JPS59153934A - Fuel injection quantity control method for internal-combustion engine for vehicle - Google Patents

Abstract

PURPOSE:To reduce influence of deposit adhered in the vicinity of suction port by accumulating working time of internal-combustion engine or travel distance then correcting fuel injection quantity on the basis of said accumulated value. CONSTITUTION:Fuel injection quantity is operated in accordance with the operating condition of engine. Then working time or travel distance is accumulated, to correct fuel injection quantity on the basis of said accumulated value. When accelerating, fuel injection is increased while considering such fuel as absorbed to deposit in the vicinity of suction port while when decelerating, it is reduced as compared with conventional one. Consequently disturbance of air-fuel ratio occurring under acceleration/deceleration can be suppressed.

Description

[Detailed Description of the Invention] [Technical Field] The present invention relates to a combustion engine formation method for a vehicle internal combustion engine, which changes depending on the period of use of the internal combustion engine. In response to certain conditions, fuel injection for a vehicle internal combustion engine is performed to correct the amount of fuel injected into the engine.
'J^1 This is related to the control method.

[Prior Art] Conventionally, in a vehicle internal combustion engine equipped with a combustion injection device, when controlling the fuel injection amount, the engine cooling water temperature and the engine load state are expressed by, for example, Calculations are performed using intake pipe negative pressure or throttle valve opening (opening) as parameters.
Based on the calculation results, the fuel chanting sword was controlled.

In addition, in order to optimize fuel injection, the oxygen register 1 detects residual oxygen in the exhaust gas after combustion in the engine.
11f1 obtained by the calculation based on the detection result
A so-called air-fuel ratio (air-to-fuel ratio) feedback system DII:b is used to correct and adjust the -C fuel oil.

However, in general, each part of a vehicle is
: The characteristics etc. change gradually, and it becomes -1 engine,
t3 Even if the engine's intake bow 1-1 intake manifold, intake valve, etc.
11 It is a value that indicates the amount of fuel injected into the valve, which is a combination of the engine's desired value and the amount of fuel actually supplied to the cylinder (actual supply (iri)). .

d3 ((,1
, a part of the ejected combustion 11 is adsorbed by the molten material,
As a result, as shown in FIG. The problem arises that e>.

In addition, in the small deceleration state of fuel 1'81 jetting,
As the fuel o'31 accumulated in the jtr debris is vaporized from the Ifn debris, the air-fuel ratio (
, j, purpose and tijf J: Rimo Rich (Kan 1 Wa)
The problem arises that

Even if the feedback control of the air-fuel ratio is performed, the load and engine speed are constant, even if the engine speed is constant.
Although the air-fuel ratio I:L can be maintained at an appropriate level by feedback control in the running state, during transients during acceleration or deceleration, the feedback control responds to that state, and a similar problem occurs and the air-fuel ratio is The fuel ratio will be disturbed.

``Object of the Invention 1 The object of the present invention is to solve the problem described in J. An object of the present invention is to provide a fuel injection transmission control method.

[114th aspect of the invention To achieve the above object, 11+1 of the present invention or,
(Pl) Depending on the operating state of the vehicle internal combustion engine, (P2)
Calculate the amount of fuel injection, and set the fuel oil '31 Fukawa valve J according to (P3)
In the internal combustion control method for the front vehicle that controls the injected fuel, (P4
14) Integrate either the operating time of the vehicle internal combustion engine or the vehicle mileage, and (P5) correct the calculated fuel No. 31 blower ■ based on the product Q value. The gist of this paper is a method for controlling the suspension of combustion engines for internal combustion engines for vehicles.

[Example] The present invention will be explained below with reference to the drawings and examples.

There is a schematic systematic diagram C of 7J11λ showing the peripheral joint purchase of engines and engines to which the method of the present invention is applied.

