JP2860855B2 - Electronic control fuel supply device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic control fuel supply system for an internal combustion engine, and more particularly to a technique for optimizing a correction ratio for increasing a fuel supply amount in a cold state in accordance with the fuel used.

[0002]

2. Description of the Related Art In a conventional electronically controlled fuel supply system for an internal combustion engine, an amount of air taken into the engine is detected, a fuel supply amount corresponding to the intake air amount is calculated, and the calculated fuel supply amount is calculated. The drive of the fuel injection valve is controlled accordingly. In addition, when the engine is cold, much of the fuel injected from the fuel injection valve adheres to the vicinity of the intake valve, and the amount of fuel actually sucked into the cylinder decreases, causing the air-fuel ratio to become lean. By increasing the fuel supply amount in accordance with the representative cooling water temperature, the air-fuel ratio is prevented from becoming lean due to the adhesion of the fuel (see Japanese Utility Model Laid-Open No. 62-162364).

[0003]

By the way, of the fuel injected as described above, the adhesion rate, which is the rate of adhering in the vicinity of the intake valve, and the rate at which the adsorbed fuel evaporates and is sucked into the cylinder. A certain evaporation rate differs depending on the properties of the fuel used (mainly, the ease of evaporation) even under the same temperature condition. For this reason, conventionally, even when a fuel whose air-fuel ratio is most likely to be lean (heavy fuel that is difficult to evaporate) is used, the water temperature is controlled so that the air-fuel ratio becomes lean and a misfire or a surge accompanying the misfire does not occur. The corresponding fuel increase rate is set to be relatively large in consideration of the margin.

[0004] Therefore, when a light or ordinary fuel which is relatively easy to evaporate is used, the fuel increase correction becomes excessive, causing the air-fuel ratio to become over-rich and deteriorating the fuel consumption and exhaust characteristics. There was a problem. As a technique to compensate for the incompatibility of the water temperature increase correction due to the difference in fuel used, fuel properties (heavy and light fuel)
There has been proposed a system in which a sensor for detecting the fuel property is provided and the increase correction ratio is optimized according to the fuel property detected by the sensor (see Japanese Patent Application Laid-Open No. Hei 1-216040). However, since it is expensive, there is a problem that the cost of the system is increased.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and does not use a sensor for detecting the fuel property, but uses an increased correction value adapted to heavy fuel to a minimum necessary value adapted to actual fuel used. It is an object of the present invention to provide an electronically controlled fuel supply device which can correct the value of the fuel cell in a responsive manner and can secure the acceleration performance in a cold state.

[0006]

Accordingly, an electronic control fuel supply system for an internal combustion engine according to the present invention is configured as shown in FIG. In FIG. 1, the increase correction value storage means stores the increase correction value of the fuel supply amount in correspondence with the engine temperature,
The increase correction means refers to the increase correction value storage means based on the engine temperature detected by the engine temperature detection means, and corrects the amount of fuel supplied to the engine based on the increase correction value corresponding to the engine temperature.

The increase correction value correction means refers to the corresponding engine temperature referred to by the increase correction means so as to make the output fluctuation of the engine detected by the output fluctuation detection means close to an allowable limit value in a predetermined steady operation state of the engine. To increase or decrease the increase correction value corresponding to. On the other hand, the interlocking correction means, according to the result of correcting the increase correction value of the corresponding engine temperature by the increase correction value correction means, the temperature other than the corresponding engine temperature in the increase correction value storage means referred to by the increase correction means. Correct the increase correction value corresponding to the condition.

[0008] The acceleration detecting means may include an acceleration operation state of the engine.
State, and the reference correction value storage means stores the increase correction value.
It is provided separately from the storage means, and supplies fuel in accordance with the engine temperature.
The reference increase correction value, which is the maximum required correction amount for
And memorize. Then, the reference correction value switching means
Before the correction control by the incremental correction value correction means converges
In this state, the acceleration operation state of the engine is detected by the acceleration detection means.
When the acceleration is detected, after the acceleration is detected,
The increase correction is performed by forcing the reference of the reference correction value storage means.
Let me know.

