JPS58160522A - Electronic fuel injection controller of multi-cylinder internal-conbustion engine - Google Patents

Abstract

PURPOSE:To prevent double or no injection of fuel by means of a fuel injection controller which is used in an internal-combustion engine by making one injection for every cylinder immediately after starting of actuation of a starter switch and then prohibiting injection during one turn of the engine. CONSTITUTION:After a start instruction is inputted, an initial data value 4 or a data value of the second TDC synchronous signal which is smaller by one than the precedent output value is sent to a decoder 522. The decoder 522 generates an output O until each one of all cylinders completes one each suction stroke. Thereafter, the output of the decoder 522 is turned to 1 until a start signal is newly inputted in response to an ON signal of a starter switch. Fuel is supplied only once for all cylinders at the same time by an initial asynchronous pulse CP generated immediately after the starter switch is turned on. Thereafter, injection is prohibited by the output of the decoder 522 until every cylinder completes one each suction stroke. This may prevent malfunction.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronic fuel injection control device for a multi-cylinder internal combustion engine that enables smooth and reliable starting of the internal combustion engine.

Internal combustion engine, Il# is the opening time of the fuel injection device of the gasoline engine, a reference value K according to the engine speed and the absolute pressure in the intake pipe, specifications representing the operating state of the engine,
For example, engine speed, absolute pressure in the intake pipe, engine water temperature, throttle valve si! Every time.

The amount of fuel injection is controlled by adding and/or multiplying a constant and/or coefficient according to the exhaust concentration (oxygen concentration t>, etc.) by electronic means, thereby controlling the amount of fuel injection, thereby controlling the air-fuel mixture supplied to the engine. The applicant has proposed an electronic fuel injection control device that controls the air-fuel ratio of the fuel.

If fuel is not properly supplied immediately after starting a multi-cylinder internal combustion engine using the electronic fuel injection control device according to this proposal, fuel may be injected twice or not at all during the first intake stroke of each cylinder. may occur.

This will be explained in more detail with reference to FIG. Figure 1 (
1) shows an example where fuel supply is not performed properly immediately after starting; when the engine starter switch is activated,
The engine sequentially performs the intake stroke of each cylinder by the starter (in the example in Figure 1 (1), the order starts from the intake stroke of the IM3 cylinder and goes sequentially! R4 → Building 2 → 2nd → 1st → 1st). However, if the fuel injections of the injectors arranged in each cylinder are performed in the correct order corresponding to the intake stroke of each cylinder of an engine, there will be no delay, but immediately after starting, the cylinder discrimination detector Since the cylinder discrimination signal is not necessarily input immediately after startup, it is difficult to actually perform fuel injection tS in the correct order corresponding to the intake stroke of each cylinder until the cylinder discrimination signal is input. Figure 1 (a
), the fuel injection valve operation sequence starts with the injection valve of the 2nd cylinder, then the 1st - + 3rd cylinders, but before the 4th cylinder's injector O drive signal is output. The cylinder discrimination signal is input, and at this point the correct order of operation of the injectors can be determined, so the next injector drive signal is the drive signal for the first cylinder, which is then output again and is correct in accordance with the intake stroke of each cylinder of the engine. Fuel injection is performed in sequence. If fuel injection is performed in the order described above, no fuel injection will be performed during the intake stroke of the 3rd and 4th cylinders immediately after the engine starts, and only air will be supplied to the inner cylinders. and no combustion takes place. Also, in the intake stroke of the second cylinder, the third
The fuel injected into the second cylinder intake pipe during the cylinder intake stroke is f
There is no problem since it is supplied to the a2 cylinder, but the next one
During the intake stroke of the cylinder and the third cylinder, the fuel injected in advance into each intake pipe is also taken in at the same time, so the K is the same as if the fuel injection had been performed twice, and the air-fuel mixture with a very large amount of fuel is inside. It is supplied to the cylinder. Continued <$114
Regular fuel injection 11 is performed from the intake stroke of the cylinder onwards. In this way, the cylinder discrimination signal is always immediately after starting.

Since no input is made, fuel may not be properly supplied to each cylinder immediately after startup, and fuel injection may not be performed once or may be injected twice, resulting in smooth and accurate fuel injection. A difficult start is a problem. Incidentally, since fuel injection by the sub-injector is performed by one injector common to all cylinders, fuel injection can be performed in synchronization with each TDC signal even if the cylinder discrimination signal is not input immediately after starting. Therefore, in the case of a sub-injector, the problem that occurs in the case of a main injector does not occur.

According to the present invention, even if a cylinder discrimination signal is not input immediately after the engine starts (even if the cylinder discrimination signal is not inputted), the first fuel injection is performed simultaneously in all cylinders at the time of starting, and from immediately after the engine starts until each cylinder has undergone one intake stroke. If you do not operate any of the fuel injection valves and perform the second and subsequent fuel injections in a predetermined order immediately after each intake stroke, the fuel will be injected into each cylinder immediately after the engine starts. To provide an electronic fuel injection control device for a multi-cylinder internal combustion engine that prevents double injection or no fuel injection at the time of supply and enables smooth and reliable starting.

An embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 2 is an overall configuration diagram of the apparatus of the present invention, and reference numeral 1 indicates, for example, a 4-cylinder 1 internal combustion engine;
A main combustion chamber and an auxiliary combustion chamber communicating with it (both not shown)
It is of the form consisting of.

An intake pipe 2 is connected to the engine IK, and the intake pipe 2 consists of a main intake pipe communicating with each main combustion chamber and a sub-intake pipe (both not shown) communicating with each sub-combustion chamber. A throttle body 3 is provided in the middle of the intake pipe 20, and a main throttle valve and a sub-throttle valve (both not shown) disposed inside a main intake pipe and a sub-intake pipe, respectively, are provided in conjunction with each other. A throttle valve opening sensor 4 is connected to the main throttle valve and converts the valve opening f of the main throttle valve into an electrical signal and sends it to an electronic control unit (hereinafter referred to as rECUJ) 5.

A fuel injection device 6 is provided in the intake pipe 2 between the engine 1 and the throttle body 3 . This fuel injection device 6 includes a main injector and a sub-injector (both not shown).
The main injector is located in the main intake pipe a little upstream of the intake valve (not shown) for each cylinder, and the sub-injector is located in the auxiliary intake pipe a little upstream of the auxiliary throttle valve and common to each cylinder. are provided. The fuel injection device 6 is connected to a fuel pump (not shown). The main injector and sub-injector are electrically connected to the ECU 5), and the valve opening time of fuel injection is controlled by a signal from the ECU 3.

On the other hand, an absolute pressure sensor 8 is provided directly below the main throttle valve fItK of the throttle body 3 via a pipe 7t), and the absolute pressure signal converted into an electrical signal by the absolute pressure sensor 8 is transmitted to the E Sent to CU 5. Further, an intake temperature sensor 9 is installed downstream of the intake temperature sensor 9.
This intake air temperature sensor 9 also converts intake air humidity into an electrical signal and sends it to the ECU 3.

The main body of the engine 1 is provided with an engine water temperature sensor 10, which is made of a nermistor or the like and is inserted into the circumferential wall of the engine cylinder filled with cooling water, and supplies its detected water temperature signal to the ECU 3.

'1. + Engine speed sensor (hereinafter referred to as rNe sensor) 1
1 and a cylinder discrimination sensor 12 are installed around the camshaft or crankshaft (not shown) of the engine), and the former 1'1 is the TDC signal, that is, the 18 of the engine crankshaft.
0@11 outputs one pulse each at a predetermined vertical crank angle position for each revolution, and the latter one outputs one pulse each at a predetermined crank angle position of a specific cylinder, and these pulses are BCUSK.
Sent.

A three-way catalyst 14 is disposed in the exhaust pipe 13 of the engine 2 and 1 to purify HC and CO1NOx components in the exhaust gas. An oxygen sensor 15 is inserted into the exhaust pipe 13 on the upstream side of the three-way catalyst 14, and this sensor 15 detects oxygen aft in the exhaust gas.
It detects and supplies the detected value signal to the ECU 5.

Furthermore, the ECU 3 includes a sensor 16 for detecting atmospheric pressure, an engine starter switch 17, and a battery electrode 1.
8 is connected to fi, and the ECU 3 is supplied with a detected value signal from the sensor 16, a voltage signal from the battery electrode, and an on/off state signal of the starter switch.

Next, details of the fuel control operation of the electronic fuel injection control device of the present invention having the above-mentioned configuration will be explained with reference to FIGS. 1 and 2, dK, and FIGS. .

First, FIG. 3 shows the air-fuel ratio control of the present invention, that is, the valve opening times Tou? of the main and sub-injectors in the ECU 3. M
, This is a block diagram showing the overall program structure of the control contents of TOUT8, which is composed of main program 1 and sub program 2. Main program 1 performs control in synchronization with the TDC signal based on the engine rotation speed Ne. control subroutine 3 and basic control program 4, while subprogram 2 is TDCg.
This consists of an asynchronous control subroutine 5 in case of not synchronizing with the signal.

Basic calculation formula % formula % (
1) (2) Expressed as: Here Ticmm, Ticlg
are reference values for the valve opening times of the main and sub-injectors, respectively, and are determined by Ticmm and Ticitg tables 6.7, respectively. KNe is the correction coefficient at the time of starting specified by the rotation @Ne. KNe table 8
Determined by. Tv is a constant for increasing or decreasing the valve opening time according to changes in battery voltage, and is obtained from TV table 9, and is Tv K for the sub-injector.
On the other hand, the main injector is given an additional amount depending on the operating characteristics of the injector due to the difference in structure.

Further, the basic calculation formula in the basic control program 4 is expressed as the % formula % (3) (4). Here, TiM and Tig are the reference values for the valve opening time of the main and sub-injectors, respectively,
Each is calculated based on the basic Ti map 10. TDIC
, TACC are constants during deceleration and acceleration, respectively, and are determined by the acceleration and deceleration subroutine 11.

