JPS59203832A - Electronic fuel injection control apparatus for internal-combustion engine used for vehicle - Google Patents

Abstract

PURPOSE:To enable to effect fuel increase appropriately according to the extent of warming up, by increasing the injection quantity of fuel at the time of starting according to the change of physical quantity related closely to the warmed- up state of an internal-combustion engine after starting of the same. CONSTITUTION:At least two physical parameters related closely to the warmed- up state of an internal-combustion engine 1 are detected and a physical quantity detecting means 3 is provided for porducing the signals of said two physical quantities as a first and a second physical quantity signals. The initial value for increasing fuel supplied to the internal-combustion engine 1 at the time of warming up the same is calculated by an arithmetic means 4 from the relationship between the first physical quantity and the initial value for increasing fuel supplied to the engine 1 for warming up the same. Further, the value obtained by the arithmetic means 4 is reduced by a reduction means 6 according to the change in the value of the second physical quantity. Thus, it is enabled to increase fuel appropriately according to the warmed-up state of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a combustion control device for a vehicle internal combustion engine, and in particular controls the amount of fuel supplied to the internal combustion engine from the fuel supply source of the vehicle. This article relates to a 1% fuel injection 'I=1 control device for an internal combustion engine for China, which will be electronically controlled to correct the increase in quantity later.

Conventionally, in the electric knife type fuel 3I injection control device for this type of vehicle internal combustion engine, for example,! l', '+ Kosho 49
As disclosed in Publication No. 48890, when starting the internal combustion engine, an increase 1-11 initial value corresponding to the amount of fuel supplied from the fuel supply 7jij to the internal combustion engine is set according to the cooling water temperature, and this increase There is a system in which the initial value is sequentially decreased in synchronization with the elapsed time after the initial value is set or with the rotational speed of the internal combustion engine.

However, in such a configuration, as mentioned above, the rate of decrease of the increase j>i initial i1α after starting the internal combustion engine is determined depending on the elapsed time after the setting or the rotational speed of the internal combustion engine. As a result, the initial increase value does not decrease in response to the rise in cooling water temperature, which is closely related to the warm-up state after starting the internal combustion engine, and as a result, the increase in the amount of fuel supplied to the internal combustion engine cannot be corrected. As a result of excess or deficiency, the air-fuel ratio becomes an inappropriate value, making it impossible to maintain the smooth rotation of the internal combustion engine immediately after starting. This means that the drivability of the vehicle immediately after starting the internal combustion engine is significantly impaired.

The present invention has been made in response to the above problems, and its purpose is to appropriately correct the increase in fuel amount after starting the internal combustion engine in accordance with the warm-up condition of the internal combustion engine. The present invention aims to provide an electronic fuel injection control device for a vehicle internal combustion engine.

In order to achieve such an object, the structural feature of the present invention is that, as illustrated in FIG. η) applied to the internal combustion engine 1 to which fuel from both fuel supply sources 2 is supplied by the valve means 1a in its open state; physical quantity detection means 6 for detecting at least two physical quantities closely related to the heating state of the engine 1 and generating these as first and second physical quantity signals;
and determining the initial value of the warm-up increase according to the physical quantity signal at the time of starting the internal combustion engine 1 based on a predetermined relationship between the first physical quantity and the initial value of the warm-up increase of the fuel to be supplied to the internal combustion engine 1. A calculating means 4 for calculating, and an output means for correcting the basic supply time representing the basic supply amount of fuel to the internal combustion engine 1 by the calculated value of the calculating means 4, and generating the correction result as an output signal and applying it to the valve means 1a. In the electronic fuel injection control device, the calculation means 4 corresponds to a change in the value of the second physical quantity signal written in AiJ after the internal combustion engine 1 is started.
A reduction means 6 is provided to reduce the calculated value of the output means 5.
The basic supply time is corrected by the result of reduction tp by the reduction means 6, and this is generated as the output signal.

By configuring the present invention in this manner, the warm-up increase in fuel supplied to the internal combustion engine is reduced in accordance with changes in the warm-up state of the internal combustion engine after it is started. After the internal combustion engine starts, the air/fuel ratio is always at an appropriate value without excess or deficiency in the warm-up increase of fuel, and the internal combustion engine maintains a smooth starting condition while maintaining appropriate fuel efficiency, resulting in The drivability of the vehicle in this state can be improved to a comfortable state.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings.
The figure shows an electronic fuel injection control device according to the present invention for use in a vehicle.
An example applied to a cylinder internal combustion engine 10 is shown. The electronic fuel injection control device includes a water temperature sensor 20. Throttle position sensor 60, negative pressure sensor 40, intake temperature sensor 50
, an air-fuel ratio sensor 60, a reference angle sensor 70, and a rotation angle sensor 80.
The cooling water temperature TW in the cooling system is detected and generated as a water temperature signal. Slot) Ly position 7 answer 60 detects the opening degree θ of the throttle valve 14 located in the intake pipe 16 of the internal combustion engine 10 and generates this as an opening signal. )
The negative pressure p in the conduit 41 led out from the downstream portion of the valve 14 is detected and generated as a negative pressure signal.

