening degree of the throttle valve 104, the engine speed, and the like. And the normal injection amount to be synchronously injected into each of the # 4 cylinders. In the injection amount comparison unit 272, each of the normal injection amounts calculated by the normal injection amount calculation unit 271 is larger than the asynchronous injection amount that is asynchronously injected into each of the one cylinder, # 2, # 3, and # 4 cylinders. It is determined whether or not. The synchronous injection amount correction unit 273 corrects the synchronous injection amount according to the determination result of the synchronous injection instruction determination unit 272. That is, when the injection amount comparison unit 272 determines that the normal injection amount is larger than the asynchronous injection amount, the synchronous injection amount correction unit 273 calculates the reduced injection amount by subtracting the asynchronous injection amount from the normal injection amount. . The synchronous injection amount correction unit 273 sets the reduced injection amount to zero when the injection amount comparison unit 272 determines that the normal injection amount is equal to or less than the asynchronous injection amount. The injection instruction unit 274 outputs an injection instruction including changing the reduced injection amount calculated by the synchronous injection amount correction unit 273 to the injection amount of the synchronous injection.

  The calculation unit 28 acquires the crank angle from the crank angle sensor 117 via the communication unit 11 at predetermined intervals, and calculates the engine speed based on the acquired crank angle and the timing at which the crank angle is acquired. Moreover, the calculating part 28 calculates the injection amount of each cylinder at the time of asynchronous injection based on the engine speed or the like.

(Injection amount reduction processing by the engine control apparatus according to the first embodiment)
FIG. 5 is a flowchart of the injection amount reduction process by the engine control device 1. The injection amount reduction process shown in FIG. 5 is mainly executed by the processing unit 20 in cooperation with each element of the engine control device 1 based on a program stored in the storage unit 12 in advance. The processing flow shown in FIG. 5 is executed in the engine control device 1 by interruption every predetermined set time.

  First, the sensor information acquisition unit 21 acquires the opening of the throttle valve 104 corresponding to the throttle valve opening signal input from the throttle valve 104 (S101). Next, the idle state determination unit 23 determines whether or not the opening of the throttle valve 104 is equal to or greater than a predetermined first angle (S102). When the idle state determination unit 23 determines that the opening of the throttle valve 104 is less than the predetermined first angle (S102—NO), the process proceeds to S107.

  When it is determined that the opening degree of the throttle valve 104 is equal to or greater than the predetermined first angle (S102-YES), the idle state determination unit 23 turns off the idle determination (S103). Next, in response to the idle determination being turned off, the asynchronous injection instruction unit 22 instructs the injector 108 to perform asynchronous injection based on the injection amount of each cylinder at the time of asynchronous injection (S104). Each of the injectors 108 performs asynchronous injection into the corresponding cylinder in response to an instruction from the asynchronous injection instruction unit 22.

  Next, the sensor information acquisition unit 21 acquires sensor information such as the opening degree of the throttle valve 104, the crank angle, and the engine speed at the time of asynchronous injection (S105) and stores them in the storage unit 12. Further, the intake air pressure acquisition unit 251 acquires the first intake air pressure, which is the intake air pressure when the idle state determination unit 23 determines that it is not in the idle state, from the intake pipe pressure sensor 116 and stores it in the storage unit 12.

  Next, the time counter 241 resets the time count value to zero (S106). As a result, the time counter 241 starts counting time. Note that the processes of S103 to S106 are executed only for the first time immediately after YES is determined in S102, and the processes of S103 to S106 are passed after the second time during which YES is determined in S102. Thus, S103 to S106 are executed only when the throttle valve changes from the idle state to the non-idle state. Next, the idle state determination unit 23 determines whether or not the opening degree of the throttle valve 104 is equal to or smaller than a predetermined second angle (S107). When the idle state determination unit 23 determines that the opening of the throttle valve 104 is greater than the predetermined second angle (S107—NO), the process ends.

  When it is determined that the opening of the throttle valve 104 is equal to or smaller than the predetermined second angle (S107—YES), the idle state determination unit 23 turns on the idle determination (S108). Next, the idle time determination unit 242 determines whether or not the time count value when the idle determination is turned on by the idle state determination unit 23 is smaller than the time threshold value (S109). If it is determined by the idle time determination unit 242 that the time count value when the idle determination is turned on is equal to or greater than the time threshold value (S109-NO), the process ends.