Various coefficients such as Ktm, Ktw, etc. are calculated by respective tables and tables 12. KT is an intake air temperature correction coefficient calculated from a table based on the actual intake air temperature, KTW is a fuel increase coefficient calculated from a table based on the actual engine water temperature, and KA is an intake air temperature correction coefficient.
FC is the fuel increase coefficient after the 7 fuel cut determined by the subroutine, Kpm is the atmospheric pressure correction coefficient determined from the table based on the actual atmospheric pressure, Km8 is the fuel increase coefficient after startup determined by the subroutine, K
wot is a constant and is a fuel-air mixture enrichment coefficient when the throttle valve is fully opened, Kos is a feedback correction coefficient determined by a subroutine according to 0@element'a [in the actual exhaust gas, and KLI is a constant and is a lean enrichment coefficient.・This is the air-fuel mixture concentration coefficient during stoichiometric operation. Stoichiometry is 8to
Ichiometric is an abbreviation for stoichiometric amount, that is, stoichiometric air-fuel ratio. Further, TACC is a fuel increase constant during acceleration determined by a subroutine, and is determined from a predetermined table.

On the other hand, the formula for calculating the asynchronous control subroutine 5 of the main injector opening time TM which is not synchronized with the TDC signal is: lT+ (government +41)...
−・(5) Here, Ti is a fuel increase reference value during acceleration control that is asynchronous during acceleration, that is, not synchronized with the TDC signal, and is determined from the Ti whip 13.

Ktkaif is the water temperature increase coefficient Ktw as shown in Table 14)
These are the fuel increase coefficients during synchronous acceleration, after acceleration, and asynchronous acceleration calculated based on the calculation results.

Figure 1114 shows K during steady operation immediately after starting in Figure 1.
This is a timing chart showing the relationship between the cylinder discrimination signal and TDC signal input to the ECU 5 and the main and sub-injector drive signals output from the HCH 3. Pulse 8ia of the cylinder discrimination signal 8m corresponds to the engine crank angle 720'. @Kl bus is input one by one, and in parallel,
Pulse 85m-8se of TDC signal I is engine glue 2
One pulse is input for each ink angle of 18 G', and the output timing of the main injector [No. 1111 5S-S] of each cylinder is set from the relationship between these two fil) 114. That is, the first TDC signal pulse 8sa outputs the main injector drive signal 8s for the first cylinder, and the second
At the third TDC signal pulse sob, the main injector drive signal 84 for the third cylinder is output, and the third pulse 8
The fourth cylinder drive signal 8 is output at the warehouse C, and the second cylinder drive signal 8- is output at the fourth pulse 8sd. Also, sub-injector drive signal 8! is each TDC
Every time a signal pulse is input, that is, every crank angle of 1800,
Generates one pulse at a time. In addition, the pulse Bam of the TDC signal
, 8mb・----t'z cylinder It is set to occur 6f earlier than the cylinder pinton dead center, and due to the delay due to calculation time in the ECUs, the opening of the intake valve before the top dead center, and the operation of the injector. It is designed to absorb in advance the time lag between when the air-fuel mixture is generated and when the air-fuel mixture is introduced into the cylinder.

The first method of supplying fuel to each cylinder immediately after startup according to the present invention is as follows.
This will be explained starting from K in Figure (b). In the present invention, a constant period pulse signal (hereinafter referred to as "
This system utilizes a predetermined amount of fuel to be injected into all cylinders at the same time in synchronization with the first pulse of the asynchronous signal immediately after the starter switch is actuated, and then each cylinder injects once. No fuel is injected into any cylinder until the end of the stroke. Since the first cylinder discrimination signal is inputted every time each cylinder goes through one intake stroke, it is possible to determine which one is K during the intake stroke immediately after each cylinder goes through one intake stroke after starting. It is possible to determine whether fuel should be injected into the cylinder's injection valve. In the example shown in Fig. 1-), the intake stroke starts from the 4th cylinder, and after passing through the intake stroke IIi of each cylinder once without fuel injection, the intake stroke starts again from the fuel injection valve of the 4th cylinder, and then the intake stroke starts from the fuel injection valve of the 4th cylinder. Accordingly, fuel injection corresponding to the intake stroke of each cylinder of the engine is performed. During the intake stroke of the 4th cylinder immediately after the engine starts, the fuel that was injected into the intake pipe of the 4th cylinder immediately before is supplied to the 4th cylinder, and during the intake stroke of the 2nd cylinder, the fuel The fuel injected into the intake pipe is the second
The first cylinder is supplied to the cylinder and similarly follows it. Even during the intake stroke of the third cylinder, the fuel injected into each intake pipe immediately before the fourth cylinder intake stroke is supplied to each cylinder. In the subsequent intake stroke of each cylinder, the fuel injected into the intake pipe of the skeleton cylinder immediately before the intake stroke is supplied to the cylinder in a predetermined order.

FIG. 5 shows a flowchart of the main program 1 when performing valve opening time control in synchronization with the TDC signal in ReO5, and the entire program consists of immediately after start-up control and input signal processing block I, basic control block ①, and start-up control ②. It consists of. First, in the input signal processing block (2), when the engine ignition switch is turned on, the CPU in ReO2 initializes (step l), activates the starter switch, and simultaneously injects fuel into all cylinders using the asynchronous signal immediately after the activation of the starter switch. Then, the main injector drive signal circuit is closed until the TDC synchronization signals for several cylinders are counted (step 2).
). Furthermore, the fuel injection from the sub-injector starts immediately after starting.9
The valve opening time Ti is calculated by the same method calculated in a subroutine described later in accordance with the TDC synchronization signal, and fuel is supplied to each cylinder.