Here, the acceleration detecting means and the reference correction value are stored.
Instead of the storage means and the reference correction value switching means,
The correction means is controlled by the correction control by the increase correction value correction means.
With reference to the bundled increase correction value storage means, the increase correction is performed.
At this time, the increase correction stored in the increase correction value storage means is performed.
Apart from the positive value, it is related to the engine temperature or the elapsed time after starting
Set the increase correction value for acceleration standby according to the parameter, and
The acceleration compensation increase correction value is added and the increase correction means
To provide additional means for waiting for acceleration to perform additional correction
You may do it.

[0010]

According to this structure, the increase correction value according to the engine temperature at that time is increased or decreased so that the engine output fluctuation approaches the allowable limit value. For example, the increase correction is excessive and the output fluctuation is small. In such a case, the increase correction is decreased and corrected until the output fluctuation approaches the allowable limit level, so that the necessary minimum increase correction different for each fuel used is set.

Here, if the increase correction value corresponding to the engine temperature at that time is corrected as described above, the increase correction value corresponding to another temperature condition is corrected according to the correction result. Optimization of the increase correction value can be achieved earlier than in the case where the increase correction is individually corrected for each actually experienced engine temperature. When the engine is accelerated before the correction of the correction value based on the output fluctuation converges, the reference correction value stored separately from the correction value to be corrected is referred to when the engine is accelerated. Therefore, when the increase correction value cannot be optimized, the acceleration performance can be secured by performing stable control with at least the reference increase correction value.

Further, in the correction control of the increase correction value based on the output fluctuation, the minimum increase correction value which does not exceed the allowable level during the steady operation is set. If the engine is accelerated from a state in which combustion is performed at the air-fuel ratio, the lower the engine temperature (immediately after the start), the leaner the air-fuel ratio in the initial stage of acceleration, resulting in poor acceleration. Therefore, the excess correction value corrected to the minimum necessary based on the output fluctuation is added with a minimum amount of surplus required to secure the acceleration, and the increase correction is performed. The acceleration of cold operation (immediately after starting) can be secured while avoiding the problem.

[0013]

Embodiments of the present invention will be described below. In FIG. 2 showing one embodiment, air is sucked into an internal combustion engine 1 from an air cleaner 2 through an intake duct 3, a throttle valve 4 and an intake manifold 5. In each branch of the intake manifold 5, a fuel injection valve 6 is provided for each cylinder. The fuel injection valve 6 is an electromagnetic fuel injection valve that is energized to open by being energized by a solenoid, closed by being deenergized, and is opened by being energized by a drive pulse signal from a control unit 12 described later. The fuel which is pressure-fed from a fuel pump (not shown) and adjusted to a predetermined pressure by a pressure regulator is intermittently injected and supplied to the engine 1.

Each combustion chamber of the engine 1 is provided with an ignition plug 7, which ignites a spark to ignite and burn an air-fuel mixture. Then, exhaust gas is discharged from the engine 1 through the exhaust manifold 8, the exhaust duct 9, the catalyst 10, and the muffler 11. A control unit 12 provided for electronically controlling fuel supply to the engine includes a CPU, ROM, RA
A microcomputer including an M / A / D converter, an input / output interface, and the like is provided. The microcomputer receives input signals from various sensors and performs arithmetic processing as described later to control the operation of the fuel injection valve 6. I do.

The various sensors include an intake duct 3
An air flow meter 13 is provided therein, and outputs a signal corresponding to the intake air flow rate Q of the engine 1. Further, a crank angle sensor 14 is provided, and outputs a reference angle signal REF for each reference angle position (for example, for each TDC) and a unit angle signal POS for each 1 ° or 2 °. Here, the engine rotation speed Ne can be calculated by measuring the period of the reference angle signal REF or the number of occurrences of the unit angle signal POS within a predetermined time.

