JP6994447B2 - Internal combustion engine controller - Google Patents

Description

The present invention relates to an internal combustion engine control device, and is particularly applied to an internal combustion engine provided with one injector (fuel injection valve) for each of two intake passages that can communicate with each other in a combustion chamber of the same cylinder. The present invention relates to an internal combustion engine control device that controls fuel injection of each injector.

Conventionally, it has been applied to an internal combustion engine using an electromagnetic solenoid type injector that injects fuel into the combustion chamber of the cylinder by driving the valve body by the electromagnetic force of the electromagnetic coil, and controls the fuel injection of the injector. Engine controls are known.

Further, in recent years, a configuration has been proposed in which two injectors are provided for each cylinder of the internal combustion engine with the aim of controlling the fuel injection amount in the fuel injection of the injector more finely and further atomizing the injected fuel. An internal combustion engine control device that controls fuel injection of two injectors provided for each cylinder is applied to the internal combustion engine.

In such a configuration in which two injectors are provided for each cylinder of the internal combustion engine, each injector is arranged for each intake passage that can be communicated via an intake valve in the combustion chamber of the cylinder, and each injector is predetermined. Since the fuel ejected in the injection mode of the above is supplied from the nozzle portion of each injector to the combustion chamber of the cylinder through the intake passage, the intake opening and the circumference of the intake valve in which the fuel is disposed, the fuel is supplied to the combustion chamber of the intake passage. Events such as injection fuel adhering to the inner wall and intake valve may occur.

Under such circumstances, Patent Document 1 relates to a fuel injection control device, which comprises a first intake passage and a second intake passage for each cylinder, a first fuel injection valve is arranged in the first intake passage, and a second intake passage is provided. It is applied to the internal combustion engine in which the second fuel injection valve is arranged, to suppress the injection fuel from adhering to the inner wall of a specific intake passage and to suppress the deviation of the equilibrium adhesion amount between each intake passage. As intended, the two injection timings are set while providing a phase difference between the injection timing at which the first fuel injection valve injects fuel and the injection timing at which the second fuel injection valve injects fuel in each combustion cycle. Disclosed is a configuration in which injection pulse signals for the first fuel injection valve and the second fuel injection valve are set so as to be alternately replaced every predetermined number of fuel cycles.

Further, Patent Document 2 relates to a fuel injection control device for an internal combustion engine during execution of a partial injection mode in which fuel is injected only by one of the two fuel injection valves A and B of each cylinder. Every time the number of continuous injections of one of the fuel injection valves A exceeds a predetermined number, with the intention of removing the deposits of unburned fuel components accumulated in the injection hole (nozzle portion) of the fuel injection valve on the injection stop side. Discloses a configuration in which the injection of the fuel injection valve B on the other side (injection stop side) is switched to the injection of the fuel injection valve B once (or a plurality of times).

Further, Patent Document 3 relates to a fuel injection control device for an internal combustion engine, in which the first fuel injection valve and the second fuel injection valve are alternately driven for each set number of combustion cycles as an injection mode using two fuel injection valves. It has an alternating injection mode and a combined injection mode in which the first fuel injection valve and the second fuel injection valve are used in combination for each combustion cycle, and the combined injection mode is selected in the entire load range where the engine load is the set load C or more. However, in the partial load range where the engine load is less than the set load C, the alternate injection mode is selected during cold cooling (during warming up), and the combined injection mode is selected during complete warming (after warming up). Disclose the configuration.

JP-A-2017-166388 Japanese Unexamined Patent Publication No. 2009-185741 Japanese Unexamined Patent Publication No. 2012-06638

However, according to the study of the present inventor, depending on the specifications of the vehicle on which the internal combustion engine is mounted, the so-called combined injection control as in the configuration disclosed in Patent Document 1 may be changed to the configuration disclosed in Patent Document 2. It may be necessary to switch to fuel injection control in a different mode such as switching to so-called alternate injection control. In such a case, Patent Document 1 and Patent Document 2 reflect the operating state of the internal combustion engine and the like. It does not disclose or suggest a configuration for appropriately switching to fuel injection control in a different mode, and there is room for improvement in order to more appropriately suppress the adhesion of injected fuel to the inner wall of the intake passage and the intake valve.

Further, according to the study of the present inventor, the configuration of Patent Document 3 discloses a configuration in which the alternate (alternate) injection mode and the combined injection mode are switched according to the load of the internal combustion engine. At that time, there is room for improvement in more appropriately suppressing the adhesion of the injected fuel to the inner wall of the intake passage and the intake valve.

The present invention has been made through the above studies, and even when it becomes necessary to switch to fuel injection control in a different mode, the injection fuel adheres to the inner wall of the intake passage or the intake valve. It is an object of the present invention to provide an internal combustion engine control device that can be suppressed more appropriately.