Next, when the next TDCg is input, all basic analog values such as atmospheric pressure P from each sensor, absolute pressure P1, engine water temperature Tw, atmospheric temperature T, battery pressure v, throttle valve open f#th, The Os sensor output voltage value v1 and the on/off state of the starter switch 17 are checked by ECUS.
(Step 3). Next, the elapsed time from JI's first 0 TDC signal to the next TDC signal is counted, and based on that value, the engine rotation speed Ne is calculated and stored in BcU5 (step 4).

Next, in the basic control block (2), it is determined based on the calculated value of Ne whether the engine speed is less than or equal to the cranking speed (starting speed) (step 5). If the answer is affirmative (Yes), the process is sent to the startup control subroutine of the startup control program ①, and T i CIM is determined based on the engine cooling water temperature Tw using the Ti01M table and the 1101g table.

Determine the Tic mouse 8 (Sten, Pro), and determine the Ne correction coefficient K)ie using the KNe table (Step 7), and determine the battery voltage correction constant Tv using the TV table (Step 8). Enter the numerical value in both formulas (1
), (2) to calculate Totrtm and Touts (step 9).

If the answer is No in step 5, it is determined whether or not the engine is in a 7-year cut-off state (step 10), and the answer is affirmative (Y).
ell), the values of TootM and Totrta are both set to zero and a 7-well cut is performed (step 11).

On the other hand, if the answer is determined to be No in step IO, each correction coefficient Kt, KTW, KAFC.

KPA, KAIIT, KWOT, KOs, KL
li, KTWT, etc. and correction constants TDIC, TACC
, TV, and ノTV are calculated (step 12). These correction coefficients and constants are determined by tables, tables, etc., respectively.

Next, a predetermined corresponding map is selected according to each data such as rotation speed Ne% absolute absolute pressure, etc., and lTim,
Determine Tis (step 13). Based on the correction coefficient value, correction constant value, and reference value obtained in step 12.13 above, calculate the equations (3) and (4)K. *
Tontii and Totrts+ are calculated (step 14). And TOUTM thus obtained.

The main and spring injectors are operated based on the value of Touts+ (step 15).

As mentioned above, in addition to controlling the valve opening times of the main and sub-injectors according to the TDC signal KM mentioned above, the TDC
(Asynchronous control is performed in which the main injector is controlled in synchronization with a pulse train that is not synchronized with No. Ii but is repeated at a certain time, but a detailed explanation thereof will be omitted.

Next, the above-mentioned method of supplying fuel immediately after starting will be described in detail below.

Figure 6 follows step 2 of Figure 5. When the starter switch is activated (step 21), the basic injection time Ti of the main injector is required for simultaneous fuel injection in all cylinders.
CR irises are required. The basic injection time Tic-V is calculated in the same manner as the starting control subroutine 3. First, engine temperature [TW] and battery voltage official values are read (step 22).
. Coefficient KNc4'l corrected according to engine speed
In this step 2, it is set to KNe-1 (step 23).

The basic injection time is determined according to the engine water temperature TwK (step 24), and both equations (1) and J) are obtained.
TM is calculated (step 25).斯(obtained TO
Simultaneously with the asynchronous signal immediately after the starter switch is activated or turned on based on UTM@, the fuel injection valves disposed in all cylinders are activated simultaneously, and a predetermined amount of first fuel is supplied to each cylinder (step 26). Then TDC
A synchronization signal is input (step 27), and the input signal is used to determine whether the number of cylinders has been counted, that is, whether each cylinder has undergone one intake stroke (step 28).
), when each cylinder completes one suction stroke, the process proceeds to step 3 in FIG.

In addition, the basic injection time T for calculating the first fuel injection time
& is calculated using the same calculation method as in the start-up control subroutine, but a value obtained by multiplying the calculated TiK by a predetermined coefficient may be used if necessary.

Further, in actual step 2, a flowchart for valve opening control of the sub-injector is added, but is omitted for the sake of brevity.

FIG. 7 is a circuit diagram of the internal configuration of the BCU 5 used in the above-mentioned electronic fuel injection control device of the present invention, particularly showing in detail the fuel supply control circuit portion at the time of starting.

