JPH03182669A - Fuel feed control device - Google Patents

Abstract

PURPOSE:To prevent an air-fuel ratio from being brought into a lean state due to a delay in the feed of fuel even during rapid acceleration by a method wherein it is decided that an engine is in a transient state when a difference between the instantaneous value of the parameter state of an engine and an average processing value exceeds a given value. CONSTITUTION:The state parameter of an engine 1 containing a pulsation content in an intake air pipe pressure is detected by a detecting means B1. When a difference between the instantaneous value of the state parameter and an averaging processing value by an averaging processing means B2 exceeds a difference due to pulsation, a detecting means B3 detects it as a transient state. A clocking means B4 clocks a time in which the difference attains d given value produced during transient operation of the engine 1 after a transient state is detected to obtain data related to a change speed. According to the data, a fuel feed means executes asynchronous injection right after transfer of the engine to transient operation to improve response of the engine 1. Thereafter, the asynchronous injection is stopped during continuance of transient operation to prevent the occurrence of excessive fuel. This constitution prevents the occurrence of a delay in the feed of fuel even during rapid acceleration and improves response of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an engine fuel supply control device, and in particular to a fuel supply u control that can detect engine transient operation at an early stage and improve engine responsiveness. It provides equipment.

[Prior Art 1] Conventional fuel supply control devices are equipped with various measures to supply fuel according to the situation during transient operation of the engine. This countermeasure is exemplified in Japanese Patent Publications No. 62-46690 and Japanese Patent Publication No. 62-3302. Hereinafter, the conventional trapping technique will be explained based on these.

First, the invention described in Japanese Patent Publication No. 62-46690 is
The value of the intake pressure is captured as a state parameter indicating the operating state of the engine, and this is measured at predetermined time intervals (non-pulling), and based on this data, the acceleration state, deceleration state, etc. of the engine are determined, and the correction coefficient for the fuel supply amount is determined. Calculations are being made.

Here, judgment 1i of the acceleration state, deceleration state, etc. is the moment ayII11 of the intake pressure at the time of the previous sampling and
If the rate of change (ΔPM) from the instantaneous value of the intake pressure, which is 1 at the sampling time of ji+, is increasing at a constant rate of 4 or more, it is determined to be an accelerating operation state, and when the rate of change is at least a specified value, it is decreasing. If so, it is determined that the vehicle is in a deceleration driving state.

Then, the fuel 9 (the correction coefficient for the performance is the change in intake pressure '4)
It is calculated using A(ΔPM).

Next, the invention described in Japanese Patent Publication No. 62-3302 captures the instantaneous intake air flow feeling of the engine as a state parameter indicating the operating state of the engine, samples and detects this at every predetermined crank angle, and uses this data. Based on this, the acceleration and deceleration states of the engine are determined.

The instantaneous intake air flow rate sampled at every predetermined crank angle is compared with the maximum value or minimum value among the intake air flow rate data stored in m registers in the RAM. Here, the intake air flow 8 data refers to the instantaneous intake air flow rate sampled at every predetermined crank angle.
The data is stored in m registers of AM, and each time new data is stored in the m registers, the oldest data is sequentially erased.

If the value of the instantaneous intake air flow rate is larger than the maximum value in the intake air flow data by more than a specified value, it is determined that the engine is in an accelerated driving state, and accelerated fuel injection is performed. Further, if the value of the instantaneous intake air flow rate is smaller than the minimum value in the intake air amount data by more than a specified value, it is determined that the engine is in a deceleration operation state, and a deceleration fuel cut is performed.

