JPS62225733A - Fuel feed controlling device for engine - Google Patents

Abstract

PURPOSE:To improve the starting performance by outputting the control signal for increasing the supplied fuel quantity on start into a fuel feeding device if the engine temperature is over a prescribed value and the state before engine start is detected. CONSTITUTION:An engine equipped with a fuel feeding device 6 for feeding fuel into the engine is further equipped with an intake temperature sensor 34 as the engine temperature detecting means for detecting the engine temperature and a water temperature sensor 40. Further an engine start detecting means 54 for detecting the start of the engine is provided. In a supplied air control means 76 into which each output signal of the detecting means 34, 40 and 54 is input, when the state before engine start is detected and the engine temperature is over a prescribed value, the control signal for increasing the supply quantity of fuel on start is outputted into the fuel feeding device. Therefore, the sufficient starting performance can be secured even if the fuel temperature rises and foams are formed in the fuel.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an engine fuel supply control device that controls the amount of fuel supplied to the engine.

[Conventional technology]

2. Description of the Related Art Conventionally, an engine fuel supply control device has been put into practical use, which includes a fuel supply device for supplying fuel to an engine and causes the fuel supply device to supply a required amount of fuel.

[Problem that the invention seeks to solve]

By the way, for example, after driving under a high load condition (such as after climbing a 3% uphill slope at a vehicle speed of 120km/l+"C, or after climbing a 10% uphill slope at a vehicle speed of 40km/l+"C), the engine should be turned on immediately. When you stop it, the cooling iJl fan stops.
Since the cooling water is no longer circulated, the temperature inside the engine compartment increases rapidly, reaching its maximum temperature after 30 to 40 minutes.

As a result, the fuel temperature also rises, and there is a risk that bubbles may be generated in the fuel, making it impossible to accurately control the engine, which may lead to deterioration of engine startability.

The present invention is an attempt to solve such problems, and it is possible to start the engine sufficiently even when the fuel temperature rises and bubbles are generated in the fuel as the temperature in the engine room increases. We are committed to providing an engine fuel supply control system that ensures performance.

[Failure to solve the problem]

Therefore, the engine fuel supply control device of the present invention includes a fuel supply device for supplying fuel to the engine,
The fuel supply control device for an engine that supplies a required amount of fuel from the fuel supply device is provided with engine temperature detection means for detecting engine temperature, and engine start detection means for detecting starting of the engine. The engine temperature detected by the engine temperature detection means is equal to or higher than a predetermined value when the engine start detection means detects the state before starting the engine in response to detection signals from the engine temperature detection means and the engine start detection means. If so, start! I! Vf indicates that a startup fuel supply control means is provided for outputting a control signal to the fuel supply device to increase the amount of fuel supplied at lJ.
as a sign (to do)

[For production]

In the engine fuel supply control device of the present invention described above, if the engine temperature is equal to or higher than a predetermined value when the state before engine startup is detected ( Outputs a fuel/notification control signal to the fuel supply device. This increases the amount of fuel supplied during startup.

〔Example〕

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
1 to 55 show a white engine equipped with an engine fuel supply control device as an embodiment of the present invention! ! This shows the engine control system for IJ vehicles, where ff1llXl (a) is its block diagram, Figure 1 (b) is its overall configuration diagram, and Figure 1 (c).
) is a Umeshiki diagram showing a part of the ignition system, Fig. 1 ((j) is a block diagram of the W part, Fig. 2 is a flowchart showing its first initialization routine, and Fig. 3 is its idle speed control). 4th graph to explain the effects of time
The figure shows a 70-chart showing the second initialization routine, FIG. 5(a) and I(l'') are schematic cross-sectional views showing the vicinity of the idle speed control pulp installation part, and FIG. 6(a) 70-chart, FIG.
, ) to (,) are a flowchart showing the initialization routine of the tjS3, a flowchart showing the initialization prohibition routine other than FIG.
Figures 0 (a) and (b) are 70-charts and graphs showing the learning control routine, Figure 11 and tI.
Figures Ia12 (,) to (d) are flowcharts and graphs showing the lift-up control routine when the cooler relay is turned on, respectively, and Figures 13 and 14 (+1) to (d)
) are flow charts showing the abnormal rotation speed reduction routine, respectively, and FIGS. 15 and 16 (n)
~(11) are 70-charts and graphs showing the y4 normal A/N reduction routine and tap engine stall prevention routine, respectively, and fpJ17-19 are all 70-charts and graphs for explaining the runaway determination method of the computer. 20 and 21 are 70-charts and graphs showing the idle cut mode, FIG. 22 is a graph for explaining the operation mode of fuel supply control, and FIG. 23 is a diagram showing the relationship between the 02 sensor and the fuel controller. An electrical diagram showing the connections between the! ￥$24.25 The figures are all 70-charts, Figure 26 and 2 to explain the control mode when the heater current leaks from the 02 sensor.
7 is a main part configuration diagram and a 70-chart showing the functions of the water temperature sensor, and FIG.
0-chart, Fig. 29 is a flowchart for setting the air-fuel ratio, Fig. 30 (, ) is the air-fuel ratio-engine speed characteristic diagram, and Fig. 30 (b) is the retard amount at transfer timing - engine rotation. Fig. 30(e) is a characteristic diagram of the air-fuel ratio vs. engine speed, Fig. 31 is a flowchart for explaining processing in other overrun cut modes, and Fig. 32 is a flowchart in the maximum speed cut mode. 70-chart for explaining the process, 70-chart for explaining the control associated with fuel cut during deceleration, and 70-chart for explaining the misfire detection method at the time of deceleration. The graphs shown in Figures 37 to 54 are for explaining various types of overheating control, and Figure 55 is for explaining the arrangement of thermopulp installed in the fuel supply path. FIG.

The most characteristic feature of this embodiment in relation to the present invention is that, as shown in FIG.
In an engine fuel supply control device for supplying a required amount of fuel from the engine, the engine temperature detection means 34, 40 detects engine temperature (cooling water temperature, intake temperature, fuel temperature, lubricating oil temperature, etc.), Engine start detection means 54 for detecting the engine temperature detection means 34, 40 and engine start detection means 54 are provided.
If the engine temperature detected by the engine temperature detection means 34.40 is equal to or higher than a predetermined value when the engine start detection means 54 detects the state before the engine start in response to a detection signal from the The fuel supply control means is provided with startup fuel supply control means for outputting a control signal to the fuel supply device 6 to increase the amount of fuel.

The most characteristic effect of the present invention is described below (
It is as described in 4-■) Control during overheating 5 of 4) Control during overheating.

Now, in the present embodiment, as shown in FIG. Now, let's look at the intake manifold 4 connected to each cylinder.
A so-called multi-point injection method (MPr method) having an electromagnetic fuel injection valve (7-fuel injector) 6 is adopted at the fuel injection valve h.

One end of an air passage 10 is connected to the intake manifold 4 via a Sarno tank 8, and an air cleaner 12 is attached to the other end of the intake passage 10.

A throttle valve 14 is interposed in the main intake passage 10, and a bypass passage 16 that bypasses the throttle valve 14 is provided in parallel with the part where the throttle valve 14 is disposed.

In the bypass passage 16, an idle speed control pulp (Bsc pulp) 18 and a 77 stroke idle valve (FIA valve) 20 are arranged in parallel with each other.

Idle speed control valve 18 is f:14
For each t (,
Stepping motor (also called stepper motor) 18a
, a valve body 18b that is opened and closed ffi by a stepping motor 18a, and a return spring 18c that biases the valve body 18b in the closing direction. The stepping motor 18a has four coil parts arranged in an annular shape and a rotor (rotating body part) in a space surrounded by these coil parts. (type), and when the coil part receives pulse signals in a predetermined order, it rotates left and right by a predetermined angle. And the stepping motor 18
The rotor a is disposed coaxially with a rod 18d with a valve body 18'b, and is screwed onto the rod 18d from the outside. Furthermore, the loft 18d is prevented from rotating. As a result, when the stepping motor 18a rotates, the rod 18d with the valve body 18b moves along the axial direction, thereby changing the valve opening degree.

The 77 storied valve 20 is of a wax type, and when the engine temperature is low, it contracts to open the bypass passage 16, and as the engine temperature rises, it expands and closes the bypass passage 16. There is.

Note that each electromagnetic fuel injection valve 6 is supplied with fuel from a fuel pump 2Z, and the fuel pressure from this fuel pump 22 is regulated by a fuel pressure regulator 24. Here, the fuel pressure regulator 24
A control passage 26 is connected to one of two chambers partitioned by a diaphragm, and fuel pressure is adjusted by applying control pressure to the one chamber through the control passage 26. In addition, the fuel pressure regulator 24
A return spring is provided in the chamber to determine the reference fuel pressure.

Further, a thermopulp 28 is interposed in the control passage 26. As shown in FIG. 55, this thermovalve 28 is equipped with a wax type temperature sensor n28a in the fuel supply path 30, and a valve body 28& is attached to this wax type temperature sensor 81S28a.When the fuel temperature is low, While the control passage 26 is opened to introduce the intake passage pressure (this pressure is the pressure downstream of the position where the throttle valve 14 is disposed) into the chamber of the fuel pressure layererator 24, as the fuel temperature increases, the valve body The rod with 28b extends and the thermo valve 28
By forcibly communicating the atmospheric side opening 28c inside the fuel pressure regulator 24 with the control passage 26, atmospheric pressure can be introduced into the chamber of the fuel pressure regulator 24.

In addition, instead of this wax type thermopulp 28, use the same 8! An electromagnetic type thermopulp having the function may also be used.