1t, 1 upper engine, 2 screws 1 to 3, 4 spark plug, 1 gas hold, 5 oxygen installed in exhaust manifold 1 to detect residual oxygen temperature in IJI gas. The fuel tank 16 contains fuel in the intake air of the L engine main body 1.
7 is the intake manifold,
7a are intake holes 1 to 7 to which the intake manifold 7 is connected.
7b is an intake bar) rev, 8 is provided in the intake manifold 7, ]-29211 has '1. Intake temperature to detect the temperature of the intake air, 9 is -1-engine's Rei 1
41 Detect water temperature 1, 10 C; L 1
] 1 - Lubarno, 11 is interlocked with slots I to Lubarzo 10, and I1-g according to the opening of the slot
12 is a bypass passage which is an air passage that bypasses the valve 10, and 13 is a bypass passage which is an air passage that bypasses the bypass passage 12 to control the idle speed. Idle speed: , + nl-1] - luba) Vl(ISCV), 1 /H;l
: Air flow meter that measures the intake air velocity, 15 is the intake air? ``Representing each air cleaner that becomes fI-
There is C.

In addition, 16 is a shield with two Jills and an 8-concave l') for ignition.
An igniter 17 that outputs the electric IF, shown in the figure, is connected to the crankshaft and distributes and supplies the high voltage generated by the igniter 16 to the spark plugs 3 of each cylinder. The disk 1 is taken in the rib coater 17, and the disk 1 to the rib coater 17 rotate once.
In other words, the time Q'R angle to output the pulse signal from 2/I for 2 revolutions of the crankshaft is NRI, 19 is Dis 1 - Revi, 1 - E 1.
One pulse per revolution of 7 (cylinder discrimination cylinder output R bow output, 201 and heavy control circuit, 21 is for smart running!
(22 represents the first speed change that outputs a vehicle speed signal depending on the rotation of the output shaft.

Further, 23 indicates a passage through which air flows by bypassing the thrower valve 1 to the idle valve when the engine is cold, that is, a bypass passage for idle. Is 2/I fufu? −
An air valve that controls n% of air passing through the idle bypass path 23 is shown. In addition, the air valve 24 is used to warm up the carrots when they are cold (-1-engine times φi,
In order to secure the number of vehicles, the bypass passage 23 for the rough space 1-item is operated in a short period of time (J).

Next, 'II? 1 represents a block diagram of the electronic control circuit 20. FIG.

301, each lens] to control the data output from the
In addition to dedicating human power and performance according to the L1 program, Ren [Ral Processing Ninonitsu 1 ~ (hereinafter referred to as ``Ral Processing Ninonitsu 1 ~ (hereinafter referred to as ``Ral Processing Ninonitsu 1~'') performs extensive processing such as controlling the operation of various devices such as the fuel injection valve 6 and l5CV13. ``Simply referred to as CPU, S-), 31 is the control block [''Gla lx (ゝ) Lead Δnrimashiri (above! 11 is ROM ), 32I;L electronic control circuit 2
Data necessary for control is temporarily read and inserted into random j/cresme (RAM and rJ'; S- in the following), 33 is not shown in the figure. Even if the key switch is A-no, the learned value necessary for subsequent engine operation will be maintained, so that the learned value necessary for subsequent engine operation will be maintained.
'Cress memory (1 step below! Backup to 11 [<AM
, 34 i;L figure not shown % input port~
1) A waveform shaping circuit installed as necessary, a circuit that converts the output signal of each signal into a digital signal (CI) U30, a) A/A that converts the rII signal g into a digital signal. [] Each represents a human power section equipped with a converter, etc. 35 is equipped with an output port in addition to the input port 1-, which is not shown in the figure, and a drive circuit, etc., which is driven according to the control signal of the CPU 30. input/output section,
36 is CPU30. Each woodwork such as ROM31 and input section 3
/1 person/C represents the hash line that connects the output unit 35 and sends each data.

The fuel output by the CPU 30 is controlled by the CPU 30, which outputs a pulsed IR bow to the injector 6 with a high level between 111 and 4, which corresponds to the fuel flow rate. Especially J: I can go to length.

FIG. 5 shows a control block (18) of the embodiment of the present invention.

:(, zu, 100 indicates the (Fuel In ffi calculation) routine, there is a control program C, and the crankshaft rotation is calculated based on 1t;5″3 from the rotation angle wrench 18 and cylinder discrimination wrench 19. The routine is stored in the ROM 31 as a one-knob routine whose processing is executed in synchronization with the ROM 31 or as part of the main routine of a control program that performs vehicle control processing.

When the process of the ``fuel 1131 fukawa fjl a quantity i 甁'' routine 100 is started, the process of the ``transient correction suspension calculation'' routine shown at 110 is performed, and d3 is Riru Mowallll11 Sword Sheath Supplement I"
A flat operation is performed.