Further, a water temperature sensor 15 for detecting a cooling water temperature Tw of the water jacket of the engine 1 is provided.
The cooling water temperature Tw is a parameter representing the engine temperature, and the water temperature sensor 15 corresponds to the engine temperature detecting means in the present embodiment. Further, each of the ignition plugs 7 includes:
An in-cylinder pressure sensor 16 of the type mounted as a washer for the ignition plug 7 as disclosed in Japanese Utility Model Laid-Open Publication No. 63-17432 is provided so that the in-cylinder pressure (combustion pressure) of each cylinder can be detected. Has become. The in-cylinder pressure sensor 16 is of a type that is mounted as a washer of the ignition plug 7 as described above, or a type that detects the in-cylinder pressure as an absolute pressure by directing a sensor portion directly into the combustion chamber. Is also good.

The throttle valve 4 is provided with an idle switch 17 which is turned on when the throttle valve 4 is fully closed (idle position). In the present embodiment, as will be described later, since the acceleration of the engine can be detected by the ON → OFF change of the idle switch 17, the idle switch 17 corresponds to the acceleration detecting means. Here, the CPU of the microcomputer incorporated in the control unit 12 performs arithmetic processing according to the program on the ROM shown in the flowcharts of FIGS. 3 to 5 to calculate the fuel injection amount Ti to the engine 1 and to perform a predetermined injection. At the timing, an injection pulse signal having a pulse width corresponding to the fuel injection amount Ti is output to the fuel injection valve 6.

In this embodiment, the functions of the increasing correction means, the increasing correction value correcting means, the interlocking correcting means, the reference correction value switching means, and the increasing means for accelerating standby are shown in the flowcharts of FIGS. As shown, the control unit 12 is provided as software, and the output fluctuation detecting means is realized by a software function provided in the control unit 12 and the in-cylinder pressure sensor 16. A RAM provided in the control unit 12;
A memory such as a ROM corresponds to the increase correction value storage unit and the reference correction value storage unit.

The program shown in the flowchart of FIG. 3 is for calculating the surge torque (output fluctuation) of the engine. The software function of the control unit 12 and the cylinder pressure sensor 16 shown in the flowchart of FIG. This constitutes the output fluctuation detecting means of this embodiment. In the flowchart of FIG. 3, first, in step 1 (S1 in the figure, the same applies hereinafter), a detection signal output from the in-cylinder pressure sensor 16 according to the in-cylinder pressure P is set to A.
/ D converted and read.

In the next step 2, the in-cylinder pressure sensor 16
Is integrated in a predetermined crank angle range to calculate an average effective pressure equivalent value MPi (see FIG. 6). Step 3
Then, the average effective pressure equivalent value MPi newly calculated this time
Is set to Pi as the latest value, while the previous value is set to Pi.
Set to _-1 . Then, in the next step 4, a variation component ΔPi of the average effective pressure is obtained by subtracting the previous value Pi ₋₁ from the current value Pi.

In step 5, a filtering process for extracting only a specific frequency component of the fluctuation component ΔPi is performed. Here, the specific frequency component is a frequency range corresponding to a main component of torsional vibration of a vehicle drive system caused by an output fluctuation of an engine, and overlaps a frequency range (for example, 2 Hz) that a passenger of the vehicle feels most sensitive. To 10 Hz).

In the next step 6, the fluctuation component ΔPi subjected to the filtering process is set to STR as a surge torque equivalent value. In the flowchart of FIG. 3, the output fluctuation (surge torque) of the engine is determined based on the in-cylinder pressure (combustion pressure), but may be determined based on, for example, rotation fluctuation. However, the invention is not limited to the configuration using the in-cylinder pressure.

On the other hand, the program shown in the flowchart of FIG.
The ram is operated according to the cooling water temperature Tw representing the engine temperature.
Increase the amount of fuel injected into the stake to correct the fuel vaporization
The air-fuel ratio in the cylinder becomes lean during cold
Increase correction coefficient K to avoid _TW(Increase correction value)
Optimized for fuel vaporization (heavy and light)
3 shows the contents of the arithmetic processing of the troll unit 12.