By the way, regarding this engine 2, the fuel supply control 1
Various controls are performed, such as ignition timing control, idle speed control, overheating control, fuel pump control, cooler relay on/off control, and self-diagnosis (diagnosis) display control. A sensor is provided. That is, as shown in FIGS. 1(a) to 1(c), the air 70-sensor 32. Intake temperature sensor 34.
Throttle position sensor 36. Idle switch 3
8. Water temperature sensor 40. Crank angle sensor 42. Top dead center sensor (TDC sensor) 441 O2 sensor 46. Inhibitor switch 48. Cooler switch 50. Cranking switch 52. Ignition switch 54. Ignition sink key attachment/detachment sensor 55. High temperature switch 56° Power steering switch (power steering switch) 58° Vehicle speed reed switch 609 Diagnostic switch 62. Atmospheric pressure sensor 64
．． Door sensor 92. A lock state sensor 94 and a seat switch 96 are provided.

The F70-sensor 32 is installed in the F-cleaner 12 and is of an open flutter output type that outputs a frequency pulse proportional to the amount of intake air by detecting the Karman vortex, and is used to detect the amount of intake air. be exposed.

The intake air temperature sensor 34 is also provided within the air cleaner 12 and detects the temperature of the intake air (intake air temperature), so a thermistor or the like is used.

The throttle position sensor 36 is the throttle valve 1
It detects the temperature of 4, and a 1 meter (variable pull resistor) type is used.
Reference numeral 8 detects that the throttle valve 14 is at an idle opening degree l, but it also has a function as a speed assisting screw.

The water temperature sensor 40 detects the engine cooling water temperature.
A thermistor or the like is used.

The crank angle sensor 42 and the top dead center sensor 44 are each provided in the IJ computer 68 as shown in FIG.
2 detects the crank angle from the distributor angle (resolution 1°), and the top dead center sensor 44 detects each equation #j (six pieces) at the top dead center, at the top dead center, or slightly before it. In addition to outputting the air fi 21 discrimination signal, a pulse signal (reference signal) is detected from the top dead center sensor 44 every 120 degrees of crank angle, so by measuring the pulse signal interval, the engine rotation speed can be determined. can be detected.

The 02 sensor 4G is provided in the exhaust passage 70 on the downstream side of the collecting part of the exhaust manifold and detects the amount of oxygen in the exhaust gas. As shown in FIG. 23, the 0□7 sensor 46 is configured as an 02 sensor equipped with a heater 46at.

The inhibitor switch 48 is a switch that is turned on and off in accordance with the maintenance of the automatic transmission connected to the engine 2, and is turned on when in the P and N ranges and turned off in other ranges.

The cooler switch 50 is a switch that is turned on when the cooler is in operation and outputs the power supply voltage or an H signal, and is turned off and outputs an L signal at other times, and the cranking switch 52 is turned on while the engine is cranking.

The ignition switch 54 is a switch that is turned off at other times, and is turned on when the engine key is placed in the IG or ST positions.When turned on, sparks are generated from the spark plug through the ignition filter 72 [see PtrJ1 diagram (c)]. make it possible to skip.

The ignition key attachment/detachment sensor 55 is a sensor that is turned on when the ignition key (engine key) is inserted into the key ring on the vehicle body, and turned off otherwise.

The high temperature switch 56 is provided downstream of the catalytic converter 74 disposed in the exhaust passage 70 to detect the exhaust temperature (exhaust temperature).

The power steering switch 58 is turned on by detecting the oil pressure during power steering operation.

The vehicle speed reed switch 60 detects the vehicle speed by outputting a pulse with a frequency proportional to the vehicle speed, and the diagnostic switch 62
is a switch for diagnosis.

The atmospheric pressure sensor 64 detects atmospheric pressure by outputting a voltage proportional to absolute pressure, and uses, for example, a semiconductor pressure sensor. Note that the atmospheric pressure sensor 64 is included in a computer (hereinafter also referred to as "ECU") 76.

A door sensor (door status sensor) 92 is attached to the driver's side door to detect the open/closed status of the door, and a lock concept sensor (door status sensor) 9
4 is door lock 8! The seat switch 96 is used to detect whether the driver is seated in the driver's seat.

These sensors 32-64, 92-96 are input to the ECU 76 as shown in FIG. 1(a).

The ECU 76 controls fuel supply, ignition timing control, idle speed control, overheat control, fuel pump control,
It performs centralized control such as cooler relay on/off control and self-diagnosis display control, and its hardware configuration includes an input/output interface, processor (CPU), and RAM. '
It is constructed by replacing memory such as ROM. Further, regarding the software (including firmware), detailed programs are set for each of the above-mentioned controls. Such programs are stored in program memory. In addition, the data for control is converted into two sources or a three-dimensional map and stored in RAM or RO.
M or temporarily stored in a required latch.

The ECU 76 then outputs control signals to each part. III. The ECU 76 has six electromagnetic fuel injection valves6. The stepping motor 18a of the idle speed control pulp 18, the ignition timing control section (ignition device 1
)78. Fuel pump control section 80. Cooler relay 82. Self-diagnosis display section 84. Control signals suitable for each of the eight starters serving as cranking means are output.

The electromagnetic fuel injection valve 6 and the stepping motor 18a of the idle speed control pulp 18 are as described above, but the electromagnetic fuel injection valve 6 operates the plunger when a pulse control signal is supplied at a required duty rate. The stepping motor 18a is a valve that can be driven to inject fuel while controlling the valve opening time, and when the stepping motor 18a is supplied with the required pulse control signal to its four coil parts, the stepping motor 18a will be activated depending on the order in which the current is applied to each coil part. Alternatively, by turning counterclockwise, the valve opening of the valve body 18b is adjusted.

The main part of the ignition timing control section 78 is an igniter consisting of an electronic circuit including a switching transistor, etc., and receives a control signal from the computer 76 to control the ignition timing to the ignition filter 72 at a required timing (ignition timing). This is to cut off the coil current.

The fuel pump control unit 80 is configured as a control relay having a plurality of relay switches, and controls the operating state of the fuel pump 22.

When the cooler relay 82 receives an H signal from the ECtJ76, it closes to operate the compressor, and when the signal from the ECU 76 becomes an L signal, it opens to disable the compressor, and functions as a cooler on/off 1J relay.

The self-diagnosis display section 84 is configured as a checker circuit that is separately connected from the outside, and indicates a malfunctioning hood using a blinking pattern of an LED.

The main controls performed on this engine 2 will be explained below.

(1) Idle speed control (ISO) As the idle speed control method in this embodiment, the stepping motor 18a is a 7-cut unit, and the opening degree of the idle speed control pulp 18 provided in the bypass passage 16 is adjusted to A bypass F control method has been adopted to control the number of times the building is run.

This idle speed control is realized by determining from each sensor whether the motor is in one of the following control modes and controlling the drive of the stepping motor 18a in accordance with the control details of each control mode.

Each control mode is as follows.

1-1) Initialization mode 1-ii) Starting mode 1-iii) Immediately after startup mode 1iv) Or idle mode 1-v) Dashpot mode 1 vi) Idle mode (1) 1 ii)
Idol Sade (II) 1-6) Abnormal A/N drop mode! -1x)'A Normal speed reduction mode 1-X) 7 top-up control mode when cooler relay is on 1-xi) Overheat control mode 1-d)
Others 1-1) About the initialization mode The initialization mode provides a calibration plate between the motor position of the stepping motor 18a (the actual position determined by the number of steps) and the target position in the memory. By moving the motor position of the motor 18a to the initial position and resetting the target position in the memory, the control mode is initialized to accurately control the idle speed and perform various subsequent controls. Means preset processing.

The following initialization process not only initializes the stepping motor 18a for idle speed control in this embodiment, but also initializes the stepping motor 18a for controlling the idle speed.
Even when a stepping motor is used for driving a valve or for bypassing boost pressure (or exhaust pressure), initialization can be performed using a similar method.

Various aspects of the dog can be considered for the initialization process.

1-i-■) Initialization mode 1 The judgment conditions and initialization method in this initialization mode 1 are as follows. explain.

First, in step 2-1, it is determined whether or not the engine speed feedback is being performed. If YES, in step 2-2, it is determined whether the engine speed is staying within the uncontrollable range, and YES is determined. If so, step 2
In step 2-3, it is determined whether the residence time has exceeded the predetermined time. If YES, in step 2-4, it is determined whether the cooling water temperature is 80°C or higher. If it is 80°C or higher, step 2- In step 5, it is determined whether the FF (sometimes abbreviated as air conditioner, but this air fan has a cooling function) is on, and if it is FF, the engine is in a specific operating state and needs to be initialized. Assuming that the condition is satisfied, it is determined in step 2-6 whether the shift position is in the D range or the N range. If it is in the N range, the current stepper motor position 1 is defined as the reference position A in step 2-7. That is, initialization is performed, while in the D range, the current stepper motor position is defined as the reference position A+a in step 2-8, that is, initialization (
initialization) is performed.

If the processing according to the initialization mode 1 is completed, the following effects or advantages can be obtained. In other words, since initialization is not performed at full FF or full open, the engineering SC
The valve seat part of the pulp 18 is not worn out or jammed, which improves durability. In addition, there are many opportunities for initialization, so the stepper motor step number that the computer 76 recognizes on WL and the actual Current yA), where a deviation occurs in the number of steps, is less likely to occur.

1-i-■) Initialization mode 2 The judgment conditions and initialization method in this initialization mode 2 are as follows.These judgment conditions and initialization method are explained using chart 70 of PIN4 diagram. do. In this initialization mode 2, as shown in FIG. a to a predetermined value (basic value 1
(step 4-2).

By the way, an optical sensor is used as means for determining whether the stroke of the idle speed control pulp 18 is at a predetermined intermediate position. That is, the fifth
As shown in Figure (b), an LED (light emitting diode) 86 and a 7-ototransistor 88 are arranged across a rod 18d with a valve body 18b, and light is constantly emitted from the LED 86. At this time, the LED 86 and the 7-ototransistor 88 are arranged at a position where the stroke of the idle speed control pulp 18 corresponds to a predetermined intermediate position. Therefore, the stepping motor 18a is activated, and the idle speed control pulp 1
The loft 18d of No. 8 strokes up and down, and the valve body 18b
When the LED 86 blocks the optical path from the LED 86 to the 7t transistor 88, the 7t transistor 88 is turned off. That is, if it is detected that the 7 o) F run raster 88 has been switched from on to off, or that the 7 ototran nosta 88 has been switched from off to on, it is determined that the stroke of the idle speed control pulp 18 has reached a predetermined intermediate position. can be detected.