The engine rotation speed sensor 11 in FIG. ) each input side of the value calculation circuit 504 and the 4-way counter 505, and the ANDIR path 506
t - the first of the programmable down counters 507 through
are connected to input terminals 507a and K, respectively. Second
Cylinder discrimination sensor in the diagram? 12 is a one-shot circuit 5o
It is connected to the reset input terminal of the 4-over counter 505 via st. Absolute pressure sensor 8 and engine water temperature sensor in Figure 2? The output values from the PI value registers 10 and 10 are respectively stored in the PI value register 5 (1, Tw value register 510).
The synchronous 'ri(s) value calculation circuit 502 and the synchronous Ti(
b) They are each connected to the value calculation circuit 504. The output side of the synchronous Ti(IAlAl circuit 502 is 'ri(a
) The sub-injector 601K of the fuel injection system-j shown in FIG. 2 is connected to the value control circuit 511 and further via the injector drive circuit 512. Synchronous Ti (the output side of the ml value calculation circuit 504 is connected to one input terminal of each of the AND circuits 513a to 513d, and the AND circuit 51
The output sides of 38-513d are Ti (Ml-4) value control circuits 514i-514d and OR circuits 515m-
515d and injector drive circuits 5161 to 516
d to the main injectors 6028 to 6024 of the fuel injection device 6 in FIG. 2, respectively, in this order. The output side of the quaternary counter 505 is a decoder 51
7, and the decoder 517 is further connected to the output terminal 517.
The AND circuits 513a to 513d via a to 517d
are connected to each other input terminal K. The output signal of the starter switch 17 in FIG.
As a T signal, the synchronized Ti(s) and Ti(b) value calculation circuits 502 and 5on) each input side! At the same time, it is connected via a one-shot circuit 519 to the 20th input terminal 507b of the programmable down counter 507 and the input terminal of the D-type flip-flop 5400D. The third input terminal 507CK of the log pulldown counter 5G70 is connected to data 4 memory 521-IIX* corresponding to a four-cylinder engine in which injections are sequentially performed, and the output terminal 507d is connected to the input side of a decoder 5220. The output side of the decoder 522 is directly connected to the input terminal 517f of the decoder 5170 and the ANDigl path 503.
to the other input terminal of the AN
They are respectively connected to the other input terminal of the DI circuit 506. The input terminal of the D-type 7-rip 70 tube 54000 is connected to a clock pulse generation circuit 528KIIR, so that a pulse signal CP (FIG. 1(b)) of a predetermined W period is applied in the evening.

The Q output terminal of this D-type flip-flop 540 is basically T
520 km of i(Iar) calculation circuits are connected.

The output signal from the engine coolant temperature sensor 10 and the voltage signal from the battery voltage sensor 111g shown in FIG.
523 is connected to the input side of the 'I'1(nrr) calculation circuit 5200.

The output side of the TI (IN'r) calculation circuit 520 is asynchronous Ti control (c) via an AND circuit 524 and an OR circuit 525t.
Furthermore, the asynchronous Ti1lJ control circuit 52 is connected to the
The output side of 6 is connected to the other input terminal of each of the OR circuits 515a-d. Asynchronous Ti calculation circuit 52702
A clock generation circuit 528 and a #th value register 529 that stores the output signal from the throttle valve opening sensor 4 shown in FIG. The other input terminal Km of the OR circuit 525 is connected to the other input terminal Km of the OR circuit 525 via an AND circuit 530.

The input terminal 5311 of the comparator circuit 5310 is connected to the NCR value memory 532, and the input terminal 531b is connected to the Nl value register 533 which stores the NR value corresponding to the rotation speed of the engine by the TDC signal, and the output terminal 5
31C is connected to the other input terminal of the AND circuit 530 and the ANDI circuit 524 via the inverter 534t.
are connected to each.

The operation of the circuit configured as above will be explained below. When the starter switch 17 is actuated, the switch-on signal is shaped into a step-like square wave by the Schmitt circuit 518, and is supplied as an 8-phase signal to the one-shot circuit 51 and the synchronous Ti value calculation circuits 502 and 501C. The 8-step signal that changes stepwise is the one-shot circuit 519.
, the circuit 519 generates a pulse-like rectangular wave signal once in response to the change in the scissors, and this signal is applied to the pulldown counter 307 and the D-type flip 70 knob 540 as a start command. .

The D-type flip-frog 540 receives a start command and after the D input terminal becomes /1 level, a time jt (first
When the clock pulse CP is input to OII, the output terminal Q is reset to a low level, and is reset to a low level when the next clock pulse CP is input. That is, the output of the D-shaped flip-flop 540 is at a high level when the clock pulse CP is first input after the start command is input, and the start command is also delayed by a time t. The output of this D-type flip-flop 540 is the basic Ti(1)i' as a start command.
r) applied to calculation circuit 520;

When a start command is applied to the Ti (Iat) calculation circuit 520, the engine coolant temperature Tw value register 510 and battery voltage 〒V value, which are input in order to calculate the basic injection time Ti of the main injector immediately after the starter switch is turned on, are applied. Based on the output signal from the register 523, the basic (initial) valve opening time Ti (ntr) of the injection valve is calculated by the method detailed in FIG. 6 above. The calculated valve opening time Ti (I paddle) is supplied to the output terminal of the Ti (way) calculation circuit 520 and to one input terminal of the AND circuit 524.

