JPS61126353A - Control method of electronic fuel injection in multi-cylinder internal-combustion engine - Google Patents

Abstract

PURPOSE:To improve a mass production effect in an electronic fuel injection control device and promote its cost down, by driving six injectors in a six- cylinder engine by four injector driving circuits. CONSTITUTION:A rear-row cylinder group is constituted by three cylinders #1-#3, while a front-row cylinder group is formed by three cylinders #4-#6. The first driving circuit 11 simultaneously drives two injectors of the cylinder #1, #2. A control device drives an injector of the cylinder #3 by the third driving circuit 13 and an injector of the cylinder #4 by the fourth driving circuit 14. In this way, the electronic fuel injection control device, driving the six injectors by the four driving circuits, enables a mass production effect of the device to be improved while its cost down to be promoted.

Description

Detailed Description of the Invention (Technical Field) The present invention provides an electronic fuel injection control device for a 4-cylinder engine that uses four injector drive circuits to inject six injectors in a six-cylinder engine.
The present invention relates to an electronic fuel injection control method for a multi-cylinder internal combustion engine in which multiple cylinder injectors are driven.

(Prior Art) An electronic fuel injection control device for an internal combustion engine sets the valve opening time of the fuel injection device to a reference value depending on the engine speed and the absolute pressure in the intake pipe, and specifies specifications representing the operating state of the engine, such as Engine speed, absolute pressure in the intake pipe, engine water temperature,
Constants and/or coefficients depending on throttle valve opening, exhaust gas concentration (oxygen concentration), etc. are added and/or
Alternatively, the fuel injection amount is determined by multiplication and the fuel injection amount is controlled, thereby controlling the air-fuel ratio of the air-fuel mixture supplied to the engine.

Generally, in a four-cylinder engine, the exhaust system of each cylinder is connected to one exhaust pipe due to its structure, and in such an engine, the 02 sensor that detects the exhaust concentration, for example, the oxygen concentration in the exhaust gas component, is located within the exhaust pipe. All you have to do is place one in each location. Further, even in a 6-cylinder engine, when the exhaust system of each cylinder is connected to one exhaust pipe like an in-line engine, it is sufficient to install 1 (Il) 02 sensor as described above.

However, in recent years, V-type 6-cylinder engines that have been adopted in large vehicles have a structure in which the six cylinders are divided into two cylinder groups of three cylinders each, and each cylinder group is provided with its own exhaust pipe. , in such a V-type engine, 0 for each exhaust pipe.
It is necessary to install two sensors, and furthermore, even if the terminals of each exhaust pipe are connected to one exhaust pipe, the shape and route of each exhaust pipe may vary depending on the layout of mounting on the vehicle, etc. Due to the difference in length, etc., it is necessary to install an 02 sensor for each exhaust pipe, and the number of injectors is different between a 4-cylinder engine and a 6-cylinder engine. The type fuel injection control device cannot be applied to a six-cylinder engine. For this reason, it is necessary to produce two types of electronic fuel injection control devices, one for 4 cylinders and one for 6 cylinders, which reduces the effectiveness of mass production and makes it difficult to reduce manufacturing costs. There's a problem.
(Objective of the Invention) The present invention has been made in view of the above points, and provides a method for driving six injectors of a six-cylinder engine by four injector drive circuits of an electronic fuel injection control device for a four-cylinder engine. It is an object of the present invention to make the electronic fuel injection control device for a 4-cylinder engine applicable to a 6-cylinder engine. The injector of each cylinder of a six-cylinder internal combustion engine is divided into two sets of three cylinders each and each set is equipped with an exhaust gas component concentration sensor. In an electronic fuel injection control method for a multi-cylinder internal combustion engine that is driven by a time signal set based on output, a first drive circuit controls a predetermined number of cylinders in a group of 10,000 cylinders among the two groups of cylinders. Each injector of the cylinder is driven simultaneously, and a predetermined two injectors of the other cylinder group of the two sets of cylinder groups are driven by the second drive circuit.
The injectors of the cylinders are simultaneously driven, a third drive circuit drives the injectors of the remaining cylinders in the one cylinder group, and a fourth drive circuit drives the injectors of the remaining cylinders of the other drive group. , the time signal supplied to the first and third drive circuits is set based on the output of one exhaust gas component concentration sensor provided for measuring the one cylinder, and the time signal is supplied to the second and fourth drive circuits. The time signal to be supplied is set based on the output of the other exhaust gas component concentration sensor provided in the other cylinder measurement, and the time signal is set based on the output of the other exhaust gas component concentration sensor provided in the other cylinder measurement, and the time signal is set based on the pulse signal generated every 120 degrees of the crank angle of the engine. The first and second drive circuits are driven in synchronization with the pulse signal corresponding to the intake stroke of one of the two cylinders, and the third and fourth drive circuits are respectively driven. The third and fourth cylinders are driven in synchronization with the pulse signal corresponding to the intake stroke of the first cylinder.
The drive circuit is driven in synchronization with the pulse signal corresponding to the intake stroke of the corresponding cylinder, so that an electronic fuel injection control device for a four-cylinder engine can be applied to a six-cylinder engine. An electronic fuel injection control method for a multi-cylinder internal combustion engine is provided.

