JPH0810666Y2 - Supply fuel blend ratio calculator - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention discriminates the type of fuel supplied to a fuel tank, and calculates the blending ratio of the supplied fuel based on the discrimination result. The present invention relates to a computing device.

[Conventional technology]

Conventionally, a vehicle equipped with an engine that operates with both different types of fuel such as gasoline fuel and methanol (alcohol) fuel (FFV; Flexible Fuel Vehc
le) research is underway.

[Problems to be solved by the device]

However, since the required mixing ratio of fuel and air is greatly different between gasoline and methanol, an engine that operates with any of different types of fuel as described above should be used in an appropriate engine unless the fuel type and thus the fuel blend ratio are known. No control is available.

The present invention was devised under such circumstances, and when the fuel is supplied to the fuel tank, the fuel type can be easily determined and the fuel blend ratio can be calculated. It is an object of the present invention to provide a blend ratio calculation device.

[Means for solving the problem]

Therefore, according to the supply fuel blend rate calculating device of the present invention as set forth in claim 1, the fuel gun having a shape different from that of the fuel gun is provided in the vicinity of the fuel inlet to the fuel tank into which the fuel gun having a different shape for each fuel is inserted. It is characterized in that it is provided with a supply fuel discrimination means for discriminating the type of the supply fuel and a supply fuel blend ratio calculation means for computing a blend ratio of the supply fuel based on the discrimination result of the supply fuel discrimination means.

Further, according to the supply fuel blend ratio calculating device of the present invention as defined in claim 2, the fuel is supplied from the shape of the fuel gun to the vicinity of the fuel inlet into the fuel tank into which the fuel gun having a different shape for each fuel is inserted. Supply fuel determination means for determining the type of fuel, and fuel refueling / consumption determination means for determining whether the fuel is being refueled or consumed are provided, and the supplied fuel determination means and the fuel refueling / consumption determination are provided. It is characterized in that a supply fuel blending rate calculating means for calculating the blending rate of the supplied fuel from each determination result with the means is provided.

[Action]

In the supply fuel blend ratio calculating device of the present invention as described in claim 1, when the refueling gun is inserted into the refueling port, the supplied fuel discriminating means discriminates the type of the supplied fuel from the shape of the refueling gun. Then, the supply fuel blending ratio calculation means calculates the blending ratio of the supply fuel based on the discrimination result of the supply fuel discrimination means.

Further, in the supply fuel blend rate calculation device of the present invention as set forth in claim 2, the supply fuel blend rate calculation means calculates the blend rate of the supply fuel from each determination result of the supply fuel determination means and the fuel refueling / consumption determination means. To be done.

〔Example〕

Referring to the drawings, an engine control device having a supply fuel blend ratio calculation device according to an embodiment of the present invention will be described below. FIG. 1 (a) is a control block diagram thereof.
FIG. 2B is a diagram schematically showing the overall configuration, FIG. 2 is an overall configuration diagram showing an engine system having the present device, and FIG.
FIG. 4 is a control block diagram of the engine system, FIG. 4 is a cross-sectional view showing an arrangement position of the fuel type switch, FIG. 5 is a view showing a state in which the gasoline refueling gun is inserted into a refueling port, and FIG. FIG. 7 is a view showing a state in which the methanol fueling gun is inserted into the fueling port, FIG. 7 is a flow chart for explaining a fuel blending rate calculation procedure, FIG. 8 is a flow chart for explaining a main routine at the time of engine control, and FIG. The figure is a flow chart for explaining a crank interrupt routine at the time of engine control.

Now, the in-vehicle gasoline engine system controlled by this device is as shown in FIG. 2, and in this FIG. 2, an engine E (hereinafter, referred to as an engine E operable with both gasoline / methanol fuel (including mixed fuel)) is used. The engine E) has an intake passage 2 and an exhaust passage 3 which communicate with the combustion chamber 1, and the intake passage 2 and the combustion chamber 1 have an intake valve 4
The exhaust passage 3 and the combustion chamber 1 are controlled by the exhaust valve 5 while being controlled by the exhaust valve 5.