In order to achieve the above object, the present invention includes a first injector provided for a first intake passage communicating with a combustion chamber of a cylinder via a first intake valve and performing fuel injection, and a first injector. An internal combustion engine control device applied to an internal combustion engine including a second injector provided for a second intake passage communicating with the combustion chamber of the cylinder via the intake valve of 2 to execute fuel injection. In, the internal combustion engine has a first combustion cycle and a second combustion cycle adjacent to each other, and is within a first stroke range consisting of an intake stroke of the first combustion cycle and an exhaust stroke adjacent to the intake stroke. In the above, the fuel injection is executed by using any one of the first injector and the second injector as an injection injector, and the injection injector is not used in the first injector and the second injector. The first injection control for controlling the first injector and the second injector, the intake stroke of the second combustion cycle, and the said Within the second stroke range consisting of the exhaust stroke adjacent to the intake stroke, any one of the first injector and the second injector is used as a preceding injector, and the first injector and the second injector are used as the preceding injectors. Among the injectors, the injector that is not the leading injector is used as the trailing injector, and the leading injector is started to inject the leading fuel, and after the leading fuel injection is started, the trailing injector is started to inject the trailing fuel. As described above, the control for freely switching and executing the injection control including the first injector and the second injection control for controlling the second injector from the second injection control to the first injection control. The control unit comprises a unit, and the control unit is included in the first injector and the second injector when the injection control is switched from the second injection control to the first injection control. The first aspect is to start the fuel injection as the injection injector in the first injection control from the injector that finally started the trailing fuel injection as the trailing injector in the second injection control. ..

According to the internal combustion engine control device according to the first aspect of the present invention, the control unit controls the injection from the second injection control in the combined fuel injection control mode to the first injection control in the alternate fuel injection control mode. At the time of switching, among the first injector and the second injector provided for the same cylinder, the injector that started the trailing fuel injection as the trailing injector at the end by the second injection control. Therefore, since fuel injection is started as an injection injector in the first injection control, injection is performed on the inner wall of the intake passage or the intake valve even when it is necessary to switch to fuel injection control in a different mode. It is possible to more appropriately suppress the adhesion of fuel.

1 (a) is a schematic diagram showing the configuration of an internal combustion engine and an internal combustion engine control device applied thereto according to the embodiment of the present invention, and FIG. 1 (b) is an enlargement of a part of FIG. 1 (a). It is a Z arrow view diagram schematically shown. FIG. 2A shows the steady injection control of the preceding injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied at the time of executing the fuel injection control in the combined fuel injection control mode (combined mode) in the present embodiment. It is a schematic diagram for a crank angle CA for explaining an example of an injection section and a valve opening section in time series, and FIG. 2B is an internal combustion engine control at the time of fuel injection control execution of the combined mode in the present embodiment. Schematic diagram for crank angle CA for chronologically explaining an example of an injection section and a valve opening section at the time of execution of increased injection control added after execution of steady injection control of the preceding injector of the internal combustion engine 1 to which the device 100 is applied. 2 (c) shows an injection section and an injection section during steady injection control execution of the trailing injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied when fuel injection control is executed in the combined mode in the present embodiment. FIG. 2D is a schematic diagram for a crank angle CA for explaining an example of the valve opening section in a time series, and FIG. 2D shows an internal combustion engine control device 100 at the time of executing fuel injection control in the combined mode in the present embodiment. It is a schematic diagram for the crank angle CA for chronologically explaining an example of the injection section and the valve opening section at the time of execution of the increase injection control added after the execution of the steady injection control of the trailing injector of the applied internal combustion engine 1. 2 (e) shows the time when the injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied during the execution of the fuel injection control in the alternate fuel injection control mode (alternative mode) in the present embodiment is executed. FIG. 2 (f) is a schematic diagram for a crank angle CA for explaining an example of an injection section and a valve opening section in a time series, and FIG. It is a schematic diagram for a crank angle CA for chronologically explaining an example of an injection section and a valve opening section at the time of execution of increased injection control added after the execution of steady injection control of the injector of the internal combustion engine 1 to which the device 100 is applied. be. FIG. 3 is a chart for a crank angle CA for chronologically explaining an example of the fuel injection control process executed by the internal combustion engine control device in the present embodiment.

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

[Structure of internal combustion engine]
First, the configuration of the internal combustion engine to which the internal combustion engine control device according to the present embodiment is applied will be described with reference to FIGS. 1 (a), 1 (b) and 2 (a) to 2 (f).

1 (a) is a schematic diagram showing the configuration of an internal combustion engine and an internal combustion engine control device applied thereto in the present embodiment, and FIG. 1 (b) is an enlarged part of FIG. 1 (a). It is a Z arrow view which shows schematically. Further, FIG. 2A shows an injection section and valve opening during steady injection control execution of the preceding injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied during execution of fuel injection control in the combined mode in the present embodiment. FIG. 2B is a schematic diagram for a crank angle CA for explaining an example of a section in chronological order, and FIG. 2B is applied to the internal combustion engine control device 100 at the time of executing fuel injection control in the combined mode in the present embodiment. FIG. 2 is a schematic diagram for a crank angle CA for explaining an example of an injection section and a valve opening section at the time of execution of increased injection control added after execution of steady injection control of the preceding injector of the internal combustion engine 1 in chronological order. (C) is an example of an injection section and a valve opening section when the steady injection control of the trailing injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied when the fuel injection control in the combined mode is executed in the present embodiment is executed. 2 (d) is a schematic diagram for a crank angle CA for chronologically explaining the above, and FIG. 2D shows an internal combustion engine to which the internal combustion engine control device 100 at the time of executing fuel injection control in the combined mode in the present embodiment is applied. 1 is a schematic diagram for a crank angle CA for explaining an example of an injection section and a valve opening section at the time of executing the increased injection control added after the execution of the steady injection control of the trailing injector in a time series, and FIG. 2 (e). ) Is a time-series example of an injection section and a valve opening section when the steady injection control of the injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied when the fuel injection control in the alternate mode is executed in the present embodiment is executed. 2 (f) is a schematic view with respect to the crank angle CA for the purpose of explaining the above, and FIG. It is a schematic diagram with respect to the crank angle CA for explaining an example of an injection section and a valve opening section at the time of execution of an increase injection control added after execution of steady-state injection control in time series.

