JPS60116840A - Controller of fuel injection quantity and timing of multicylinder internal-combustion engine - Google Patents

Abstract

PURPOSE:To contrive an improvement in drivability by enabling fuel injection corresponding to the sudden change of an operation state, by a method wherein a plurality of times of fuel injection operations is performed during suction stroke period of each cylinder synchronously with an engine speed and fuel is made to inject every operation. CONSTITUTION:During operation of an engine, a cut-in step is made to perform every generation of a crank angle signal (45 deg.CA in case of 4 cylinder engine), a basic injection quantity TD is computed through data Q of a suction quantity by an air flow meter 11 and data Ne of a speed, which is made into an injection quantity T by correcting the same according to an operation state of the engine, in a control circuit 10. Then discriminating counter value of a cylinder during a suction stroke is read out from a memory for decision, and fuel is made to inject toward a suction port of the corresponding cylinder by energizing any one of fuel injection valves 5-1-5-4 according to a result of the discrimination. Then each injection valve is controlled in order in conformity with a fuel injection quantity computed every time by performing the above action every generation of a crank angle signal.

Description

TECHNICAL FIELD The present invention relates to an internal fuel injection system 14i and a timing control device.

Conventional technology In general, in electronically controlled internal combustion engines, the basic injection force is calculated according to the intake air amount (or intake pipe pressure) and rotational speed of the six engines, and is further corrected according to the intake air temperature, the cooling water temperature of one engine, etc. This is injected into all cylinders simultaneously depending on the rotation speed. For example, in a 4-stroke engine, fuel is injected once per crank rotation (360°OA). However, if the injection timing is simply synchronized with the rotational speed in this way, if the operating condition of one engine suddenly changes, the adjusted injection amount will be insufficient and the required fuel amount will not be obtained according to changes in the intake air. As a result, acceleration may be impaired.

For this reason, conventionally, an independent injection method has been adopted in which the operating state of the engine is detected by the amount of throttle change or intake air change and fuel is injected asynchronously to the engine speed, or the injection timing is set near the intake start time of each cylinder. Was.

However, even if the above-mentioned asynchronous injection method or independent injection method is used, 111! When the situation suddenly changes,
Since the intake air during the intake stroke also changes over time, it is not possible to secure the required fuel by adjusting the fuel only at a specific time, resulting in reduced acceleration and drivability. was there.

Purpose of the Invention The purpose of the present invention is to solve two problems in view of the above-mentioned problems of conventional
Fuel injection is performed multiple times during the intake stroke of each cylinder in synchronization with the engine rotational speed, and fuel is injected for each calculation. The purpose of the present invention is to enable accurate adjustment of the intake air fif that changes during a stroke, thereby achieving followability of the required fuel amount and improving drivability.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention for achieving the above-mentioned objects is illustrated in FIG. That is, in the fuel injection amount and timing control device for a multi-cylinder internal combustion engine, the fuel injection amount calculation means calculates the fuel injection amount multiple times in accordance with the operating state parameters of the engine for each intake stroke of each cylinder, and The stroke A discrimination hand +G discriminates which cylinder is in the intake stroke every time the fuel injection amount is calculated, and the fuel injection central means starts fuel injection (generates g and performs the above-mentioned Calculated fuel 1%i 1
Fuel injection is evacuated to the center for a time corresponding to t1.

Examples of the invention The present invention will be described in detail with reference to the drawings from FIG. 2 onwards.

FIG. 2 shows the fuel injection amount and timing i1 of the multi-cylinder internal combustion engine according to the present invention. ! 1 is a schematic diagram of an IJA machine including an I control device; FIG.

In FIG. 2, fuel from a fuel tank 1 is boosted to an appropriate pressure by a fuel pump 2 and is pumped to a delivery vibe 3. The delivery pipe 3 is equipped with a pressure regulator 3 that controls fuel pressure according to predetermined operating state parameters.

This is 9. The injection pressure of fuel injection valves 5-1.5-2.5-3.5-4 mounted on each cylinder intake boat is controlled. In addition, in FIG. 2, a four-cylinder case is assumed. Further, 6 is a distributor for the engine ignition system, and inside it there is a distri-
Cylinder discrimination signal Ds't'' every 72o00A of pulses
Cylinder discrimination sensor 7 generates 4 pulses per distributor revolution (j) cylinder top dead center (T) every 180'OA
DO) Reference position sensor 8 which generates the signal 'tR5. and Distribus - 916 pulses per 21 revolutions or 45°
A crank angle sensor 9 is provided which generates an equal angle ωC for each OA. Each of these signals D5.1'1
□S.

