JPS5928028A - Electronic fuel injection controlling method of internal combustion engine - Google Patents

Abstract

PURPOSE:To improve responsibility in spouting at an initial stage of racing, by making nonsynchronous injection practice when a power switch is turned ON under a racing state, in a method performing an increase of an output of a synchronous injection quantity when the power switch is turned ON. CONSTITUTION:An electronic control fuel injection device corrects a reference injection period of time to be obtained in a controller 48 from outputs of an air flow meter 14 and a distributor 40 by outputs of an O2 sensor 30 and a throttle sensor 22. Then, nonsynchronous injection is made to practice when a throttle valve 20 is opened from a closed state and a throttle switch of the sensor 22 is turned OFF, and synchronous injection is made to practice when the valve 20 is opened more wider than a given opening and a power switch of the sensor 22 is turned ON. In this case, the nonsynchronous injection is made to practice when the power switch is turned ON in a racing state wherein a vehicle is in its suspension time and an engine speed is less than a given value.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronically controlled fuel injection method for an internal combustion engine, and is particularly suitable for use in an automobile engine equipped with an electronically controlled fuel injection device. When the power switch is turned on when the throttle valve is opened more than once, the synchronous injection amount is increased, and when the throttle valve is opened from the fully open position and the idle switch is turned off,
The present invention relates to an improvement in an electronically controlled fuel injection method for an internal combustion engine so as to perform asynchronous injection 1c.

One of the methods for supplying an air-fuel mixture at a predetermined air-fuel ratio to the combustion chamber of an internal combustion engine such as an automobile engine is to use a playback control fuel injection device. This is achieved by installing injectors for injecting fuel into the engine, for example, in several engine cylinders in the intake manifold of the engine, and controlling the valve opening time of the injectors according to the operating state of the near cylinder. The air-fuel mixture is supplied to the engine combustion chamber with an air-fuel ratio of .

In this electronically controlled fuel injection system, the basic injection time is usually determined from the engine load and engine speed detected from the engine's intake air, air pressure, or intake pipe pressure, and the system is installed at each part of the engine at the basic injection time. Based on signals input from the sensor that correspond to the engine status, etc., corrections are made during starting, increase after starting, intake air n1 uramasa, warm-up increase, acceleration increase during warm-up, output jlj &, 2 fuel ratio feedback correction, etc. Synchronous injection, in which fuel is always injected at the same crank position in synchronization with engine rotation by adding various corrections, and engine operation, in order to improve startability or responsiveness immediately after acceleration/deceleration. Asynchronous injection is performed in which a predetermined amount of fuel is injected when the state reaches a predetermined operating state. This asynchronous injection is unrelated to synchronous injection (it is controlled; for example, when starting the engine, one injection is performed twice at the same time as the ignition switch signal is detected, in order to improve the starting performance. When starting from an idle state, the engine response and υ1 gas purification performance should be the same as above. In order to improve the responsiveness of the fuel injection, it is designed to be injected once.

According to such an electronic FI11 fuel injection device, it is possible to control the air-fuel ratio in a controlled manner, and it has come to be widely used in automobile engines that are equipped with exhaust gas purification measures.

In this electronic 1ifll fuel injection system, acceleration 1
Although there are many possible ways to perform asynchronous injection during acceleration to improve the positive
The throttle sensor for detecting the throttle opening only has an idle switch that turns off when the throttle valve opens from the fully closed state and turns off at the ratio, and a power switch that turns on when the throttle valve opens more than a predetermined opening. Therefore, a predetermined amount of asynchronous injection is normally performed when the idle switch is turned off. However, since the rate of change in throttle opening and throttle opening are unknown between the two cars with the idle switch set to A-off, the asynchronous injection amount is independent of the rate of change in throttle opening, throttle opening, etc. Regardless of the driving method,
In order to avoid major problems, we had to set a relatively small number of mice. Therefore, when the throttle valve is opened rapidly from a low rotation speed, such as when racing while stopped, and a large amount of fuel is required instantaneously, a small amount of fuel will be released when the idle switch is turned off. Performing the asynchronous injection only once was extremely insufficient, and there was a problem in that the response of the 9 was poor when the engine blew up during the first racing event.

In order to solve this problem, the throttle sensor uses i! to measure the throttle opening. ! ! It is conceivable to install a potentiometer that can be continuously checked or a comb blade sensor that generates a cylindrical blade, but this has the drawbacks of complicating the mechanism of the throttle sensor and making it expensive. Ta.