[Problem to be solved by the invention] However, according to these methods, first of all,
In the invention described in Publication No. 2-46690-n, since the intake pressure value is sampled and detected at predetermined time intervals, the acceleration state of the engine cannot be detected until the predetermined time has elapsed. Then, this predetermined time (sampling time + 51)
cannot be made smaller. This is because, in order to avoid erroneously determining an acceleration state when noise is mixed, the determination reference value must be set to a value equal to or higher than the noise level. In order to avoid overlooking the gradual acceleration driving state, sampling/ringing must be done after a period of time at least for the gradual change in intake pressure to reach this reference value.fl cannot be reduced any further. It is. For this reason, there is a limit to reducing the numbering time, and there is a delay in the fuel supply (or at least the sampling time, Gt). An example of this is shown in FIG.

If the start point of the change in intake pressure is synchronized with the sampling timing with dual-use sampling as the bottom, that is, if timing a and timing b in the figure are measurement timings, then the rate of change of characteristic I (D
l) is equal to the judgment iI (M), and the rate of change (D2) of the characteristic (2) exceeds the judgment value (M). Therefore, both are determined to be in an accelerated driving state. However, even though characteristic (2) is a more rapid acceleration state than characteristic (2), the time required to be determined to be in an acceleration state cannot be made shorter than that of characteristic (I).

Here, in characteristic (■), the rate of change of intake pressure (Dl)
A correction coefficient for the fuel supply amount is calculated using . Also,
In characteristic (2), the correction coefficient of the fuel supply amount is calculated using the rate of change (D2) of the intake pressure.

Next, if the start point of the change in intake pressure is not synchronized with the sampling timing, that is, if timing C and timing d in the figure are the measurement timings, only characteristic ■ at timing d is determined to be an accelerated driving state. Therefore, the characteristic (■) is not determined to be an accelerated driving state. For this reason,
Even if the acceleration operation according to the characteristic r is performed, the acceleration amount increase is not yet performed at timing d. Furthermore, in characteristic (3), the rate of change in throttle valve opening (D3
=02-Do) is used to calculate the correction coefficient for the fuel supply amount. Therefore, the correction coefficient for the fuel supply amount is calculated using a rate of change that is smaller than the actual rate of change, resulting in an insufficient increase in the amount of fuel. That is, even though the change is actually shown in FIG. 10(A), the correction coefficient is determined as being the change shown in FIG. 10(B).

The above is about acceleration, but the same applies to deceleration.

Next, since the invention described in Japanese Patent Publication No. 62-3302 detects the instantaneous intake air flow rate of the engine at every predetermined crank angle, the delay in detection becomes large especially when the engine rotates at low speed. Generally, an increase in acceleration during operation is often required during low-speed rotation, so a detection delay during low-speed rotation is undesirable.

Furthermore, since the rate of change of the difference between the instantaneous intake air flow rate value and the maximum value (or minimum value) of the intake air amount data is not calculated, the degree of acceleration (or deceleration) cannot be known.

The present invention is based on the above findings, and an object of the present invention is to accurately and quickly detect changes in state parameters indicating the operating state of an engine, thereby improving the responsiveness of the engine.

[Means for Solving the Problems] The above problems are solved by a fuel supply tAml device, the outline of which is shown in FIG. 1, having the following structure.

The fuel supply control device according to claim (1) includes state parameter detection means B1 that detects a parameter representing the operating state of the engine 1.

Furthermore, it has averaging processing means B2 for averaging the data obtained by the state parameter detection means B1.

Furthermore, it has a transient state detection means B3 which determines that the state is a transient state when the difference between the instantaneous value of the state parameter and the averaged value exceeds a predetermined value.

In the fuel supply υllll1l device according to claim 2, the state parameter detection means B1 detects a state parameter including a pulsation component due to engine rotation; It has a timer B4 that measures the time from when the difference between the instantaneous value of the parameter and the averaged value exceeds the difference caused by pulsation until the time when the engine reaches the transient operation time.

Fuel supply III according to claim (3)
The @ location has an asynchronous supply means. This is to supply fuel asynchronously with the engine rotation only immediately after the transition from the non-transient state to the transient state is detected by the transient state detection means B3.

