JPS62174555A - Control method for increasing amount of auxiliary fuel for engine - Google Patents

Abstract

PURPOSE:To improve feed precision of auxiliary fuel, by a method wherein an electromagnetic fuel injection pump is situated in attendance with a carburetter, and injection fuel is injected with the aid of the injection pump driven according to frequency computed in response to various parameters of an engine. CONSTITUTION:A carburetter 7 having a piston 2 equipped with a needle 4 has an auxiliary fuel passage, running from a float chamber 19, separately from a main fuel passage 20. An electromagnetic type fuel injection pump 29 is located in the passage, and the carbretter 7 controls air breed with the aid of electromagnetic valves 21 and 22, and fuel is injected as auxiliary fuel into an intake air pipe 6 with the aid of the electromagnetic valve 29. A control device 54 controls an air-fuel ratio through control of air breed by means of the electromagnetic valves 21 and 22 according to various parameters of an engine and a vehicle, and auxiliary fuel during a particular state is fed through control of frequency by means of the electromagnetic pump.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of industrial application) The present invention is applied to a J3 engine in which fuel is supplied from a carburetor in accordance with the opening degree of a throttle valve, and the fuel changes in accordance with its operation. The present invention relates to an engine auxiliary fuel increase ωm control method that controls the auxiliary fuel pump for the engine by driving the auxiliary fuel pump using output signals from various types of renos.

(Prior Art) Conventionally, in order to supply auxiliary fuel to the engine separately from the main fuel from the carburetor, the auxiliary fuel is generally supplied to the engine via an auxiliary light F1 pump driven by an electromagnetic solenoid. However, if this auxiliary fuel supply amount is increased to 1. IJ I
If you try to change the ON time of the electromagnetic solenoid to a constant value, and make the OFF time constant, that is, if you lengthen the 01 period by more than a certain value, the energization time for the electromagnetic solenoid will simply become longer, and power will be wasted. However, since the fuel discharge performance deteriorates due to the generation of paper due to heat generation, it is necessary to change the OFF time of the electromagnetic solenoid, and this OFF time is determined depending on the engine temperature, intake air i? ■When trying to control in response to changes in load, etc.
Since the control 211 becomes quite complex and highly accurate control 1 cannot be performed, the control 211 ends up being 63 before starting the engine, during warm-up operation after starting, during acceleration during driving, and during non-acceleration operation.
Although the auxiliary fuel pump is controlled according to the one variable that has the most influence on each engine, it is said that this makes it impossible to control the auxiliary fuel with high precision in response to the engine operating state. There were drawbacks.

(Problems to be Solved by the Invention) The present invention aims to increase the auxiliary fuel of an engine by controlling the auxiliary fuel supply to the engine with high precision using the output signal from each rod sensor corresponding to the engine operation necessary for auxiliary fuel control. ffl ffi control method.

(Means for Solving the Problems) In the present invention, the main fuel is supplied from the carburetor in accordance with the opening degree of the throttle valve, and the reciprocating movement of the plunger P driven by an electromagnetic solenoid allows the plunger to be reciprocated per unit time. In an engine in which auxiliary fuel is supplied through an auxiliary fuel pump that discharges a suspended amount of fuel proportional to the number of reciprocations, the auxiliary fuel supply factors are defined as dynamic factors during engine acceleration and static factors excluding the above-mentioned acceleration. The driving frequency of the auxiliary fuel pump is determined by substituting the value of each scale signal based on the static factor from various sensors corresponding to the operation of the engine into a preset fixed arithmetic expression. With,
When the engine is not accelerating, the auxiliary fuel pump is driven in accordance with the drive frequency of the calculation result, and when the engine is accelerating, the auxiliary fuel pump is driven at a frequency that is the driving frequency corresponding to the accelerating operation plus the driving frequency during the non-accelerating operation. and a method for controlling the auxiliary fuel increase ff1ft of the engine that drives the auxiliary fuel pump.

(Example) Next, the configuration of an example of the present invention will be explained with reference to the drawings.