Even when processing according to this initialization mode 2 is performed, the same effects, benefits, and advantages as when performing processing according to the above-mentioned initialization mode 1 can be obtained. That is, in addition to improving durability, there are many opportunities for initialization, so step-out phenomena are less likely to occur.

1-i-■) Initialization mode 3 The judgment conditions and initialization means in this initialization mode 3 are as follows. This will be explained using F.

First, the ignition key attachment/detachment sensor 55 detects that the ignition key 5 has been inserted into the key cylinder on the vehicle body side (step 6a-1), and the driver starts the vehicle! I
! It is determined that the operation is 1lI (button*), and the stepping motor 18a is initialized to the fully closed position (step 6a-2).

In addition, instead of FIG. 6(a), 70- as shown in FIG. 6(b) and (e) may be used, and as shown in FIG. 6(b), the detection signal from the door sensor 92 Based on this, when it is detected that the door has shifted from the open state to the closed state (step 6b-1), and the seat switch 96 is detected to be in the seated state! (Step 6b-2L Initialization may be performed (Step 6b-3),
Further, as shown in FIG. 6(c), in the modified example shown in FIG. 6(b), instead of the switch 96, a switch that detects that the ignition switch 54 is in the OFF position is used. (Steps 6C-1 to 6C-3).

Furthermore, instead of the door sensor 92, a lock state sensor 9
4 may be used, or one may be used that detects that the door lock mechanism has transitioned from the locked state to the unlocked state, based on the detection signal from the lock state sensor 94, before opening the door from the outside. Instead of using a key for unlocking and locking the vehicle, the present invention can be similarly applied to a keyless entry type that uses a pair of transducers to open and lock the door.

If such processing is performed in initialization mode 3, the following effects or advantages can be obtained. Since the initialization operation can be performed even while the ignition key is being turned from off to on, initialization can be performed before the vehicle starts, and the initialization of the stepping motor 18a can be completed before cranking. Therefore, starting performance can be improved, and the durability of the stepping motor 18a can be improved by reducing the number of unnecessary initializations.

Furthermore, since initialization can be completed immediately before initialization is required, engine startability can be ensured even if the battery is removed for maintenance or the like.

1-i-■) Initialization mode 4 The determination conditions and initialization means in this initialization mode 4 are as follows. This will be explained using a chart.

First, when the ignition switch 54 is in the off state (
In step 7m-1), when it is detected that the door has shifted from the open state to the open state based on the detection signal from the door sensor 92 (step 7a-2), it is determined that the driver has stopped the vehicle (alighted from the vehicle). Stepping motor 18m
initialize to all m positions (step 7a)
-3).

In addition, instead of FIG. 7(a), blowing as shown in FIG. 7(b) and (c) may be used, and as shown in FIG. 7(b), the ignition key attachment/detachment sensor 55 is turned on. When the state changes from the state to the off state, that is, when it is detected that the ignition key has been pulled out from the single key ring (step 7b-1), the stepping motor 18a
may be initialized (step 7b-
2”), and as shown in FIG. 7(c), the door sensor 9
When it is detected that the door has shifted from the open state to the closed state based on the detection signal from 2 (step 7a-1), and when it is detected that the seat switch 96 is in the non-seated state (vacant state). (Step 7c2), and may also be initialized (Step 7e-3).

Furthermore, instead of the door sensor 92, a lock state sensor 9
4 may be used, and based on the detection signal from the lock state sensor 94, the door is locked before the door is opened from the inside! 5! It is also possible to use a device that detects that S has shifted from the locked state to the unlocked state.

By carrying out the processing in Initialization Mode 4, the following effects and advantages can be obtained: This has the advantage of being able to perform initialization. Further, by reducing the number of unnecessary initialization fs, the durability of the stepping motor 18a can be improved, and by completing initialization before starting, startability can be improved.

1-i-■) Initialization prohibition mode The judgment conditions and initialization prohibition means for this initialization prohibition mode are as follows. I will explain.

In response to a control signal from the initialization start means of the EC1J 76, the initialization means starts operating, and the stepping motor 1
8a and the memory, first, an inhibition signal is sent from the initialization means to the date circuit as cranking inhibition means, that is, to set the cranking inhibition mode V (step 8-1), and from the control means. The supply of the control signal to the starter 89 as a cranking means is prohibited, and upon completion of initialization (step 8-2), the supply of the prohibition signal from the cranking prohibition means to the date circuit is stopped, that is, the cranking prohibition means is stopped. To reset the ranking prohibition mode (step 8-3), supply of a control signal from the control means to the starter 89 is permitted.

Processing in such an initialization prohibition mode cannot be performed, and the following effects or advantages can be obtained. Since initialization is not performed when the vehicle is cranked, it has the advantage of being able to perform reliable initialization.In other words, it prevents the stepping motor 18a from stopping due to a voltage drop, and the engine is activated before reaching the 7 ast idle opening. It is possible to prevent the engine from starting, and to prevent deterioration of startability.

Note that during initialization of the stepping motor 18a, the operation of load components with a large electrical load may be prohibited, and in this case, the above-mentioned i! 1
Almost the same logic as 1st place is applied.

1-ii) Starting mode The conditions for determining this starting mode are as follows.

■ When the cranking switch 52 is on, the engine speed must be lower than several hundred rpm+s.

■ When the cranking switch 52 is off, the engine speed is smaller than the number + rp pupil.

When this condition is met, the following control is natural.

■ When the intake temperature is low and TAo, the starting opening degree is selected and controlled depending on the water temperature.

■ When intake temperature ≧ TA, overheat correction is applied to the starting opening, that is, the correction coefficient (
Multiply by ≧1).

1-iii) Immediately after start mode The conditions for determining the immediately after start mode are as follows. That is, after the cranking switch 52 is turned off,
If the lift-up value is equal to or greater than the basic target opening degree, it is determined that the mode is immediately after startup.

When this condition is met, the intake temperature becomes TA.

When it is lower than , a tailing process of 1 step/7 steps/T 50asec is performed until the basic target opening degree is reached.

Note that when the intake air temperature is TA or higher, overheat correction similar to the above is performed.

1-iv) OR Idle Mode The conditions for determining whether the mode is in this OR IDLE mode are as follows. That is, if the idle switch 38 is off and the mode is other than the starting mode, it is determined that the mode is the OR idle mode.

When this condition is satisfied, the smaller of the engine speed-dependent opening or the throttle-dependent opening is set as the Gutshu pot opening, and the control is performed so that it becomes a value obtained by adding the learned value to the basic target opening.

1-v) Dashbot mode The conditions for determining this Dashbot mode are as follows. That is, as long as the idle switch 38 is on and the opening degree of the grip pot reaches O, it is determined that the dashbot mode is in effect.

Then, while this condition is satisfied, the following control is executed. First, add the learning value and the Gutshu pot opening to the basic target opening, then perform the SDI step/T OHm5
Provide ec tailings.

Then, when the Gutshu pot opening degree reaches O, the process automatically ends.

1-ma ;) Idle mode)' (I) This idle mode (I) includes 1±, rotation speed feedback control mode and learning control mode, each of which operates in a predetermined time interval. It has become.

1-vi-■) Rotation speed feedback control mode The conditions for determining the feedback control mode for rotation 1 are as follows. That is, this control mode is determined when the idle switch 38 is on and all of the following conditions are met.

a) TIC#I3P has elapsed after the start mode) TI^ seconds have elapsed since the cooler switch 50 was turned on/off C) TND seconds have elapsed after the dashpot control cl) TND seconds or TDN seconds have elapsed since switching from N range to D range or from D range to N range e) TID seconds AI has been reached after idle switch 38 is turned on f) Single unit is almost at O g) TPS seconds have elapsed since the power steering was turned off, or when the following conditions are satisfied, this control mode is determined.

h) When it is in the N range i) When the cooler switch 50 is off j) When the rotation failure≦the rotation failure When these conditions are satisfied, the next control is performed. That is, feedback control is performed so that the target rotational speed is achieved. The military control at this time is such that the target opening degree of the idle speed control pulp 18 is (
The basic opening degree is controlled to be 10 learning values 10ΣJS).

1-vi-■) Learning control mode The determination conditions for performing learning control are as follows. First, as a prerequisite, as shown in Figure tjIJ9, the actual rotation speed is subtracted from the target rotation speed to find the rotation speed difference (rotation speed error) ΔN (step 9-1), and then this rotation is calculated based on the following formula. Positive gain (number of steps/
rotation loss) Gu or negative gain Go (here, Go”
Gu) to find the opening correction amount JS (Step 9-
2).

An example of the relationship between ΔN and JS is shown in FIG. 3.

Then, calculate the integrated value ΣΔS of the opening correction amount ΔS (step 9-3), that is, the idle switch 38 is on, water temperature ≧TL, and TLR continues at 1ΔN1≦Nb (corresponding to the dead band width). However, the power steering switch 58 is off (step 9-4).

Then, when the rotation speed error AN becomes less than the set value,
It is determined that the rotation speed is stable and reaches @target@number.
When these conditions are satisfied, if the learned value + integrated value ΣΔS is between the upper limit value 5LIL and the lower limit value SLL, the learned value integrated value ΣΔS is set as the new learned value and the integrated value is reset (ΣΔ5= O) to update the learned value. Further, if the rotation speed error is larger than the set value, learning is not completed.

That is, the sum of the integrated value ΣΔS and the previous learning value S'L is taken as the new learning value SL (step 9-5), and if the learning value sL is between the upper limit value SuL and the lower limit value SLL. (Steps 9-6, 7), and reset the integrated value ΣΔS to zero (Step 9-8).