The increase correction coefficient K _TW is a coefficient for increasing the basic fuel injection amount Tp, and the injection amount is further increased and corrected in accordance with the increase. In the flowchart of FIG. 4, first, in step 11, it is determined whether or not the engine is being started (during cranking). If the engine is not being started, the routine proceeds to step 12, where it is determined whether or not a predetermined time has elapsed since the start of the engine. It is preferable that the predetermined time is a time when it is predicted that the air-fuel ratio state is substantially stabilized after the start.

If it is determined that the predetermined time has elapsed from the start, the routine proceeds to step 13, where the idle switch 17
It is determined whether the engine is in the idling operation state of the engine that is ON. When the engine is in the idle state, the routine proceeds to step 14, where it is determined whether or not the engine has been accelerated at least once. Although the acceleration of the engine can be detected as a change from ON to OFF of the idle switch 17, it may be detected by means other than the idle switch 17.

If it is determined in step 14 that there is no acceleration experience, that is, if the engine has been warmed up in an idle state (steady state) since the engine was started, step 15 is executed. Then, the surge torque STR obtained in the flowchart of FIG. 3 is compared with a predetermined value. Here, the predetermined value is a value corresponding to an allowable limit value of the surge torque. If the actual surge torque exceeds this predetermined value, the air-fuel ratio becomes leaner than the required level, and the combustion Is expected to be unstable,
Conversely, when the actual surge torque is lower than the predetermined value, it can be considered that the increase correction amount according to the water temperature Tw can be reduced.

Therefore, in step 15, the surge torque STR
If it is determined that is less than the predetermined value, step 16
Then, in order to reduce the excessive increase, the increase correction coefficient K _TW corresponding to the current water temperature Tw is reduced and corrected by a predetermined value ΔK _TW . The increase correction coefficient K _TW is stored in advance in a map that uses the water temperature Tw as a parameter, and a surge torque exceeding an allowable level is not generated even when heavy fuel that requires the largest increase is used as an initial value. The size is set large to allow for room.

In step 16, the correction coefficient K _TW stored corresponding to the current water temperature Tw is read from the map, and a value obtained by subtracting the predetermined value ΔK _TW from the read correction coefficient K _TW is obtained. Then, the map data is rewritten as a new correction coefficient K _TW corresponding to the water temperature Tw. That is, in the case of the present embodiment, since the initial value of the correction coefficient K _TW stored in the map as described above is adapted to the heaviest fuel, the initial value of In addition, the increase by the correction coefficient K _TW is excessive, which is detected by determining that the surge torque is equal to or less than the predetermined value in the step 15, and the increase correction adapted to the heavy fuel is performed in steps. Is corrected.

As described above, when the correction coefficient K _TW is reduced to decrease the increase correction amount, the correction amount becomes close to the optimum increase correction level. In this case, the correction is stopped and the current correction coefficient K _TW is reduced. Let it be maintained. On the other hand, if the correction below the optimal increase correction level is set due to excessive reduction control, etc., it is detected that the surge torque has increased to a predetermined value or more and the decrease correction of the increase correction ratio has been excessively performed. Is done.

Then, in this case, the process proceeds from step 15 to step 17, and this time, the correction coefficient K _TW is set to a predetermined value ΔK _TW.
Is added to correct the amount, the increase correction amount is increased to stabilize combustion, and a state in which a surge torque exceeding an allowable level is generated can be promptly eliminated. here,
It is preferable that the predetermined value ΔK _TW for performing the decrease correction of the correction coefficient K _TW is set smaller than the predetermined value ΔK _TW used for the increase correction.

As described above, when the increase correction coefficient K _TW corresponding to the water temperature Tw at that time is corrected in a direction in which the actual surge torque (output fluctuation) approaches the allowable limit value, in the next step 18, the correction is performed. In the map of coefficient K _TW ,
Even with modification of the same level for coefficient K _TW except correction factor K _TW for the current water temperature Tw that is the correction object, a modification request of the correction coefficient K _TW detected by the current water temperature Tw conditions, other Is reflected in the water temperature Tw condition.