In this case, the engine 1 has a carburetor, and in this case, the suction piston 2 detects the negative S■ and makes the suction piston 2 reciprocating to keep the suction piston 2 constant, and the main fuel passage 3 corresponds to the reciprocating movement of the suction piston 2. V-shaped vaporization of a variable venturi that changes the amount of fuel supplied to the intake passage 6 by changing the annular area between the metering needle 4 and 5 due to the reciprocating movement of the metering needle 4! In the intake passage 6 that supplies fuel to a7 along with intake air passing through an air filter 8, a throttle valve 9 that opens in response to depression of an accelerator pedal (not shown) is biased in the valve opening direction by a spring (not shown). The valve closing position of the throttle valve 9 is determined when the throttle lever 10 comes into contact with the tip of the rod 12 of the starting acceleration mechanism 11 whose position is controlled by one stroke of wax, and the solenoid valve 14 of the idle up mechanism 13. This is determined by the operation of the diaphragm mechanism 15 due to the opening of the throttle valve 9, and the closed state of the throttle valve 9 is detected by the idle switch 16.

This carburetor 7 includes a main jet adjustment screw 17 for adjusting the amount of main system fuel, and a slow system fuel 6).
A fuel cut that cuts off the fuel by applying atmospheric pressure to the slow azidost screw that adjusts the
Magnetic piece 21, main system bleed, F bleed control valve that adjusts I7ffi, abbreviated as rA8cV22
In this case, the nut 26 is rotated in the forward and reverse directions via the step motor 25 consisting of the data 23 and the magnet 1 coater 24, and the threaded rod 27, whose movement in the circumferential direction is restricted, is moved back and forth together with the needle 2B. , an auxiliary light F1 pump 29 that temporarily increases the fuel supply tower to the engine 1 during engine startup and acceleration, etc. In this case, a plunger t that depends on the on/off operation of the solenoid coil 30 and the biasing force of the spring 31 ? By reciprocating the piston 33 through the valve 32, the fuel from the float chamber 19 of the carburetor 7 is sucked into the cylinder chamber 35 through the intake check valve 34, and then from the discharge side check valve 36 to the intake passage 6. An auxiliary fuel pump 29 that supplies fuel to the intake passage 6 through an auxiliary nozzle 37 formed above the suction piston 2 is installed.

In the carburetor 7 formed in this way, the idle switch 16, the water temperature sensor 39 attached to the water jacket 38 of the engine 1, and the water temperature sensor 39 attached to the exhaust passage 40 to generate an output corresponding to the rlvs concentration are installed. a catalyst temperature sensor 42 that generates an output corresponding to the temperature rα of the three-way catalyst, a distributor 43 that generates an output that corresponds to the engine speed, and an intake temperature sensor that generates an output that corresponds to the intake temperature. The sensor 44, the negative pressure lens IJ'45 attached to the intake passage 6, the ignition switch 46, the coil 48 of the main relay 47 for controlling the electric current supplied to the EC (J), which will be described later. A contact point 49, a vehicle speed sensor 5o that generates an output signal corresponding to the speed of the vehicle, a starter switch 51, etc., the solenoid valve 14 of the idle up machine groove 13, the fuel cut solenoid valve 21, and the step of the BCV 22. motor 2
5, and a solenoid coil 30 of the auxiliary fuel pump 29.
and a warning light that lights up when the three-way catalyst heats up 5)
2 and 2 are connected to an engine control electric control circuit 54, commonly known as an ECU, in which power supply from the battery 53 is controlled on and off by an ignition switch 46.