In addition, the intake passage 2 has an air cleaner in order from the upstream side.
A throttle valve 7 and an electromagnetic fuel injection valve (injector) 8 are provided, and a catalytic converter (three-way catalyst) 9 for purifying exhaust gas is sequentially provided in the exhaust passage 3 from the upstream side thereof.
And a muffler (silencer) not shown is provided.

The injectors 8 are provided in the intake manifold portion by the number of cylinders. Now, assuming that the engine E of this embodiment is an in-line four-cylinder engine, four injectors 8 are provided. That is, it can be said that the engine is a so-called multipoint fuel injection (MPI) type engine.

Further, the throttle valve 7 is connected to the accelerator pedal via a wire cable, so that the opening degree changes according to the amount of depression of the accelerator pedal.
The motor 10 is also driven to open and close, so that the opening of the throttle valve 7 can be changed without pressing the accelerator pedal during idling.

Further, in each cylinder, a spark plug 18 is directed toward the combustion chamber 1 (in FIG. 2, the spark plug 18 should originally be drawn in the vicinity of the combustion chamber 1;
18 are drawn in different positions) and each spark plug 18 is connected to a distributor 50,
The distributor 50 is connected to the ignition coil 51. And a power transistor with ignition coil 51
When the ignition switch 52 is turned off, a high voltage is generated in the ignition coil 51, and one of the four spark plugs 18 connected to the distributor 50 is sparked. The ignition coil 51 starts charging when the power transistor 52 is turned on. The ignition plug 18, the distributor 50, the ignition coil 51, and the power transistor 52 constitute an ignition means.

With such a configuration, the air sucked through the air cleaner 6 according to the opening degree of the throttle valve 7 is mixed with the fuel from the injector 8 in the intake manifold portion so as to have an appropriate air-fuel ratio, and the spark plug is set in the combustion chamber 1. After igniting 18 at an appropriate timing to burn and generate engine torque, the air-fuel mixture is discharged as exhaust gas to the exhaust passage 3, and the catalytic converter 9 emits CO, HC, NO _x in the exhaust gas. After the three harmful components are purified, they are silenced by the muffler and released to the atmosphere.

Further, various sensors are provided to control the engine E. First, on the intake passage 2 side, an air flow sensor 11 as a volume flow meter for detecting the intake air amount from the Karman vortex information, an intake air temperature sensor 12 for detecting the intake air temperature, and an atmospheric pressure are detected in the air cleaner installation portion. An atmospheric pressure sensor 13 is provided, and a position of the throttle valve 7 is a potentiometer-type throttle sensor 14 that detects the opening of the throttle valve 7, an idle switch 15 that detects an idling state, and an ISC motor 10 position. A motor position sensor 16 is provided.

Further, on the exhaust passage 3 side, an oxygen concentration sensor (O ₂ sensor) 17 for detecting the oxygen concentration (O ₂ concentration) in the exhaust gas is provided on the upstream side of the catalytic converter 9 and near the combustion chamber 1. There is. Here, the O ₂ sensor 17 is an application of the principle of a solid electrolyte oxygen concentration battery, and its output voltage has a characteristic that it changes rapidly near the stoichiometric air-fuel ratio, and the lean side voltage is lower than the stoichiometric air-fuel ratio. , The voltage on the rich side is higher than the stoichiometric air-fuel ratio.

Further, as another sensor, a water temperature sensor 19 for detecting an engine cooling water temperature is provided, and a crank angle sensor 21 for detecting a crank angle (the crank angle sensor 21 also includes an engine speed sensor for detecting an engine speed N). The crank angle sensor 21 may also be referred to as an engine speed sensor hereinafter, if necessary, and the TD for detecting the top dead center of the first cylinder (reference cylinder).
Each C sensor 22 is provided in the distributor 50.