Furthermore, if the learned value St becomes greater than or equal to the upper limit value SuL, the value obtained by subtracting the upper limit value 5LIL from the learned value SL is set as a new integrated value (step 9-9), and the upper limit value SUL is set as the new learned value SL. (Steps 9-10).

Furthermore, if the learned value SL becomes less than or equal to the lower limit value SLL, the value obtained by subtracting the lower limit value SLL from the learned value SL is set as a new integrated value (step 9-11), and the lower limit value SLL is set as the new learned value S. (Step 9-12).

That is, if the learned value SL is greater than or equal to the upper limit value SOL or less than or equal to the lower limit value SLL, the following equations are satisfied.

5T=sB+s'L+ΣΔS=s,+5L=Se+(SuL)+(SL Sut,)-S s+
(S LL) + (S L - S t, t,) where, 8
D is the number of steps corresponding to the target opening, S9 is the number of steps corresponding to the basic opening, water @, cooler on/off, N
, and is determined depending on the D range.

Such integrated values ΣΔS have one thing in common, and the learned value SL is controlled by the inhibitor switch 48.
There are 6 types of items multiplied by 2 items for N and D ranges and 3 items for OFF, Lo, and Hi depending on the cooler switch 50. Only the type is in battery backup state.

Each of these learned values SL is repeatedly called and stored without being reset in response to changes in the state of the six rods, and is designed to be repeatedly called and stored without being reset. It is designed to respond to changes over time, and is reset when there is a RAM memory error or when the battery is removed.

Furthermore, when the six types of states change, the integrated value ΣΔS is used for each state by being reset, and is used for feedback.

If the processing that goes into the learning control mode is carried out as described above, the following effects or advantages can be obtained. Learning can be performed when the engine speed is stable,
The above equation and I/FIG. 10(a).

As shown in (b), the learned value SL is the limit) SULIS
Even if LL is exceeded, the amount exceeding the above limit (S
L Sut, )* or (SL-3LL) is reflected as an integrated value and returned to the feedback control amount to determine the target opening, so it is 1 time before and after learning! ! Fluctuations do not occur and continuous feedback control is possible. In addition to this, there is the advantage that there is less stress on the vehicle body.

1-vii) Idle Mode (IN) In order to be in idle mode (II), the determining conditions are that the idle switch 38 is on and that rotation speed feedback is prohibited.

The control details at this time are as follows. That is, the opening degree of the idle speed control pulp 18 is controlled so that it becomes a value obtained by adding the learned value and the required value to the basic target opening degree.

1-vii) 14 Normal A/N Decrease Mode Abnormal A/N Decrease Mode In order to be in the A/N decrease mode, OR idle or rotational speed feedback control must be started when the idle switch 38 is on and the following conditions are met at the same time. It's on the ground.

a) When rotation speed feedback is prohibited; b) When the power steering switch 58 is on; C) When the density correction value is less than a predetermined value. The control details at this time are as follows. That is, the opening degree is controlled by adding a predetermined amount of lift-up tse+sg to the target opening degree in the idle mode (n).

Further, when the idle switch 38 shifts from the on state to the off state, an abnormal A/N drop occurs, and this state occurs, for example, when the accelerator pedal is pressed hard for a short period of time. This mode prevents the engine from stalling even if there is a momentary increase in the amount of air-fuel mixture during pebble tap.

In this engine stall prevention mode at the time of accelerator pebble tap, as shown in FIG. 15, step 15-1 is performed when the engine output is small, such as during idling, when the step WLsR corresponding to the throttle opening is smaller than the predetermined value. )
, and when the differential value dSR/dt of the step number sR is negative and smaller than the predetermined value c (>0) (step 15-2), it is determined that it is time to tap the 7xel peggle, and the tap time flag I is set. If TAP is on (step 15-4), the engine load condition is under the required condition, that is, the A/N is at the set value. If it is smaller than d (step 15-5), the ISC pulp 18 is opened by a predetermined amount (step 15-6), and the intake air bypassing the throttle valve 14 is supplied to the combustion chamber of the engine 2, thereby reducing the intake air amount. and tap flag I
Reset the TAP (step 15-7).

Also, if the A/N is greater than or equal to the set value d, 7 lags at the time of tap.If a predetermined time related to dS, /dt has elapsed after I TAP is turned on (step 15-8), 7 lags at the time of tap have elapsed (step 15-8). Reset the lag ITAf' step 15-9)
, the tap time flag ITAP is maintained at its current state.

If such processing is performed in the engine stall prevention mode when the accelerator pebble is tapped, the following effects or advantages can be obtained.

Conventionally, as shown in FIG. 16(a), the fi! When the throttle changes (tap), the inertial mass of the 9-volume rotation system between the throttle valve 14 and the combustion chamber of the engine 2 slows down the control, causing the throttle opening and the engine speed per intake stroke to be slow. Since a phase shift occurs between the ratio of the intake air amount to the rotational speed (A/N) [see Fig. 16(e) 1], a state occurs where the engine rotational speed is high and the throttle opening is small. Figure 16 (
a).

At time L0 reference 1 in (b), a shortage of intake air amount occurs,
A region Z + @h' where the A/N is abnormally low is created, and in this state, if the ISO pulp 18 maintains a constant opening [see Fig. 16 (d)], the air required for the engine 2 will be reduced. Since the quantity is not supplied, the symbol N in Fig. 16(b)
As indicated by DoldN, the engine speed may jump by 7 degrees, resulting in stalling.

In contrast, in this embodiment, as shown in Figure 18 (e), even when the engine speed is high and the throttle opening is small during a rapid throttle change (tap), Refer to time t0 in Figures 16(e) and (f)], I
The SC pulp 18 temporarily increases its opening degree [see Fig. 16 (h)], thereby bypassing the intake air amount and temporarily increasing the intake air amount to compensate for the shortfall in the intake air amount. As shown by the solid line, V 2 , and chain line in Figure #16 (g), the drop in A/N is prevented and the necessary amount of air is always supplied to the engine 2, so the engine rotation is reduced. Undershooting of the number is prevented, thereby preventing tap engine stalling (engine stalling that occurs when the accelerator is tapped).

Note that a sensor may be attached to the accelerator pedal to detect the accelerator depression degree, and in the tap sensor described above, change information from off to on (or from on to off) from the idle switch 38 is used. For example, the output from the above-mentioned tap sensor may be allowed for a predetermined period of time after a change in the idle switch 38 from on to off is detected, and no tap output may be made at other times. Alternatively, a tap may be detected when it is detected that the idle switch 38 changes from on to off and then on for a short time.

1-ix) Abnormal rotation speed reduction mode In order to be in the abnormal rotation speed reduction mode, the power steering switch 58, which is a load component, must be turned off when the idle switch 38 is on and the following two conditions are met at the same time. This is the mode until the

a) Power steering switch 58 is on b) Engine speed N
NN) is the set rotation speed of the D range.

That is, as shown in FIG. 13, the power steering switch (P/5) 58 is on (step 13-1).
), engine rotation speed NIJt setting rotation failure N.

Or when it becomes smaller than ND [Fig. 14(a), step 13-2], this abnormal rotation speed reduction mode is activated! If lJ7 lag u is zero (inactive) (step 13-3), the idle is increased by a predetermined amount as shown in FIG. 14(b) (step 13-4).
), first, the motor opening is stepped up rapidly until it reaches the set value s1, and when the motor opening reaches the set value Sl, it is gradually stepped up to the set value S2 corresponding to the target opening when the power steering is turned on. 14(c), (d)) and maintains idle up while the power steering switch 58 is turned on.

Next, set the operating 7 lag Iυ of the abnormal rotation speed reduction mode (step 13-5), and this work! The reset condition for the a7 lag Iυ is when the power steering switch 58 is turned off (step 13-6).

By performing processing in such an abnormal rotational speed reduction mode, the following effects or advantages can be obtained. At idle, after the load components start operating,
Instead of immediately idling up, after detecting a drop in the engine speed as part of the operating state, idling up is started, and after exceeding the idling up when the load component is turned on, it is gradually reduced (overshoot).
Preventing an increase in engine speed In addition, it can reduce the drop in engine speed, and has the advantage of being able to idle up in a short time, causing load components to repeatedly operate and deactivate. Even in such a case, hunting during idle up operation can be prevented.

1-x) Lift-up control mode when cooler relay is on In order to be in the lift-up control mode when cooler relay is on, the following conditions must be satisfied at the same time.

a) Cooler switch 50 is on b) Engine is in a mode other than engine stall/start mode C) Immediately after starting and after fuel increase d) Immediately after starting and after 7th and 7th turn e) Engine The rotation speed is greater than the rotation WL when the air conditioner is turned on. f) A predetermined time i has elapsed after the above e) has been established. g) A predetermined time has elapsed after the cooler switch was turned on. h) The target rotation speed is higher than the engine rotation speed. smaller than the rotation speed, and
If the number of revolutions is within the predetermined number of rotations, that is, as shown in Fig. 11.12, if the cooler switch 50 is turned on (step 11'-1), the number of steps is increased up to the number of steps SAC corresponding to the target opening degree when the cooler is turned on. is increased by the normal idle rise 81 (step 1l-2), and then it is confirmed that the engine rotation IN has become a rotation &(N AC - N + ) smaller than the target rotation speed NAC when the cooler is on by a predetermined rotation speed N1. When the cooler switch 50 is detected or after a predetermined period of time has passed since the cooler switch 50 is turned on (step 1l-3), it is assumed that the cooler relay on condition is satisfied, and the number of steps is further increased by S.
When the step-up opening Su is reached (Step 1l-5), the cooler relay 82 is turned on (Step 1l-6), and the number of steps corresponding to the target opening when the cooler is turned on is set again. The number of steps is gradually decreased to SAc (step 11-7).