Note that the armpit valve opening time Ti (rat) is calculated only K1 times each time a start command is applied. Therefore, unless starter switch 1 is operated again, Ti(INY)
Since the start command is not applied to the calculation circuit 520, the valve opening time Ti(xx〒) will not be calculated again until then. A predetermined engine speed (e.g. 400 rpm) to determine whether the engine is ready to start
) The corresponding NCR value is stored in the memory 532, and the comparator circuit 5310 input terminal 531aK armpit memory value N
c-o is input as signal AI. On the other hand, the other input terminal 53lbK of the comparator circuit 531 is a value Ng corresponding to the actual rotational speed NefC of the engine (NR is the rotational speed N
@Nl, where Ne is small, increases in proportion to the reciprocal of e. )
is input from the Nl value register 533 as the signal B1. In the comparison side path 531, when B*(Ax does not hold,
That is, when the engine speed is less than 400 rpwa and the engine is in the starting state, the output -0 is supplied from the output terminal 531C to the AND circuit 530, and
It is inverted by an inverter 534 and the output -l is supplied to the other input terminal of the AND circuit 524. Therefore, when the engine speed Ne is less than 40 Orpm, 11iAN
Since the D circuit 524 has an open state of 1iK, the AND circuit 52
The valve opening time Ti(r
Nt) is input to an asynchronous Ti111I111 path 526 via an AND circuit 524 and an OR circuit 525. The skeleton asynchronous Ti III control circuit 526 operates the OR circuits 515a to 5 during a predetermined valve opening time corresponding to the valve opening time Ti (IN).
Injector drive circuit 516 of each cylinder via 15dt
aj-516dK simultaneously provides output signals. Injector drive circuits 516 Hatake to 516d supply the drive output of each main injector 602a to 602d to each main injector 6021 to 6026 to open the valve, and as described above, the first asynchronous pulse CPK immediately after turning on the starter switch pTi(xwt ) A calculation circuit 526 calculates a predetermined valve opening time, and fuel is supplied to each cylinder only once at the same time (for the fuel injection valve of the gold cylinder).

On the other hand, the start command from the one-shot circuit 519 is applied to the programmable down counter 507, and as described above, the ll30 input terminal SO'lcK of the programmable down counter 507 is connected to the data 4 memory 52.
1) In addition to inputting the initial data value 4, the output signal from the engine speed sensor 11 is inputted to the input terminal 507aK as a TDC synchronization signal via the DO path 501 and the AND circuit 506. The programmable down counter 507 inputs the input edge of the start command [When the TDC synchronization signal is applied, the first TDC synchronization signal sets the initial data value 4, and the second TDC synchronization signal sets the previous output value by 1. Kotsun counter 507 is TDC
Each time the synchronization signal is applied, a data value that decreases sequentially is supplied to the decoder 522. The decoder 522 is configured to output an output -l when the input data value is 00, and an output -0 at other times. Each cylinder has 1 intake each time!
! The output -0 is output from the decoder 522 until passing through the input terminal 517f of the decoder 5170, and the output -0 is supplied to the other input terminal of the AND circuit 503 and the human power terminal 517fK of the decoder 5170, and the output IK is inverted by the inverter 535.
It is supplied to one input terminal of circuit 506. During this time AN
D circuit 503 is in closed state 11! In this case, the AND circuit 506 is in the open state 11. When the AND circuit 503 is in the closed state, as described later (quaternary power counter 505KTDC
No synchronization signal is input, and the output from the decoder 522 is -0.
According to the 0 signal, the decoder 517 selects which AND circuit 51
31 to 513 dK also does not supply output -1, AND circuit 5
131 to 513d are all in a closed state. Therefore, the synchronization T1 (b) value calculation circuit 504 calculates the valve opening time Tit of the main injector according to the TDC synchronization signal described later.
The output signal from the Ti (Ml~4) value control circuit 514~514dK is passed through AND circuits 5131~513d.
Not supplied. On the other hand, there is an open state 11JK AND circuit 50
The one-shot circuit 501 described above is connected to the other input terminal of 6.
The TDC synchronization signal from the i-decoder 522 is input.
Until the output becomes -IK, that is, until the TDC synchronization signal transmits the fourth synchronization signal immediately after starting, the programmable down counter 507
Provides KTDC synchronization signal. When the fourth synchronization signal is applied to the programmable down counter 507, the data value supplied to the decoder 522 becomes O. At this time, the decoder 522 outputs -1 to the AND circuit 503 and the decoder 5.
17 and the output -O inverted by the inverter 535 are supplied to the AND circuit 506, and the AND circuit 503
is in the open state, and the AND circuit 506 is in the closed state 11. Thereafter, the AND circuit 566 remains closed until a start command is again input to the programmable down counter 507 by the ON signal of the starter switch. When the above-mentioned AND circuit 503 is open, a pulsed η set signal is generated every time the output signal of the cylinder discrimination sensor 12 shown in FIG. , quaternary counter 50
5, the initial data value OK9 is set every time the reset signal from the cylinder discrimination sensor is applied, and the TDC synchronization signal is output to the quaternary counter 505 via the AND circuit 503 which is opened.
When applied to the other input terminal of TD, the data value becomes 0, henceforth
Every time the C synchronization signal is applied, successively larger data values of Kl and 2.3 are supplied to the decoder 517.

In the decoder 517, an output order is set in advance in accordance with the input data value, and this determines the order of fuel injection to each cylinder of the engine. For example, when the data value is 00, the output -1 from the output terminal 5171 of the decoder 517 is
actuate the cylinder's injection valve), data values 1, 2.30, respectively output terminals 517 c, 517 d, 51
7b to output -1 (3rd, 1li4.2nd, respectively)
corresponding AND circuit 5 (which sequentially operates the injection valves of the cylinders)
131-5134. Now, from the output terminal 517m of the decoder 517, the AND circuit 513a (when the output -1 is supplied, the main injector valve opening time Ti threshold calculated in response to the TDC synchronization signal becomes synchronous Ti) is opened from the value calculation circuit 504. The L'rt (Ml) value 1B1J is controlled by the 11th path 514a through the AND circuit 513a.
supplied to 〒100) Value control circuit 5141 During a predetermined valve opening time according to the valve opening time Ti(b)k, the OR circuit 5
The injector drive circuit 516g supplies an output signal to the injector drive circuit 5168 via the injector drive circuit 15a, and the injector drive circuit 516g supplies a drive output to the main injector 602a to open the main first injector 602. Next 0TDC
When the synchronization signal is applied to the 4-way counter, the output (-1) of the output terminal 517C of the decoder 517 is applied to the AND circuit 5.
13CK is supplied, and the main third injector 602c is opened in the same manner as described above. Thereafter, the predetermined valve opening order K(t
Then, each main injector is opened in sequence.