Further, as shown in FIGS. 1 (b) and 4, the fuel is supplied from the shape of the fuel guns 65, 65 '(see FIGS. 5, 6) near the fuel inlet 61A in the fuel passage 61 to the fuel tank 60. Fuel type switch as a supply fuel discrimination means for discriminating the type of fuel
62 are provided.

Here, in the gasoline refueling gun 65, as shown in FIG. 5, the refueling port insertion portion 65A is formed in a thin shape, and in the alcohol refueling gun 65 ′, the refueling port insertion portion 65A is formed as shown in FIG. 65'A has a thick shape, and the fuel type switch 62 has a button member 62a which can project and retract with respect to the fuel supply passage in the vicinity of the fuel supply port as shown in FIG.
And a return spring 62b for urging the button member 62a in the protruding direction and a switch portion 62c for turning on and off in response to the button member 62a. Therefore, the thin filler opening 65A of the gasoline filler gun 65
As shown in the figure, when the fuel type switch 62 is inserted into the fuel filler port 61A, the button member 62a of the fuel type switch 62 remains protruding, so the switch portion 62c is in the off state, but the alcohol filler gun 65 'has a thick fuel filler port inserted. When the portion 65'A is inserted into the filler port 61A as shown in FIG. 6, the button member 62a of the fuel type switch 62 is pushed into the thick filler port insertion portion 65'A of the alcohol filler gun 65 ', and the switch portion 62c. Is turned on. When the switch unit 62c is turned on, the signal line to the electronic control unit (ECU) 23 is pulled up by the resistor R and the voltage value is 0V at the ground. As a result, the fuel type switch 62 can be used to determine the type of refueling fuel (gasoline or alcohol) from the shape of the refueling guns 65, 65 '.

The button member 62a of the fuel type switch 62 is adapted to be projected by the return spring 62b.
This protrusion amount is regulated by a stopper (not shown).

Further, as shown in FIG. 1 (b), the fuel lid 6 is provided at the fuel filler opening 61A in the fuel filler passage 61 to the fuel tank 60.
1B is installed, but this fuel lid 61B
A fuel inlet switch 63 is provided to detect opening and closing of.

In addition, the remaining amount of fuel in the fuel tank 60 (remaining amount of tank)
A tank remaining amount sensor 64 for detecting the The tank remaining amount sensor 64 includes a float 64a and the float 64a.
And a potentiometer 64b whose electric resistance value changes in conjunction with.

By the way, the detection signals from the sensors 11 to 17, 19, 21, 22, 62 to 64 are input to the ECU 23.

A voltage signal from a battery sensor 25 that detects the voltage of the battery 24 (see FIG. 3) and a signal from an ignition switch (key switch) 26 are also input to the ECU 23.

Further, the hardware configuration of the ECU 23 is as shown in FIG. 3, and this ECU 23 has a CPU 27 as its main part, and the CPU 27 has an intake air temperature sensor 12, an atmospheric pressure sensor 13,
Detection signals from the throttle sensor 14, O ₂ sensor 17, water temperature sensor 19, battery sensor 25, and tank remaining amount sensor 64 are input via the input interface 28 and the A / D converter 30, and the idle switch 15, the ignition switch 26 The detection signals from the fuel type switch 62 and the fuel inlet switch (inlet switch) 63 are input via the input interface 29, and the detection signals from the air flow sensor 11, the crank angle sensor 21 and the TDC sensor 22 are directly input. It is designed to be input to the input port.

Further, the CPU 27 uses the bus line to store the program data and fixed value data in the ROM 31, the RAM 32 that is updated and sequentially rewritten, and the battery 24 that causes the battery 2
Battery backup RAM backed up by retaining its memory while 4 is connected
(BURAM) 33 is designed to exchange data.

The data in the RAM 32 is erased and reset when the ignition switch 26 is turned off.

In addition, an ignition timing control signal is sent from the CPU 27 to the ignition driver 5.
It is output to the power transistor 52 via 3, and the four ignition plugs 18 are sequentially sparked from the ignition coil 51 via the distributor 50.