As shown in FIG. 1A, the internal combustion engine 1 to which the internal combustion engine control device 100 according to the present embodiment is applied is typically an internal combustion engine mounted on a vehicle such as a two-wheeled vehicle (not shown). , Typically comprising a cylinder block 2 having only one of the illustrated cylinders 2a. A coolant passage 3 through which a coolant for cooling the cylinder block 2 flows is formed in the side wall of the portion of the cylinder block 2 corresponding to the cylinder 2a. The internal combustion engine 1 to which the internal combustion engine control device 100 of the present embodiment is applied is typically an internal combustion engine having a 4-stroke and a 1-cycle, but may be an internal combustion engine having a 2-stroke and a 1-cycle, if necessary. good.

A piston 4 is arranged inside the cylinder 2a. The piston 4 is connected to the crankshaft 6 via a connecting rod 5. The crankshaft 6 is provided with a retractor 7 that rotates coaxially with the crankshaft 6. On the outer peripheral surface of the retractor 7, a plurality of tooth portions 7a juxtaposed in a predetermined pattern are erected in the circumferential direction thereof.

A cylinder head 8 is assembled on the upper part of the cylinder block 2. The inner wall surface of the cylinder block 2, the upper surface of the piston 4, and the inner wall surface of the cylinder head 8 cooperate to define the combustion chamber 9 of the cylinder 2a.

The cylinder head 8 is provided with a spark plug 10 that ignites an air-fuel mixture composed of fuel and air in the combustion chamber 9. The number of spark plugs 10 corresponding to the combustion chamber 9 may be plural.

An intake pipe 11 that communicates with the combustion chamber 9 is attached to the cylinder head 8. In the cylinder head 8, two intake passages 11a and 11b are formed, which are branched into two and extend in the intake pipe 11 on the combustion chamber 9 side.

As shown in FIGS. 1A and 1B, the two intake openings 11c and 11d corresponding to the two intake passages 11a and 11b and which are the openings opened to the combustion chamber 9 correspond to the two intake openings 11c and 11d. Intake valves 12a and 12b that open and close the two intake openings 11c and 11d are provided. Reference numerals 11e and 11f in the figure indicate inner walls corresponding to the two intake passages 11a and 11b.

In the two intake passages 11a and 11b, two injectors 13a and 13b are injected with fuel corresponding to the inside of the two intake passages 11a and 11b via the nozzle portions 13c and 13d in order to supply fuel to the combustion chamber 9. Is provided correspondingly. The injectors 13a and 13b may be mounted on the head 8.

Here, the fuel injection amount (fuel amount to be injected) of the injectors 13a and 13b is typically set to a constant value by setting the fuel pressure given to the injectors 13a and 13b by a fuel pump (not shown) to a constant value. , 13b, the valve opening time in which each of the valve bodies opens and injects fuel, that is, the valve opening section 1 and the valve opening section 2 represented with respect to the crank angle as shown in FIGS. 2 (a) to 2 (f). It can be controlled freely by setting the length of. For example, in order to double the fuel injection amount of the injectors 13a and 13b, the valve opening section 1 and its length are changed from the state where only the valve opening section 1 is set with the fuel pressure set to a constant value. Both of the equal valve opening sections 2 may be changed to the set state. Note that, in FIGS. 2 (e) and 2 (f), one of the injectors 13a and 13b is described as an injection injector that executes fuel injection, and the other of the injectors 13a and 13b is fuel. The figure is omitted because it is a pause injector that does not execute injection.

As shown in FIG. 1A, the intake pipe 11 is provided with a throttle valve 14 on the upstream side of the injectors 13a and 13b. The throttle valve 14 is a component of a throttle device (not shown), and the main body of the throttle device is assembled to the intake pipe 11.

Further, the cylinder head 8 is assembled with an exhaust pipe 15 that communicates with the combustion chamber 9. In the cylinder head 8, two exhaust passages 15a and 15b are formed, which are branched into two and extend in the exhaust pipe 15 on the combustion chamber 9 side. It should be noted that the exhaust pipe 15 may be provided with only one exhaust passage without branching into two.

As shown in FIGS. 1A and 1B, the two exhaust openings 15c and 15d corresponding to the two exhaust passages 15a and 15b and which are the openings opened to the combustion chamber 9 correspond to the two exhaust openings 15c and 15d. Exhaust valves 16a and 16b that open and close the two exhaust openings 15c and 15d are provided. Reference numerals 15e and 15f in the figure indicate inner walls corresponding to the two exhaust passages 15a and 15b.