ωC is supplied to the control circuit 10. Furthermore, fbl order 1
1 circuit 10 may include other sensors, such as an air flow meter 11 . A throttle position sensor 121 provided on the throttle valve 12. The output signal of the starter switch 13 etc. is not supplied. Note that +■1 indicates the battery voltage.

FIG. 3 is a detailed block circuit diagram of the control circuit shown in FIG. 2. Fig. 3: VC, air flow make 11, battery f, front B, analog signals, multiplexer 10
1i to the Al1) converter 102. In other words, A/D Henkei 102fic! The air flow meter 11 is sent through the multiplex airflow meter 11, which is selectively controlled by the PU 108, and the battery is connected to the air flow meter B.
The analog output signal is A/D converted using a clock signal from a clock generation circuit (not shown), and an interrupt signal is sent to the 0PU 108 after the A/D conversion is completed. As a result, in the 1st interrupt routine, the latest take of the air flow meter 11 and the battery voltage hand B is taken in and 几AM10
'7 will be stored in a predetermined area.

Cylinder discrimination signal DB (720°OA), reference position signal "5"
(18Q°OA), and crank angle signal ωC (45
°OA) is supplied to the waveform shaping circuit 103.

This waveform shaping circuit 103 supplies interrupt signals corresponding to the above-mentioned signals to the interrupt input of the 0PU 108, and as a result, a routine to be described later is executed.

Further, the pulse signal ωC of the crank angle sensor 9 is sent to an input interface 105 via a rotational speed forming circuit 104.
is supplied to a predetermined position. The rotation speed forming circuit 104 is
It consists of a gate that is controlled to open and close every 45 degrees OA, and a counter that counts the number of pulses of a clock signal from a clock generation circuit (not shown) that passes through this gate. will be formed.

Throttle position sensor 121 and starter switch 1
3 digital output No. 4H is input interface 10
+<j contact is supplied to a predetermined position of 5.

106 is a common bus connecting each element (il-).

The ILOM 107 stores in advance routines to be described later and a large amount of fixed data necessary for these processes.

Down counter 111-1.7 lip-flop 112-
1゜Power drive circuit 113-1 is the first cylinder injection valve 5-1
down counters 111-2.7, lip-flops 112-2. The power drive circuit 113-2 is provided for the second cylinder injection valve 5-2, and the down counter 111-3. Flip-flop 112-3. The power drive circuit 113-3 is installed for the 3rd cylinder + 5-3 VC, and the down counter 111-4. Frisoge Flop 112-4. Power drive circuit 113-4il''l
: 4th air 1fr)': # must be provided for the injection valve 5-4. For example, the first cylinder sniff valve 5-1 is 1"1.
(When data T is input, take T is sent to the latch circuit of the output interface 110.
Next, this data T is applied to the down counter 1 i i-i
Preset-a is entered. Then, when an injection start signal (strobe signal) 81 is generated.

At the same time that the flip-flop 112-1 is set and the power drive circuit 113-1 is operated to energize the injection valve 5-1, the down counter 111-1 also starts clock counting. Finally, when the carrier terminal of the down counter 111-1 reaches the Ill level, the free rough 1 foot 7'
ll'2-1 has been reset and the power drive circuit 113-
1, the energization of the injection valve 5-1 is completely stopped. In other words, the fuel injection valve 5-1 is energized for the above-mentioned fuel injection time T, and therefore an amount of fuel corresponding to the fuel injection time is injected into the combustion chamber of the engine body (
(It will be sent.

The operation of the control circuit 10 in FIG. 2 will be explained with reference to the flowchart f in FIGS. 4 to 6.

4 and 5 are routines for calculating the cylinder discrimination counter value N during the intake stroke using the V trowel shown in FIG. In other words, the counter value N is the cylinder discrimination signal.

It is cleared every time (720°OA) occurs, and +1 is added to the generation 4U of the reference position signal (180°OA).

Here, if it is a 4-cylinder engine, 1st cylinder → 3rd cylinder →
The explosion occurs in the order of 4th cylinder → 2nd air 1) a + 1st cylinder. Therefore, the relationship between the counter value N and the cylinders during the intake stroke is 1lTJ#). Namely.

3rd cylinder when N=0 or 4 4th cylinder when N=1 When N=2, the second shift f 1ij When N=3, the first thing is 1) (See figure r4'57).