As described above, when the correction coefficient K _TW corresponding to the current water temperature Tw is corrected to a level required according to the fuel used at that time, the correction result is simultaneously changed to another water temperature Tw. If the conditions are also reflected, the water temperature Tw rises due to the progress of warm-up, and when shifting to a different grid on the map, there is no need to correct and control the correction coefficient K _TW from the initial value. It can be quickly corrected to the optimum value.

In the next step 19, the above correction coefficient K _TW
It is determined whether or not the correction control has substantially converged. In the case of the present embodiment, a large value is set as an initial value of the correction coefficient K _TW in consideration of a margin. Usually, such an initial value is gradually reduced and corrected. Convergence can be considered that the coefficient K _TW has fallen below the optimal value and has experienced an increase correction in step 17.

If it is determined that the correction control has converged, the routine proceeds to step 20, where the flag F1 is set to 1 to determine whether or not the map of the correction coefficient K _TW is optimized by the flag F1. Can be determined. On the other hand, if the correction control is not performed during or immediately after the start, the process proceeds to step 21 to determine the flag F1.
In this case, the flag F1 is set to the ignition switch O
Since 0 has been set by the initialization process at the time of N, the process proceeds from step 21 to step 22, and a reference map of the correction coefficient K _TW provided separately from the map to be corrected and controlled is referred to. The reference map referred to in step 22 is a map in which a value (reference correction value) most suitable for heavy fuel is fixed and stored as the correction coefficient K _TW . Therefore, during and immediately after start-up in which the used fuel is unknown, the largest increase correction can be given to avoid starting failure.

If the map data can be corrected to a value suitable for the fuel to be used by maintaining the idle state for a predetermined period or more immediately after the start and during the correction control shown in steps 15 to 18 during that time, the flag F1 Is set to 1, so that even after exiting the idle operation state, in subsequent operations, the amount of increase in accordance with the water temperature Tw is always performed at a level suitable for the fuel used, with reference to the corrected and controlled map. Let

Further, if the correction control in steps 15 to 18 is accelerated before the correction control converges, the opportunity to converge the correction control is lost thereafter, so that the flag F1 remains 0. Proceeding from step 21 to step 22, use of the correction coefficient K _TW (reference increase correction value) of the reference map adapted to the heavy fuel prevents at least a large surge torque from being generated due to insufficient increase correction. I do.

That is, when the engine is started, first, an increase correction suitable for heavy fuel is performed according to the water temperature Tw at that time.
When the idling state is maintained after a predetermined time has elapsed from the start, the increase correction is gradually reduced while monitoring the change in the surge torque (output fluctuation), and the minimum fuel required at that time is required. To the increased correction level.

At this time, the increase correction other than the corresponding water temperature Tw condition is also reduced proportionally, and if the correction is made to a level suitable for the fuel to be used, the corrected increase correction is thereafter performed even if acceleration is performed. Is performed based on the fuel control. On the other hand, when the acceleration correction is performed during the correction of the increase correction, that is, before the map of the increase correction coefficient K _TW is optimized, the surge torque exceeding the allowable level due to the insufficient increase correction is at least insufficient. In order to prevent the occurrence of such a situation, the increase correction is performed with reference to a reference map provided separately for the heavy fuel.

In the above-described embodiment, the increase correction coefficient K _TW on the map is rewritten based on the result of comparison between the surge torque and the predetermined value. When it is determined that the torque is smaller than the allowable limit value, the map may be switched to a map having a smaller increase correction level. In this case, the point in time when the map switching is no longer necessary is regarded as the convergence of the correction control. You can do it.

When the correction control is accelerated at a stage where the correction control does not converge, the increase correction adapted to the heavy fuel may be performed as described above, but the correction is performed as in the above embodiment. If the initial value of the map is adapted to heavy fuel, the acceleration correction is not performed once in step 17 and the acceleration control is performed while the reduction control in step 16 is repeated. May use a value obtained by adding a small increase correction within a range not exceeding the heavy fitness level to the map that has been corrected or the map data that is being corrected.