"Transient 11,'l ?ili 正昭动子" Routine 11O
When the process starts, first, in step 111, at d3, the vehicle is accelerated from the S1-J T1 HELD 17T1 degree signal output from the S1-I T1-R body 1 range 11. It is determined whether the vehicle is in a slow or decelerating state. That is, by comparing the thread opening degree 0 at the time of the previous process of the Sukeki Roujin with the thread opening degree θ1 in the current processing of this routine, we obtain "θ1-00-
Find the change in the opening angle of the tool ``Δθ'',
If 80≧O, it is determined that the state is in an acceleration state...i, and the process of step 112 is JIJ! to move to.

In step 112, acceleration +1. Thrower of m
For example, based on the function f+(△θ) shown in the graph shown in the first quadrant of FIG. 6 (or approximated), or based on the data map representing the same graph Then, the correction mK1 corresponding to the rate of change ΔO between torques is determined, and the process proceeds to the next step 113. In addition, the rate of change greater than Δθ1 in the figure is substantially equal to
y l-represents the fully open state of the valve 10? i
li rlE m is kept constant.

In step 113, water fJ! Acceleration detected based on the detection unit Σ of the l-axis 9 1. 'l Cooling water temperature T
Add 2 to the correction amount J corresponding to 11W, and as with the previous slug f112, accept (or approximately cover) the graph of the solid line in Figure 7.
1. (] + (TNW),'J: i=
Ha same'; f Rough wo 8 Find it using the data map.

If it is determined at step 111 that Δθ<Q, that is, the vehicle is in a deceleration state, the process proceeds to step 114.

Step 11 /I'r is determined in the same manner as in step 112 in accordance with the speed reduction 11.5 speed change character △θ in FIG. 6, 3g! As shown in the graph of 1llj (or 3
1'L (resembling) function "2〈△θ)" or the same graph, 1 is calculated for correction based on the 7 pieces of data and the process moves to the next step 115. Since the rate of change of 1- substantially represents the closed state of the throttle valve 1o, the supplementary JTX suspension is kept constant.

In step 115, the cold water vortex 1 during deceleration is
The correction 1<2 corresponding to η corresponding to -IW is shown (or approximated) by the broken line graph in Figure 7 using the function (!2(-rllW)
, or can be obtained using a data map that represents the same graph.

In the process of step 116, which is performed at /j l, the process of step 113 or step 115 is executed.
Traveling ml r, + 21 J: Depending on the traveling distance (l\樟value), the function m (J approximation) shown in the graph of Figure 8 (J approximation) or the same Correction ft1.X3 is determined based on the data map representing the graph.

In addition, in Fig. 8, for correction [3 is for running ~ 11000]
0 km (actually, depending on the middle class of the engine, it is about 5 km)
0001v-150001un culm (D 811/II
The correction amount is set constant when the value exceeds ``cp, lftd), but this is because l[transshipment reaches the saturation point at the distance traveled and no further accumulation occurs. In each case, even if the vehicle travels a mileage of 1-, the correction value is set to a constant value.

In addition, the correction ff1KB is calculated based on the illumination for running, but the time is measured by running the engine 1 while it is running.

The correction 1<3 may be determined based on the tie 7 (set the rough 1 to timer in the electronic control circuit 2o, and the output 1 of the timer).

In the following step 117, J-3 (see step 1)
+, K2, K3 for correction determined by 12 to 11G
Multiply the product of C for one correction, that is, transient correction ff
1K4 and is stored in a predetermined register in the c' RAM 32, and the processing of this routine 110 is completed.

Then, the subsequent processing moves to step 120 of the "Fi rod" routine 1.00, and based on the inspection 11th No. 8 of the oxygen level 5, intake reservoir level 8, etc. Find the correction amount 1<, which is used for correction, and add, for example, the correction amount 1<4 for the transient correction. .

Next, in step 13, the engine rotation speed detected by the known engine rotation speed and the intake air amount detected by the J aflow meter 14 are determined according to a predetermined oil cylinder formula. Fuel N' depending on the operating condition at that time
+1 water q1 morphism lj l-p is calculated.

In the subsequent step 140, C is the front slurruff 130°C), the product of the L wood chanting hanging TP and the surazo 120 (the product of the obtained Saihiragi correction A1 is calculated as the oil cylinder, and A) Iiτ
; Set I to the final 117'i river suspension (actually between station 31, jet valve 6, '7) - 1ΔU as a value and store it in the register that stores q・1 suspension. Then, the processing of this Louven 100 ends.