(Example of the invention) An embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 shows an outline of an engine to which the present invention can be applied. Engine 1 is a V-type 6-cylinder engine of the front row (Front row).
nt Bank) IF and rear row (Rear Bank)
k) It is divided into two cylinder groups with IR, and the rear row IR cylinder group is #1. #2. It is composed of three cylinders #3, and the front row IF cylinder group is #4. #5. It is composed of three cylinders #6. The exhaust system for each cylinder in the rear row IR is exhaust pipe 2.
The exhaust system of each cylinder of the front row IF is connected to the exhaust pipe 3,
These two exhaust pipes 2.3 are combined into one exhaust pipe 4 in one example. An exhaust gas component concentration sensor 5.6 is disposed at a predetermined location on the exhaust side of each exhaust pipe 2, 3.

As each of these sensors 5 and 6, for example, an 02 sensor that detects the oxygen concentration in exhaust gas components is used.

The intake stroke of each cylinder #l to #6 of this engine 1 is, for example, as shown in FIG.
5-#3-#6, and the fuel injection to each cylinder #1 to #6 when the present invention does not apply is shown in Fig. 2 (a).
The crankshaft rotates twice (720°) as shown in 1.
In synchronization with the TDC signals Sal~Sc6, which are generated sequentially at predetermined crank angle positions every 120 engine cycles, cylinder #1
It is assumed that the configuration is such that the operations are performed in the order of -#4-#2-#5-#3-#6.

In this FIG. 2, cylinder #1. Each fuel injection timing for #5 is for cylinder #2. #6 is located before the start of each inhalation stroke. Therefore, the timing of fuel injection to cylinder #2 is set in the same figure (el
As shown by the broken line in , even if the timing is advanced to the time when the TDC signal Sa1 is generated and the timing is set to be the same as the fuel injection timing for the cylinder #1, the timing can be set sufficiently in time. Similarly, it is sufficient in terms of timing to advance the fuel injection timing for cylinder #6 until the occurrence of the TDC solid signal Sa5, as shown by the broken line in the figure (hl), and make it the same as the fuel injection timing for cylinder #5. It is possible to make it in time.

That is, the two cylinders #1, which contribute to one revolution in the first half of the crankshaft of one engine cycle. Each fuel injection to #2 is performed in synchronization with the TDC signal Sa1 of cylinder #1, and each fuel injection to the two cylinders #5 and #6, which contribute to one revolution in the second half, is performed in synchronization with the TDC signal Sa5 of cylinder #5. It is possible to do it synchronously. Therefore, three cylinders #1. #4. The two injectors of the rear row cylinders #1 and #2 of #2 are 1
Two drive circuits drive the cylinder #4 in the front row at the same time.
Driven by two drive circuits, three cylinders #5. By simultaneously driving the two injectors of the front row cylinders #5 and #6 of #3° #6 with one drive circuit, and driving the rear row cylinder #3 with another drive circuit, It is possible to drive six injectors with four drive circuits.