The present invention has been made to solve the above-mentioned conventional drawbacks, and even when a throttle sensor having only an idle switch and a power switch is used, the internal combustion engine can improve the responsiveness of the initial surge in racing. The purpose of the present invention is to provide an electronically controlled fuel injection method for an engine.

In the present invention, when the throttle valve is opened to a predetermined opening degree or more and the power switch is on, the output of the synchronous injection rat is increased, and the throttle valve is opened from the fully closed state and the idle switch is turned off. In this case, in an electronically controlled fuel injection method for an internal combustion engine in which asynchronous injection is executed, when the power switch is turned on in a racing state, the asynchronous injection is executed, thereby achieving the above object. It is something.

Further, the racing state can be accurately detected by detecting the l/-sing state because the vehicle equipped with the engine is stationary and the engine rotational speed is below a predetermined value. This is how it was done.

Alternatively, the asynchronous injection at 9 o'clock, when the power switch is turned on, is not performed while the engine is warming up, thereby simplifying the control.

Furthermore, the amount of asynchronous injection at 9 o'clock when the power switch is turned on is set to be higher than the amount of asynchronous injection when the idle switch is turned off, thereby further improving the responsiveness of the engine during racing. be.

Alternatively, by changing the asynchronous injection amount the next time the power switch is turned on depending on the elapsed time from when the idle switch is turned off until the power switch is turned on, fine-grained side-turning can be achieved. It was designed to be carried out.

With reference to the following 1 aspects, the intake air intake short-type 'side-down fuel injection system' for an automobile engine in which the 1st fuel injection method for an internal combustion engine according to the present invention is adopted will be described below. Examples will be explained in detail.

In this embodiment, as shown in FIG. The air flow meter 14
The throttle body 18 is opened and closed in conjunction with an intake temperature sensor 16 built into the engine for detecting the flow rate of intake air, and an accelerator pedal (not shown) installed in the driver's seat, which is installed in the throttle body 18. Yoer'2! The flow rate of intake air is f
iijl A throttle valve 2 () for opening the throttle valve 20, a throttle sensor 22 including an idle switch that turns off when the throttle valve 20 is opened from a fully open state, and a power switch that turns on when the throttle valve 20 is opened to a predetermined opening degree or more. , each air 1 of the engine 10 is arranged in the intake manifold 24.
The first injector 26, which injects fuel towards the intake boat of Ton, and the J-nodoma E-holt 28 are installed.
An oxygen concentration sensor (referred to as 02 sensor) 30 for detecting the air-fuel ratio from the oxygen concentration in exhaust gas, and an exhaust pipe 32
Three-way touch f11. Co7 parta 34 and
A water temperature sensor 36 disposed in the engine block for detecting the engine cooling water temperature and a distributor shaft (
(not shown), and generates an ignition primary signal at every predetermined crank angle according to the engine rotation (...ζ, the ignition primary signal
The output shaft of the engine 1 A vehicle speed sensor 44 for detecting the running speed of the vehicle equipped with the vehicle, and a battery 46.
Then, a basic injection pulse signal Tp having a pulse width corresponding to the basic injection time is generated at each predetermined crank angle in accordance with the intake air quality output from the air flow meter 14 and the engine rotational speed determined from the ignition primary signal. , an analog calculation circuit that applies various corrections to the basic injection pulse signal Tp and outputs an injector drive pulse signal Tl to the injector 26, and a basic injection pulse signal TP output from the analog calculation circuit. Forming a correction signal vF for adding an oil stop according to the air-fuel ratio output from the sensor 30, the output from the throttle sensor 22, etc.
When the engine operating state reaches a predetermined operating state, for example,
When the idle switch of the front throttle sensor 22 is turned off, the hybrid type engine includes a digital calculation circuit that immediately generates a 4A injection pulse reaction. In the intake air amount sensing two-side tilting fuel injection system for a four-cylinder automobile engine 10, the engine control 1tt48 detects that the automobile on which the engine 10 is installed is stationary, and the engine rotational speed is at a predetermined value. In the following racing state and after engine warm-up, the throttle sensor 22
When it is detected that the idle switch is turned on, an asynchronous injection pulse signal having a pulse width approximately three times the pulse width of the asynchronous injection pulse signal 'l'a1 when the idle switch is turned off is generated. In this system, a brocade T1 is generated to perform asynchronous injection.