The intake temperature sensor 50 detects the intake temperature TA flowing through the air filter 16 of the internal combustion engine 10 and generates this as an intake temperature signal.
The oxygen concentration in the exhaust gas in the exhaust pipe 18 of 0 is detected and this is generated as 7 degrees. Reference angle sensor 70
detects the reference rotation angle of the internal combustion engine 100 every one revolution of the camshaft MiJ (that is, corresponds to two revolutions of the crankshaft of the internal combustion engine 10) and generates this as the reference angle signal a (see Fig. 2). do. In such a case, the reference rotation angle mentioned above is 28
As shown in Fig. 2, the rotation angle of the crankshaft of the internal combustion engine 1o, that is, the crank angle o0 (for example, the crank angle corresponding to the upper crack point of the first screw 1-P in the first cylinder C of the internal combustion engine 10) 71 corresponds to the predetermined advance angle value θθ. The rotation angle sensor 8o sequentially detects a series of predetermined rotation angles every half rotation of the camshaft iiJ and generates them as a rotation angle signal b (see FIG. 2).

In such a case, the two series of predetermined rotation angles are each h
Assuming that the crank angle is 00, it corresponds to an integral multiple of the crank angle 1 and 60'. This means that the number of rotation angle signals generated by the rotation angle sensor 8o every time the crankshaft of the internal combustion engine 1o is rotated is equal to the number (6) of the internal combustion engine 1o.

The microcomputer 9o has a built-in A-D converter, and this A-D converter converts the water (
! 1i'+ 4TS, opening signal from thrower l-/l/position sensor, negative month signal from negative pressure sensor 4o, intake temperature signal from intake temperature sensor 5o, a degree signal from air-fuel ratio sensor 60 and vehicle countercurrent current 49) Direct current '% pressure from B, respectively, water temperature digital value, opening digital value, negative pressure digital value, intake 11"/11" digital value, l agriculture digital 1 and city, pressure. - Conversion into an initial value.The microcomputer 90 also converts the known i: :l; (I control 7
” Flowch A without IJ crumb shown = -, -1-
During this execution, the rotation angle sensor 8
11 of the internal combustion engine 10 by counting the rotation angle signal from the
i, the speed N is calculated, and the basic injection amount of fuel to the internal combustion engine 1o is determined as described below according to the opening digital value of the A-D2 converter, the intake temperature digital value, and the agricultural melon digital consultation. Basics +171 #, I I+
, 'Transient correction necessary for correction of τ between J (iri K o,
Absorption %CIn:, Sleeve 1 "(ll'l KA and air-fuel ratio correction value KF are each 41st, and according to the voltage digital value from the A-D converter in 1jiJ, make the correction necessary for correcting the basic injection time. 11.5T, 7'h'i';')
do.

Further, the microcomputer 9o executes the interrupt program previously stored in the microcomputer 9o according to the flowchart 1- shown in the 61st node j, and in the middle of the process, the water temperature digital value is and -1- In accordance with each value obtained during execution of the control blockram, various calculation processes necessary for driving the down counter related to the built-in down counter and determination of the reduction degree of the warm-up increase correction of fuel to the internal combustion engine 10. Various necessary arithmetic processes are performed as described below.In such a case, the interrupt timing due to the nature of the interrupt control program is
The rotation angle signal from the rotation angle sensor 80 is calculated using the reference angle number a from 0 as a reference in the microcomputer 90.
Frequency division signal C formed by frequency division (generated every 660° with a crank angle of 600° as the reference, as shown in Figure 2)
defined by.

The pulse control circuit 100 selectively allows the supply of the DC power supply B to the fuel injection valve 12 of the internal combustion engine 10 under the control of the microcomputer 90. This fd
, the fuel 1 material 1 "12 cooperates with the drive circuit 100 to open the built-in solenoid by supplying power from the DC power supply HB to supply the fuel from the fuel supply source 15" to the internal combustion engine 10. It is injected into the combustion chamber and tasted. Note that the number of fuel injection valves 12 corresponding to the number of cylinders is provided in the multi-tube 11 of the internal combustion engine 10.

