JPS61200347A - Fuel injection device - Google Patents

Abstract

PURPOSE:To enable a device to well ensure acceleration performance from every operational condition, by correcting an additional injection pulse width and an extra increase of a normal pulse in accordance with the acceleration condition of an internal-combustion engine. CONSTITUTION:When an internal-combustion engine 10 is under operation, a control unit 15, first obtaining a time change rate DELTATH of a throttle valve opening TH detected by an opening sensor 16, refers, when a value of the rate is in a predetermined value X or more, to a table both a correction quantity K1 on the basis of an output of a temperature sensor 17 and a correction quantity K2 on the basis of the rate DELTATH. While the control unit, on the basis of a basic injection quantity immediately before detecting acceleration ad an engine speed N obtained from an output of a pulser 19, refers a correction quantity Kmn to a map. And the control unit, multiplying an output pulse width Ti immediately before detecting the acceleration by said correction quantities K1, K2, Kmn and obtaining an additional injection quantity TADD suitable for an acceleration condition in that time, controls an injection quantity from a fuel injection valve 3 in accordance with said injection quantity TADD.

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention provides an internal combustion engine control device, more specifically, an internal combustion engine control device for motorcycles and automobiles using a microcomputer. detects the acceleration state, and samples the opening degree of the throttle valve that controls the interrupt pulse width 1 of the acceleration correction means to change the additional amount of the normal pulse according to the rotation speed and load size immediately before the acceleration detection, and samples the opening degree of the throttle valve at regular intervals. Depending on the rate of change before and after a predetermined period of time, interrupt injections that are not synchronized with the rotation and additional normal pulses are performed, but these injection amounts are calculated in a table with the amount of correction for the load or a table of the amount of correction for the rotation speed. The correction amount is determined by searching a table for the amount of correction based on the magnitude of the load or rotational speed immediately before acceleration detection and multiplying the amount. Therefore, in engines such as motorcycle engines, which have a narrow flammable range and have a large difference in engine mixture ratio settings between normal use and other areas, the above correction cannot satisfy acceleration performance over the entire operating range. . For example, the above system was developed in Japanese Patent Application Laid-Open No. 59/1989, and in order to obtain good acceleration performance in all operating ranges, taking load and rotation speed into consideration, the basic injection amount is determined by rotation speed and intake air amount with the rotation speed on the horizontal axis. is taken as the vertical axis and a map is searched in which the injection amount and correction amount are filled in, and the additional amount and interrupt injection amount that are suitable for all acceleration conditions are determined.The figure shows the electronic fuel according to the present invention. FIG. 1 is a configuration diagram showing a multi-cylinder four-stroke internal combustion engine using an example of an injection device. Air enters from the inlet of the air cleaner 8, passes through a hot wire air flow meter 9 provided downstream of the cleaner 8, and is sucked into the internal combustion engine 10 in an amount corresponding to the opening degree of the throttle valve 2. ing.

The air that has passed through the air flow meter 9 flows into a surge tank and is distributed to each intake cylinder of the internal combustion engine 10.

On the other hand, the fuel is supplied from the fuel tank 12, the fuel pump and the air flow meter 9 output a signal for detecting the intake air amount, and this output is input to the control unit ]-5.

A throttle valve opening sensor 16 is attached to the throttle valve 2, and this sensor 16 outputs a signal for detecting the opening of the throttle valve 2, and this output is input to the unit 15. It has become. A head temperature sensor 17 is attached to the internal combustion engine 10 , and a signal for detecting the temperature of the internal combustion engine 10 is outputted from the sensor 17 and inputted to the unit 15 . Further, the pulser 19 outputs a signal for detecting the rotational speed of the internal combustion engine 10, and this output is input to the unit 15. The unit 15 is a second
As shown in the figure, the CPU.