The engine control device 48 is configured as shown in detail in FIG.
, the above) Ignition 1 input from the IJ computer 40
A frequency dividing circuit 50 divides the input signal Ig into a signal for each predetermined crank angle, and the basic injection time is determined according to the intake air amount signal inputted from the output of the frequency dividing circuit 50 and the air flow meter 14. The basic injection pulse generation circuit 52 generates a basic injection pulse signal TP having a pulse width corresponding to the pulse width at every predetermined crank angle, and the basic injection pulse signal TP input via the diode 54 is inputted to the intake air temperature sensor. 1
a multiplication correction circuit 56 for performing correction according to the intake temperature signal of 6 outputs, the engine cooling water temperature signal of the water temperature sensor 36 and the output of the digital control circuit described later; and an injector drive pulse signal output from the multiplication correction circuit 56. An OR circuit 58 that outputs the logical sum of Ti and the asynchronous one-shot pulse signal Ta output from the digital control circuit to be described later, and an output V of the OR circuit 58.
Driven by ζ%Y+iJゎself injector 26F
A central processing unit (referred to as CPU) 62a5 consisting of, for example, a microprocessor, for performing each capture operation process, and a timer 62b1 for generating various time signals; Interrupt control 1i11 section 62c1 for interrupting in response to the basic injection pulse signal Tp output from the circuit 52
A digital input port 2d for receiving the air-fuel ratio signal output from the 017 sensor 3o, the power of the throttle sensor 22, a vehicle speed signal output from the front gQ vehicle speed sensor 44, and an intake port into which the air flow meter 14 is also input. air volume signal,
an at port f for converting the engine cooling water temperature signal etc. manually inputted from the water temperature sensor 36 into a digital signal f;
--r) Digital converter (referred to as A/D converter)
62 e, CPU 62 hVc (random access memory (referred to as 17A81) for temporarily storing calculation data, etc.) 62 f, read-only memory for storing norograms, various constants, etc. (ROM (!: called) 62g% before aa c P
62h, same (according to the result of the calculation 7 of the CPU 62a) A digital-analog comparator 7 (D/A converter 1) 62 i converts the obtained digital Urasa signal into an analog correction signal VyK and outputs it to the pre-multiplication correction circuit 56 .

The voltage is applied via the key switch 49.
Power supply port 1862 for supplying voltage of 6 to each component device
j, and a digitally controlled oil circuit 62 consisting of a power supply circuit 62k for supplying the voltage directly applied to the variable voltage 46 to the RAM 62f. In FIG. 2, 64 is a pull-up resistor, 66 is
This is a register for the injector.

The action will be explained below.

FIG. 3 shows a routine for generating the asynchronous injection pulse signal Ta2 when the power switch is turned on in this embodiment. In this routine, ・Firstly,
At 01, it is determined whether or not the vehicle speed of the vehicle in which the engine 10 is in the IS state is 0, based on the vehicle speed signal output from the front vehicle speed sensor 44. If the determination result is negative, the car is running and is not in a racing state, so the asynchronous injection pulse signal Ta! (This routine ends.) On the other hand, if the judgment result at step 101V is positive, that is, when the car is stopped, the process proceeds to step 102, and, for example, when the water temperature sensor 3
According to the output of step 6, it is determined whether or not the engine has finished warming up. If the determination result is negative, another increase is being performed during warm-up, so in order to simplify the control, the asynchronous injection pulse signal T17 is not generated (this routine is terminated). On the other hand, if the determination result in the previous step 102 is positive, the process proceeds to a sudesop 103, where it is determined whether the engine rotational speed NE determined from the ignition 1 input signal is equal to or less than a predetermined value (Nrpm). If the determination result is negative, generate the asynchronous injection pulse signal T1 (yx, % This routine number ends. Here, the racing state is detected from the presence or absence of a stop and the high or low engine speed, The reason why asynchronous injection is not performed in conditions other than racing is that the amount of asynchronous injection when the power switch is turned on is quite large in line with the required injection amount in racing conditions, so the throttle valve is opened. If the power switch is turned on and asynchronous injection is executed during actual driving, when the engine speed at the time of starting the engine rotation speed cannot rise rapidly after that, it may cause harmful effects. This is because there is.