FIG. 3 is a block diagram showing an embodiment of an electronic fuel injection control device for implementing the present invention, in which four drive circuits are driven by an electronic control unit (hereinafter referred to as ECR) 10 for a four-cylinder engine. 11 to 14, the engine 1-6
Solenoid 21 of each injector for cylinders #1 to #6
The connection mode when connecting 26 to 26 is shown. Each drive circuit 1
1 to 14 are composed of transistors Q1 to Q4, for example,
Between the collector of the transistor Q1 of the first drive circuit 11 and the power supply connection line 30, the cylinder #1. The solenoids 21 and 22 of the injector #2 are connected in parallel, and the solenoid 23 of the injector of cylinder #3 is connected between the collector of the transistor Q3 of the third drive circuit 13 and the line 30, and the solenoid 23 of the injector of cylinder #3 is connected in parallel. 14 collector of transistor Q4 and line 3
between cylinder #4 injector solenoid 24 and
is connected between the collector of the transistor Q2 of the second drive circuit 12 and the line 30, and the cylinder #5. Each of the truids 25 and 26 of the #6 injector is connected in parallel, and the emitter of each of these transistors Q1 to Q4 is grounded and the base is connected to ECUIO.

ECUIO is a signal Ne, PB inputted from an engine speed sensor, absolute pressure sensor, water temperature sensor, throttle valve opening sensor (all not shown), etc.

An input circuit that performs waveform shaping of the signals 02, 02'' etc. input from Tw and θth, O2 sensors 5 and 6, corrects the voltage level to a predetermined level, and converts analog signal values into digital signal values. , a central processing unit (hereinafter referred to as CPU) that calculates the fuel supply amount (valve opening time) based on the respective signals output from the input circuit, and stores various programs executed by the CPU, calculation results, etc. It is comprised of a storage means, an output circuit (none of which is shown), etc. that outputs a drive signal to each of the drive circuits 11 to 14 based on the calculation result of the CPU.

ECUlo is set when engine 1 is in basic (normal) mode (for example, 300 rpm or less) and when engine 1 is in high speed mode (30 rpm or less).
00 rpm or more), the calculation method of the fuel injection time (fuel supply amount) Tout is different.

When the engine 1 is in the basic mode, the ECUIO controls each cylinder #1 of the rear row IR as shown in FIG. 4(a). #2
．． The above-mentioned parameter Ne, which represents the operating state of the engine, is synchronized with each TDC signal Sad, Sc2°5b3 of #3.
The basic fuel supply amount is calculated based on Pa and the corresponding injection time (valve opening time) Ti is calculated, and the 02 sensor 5
A correction coefficient Ko2 is set based on the input signal 02 from the input signal 02, and each cylinder #1. #2. Calculate the fuel injection time Tour to #3.

Touv=TixKo2 XKI +2- (1)
Here, the value + and 2 are the engine parameters Tw
, θth and other parameter values representing the etangine operating state, and are set to optimize starting characteristics, exhaust gas characteristics, acceleration characteristics, etc.

Similarly, the ECUIO is located at the front row IF as shown in Figure 4 (al).
Each cylinder #4. #5. Each TDC signal Sb4°Sa of #6
5. In synchronization with Sc6, the basic fuel supply amount is calculated based on the parameters Ne and Ps representing the operating state of the engine, and the corresponding injection time (valve opening time) Ti is calculated, and the input from the 02 sensor 6) Signal 02 “
The correction coefficient K O2+ is set by
and KO2°, each cylinder #4. #
5. Calculate the fuel injection time T o u T' for #6.

TouT'=TixKo2 'XK+ +2- (
2) That is, the ECUIO executes the computation of curve formation (1) or (2), respectively, in synchronization with the TDC signals Sal to 5C6 for each cylinder #1 to #6 (FIG. 4(a)). And the E
The CUIO generates a drive signal corresponding to the injection time ToutT calculated in curve formation (1) in synchronization with the TDC signal Sa1 of cylinder #1 to the first drive circuit 11, and generates a drive signal in synchronization with the TDC signal Stz of cylinder #4. The drive signal corresponding to the injection time Tour' calculated in (2) is sent to the fourth drive circuit 14 at the TD of cylinder #5.
In synchronization with the C signal Sa5, the drive signal corresponding to the injection time '['ou7' calculated in curve formation (2)] is sent to the second drive circuit engineer 2.
Then, the curve is created in synchronization with the TDC signal 5b of cylinder #3 (1)
The drive signal corresponding to the injection time ToutT calculated in the third
Output to the drive circuit 13.