If the processing is performed in the 7-to-3 control mode during the 2-rarision turn-on, the following effects or advantages can be obtained. At idle, in addition to the idle up amount for the load components, the idle up 1 is provided to prevent shock when the cooler is turned on, which has the advantage of preventing shock when the cooler compressor operates with a relatively large engine load. This has the effect of preventing overshoot during upward movement and allowing smooth transition to feedback control.

1-xi) Overheating control mode The overheating mentioned here means, for example, when climbing a 3% slope at 120 km/h.
If you stop the engine immediately after driving under high load, such as driving at 40km/h on a 10% uphill slope, the cooling fan and cooling water circulation will stop, causing the engine compartment to heat up, causing the engine room to heat up to 30~30km/h. This refers to the case where the temperature reaches around 100° C. after 40 minutes, and this causes bubbles to form in the fuel, causing problems in subsequent fuel supply control, etc.

For this purpose, this overheating control is performed, the details of which will be described later.

1-Zhao) Others 1-Me■') How to reset when the ECU 76 goes out of control If the ECU 76 goes out of control for some reason, it will interfere with the idle speed control by the stepping motor t8a. by E
It is determined and detected that the CU 76 has gone out of control, and a reset is performed.

a) First method (see FIG. 17) The flow of processing according to this first method will be explained using FIG. 17. First, in step 17-1, the stepper motor controller 1 is stored in different memory areas MA and MB, respectively. In this case, for example, a stack area is selected as one memory area MA, and a memory area distant from the stack area is selected as the other memory area MB. Note that the stack area is a part used when an interrupt execution instruction is entered, and is generally considered to be a memory area that is easily destroyed when the ECU 76 goes out of control.

Next, in step 17-2, the target position (target opening degree) is calculated, and then in step 17-3, the contents of /Mori area MA, MB are loaded, and step 17
-4, memory area MA.

Check whether the contents of MB match. If the contents of memory areas MA and MB match, the ECU76
It is determined that the stepper motor 18a is operating normally, and the stepper motor 18a is moved by the required amount ffi in step 17-5. However, if the contents of memory areas MA and MB do not match,
It is determined that the ECU 76 is running out of control, and the process proceeds to step 17.
-6, the ECU 76 is reset.

As a result, it is possible to sufficiently prevent the ECU 76 from running out of control and causing the idle speed control to become abnormal, thereby increasing the reliability of the idle speed control.

b) Second method (see FIG. 318) The flow of processing according to this second method will be explained using FIG. In step 18-1, the stepper motor positive silane is stored in one of the main memory areas MA, and the stepper motor positive silane is subjected to a certain calculation and then stored in the other memory area MB. . In this case, the following calculations are performed, for example.

That is, if the stepper motor position data has 8-bit information, only the upper or lower 4 bits of this 8-bit information are taken and the rest are not recorded. Therefore, memory area MB
contains 4 bits of stepper motor bonoshishin data! ! be done.

Regarding the memory areas MA and MB in this case, as in the case of the first method (see FIG. 17), one memory area MA is the throttle body sensor 3.
A portion (for example, the stack area) that is likely to be destroyed when the memory card 6 goes out of control should be selected, and a memory area away from the stack area should be selected as the other memory area MB.

Next, in step 18-2, the target position 3 (@standard opening degree) is calculated, and after 7, in step 18-3, the memory areas MA and MB are loaded. And step 18-4
Then, a necessary operation is performed on the contents of the memory area MA. This operation is the same as that performed in step 18-1 above. That is, since the contents of memory area MA are 8-bit information, only the upper or lower 4 bits of this 8-bit information are taken and the rest is not stored. Therefore, by this calculation, the value read from memory area MA becomes 4-bit information.

Thereafter, in step 18-5, it is determined whether the contents of the memory area MB match the contents of the memory area MA subjected to the calculation. If the ECU 76 is not running out of control, the two should match. If they match, it is determined that the ECU 76 is normal and the stepper motor 18a is driven by the required amount in step 18-6. However, if the two do not match, the ECU76
It is determined that the EC is running out of control, and in step 18-7, the EC
U76 is reset.

In this case, the same data is not only stored in two different memory areas MA and MB, but also a calculation process is added, that is, the same calculation is performed twice at a certain interval, which further increases the risk of the ECU 76 running out of control. The M reliability of determination can be improved.

C) Third method (see FIG. 19) This third method uses a watchdog timer (hardware). The flow of processing according to this third method will be explained using FIG. 19.

First, in step 19-1, a watchdog timer is set. This watchdog timer is externally attached to the computer board, so after the required time has elapsed after setting it, the
It outputs a reset signal to the CU 76. After setting the watchdog timer, wait for the required time to elapse, and when it elapses (step 19-2)
In step 19-3, the computer is reset.

In the first to third methods described above, computer reset means processing such as program initialization, and the stepper motor adjustment of the idle speed control valve I8 is initialized by the second valve.

(2) Fuel supply control (2-1) Fuel supply control As the fuel supply control method in this embodiment, an MPI method having electromagnetic fuel injection valves 6 for each of six cylinders is adopted. Immediately after the power is turned on, the microprocessor (computer 76) is reset, and based on inputs from various sensors, it determines which of the following operating modes it is in, and each operating mode (see Figure 22)
Drive timing and drive time defined by T+NKr
The electromagnetic fuel injection valve 6 is then driven.

In addition, TINK=TBXK+TD+TE? Here, TB is the basic driving time of the electromagnetic fuel injection valve 6, K is the correction coefficient, TD is the invalid injection correction time, and TE is the temporary injection correction time.

The above operation modes are as follows.

2-1-i) Stop mode 2-1-ii) Start mode 2-1--iii) Fuel restriction mode 2-1 iv
) Air-fuel ratio A/F feed/<Tsuku mode 2-1-v) High-speed full-open mode 2-1-vi) Others 2-1-i) Stop mode The conditions for determining this stop mode are as follows. That is, when the cranking switch 52 is on, the engine speed is lower than 10 to 20 rpa+, or when the cranking switch 52 is off, the engine speed is lower than 30 to 40 rpm.
If the speed is lower than the rpm, it is determined that the engine is in stop mode. In this case, no fuel injection is performed.

2-1-ii) Starting mode The conditions for determining this starting mode are as follows. That is, when the cranking switch 52 is on and the engine speed is 10 to 20 rpm or more and less than 100 rpm, it is determined that the engine is in the starting mode.

When this determination is made, fuel is injected into all cylinders at the same time at the required number of times per revolution, but the driving time of the innojector is shortened as the cooling water temperature increases.

2-1-ii) In fuel limit mode This fuel restriction mode includes A/N cut mode.

There is an overrun cut mode, a maximum speed cut mode, and an idle cut mode, and the purpose of cutting fuel in this way is to limit engine power, prevent misfires, and improve fuel efficiency.

2-1-1ii-■) A/N cut mode this A/
The conditions for determining the N-cut mode are as follows. In other words, the engine speed is greater than the predetermined value NANFC, and the engine load condition meets the required condition (VANF
C) Under B (see Fig. 22), and if these conditions continue for a certain period of time, it is determined that the A/N cut mode is in effect, and the fuel is cut. Here, A/N means 1 intake per engine rotation (h), and has engine load information.

2 1-iii-■) Overrun cut mode The judgment conditions for overrun cut mode are as follows, namely, when the engine speed is at a predetermined value N0RPC (
(for example, 6300 rpm) (see FIG. 22), it is determined that the overrun cut mode is in effect, and the fuel is cut.

By the way, before entering this overrun cut mode, the above-mentioned overrun cut increase and overrun cut pre-step mode is performed in which control is performed to set the air-fuel ratio to the stoichiometric air-fuel ratio and retard the ignition timing. The control will be explained below.

a) First method As shown in FIG. 28, in step 28-1, engine rotation IN is compared with N PQRFC (for example, 6100 rpm), and if N≧6100, in step 28-2, engine rotation i11! , N is N0RPC (e.g. 630
0 rpm), and if N<6300, the overrun cut prestep mode is selected. That is, in step 28-3, the air-fuel ratio A/F is set to the stoichiometric air-fuel ratio (stoichiometry), and in step 28-4, the ignition timing is retarded.

When the engine speed N further increases to 6,300 rpm or more in this state, a full fuel cut is made in step 28-5.

Note that when the engine speed N is lower than 6100 rpm, normal control is performed (step 28-6).

By doing so, the following effects or advantages can be obtained. In other words, before entering the overrun cut as described above, the air-fuel ratio is often set to be too rich, and if the fuel is cut in such a rich state, so-called afterburning will occur. There is a risk that the exhaust gas temperature will rise and the catalyst 74 will melt, but if you return the air-fuel ratio to the lean side, that is, to stoichiometry, before entering the overrun cut as described above, there is no risk of afterburning (
It will become.

Note that the reason why the ignition timing is reset at the same time as the air-fuel ratio adjustment is to avoid knocking.

Here, the air-fuel ratio A/F and retard amount are engine speed N
The air-fuel ratio A/F is set according to the gear ratio [see Figures 30 (a) and (b) 1] Also, as shown in Figure 30 (c), the air-fuel ratio A/F can actually be changed according to the gear ratio. In addition, it is limited by limiter input 2.

Next, regarding the air-fuel ratio setting flow, 1
M! To simply explain, first in step 29-1, the A/N
The air-fuel ratio information λ, determined from At step 29-3, it is determined whether λ2>λ and whether the car is in the car or not.

If λ2>λ1, in step 29-4, λ,=λ2
Then, in step 29-5, the air-fuel ratio is set based on λ1. Furthermore, if it is determined in step 29-3 that the number of people is less than or equal to the number of people, the process skips to step 29-5 and sets the air-fuel ratio based on λ.

b) Second method This second method is as shown in FIG.

That is, in step 31-1, the engine rotation speed N is
0 RPC (e.g. 6300 rpm), N≧6
If 300, in step 31-2, engine speed 11i:
The number N is compared with N PORFC (for example, 6100 rpm), and if h%N≧6100, the engine speed N is compared with 6300 again in step 31-3. At this time, N
< 6300, the overrun cuff doble step mode is selected. That is, step 31-
4, set the air-fuel ratio A/F to the stoichiometric air-fuel ratio (stoichio),
In step 31-5, ignition timing is retarded. Then, when the engine speed N increases again and becomes 6300 rpa+ or more, step 31-
At 6, a full generous fuel cut is performed.