[Structure of internal combustion engine control device]
Next, the configuration of the internal combustion engine control device 100 according to the present embodiment will be described with reference to FIGS. 1 (a) and 2 (a) to 2 (f).

As shown in FIG. 1 (a), the internal combustion engine control device 100 in the present embodiment electrically presses the water temperature sensor 101, the crank angle sensor 102, the intake air temperature sensor 103, the throttle opening sensor 104, and the intake pressure sensor 105. It is equipped with a connected ECU (Electronic Control Unit) 106.

The water temperature sensor 101 is mounted on the cylinder block 2 in a manner of entering the coolant passage 3, detects the temperature of the coolant flowing in the coolant passage 3 as the temperature of the internal combustion engine 1, and the temperature of the internal combustion engine 1 thus detected. Is input to the ECU 106.

The crank angle sensor 102 is attached to a lower case or the like (not shown) attached to the lower part of the cylinder block 2 in a manner facing the tooth portion 7a formed on the outer peripheral surface of the retractor 7, and is attached as the crankshaft 6 rotates. By detecting the rotating tooth portion 7a, the rotational speed of the crankshaft 6 is detected as the rotational speed (rotational speed) of the internal combustion engine 1. The crank angle sensor 102 inputs an electric signal indicating the rotation speed of the internal combustion engine 1 detected in this way to the ECU 106.

The intake air temperature sensor 103 is attached to the intake pipe 11 in a manner of entering the intake pipe 11, detects the temperature of the air flowing into the intake pipe 11 as the intake air temperature, and is an electric signal indicating the intake air temperature thus detected. Is input to the ECU 106.

The throttle opening sensor 104 is mounted on the main body of the throttle device, detects the opening of the throttle valve 14 as the throttle opening, and inputs an electric signal indicating the detected throttle opening to the ECU 106.

The intake pressure sensor 105 is attached to the intake pipe 11 in a manner of entering the intake pipe 11 between the throttle valve 14 and the two intake passages 11a and 11b, and adjusts the intake pressure (intake negative pressure) in the intake pipe 11. It is detected, and an electric signal indicating the thus detected intake air pressure is input to the ECU 106.

The ECU 106 operates by utilizing the electric power from the battery included in the vehicle. The ECU 106 includes a microcomputer 107, and the microcomputer 107 includes a ROM (Read Only Memory) 108, a RAM (Random Access Memory) 109, a counter 110, and a CPU (Central Processing Unit) 111. The counter 110 is provided as necessary when counting the count values used when the injectors 13a and 13b, which will be described later, are replaced.

The ROM 108 is composed of a non-volatile storage device, and stores control programs and control data for fuel injection control processing and the like, which will be described later.

The RAM 109 is composed of a volatile storage device and functions as a working area of the CPU 111.

The counter 110 executes various timekeeping processes such as counting the number of injections in which each of the injectors 13a and 13b injects fuel according to the control signal from the CPU 111. The counter 110 counts the number of injections of one or both of the injectors 13a and 13b according to the injection operation in which each of the injectors 13a and 13b injects fuel according to the control signal from the CPU 111. For example, the counter 110 has the start phase (start phase angle) of the valve opening section 1 and the valve opening section 2 in which each of the valve bodies of the injectors 13a and 13b opens to inject fuel according to the control signal from the CPU 111. Depending on the appearance of a specific phase, the number of injections of one or both of the injectors 13a and 13b will be counted.

The CPU 111 controls the operation of the entire ECU 106 according to the electric signals from the water temperature sensor 101, the crank angle sensor 102, the intake air temperature sensor 103, the throttle opening sensor 104, and the intake pressure sensor 105. Further, the CPU 111 functions as a fuel injection amount calculation unit 112 and a fuel injection control unit 113 by executing a control program stored in the ROM 108.

The fuel injection amount calculation unit 112 injects fuel into the internal combustion engine 1 based on electric signals from the water temperature sensor 101, the crank angle sensor 102, the intake air temperature sensor 103, the throttle opening sensor 104, the intake pressure sensor 105, and the like. Calculate the amount.

The fuel injection control unit 113 controls the fuel injection of the injectors 13a and 13b so that the fuel injection amount calculated by the fuel injection amount calculation unit 112 is injected from the injectors 13a and 13b to the internal combustion engine 1. To execute. Specifically, in the present embodiment, the fuel injection control unit 113 selects and switches between the combined mode and the alternate mode of the injectors 13a and 13b in the fuel injection control process, and requires each of the injectors 13a and 13b. Determination of the start phase (start phase angle) and end phase (end phase angle) of the fuel injection section to realize the fuel injection amount, and execution of fuel injection of the injectors 13a and 13b in the valve opening section within the injection section. And the like, and a control signal for realizing them is sent to the injectors 13a and 13b.