  When it is determined that the time count value when the idle determination is turned on by the idle time determination unit 242 is smaller than the time threshold value (S109-YES), it is determined that chip in-lacing has occurred, and the intake air pressure acquisition unit 251 The second intake air pressure is acquired from the intake pipe pressure sensor 116 (S110). The second intake air pressure is the intake air pressure when the idle state determination unit 23 determines that the idle state is in the idle state. The suction air pressure acquisition unit 251 stores the second suction air pressure in the storage unit 12. Next, the suction air pressure determination unit 252 determines that a difference between the first suction air pressure when it is determined that the engine is not in the idle state and the second suction air pressure when it is determined that the engine is in the idle state is a predetermined suction air pressure threshold value. It is determined whether it is smaller (S111). If the suction air pressure determination unit 252 determines that the difference between the first suction air pressure and the second suction air pressure is greater than or equal to the suction air pressure threshold value (S111-NO), the determination that the chip in-lacing has occurred in S109 is Since there is a possibility of erroneous determination, it is determined that no chip in-racing has occurred, and the process ends.

  If the suction air pressure determination unit 252 determines that the difference between the first suction air pressure and the second suction air pressure is smaller than the suction air pressure threshold value (S111-NO), the determination that the chip in-lacing has occurred in S109 is correct. Therefore, it is finally determined that the chip in-race has occurred, and then the sensor information acquisition unit 21 acquires valve timing information including the crank angle and the engine speed (S112).

  Next, the reduced cylinder determining unit 26 determines a cylinder for decreasing the injection amount of the synchronous injection based on the valve timing information acquired in the process of S112 (S113). Next, the reduced cylinder determining unit 26 determines the cylinder that performs synchronous injection by reducing the injection amount (S114). Next, the normal injection amount calculation unit 271 calculates the normal injection amount to be synchronously injected into each cylinder in a stroke different from the stroke instructed for asynchronous injection based on the opening degree of the throttle valve 104, the engine speed, and the like (S115). ). Next, the injection amount comparison unit 272 determines whether or not each of the normal injection amounts calculated by the normal injection amount calculation unit 271 is larger than the asynchronous injection amount asynchronously injected to each cylinder (S116).

  When the injection amount comparison unit 272 determines that the normal injection amount is larger than the asynchronous injection amount (YES in S116), the synchronous injection amount correction unit 273 subtracts the asynchronous injection amount from the normal injection amount and decreases the injection amount. Is calculated (S117). The synchronous injection amount correction unit 273 sets the reduced injection amount to zero when the injection amount comparison unit 272 determines that the normal injection amount is equal to or less than the asynchronous injection amount (S116—NO) (S118). Next, the injection instruction unit 274 issues an injection instruction including changing the reduced injection amount calculated by the synchronous injection amount correcting unit 273 to the injection amount of the synchronous injection, corresponding to the cylinder determined by the reduced cylinder determining unit 26 It outputs to 108 (S119).

  Next, the reduced cylinder determining unit 26 determines whether or not the synchronous injection is performed in all the cylinders of the cylinders determined to reduce the injection amount of the synchronous injection in the process of S113 (S120). When the reduced cylinder determining unit 26 determines that the synchronous injection is not performed in all the cylinders determined to reduce the injection amount of the synchronous injection (S120-NO), the process of S114 is executed. The processes of S114 to S120 are repeated until it is determined that the injection amount of the synchronous injection is reduced by all the cylinders determined to be reduced by the reduced cylinder determining unit 26 (S120-YES).

  When it is determined that the synchronous injection is performed in all of the cylinders that have been determined to reduce the injection amount of the synchronous injection (S120—YES), the sensor information acquisition unit 21 clears the sensor information stored in the storage unit 12 ( S121).

  FIG. 6 is a timing chart of an example of the injection amount reduction process performed by the engine control device 1. In FIG. 6, a waveform 601 indicates the opening degree of the throttle valve 104 when chip inlacing occurs, and a waveform 602 indicates the opening degree of the throttle valve 104 during normal operation where no chip inlacing occurs. Waveform 611 shows fuel injection into cylinder # 1, waveform 621 shows fuel injection into cylinder # 3, waveform 631 shows fuel injection into cylinder # 4, and waveform 641 shows fuel injection into cylinder # 2. Show. A waveform 651 indicates the intake pipe pressure when the chip in-racing occurs, and a waveform 652 indicates the intake pipe pressure during the normal operation where the chip in-racing does not occur. A waveform 661 indicates the air-fuel ratio when chip in-racing occurs, and a waveform 662 indicates the air-fuel ratio during normal operation where no chip in-racing occurs.

