JPS59206630A - Method of regulating asynchronous fuel injection in acceleration of electronically controlled fuel injection engine - Google Patents

Abstract

PURPOSE:To prevent fuel from becoming overrich in the sharp acceleration of an engine in which asynchronous fuel injection is performed in the acceleration of the engine, by controlling the number of times of continual fuel injection depending on the rotational number of the engine. CONSTITUTION:In a step S1, it is judged from the change in the degree of opening of a throttle valve whether asynchronous fuel injection should be effected in the acceleration of an engine. If it is judged that the asynchronous fuel injection should be effected, the number of times of the asynchronous fuel injection to be continually effected depending on the rotational frequency of the engine is determined in a step S2. In a step S3, a series of asynchronous fuel injection within the determined number of times are effected. The fuel is thus prevented from becoming overrich in the sharp acceleration of the engine.

Description

[Detailed Description of the Invention] 4. The present invention relates to a method for controlling asynchronous injection during acceleration of an electronically controlled fuel injection engine, and in particular, to a method for controlling asynchronous injection during acceleration of an electronically controlled fuel injection engine, particularly for use in an automobile engine equipped with an electronically controlled fuel injection mount. Improvement of the control method for asynchronous injection during acceleration of an electronically controlled fuel@Example 1 engine, which performs asynchronous injection during acceleration in addition to synchronous injection that is performed periodically in synchronization with the engine rotation, which is suitable for Regarding.

One of the methods for supplying a mixture with a predetermined air-fuel ratio to the internal combustion engine of an automobile engine, etc. is to use an electronically controlled fuel injection device.This method is used to inject fuel into the engine. For example, an injector is installed in several upper cylinders in the intake manifold of the engine, and the valve opening time of the injector is adjusted to the engine load, which is detected from the engine operating condition, for example, the intake pipe pressure or the intake air≠. By controlling the air-fuel mixture according to the engine rotational speed, etc., a mixture having a predetermined air-fuel ratio is supplied to the engine combustion chamber.

In automatic injection engines equipped with such electronically controlled fuel injection devices, synchronous injection is normally carried out periodically in synchronization with engine rotation (in automatic injection engines, fuel is insufficient during acceleration and the air-fuel ratio temporarily changes). This can be detected by, for example, the rate of change in the throttle valve opening, intake surface pressure, or intake air amount being large. During acceleration, so-called asynchronous injection is performed, in which a predetermined amount of fuel is injected regardless of the engine rotation angle, in addition to the synchronous injection.

However, from I-1, the required injection amount during acceleration changes C depending on the engine operating state. For example, if an asynchronous injection amount that corresponds to the rate of change in throttle valve opening is set, then the engine operating state Depending on the situation, the air-fuel ratio may not always be appropriate; for example, during sudden acceleration, the air-fuel ratio may become overrich (or afterburn may occur). It is conceivable to limit the total amount of fuel for asynchronous injections performed between injection cycles, depending on the synchronous injection amount, for example, by a predetermined multiple of the synchronous injection amount, but it is also possible to “In this case, the asynchronous injection process is very
There is a problem that it becomes cluttered.

The present invention has been made in order to solve the above-mentioned problems of the conventional art, and it is possible to easily and reliably limit the asynchronous injection 1 during acceleration. Electronically controlled fuel F3. can easily obtain asynchronous injection amount. The purpose of this paper is to provide a method for controlling asynchronous injection during acceleration of a @manufactured engine.

The present invention provides an asynchronous control method for an electronically controlled fuel injection type 21 engine during acceleration, in which in addition to synchronous injection performed periodically in synchronization with engine rotation, asynchronous injection is performed during acceleration. The gist is shown in Figure 1. The procedure and calculations for determining whether or not the engine operating state is in a state where non-IH injection during acceleration should be performed. lJ nozzle J
The above object has been achieved by including the following steps: a procedure for determining a limit value for jet irregularity; and a procedure for executing a series of calculated injections within the limit value described in 81'l.

In addition, the limit value of the number of asynchronous injections can be determined according to the engine rotation speed, L engine temperature, intake chamber pressure) or the intake air amount, etc., so that an accurate limit value for C1 can be determined. be.

According to the present invention, a series of asynchronous injections are executed at least within the limit value of the number of consecutive asynchronous injections determined according to the engine speed.
, the amount of asynchronous injection during acceleration is controlled to an appropriate amount according to the engine operating state.

Referring to the drawings below, the asynchronous control method during acceleration of an electronically controlled fuel injection engine according to the present invention is adopted.
An embodiment of an automobile engine equipped with an electronically controlled fuel I3 injection sub-device based on intake pressure sensing will be described in detail.