By the way, if the map of the increase correction coefficient K _TW is corrected as described above to the minimum necessary for reducing the surge torque to the permissible limit value with the fuel used at that time, the combustion is reduced during the steady operation. It is preferable because the fuel is injected and supplied with the least amount of increase correction after stabilization.However, when acceleration is performed, the air-fuel ratio in the initial stage of acceleration becomes leaner as the engine is colder, which may cause poor acceleration. There is.

At the time of acceleration, the acceleration increase correction is generally performed. However, the increase correction after the acceleration is detected cannot compensate for the leaning of the air-fuel ratio at the initial stage of the acceleration especially in the cold condition where the increase correction request is large. In order to avoid the air-fuel ratio from becoming over-lean in the above, a certain amount of extra increase is necessary in advance. Therefore, as shown in the program shown in the flowchart of FIG. 5, even if the acceleration is performed, the air-fuel ratio becomes over-lean at the initial stage of the acceleration so that the acceleration failure does not occur.
It is preferable to add a minimum surplus increase.

In the flowchart of FIG. 5, first, at step 31, the flag F1 is determined to determine whether or not the map of the increase correction coefficient K _TW has been optimized according to the fuel used. Here, when the map data is not optimized when the flag F1 is 0, the increase correction that can sufficiently avoid the lean air-fuel ratio at the initial stage of the acceleration is performed by the increase correction coefficient K _TW suitable for the heavy fuel. In this state, the _routine jumps to step 34 in order to perform the increase correction only with the increase correction coefficient K _TW .

On the other hand, when the flag F1 is 1, the increase correction coefficient K _TW with the increase level being reduced to the last is set, so that the increase correction only with the increase correction coefficient K _TW will cause acceleration. There is a risk that the air-fuel ratio will become over-lean in the initial stage, causing poor acceleration. Therefore, when it is determined in step 31 that the flag F1 is 1,
Proceeding to step 32, an increase DK _TW for standby for acceleration is set in advance so as to add a minimum surplus increase so as to avoid leaning of the air-fuel ratio at the initial stage of acceleration when acceleration is performed.

The increased amount DK _TW for waiting for acceleration is determined by the water temperature T
is stored in advance in a map in accordance with w, and by adding the increase DK _TW for the acceleration standby to the base increase correction coefficient K _TW , the minimum increase level at which the surge torque can be set to the allowable limit value is obtained. Is also made slightly rich, and when acceleration is performed, standby is performed in advance so that overlean at least in the initial stage of acceleration is suppressed and occurrence of poor acceleration can be avoided.

In the above step 32, the increment DK _TW is set according to the water temperature Tw. However, any parameter relating to the engine temperature may be used, for example, based on the time elapsed since the engine was started. Increase DK for standby for acceleration
A configuration in which _TW is set may be used. In step 33,
An increase DK _TW for standby for acceleration set in the step 32 is added to the increase correction coefficient K _TW corrected to the minimum increase level required for steady operation in accordance with the surge torque, and the addition is performed. The result is used as the final increase correction coefficient K _TW .

Then, in step 34, an increase correction is performed based on the increase correction coefficient K _TW to obtain a final fuel injection amount T.
i is calculated, and an injection pulse signal having a pulse width corresponding to the injection amount Ti is output to the fuel injection valve 6 to electronically control the fuel supply to the engine. The fuel injection amount Ti is obtained by correcting the basic fuel injection amount Tp, which is calculated based on the intake air flow rate Q and the engine rotation speed Ne, by various corrections including the increase correction coefficient K _TW and the acceleration increase correction coefficient. Coefficient CO (= 1
+ K _TW +...).

According to the above configuration, at the time of cold, after setting the minimum amount of increase correction required for steady operation according to the fuel used at that time, the minimum excess increase that can suppress the occurrence of acceleration failure is determined. With this configuration, it is possible to avoid deterioration of fuel efficiency and exhaust characteristics due to excessive increase correction, and to avoid occurrence of acceleration failure during cooling.

[0049]

As described above, according to the present invention, the increase correction in accordance with the engine temperature can be optimized at an early stage in accordance with the fuel used at that time.
While it is possible to avoid deterioration of the exhaust properties, if acceleration is performed during optimization, the engine is switched to the reference increase correction value thereafter, so that stable combustion can be ensured by the reference increase correction value. There is an effect that drivability is not deteriorated even when the conversion process cannot be performed.