[Function] According to the fuel supply control device according to claim (1), if the state parameter is in a steady state, the instantaneous value and the averaged processing value are approximately equal, and the difference therebetween is within a small range. However, when the state parameter begins to change, the averaged value changes with a delay, so the difference between the instantaneous value and the averaged value increases. Here, the difference between the two becomes larger as the rate of change increases.

According to the present invention, since the difference between the two is compared with a predetermined value, it is possible to determine whether the state parameter is in a steady state or has started to change.

Here, in the present invention, since it is determined that a change has started when the difference between the instantaneous value of the state parameter and the averaged value reaches a predetermined value, the more abrupt the change, the earlier the transition state This can improve engine responsiveness.

Furthermore, according to the fuel supply v1m system according to claim (2), state parameters including pulsations such as intake pipe pressure are detected.In this case, even if the engine is in a steady state, the A difference occurs between the instantaneous value and the averaged value. Therefore, in this case, the period w8 from when the difference between the two exceeds the difference caused by pulsation until it reaches a predetermined difference that occurs during transient operation of the engine is By being timed, data related to the rate of change can be obtained.

Further, according to the fuel supply UL Ill device according to claim (3), the asynchronous injection is performed immediately after the transition to the transient operation, and the responsiveness of the engine is improved. Thereafter, the asynchronous injection is discontinued for the duration of the transient operation, so that the C5 asynchronous injection does not overlap and result in excess fuel, and a highly desirable increase is carried out.

[Example 1 Embodiments will be specifically described below with reference to the drawings.

FIG. 2 shows a system configuration diagram of a fuel supply system according to the present invention. In the figure, reference numeral 2 denotes an intake passage for guiding intake air to the engine 1. The amount of intake air passing through the intake passage 2 is controlled by a throttle valve 4 that is opened and closed within the intake passage 2. The opening degree of the valve 4 is converted into an analog signal proportional to the opening degree by the throttle sensor g6, and the opening degree of the valve 4 is converted into an analog signal proportional to the opening degree. The data is transmitted to the II control section 100. In addition, the instantaneous supply of the intake air fi3 is performed by the calculation control unit 1 based on the value of the intake air [E sensor 8] which detects the pressure inside the intake passage 2.
Calculated at 00.

In the figure, reference numeral 10 denotes a crank angle sensor for detecting the crank angle of the engine, and is used to detect the rotation speed and rotation angle of the engine.

The simulation part 100 is based on the intake air amount and the engine rotation speed, and further requires correction based on the engine cooling water temperature detected by the temperature sensor 12, or correction during acceleration or deceleration as described above. The fuel injection amount is calculated by adding appropriate corrections, and a pulse signal having a time width corresponding to this injection amount is output to the injector 14. Injector 1
In response to the pulse signal from the FJAeI+11w section 100, the valve 4 injects fuel by opening the valve only for a period equal to the time width.

FIG. 3 shows a V4m control section 100 for fuel supply according to the present invention.
FIG.

Analog information such as the opening If information of the throttle valve 4 from the throttle sensor 6, the intake pressure information from the intake pressure sensor 8, and the water temperature information from the water temperature sensor 12 is sent to an analog multiplexer 110.
is input. The analog multiplexer 110 selects these intake pressure information, water temperature information N, and throttle valve opening information according to a control signal from the CPU 150,
The signal is supplied to the D converter 112. The A/D converter 112 is for converting the analog information from the analog multiplexer 110 into digital lfi, and outputs the output from the C
Input to PU1bO.

The signal from the crank angle sensor 10 is transmitted to a waveform shaping circuit 114.
The signal is input to the CPU 150 after being shaped into a waveform.

CP LJ '750 is intake H, throttle valve opening, cold 7J] The CPU 150 sets the timing of fuel injection that corresponds to the engine rotational speed and the rotation of the engine.
Alternatively, a pulse signal with a time width is output in accordance with asynchronous injection timing.