In this way, when in the basic mode, ECUlo performs the calculation of curve formation (1) or (2), respectively, in synchronization with each TDC signal Sa1 to SC6 (Fig. 4 (a)), but the calculations for cylinders #2 and # For each TDC signal Sc2 and Sc6 of 6, the drive circuit 1
No drive signal is output to 1 and 12. The reason for this is that these drive circuits 11 and 12 have already been driven in synchronization with the TDC signals Sa1 and Sb3 for cylinders #1 and #5.

When engine 1 is in high speed mode, E, CUIO
reads each of the above parameters in synchronization with the TDC signal 5a1 of cylinder #l, and sets the injection time Tou according to the curve (1).
Calculate r. Similarly, each parameter is read in synchronization with the TDC signal Sa5 of cylinder #5, and the injection time T, our' is calculated according to curve formation (2). Also, cylinder #4
At the timing when the TDC signal Stz of
2 is used as is for the basic fuel injection time Tt and Kl, which have already been calculated in synchronization with the TDC signal Sa1 of cylinder #1, and only the correction coefficient KO2 is calculated, that is, curve formation (2).
The calculations are simplified by executing only the calculations of . Similarly, at the timing when the TDC signal sb3 of cylinder #3 is generated, the basic fuel injection time Ti, which has already been calculated in synchronization with the TDC signal Sa5 of cylinder #5, and 2 are used as they are and corrected. Calculation of only the coefficient Ko2, that is, curve formation (1
) to simplify the calculation. As a result, ECUIO calculation time is saved and background processing time can be increased.

The timing for driving each of the drive circuits 11 to 14 is the same as in the basic mode described above, and the explanation thereof will be omitted.

The operation will be explained below with reference to the time chart shown in FIG.

The ECUIO calculates the injection time Tout by executing the calculation of curve formation (1) in synchronization with the TDC signal Sa+ of cylinder #1 (FIG. 4(a)), and sends the corresponding drive signal to the first drive circuit 11. supply The drive circuit 11 is opened during the time Tou7 when the drive signal is input, and the solenoids 21 and 22 are opened.
are energized at the same time, cylinder #1. Each injector of #2 is opened at the same time, and each of these cylinders #1. Figure 4 (C1, (el)
. Next, the ECUIO executes the calculation of curve formation (2) in synchronization with the TDC signal Stz of cylinder #4 and determines the injection time.
uT" and supplies a corresponding drive signal to the fourth drive circuit 14. The drive circuit 14 energizes the solenoid 24 during the time ToutT' during which the drive signal is input, and
The injector is opened and fuel is injected and supplied to the intake manifold of the cylinder #4 (FIG. 4(d)). Next cylinder #
2 TDC signal Sc2, the ECUIO executes the calculation of curve formation (1), but the TD of cylinder #1 has already been applied to the cylinder #2.
Since fuel is injected at the timing of the C signal Sa+, no drive signal is output.

Similarly, the ECUIO outputs the TDC signal 5as (4th
The calculation of curve formation (2) is executed in synchronization with FIG. The drive circuit 12 opens the solenoid 25 .
26 at the same time, cylinder #5. Simultaneously open the intake lids of #6; then open each of these cylinders #5.
．． Fuel is injected and supplied to each intake manifold of #6 (Fig. 4 (f), (hl). Next, the ECUIO executes the calculation of curve formation (1) in synchronization with the TDC signal sb3 of cylinder #3. Calculate the injection time To u7 and apply the corresponding drive signal to the third
It is supplied to the drive circuit 13. The drive circuit 13 energizes the solenoid 23 during the time Tout during which the drive signal is input, opens the injector of the cylinder #3, and injects fuel to the intake manifold of the cylinder #3 (see FIG. 4). g))
. At the next TDC signal Sc6 of cylinder #6, the ECUIO executes the calculation of curve formation (2), but since fuel has already been injected into the cylinder #6 at the timing of the TDC signal Sa5 of cylinder #5, the drive signal is is not output.

In this way, the six injectors of the six-cylinder engine 1 can be driven by the four injector drive circuits 11 to 14 of the electronic fuel injection control device for the four-cylinder engine.