The interrupt step in FIG. 6 (501 starts at 4ii of the crank angle of 18 ωc (45° OA), and in step 602, the intake air I of the air flow meter 1 is
44. Data Q and rotational speed 1 person [Determine basic injection amount 1'D with data Ne, h > knee r. In the dark, step 6
03, other sensor outputs such as throttle position sensor 121. Starter switch 13, battery voltage hand Q
= Basic uIjt injection ill: Ill Correct D and injection' according to zr, 6: Add T. Steps 604-6
In 07, +1ㅅ+wI l+ylr), n, , -
;/--tl/f i','IrIL+'-Vh+>+:
u,,'=r+,-,+H medium discrimination counter value NIRAM
A predetermined area of xo9 is read and determined. What if N=Q or 4?

At step 608, data Tfc down count/return 111
-3, and in step 609 VC sends an injection start signal S3 to energize the third cylinder injection valve 5-3. N-
If it is 1, the data T is set to -4 in step 610K, and the injection start signal s4 is sent out in step 611 to energize the fourth cylinder injector 5-4. If N-2.

In step 612, data Ill f is set in the down counter 111-2, and in step 613, the injection start signal 82 is sent out to energize the second cylinder injection valve 5-2. N
If =3, data T(i) is set in the down counter 111-1 in step 614.

In step 615, the injection start signal Slk is sent to energize the first cylinder injection valve 5-1. The routine then ends at step 616.

The operations according to the routines shown in FIGS. 4-6 can be further understood by referring to the timing diagram shown in FIG.

/)-J:jq-to 91++1〆ha”J7 To & I stone 1l
lI〆 and “He μ11.-1”/JAJA-4etr＼
+1. l: 22.5°OA from TDO (equivalent to R3)
The injection was performed at a delayed time of 45 degrees, and thereafter, the injection was performed three times every 45°OA. The injection amount in this case is also calculated each time.

It is preferable to use a high-speed, high-response type as the above-mentioned injection valves 5-1 to 5-4 using, for example, a piezoelectric element (PZ'll')'z actuator. for example.

If the engine speed is 6000 rpm+n, the interval between four injections during the -intake stroke is 600 μs or less.

If the above-mentioned high-speed, high-response injection valve is used, the fuel injection amount can be reduced to 4.
Double the dynamic range can be secured.

4 times per intake stroke rJ"j)?+-, *The injection form is (the injection valve used for testing is intended to improve transient fuel followability from the medium to low speed range between liquids) If the responsiveness, injection accuracy, intake air jjj-, calculation speed, and accuracy allow, Wr''A in one intake row, l', j as much as possible.
It is better to increase rk'+the number of injections. ta/toshi,
During transient periods at high speeds, the effect of increasing the number of injections diminishes because the number of intake air cycles per unit time increases. Therefore, depending on the number of engine revolutions, the number of shots per intake stroke may be reduced to two or one. However, in this case, the crank angle signal ω determines the execution of the routine shown in FIG.

needs to be divided into bars or V4.

Effects of the Invention FIG. 8 is a timing diagram for explaining the present invention in detail. When the engine changes from light load to high load, that is, the engine intake air amount Q (=required fuel amount) becomes a-+b+C-
+d, conventional throat <, 1 every 360°OA
In rotary control and all-cylinder simultaneous injection, the fuel supply amount changes as shown by arrow X, but according to the present invention, the fuel supply amount changes as shown by arrow Y. Therefore, the amount of fuel supplied is increased by a corresponding amount j1a to the shaded area compared to the conventional case, and the fuel followability is improved and the drivability is improved.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing the structure of the present invention, Fig. 21 is a schematic diagram of a multi-cylinder internal combustion engine (including a liquid-to-liquid fuel injection system and a timing control device), and Fig. 3 is a control diagram of Fig. 2. Detailed block circuit diagrams of the circuit, Figures 54 to 6 are flowcharts for explaining the operation of the control 4j11 circuit in Figure 2;
Fig. 7 is a timing diagram supplementary explaining the operations of Figs. 5-1~5-4...fuel 1su'i! 7...Cylinder 1'11 separate sensor. 8...Reference position 1i?j ce/ly. 9...Crank angle j, W sensor. 10...ft1lJ side 1 circuit. Applicant (Suesei Company 1 Kohon Insuke Small Parts Approval I7 Akira Yamaguchi Patent Attorney Masaya Nishiyama Figure 1

Claims (1)

[Claims] 1. A fuel injection amount and timing control device for a multi-cylinder internal combustion engine, comprising fuel injection range calculation means for calculating the fuel injection amount multiple times in accordance with operating state parameters of the engine for each intake stroke of each cylinder; An intake stroke cylinder determining means for determining which cylinder is in the intake stroke each time the fuel injection amount is calculated; 1. A fuel injection indulgence timing control device for a multi-cylinder internal combustion engine, comprising a fuel injection execution means for executing fuel injection for a time corresponding to a fuel injection time 1t.