  In FIG. 6, the accelerator determination is turned off in response to an accelerator operation (not shown) at the time indicated by arrow A, and the accelerator determination is turned on in response to chip in-lacing at the time indicated by arrow B. In response to the accelerator determination being turned off at the time indicated by the arrow A, the injectors 108 corresponding to the # 1 cylinder to the # 4 cylinder in accordance with the instruction from the asynchronous injection instructing unit 22 at the time indicated by the arrow C. Asynchronous injection. When the asynchronous injection is performed at the time indicated by the arrow C, the synchronous injection to the # 1 cylinder in the same stroke as the asynchronous injection is completed. Therefore, the amount of synchronous injection to the # 1 cylinder cannot be reduced. Therefore, the amount of synchronous injection to the # 1 cylinder is not reduced. On the other hand, when the asynchronous injection is performed at the time point indicated by the arrow C, the synchronous injection to each of the # 2 cylinder to the # 4 cylinder is not completed. The reduced cylinder determining unit 26 determines the # 2 cylinder to the # 4 cylinder, which have not finished synchronous injection at the time indicated by the arrow C, as cylinders for reducing the injection amount of the synchronous injection.

  The injection amount of synchronous injection to the # 3 cylinder, # 4 cylinder and # 2 cylinder indicated by arrows D to F is a reduced injection amount obtained by subtracting the asynchronous injection amount from the normal injection amount. On the other hand, the injection amount of the synchronous injection from the synchronous injection to the # 1 cylinder indicated by arrows G and H and the asynchronous injection from the asynchronous injection to the # 3 cylinder for the second time is the normal synchronous injection amount.

(Operational effect of the engine control device according to the first embodiment)
Since the engine control apparatus 1 instructs the injector to perform asynchronous injection in response to the engine system being in a non-idle state, there is no possibility that the response of the engine system will be delayed during normal operation. Further, the engine control device 1 decreases the synchronous injection amount of the cylinder for reducing the synchronous injection amount in accordance with the asynchronous injection amount and instructs the synchronous injection to the injector. It can prevent becoming rich.

  In addition, since the engine control device 1 executes a process for determining whether or not chip inlacing has occurred based on a parameter related to the opening of the throttle valve, the engine control apparatus 1 can reliably determine whether or not chip inlacing has occurred. Can be executed.

  If the engine control device 1 determines that the throttle valve is closed and idle after a predetermined time threshold elapses after it is determined that the throttle valve is open and is not idle, chip inlacing occurs. It is determined that The engine control device 1 can reliably execute the chip racing determination process by determining that the chip in-racing has not occurred due to the opening / closing operation of the throttle valve, which requires less time than the time threshold.

  Further, the engine control device 1 executes an auxiliary determination process as to whether or not the chip in-racing has occurred based on the parameter related to the intake air amount in addition to the parameter related to the opening degree of the throttle valve. The accuracy of the determination process for determining whether or not racing has occurred can be improved.

  Specifically, the engine control apparatus 1 determines that chip in-racing has occurred based on a change in intake air pressure inside the intake pipe 102. The engine control apparatus 1 can improve the accuracy of the determination process by determining whether or not chip inlacing has occurred based on a change in the intake air pressure inside the intake pipe in addition to the parameter related to the opening degree of the throttle valve. it can.

  In addition, the engine control apparatus according to the first embodiment determines the cylinder for reducing the injection amount of the synchronous injection, and reduces the injection amount of the synchronous injection to the determined cylinder. Therefore, it is necessary to reduce the injection amount of the synchronous injection. The right cylinder can be selected accurately.

  Further, the engine control device 1 sets the injection amount obtained by subtracting the asynchronous injection amount from the normal synchronous injection amount as the injection amount of the synchronous injection of the cylinder that reduces the injection amount of the synchronous injection. Synchronous injection can be performed with an appropriate injection amount.