In addition, if No in step 31-1 and step 3
If No in 1-2, normal control is performed in step 31-7.

In this case, the engine speed increases and the
If the speed exceeds 100 rpm, do not apply the overrun cut pre-step processing (steps 31-4, 31-5'), and once the speed exceeds 630'Orpm, 61
When it exceeds 00 rpm, overrun cut pre-step processing is performed. The reason why pre-step processing is not performed when the engine speed exceeds 6100rpa+ is to prevent the acceleration feeling from being impaired.

Therefore, by applying this second method, it is possible to eliminate problems such as afterburning without impairing the acceleration feeling.

Note that if the above 11th and 2nd methods are carried out, the risk of catalyst melting can be avoided, so when carrying out the above 1st and 2nd methods, instead of cutting fuel on the gold cylinder, Fuel cut may be performed only for some cylinders.

Additionally, the number of cylinders for which fuel cut should be performed may be determined according to engine load conditions such as intake air and vehicle speed (1゜2-1 1ii-■). As follows, that is, when the vehicle speed is higher than a predetermined value (180 km/h), it is determined that the maximum speed cut mode is in effect, and the fuel is cut.

By the way, in this maximum speed 7-speed mode, before performing a fuel cut, control is performed to set the air-fuel ratio to the stoichiometric air-fuel ratio (stoichiometry) and retard the ignition timing. I will explain about it.

As shown in FIG. 32, in step 32-1, the vehicle speed vC
It is determined whether or not is greater than or equal to 180+++/h, 18
If the speed is 0 km/h or more, the highest speed cut pre-step mode is selected. That is, in step 32-2, the air-fuel ratio A
/F to the stoichiometric air-fuel ratio (stoichiometry), and step 32-
In step 3, the ignition timing is retarded.

After that, in step 32-4, it is determined what state the acceleration dVC/dt is. If dVC/d
If t>O, in step 32-5, for example, the first . Fuel cut is performed for the fourth cylinder. In the case of a V6 engine, one bank is equipped with the 1st, 3rd and 5th cylinders in order, the other bank is equipped with the 2nd, 4th and 6th cylinders in that order, and the 1st (4th and 6th) cylinders and the 5th cylinder are equipped in that order. Two (3, 5) cylinders are arranged facing each other, and the firing order is 1.2, 3.4, 5.
Since the order is 6 cylinders, the 1st. Problems such as vibration will not occur even if fuel is cut on the 4th cylinder.In this case, the number of cylinders to which fuel should be cut may be any number of cylinders, and the 1st. Combinations other than the fourth cylinder (including one cylinder) may be used, and the number of cylinders for which fuel should be cut may be determined according to engine load conditions such as intake air amount and vehicle speed.

In addition, in step 32-4, if clVc/l≦O, the fuel is not cut (step 32-6), and in step 32-7, it is determined whether the vehicle speed VC is 175 or 176 or higher. . If VC≧175, step 32
-4, and the subsequent processing is performed again.

Also, in step 32-1, the vehicle speed ■C reaches 180/h.
If the vehicle speed C is smaller than 175 km/h in step 33-7, normal control (air-fuel ratio 1 ignition timing) is performed (step 32-8).

In this case, as in the case of the above-mentioned overrun cut, so-called after-cutting does not occur, and catalyst melting does not occur.

2-1 1ii-■) Idle cut mode The conditions for determining the idle cut mode are as follows. That is, as shown in FIG. 20, the idle switch 38 is on (step 2O-1), and the engine load condition is under the required condition (I VANFC) B (second
1.22), that is, the A/N is smaller than the set value (step 2°-2), and the engine speed is larger than the predetermined value NIDFC (step 2O-3),
When the cooling water temperature is higher than 7'+ot, it is determined that the idle cut mode is in effect, and the fuel is cut (
Step 2O-4).

Also, the idle switch 38 is on (step 2
O-1), the engine load condition is the required condition (ηVANF
C) is below +1 (see Figure 21.22), i.e.
A/N is smaller than the set value (step 2O-2)',
Further, even if the engine speed is below the predetermined value NIDFC (step 2O-3), the detection signal from the inhibitor switch 48 determines which gear position (high shift, middle shift) in the D range (or forward gear).

(low shift) (step 2O-5), and the vehicle speed is set to the set value corresponding to the gear (Nsz+Ns<+N5s
) (Step 2O-6), if the cooling water temperature is greater than TIDL, it is determined that the idle cut mode is in effect, and the fuel is cut (Step 2O-6).
4).

That is, if the shift position is high, the engine is less likely to stall, so the above setting value becomes smaller.

Incidentally, among the above-mentioned conditions, the cooling water temperature condition may be removed, and if each condition is not satisfied, the fuel cut mode is reset (step 2O-7).

If processing using such idle cut mode is carried out, the following effects or advantages can be obtained. Engine speed, A/
By adding the vehicle speed determination characteristics according to the N and V gears, the vehicle speed can be set to a predetermined value in the 11I range where the possibility of engine stalling is small (in the driving force transmission state between the engine and the gears, such as when the clutch is on). If this is the case, the engine will be rotated by the rotational driving force from the wheels, so the fuel will be cut until the area Z+o (see the mesh hatched area in Figure 21) where fuel cut is not conventionally performed (area where it is difficult to stall). It is possible to expand the neck wall and reduce fuel consumption.

° In other words, the area where fuel cut was conventionally carried out
' (see the shaded area in FIG. 21) can be expanded to a region where the engine speed is low. This idle cut mode is also applicable to vehicles equipped with a manual transmission.

By the way, if you stop fuel cut and restore fuel supply control after a fuel cut during deceleration (for example, A/N cut mode), a shock may occur. The following processing is performed. In other words, as shown in Figure i@33, first step 3
At step 3-1, it is determined whether or not the fuel cut during deceleration (F/C) is in progress. If no, at step 33-2, the fuel cut is canceled and the fuel supply is resumed! ! It is determined whether it is immediately after the F/C is returned (immediately after F/C return). If YES
If so, the ignition timing is retarded in step 33-3. As a result, the engine generated torque is reduced, and the recovery stagnation after the fuel cut is canceled is reduced.

Incidentally, in the case of YES in step 33-1, step 33-3 is proceeded to and the ignition timing is retarded. In this way, the ignition timing is retarded (i.e., prepared) even during the fuel cut.
Ignition timing retard control immediately after F/C recovery can be performed smoothly.

2-1--iv) Air-fuel ratio feedback mode (A
/F FB mode) The conditions for determining that the mode is A/F FB mode (W/FB zone) are as follows. That is, the 22nd
As shown in the figure, the engine load condition is within a predetermined @ range ([(
ηvroL)c上わら大、('7 VFBII)C
The cooling water temperature is greater than T FB (<"r to), and the cooling water temperature is lower than T FB (<"r to), and the cooling water temperature is lower than the throttle opening THFBII mapped by the engine speed, and the cooling water temperature is lower than the throttle opening THFBII mapped by the engine speed, and the cooling water temperature is lower than the throttle opening THFBII mapped by the engine speed. In this case, it is determined that the mode is A/F'FB mode, and the electromagnetic fuel injection valve 6 is driven at the required timing and for the required time.
/F Optimum fuel supply control for FB mode is performed. In this case, the correction coefficients multiplied by the InnoEctor basic drive time T days are the feedback correction coefficient, the intake temperature correction coefficient, and the atmospheric pressure correction coefficient.

By the way, control in this A/F FB mode uses the detection signal from the O2 sensor 46.
6 has a heater 46a, as shown in FIG. ? IL flow is 0.
There is some leakage to the sensor detection section 46b. If leakage occurs in this way, the %02 sensor 46 will output a high voltage (for example, about 12V), which may cause damage to the ECU 76. Therefore, in this embodiment, the output force C of the 02 sensor 46 is at a constant level, for example, 1.
5V) or more, it is assumed that the heater current is leaking, and the relay switch 90t? It opens to cut off the heater current.

Then, control F after cutting off the heater current! The details are as follows.

a) Control mode 1 (FIG. 24) The processing in this mode 1 is as shown in FIG. 24.
At step 24-1 without pulling, A/F FB back mode (
If it is the FB mode, it is determined whether the 0□ sensor 46 is in the active state in Stella 7'24-2.

Here, 0. In order for the sensor 46 to be determined to be inactive, one of the following conditions may be satisfied.

&-1) A predetermined time has elapsed after the engine key was turned on.

a-2) Crosses the activation determination voltage.

a-3) In the FB mode, the output does not cross a certain value (lower than the activation determination voltage value) for a predetermined period of time.

If it is determined that the 02 sensor 46 is activated, the output of the 02 sensor is checked at step 24-3. Here, if it is detected that the voltage is, for example, 1.5 V or more, in step 24-4, it is assumed that the heater current is leaking, and feedback control is prohibited. Therefore, after that, control other than feedback (Wlo FB sub-control) is performed (step 24-5).

Then, it is determined whether a certain period of time has passed after that.Ifr
(step 24-6), and if it has elapsed, the heater 46a is energized again in step 24-6. Thereafter, in step 24-3, the %02 sensor output is detected again. In this way, since the heater 46a is re-energized after a predetermined period of time has elapsed after the FB control is prohibited, it is possible to increase the chances of canceling the FB control 1 prohibition.

In addition, in step 24-3, the %Ot sensor output is 1.5V.
If it is less than, the Q2 sensor output is detected again in step 24-8. If it is less than 0.5V, feedback correction is applied to make it rich in step 24-9, and if it is 0.5V or more, feedback correction is applied to make it lean in step 24-10.