Here, the combined mode refers to a mode in which fuel is injected from both the injectors 13a and 13b within the sections of the exhaust stroke and the intake stroke adjacent to each other, and the alternate mode refers to the exhaust stroke and the intake stroke adjacent to each other. In the section of the stroke, it refers to a mode in which fuel is injected from one of the injectors 13a and 13b but is paused without injecting fuel from the other. When the combined mode is selected, the fuel injection control unit 113 determines an injector (preceding injector) that precedes the start of fuel injection and an injector (sequential injector) that delays the start of fuel injection. If necessary, make a decision to replace the leading injector with the trailing injector (set the current leading injector to the new trailing injector and set the current trailing injector to the new leading injector), and then make a decision. The fuel injection of the injectors 13a and 13b is controlled according to the order. Further, when the alternation mode is selected, the fuel injection control unit 113 determines an injector for injecting fuel (injection injector) and an injector for suspending fuel without injecting fuel (pause injector), and if necessary. Judgment of replacement of the injection injector and the pause injector (the current injection injector is set as the new pause injector and the current pause injector is set as the new injection injector) is determined, and the injector 13a is determined according to the injection and the pause. , 13b controls the fuel injection.

Further, when the fuel injection control unit 113 switches the injection mode of the fuel injection control from the combined mode to the alternate mode, the fuel is fueled in the injector 13a and the injector 13b in the final exhaust stroke in the combined mode at the time of switching. Fuel injection in the alternate mode is started from the injector having a short section length in which the injection is executed. As a result, when switching from the fuel injection control in the combined mode to the fuel injection control in the alternate mode, the amount of fuel adhering to the inner wall surface is small in the intake passages 11a and 11b, and the fuel to the valve body in the intake valves 12a and 12b is reduced. Since fuel injection can be started from the injector that has injected fuel mainly in the intake stroke, the amount of fuel adhered to the inner wall surface is large in the intake passages 11a and 11b, and the intake valves 12a and 12b. Of these, the injector with the larger amount of fuel adhering to the valve body can secure sufficient vaporization time of the adhering fuel to promote vaporization and suppress sudden changes in the air-fuel ratio. Further, at the time of such switching, it is possible to more appropriately suppress an increase in the amount of fuel adhering to the inner wall surfaces of the intake passages 11a and 11b and the valve bodies of the intake valves 12a and 12b.

Further, the fuel injection control unit 113 determines the number of valve opening sections in the injection section, as necessary, in addition to the steady injection during normal driving including slow acceleration, typically during acceleration including sudden acceleration. The total valve opening section length may be set longer than the valve opening section of the injection, and the increased injection may be executed in which the fuel injection is performed with the fuel amount increased from the injection fuel amount at the time of steady injection. In the fuel injection control process of the fuel injection control unit 113, the presence or absence of overlap between the intake valves 12a and 12b and the exhaust valves 16a and 16b does not matter.

Here, in the fuel injection control in the combined mode, as shown in FIGS. 2A to 2D, the required injectors 13a and 13b are required within the sections of the exhaust stroke and the intake stroke adjacent to each other. The injection section has a predetermined length in order to realize the fuel injection amount, that is, to make it possible to set the valve opening section 1 and the valve opening section 2 having a predetermined length u corresponding to the injectors 13a and 13b, respectively. It is set to W, W', and typically becomes a leading injector that injects fuel in advance among the injectors 13a and 13b, but the length W of the injection section is such that the injectors 13a and 13b inject fuel after the preceding injector. Although it becomes a trailing injector, it is preferably set to be longer than the length W'of the injection section. Further, the valve opening section 1 and the valve opening section 2 of the injectors 13a and 13b are set so as to be within the range without protruding from the corresponding predetermined injection sections. By setting the position of the start phase (start phase angle) of the injection section of the preceding injector within the exhaust stroke in this way, it is possible to secure a long injection section length in the preceding injector in order to inject the required fuel. Further, by making the injection section length W of the preceding injector longer than the injection section length W'of the succeeding injector, the interval between the injection sections adjacent in time series in the same injector (the following injector after becoming the preceding injector). Since it is possible to secure a long interval between the injection sections in the case of becoming, it is possible to secure a long section for vaporization.

For the injectors 13a and 13b that become the preceding injectors, typically, during the steady operation of the internal combustion engine, only one fuel injection during the steady injection control execution of the injector shown in FIG. 2A is performed. When executed, one valve opening section 1 in the figure corresponds to this, and only one valve opening section 1 is set in the injection section, while accelerating the internal combustion engine as necessary. During operation, in addition to the one fuel injection when the steady injection control is executed, the one fuel injection when the injector increased injection control shown in FIG. 2B is executed is the one fuel injection when the steady injection control is executed. Since one valve opening section 2 in the figure corresponding to this is added after the fuel injection of only fuel injection, a total of two valve opening sections 1 and a valve opening section 2 are set in the injection section.

Similarly, for the injectors 13a and 13b that become the trailing injectors, typically, during the accelerated operation of the internal combustion engine, once during the steady injection control execution of the injector shown in FIG. 2 (c). Only fuel injection is executed and one valve opening section 1 in the figure corresponds to this, and only one valve opening section 1 is set in the injection section, while if necessary. During the accelerated operation of the internal combustion engine, in addition to the one fuel injection of the steady injection control execution, the one fuel injection of the injector increased injection control shown in FIG. 2D is the steady injection control execution. Since one valve opening section 2 in the figure corresponding to this is added after the fuel injection only once at the time, a total of two valve opening sections 1 and a valve opening section 2 are set in the injection section. become.