Next, FIG. 5 shows a specific example of the electric charge 611 circuit 54, which is controlled by the microcomputer CPLI1. : is waveform shaping circuit 5
A pulse signal 6 with a frequency corresponding to the engine speed from the distributor 43 which is an engine speed sensor is inputted via the engine 5, as well as an analog signal corresponding to the engine cold 2JI water temperature from the water temperature sensor 39 and a negative pressure sensor. ”
Analog signal corresponding to the intake passage 611 pressure from 45
02 The difference between the analog signal corresponding to the M line from the L' sensor 41 and the voltage VB of the battery 53 via the ignition switch 46 is converted to a digital signal via the Δ/1 converter 56. Enter capo in converted state - 1 to 5
During idling, on/off signals from f16, vehicle speed sensor 50, ignition switch 46, and starter switch 51 are input via input port 58, and microphone [1 Each drive circuit 60 is on the output port 59 of the computer 01 ().
In addition to the fuel r1 cut Wl:n valve 21, auxiliary fuel pump 29, and main relay 47 being connected to each other through the 62, the output port 3 is connected to the step ABCV22 through the drive circuit 64. It is connected.

Next, the operation of this embodiment will be explained.

In the engine control device for the electronically controlled chokeless carburetor configured as described above, the microcomputer CP
A target idle opening degree and a target idle rotation speed that change according to the engine cooling water temperature are set in U, and during idling operation after warm-up, the engine stops [I throttle valve 9 at the target idle speed]. Idle control is performed so that the target idle speed is reached in the state set to
In addition, the micro combination 1~RIOI) U has a map for determining the operating conditions of the auxiliary fuel pump 29 corresponding to the water temperature, 0 pressure, and battery voltage I'X, as shown in FIG. 6, for example. is set, and engine operation in this setting state □ The odor C1 auxiliary fuel pump 29 is controlled by the block diagram in FIG. 7 and the flow rate shown in FIGS. 8 to 11! 21
1 will be given.

That is, FIG. 7 is a diagram based on the concept of the auxiliary fuel increase control method for the engine 1 in this embodiment, and shows the water temperature detected by the water temperature sensor 39.0 and the pressure sensor 45M detector 1 stage S1. Tl-1W and intake pipe pressure P, start! The following is the first time set after BJ? Substitute the auxiliary fuel directly into the formula or substitute the blue values from the map in Figure 6 to calculate the auxiliary fuel increase t, 4, tA) SΔP, for example, the auxiliary fuel increase ω suspension S2
The following formula % formula % () is used to find many variables as a single variable, and from the engine speed N', intake pipe pressure P, Detection S
In addition to calculating by the following formula % formula % in 3, the auxiliary fuel pump 2
For example, the drive frequency S A P R of the auxiliary fuel pump 29 is determined by the following equation 8 of the auxiliary fuel pump 29 drive frequency, 'il i S 4.
Drive time S8P of auxiliary fuel pump 29 from A P I
HT with 2 auxiliary fuel pumps, operating time 5AP, 11 cylinders fr
; > 85 (not shown in the figure) Calculating using formula Q or a map, etc., the amount of fuel discharged from the auxiliary fuel pump 29 is i + = S
△[J is set to 11+1, auxiliary fuel pump 29 fuel discharge remaining F S A l] Calculate by formula or map, etc. not shown in mouth S6, and auxiliary fuel F [pump 29 drive timing control 1 means S
Vaporization via drive 1 stage S8 based on the signal from 7? A
7 and drives the auxiliary fuel pump 29 which is attached to ζ1.

The above control is shown in the flowcharts of FIGS. 8 to 11.
To explain this in more detail, the initialization at step 101 is performed by turning on the engine switch 46.
The time T is set to O after starting.
In addition, after the values of various sensors such as intake pipe pressure P1, water 1QTHW corresponding to engine temperature, engine rotation speed NF, etc. are read in step 102, fuel discharge from the auxiliary fuel pump 29 is performed in step 103 corresponding to pre-start control. outside fi
From the map in FIG. 6, the driving time S A P HT of the auxiliary fuel pump 29 corresponding to the engine water '6 IA (THW) is determined by f5 (THW), f6 (King 1
-IW), the values of various sensors are read again in step 104, and the values of the various sensors are read again in step 104.
At step 05, it is determined whether or not engine 1 has started, and if engine 1 is not in the state of starting engine 1, step 106 is performed.
Control I during starting of auxiliary fuel by auxiliary fuel pump 29
Qi is set as f6 ('rHW) as the driving frequency SΔPH of the auxiliary fuel pump 29 from the map shown in FIG. Then, in step 107, each scale value necessary for the subsequent flow (for example, intake air ffl G A) is stopped at 11, and then in step 108 the auxiliary fuel v1 is increased 1I11fl A F S A
P is calculated, and step 109 (driving frequency S A 1 of the auxiliary fuel pump 29) l-1 is calculated as step 1.
), and in step 110 the auxiliary fuel is increased in acceleration 111 to 11) to the auxiliary fuel pump 29. After this, the process returns to step 107I and repeats the above process C).