Thereby, it is possible to prevent the air-fuel ratio from becoming lean due to an abnormal increase in the signal voltage due to leakage of heater current, and as a result, there is an advantage that occurrences such as engine stalling and deterioration of drivability can be sufficiently prevented.

Note that if it is determined in step 24-1 that the mode is Wlo FB mode, or if it is determined in step 24-2 that 0
10FB control kana j h roux b) Control mode 2 (25th
(Figure) The processing of this aspect 2t' is as shown in Figure 25. First, in step 25-1, it is determined whether the A/F FB pack mode (FB mode, 0□FB mode) is selected.
If it is the FB mode, it is determined in step 25-2 whether 7 lag FLG1=1. Initially FLG1=
Since it is 0, take the No route and in step 25-3,
It is determined whether the o2 sensor 46 is active.

Here, the conditions for determining that the 0□ sensor 46 is inactive are as described above.

If it is determined that the O2 sensor 46 is activated, the O2 sensor output is checked in step 25-4. Here, if it is detected that the voltage is, for example, 1.5V or more, it is assumed that the heater current is leaking in step 25-5, and feedback control is prohibited, and step 25-6
Returns with FLG=1. Therefore, after that, control other than feedback (W10FB control) is performed (step 25-11).

In addition, in step 25-4, the 02 sensor output is 1.5V.
If it is less than 02, the output of the 02 sensor is detected again in step 25-7. If it is less than O,SV, feedback correction is applied to make it rich in step 25-8, and if it is 0.5V or more, feedback correction is applied to make it lean in step 25-9.

As a result, it is possible to prevent the air-fuel ratio from becoming equalized due to an abnormal increase in signal voltage due to leakage of heater current, and as a result, it is possible to sufficiently prevent occurrences such as engine stalling and deterioration of drivability. There is.

In addition, once the 7-lag FLGI becomes 1, it holds FLG=1 until the ignition switch 54 is turned off, so when it is determined that the A/F FB mode is on,
After that, feedback control is always prohibited. but,
When the ignition switch 54 is turned off, FLG1
=O, so feedback control can be restored.

Note that if it is determined in step 25-1 that the mode is Wlo FB mode, or if it is determined that the 02 sensor is active in step 25-3, then in step 25-10, Wlo FB mode is determined.
FB sub-control is performed.

2-1-v) High-speed full-open mode r The conditions for determining the high-speed full-open mode are as follows. That is, as shown in FIG. 22, if the carrot load state is higher than a predetermined value (THALP)IN) and this state has been in this state for a predetermined time (a short period of time), it is determined that the high speed full throttle mode is in place. , A/F Similarly to the FB mode, the electromagnetic fuel injection valve 6 is driven at the required timing and for the required time. In this case, the correction coefficients multiplied by the injector basic drive time TB are the intake temperature correction coefficient, the atmospheric pressure correction coefficient, the warm-up correction coefficient, the immediately after startup correction coefficient, and the air-fuel ratio correction coefficient.

2-1 vi) Others 2l-vi-■)'W10 FB control mode This W/
The OF B If control mode is determined to be the Wlo FB control mode in cases other than the above-mentioned operation modes [second
Refer to Figure 2], the correction coefficient in this control mode is the same as that in the high-speed full-open mode.
Can be hung on. Innoecta drive timing is A/F
Same as FB mode.

2-1-vi-■) 7 functions of the water temperature sensor A simulated water temperature generator for the vehicle engine is provided as a function of the water temperature sensor.
As shown in FIG. 6, the water temperature sensor 40 is configured to send the resistance value between the sensor terminals, which changes depending on the engine cooling water temperature, to the temperature input section 77 via the wiring 41, and this temperature input section 77 receives the partial pressure. A/A value to I10 port of ECU76
When the water temperature TW is low, the resistance value between the sensor terminals is large. Therefore, the partial pressure value of the temperature input section 77 is large, and when the water temperature TW is high, the resistance value between the sensor terminals is large. The resistance value is small, so the temperature input section 7
The partial pressure value of 7 becomes small.

As shown in Figure 27, if the resistance value, which is the water temperature sensor output, is smaller than the first set value corresponding to the cooling water temperature of 120°C, 8
(Step 27-1), that is, when it is detected that the temperature is 120°C or higher, it is assumed that an abnormality (water temperature sensor abnormality) has been detected, and the process proceeds to Step 27-3. 2 (a value corresponding to a cooling water temperature lower than the cooling water temperature corresponding to the first setting value) (step 27-2), that is, when it is detected that the temperature is -40°C or lower, Assuming that an abnormality (disconnection) is detected, the process proceeds to step 27-3.

Note that once it is determined that the wire is disconnected, the disconnection determination is maintained thereafter.

If it is determined that the water temperature sensor 40 is abnormal, in step 27-3, the pseudo water temperature function is activated, and then it is determined whether the above-mentioned starting mode [1-ii) Starting mode reference 1 is selected. (Step 27-4), if it is the start mode, lie down in the actual warm-up state, set the initial value of the simulated water temperature to 20°C, simulate the rising simulated water temperature, and map it in advance at a fixed time interval. Sequentially output from the memory, the pseudo temperature is increased and changed as appropriate, for example, raised at equal intervals by 80" (l), and thereafter the constant temperature value is set as the water temperature in the ECU 76 (step 27-5), starting mode If it is outside, assume that it has warmed up and set the simulated water temperature to 80℃.
, a constant value is used as the water temperature in the ECU 76 (step 27-6).

Further, if the resistance value is between the first set value and the second set value, it is determined that the water temperature sensor 40 is normal, and the ECU
In step 76, the output value of the water temperature sensor 4o is used (step 27-7).

Note that an atmospheric temperature sensor, memory, seasonal switch, etc. may be provided to change the simulated water temperature during warm-up in winter and summer.

If the water temperature sensor is processed by the 7-Ruse 7 functions, the following effects and advantages can be obtained.

When the water temperature sensor 40 is abnormal, if it is in the starting mode, the average warm-up state can be simulated by the pseudo water temperature PA, for example, by making the A/N rich, and thereby starting or warming up. If it is outside the starting mode, for example, the A/N can be made lean and the state after warm-up can be set to exhaust state! A, etc. can be improved, and 7-
The engine can be controlled by utilizing the Rousse 7 function.

Note that in place of the water temperature sensor 40, another sensor that detects the engine temperature may be used.

(2-2) Misfire detection and fuel supply control By the way, if a misfire occurs in a certain cylinder, unburned gas is directly discharged into the exhaust system, causing an afterburning phenomenon and reducing the catalyst temperature. There is a risk of melting and loss. Therefore, in this embodiment, when a misfire occurs in a certain cylinder, the fuel supply to that cylinder can be stopped, thereby solving the problem caused by the misfire.

Detection methods for identifying the occurrence of a misfire at a certain level include the following 2-2-i) Misfire detection method This method The cylinder pressure P( is detected), and the specific cylinder in which the misfire is occurring is detected from the value of this pressure P().

Now, if we limit it to the time of fitting, the indicated mean effective pressure Pi
can be expressed as a function of the pressure P (calculated from the change in angular velocity during the expansion stroke).

Here, P(is ■(ω6 J 2−ωei”)/2
It can be determined based on Vn. In other words, if we know the moment of inertia Il of the engine rotation system, the angular velocity at the top dead center of a certain cylinder (crankshaft angular velocity) ωci + the angular velocity at the top dead center of the next cylinder (crankshaft angular velocity) ωcj, and the stroke volume Vn, then The pressure P( can be calculated.

Second, although it is for a 4-cylinder engine, a shiatsu gauge is attached to each engine, and the shiatsu chart during continuous idling operation is compared with Pω obtained from angular velocity measurements at every 2° crank angle. As shown in Figure 34, from the part indicated by the circle in this figure, it can be seen that the Pω of the misfired cylinder is greatly fluctuating on the negative side (in this case, since it is a measure against heat damage during idling, continuous data is In other words, if Pω of a certain cylinder continuously fluctuates to the negative side by a certain value or more, it can be determined that that cylinder has misfired.

Furthermore, it can be seen from the part indicated by O in Fig. 35.3G that the engine displacement and engine speed are also reduced due to the misfire.

The experimental results shown in Figures 34 to 36 were conducted using a 4-cylinder engine, but since this phenomenon is essentially unrelated to the number of cylinders, the same results would be obtained with a V6 engine. is clear.

In addition, for measuring the crankshaft angular velocity, it is possible to use the electronic advance angle hardware of the crank angle counting method (well-known) as is, and even with the electronic advance angle hardware of the periodic measurement method, it is possible to use the slit. It is possible to deal with it by adding it.

In this way, according to this misfire detection method, it is possible to sufficiently identify yc and m that are misfiring, so that fuel injection from the electromagnetic fuel injection valve 6 that supplies fuel to the misfiring cylinder is stopped. All you have to do is stop it, and this will not cause the problems mentioned above.

2 2-ii) Misfire detection method ■ This method ■ detects exhaust information (exhaust temperature and oxygen concentration in exhaust gas).
The misfire is detected by detecting a misfire in any one of the cylinders, and then sequentially stopping fuel injection from the injectors 6 one by one. There are mainly two types of detection methods (1) as shown below.

2-2-ii-■) Misfire detection method by detecting catalyst outlet exhaust temperature In this method, first, the temperature of the exhaust gas at the outlet of the catalytic converter 74 is detected by the high temperature switch 5G.

If there is a misfire in any cylinder, the temperature at the bottom of the catalytic converter 74 must have increased due to the afterburning phenomenon, so if the temperature detected by the high temperature switch 56 exceeds a certain value, If so, it is determined that one of the cylinders has misfired. From this alone, it is not possible to tell whether the misfire occurred in the cylinder, so next we need to check the injector 6 for each cylinder.
In this way, the injectors 6 are stopped in sequence.The stopping time is set to correspond to the required period in which the influence of misfire will be removed. As time progresses, the value of prowl t@ decreases at the cylinder that is actually engaged.Upon this, a misfire cylinder can be detected.In this case, misfire detection and fuel supply control are performed in a harmonious manner.