Further, the start phase (start phase angle) of each of the injection section and the valve opening section 1 when the steady injection control of the preceding injector shown in FIG. 2A is executed is the steady injection of the trailing injector shown in FIG. 2C. It precedes the corresponding start phase (start phase angle) of the injection section and the valve opening section 1 at the time of control execution by the phase difference ΔCA and Δca. Further, when the increased injection is executed, the start phase (start phase angle) of each of the injection section and the valve opening section 1 at the time of executing the increased injection control of the preceding injector shown in FIG. 2B is shown in FIG. This is typical because the phase difference ΔCA and Δca precede the corresponding start phases (start phase angles) of the injection section and the valve opening section 1 at the time of executing the increased injection control of the trailing injector shown in d). The start phase (start phase angle) of the valve opening section 2 at the time of executing the increased injection control of the preceding injector shown in FIG. 2B is the start phase (starting phase angle) at the time of executing the increased injection control of the trailing injector shown in FIG. It precedes the corresponding start phase (start phase angle) of the valve opening section 2 by the phase difference Δca. The start of fuel injection of each of the injectors 13a and 13b may be delayed from the start phase (start phase angle) of the injection section, or the fuel may not be injected over the entire injection section. Further, in each of the injection sections, it is convenient to match their end phases with the end phases of the corresponding intake strokes, but if necessary, they are displaced to the exhaust stroke side adjacent to the intake strokes. You may. Further, the injection section of the preceding injector and the injection section of the succeeding injector do not have to overlap with respect to the crank angle CA.

Further, when the fuel injection control unit 113 determines that the count value of the number of injections of the preceding injector obtained by the timing processing of the counter 110 has reached a predetermined threshold value (count threshold value), the fuel injection control unit 113 follows in the next combustion cycle. It is preferable to replace these with the injector as the leading injector and the leading injector as the trailing injector. This is because when the fuel injection execution time lengths of the two injectors 13a and 13b do not match, that is, when the total lengths of the valve opening sections do not match, there is a tendency for a bias to occur between the amounts of these fuels attached. This is because it is meaningful to replace the leading and trailing injectors with the two injectors 13a and 13b in order to suppress the occurrence of such a bias. Further, in the exhaust stroke, since the intake valve is closed, the fuel injected by the preceding injector tends to adhere to the inner wall of the intake passage and the intake valve, but the fuel injection timing of the preceding injector, that is, the valve opening section is the exhaust stroke. The fuel injection amount increases in the valve opening section of the preceding injector, and the number of injection counts is increased when the increased injection control is executed, and the preceding injector and the succeeding injector are exchanged. The frequency can be increased and the vaporization time can be secured for a long time as a whole. It should be noted that the counting of the number of injections of the subsequent injector may be omitted for simplification.

Here, it is preferable that a predetermined threshold value (count threshold value) used for determining the number of injections of the preceding injector is preset according to the operating state of the internal combustion engine 1. Specifically, the amount of fuel adhering to the inside of the internal combustion engine increases as the engine temperature is lower or the intake pressure is closer to the atmospheric pressure, and the operating state of the internal combustion engine 1 is the adhesion of the injected fuel. Since it is a large factor that affects the properties, the predetermined threshold values are typically the intake pressure (absolute negative pressure value) that can be an index of the operating state of the internal combustion engine 1, the engine load (for example, the rotation speed of the internal combustion engine and the number of revolutions of the internal combustion engine). It is preferable that the throttle opening is set in advance according to the parameter) and the cooling water temperature. When these values change, the predetermined threshold value also changes appropriately, so that the preceding injector and the succeeding injector can be appropriately replaced, or the same injector can be used to inject fuel appropriately and continuously. As a result, although it cannot be realized by the configuration of Patent Document 1, by appropriately replacing the leading injector and the trailing injector, the injection fuel is appropriately suppressed from adhering to the inner wall of the intake passage and the intake valve. By injecting fuel appropriately and continuously with the same injector, it is possible to reduce the frequency of replacement of the injectors that inject fuel and realize appropriate fuel injection that secures the required injection responsiveness of the injectors.

Next, in the fuel injection control in the alternate mode, as shown in FIGS. 2 (e) and 2 (f), the injectors 13a and 13b are each within the sections of the exhaust stroke and the intake stroke adjacent to each other. The injection section is predetermined in order to realize the required fuel injection amount of the above, that is, to make it possible to set the valve opening section 1 and the valve opening section 2 having a predetermined length u corresponding to the injectors 13a and 13b, respectively. The valve opening section 1 and the valve opening section 2 of the injectors 13a and 13b are set to be within the range of the injectors 13a and 13b without protruding from the corresponding predetermined injection sections. By setting the position of the start phase (start phase angle) of the injection section of the injection injector within the exhaust stroke in this way, the injection section length can be increased by the injection injector in order to inject the required fuel. It can be secured for a long time.