Here, the 11th acceleration increase in the amount of auxiliary fuel is performed in the rib routine as shown in FIG.

That is, in step 111, the atmospheric memo correction value Pi is calculated from the intake pipe pressure PIN, the standard atmospheric pressure P, the atmospheric pressure Pa, and the atmospheric pressure correction coefficient KP. The amount of change in intake pipe pressure PX during engine acceleration is determined using a map value (not shown) as a function f2 (PIN) of intake pipe pressure PIN, and in step 113, the post-start pressure adjustment timer TA is It is determined whether the TOl is stable, for example, within 1 SaC, and T'
03 (when within IC, intake pipe d pressure P in step 114.

Set the intake pipe pressure change tri I) to Acceleration increase value 5AI) PI is the map value in Fig. 12, that is, engine water temperature (THW),
Learning for starting (time (T△)) and air-fuel ratio (++
'j (GK), intake air et al. 1 (GA), atmospheric pressure (+)a
), f1[Tll11)-f12(Th)*month3(
GK door f14 (GA) * f15 (Pa) book N6 (V
).

In the state where this S A P l) I is calculated,
In step 11G, the pressure adjustment timer 1'A after starting is the TI of the sudden acceleration/deceleration needle stem timing (however, T1 >1'
It is determined whether or not the timing O) has been reached, and if the timing has not been reached, the program returns as is, and when the timing has been reached, J3 sets the post-start pressure adjustment timer 117 to the above-mentioned To. In both cases, it is determined in step 118 whether the sum of the intake pipe late pressure PD and the acceleration increase factor SΔPPI is greater than the intake pipe pressure change amount PXJ, and if it is larger, the intake pipe late pressure P is increased in step 119. is P. 15API11. : is set, and in step 120, the auxiliary fuel output m3 FSAP due to the initial activation of the auxiliary fuel pump 29 is set to tSAP+1, and if it is small, the acceleration increase i14 is not required, so the intake pipe pressure change amount 18 is set in step 121. It is determined whether or not the value obtained by adding the acceleration increase value 1 and 5APPI is smaller than the intake pipe slow pressure PO, and if it is smaller, it is in the deceleration region, so in step 122 "Intake 'f':
i, l)j J+PD is P. -8Δ1P], the auxiliary fuel pump 29 is
It is determined whether or not the fuel m remaining by driving FSΔP is 0 or more during driving, and if it is 0 or more, the auxiliary fuel remaining by driving the auxiliary fuel f'l pump 29 t'FiFSΔ1]
is set in FSAP-1 by the software 124,
As a result, the remaining fuel discharge amount [-8ΔP for driving the auxiliary fuel pump 29 is actively reduced in accordance with the deceleration region.

'h, Step 120 and step 124 where the setting of auxiliary fuel field leftover Jii F S A P has been completed and the remainder for auxiliary fuel field m
After it is determined in step 121 that the setting of F S A P is not required. After No in step 123, it is determined in step 125 whether or not the condition change timer TC is larger than T2 set by -P in response to the condition change 9j. If it is small, the state change initial control timing has not yet been reached and the process returns directly; if it is large, the state change timer TC is set to O in step 126 to assist because the state change M RIJ all timing has been reached. In preparation for driving the fuel pump 29, it is determined in step 127 whether the intake pipe late pressure P is the same as the intake pipe pressure change t(j p return, and if they are not the same, then in step 128 the intake pipe slow Fi
: It is determined whether or not P is larger than the intake pipe pressure change g+, pX. If it is larger, step 1 is performed because it is in the deceleration region.
2 is the intake pipe μ pressure P, P. -ps to 1). slowly approaches Px, and if it is small, the intake T2 i! f1. T P o
Set Po1-Ps and set P. Slowly approach G
- Return 1 in the state of J.