Step 103 i (-If the peeling determination result is positive, proceed to step 104 and determine whether the power switch of the throttle sensor 22 is turned on. If the determination result is negative In this case, the asynchronous injection pulse signal T11 is not generated (this routine ends).

On the other hand, if the determination results in steps 101 to 104 are all positive, the process proceeds to step 105;
A non-compatriot reconnaissance pulse signal T&f is generated, and this routine ends.

FIG. 4 shows an example of the relationship between the throttle opening, the idle switch, the power switch, and the fuel injection pulse signal according to the present embodiment and the conventional ν for comparison.

It is clear from the figure that the synchronous injection pulse signal 1
Between 50 and 50, the throttle tension and idle opening are also opened.
Whereas the asynchronous injection pulse signal phase Tal of the short poem U occurs only at time t1 when the idle switch is turned off, in the VC of this embodiment, even when the power switch is turned on and ft time t1, the asynchronous injection pulse signal phase Tal occurs. Asynchronous injection pulse signal 11%
, an asynchronous injection pulse signal T having a pulse width approximately three times as long as the bulk j of , is generated, and asynchronous injection is performed by this. It is clear that the same applies to the above.

In your example, the amount of asynchronous injection when the power switch was turned on was approximately three times the amount of asynchronous injection when the idle switch was turned off, but the relationship between the two is as follows. For example, depending on the elapsed time t (Fig. 84) K from when the idle switch is turned off until the power switch is turned on, asynchronous injection when the power switch is turned on or asynchronous injection By changing the quantity, it is also possible to perform more finely controlled wholesale.

In the above embodiment, the present invention is applied to an intake air amount sensing type electronic side-tilt fuel injection device 9.7t equipped with a hybrid engine control device, but the scope of the present invention is not limited to this. Without limitation, an intake air amount sensing type electronic 111j (incorporated) fuel injection system equipped with a fully digital digital type engineffflJ device, or an intake pipe pressure sensing type Apparatus 1 sFurthermore,
It is clear that the present invention can be similarly applied to general electronically controlled fuel injection systems.

As explained above, according to the present invention, even when all the conventional throttle sensors are used, where only idle speed and power speed are f'f4, the responsiveness of the engine racing at the initial stage of racing can be improved. It has a corrupting effect.

[Brief explanation of drawings]

Fig. 1 shows the configuration of an embodiment of an intake air amount sensing type electronic M-misaki fuel injection device for an automobile engine, in which the electronically controlled i+Tl fuel injection method for an internal combustion engine IA according to the present invention is adopted.
A plan view including a partial block diagram and a sectional view, FIG.
Figure 193, a block diagram showing the configuration of the engine control device used in the embodiment, shows a routine for generating an asynchronous injection pulse signal when the power switch is turned on in the embodiment. The flowchart, FIG. 4, is a diagram comparing and showing an example of the relationship between the throttle opening, the idle switch, the power switch, and the fuel injection pulse signal in the embodiment and the conventional example. 10... Engine, 2o... Throttle valve, 22.
...Throttle sensor, 26...Injector, 36
...Water wetness sensor, 38...Ignition coil, 40...
Distributor, 44...Vehicle speed sensor, 48...
Engine control device. Agent Tsuneya Ron (and 1 other person)

Claims (5)

[Claims] (1) When the throttle valve is opened to a predetermined opening or more and the blower switch is on, the output increase of the synchronous injection amount J1
In an electronically controlled fuel injection method for an internal combustion engine, asynchronous injection is performed when the throttle valve is opened from a fully closed state and the idle switch is turned off. An electronically controlled fuel injection method for an internal combustion engine, characterized in that when a switch is turned on, asynchronous injection is performed. (2) The internal combustion engine according to claim 1, wherein the racing state is detected because the vehicle on which the engine is mounted is stationary and the engine rotation speed is below a predetermined value. electronically controlled fuel injection method. (3) The electronic side 011 fuel injection method for an internal combustion engine according to claim 1, wherein the asynchronous injection when the power switch is turned on is not performed while the engine is warming up. (4) The internal combustion engine electronic fljll according to claim 1, wherein the asynchronous injection amount when the power switch is turned on is smaller than the asynchronous injection amount when the idle switch is turned off. H fuel injection method. (5) The asynchronous injection amount when the power switch is turned on is changed depending on the elapsed time from when the idle switch is turned off to when the power switch is turned on. The electronically controlled fuel injection method for an internal combustion engine according to item 1.