A pulse signal from the CPU 150 is input to the drive circuit 116 of the injector 14. The drive circuit 116 outputs the power necessary to open the injector 14 while the pulse signal is input. Then, the injector 14 receives the output power from the drive circuit 116, opens its valve, and realizes fuel injection. In addition, 120 in the figure is RA
122 in the figure is a ROM. The ROM 122 stores an engine fuel supply vIIll program. Note that this is a conventionally well-known control method, and detailed explanation will be omitted.

FIG. 4 shows a first embodiment of the present invention. This flowchart is a process for determining whether the engine is in a transient operating state or a steady operating state, and a program for realizing this process is stored in the ROM 122. Note that this process is performed by A/
It is programmed to be repeatedly executed every minimum cycle of the arithmetic control unit 100 determined by the capability of the D converter 112@.

First, in step 201, the instantaneous value of the intake pressure (which has a substantially constant relationship with the intake air amount) is read and stored as PM.

Next, in step 202, the intake pressure is weighted and averaged, and this is stored as PMS. Here, PMO
indicates the value of the previous weighted averaging process.

In step 203, the value of PMO is updated to the weighted average processing value PMS obtained in step 202 for the next processing.

Next, in step 204, the instantaneous value PM of the intake pressure and the intake I
The difference between the f-force and the weighted average processed feed PMS is calculated, and this value is stored as DLPM.

In step 205, it is determined whether u and DLPM are positive or negative. D
If L P M is positive (Y[S>), it is determined that the pressure change is in the direction of acceleration, and the process proceeds to step 206, where it is further compared to see if it is larger than a determination value.

If DLPM is equal to or greater than the judgment value in step 206 (YE
S), the engine is judged to be in an accelerating operation state, and step 2
At step 07, fuel reduction processing is performed. DLPM in step 206
If it is less than the determination value (NO), it is determined that although the force change is in the direction of acceleration, the engine is within the steady running state, and the process ends without performing fuel supplementation processing.

If D L P M is negative (NO) in step 205, it is determined that the pressure change is in the direction of deceleration, and step 2
Proceed to 08. Here, since DLPM is a binary number, in step 208, the DLP
M is converted into a positive spear.

Next, if D L P M is equal to or greater than the determination value in step 209 (YES), it is determined that the engine is in a deceleration operating state, and a fuel reduction process is performed in step 210.

If D L and P M are below the judgment values in step 209 (No), the pressure change is in the direction of deceleration, but the engine is judged to be within the range of steady running conditions, and no processing is performed to reduce fuel consumption. finish.

In this way, in this embodiment, the instantaneous value PM of the intake pressure
(instantaneous value of intake air amount) is calculated by weighted averaging process i of intake pressure
It is determined that the acceleration state is greater than 11 PMs (averaged intake air amount) and the difference between the two is equal to or greater than the determination value. Therefore, the timing at which the acceleration state is determined becomes earlier depending on the degree of acceleration.

Further, in a very gentle transient state, there is no need to make corrections to increase the amount of fuel. In this case, since there is almost no delay in the averaged value PMS with respect to the instantaneous value PM of the intake pressure, the difference between the two does not appear much, and the determination in step 206 is No, and the fuel increase process is not performed.

J3 has the same advantages in determining the deceleration state as in determining the acceleration state.

FIG. 5 shows a second embodiment of the invention. This 70-bu 1F
-t determines whether the engine is in a transient operating state or a steady operating state, and if the engine is in a transient operating state, calculates the fuel supply source according to the degree of transient operating state.

A program that implements this process is stored in the ROM 122. Note that this process is performed by the calculation control section 10, which is determined by the ability of the A/D converter 112, etc., as in the case of the first embodiment.
It is programmed to be repeatedly executed every minimum cycle of 0.

First, in step 301, the instantaneous value of the intake pressure is read and stored as PM.

Next, in step 302, it is determined whether the signal from the crank angle sensor 10 has been input manually.
Check that the signal is input when it is 1).