Of the injectors 13a and 13b, those that become injection injectors typically have only one fuel injection during steady injection control of the injector shown in FIG. 2 (e) during steady operation of the internal combustion engine. When executed, one valve opening section 1 in the figure corresponds to this, and only one valve opening section 1 is set in the injection section, while accelerating the internal combustion engine as necessary. During operation, in addition to the one fuel injection during the execution of the steady injection control, the one fuel injection during the execution of the injector increase injection control shown in FIG. 2 (f) is the one during the execution of the steady injection control. Since one valve opening section 2 in the figure corresponding to this is added after the fuel injection of only fuel injection, a total of two valve opening sections 1 and a valve opening section 2 are set in the injection section. Even in the alternate mode, the start of fuel injection of each of the injectors 13a and 13b may be delayed from the start phase (start phase angle) of the injection section, and the fuel injection may not be performed over the entire injection section. good. Further, in each of the injection sections, it is convenient to match their end phases with the end phases of the corresponding intake strokes, but if necessary, they are displaced to the exhaust stroke side adjacent to the intake strokes. You may.

Further, when the fuel injection control unit 113 determines that the count value of the number of injections of the injection injector obtained by the timing processing of the counter 110 has reached a predetermined threshold value (count threshold value), the injection injector is in the next combustion cycle. It is preferable to replace these with a dormant injector and a dormant injector as an injection injector. This is because when the fuel injection execution time lengths of the two injectors 13a and 13b do not match, that is, when the total lengths of the valve opening sections do not match, there is a tendency for a bias to occur between the amounts of these fuels attached. This is because it is meaningful to switch the injection and the pause in each of the two injectors 13a and 13b in order to suppress the occurrence of such a bias. Further, in the exhaust stroke, since the intake valve is closed, the fuel injected by the injection injector tends to adhere to the inner wall of the intake passage and the intake valve, but the fuel injection timing of the injection injector, that is, the valve opening section is the exhaust stroke. In consideration of the fact that the fuel injection amount is increased in the valve opening section of the injection injector, the number of injection counts is increased at the time of execution of the increased injection control, and injection and suspension are performed at each injector. It is possible to increase the frequency of replacement and secure a long vaporization time as a whole.

Here, even in the alternate mode, it is preferable that the predetermined threshold value (count threshold value) used for determining the number of injections of the injection injector is preset according to the operating state of the internal combustion engine 1. That is, specifically, the amount of fuel adhering to the inside of the internal combustion engine increases as the engine temperature is lower or the intake pressure is closer to the atmospheric pressure, and the operating state of the internal combustion engine 1 is the injection fuel. Since it is a large factor that affects the adhesion of the internal combustion engine, the predetermined threshold value is typically an intake pressure (absolute negative pressure value) that can be an index of the operating state of the internal combustion engine 1 and an engine load (for example, rotation of the internal combustion engine). It is preferable that the number and the throttle opening are set in advance according to the parameters) and the cooling water temperature.

In the internal combustion engine control device 100 having such a configuration, the fuel injection control unit 113 executes the fuel injection control process shown below, so that the fuel in the alternate mode is fueled according to the specifications of the vehicle on which the internal combustion engine 1 is mounted. When switching from the injection control to the fuel injection control in the combined mode, the injection fuel is more appropriately suppressed from adhering to the inner wall of the intake passage and the intake valve. Hereinafter, the flow of operation of the internal combustion engine control device 100 when executing this fuel injection control process will be described with reference to FIG. 3.

[Fuel injection control processing]
FIG. 3 is a chart for a crank angle CA for chronologically explaining an example of the fuel injection control process executed by the internal combustion engine control device 100 in the present embodiment. Further, FIG. 3A shows an injection section of the injector 13a, FIG. 3B shows an injection section of the injector 13b, and FIG. 3C shows a crank angle CA in the fuel injection control mode (fuel injection mode). Each chart is shown.

In the lowermost part of FIG. 3, a crank angle CA that changes in time series of the internal combustion engine 1 with 4 strokes and 1 cycle is typically shown as an example from CA1 to CA28. Further, in the uppermost part of FIG. 3, one combustion cycle in which the time-series changing combustion cycle of the internal combustion engine 1 starts from the intake stroke, passes through the compression stroke and the expansion stroke, and ends at the exhaust stroke (the crank angle CA of 720 degrees). Corresponds to the section). Here, each one combustion cycle corresponds to the section of CA2 to CA5, CA5 to CA8, CA8 to CA11, CA11 to CA15, CA15 to CA18, CA18 to CA22, CA22 to CA25 and CA25 to CA28 for each crank angle. It is typically shown as an example. In the figure, in the fuel injection control in the alternate mode, an example in which the injection injector and the pause injector are replaced each time the injection injector injects fuel is shown, and in the fuel injection control in the combined mode, the preceding injector and An example is shown in which the leading injector and the trailing injector are replaced each time each of the trailing injectors injects fuel once. Further, in each injection section of the preceding injector and the succeeding injector in the combined mode, the former has a section length straddling the intake stroke and the exhaust stroke adjacent thereto, and the latter does not straddle the exhaust stroke but only within the intake stroke. Although it is shown as an example having a section length existing in, the latter may also have a section length straddling the intake stroke and the exhaust stroke adjacent thereto.