Regarding sub-injector O valve opening control, ITD immediately after startup
Every time the Ctif1 period signal is input to the synchronization T value calculation circuit 502 from the one-shot time 11501, it is synchronized with the # synchronization signal and according to the output signals of the engine coolant temperature Tw value register 510i and the absolute pressure Pa value register 509. The sub-injector valve opening time Ti(s) value is calculated by the synchronous Ti expansion value calculation circuit 502 and input to the Ti(8) value control circuit 511. The Ti(s) value control circuit 511 supplies an output signal to the sub-injector drive circuit 512 during a predetermined valve-opening time corresponding to the valve-opening time Ti (ml), and the sub-injector drive circuit 512 sends the drive output to the sub-injector 601. and controls the opening of the sub-injector 601.

In the comparison circuit 531, between the input signals At and B1, KBI<A1
When the following holds true, that is, the engine speed Ne is MC
When I (-+oorpm) increases, the comparison circuit 53
From the output terminal 531C of 1, the output -1 is output to the AND circuit 53.
0 and inverted by the inverter 534 is supplied to the AND1 path 524, and the AND circuit 5
30 is in the open state WAK, and the AND circuit 524 is in the closed state.

The other input terminal of the AND circuit 530 has T calculated by the asynchronous Ti calculation circuit 527 which is not synchronized with the TDC synchronization signal.
The i value is entered during engine acceleration.

The valve opening time Ti for increasing the acceleration fuel input to the AND circuit 530 during engine acceleration is supplied to the asynchronous T5 control circuit 526 via the OR circuit 525, and the asynchronous Ti control circuit 526 and the injector drive '1I11 By circuits 5161-516d] All injectors 6021-
The valve d is opened and the increased amount of acceleration fuel is supplied to each cylinder.

FIG. 8 shows the Ti(a) value synchronization control circuit 5 shown in FIG.
11, T Todoroki 00~4) Value synchronization control circuit 514a~514
This is a block diagram showing an example of the internal configuration of the 41 or Ti value control circuit 5260, and both of these are counter circuits configured with the same components. The Ti value data shown in FIG.
4 input terminal 544aK is supplied. Further, a start command signal is supplied to the 8 input terminal of the R-8 type flip-flop circuit 545 and the input terminal 544bK of the programmable down counter 544. The output terminal 544d of the programmable down counter 544 is connected to the R input terminal of the R-8 type flip 70 tube circuit 545, and the Q output terminal of the flip-flop circuit 545 is connected to the ANDlil154.
6 and one injector drive path of FIG. 7, respectively. A reference clock generation circuit 547 is connected to the other input terminal of the AND circuit 546. The output side of the AND circuit 546 is connected to the input terminal 544C of the programmable down counter 544.

The start command signal is an R-8 type flip-flop circuit 54.
When the input is input to the 8 input terminal of 5, the output -l is output from the Q output terminal.
is each injector drive circuit (512 or 516i-d)
The signal is output to start transmitting the injection valve opening drive signal. R-
The output -l from the Q output terminal of the 8-type flip 70 tube circuit 545 is also supplied to one input terminal of the simultaneous KAND circuit 546, thereby turning the AND circuit 546 into an open state. A
A clock signal from a reference clock generation circuit 547 is continuously supplied to the other input terminal of the ND circuit 546, and CK is applied to the input terminals 5 and 44 of the programmable down counter 544 via the opened AND circuit 544. Ru. The start command signal is sent to the R-8 type flip-flop circuit 545 and simultaneously to the glogramma pull-down counter 5.
44 and input terminal 544aK is inserted. #The Ti value is incremented by 1 each time the input terminal 544cK clock signal is applied, and the Ti value is
When the clock signal is applied, that is, T1 value - O
When the voltage becomes K, the output -l from the output terminal 544d becomes the R-
8 type flip 70 tube circuit 54508 input terminal. When output ~1 is input to the 8 input terminal, R-8 type 7
Output -1 from the Q output terminal of the rig flop circuit 545
The output of the fuel injection valve is stopped, and accordingly, the injection valve opening drive signal is also stopped from being generated, and fuel injection ends.

Although the embodiments applied to a four-cylinder internal combustion engine have been described above, the device of the present invention can be similarly applied to multi-cylinder internal combustion engines other than four cylinders.