On the other hand, at step 131 due to the interrupt of IIIS,
``J to determine whether the engine has been started or not, after starting the engine, it starts at 1, nis depth 132 (kill 11. Timer T
C is labeled 1-c+, l, and 1 is shown in FIG.
J'2fflS(1) Auxiliary fuel pump 2 by interrupt
The driving frequency SΔ1]11 of 9 is controlled 211 as follows.

That is, in step 133, it is determined whether or not the drive frequency S A P I is smaller than the lowest fuel limit value of 8 for the auxiliary fuel pump 29, and if it is smaller, the drive frequency SΔ of the auxiliary fuel pump 29 is changed in step 134. P H flag F
S A P )-1 is set to 0'', thereby immediately driving the auxiliary fuel pump 29 as soon as the drive frequency S A P H increases from smaller than 8 to increase the responsiveness of fuel discharge. If it is determined in step 133 that the drive frequency is greater than 5 APH or 8 J, it is necessary to drive the auxiliary fuel pump 29, and in step 135 the drive frequency S r-'
It is determined whether or not the flag i" S A F) H is "O゛°, and when n O)
- Then, in step 136, the flag FSΔP of the driving frequency S A P H is set to II 1 immediately.
11 to drive the auxiliary fuel pump 29, and in step 135, the drive frequency S A P H flag F S
When A P l-1 is 1", the two auxiliary fuel pumps are running, so in step 137C, the frequency timer 51-1 is set to 1" S I-1-1, and the In step 138, it is determined whether or not the frequency timer TSH has become 0, and the frequency timer TSH has become 0/1.
This means that one more auxiliary fuel is injected when the auxiliary fuel pump 29 is driven in step 136 (in step 139, the remaining fuel field suspension FSAP by the auxiliary fuel pump 29 is set to FSAP+1). TS fly, the frequency timer T S H is set to O in step 138.
Otherwise, since the auxiliary fuel pump 29 is operating, the frequency timer &ITS is set at step 140.
A function piece shown in FIG. 10 along with a flowchart in which H is determined by a function of the auxiliary fuel pump 29 drive frequency SΔP1-1! ! 1ilfl(SAPIIJ), and if TSH is greater than 1(SAPll) and if the auxiliary fuel pump 29 is being driven in steps 134 and 139, the frequency timer T is set in step 141.
Set S H to ri (SAP old).

In this way, the drive frequency aSΔP H of the auxiliary fuel pump 29
is controlled at t111, while the auxiliary fuel pump 29 is
In the flowchart of the t1ms interrupt shown in the figure, all are controlled as follows.

That is, when the switch 142 turns on the auxiliary fuel pump 29, the auxiliary fuel pump 29 control timer TS is set in advance.
a, +1 fi11 hours K +, 15jl ebo 2
0IIlseCJ, it is determined whether or not it is small, and when it is small, it is ON ill ill, so Sfutub 143
Set the SAP of the h1j auxiliary combustion r1 pump 29 to "1" and drive the auxiliary fuel pump 29.
Step 1 /1.4-Q Auxiliary fuel pump 29 control timer TS is preset O[-
2, for example, 505 sec, is determined between 1 control 2II, and when it is smaller, OF is set.
Set P to "0°' and stop driving the auxiliary fuel pump 29. If it is large, if the value is in the fuel discharge formula ff1FsΔP of the auxiliary fuel pump 29, it will be better to pump the fuel at a constant rate. In step 146, it is determined whether the value of FSAP is O or not, and if it is 0, it means that there is no request for auxiliary fuel discharge even though it is a good timing to operate the auxiliary fuel pump 29 and inject fuel. Returns, and if F S A P is not O, the number v1 remains in FSAP, so in step 147 SAP is set to 1'' to drive the auxiliary fuel pump 29 and F
S A l) is set to F S A l-' -1 and the auxiliary fuel pump 29 control timer TS is set to the initial state of 0, and then, in step 148, including the cases of steps 143 and 145, the auxiliary fuel pump 29 control timer TS is set to T S +1.