  Further, when the engine control apparatus 1 determines that the normal injection amount is equal to or less than the asynchronous injection amount, the engine control device 1 sets the synchronous injection amount entering the cylinder in the same stroke as the asynchronous injection to zero, so that the normal injection amount is equal to or less than the asynchronous injection amount. It is possible to prevent the inside of the cylinder being over-rich.

(Configuration and Function of Engine Control Device According to Second Embodiment)
FIG. 7 is a diagram illustrating an engine control apparatus according to the second embodiment.

  The engine control device 2 is different from the engine control device 1 in that the processing unit 30 is arranged instead of the processing unit 20. The processing unit 30 is different from the processing unit 20 in that a chip in racing determination unit 34 is arranged instead of the chip in racing determination unit 24. Since the configurations and functions of the components of the engine control device 2 other than the chip in-racing determination unit 34 are the same as the configurations and functions of the components of the engine control device 1 with the same reference numerals, detailed description thereof is omitted here. .

  In addition to the time counter 241 and the idle time determination unit 242, the chip in-racing determination unit 34 includes a throttle valve opening acquisition unit 341, a valve opening decrease count cant unit 342, a valve opening decrease width determination unit 343, And a throttle valve opening degree determination unit 344. The throttle valve opening degree acquisition unit 341 acquires the opening degree of the throttle valve 104 from the throttle valve opening degree sensor 114 via the communication unit 11 at a predetermined sampling period over a predetermined sampling period.

  The valve opening decrease count cant 342 counts the number of opening decreases, which is the number of times the opening of the throttle valve 104 is decreased in each sampling period. Specifically, the valve opening decrease count cant unit 342 determines whether or not the opening of the throttle valve 104 has decreased in each sampling period, and determines that the opening of the throttle valve 104 has decreased. Increments the number of opening reductions.

  The valve opening reduction width determination unit 343 determines whether or not the opening reduction width of the throttle valve 104 during the sampling period is larger than a predetermined opening reduction threshold. For example, the opening degree of the throttle valve 104 acquired at the first time point is 20 degrees, the opening degree of the throttle valve 104 acquired at the second time point following the first time point is 15 degrees, and continues from the second time point. It is assumed that the opening degree of the throttle valve 104 acquired at the third time point is 12 degrees. Further, it is assumed that the opening degree reduction threshold is 4 degrees. Since the amount of decrease in the opening degree of the throttle valve 104 during the sampling period between the first time point and the second time point is 5 degrees, the valve opening degree decrease width determination unit 343 determines whether the opening degree decrease amount determination unit 343 is between the first time point and the second time point. It is determined that the amount of decrease in the opening during the sampling period is greater than the opening decrease threshold. On the other hand, the amount of decrease in the opening degree of the throttle valve 104 during the sampling period between the second time point and the third time point is 3 degrees. It is determined that the amount of decrease in the opening during the sampling period is equal to or less than the opening decrease threshold.

  The throttle valve opening degree determination unit 344 determines whether or not the opening degree reduction number counted by the valve opening reduction number cant part 342 is greater than a predetermined reduction number threshold value. In addition, the throttle valve opening degree determination unit 344 determines whether or not the valve opening decrease amount determination unit 343 determines that the decrease amount of the opening degree of the throttle valve 104 is larger than a predetermined opening decrease threshold value at least once. judge. When the throttle valve opening degree determination unit 344 determines that the opening degree reduction number is larger than the reduction number threshold value and that the reduction width of the opening degree of the throttle valve 104 is larger than the opening degree reduction threshold value, it is determined at least once. It is determined that chip in racing has occurred. The throttle valve opening degree determination unit 344 determines that chip inlacing has not occurred when the number of times the opening degree is decreased is equal to or smaller than the decrease number threshold value. Further, the throttle valve opening degree determination unit 344 determines that no chip in-racing has occurred when it has not been determined once that the amount of decrease in the opening degree of the throttle valve 104 is greater than the opening degree reduction threshold value. .

(Injection amount reduction processing by the engine control device according to the second embodiment)
FIG. 8 is a flowchart (part 1) of the injection amount reduction process by the engine control device 2, and FIG. 9 is a flowchart (part 2) of the injection amount reduction process by the engine control device 2. The injection amount reduction process shown in FIGS. 8 and 9 is mainly executed by the processing unit 30 in cooperation with each element of the engine control device 2 based on a program stored in the storage unit 12 in advance. The processing flow shown in FIGS. 8 and 9 is executed by the engine control device 2 by interruption every predetermined time while the idle determination is on.