In the Kidai example configured as above, ]1.1:
l:! : When the engine 10 is started to make the vehicle move steadily and the device of the present invention is activated, the microphone 11 computer 90 executes a known control program 'j4 (rL, during this execution)' as if twice in a row. Rotational speed N of Uchi-Oka engine 10, transient correction value KO1 suction (xc 711+'+
f'll! JIXf directly performs /i- air-fuel ratio correction value KF and correction 11'' dark value TV3, and the microcomputer 90 interrupts in response to the frequency division signal C generated within it. Step 110: Execute the ``?ltl block 1'' crumb according to flow A--1 in Figure 6.
At step 111, the microcomputer 90 enters a note in the self-twisting (warm-up increase correction value SE (assumed to be initially set as SE-0) at the current stage of the Asaseki 10). , (kii N Oj), and in step 112, the water temperature digital value obtained by the A-D converter is taken out. Based on the +Wi constant data 1 representing the relationship between the water temperature and the m4 taintal value (see Fig. 4), the warm-up increase initial value SE/NT is calculated according to the water temperature dicyclo value in step 112 and set to SE. In such a case, the data D described above represents the characteristics necessary to smoothly start the internal combustion engine 10 in relation to the water temperature digiton value, and is stored in advance in the microcomputer 9.
It is stored as 0.

Then, the microcomputer 90 performs step 114.
- 116, the rotational speed N and the negative pressure digital value from the A-'D converter in the main control program are determined based on the map representing the relationship between the basic injection time τ1, the rotational speed N, and the negative pressure in the intake pipe 16. The basic jet flow and 1 hour τ are calculated according to the calculation results, and the initial value of warm-up increase 5EINT ""SF in step 116 and each correction value KO1KA, KF in the main control program are multiplied by this calculation result to perform effective injection. The time τ0 is set, the correction time value τ7 in the main control program is added to this set result, and this addition result is set as the optimum injection time τ. Sera 1 on the down counter as
Do it. Then, this down counter determines the optimal injection time τ
. At the same time as is set, this is generated as an output signal and the town count starts. Next, the drive circuit 10 drives the microphone 1'' in response to the output signal from the JI controller 90 (2', i''' by /1), and in response, the mic 1 is driven (2', i''' by /1). )'F 12 opens by supplying power to its solenoid from the DC power source B and begins to inject the fuel port 1 from the fuel 1:1 supply source 15 into the internal combustion engine 10. After that,
When the town counter of the microcomputer 90 stops the I) +iii output signal due to the completion of its down count, the drive circuit 100 stops generating the drive signal, and in response, the fuel Jl injection valve 12 starts. When the power supply to the solenoid is stopped, the solenoid closes and fuel injection to the internal combustion engine 10 starts.
As can be understood from the above explanation, when the internal combustion engine 10 is started, predetermined data is determined according to the cooling water temperature of the cooling system of the internal combustion engine 10 at the time of starting 11.14. Initial value of warm-up increase based on D SE engineering I
Since iq・ is set, the fuel 1141 to the internal combustion engine 10
As a result, the internal combustion engine 10 can be increased without unnecessary fuel consumption.
can be started smoothly.

When the interrupt control program proceeds to step 117, the microcomputer 90 sets the effective injection time τ in step 114 to the injection time integrated value τ, (currently τ, −0 and the initial setting method). is integrated and updated as τ□. Therefore, at this stage, the set time τ is necessary and sufficient to reduce the warm-up increase correction value SE by the predetermined warm-up decrease amount ΔSE. (previously stored in the microcomputer ?0) has not elapsed, the microcomputer 90 determines rNOJ in step 118. In such case,
The above-mentioned warm-up reduction amount ΔSR is the warm-up increase correction for the internal combustion engine 10 due to the increase in cooling water temperature after its startup (i.e., lI
! This is determined in order to maintain the temperature properly ('t) according to the rise in machine temperature, and is stored in advance in the microcomputer 90.The reason for adopting the set time τ is that This is based on the fact that the warm-up increase in fuel applied to the internal combustion engine 10 during the time τ is centered around the 1-minute increase in the cooling water temperature associated with the combustion heat of the warm-up increase correction.

After that, when the determination in step 118 becomes [YE, SJ, the microcomputer 90 performs step 119.
In step 117, the most important question? from the injection time integrated value τ, to the set time τ. is subtracted and this subtraction result is updated as τi, Step I 2 DI/trowel, Step 11
Warm-up increase in 6) 1 (Yuzu City (ll'1SE-'5EI
Subtract the warm-up reduction amount △SE from NT and use this subtraction result as S
In step 121, l'-YESJ is updated based on the update result SE in step 120 being positive.
It is determined that After that, each step knob.