It consists of an arithmetic unit including a ROM, an A/D converter, and an input/output circuit. With this configuration, the acceleration performance
It may be 20m5ec or 30m5ec. ), when the rate of change in the throttle valve opening (hereinafter referred to as AT, l) becomes 3% or more, an interrupt injection (TADD) is performed, and then the normal pulse width synchronized with the rotation is multiplied by the correction amount KA0, and the After the time (TAogET), the pulse width becomes normal.

FIG. 4 is a flowchart showing the process from map searching for correction values to outputting them in order to determine the interrupt injection amount. In the figure, in the first step, the throttle valve opening TH is captured, and the captured Tll is stored in the RAM.

In the next step, the value imported this time and 10m5e
c Find the rate of change (difference) from the previously captured value, T, and I 6□. In the next step, it is determined whether or not AT and I are larger than a predetermined value X, and a table search is performed for the correction amount based on the tone T that is determined to be larger.

In the next step, a table search is performed using the throttle valve change rate ATH shown in FIG. 6 to set the correction amount to 2.

In the next step, the basic injection amount and rotation speed N just before acceleration detection
A map search of the map shown in FIG. 9 is performed for the correction amount. In the next step, the output pulse width Ti immediately before acceleration detection is multiplied by the correction amount to output an interrupt injection amount (TADl) suitable for the acceleration state at that time.

In Fig. 7, the normal pulse width (Ti) synchronized with rotation is not used to determine the interrupt injection amount, but instead a map of the interrupt injection pulse width T, , is used as shown in Fig. 10, and acceleration A map search of the pulse width is performed based on the operating conditions immediately before detection, and the pulse width T, is determined. The above correction amount is multiplied by 2, and the interrupt injection pulse width (Tnno) is output.

Figure 8 shows a flowchart for determining the additional amount of the normal pulse width synchronized with the rotation, in which a map search of K A Om m is performed based on the operating conditions immediately before speed detection.
Since the normal pulse width is corrected, the pulse width, and the additional amount of the normal pulse are corrected depending on the acceleration state of the internal combustion engine, the acceleration performance under all operating conditions can be improved. Further, since highly accurate acceleration correction can be performed in all driving ranges, there is an effect that exhaust gas performance and fuel efficiency can be improved.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing the configuration of a fuel injection device adopting the present invention, Fig. 2 is a diagram showing its control system, Fig. 3 is a diagram showing an injection means during acceleration, and Fig. 4 is a diagram showing an interrupt according to the present invention. Figure 5 is a diagram showing a flowchart for determining the injection amount, Figure 5 is a diagram showing a table of correction coefficients depending on the temperature of the internal combustion engine, Figure 6 is a diagram showing correction coefficients based on AT and l, and Figure 7 is a diagram according to the present invention. FIG. 5 is a diagram showing a flowchart in which the interrupt injection amount is determined by a method different from that shown in FIG. 4; FIG. 8 is a flowchart for determining the extra amount of normal pulses according to the present invention, FIG. 9 is a map of correction coefficients, FIG. 10 is a map of interrupt injection pulse width, and FIG. The figure shows a map of correction coefficients. 1st Figure 20 3 Figure 83 Figure 4 5th Figure 7 1-1 (y=) Figure q Koma 10

Claims (1)

[Claims] 1. An injection valve for supplying fuel to the internal combustion engine, an air flow rate detection means for detecting the amount of air taken into the internal combustion engine, and a rotation for detecting the number of revolutions of the internal combustion engine. an opening detection means for detecting the opening of a throttle valve that controls the amount of intake air, a temperature detection means for detecting the temperature of the internal combustion engine, and a valve opening of the injection valve based on signals from these detection means. It is composed of an electronic circuit etc. for calculating time, and detects the opening degree of the throttle valve at fixed time intervals, and increases the injection pulse corresponding to the rotation speed according to the rate of change before and after the predetermined time. In an electronic fuel injection device that has an acceleration correction means that adds an interrupt pulse in addition to the axis),
1. A fuel injection device having an acceleration correction means, characterized in that an interrupt pulse width correction coefficient is inserted therein to create a so-called map of the correction coefficients, and a value searched from the map is added.