  Since the process of S201-S206 is the same as the process of S101-S106, detailed description is abbreviate | omitted here. The throttle valve opening degree obtaining unit 341 obtains the opening degree of the throttle valve 104 at a predetermined period after obtaining the opening degree of the throttle valve 104 in the process of S201, and stores the obtained opening degree of the throttle valve 104 in the storage unit 12. (S207). Next, the valve opening decrease count canting unit 342 determines whether the opening of the throttle valve 104 has decreased during the sampling period in which the throttle valve opening acquiring unit 341 has acquired the opening of the throttle valve 104 (S208). ). When it is determined that the opening degree of the throttle valve 104 has been reduced by the valve opening degree reduction number cant part 342 (S208—YES), the valve opening degree reduction number cant part 342 increments the opening degree reduction number (S209).

  Next, the valve opening decrease width determination unit 343 determines whether or not the decrease width of the throttle valve 104 opening during the sampling period is greater than a predetermined opening decrease threshold (S210). When it is determined that the decrease amount of the opening degree of the throttle valve 104 during the sampling period is larger than a predetermined opening decrease threshold value (S210-YES), the valve opening decrease amount determination unit 343 sets a decrease amount determination flag. Stand up (S211). Next, the throttle valve opening degree acquisition unit 341 determines whether or not a predetermined sampling period has elapsed (S212). When it is determined that the predetermined sampling period has not elapsed (S212—NO), the throttle valve opening degree acquiring unit 341 executes the process of S207 again. Thereafter, the processes of S207 to S212 are repeated until the throttle valve opening degree obtaining unit 341 determines that the predetermined sampling period has elapsed (S212—YES). If the throttle valve opening degree obtaining unit 341 determines that a predetermined sampling period has elapsed (S212—YES), the process proceeds to S213. Since the process of S2013-S215 is the same as the process of S107-S109, detailed description is abbreviate | omitted here.

  If it is determined by the idle time determination unit 242 that the time count value when the idle determination is turned on is smaller than the time threshold value (S215-YES), the throttle valve opening determination unit 344 is counted in the process of S209. It is determined whether or not the number of opening reductions is greater than the reduction number threshold (S216). If the throttle valve opening degree determination unit 344 determines that the number of opening reductions is equal to or less than the reduction number threshold value (S216-NO), the process ends, assuming that chip inlacing has not occurred.

  When the throttle valve opening degree determination unit 344 determines that the opening degree reduction number is larger than the reduction number threshold value (S216-YES), the reduction amount of the opening degree of the throttle valve 104 is larger than the predetermined opening reduction threshold value. It is determined whether or not it has been determined at least once if it is larger (S217). If the throttle valve opening degree determination unit 344 determines that it has been determined at least once that the amount of decrease in the opening degree of the throttle valve 104 is greater than the opening degree reduction threshold value (S217—YES), the chip in-racing has occurred. judge. When the throttle valve opening degree determination unit 344 determines that no determination has been made once when the amount of decrease in the opening degree of the throttle valve 104 is greater than the opening degree reduction threshold value (S217-NO), chip inlacing occurs. If not, the process ends. Since the process of S218-S229 is the same as the process of S110-S121, detailed description is abbreviate | omitted here.

(Operational effects of the engine control device according to the second embodiment)
The engine control device 2 determines that the chip in-racing has occurred when the throttle moves in the closing direction and an operation in which the decrease width of the sampling period is greater than a predetermined opening decrease threshold value occurs at least once. In addition to the chip racing determination process of the engine control device 1, the engine control device 2 can improve the accuracy of the determination by determining the chip in racing when the throttle valve performs an operation that satisfies a predetermined condition. .

(Configuration and Function of Engine Control Device According to Third Embodiment)
FIG. 10 is a diagram illustrating an engine control apparatus according to the third embodiment.