Here, the signal from the crank angle sensor 10 is input at a timing when the instantaneous value of the intake pressure almost coincides with the pulsation averaging process yPIdi.

When the signal from the crank angle sensor 10 is input (YI
ES), and in step 303, the instantaneous intake pressure value PM and the previous averaged intake pressure value PMO are arithmetic averaged and stored as the averaged value PMS and 1). Here, the previous averaging process [1] MO is the average process value of the intake pressure when the signal of the crank angle sensor 10 was manually input last time. As described in tpj, the previous averaged value PIVI is approximately equal to the averaged value of the pulsation, so the averaged value PMS obtained in step 303 t' becomes an approximately accurate averaged value.

Next, in step 304, for the next processing F) M o
Update the value of PMS to the value of PMS.

In step 305, the value of the flag F1 is similarly cleared for the next processing.

Note that if the signal from the crank angle sensor 10 is not manually input in step 302, the averaging process in step 303 is skipped and the process proceeds to step 306. This is because the averaged IPMS is obtained by removing the influence of pulsation.

In step 306, the difference between the instantaneous intake pressure value PM and the averaged intake pressure value PMS is calculated, and this is calculated as DL P M
be memorized as .

Then, in step 307, whether the value of DLPM is positive or negative is determined. If the value of OLPM is positive (YES), it is determined that the pressure change is in the direction of acceleration, and the process proceeds to step 308. Compare for greater than.

In step 308, if the OLPM is less than the predetermined difference of 1 which corresponds to the pulsation of intake air during a steady running state (NO), it is determined that the pressure change is in the direction of acceleration but the engine is within the range of a steady running state. , step 313, and step 314, and the process ends.

Next, in step 308, if the value of DLPM exceeds a predetermined difference, the engine is in an accelerating state, and in step 309, 1 is added to a counter CX1, which will be described later. Then,
In step 310, the DLPM clam is the judgment value (the judgment value ≧)
Compare for greater than. Here, step 31
If OLPM is 0 and smaller than the determination value, step 313, which will be described later, is omitted, the processing at the time of execution is ended, and the interrupt processing is executed again from step 301.

Then, while repeating this process, step 3
When the DLPM becomes equal to or greater than the determination/m in Step 10, the process proceeds to the next step 311. The value of the counter CX1 at this time represents the number of times the process according to this flowchart has been executed until the value of OLPM becomes from the predetermined difference or more to the judgment value or more. Therefore, if the acceleration is sudden, the counter CX1 will have a small value, and if the acceleration is slow, the counter CX1 will be a large value. That is, step 312
The counter Cx1 at the time of execution stores an acceleration coefficient representing the degree of acceleration state.

Next, in step 311, the acceleration coefficient CXI is set to the reference value M
Determine whether it is smaller than. Here, acceleration coefficient CX
If the filling of No. 1 is smaller than the standard set M (YES), it is determined that the acceleration state is as specified or more rapid than specified, and in step 312, the If of the fuel corresponding to the chain of acceleration coefficient CXI is determined.
Perform quantity processing.

On the other hand, in step 311, the value of the acceleration coefficient CX1 is set to the reference Ia.
If it is larger than M (NO), it is determined that the acceleration state is slower than specified, and the process proceeds to step 31 without executing the fuel multiplication process.
3 clears the acceleration coefficient CX1. This makes it possible to count the acceleration coefficient Cx1 during the next acceleration.

Step 314 is a process for clearing the deceleration coefficient CX2, which will be described later.

Next, if the value of DLPM is negative (NO>) in step 307, the pressure change is in the direction of deceleration, and the process proceeds to step 315.Here, the value of OLPM is a binary number as in the first embodiment. Therefore, in step 315, PM is converted into a positive fraction by calculating the two's complement.