Note that the function curve f 1 (SAI) II) is the driving frequency of the auxiliary fuel pump 29 S A P HJ: 1 (SAPH) = 1 / S A
It may also be determined from the formula P l-1.

(Effects of the Invention) According to the present invention, the main fuel is supplied from the carburetor according to the condition of the throttle valve;
It is proportional to the number of reciprocating movements of the plunger t, +
The auxiliary fuel is supplied to the engine through the auxiliary fuel pump where the fuel r1 of 5 is supplied to the engine, which increases the auxiliary fuel supply factor to the engine acceleration of 11. The acceleration mouth, such as the dynamic factor of 'l,
The auxiliary fuel pump is divided into static factors excluding In addition to determining the driving frequency 1), when the engine is running in a non-accelerating manner, the auxiliary fuel pump is driven in accordance with the driving frequency obtained from the above calculation C), and when the engine is in an accelerating operation, the driving frequency corresponding to the accelerating operation is driven. The present invention provides an auxiliary fuel increase opening control method 211 for the engine that drives the auxiliary fuel pump at a frequency obtained by adding the driving frequency during acceleration operation.

As a result, the present invention provides an engine in which the main fuel is supplied from the carburetor in response to the timing of the throttle valve.
Output from various hinges changes according to the operation 1
Find a single variable by substituting the equation 11 obtained from the map as it is or by substituting the number 11 obtained from the map into a pre-formed calculation formula for J, and drive the auxiliary fuel pump according to the 1t'lt-variable M. This has the effect of controlling the supply of auxiliary fuel to the engine to a high viscosity.

[Brief explanation of drawings]

Fig. 1 is a system 76 diagram of the first embodiment of the present invention, Figs. 2 to 4 are detailed views of its main parts, Fig. 5 is its electrical control circuit diagram,
Figure 6 is a map diagram showing outputs from various sensors as a function, and Figures 7 to 11 are flowcharts 1 to 1 of -i.
12 are various maps showing the outputs and calculated values from each scale sensor as functions.

Claims (3)

[Claims] (1) The main fuel is supplied from the carburetor in accordance with the opening degree of the throttle valve, and the reciprocating movement of the plunger driven by an electromagnetic solenoid discharges an amount of fuel proportional to the number of reciprocating movements of the plunger per unit time. In engines where auxiliary fuel is supplied via an auxiliary fuel pump,
Determining the driving frequency of the auxiliary fuel pump by substituting the auxiliary fuel supply factors into a preset fixed calculation formula, in which the values of various signals based on static factors from various sensors corresponding to the operation of the engine are determined; A method for controlling an increase in amount of auxiliary fuel for an engine, characterized in that the auxiliary fuel pump is driven in accordance with the drive frequency of the calculation result. (2) It is divided into dynamic factors during engine acceleration and static factors other than during acceleration, and the values of various signals based on the static factors from various sensors corresponding to the operation of the engine are fixed in advance. The driving frequency of the auxiliary fuel pump is determined by substituting it into the calculation formula, and the auxiliary fuel pump is driven according to the driving frequency of the calculation result when the engine is not accelerating, and when the engine is accelerating, the driving frequency of the auxiliary fuel pump is determined. 2. The method of controlling the amount of auxiliary fuel for an engine according to claim 1, wherein the auxiliary fuel pump is driven at a frequency obtained by adding a driving frequency during non-accelerating operation to a driving frequency corresponding to the driving frequency. (3) Output signals from various sensors based on static factors that change in response to engine operation correspond to output signals corresponding to engine temperature from a water temperature sensor and intake pipe negative pressure from a negative pressure sensor. 3. The method for controlling the amount of auxiliary fuel for an engine according to claim 1 or 2, wherein the output signal is the output signal.