  The engine control device 3 is different from the engine control device 1 in that the processing unit 40 is arranged instead of the processing unit 20. The processing unit 40 is different from the processing unit 20 in that a chip in racing determination auxiliary unit 45 is arranged instead of the chip in racing determination auxiliary unit 25. Since the configuration and functions of the components of the engine control device 3 other than the chip in-racing determination assisting unit 45 are the same as the configurations and functions of the components of the engine control device 1 with the same reference numerals, detailed description thereof is omitted here. To do.

  The chip in-racing determination auxiliary unit 45 includes an intake air amount acquisition unit 451 and an intake air amount determination unit 452. The intake air amount acquisition unit 451 acquires the first intake air amount when the idle state determination unit 23 determines that it is not in the idle state from the air flow meter 115 via the communication unit 11. In addition, the intake air amount acquisition unit 451 acquires the second intake air amount when the idle state determination unit 23 determines that it is in the idle state from the air flow meter 115 via the communication unit 11. The intake air amount determination unit 452 determines whether or not the difference between the first intake air amount and the second intake air amount is smaller than a predetermined intake air amount threshold value. The intake air amount determination unit 452 determines that chip inlacing has not occurred when the difference between the first intake air amount and the second intake air amount is equal to or greater than the intake air amount threshold. Further, the intake air amount determination unit 452 determines that the chip in-racing has occurred when the difference between the first intake air amount and the second intake air amount is smaller than the intake air amount threshold value.

(Injection amount reduction processing by the engine control apparatus according to the third embodiment)
FIG. 11 is a flowchart of the injection amount reduction process by the engine control device 3. The injection amount reduction process shown in FIG. 11 is mainly executed by the processing unit 40 in cooperation with each element of the engine control device 3 based on a program stored in the storage unit 12 in advance. The processing flow shown in FIG. 11 is executed by the engine control device 3 by interruption every predetermined time while the idle determination is on.

  Since the process of S301-S304 is the same as the process of S101-S104, detailed description is abbreviate | omitted here. The sensor information acquisition unit 21 acquires sensor information such as the opening degree of the throttle valve 104, the crank angle, and the engine speed at the time of asynchronous injection (S305) and stores them in the storage unit 12. Further, the intake air amount acquisition unit 451 acquires from the air flow meter 115 the first intake air amount that is the intake air amount when the idle state determination unit 23 determines that it is not in the idle state, and stores the first intake air amount in the storage unit 12.

  Since the processing of S306 to S309 is the same as the processing of S106 to S109, detailed description thereof is omitted here. The intake air amount acquisition unit 451 acquires the second intake air amount, which is the intake air amount when the idle state determination unit 23 determines that it is in the idle state, from the air flow meter 115 and stores it in the storage unit 12 (S310). ). Next, the intake air amount determination unit 452 determines that the difference between the first intake air amount when it is determined that it is not in the idle state and the second intake air amount when it is determined that it is in the idle state is a predetermined intake air It is determined whether it is smaller than the quantity threshold value (S311). If the intake air amount determination unit 452 determines that the difference between the first intake air amount and the second intake air amount is equal to or greater than the intake air amount threshold value (S311-NO), the process ends.

  If the intake air amount determination unit 452 determines that the difference between the first intake air amount and the second intake air amount is smaller than the intake air amount threshold value (S311-NO), the sensor information acquisition unit 21 determines the crank angle. Then, valve timing information including the engine speed is acquired (S312). Since the process of S313-S321 is the same as the process of S113-S121, detailed description is abbreviate | omitted here.

(Operational effect of the engine control device according to the third embodiment)
The engine control device 3 determines that chip inlacing has occurred based on a change in the amount of intake air taken into the intake pipe 102. In addition to the parameter related to the throttle valve opening, the engine control device 3 determines whether or not chip in-racing has occurred based on the change in the amount of intake air taken into the intake pipe in addition to the parameter related to the throttle valve opening. By determining, the accuracy of determination can be increased.

(Configuration and Function of Engine Control Device According to Fourth Embodiment)
FIG. 12 is a diagram illustrating an engine control apparatus according to the fourth embodiment.

  The engine control device 4 is different from the engine control device 1 in that the processing unit 50 is arranged instead of the processing unit 20. The processing unit 50 is different from the processing unit 20 in that a chip in racing determination assisting unit 55 is disposed instead of the chip in racing assist determining unit 25. Since the configuration and functions of the components of the engine control device 4 other than the chip in-racing determination assisting unit 55 are the same as the configurations and functions of the components of the engine control device 1 that are assigned the same reference numerals, detailed description thereof is omitted here. To do.