Further, when the increase correction is corrected to the minimum necessary level, an additional increase for standby for acceleration is separately added in order to avoid leaning of the air-fuel ratio at the initial stage of acceleration. There is an effect that it is possible to secure the acceleration performance during cold operation while avoiding the increase correction.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of the present invention.

FIG. 2 is a system schematic diagram showing one embodiment of the present invention.

FIG. 3 is a flowchart showing processing contents for obtaining a surge torque.

FIG. 4 is a flowchart showing a correction control of an increase correction coefficient according to a water temperature.

FIG. 5 is a flow chart showing an increase addition control for waiting for acceleration.

FIG. 6 is a diagram showing a state of integration of a combustion pressure.

[Explanation of symbols]

 1 engine 6 fuel injection valve 12 control unit 13 air flow meter 14 crank angle sensor 15 water temperature sensor 16 cylinder pressure sensor 17 idle switch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 45/00364 F02D 45 / 00364K

Claims (2)

(57) [Claims] 1. An engine temperature detecting means for detecting an engine temperature, an increasing correction value storing means for storing an increasing correction value of a fuel supply amount corresponding to the engine temperature, and an engine temperature detected by the engine temperature detecting means. And an increase correction means for increasing the fuel supply amount to the engine based on the increase correction value corresponding to the engine temperature, and an output fluctuation detecting means for detecting an output fluctuation of the engine. And correcting the increase correction value corresponding to the engine temperature referred to by the increase correction means so that the output fluctuation of the engine detected by the output fluctuation detection means in the predetermined steady-state operating state of the engine approaches an allowable limit value. Correction value correcting means for correcting the correction value of the corresponding engine temperature by the correction value correcting means. Wherein the interlocking correction means for correcting the increase correction value corresponding to the temperature conditions other than the appropriate engine temperature, an acceleration detecting means for detecting an accelerating operation state of the engine, provided separately from the said increase correction value storing means, the engine temperature that To
Corresponding standard increase, which is the maximum required correction amount of fuel supply
A reference correction value storing means for storing the correction value as a fixed value, and a correction value before the correction control by the increase correction value correcting means converges.
In this state, the acceleration operation state of the engine is detected by the acceleration detection means.
When the acceleration is detected, after the acceleration is detected, the increase correction means
The reference of the reference correction value storage means is forcibly performed to perform the increase correction.
An electronically controlled fuel supply device for an internal combustion engine, comprising: a reference correction value switching means to be performed. 2. An engine temperature detecting means for detecting an engine temperature, and an increase correction value of a fuel supply amount stored in correspondence with the engine temperature.
An increase correction value storage means based on the engine temperature detected by the engine temperature detection means.
The increase correction value storage means is referred to and the increase corresponding to the engine temperature is referred to.
The fuel supply amount to the engine is increased and corrected based on the amount correction value.
Increase correction means, output fluctuation detecting means for detecting engine output fluctuation, and the output fluctuation detecting means in a predetermined steady-state operating state of the engine.
The output fluctuations of the engine detected at
Corresponding to the corresponding engine temperature referred to by the increase correction means.
Correction value correction means for increasing or decreasing the correction value for increasing the correction value, and the correction value for the engine temperature of the corresponding engine by the correction value correction means.
Is referred to by the increase correction means in accordance with the result of correcting
The corresponding engine temperature in the increase correction value storage means.
Interlocking correction to correct the increase correction value corresponding to outside temperature conditions
Means, and the increase correction means corrects by the increase correction value correction means.
The amount is increased by referring to the increase correction value storage means in which the control has converged.
When performing the correction, the correction value stored in the increase correction value storage means is stored.
Separately from the increase correction value, the engine temperature or
Set the acceleration correction value for acceleration standby according to the parameters involved.
And adding the correction value for standby for acceleration to increase the
Means for increasing the amount of time for accelerating standby to perform increase correction by means
And an electronically controlled fuel supply device for an internal combustion engine.