In step 316, if the value of DLPM is less than or equal to a predetermined difference determined by the pulsation of intake air in a steady running state (No>,
Although the pressure change is in the direction of deceleration, it is determined that it is within the range of a steady running state, and the process proceeds to step 321 and step 322, and the process ends.

If the value of DLPM is equal to or greater than the predetermined difference in step 316, the engine is in a deceleration state, and in step 317, 1 is added to the value of counter CX2, and in step 318, the value of DLP is increased.
Compare whether the value of M is larger than the judgment value. Here, the counter CX2 represents the number of times this process is executed until the value of D I P M increases from a predetermined difference or more to a judgment value or more. In other words, it can be said that the counter GX2 represents the degree of deceleration and is a -4 deceleration coefficient.

If the value of DLPM is less than or equal to the judgment value in step 318 (
No), the process proceeds to step 322, where the acceleration coefficient CX1 is cleared and the process ends.

If the value of DLPM is greater than or equal to the judgment value in step 318 (
YES), the engine is definitely determined to be in a deceleration state, and furthermore, in step 319, the value of the deceleration coefficient CX2 is equal to the reference ratio M.
Determine whether it is smaller than. Here, the deceleration coefficient CX
If the value of 2 is smaller than the reference [IM (YES), it is determined that the deceleration is more rapid than specified, and in step 320, a fuel diameter reduction process corresponding to the value of the deceleration coefficient CX2 is executed. If the value of the deceleration coefficient CX2 is larger than the standard Koma M (NO)
, it is determined that the deceleration state is slower than specified, and the fuel reduction process is not actually carried out, but the deceleration coefficient CX2 is cleared in step 321, the acceleration coefficient Cx1 is cleared in step 322, and the process ends. Here, the reason for clearing the acceleration coefficient Cx1 is to clear the previous acceleration coefficient CX1 when the acceleration coefficient CXI is being counted in the acceleration driving state and suddenly shifts to the decelerating driving state and returns to the accelerating driving state again. This is because if lead remains, the correct acceleration state cannot be determined. The same reason as above is also used to clear the deceleration coefficient CX2 in the accelerated driving state.

6 and 7 show steps 3120 corresponding to those in FIG.
An example of "fuel increase processing according to rCX1" is shown.

First, in step 401, C is selected from the map shown in FIG.
The asynchronous injection time ASYPM corresponding to the value of XI is determined. It is mapped so that more fuel can be injected during sudden acceleration (when the CXI value is small).Next, step 4
In 02, the asynchronous injection time ASYPM is multiplied by the correction coefficient KTHW determined from the engine water temperature, and this is calculated as TIN.
I remember it as J. Then, in step 403, TINJ
It's time to execute fuel injection asynchronously with GJ and complete the amplification process.

As described above, in this embodiment, the function of increasing the amount of fuel or decreasing the amount of fuel depending on the degree of the transient operating state is added to the functions of the first embodiment.

FIG. 8 shows the responsiveness of fuel supply i/1mVt1 in this embodiment and the responsiveness of the fuel supply control device according to the prior art when the state parameters representing the acceleration operation state change as shown in characteristic I and characteristic This is a comparison. here,
In the conventional fuel co-supply υ control device, the start point of change in state parameters is the sampling timing (a timing, b timing, sampling time T)
This is the case where the detection conditions are the best.

In the case of characteristic ■, in this example, the rate of change is determined as [1
(M) is determined to be an accelerated driving state. Therefore, the time until the accelerated driving state is detected is 1 minute. Then, the fuel restart process is performed using the T1 clam. On the other hand, in the conventional technology,
Since the rate of change (Dl) becomes larger than the determination value (M) when the sampling timing is timing b, it is determined that the accelerating driving state is present at this timing. Therefore, acceleration driving condition! The time until llB is detected is T (T>TI)
It is. Then, the fuel increase process is performed using the value of the rate of change (Dl).