Further, a fuel injection control signal is output from the CPU 27 via the injector driver 34, and the four injectors 8
Are driven in sequence.

By the way, when the fuel blend ratio (mixing ratio of gasoline and alcohol; 0 to 1) changes, the ignition timing control signal and the fuel injection control signal must be changed accordingly.
Optimal ignition timing control or fuel injection control cannot be performed.

For this reason, the present system has means for calculating the current fuel blend rate in real time. That is, as shown in FIG. 1 (a), first, a fuel refueling / consumption discriminating means for discriminating between fuel refueling and fuel consumption by receiving detection signals from the fuel inlet switch 63 and the tank remaining amount sensor 64. 70
Is further provided, and a supply fuel blending rate calculating means 71 for calculating the blending rate of the supplied fuel from the determination results of the fuel type switch 62 and the fuel refueling / consumption determining means 70 is provided. The fuel blending rate information obtained by the blending rate computing means 71 is inputted to the fuel supply control means 72 which issues a fuel injection control signal and the ignition timing control means 73 which issues an ignition timing control signal.

The fuel supply control means 72 and the ignition timing control means 73
In addition to the fuel blend rate information, the engine operating state information such as the engine load and the engine speed is input to the.

Next, a procedure for calculating the current fuel blend rate in real time will be described with reference to FIG.

First, in step a1, the tank remaining amount is read from the tank remaining amount sensor 64, and this is set as TANK. Here, the reading of the remaining tank amount is performed for each required timer interrupt.

After reading the tank remaining amount in this way, in the next step a2, the past tank remaining amount TANKOLD and the above value T
Compare with ANK. If TANK> TANKOLD, in the next step a3, it is judged from the signal from the fuel inlet switch 63 whether or not the inlet is open. If the inlet is open, the fuel refueling / consumption discriminating means 70 determines from the determination results in steps a2 and a3 that fueling is in progress, and in step a4, based on the signal from the fuel type switch 62. It is determined whether the refueling fuel is gasoline.

If it is determined to be gasoline, step a5
Then, the current gasoline amount TANKG is added to the fuel increase amount (TANK-TANKO
LD) is added and updated as a new gasoline TANKG, while if it is determined to be alcohol, at step a6, the current alcohol TANKA is added to the fuel increase (TANK).
-TANKOLD) and add this to the new alcohol content TANKA
To update as.

After that, in step a7, the current value TANK is changed to the past value TANKOL.
Then, in step a8, the blend ratio BLEND is calculated from the following equation.

BLEND = TANKA / (TANKA + TANKG) Since the above formula is the alcohol blending ratio, the blending ratio can also be obtained from the following formula as the gasoline blending ratio BLEND ′.

BLEND ′ = TANKA / (TANKA + TANKG) The above calculation is performed by the supply fuel blend ratio calculation means 71.

By the way, if TANK> TANKOLD is not satisfied in step a2, the fuel refueling / consumption determining means 70 determines that fuel is being consumed, and in the next step a9, the consumption rate C is obtained from the following equation.

C = TANK / TANKOLD After that, in step a10, the present tank residual amounts TANKG and TANKA of gasoline and alcohol are calculated from the following equation.

TANKG = C × TANKG TANKA = C × TANKA After that, the processes of steps a7 and a8 are performed.

That is, during refueling, steps a1 → a2 → a3 → a4 → a5
Alternatively, the process through → a6 → a7 → a8 is performed, and during fuel consumption, the process through steps a1 → a2 → a9 → a10 → a7 → a8 is performed.

By the way, in this engine system, the ignition timing and the fuel amount correction coefficient are obtained in the main routine.
Next, this main routine will be described with reference to FIG. First, in step b1, the operating state of the engine (engine load, engine speed, etc.) is input, and then the basic ignition timing θ _G is set according to (A / N, N) from the gasoline ignition timing map. (Step b2), Basic ignition timing θ _A according to (A / N, N) from ignition timing map for alcohol
Is set (step b3).

The A / N is the intake air amount A divided by the engine speed N, and means the intake air amount information per engine revolution, and this information has engine load information.