While repeating the calculations in steps 119 and 120 and the determination of "YESJ" in step 121 every time the interrupt control program is executed, the warm-up increase correction value SE is decreased by 1.iSE as shown in FIG. When the determination in is r N O, , l, the microcomputer 90 sets 5R=0 in step 122 .

As explained above, after the internal combustion engine 10 is started, 1 in the injection time integrated value is the set time τ. Since the warm-up increase correction value sg2SE is repeatedly decreased by ΔSE each time the warm-up increase correction value sg2SEt4T is reached, the internal combustion The warm-up amount of fuel for the engine 10 is gradually reduced, and as a result, the rotational state of the internal combustion engine 10 after starting can be maintained smoothly without excessive or insufficient fuel consumption, and as a result, the vehicle's Drivability after starting the internal combustion engine 10 can be made comfortable. Note that the determination in step 111 of the interrupt control program is based on the SE
= [rYEsJ until set to l.

In implementing the present invention, instead of steps 117 to 120 of the interrupt control program, steps 12'3 and 124 are adopted as shown in FIG. 6, and in steps 123 and 124, the steps shown in FIG. As shown, the predetermined total warm-up reduction amount △"""sum and effective injection time τ8
The effective injection time τ in step 114 is based on data representing the relationship between τ and τ. Total 1 warm-up reduction amount ΔS E s u
While determining m, the total warm-up decrease amount ΔSE8um may be subtracted from the warm-up increase correction value sg, and the result of this subtraction may be updated as SE.

In addition, in the above embodiments, the present invention is
Although an example in which the present invention is applied to the internal combustion engine 10 has been described, the present invention is not limited to this and may be modified as necessary.

Furthermore, in the embodiment described above, focusing on the fact that the amount of fuel injected into the internal combustion engine 10 and its heat generation (that is, the warm-up speed) uniquely correspond, t=*;l injection 1. :,l.

(i.e., fuel injection time) after the start of the internal combustion engine 10, the warm-up increase correction value SE is sequentially decreased. In rotation mode 4, the amount of heat generated by the internal combustion engine 10 is equal to the product of its intake air amount (or intake pipe negative pressure) and rotational speed. The increase correction value SE may be decreased depending on the integrated value of the intake air amount (or intake pipe negative pressure).

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a waveform diagram of output signals from the base ω angle sensor and rotation angle sensor in FIG. 1, and FIG. 3 is a micrograph in FIG. A flowchart showing the operation of the computer, FIG.
Figure 6 is an explanatory diagram of the decreasing state in relation to the number of warm-up increases (Characteristic curve diagram showing the relationship between the i initial value and the water temperature dicyclo value, Figure 5 is the blowing fan of the warm-up increase correction value) 61 is a diagram showing a partial modification of the flowchart 1- in FIG. , is a corresponding diagram corresponding to the configuration of the invention described in the claims. Explanation of symbols) 3... DC power supply, 10... Internal combustion engine, 12...
Genzai 1 injection mechanism, 15... Fuel silk supply source, 20... Water temperature 10-'J-190... Microcomputer, 10
0...jlji7 motion circuit. Outgoing personnel: Nippon'Anal Co., Ltd., JL, 17 people.
Fig. 11 water digit value Fig. 5 11ct shot count Fig. 6 Fig. 7

Claims (1)

[Claims] The valve means is provided with a valve means that is energized to be in an open state when supplied with power from a DC power source of the vehicle, and de-energized and to be in a closed state when cut off from the power supply, and the valve means is configured to supply fuel from a fuel supply source of the vehicle to the valve means. A physical quantity applied to an internal combustion engine supplied in its open state by detecting at least two physical quantities closely related to the warm-up state of the internal combustion engine and generating these as first and second physical signals. a detection means, and based on a predetermined relationship between the first physical quantity and the initial value of the warm-up increase of fuel to be supplied to the internal combustion engine, 1) IJ, Oi at the time of starting the internal combustion engine, according to the physical quantity signal; a calculation means for calculating the initial amount of fuel to be supplied to the internal combustion engine according to OiJ; and an output means for generating and applying to the valve means (+iii) an electronic twister; Depending on the change 1) Note 1i
A reduction step for reducing the calculated value of the ij calculation means is provided, and the output means is configured to reduce the basic supply time by 1jIJ.
This is corrected based on the result of reduction of 1) 1. −
] The 'IL! :Sub-type fuel injection control device.