In the case of characteristic ■, in this example, the rate of change is equal to the judgment value (
When it becomes equal to M), it is determined that the accelerating driving state is in progress.

Therefore, the time until the acceleration driving state is detected is T
It is 2. Then, the fuel increase process is performed using the value of T2. On the other hand, in the conventional technology, when the sampling timing is timing b, the change ff
1 (D2) becomes larger than the determination value (M), it is determined at this timing that the vehicle is in an accelerated driving state. Therefore, the time until the acceleration driving state is detected is T (T>T2)
It is. Then, the fuel increase process is performed using the rate of change (D2).

In this way, in this example, the response is significantly improved compared to the conventional technology (characteristic (2) is faster by -0), and furthermore, the fuel multiplication increases depending on the degree of acceleration. Therefore, there is no delay in fuel supply during sudden acceleration, and it is possible to prevent the air-fuel ratio from becoming lean.

FIG. 9 is a third practical example of the present invention.

This flowchart determines whether the engine is in a transient operating state or a steady operating state, and determines whether the engine is in a transient operating state and
During acceleration, fuel injection is performed asynchronously with the engine rotation, and after this asynchronous injection is performed, a function that prohibits the next asynchronous injection is activated until the engine is in a steady running state or decelerated. This is an added process. A program for realizing this process is stored in the ROM 122. d3, this process 1.1 A/D converter 1
The performance determined by the ability of 12th class υ11 [is programmed to be executed repeatedly every minimum of 100 cycles.

First, in step 501, the intake pressure @[1ilifj is read and stored as PM.

Next, in step 502, the intake pressure is weighted and averaged, and this is stored as PMS. Here, the PMO accepts the value of the previous weighted averaging process.

In step 503, the weighted average of the PMO obtained in step 502 is updated to 100 PMS for the next processing.

Next, in step 504, the difference between the instantaneous intake pressure 11jPM and the weighted average processed value PMS of the intake pressure is separated, and this value is set as D1. - Store as PM.

In step 505, it is determined whether DLI)M is positive or negative.

If LPM is positive (YES), it is determined that the engine is accelerating, and the process proceeds to step 506, where F
Determine whether ASY is O. Here, FASY is a flag that determines whether or not asynchronous injection has been performed, and if FASY is 1, it means that the vehicle is in a steady running state after asynchronous injection has been performed, or that it is not in a deceleration state. Further, if FASY is O, it indicates that the previous processing was in a steady running state or a decelerating state.

If FASY is 0 (YES), it is determined in step 507 whether DL and PM are greater than or equal to the determination value.

If DLPM is equal to or greater than the determination value in step 507 (YE
S), the engine is determined to be in an accelerated operating state and a fuel asynchronous II copper is performed in step 508. Then, in step 509, FASY is updated to 1 and the process ends.

If DLPM is less than or equal to the judgment value in step 507 (No
), it is determined that although the engine is accelerating, it is still within the steady running state, and the process is terminated by setting FASY to O in step 510 without performing asynchronous injection.

If FASY is not 0 in step 506, then F
When ASY is 1 (No), the engine is accelerating, but it is determined that the asynchronous injection is currently in progress or that the asynchronous injection has been completed, and the process is terminated.

Next, slap 505 ′c″I) l-PM is negative (N
If it is determined as o), it is determined that the engine has a tendency to decelerate, and the process proceeds to step 511. Here, since DLPM is a binary number, in step 511, D1. , P M is converted into a positive sister.

Next, in step 512, if D L P M is equal to or greater than the determination value (Y[ES), it is determined that the engine is in a deceleration operating state, and a fuel reduction process is performed in step 513, and then in step 5
At step 14, FASY is set to 0 and the process ends. Step 5
If 12rDLPM is less than or equal to determination i1 (No), the engine is in a deceleration tendency, but it is determined that it is within the steady running state, and the fuel reduction process is not performed, and FASY is set to O in step 514 to end the process. do.