After that, in step b4, the basic ignition timing θ ₀ is interpolated according to the blend ratio BLEND by the following equation.

θ ₀ = θ _A × BLEND + (1-BLEND) × θ _G After that, in step b5, the ignition correction value θ ₁ is calculated after calculating the ignition correction value θ ₁ such as the water temperature correction value and the intake air temperature correction value.
= Θ ₀ + θ ₁ (step b6).

As a result, the ignition timing θ is obtained, and in step b7, the fuel amount correction coefficient K such as the water temperature correction coefficient and the air-fuel ratio correction coefficient and the battery voltage correction coefficient T _D are calculated.

Further, the ignition timing control signal and the fuel injection control signal are output for each crank interruption, and the processing flow in such a case will be described with reference to FIG.

First, in step c1, the ignition timing data θ is set in the ignition driver (timer), and in step c2, the ignition driver is triggered. As a result, the ignition driver times out at the ignition timing corresponding to the ignition timing data θ, and the ignition plug
18 sparks.

In addition, after triggering the ignition driver, step
c3, air flow sensor 11 and engine speed sensor 20
A / N is calculated from the above, and in step c4, the basic injection amount T _B interpolated according to the blend ratio BLEND is set. That is,
The basic injection amount T _B is set based on {K ₁ × BLEND + K ₂ × (1-BLEND)} × A / N.

Then, after that, in step c5, the injection time Tinj is changed to T _B
× K + T _D , and in step c6, injection time Tinj
To the injection driver (timer), and in step c6,
Trigger the injection driver. As a result, the fuel is injected for the time Tinj set by this injection driver.

In this way, optimal ignition timing control and fuel injection control according to the fuel blend ratio can be performed.

Further, during fuel refueling, the fuel type switch 62 can easily and surely determine the type of fuel supplied (gasoline or alcohol) from the shape of the refueling guns 65, 65 '. Since the blending ratio of the supplied fuel is calculated from the discrimination result and the discrimination result of the fuel refueling / consumption discriminating means 70, the blending ratio can be obtained with a simple configuration, and further, the fuel blending as a result of this computation. The ratio can be used to perform optimum ignition timing control and optimum fuel injection control.

The step a3 in FIG. 7 used when detecting that the fuel is being refueled can be omitted. Further, in this case, the fuel inlet switch 63 can also be omitted.

Also, set the fuel type switch 62 to the fuel filler port to the fuel tank 60.
One switch is provided near 61A, and a plurality of fuel type switches 62 are provided near the fuel inlet 61A to the fuel tank 60 (for example, 2
It is also possible to determine the type of supplied fuel from the detection results of the plurality of fuel type switches 62.

Further, as a means for detecting that the fuel is being supplied, a means for detecting whether or not fuel is flowing in the fuel passage can be used.

[Effect of device]

As described in detail above, according to the supply fuel blend ratio calculating device of the present invention as set forth in claim 1, a fuel supply gun having a different shape for each supply fuel is provided in the vicinity of the fuel supply port to the fuel tank. , A supply fuel discriminating means for discriminating the type of the supplied fuel from the shape of the refueling gun, and a supply fuel blending ratio computing means for computing the blending ratio of the supplied fuel based on the discrimination result of the supplied fuel discriminating means. With such a configuration, when the fuel is supplied to the fuel tank, there is an advantage that the fuel type can be easily and surely determined and the blend ratio of the supplied fuel can be calculated.

Further, there is an advantage that the engine type can be obtained in real time and the appropriate engine control can be performed.

Further, in the supply fuel blend rate calculating device of the present invention as set forth in claim 2, in the vicinity of the fuel inlet to the fuel tank into which the fuel gun having a different shape for each supplied fuel is inserted, A supply fuel determination means for determining the type of the supplied fuel and a fuel refueling / consumption determination means for determining whether the fuel is being refueled or consumed are provided, and the supply fuel determination means and the fuel refueling / consumption are provided. Since the supply fuel blend rate calculation means for calculating the blend rate of the supply fuel from each determination result with the determination means is provided, there is an advantage that the fuel type and thus the fuel blend rate can be obtained in real time and appropriate engine control can be performed. is there.