As shown in FIG. 2, this embodiment includes an intake temperature sensor 12 for detecting the humidity a of intake air taken in from the outside, an accelerator disposed in the throttle body 14, and an accelerator disposed in the driver's seat. Thrower 1 for controlling the flow rate of intake air, which opens and closes in conjunction with a pedal (not shown).
a throttle valve 16, a throttle sensor 18 for detecting the opening of the throttle valve 16, a surge tank 20 for preventing intake interference, and a surge tank 20 for detecting the pressure of intake air in the surge tank 20. an IC injector 26 that intermittently injects pressurized fuel at °C toward the intake port of each cylinder of the engine 10, which is disposed in the intake hold 24; To 1'
A spark plug 28 for igniting the air-fuel mixture introduced into the OA, an exhaust hold 30, and a high-pressure ignition signal 32 are sent to the spark plugs of each cylinder of the engine 10. Assigned to 28'tN4
It is linked to the rotation of the crankshaft of J Resin 10 in order to
A crank angle sensor 36 for detecting the rotational state of the engine 10 from the rotational state of the destroyer shaft 34A built in the destroyer 34; , arranged in the cylinder block 10B of the engine 10,
A water temperature sensor 38 for detecting the engine cold h1 water hole, and U detected from the output of the intake pressure sensor 22.
The synchronous injection time is calculated according to the engine load and the engine rotational speed determined from the +iQ crank angle 1 freshness sensor 36 output, and the valve is opened periodically in synchronization with the engine rotation. The electronic control unit U-( (hereinafter referred to as ECIJ)4
It is composed of 0 and .

As shown in detail in Figure 3, the ECIJ 40 includes a central processing unit (hereinafter referred to as CPU) 40Δ consisting of, for example, a microprocessor for performing various arithmetic processing, control programs, various data, etc. A read-only memory (hereinafter referred to as ROofVI) 40B for storing data, a random access memory (hereinafter referred to as RAM) 40G for temporarily storing calculation data etc. in the CPU 40A, and Backup RAM 4.01) which is powered by an auxiliary power source and can hold memory, the intake temperature sensor 12, the intake pipe pressure sensor 22, and the water temperature sensor 38.
an analog-to-digital converter (hereinafter referred to as a Δ,/' D Ll inverter) 40E equipped with a lrutino° lexer function for converting analog signals input from, etc. into digital signals and sequentially capturing them; Said suits 1 to 18
, the Haranoa function that takes in digital signals from the crank angle sensor 36, etc., and outputs control signals to the injector 26, etc. according to the calculation result of Cl-' U 40 A is installed at t6. I input/output small -1
(hereinafter referred to as I7'0 boat) 40F, and a mon bus 40G for connecting each component and transferring data and instructions.

The action will be explained below.

Honji 111! ! For example, asynchronous injection during acceleration, such as a3, follows an interrupt routine at predetermined time intervals as shown in Figure 4.
(Step 110 is executed repeatedly. That is, step 110 is executed every predetermined period of time.)
Then, the change 1ΔTA in the throttle valve opening degree TA determined from the output of the throttle sensor 18 for each predetermined time is determined.
is greater than or equal to the predetermined value A or 10731 is determined. If the determination result is positive, that is, if it is determined that asynchronous injection during acceleration should be performed, the process proceeds to step 112, and the previous throttle valve opening change amount ΔTA has already reached the predetermined value 1i! [Determine whether or not there is an error greater than or equal to A.] If the determination result is negative, that is, if it is determined that the current acceleration state is reached for the first time, the process proceeds to step 114, and, for example, the fifth
The relationship between the engine rotation speed and the limit number of times as shown by the solid line 1 in the figure, the relationship between the intake pipe pressure and the limit number of times as shown in Figure 6, and the relationship between the engine cooling water temperature and the number of times as shown in Figure 7. Using a three-dimensional map showing the relationship between the engine rotation speed, intake pipe pressure, and engine cooling water temperature, including the relationship between the limit number of times, and the limit number of times, the limit number of times is calculated, and the number of times of asynchronous injection is counted. Enter it as the initial value. −)
5. If the determination result in step 112 is positive, that is, if it is determined that the current process is the second or subsequent J hub failure in a series of asynchronous injection processes, step 11
Proceed to step 6 and count down the counter by 1. Next, the process proceeds to step 118, where it is determined whether the count value of the counter has become zero.

After the above step 114 or 6 exit step 11
8, that is, the current process 7j1
If there is an asynchronous injection process at the beginning (or if it is determined that it is an asynchronous 1ljI law process within the i number of controls), the process proceeds to the step 120 and sets the asynchronous injection execution flag. On the other hand, in step 118 If the determination result is positive, that is, in the current series of asynchronous injection processing, one asynchronous injection of the limited number of times has already been performed, the process proceeds to step 122, and the asynchronous injection execution flag is set. Reset.

After completing step 120 or 122, the process proceeds to step 124, where the asynchronous injection execution flag is set.
26, the valve opening time signal output to the injector 26 is turned on to start asynchronous injection. Next, the process proceeds to step 128, and the asynchronous injection amount go corresponding to the change in throttle valve opening ΔTA is determined using, for example, the following equation.

Here, B and C are constants.

Next, the process proceeds to step 130, and the non-Ih law injection end time corresponding to the asynchronous injection amount T is entered in the compare register so that the valve opening time signal of the injector 26 is turned off after a predetermined time. Zuru.