As shown in FIGS. 3A to 3C, as an example, in the section where the crank angle CA is before CA14, the fuel injection control in the combined mode is executed, and the crank angle CA is after CA14. In the section, fuel injection control in the alternate mode is executed. Here, reflecting the specifications of the internal combustion engine 1 and the like, when the crank angle CA is CA13 and the fuel injection control in the combined mode is switched to the fuel injection control in the alternate mode, the fuel injection control unit 113 is the injector 13a and the injector. Among 13b, the injector 13B has a short section length in which fuel injection is executed in the last exhaust stroke in the combined mode at the time of switching (injector in which the section length in which fuel injection is executed in the exhaust stroke becomes zero). Then, the injector that started fuel injection as the trailing injector at the end in the combined mode is used, and then the fuel injection in the alternate mode is started (crank angle CA = CA14). According to such a configuration, fuel injection is performed from the injector 13b having a smaller amount of fuel adhering to the inner wall surface in the intake passages 11a and 11b and having a smaller amount of fuel adhering to the valve body among the intake valves 12a and 12b. Since it can be started, the amount of fuel adhering to the inner wall surface in the intake passages 11a and 11b is large, and the amount of fuel adhering to the injector 13a in the intake valves 12a and 12b is larger than that in the valve body. It is possible to secure a sufficient vaporization time to promote vaporization and suppress a sudden change in the air-fuel ratio. Further, at the time of such switching, it is possible to more appropriately suppress an increase in the amount of fuel adhering to the inner wall surfaces of the intake passages 11a and 11b and the valve bodies of the intake valves 12a and 12b.

As is clear from the above description, according to the internal combustion engine control device 100 in the present embodiment, the fuel injection control unit 113 switches the fuel injection control from the fuel injection control in the combined mode to the fuel injection control in the alternate mode. Occasionally, from the injector 13a and the injector 13b, whichever has the shorter section length in which fuel injection is executed within the exhaust stroke in the fuel injection control in the combined mode at the time of switching, the fuel in the fuel injection control in the alternate mode is used. Since the injection is started, even when it becomes necessary to switch to the fuel injection control of a different mode, it is possible to more appropriately suppress the injection fuel from adhering to the inner wall of the intake passage or the intake valve.

It should be noted that the present invention is not limited to the above-described embodiment in terms of the type, shape, arrangement, number, etc. of the members, and the gist of the invention is described by appropriately substituting the constituent elements with those having the same effect. Of course, it can be changed as appropriate without deviation.

As described above, the present invention more appropriately suppresses the adhesion of the injected fuel to the inner wall of the intake passage and the intake valve even when it is necessary to switch to the fuel injection control of different modes. It is expected that it can be widely applied to an internal combustion engine control device such as a motorcycle because of its general-purpose universal nature.

1 ... Internal combustion engine 2 ... Cylinder block 2a ... Cylinder 3 ... Coolant passage 4 ... Piston 5 ... Conrod 6 ... Crank shaft 7 ... Retractor 7a ... Tooth 8 ... Cylinder head 9 ... Combustion chamber 10 ... Spark plug 11 ... Intake pipe 11a, 11b ... Intake passage 11c, 11d ... Intake opening 11e, 11f ... Inner wall 12a, 12b ... Injector valve 13a, 13b ... Injector 13c, 13d ... Nozzle part 14 ... Throttle valve 15 ... Exhaust pipe 15a, 15b ... Exhaust passage 15c, 15d ... Exhaust openings 15e, 15f ... Inner walls 16a, 16b ... Exhaust valve 100 ... Internal combustion engine control device 101 ... Water temperature sensor 102 ... Cylinder angle sensor 103 ... Intake temperature sensor 104 ... Throttle opening sensor 105 ... Intake pressure sensor 106 ... ECU
107 ... Microcomputer 108 ... ROM
109 ... RAM
110 ... Counter 111 ... CPU
112 ... Fuel injection amount calculation unit 113 ... Fuel injection control unit

Claims (1)

A first injector provided for a first intake passage communicating with a combustion chamber of a cylinder via a first intake valve to execute fuel injection, and the combustion of the cylinder via a second intake valve. In an internal combustion engine control device applied to an internal combustion engine including a second injector provided for a second intake passage communicating with a chamber to perform fuel injection.
The internal combustion engine has a first combustion cycle and a second combustion cycle adjacent to each other.
In the first stroke range consisting of the intake stroke of the first combustion cycle and the exhaust stroke adjacent to the intake stroke, any one of the first injector and the second injector is used as an injection injector. The first injector and the second injector so that the fuel injection is executed and the injector that is not the injection injector in the first injector and the second injector is paused without executing the fuel injection as a pause injector. The first injection control that controls the second injector, and
Within the second stroke range consisting of the intake stroke of the second combustion cycle and the exhaust stroke adjacent to the intake stroke, any one of the first injector and the second injector is used as the preceding injector. The preceding injector is used as the succeeding injector among the first injector and the second injector, and the preceding injector is started to inject the preceding fuel, and then the preceding fuel injection is started. A second injection control that controls the first injector and the second injector so that the trailing injector starts the trailing fuel injection.
A control unit for freely switching the injection control including the above from the second injection control to the first injection control is provided.
When the control unit switches the injection control from the second injection control to the first injection control, the second injection within the first injector and the second injector. An internal combustion engine control device, characterized in that the fuel injection is started as the injection injector in the first injection control from the injector that finally started the trailing fuel injection as the trailing injector in the control.

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