As described in detail above, according to the present invention, a predetermined amount of fuel is injected into all cylinders at the same time by an asynchronous signal immediately after the start of operation of the starter switch of the engine, and each cylinder is injected with Oa once each from start to finish. No fuel is injected into any cylinder until the intake stroke has passed, and immediately after each first intake stroke, fuel is injected into each cylinder in a predetermined order according to the synchronization signal. Therefore, it is possible to prevent fuel from being injected twice or not to be injected at all when injecting fuel into each cylinder immediately after starting, and it is possible to start smoothly and reliably even when the engine is cold.

[Brief explanation of the drawing]

Fig. 1(a) is an explanatory diagram of a conventional example of a fuel injection method immediately after starting in a multi-cylinder engine, Fig. 1-) is the same (detailed explanation of the present invention, and Fig. The overall block diagram of the fuel control system, jlllF3, is a block diagram of the entire Gudarham configuration of the main and sub-injector valve opening times TovtM and Tours in gcUK in Figure 2, and Figure 4 is HCUK.
A timing chart showing the relationship between the input cylinder signal and TDC signal and the main and sub-injector drive signals output from the ECU, Figure 95 shows the basic valve opening time TOU
TM, the flowchart of the main program for TOUTI calculation, Figure 6 is w! Step 20 in Figure 5
A flowchart explaining the details, FIG. 7 is an overall circuit diagram showing an example of the internal configuration of a BCU adapted to a fuel supply system immediately after starting, and FIG. 8 is a synchronous control circuit and an asynchronous control circuit shown in FIG. 7. FIG. 2 is a block diagram showing one embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 5... ECU, 6... Fuel injection device, 11... Engine speed sensor, 12...
・Cylinder discrimination senna, 17...Starter switch, 50
5...Quadary counter, 507...Programmer pulldown counter, 517 and 522...Decoder, 5
28... Clock pulse generation circuit, 540... D-type 7 limp flop. Applicant Honda Motor Co., Ltd. Kinsha Agent Patent Attorney Toshihiko Watanabe = 13″.

Claims (1)

[Claims] An electronic fuel injection control device for a multi-cylinder internal combustion engine having several 1g and O cylinders, including a synchronization signal detector that outputs a synchronization signal synchronized with a predetermined crankshaft angular position of the engine, and a synchronization signal detector for each cylinder. a fuel injection valve disposed in the engine for supplying fuel to the combustion 11; an engine starter switch; an oscillation circuit that outputs an asynchronous signal with a constant period independent of the crank angle position; a synchronous control circuit that calculates and outputs the injection time of the first injection time and outputs a control signal corresponding to the injection time of the starter, an asynchronous control circuit that outputs a control signal corresponding to the second injection time, and the synchronous control circuit or an injection valve drive circuit that operates in response to a control signal of an asynchronous control circuit to drive each of the fuel injection valves; and an injector drive circuit that operates in response to a control signal of an asynchronous control circuit to drive each of the fuel injection valves; After the injection valves are opened simultaneously and a predetermined amount of fuel is supplied to each cylinder, none of the fuel injection valves is opened until each cylinder has undergone one intake stroke. a control circuit that drives the synchronous control circuit in accordance with a predetermined order from a synchronous signal immediately after passing through the synchronous signal, and controls the fuel injection valve to supply a predetermined amount of fuel to each cylinder. Electronic fuel injection control device for internal combustion engines. 2. The electronic device for a multi-cylinder internal combustion engine according to claim 1, wherein the control circuit disables the asynchronous control circuit after the second injection is simultaneously injected until the engine starts. Formula % Formula % 3. A patent in which the synchronous control circuit and the asynchronous control circuit each count the first injection time and the irises 2 injection time, and are comprised of a circuit that outputs a signal at a predetermined level during that time. An electronic fuel injection control device for a multi-cylinder internal combustion engine according to claim 1. 4. In an electronic fuel injection control device for a multi-cylinder internal combustion engine having several cylinders including a main combustion chamber and an auxiliary combustion chamber communicating therewith, a synchronization signal is output in synchronization with a predetermined crankshaft angular position of the engine. a synchronization signal detector to be used, an engine starter switch, a main fuel injection valve which is arranged in each cylinder to supply fuel to the main combustion chamber 171, and a main fuel injection valve which is arranged in common to all cylinders to supply fuel to the auxiliary combustion chamber. an auxiliary fuel injection valve, an oscillation circuit that outputs an asynchronous signal of a constant period that corresponds to the crank angle position, and a circuit that drives the main fuel injection valve and the auxiliary fuel injection valve in response to input of the synchronization signal. In addition to calculating and outputting the injection time, a second
a first arithmetic circuit that outputs a control signal corresponding to the first injection time of the main fuel injector;
a second synchronous control circuit that outputs a control signal corresponding to a 10th injection time of the auxiliary fuel injection valve;
an asynchronous control circuit that outputs a control signal corresponding to the 20th injection time; and immediately after actuation of the starter switch, the asynchronous control circuit is driven by the asynchronous signal to simultaneously open each of the main fuel injection valves. After supplying a predetermined amount of fuel to each cylinder, none of the fuel injection valves is opened until each cylinder has undergone one intake stroke, and from the synchronization signal immediately after each intake stroke. The first synchronous control circuit is driven according to a predetermined order to open the main fuel injection valve and supply a predetermined amount of fuel to each cylinder. and a control circuit that drives a second synchronous control circuit to open the auxiliary fuel injection valve and supply a predetermined amount of fuel to each cylinder. Device.