  The chip in-racing determination auxiliary unit 55 includes an engine speed acquisition unit 551 and an engine speed determination 552. The engine speed acquisition unit 551 acquires the crank angle from the crank angle sensor 117 when the idle state determination unit 23 determines that the engine is not in the idle state, and calculates the first engine speed from the acquired crank angle. Further, the engine speed acquisition unit 551 acquires the crank angle from the crank angle sensor 117 when the idle state determination unit 23 determines that the engine is in the idle state, and calculates the second engine speed from the acquired crank angle. To do. Engine speed determination 552 determines whether or not the difference between the first engine speed and the second engine speed is smaller than a predetermined engine speed threshold value. The engine speed determination 552 determines that chip inlacing has not occurred when the difference between the first engine speed and the second engine speed is equal to or greater than the engine speed threshold value. Further, engine speed determination 552 determines that chip inlacing has occurred when the difference between the first engine speed and the second engine speed is smaller than the engine speed threshold value.

(Injection amount reduction processing by the engine control apparatus according to the fourth embodiment)
FIG. 13 is a flowchart of the injection amount reduction process by the engine control device 4. The injection amount reduction process shown in FIG. 13 is mainly executed by the processing unit 50 in cooperation with each element of the engine control device 4 based on a program stored in the storage unit 12 in advance. The processing flow shown in FIG. 13 is executed by the engine control device 4 by interruption every predetermined time while the idle determination is on.

  Since the processing of S401 to S404 is the same as the processing of S101 to S104, detailed description thereof is omitted here. The sensor information acquisition unit 21 acquires the opening degree of the throttle valve 104 and sensor information at the time of asynchronous injection (S405) and stores them in the storage unit 12. The engine speed acquisition unit 551 acquires the crank angle from the crank angle sensor 117, calculates the first engine speed from the crank angle, and stores it in the storage unit 12.

  Since the process of S406-S409 is the same as the process of S106-S109, detailed description is abbreviate | omitted here. The engine speed acquisition unit 551 acquires the crank angle from the crank angle sensor 117, calculates the second engine speed from the acquired crank angle, and stores it in the storage unit 12 (S410). Next, the engine speed determination 552 determines whether the difference between the first engine speed and the second engine speed is smaller than a predetermined engine speed threshold value (S411). If engine speed determination 552 determines that the difference between the first engine speed and the second engine speed is greater than or equal to the engine speed threshold value (S411—NO), the process ends.

  When the engine speed determination 552 determines that the difference between the first engine speed and the second engine speed is smaller than the engine speed threshold value (S411-NO), the sensor information acquisition unit 21 determines the valve timing information. Is acquired (S412). Since the process of S413-S421 is the same as the process of S113-S121, detailed description is abbreviate | omitted here.

(Operational effect of the engine control device according to the fourth embodiment)
The engine control device 4 determines that chip in-racing has occurred based on a change in the engine speed in addition to the parameter related to the opening degree of the throttle valve. The engine control device 4 can further improve the accuracy of the determination by determining whether or not the chip in-racing has occurred based on the change in the engine speed in addition to the parameter related to the opening degree of the throttle valve.

(Modification of the engine control apparatus according to the embodiment)
Although the engine control apparatuses 1 to 4 are included in an engine system mounted on an automobile, the engine control apparatus according to the embodiment may be mounted on another vehicle such as a two-wheeled vehicle. Moreover, although the engine control apparatuses 1 to 4 are included in the gasoline engine system, the engine control apparatus according to the embodiment may be included in another engine system such as a diesel engine.

  The engine control device 3 executes the third idle state determination based on the intake air amount detected by the air flow meter 115. However, the engine control apparatus according to the embodiment may execute the third idle state determination based on a value obtained by correcting the intake air amount detected by the air flow meter 115.