Then, in a control processing routine (not shown), the salt 1'8I1 right river valve 6 is opened and the 31st fuel injection is performed. The fuel 1!l is injected toward the intake bow 1-78, represented by the injection suspension -rAU.

During acceleration, a3 corresponds to the difference ΔQ between the actual supply value actually supplied to each cylinder of the engine 1 and the difference ΔQ shown in FIG. The fuel that was previously used will be poured into the nozzle.

Since the actual supply value actually supplied to the Aiki 111 increases with
(J+Nearly σ Month 11 The fuel, which was absorbed by treetops and was in short supply, now exceeds the value required by the vehicle.

Similarly, during deceleration, the large supply lft that is actually supplied (j!, shown in FIG. 1(b)) into each cylinder of engine 1 is
Which calculation ('1 request 1ir4 > which difference △Q' corresponds to the difference △Q' is further reduced from the conventional calculation value and Il is reduced. Therefore -C length supply 1iQ 'b' is reduced. Conventionally, before deceleration, the intake ball l-7a
(=The amount of gas vaporized by the ICffi near J is added, and the amount of fuel that was vaporized is added, and the amount of fuel that was present in the L, engine) is increased to 1st shift required by J.

In this embodiment, in order to obtain the correction amount 1 (1), the rate of change ΔO between the two wheels is determined, but the rate of change of the intake air amount (, jl, Find the rate of change in the intake manifold negative H- detected from the negative pressure level by increasing the negative pressure level, and find the correction amount 1<1 based on the intake air amount change rate or intake manifold negative pressure change rate. It is also possible to increase the distance in steps according to the distance traveled (as shown by the broken line in FIG. 8).

``Effects of the Invention'' Hereinafter, as detailed below, the internal combustion engine for vehicles of the present invention is as follows. i'l! According to the suspension control side, in terms of acceleration, f + L7 ICj1 is near the intake bow 1-I1.
Anticipating the amount of fuel that will be absorbed by the cargo, lυC fuel v1 chant 13
Increasing one suspension by J compared to the conventional method, and in deceleration, the above-mentioned J
ff In the lean state of fuel during deceleration after -B is absorbed by the Mi object, the amount of the sword of Burn 1 is reduced by % less than before, considering the 11 minutes of salt vaporized when the Iff product rises and decelerates. It becomes possible to suppress the air-fuel ratio disturbances that occur at times.

In addition, the conventionally used fuel 13+1! does not require any special equipment. It can be easily applied to an internal combustion engine equipped with a fl river% position.

[BRIEF DESCRIPTION OF THE DRAWINGS] Fig. 1 is an explanatory diagram for explaining the conventional problems, Fig. 2 shows the configuration of the present invention, and Fig. 3 shows the configuration of the present invention. 〜A schematic system Uc diagram showing the vehicle internal combustion engine of the embodiment, FIG. 1 is a block diagram showing the power cutoff circuit 1, and FIG. ~, Figure 6 is a graph explaining the correction amount 1, Figure 7 is a graph explaining the correction amount 1 and 2, and Figure 3 is a graph explaining the correction ffIK a. 1...Engine 7...Intake manifold 7a...Intake port 1-7b...Intake pulse/9...Water temperature sensor 4) 10...Thrower 1 to valve 11...Street body, 1 Nrenri 14...
1 no 7 no 11-meter 21... run (-i 71-1 color It ii1 agent
``Patent Attorney'' Tsutomu Seitate and 1 other person Figure 1 (a) Arrogant II territory Real only value (Yai Eijaku) Ujou Q calculation (Ki 1 they 5 also 沁4α) (Calyx depletion value)

Claims (1)

[Claims] The fuel injection amount of the vehicle internal combustion engine is determined according to the operating state of the vehicle internal combustion engine, and the fuel injected from the fuel injection valve is determined according to the calculation result. 1st post D
In the A suspension control method a3, the internal combustion engine for the vehicle is calculated based on either the operating time of the engine or the mileage factor 1, and the calculated engine speed is determined based on the above-mentioned engine speed value. nr
11i) IJ suspension sub-control method for vehicle internal combustion engine fuel that requires correction for I river use