In this embodiment, in the acceleration driving state, the non-identical 11
Once the injection has been carried out, the next asynchronous injection is restricted until the engine reaches a steady or decelerated operating state, resulting in more fuel than necessary! ! Care has been taken to ensure that it is not subject to arrogance correction.

[Effects of the Invention] According to the present invention, a transient state is determined when the difference between the instantaneous value of the state parameter and the averaged value of the state parameter exceeds a predetermined value, and the transient state is determined according to the degree of the transient operation state. The time when it is determined that the vehicle is in a driving state becomes earlier.

Furthermore, by measuring the time from when the difference between the state parameter 1lWtV1 and the average processing value exceeds the difference that occurs in the steady state of the engine until it reaches a predetermined value that occurs during transient operation, the transient operation state It is possible to know the extent of the problem, and to supply fuel according to the extent.

In addition, asynchronous injection is performed immediately after the transition to the transient operation, and thereafter, the asynchronous injection is stopped while the transient operation continues. Therefore, there is no possibility of excess fuel.

As a result, even during rapid acceleration, for example, the air-fuel ratio does not become lean due to a delay in fuel supply, and the appropriate amount of fuel can be supplied, improving engine responsiveness.

[Brief explanation of drawings]

Figure 1 shows the fuel supply control system d 1i1111 according to the present invention.
]B] Figure 1 and Figure 2 show the fuel supply tUa according to the present invention.
The system configuration diagram of VtIN, Fig. 3t shows the fuel supply i.
FIG. 4 is a flowchart of the first practical example of the present invention, and FIG. Figure 6 shows 7[ of the fuel increase processing in the second embodiment.
1-Chart, Figure 7 shows acceleration coefficient CXI and asynchronous injection Q[
Figure 8 is a comparison diagram of the responsiveness of the fuel supply system according to the present invention and the responsiveness of the fuel supply υIIaKi according to the prior art to changes in state parameters. Ichinoro ftI according to the third embodiment of the invention
-t-. FIG. 10 shows a diagram of a fuel supply m device according to the prior art.・Engine... 1 ・State parameter detection means... (316... Stall sensor 8... Intake 1f sensor 10... Crank angle sensor 12... Temperature sensor 4) ・Averaging processing means ...B2 100... Arithmetic control unit (see Figure 5) Step 202... Weighted average (see Figure 5) Step 302... Crank angle synchronization determination step 30
3... Arithmetic average (see Figure 9) Step 502... Weighted average/transient state detection means... B5 100... Sieve υj control section (see Figure 4) Step 204... - Instantaneous Difference DL between the value and the averaged value
PM detection step 206...DLPM personality determination step 2
09... Same as above (see Figure 5) Step 306... Detect the difference DLPM between the I8i counter value and the averaged processing value Stella 7310... Determine the size of DL P M Step 318... Both ( (See Figure 9) Step 506... Difference between If lk"i ffi and averaged value DL I) Detect M Stella 7507... Step 5 to determine the size of DLPM
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Claims (3)

[Claims] (1) state parameter detection means for detecting a parameter representing the operating state of the engine; averaging processing means for averaging data obtained by the state parameter detection means; and instantaneous values of the state parameters and the averaging processing. 1. A fuel supply control device comprising: a transient state detection means for determining a transient state when the difference from the fuel supply control value exceeds a predetermined value. (2) The fuel supply control device according to claim (1), wherein the state parameter detection means detects a state parameter including a pulsation component caused by rotation of the engine; A fuel characterized by having a timing means for measuring the time from the time when the difference between the instantaneous value of the state parameter and the averaged value exceeds the difference caused by pulsation until the time when the engine reaches the time of transient operation. Supply control device. (3) The fuel supply control device according to claim (1), further comprising: controlling the engine rotation only immediately after the transition from the non-transient state to the transient state is detected by the transient state detection means; A fuel supply control device characterized by having an asynchronous supply means for supplying fuel asynchronously.