[Brief description of drawings]

1 to 9 show an engine control device having a supply fuel blend ratio calculation device according to an embodiment of the present invention.
FIG. 1 (a) is a control block diagram thereof, FIG. 1 (b) is a diagram schematically showing the overall configuration thereof, FIG. 2 is an overall configuration diagram showing an engine system having the present device, and FIG. Fig. 4 is a control glock diagram of the engine system, Fig. 4 is a cross-sectional view showing the disposition position of the fuel type switch, Fig. 5 is a diagram showing the gasoline refueling gun inserted into the refueling port, and Fig. 6 is its methanol. FIG. 7 is a view showing a state in which a fueling gun is inserted into a fueling port, FIG. 7 is a flowchart for explaining a fuel blending rate calculation procedure, FIG. 8 is a flowchart for explaining a main routine at the time of engine control, and FIG. 9 is an engine. It is a flow chart explaining a crank interruption routine at the time of control. 1 ... Combustion chamber, 2 ... Intake passage, 3 ... Exhaust passage, 4 ...
Intake valve, 5 exhaust valve, 6 air cleaner, 7
Throttle valve, 8 ... Solenoid valve (injector), 9 ...
Catalytic converter, 10 …… ISC motor, 11 …… Air flow sensor (volume flow meter), 12 …… Intake air temperature sensor, 13 …… Atmospheric pressure sensor, 14 …… Throttle sensor, 15 …… Idle switch, 16 …… Motor Position sensor, 17 ... O ₂ sensor as oxygen concentration sensor, 18 ... Spark plug, 19 ...
… Water temperature sensor, 20 …… Starter switch, 21 …… Crank angle sensor (engine speed sensor), 22 …… TDC sensor, 23 …… Electronic control unit (ECU), 24 …… Battery, 25 …… Battery sensor, 26 …… Ignition switch (key switch), 27 …… CPU, 28,29 …… Input interface, 30 …… A / D converter, 31 …… ROM, 32 ……
RAM, 33 ... Battery backup RAM (BURAM), 34 ...
… Injector driver, 50 …… Distributor,
51 ... Ignition coil, 52 ... Power transistor for ignition timing control, 53 ... Ignition driver, 60 ... Fuel tank, 61 ...
... Fuel passage, 61A ... Refueling port, 61B ... Fuel lid, 62 ... Fuel type switch as means for determining supplied fuel, 62a ... Button member, 62b ... Return spring,
62c switch part, 63 ... Fuel inlet switch, 64 ... Tank remaining amount sensor, 64a ... Float, 64b ... Potentiometer, 70 ... Fuel refueling / consumption determination means, 71 ... Supply fuel blend ratio calculation means, 72 ... Fuel supply control means, 73 ...
... Ignition timing control means.

Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display location F02M 37/00 H 301 Q

Claims (2)

[Scope of utility model registration request] 1. A supply fuel discriminating means for discriminating the type of the supplied fuel from the shape of the refueling gun in the vicinity of a refueling port into a fuel tank into which a refueling gun having a different shape for each supplied fuel is inserted. A supply fuel blending ratio calculating device, comprising: a supply fuel blending ratio calculating device for calculating a blending ratio of the supplied fuel based on the determination result of the supply fuel determining device. 2. A fuel supply discriminating means for discriminating the type of fuel supplied from the shape of the fueling gun is provided in the vicinity of a fueling port to a fuel tank into which a fueling gun having a different shape for each fuel supplied is inserted. Further, a fuel refueling / consumption discriminating means for discriminating between fuel refueling and fuel consumption is provided, and the blending ratio of the supplied fuel is determined from the respective discrimination results of the fuel supply discriminating means and the fuel refueling / consumption discriminating means. A supply fuel blend ratio calculation device, characterized in that a supply fuel blend ratio calculation means for calculating is provided.