After completion of Sterage 130, or after step 110.
If the determination result at step 124 is negative, this routine is skipped.

An example of how the air-fuel ratio changes during acceleration in this embodiment is shown in broken lines in FIG. It is clear that the over-rich current ratio during acceleration is eliminated and a good air-fuel ratio is obtained compared to the conventional example shown by +81 and E in FIG.

In the above embodiment, the limit value of the number of asynchronous injections is
[Although it was calculated from a three-dimensional map according to the engine rotation speed, intake pipe pressure, and engine cooling water temperature, the method of calculating the limit number of asynchronous @ swords is not limited to this.
For example, it is possible to obtain it from a one-dimensional map that corresponds only to the engine + engine speed + rotation speed, or a two-dimensional map that corresponds to the engine speed and reaction and intake pipe pressure. or,
The relationship between the engine rotational speed, etc. and the number of limits is not limited to that in which the number of limits is gradually lowered as the engine rotational speed, etc. increases, as in the above embodiment. As shown by the broken line F, it is of course possible to change the -C1 limit number of times in stages depending on the engine speed, etc.

In the above embodiment, the present invention was applied to IC asynchronous injection according to the rate of change of the throttle valve 1 degree (although the application of the present invention is not limited to this, and It is clear that the same (and A) can be used for asynchronous injection according to the rate of change and asynchronous injection according to the rate of change of the intake air amount.

In addition, in the above example, non-161st period r@Yuji1 is
1) The amount of change in the throttle valve opening △Depending on A,
) was calculated using the relationship shown in (), but -
1 Find the asynchronous injection amount according to the engine operating condition'h
The method is not limited to this, but the asynchronous injection amount T may be determined by a relationship similar to the above equation (1) depending on the intake pipe pressure, the rate of change of the intake air amount, etc. ) J2-r can be termed constant (old).

In the above embodiment, the present invention was applied to an automatic cattle engine equipped with an electronically controlled fuel injection device that senses the intake air flow, but the scope of the 'rB application of the A invention is limited to this. For example, it can also be used in an automobile engine equipped with an electronically controlled fuel injection device that detects an intake air star.In this case, of course, the intake air pressure and It is necessary to change the relationship between the limit number of times to a relationship between the intake air amount and the limit number of times. It is clear that the present invention is equally applicable to other types of electronically controlled fuel injection type 1" engines.

As explained above, according to the present invention, for asynchronous use during acceleration! ) J u can be easily and reliably limited, and therefore, an appropriate asynchronous injection set depending on the engine operating condition can be easily obtained.

This has the excellent effect of reliably preventing overrich chartering during sudden acceleration.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a flowchart showing the gist of a method for controlling asynchronous injection during acceleration of an electronically controlled fuel injection soil engine according to the present invention. Figure 2 shows the intake pipe pressure feeling that the present invention has been successfully adopted. FIG. 3 is a sectional view including a partial block diagram, showing an embodiment of an automatic single-use engine equipped with an intelligent-type suspension f-control fuel injection device. The block diagram showing the collapse of the unit, Figure 4, is 1jil 1
．． ; <, 11 of the specified width for performing asynchronous one-mounding
Figure 1 shows the flowchart of the routine, M'S 5 shows the three-dimensional map used in the above routine to find the limit number of times for the homologous 11iJ IIβ sword. Figure 6 shows an example of the relationship between the intake pipe pressure and the limit number of times in the box section. l is 16] Figure 8 is a ``CJ'' diagram that compares examples of changes in the air-fuel ratio during acceleration in the embodiment and the conventional example. △ T A,... Throttle valve opening change amount, A... Predetermined value, 10... 21 engine, 16... Throttle valve, 18... Throttle sensor, 22... Intake pipe Pressure sensor, 26... Injector, 34... Distributor, 36... Crank angle sensor, 38... Water temperature sensor, 40... Electronic control unit (ECU). Agent: Ronku Hatake and 1 other person)

Claims (2)

[Claims] (1) 1iJ performed periodically in synchronization with engine rotation
In addition to the I 111 injection rule (, non-1i during acceleration; J period @ injection is performed, the acceleration calculation of an electronically controlled fuel injection type engine 111J @ law control force method, J, i, and the engine operating state The procedure for determining whether or not the engine is in a state where asynchronous injection is performed during acceleration, and when it is in a state where asynchronous injection should be performed, are performed in a series of steps depending on the engine speed and IP7i speed. An electronically controlled fuel IIR sword-type upper type engine lJ characterized by comprising: a procedure for determining a limit value for non-Ia1 stage injection rotation; and a procedure for executing a series of asynchronous injections within the limit value specified in 111. Fast time non-1ii1 period spout control method. (2) Patent B in which the limit value of the number of times of non-fn]tilJ l'FJ is determined according to engine speed, engine temperature, intake casing pressure, intake air flow, etc.? I 5
J. A method for controlling acceleration asynchronous injection of an electronically controlled fuel injection type engine according to item 1 of this scope.