1-4 Engine control device 20, 30, 40, 50 Processing unit 21 Sensor information acquisition unit 22 Asynchronous injection instruction unit 23 Idle state determination unit 24, 34 Chip in racing determination unit 25, 45, 55 Chip in racing determination auxiliary unit 26 Reduced cylinder determination unit 27 Synchronous injection instruction unit

Claims (10)

An idle state determination unit for determining an idle state of the internal combustion engine;
An asynchronous injection instructing unit for instructing an injector to perform asynchronous injection not synchronized with a crank angle of the internal combustion engine in response to the internal combustion engine being in an idle state;
A synchronous injection instructing unit for instructing the injector to perform synchronous injection synchronized with the crank angle;
A chip in racing determination unit that determines whether or not chip in racing to return to the idle state has occurred immediately after the internal combustion engine is no longer in the idle state;
The synchronous injection instructing unit is configured to instruct the injector to reduce the amount of fuel injected in the synchronous injection entering the cylinder in the same stroke as the asynchronous injection when the chip in-racing occurs. apparatus. The chip in racing determination unit
A time counter that counts a time count value indicating a time from when the throttle valve has changed from an idle state to a non-idle state;
A non-idle time determination unit that determines that the chip racing has occurred when the time count value when the throttle valve changes from a non-idle state to an idle state is smaller than a predetermined time threshold;
The engine control device according to claim 1, comprising: The chip in racing determination unit
A throttle valve opening degree obtaining unit that obtains from a throttle valve opening degree sensor that detects the opening degree of the throttle valve at a predetermined sampling period over a predetermined sampling period;
A valve opening decrease number counting unit that counts an opening decrease number that is the number of times the throttle valve opening is decreased during the sampling period;
A valve opening decrease width determination unit that determines whether or not a decrease width of the throttle valve opening during the sampling period is greater than a predetermined opening decrease threshold;
It is determined at least once that the opening degree reduction number is larger than a predetermined reduction number threshold value and the opening degree reduction amount of the throttle valve is larger than a predetermined opening degree reduction threshold value by the valve opening reduction width determination unit. A throttle valve opening degree determination unit that determines that the chip in racing has occurred,
The engine control device according to claim 2, comprising:   The engine control device according to claim 2 or 3, wherein the chip inlacing determination unit determines that the chip inlacing has occurred based on a parameter relating to an intake air amount sucked into the internal combustion engine. The chip in racing determination unit
A suction air pressure acquisition unit for acquiring a first suction air pressure when the opening degree of the throttle valve is equal to or greater than the opening angle and a second suction air pressure when the opening degree of the throttle valve is equal to or less than the closing angle; ,
An intake air pressure determination unit that determines that the chip in-lacing has occurred when a difference between the first intake air pressure and the second intake air pressure is smaller than a predetermined intake air pressure threshold;
The engine control device according to claim 4, comprising: The chip in racing determination unit
Intake air acquisition for acquiring a first intake air amount when the throttle valve opening is equal to or greater than the opening angle and a second intake air amount when the throttle valve opening is equal to or less than the closing angle. And
An intake air amount determination unit that determines that the tip inlacing has occurred when a difference between the first intake air amount and the second intake air amount is smaller than a predetermined intake air amount threshold;
The engine control device according to claim 4, comprising: The chip in racing determination unit
A second engine for obtaining a first engine speed when the throttle valve opening is equal to or greater than the opening angle and a second engine speed when the throttle valve opening is equal to or less than the closing angle. A rotational speed acquisition unit;
An engine speed determination unit that determines that the chip inlacing has occurred when a difference between the first engine speed and the second engine speed is smaller than a predetermined engine speed threshold;
The engine control device according to claim 4, comprising:   The engine control device according to any one of claims 1 to 7, further comprising a weight reduction cylinder determination unit that determines a cylinder for reducing the injection amount of the synchronous injection. The synchronous injection instruction unit
A normal injection amount calculation unit for calculating a normal injection amount to be synchronously injected into each cylinder of the internal combustion engine;
An injection amount comparison unit for determining whether or not the normal injection amount is larger than the asynchronous injection amount;
A synchronous injection amount correction unit that calculates a reduced injection amount by subtracting the asynchronous injection amount from the normal injection amount when the injection amount comparison unit determines that the normal injection amount is larger than the asynchronous injection amount When,
An injection instruction unit that outputs an injection instruction including changing the reduced injection amount to the injection amount of the synchronous injection;
The engine control device according to claim 1, comprising:   The engine control according to claim 9, wherein the synchronous injection amount correction unit sets the reduced injection amount to zero when the normal injection amount is determined to be equal to or less than the asynchronous injection amount by the injection amount comparison unit. apparatus.

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