(Effects of the Invention) As explained above, according to the present invention, the injector of each cylinder of a six-cylinder internal combustion engine is divided into two groups of three cylinders each, and each group is provided with an exhaust gas component concentration sensor. In an electronic fuel injection control method for a multi-cylinder internal combustion engine, the electronic fuel injection control method for a multi-cylinder internal combustion engine is driven by a time signal set based on a parameter representing the operating state of the engine and the output of each of the exhaust gas component concentration sensors. The injectors of two predetermined cylinders in one of the two cylinder groups are simultaneously driven, and the second drive circuit simultaneously drives the injectors of two predetermined cylinders in the other cylinder group of the two cylinder groups. simultaneously driving the injectors of the remaining cylinders of the one cylinder group, a third drive circuit driving the injectors of the remaining cylinders of the one cylinder group, and a fourth drive circuit driving the injectors of the remaining cylinders of the other cylinder group. , the time signal supplied to the first and third drive circuits is set based on the output of one exhaust gas component concentration sensor provided for measuring the one cylinder, and the time signal is supplied to the second and fourth drive circuits. The time signal to be supplied is set based on the output of the other exhaust gas component concentration sensor provided in the other cylinder group, and the time signal is set based on the output of the other exhaust gas component concentration sensor provided in the other cylinder group. 2 corresponding to the first and second drive paths, respectively.
Drive the third and fourth drive circuits in synchronization with the pulse signal corresponding to the intake stroke of one of the cylinders, and drive the third and fourth drive circuits in synchronization with the pulse signal corresponding to the intake stroke of the corresponding cylinder, respectively. Since the six injectors are driven by the four drive circuits, it is possible to apply the electronic fuel injection control device for the four-cylinder engine to the six-cylinder engine. The mass production effect of the type fuel injection control device is further improved, and costs can be reduced.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of a type 6-cylinder engine to which the present invention is applied, Fig. 2 is a time chart showing the operating sequence of the engine shown in Fig. 1, and Fig. 3 is an electronic fuel when carrying out the present invention. FIG. 4 is a block diagram of the injection control device and is a time chart showing an example of the operation of the engine of FIG. 1 according to the control method according to the present invention. 1...Engine, #1 to #6...Ki W+, 2. 3
．． 4...Exhaust pipe, 5,6...02 sensor, 10.
...ECU, 11-14...Drive circuit, 21-26.
··solenoid. Applicant Honda Motor Co., Ltd. Agent Patent Attorney Satoshi Watanabe Otoma Kanji Nagato'; A1 Eye JA2 Diagram 4 Flash

Claims (1)

[Claims] 1. The injector of each cylinder of a 6-cylinder internal combustion engine is divided into two groups of cylinders each having three cylinders each and an exhaust gas component concentration sensor is installed in each group. In an electronic fuel injection control method for a multi-cylinder internal combustion engine, which is driven by a time signal set based on the output of a concentration sensor,
The drive circuit simultaneously drives each injector of two predetermined cylinders in one of the two cylinder groups, and the second drive circuit simultaneously drives the injectors of the other cylinder group of the two cylinder groups. Simultaneously drive each injector of two predetermined cylinders,
A third drive circuit drives the injectors of the remaining cylinders of the one cylinder group, a fourth drive circuit drives the injectors of the remaining cylinders of the other cylinder group, and the first and third drive circuits drive the injectors of the remaining cylinders of the other cylinder group. The time signal supplied to the circuit is set based on the output of one exhaust gas component concentration sensor provided on the one cylinder group side, and the time signal supplied to the second and fourth drive circuits is set based on the output of one exhaust gas component concentration sensor provided on the side of the one cylinder group. The first and second drive circuits are set based on the output of the other exhaust gas component concentration sensor provided on the side of the cylinder group, and based on a pulse signal generated every 120 degrees of the crank angle of the engine. is driven in synchronization with the pulse signal corresponding to the intake stroke of either one of the two cylinders to which it corresponds, and the third and fourth drive circuits are driven in accordance with the intake stroke of the cylinder to which they respectively correspond. An electronic fuel injection control method for a multi-cylinder internal combustion engine, characterized in that the electronic fuel injection is driven in synchronization with the pulse signal.