2-2-ii-■) Misfire detection method by measuring the OTL meter at the catalyst inlet This method first detects the temperature of the catalytic converter 74 using the O2 sensor 46 (in this case, it is preferable to use a linear 02 sensor as the Oz sensor 46). 02 concentration is measured. 6
However, if a misfire occurs in any cylinder, the air-fuel ratio should become lean while the air usage rate decreases.

Therefore, when a lean state is detected by the o2 sensor 46, it is determined that a misfire has occurred in one of the cylinders.

In this case as well, it is not possible to determine in which generous injection the misfire occurred, so the next step is to stop the fuel injection from each injector 6 in turn. The time corresponding to the required cycle is set.In this way, the injector 6
As the engine is stopped, the 0□ concentration changes in the cylinder where the misfire actually occurs. In other words, the standstill state is resolved. A misfiring cylinder can be detected by this. In this case as well, misfire detection and fuel supply control are performed in a harmonious manner.

In addition, in this misfire detection method (2), it takes two steps to detect a misfire in a specific cylinder, so the specific cylinder number in which a misfire was detected is memorized, and if a misfire occurs again later, this memory is used. It is important to first stop the supply of fuel from the specified cylinder. It learns which cylinders have misfired. In this way, since fuel supply is preferentially stopped for cylinders that have once misfired, it is expected that this will contribute to shortening the misfire detection time.

2-2-ii) Misfire Detection Method (2) This method (2) detects a misfire by measuring the cycle of the reference signal from the TDC sensor 44 that is output at intervals of 120° in terms of crank angle.

That is, the rate of change in engine speed is detected in a range that includes the explosion stroke, but in this case, if a misfire occurs in a certain cylinder, the reference signal period becomes non-uniform, e.g. If the first cylinder misfires, the interval between the first cylinder reference signal and the second cylinder reference signal becomes longer.

In this way, a misfiring cylinder can be detected and the supply of fuel to that cylinder is stopped.

2nd FN, the above-mentioned failure due to misfire was resolved from the 1st episode.

2-2-iv) Other misfire detection methods 2-2iv
-■) Misfire detection method by measuring the exhaust temperature of each cylinder exhaust boat This method requires six sensors in total to detect the exhaust temperature of each cylinder exhaust boat. b
) is installed (not shown), and if a certain cylinder misfires, the exhaust boat exhaust temperature of that cylinder should drop abnormally, so this can be detected and the This stops fuel injection.

Even in this way, the above-mentioned failure due to misfire can be eliminated.

2-2-iv-■) Misfire detection method by measuring 02 concentration in each cylinder exhaust boat This method requires 02 sensors (6 in total) to detect the 02 concentration in each cylinder exhaust boat; (a
), (not shown in (b)) are provided.

If a certain cylinder misfires, the O2 sensor with the exhaust port of that cylinder should output a lean signal, so this is detected and fuel injection to that cylinder is stopped.

Even in this way, the above-mentioned failure due to misfire can be eliminated.

2-2-iv-■) Misfire detection method using a knock sensor In this method, the presence or absence of combustion (presence or absence of a misfire) is detected using a 7-trick sensor.For this purpose, a knock sensor (not shown) is installed in each cylinder. If a certain cylinder misfires, the perturbation in that cylinder should be small, but it will detect this and stop fuel injection to that cylinder.

Even in this case, the above-mentioned failure due to misfire can be eliminated.

2-2-iv-Q) Misfire detection method by measuring the voltage waveform on the primary side of the ignition filter 72 This method is based on the fact that an abnormality on the high voltage side of the ignition coil 72 also affects the negative side. A misfire is detected by detecting the presence or absence of the primary voltage 72 and the signal waveform. That is, if a spark does not hit the spark plug in a certain cylinder, a misfire occurs, and in this case, fuel supply to the cylinder in which the spark does not hit is stopped.

This eliminates the problem caused by the misfire.

However, this method cannot detect a misfire even if the spark plug sparks, so it is used in combination with the above-mentioned methods.

(3) Ignition timing control In the ignition timing control in this embodiment, based on input from various sensors, it is determined which of the following operating modes is in place, and the coil current is set at the optimum ignition timing θ according to each operating mode. It is done to cut off the

Note that θ=θ. + θ^T + θ - 1 soil θ = θ ID. Here θ. is the basic ignition temperature, θAT is the ignition timing intake air temperature correction value, θ-T is the ignition timing water temperature correction value, and θID
is the idle ignition timing.

Also, the above basics, α fire timing θ. On the other hand, energization angle control is also performed in which energization to the coil is started after a required energization angle.

By the way, the operation modes include initial set mode, starting mode, idle (I) mode, and idle (n
) mode, F70-sensor7air mode, and normal mode.

In order to be determined to be in initial set mode, the advance angle adjustment switch (not shown) must be on, the engine speed and speed must be below a predetermined value, and it is determined to be in starting mode. In order to do this, it is necessary that the M angle g adjustment switch is off, the F70-CE:/132 is on, and the engine speed is below a certain low value. (fixed value).

The idle (I) mode is determined to be this mode at the time of idle other than the next idle (II) mode, and the idle (I)
In principle, the I) mode is determined to be this mode during A/F feed buffer control, but if it is determined to be the idle (I) mode, the ignition timing is controlled to the required ignition timing (fixed value), and the idle ( When it is determined that the mode is II), the ignition timing is controlled to be the required ignition timing.

In order to determine that the air 70-sensor 7 fail mode is in effect, it is necessary that the engine rotational speed be greater than or equal to a predetermined value and the output of the air 70-sensor 32 be less than or equal to a predetermined value.

The normal mode is determined to be the mode when the above-mentioned modes are not entered.

When it is determined that the air 70-sensor 7 air mode and normal mode are in effect, the ignition timing is changed to θ0+θAT+
Control is performed to set θ1ilT.

In addition, starting mode, idle (I) mode, idle (
n) mode, the near 70-sensor 7 fail mode, and the normal mode, the lead angle adjustment switch must be off.

(4) Control during overheating This control during overheating is carried out due to the following necessity. In other words, for example, after being busy at a high altitude (such as after climbing a 3% uphill slope at a vehicle speed of 120 km/h, or after climbing a 10% uphill slope at a speed of 40km/h), immediately When the engine is stopped, the cooling fan stops and the cooling water is no longer circulated, so the temperature inside the carrot room rises rapidly and reaches its maximum temperature after 30 to 40 minutes. As a result, the fuel temperature may rise and bubbles may be generated in the fuel, making it impossible to accurately control fuel supply. Eel 1! In order to prevent this situation, this overheating control is executed.

Various types of overheat control will be explained below.

4-1) Overheat control 1 As already explained using FIG. 55, this is a method of adjusting the fuel pressure according to the fuel temperature by using the thermopulp 28. Accordingly, atmospheric pressure acts on the fuel pressure regierator z4. Thereby, for example, during idling operation after cranking, the pressure in the control passage 26 suddenly decreases, the fuel pressure suddenly decreases, and it is possible to sufficiently prevent the fuel from boiling.

Of course, a solenoid valve (E
(controlled by the CU 76) may be provided in the middle of the control passage 26 to switch the solenoid valve to the atmospheric pressure side from cranking to idling operation.

4-ii) Overheat tense @2 This method is
When a person is expected to get into the car, the fuel pump 22 is driven to remove air bubbles from the fuel. Specifically, the following method is being explored.

4-ii-■) Method ■ (See Figure 37) As shown in Figure 37, first it is determined whether the door handle (on the outside) is grabbed (step 37-1), and if it is, Anticipating that a person will board the vehicle after that, the fuel pump 22 is energized in step 37-2, and when h7 seconds have elapsed (step 37-3), the fuel pump 22 is de-energized (step 37-4). ), whereby the fuel in the fuel tank 98 and the fuel supply path 30 is circulated through the fuel pressure regulator 24, and air bubbles in the fuel are removed during this circulation.

Note that if the door handle is not gripped, the fuel pump 22 remains in the non-driving state (step 37-5).

In this case, fuel circulation drive is activated even if there is no overheating condition.

4-ii-〇) Method ■ (See Figure 38) As shown in Figure 38, it is first determined whether the door handle (outside) is grabbed (step 38-1). It is determined whether the vehicle is in overheat mode by predicting that the driver will get on the vehicle after that. That is, first, in step 38-2, it is determined whether the cooling water temperature is equal to or higher than TW port °C, and it is determined whether the cooling water temperature is equal to or higher than TAss'C. Then, if the intake air temperature is equal to or higher than TA, it is determined that the overheat mode is present (step 38-4), and step 38-5
Then, the fuel pump 22 is energized, and when ha seconds have elapsed (step 38-6), the energization to the fuel pump 22 is stopped (step 38-7), whereby the fuel in the fuel tank 98 and the fuel supply path 30 reaches the fuel pressure. Since the fuel is circulated through the regulator 24, air bubbles in the fuel are removed during this circulation.

In addition, if you do not grasp the door handle, the fuel pump 22 is in a non-operating state (step 38-8).
.

In this case, the overheat state (step 77'38-2.
38-3: YES! ! If this is not the case, there will be no fuel circulation, which eliminates the need to drive the fuel pump 22 unnecessarily.

4-iii) Overheat control 3 This method drives the fuel pump 22 to remove air bubbles from the fuel when the engine key is inserted into the door key ring.Specifically, the following method is used. taken.

4-1ii-■-a) Method I [See Figure 45 (a) 1 As shown in Figure 45 (,), first I inserted the engine key into the door key ring, but it was cut off (Step 45- 1) If plugged in, step ° with the expectation that the person will board the vehicle shortly thereafter.
At step 45-2, the fuel pump 22 is energized, and when t4 seconds have elapsed (step 45-3), the energization to the fuel pump 22 is stopped (step 45-4).
8 and the fuel in the fuel supply path 30 is supplied to the fuel pressure regulator 2
4, air bubbles in the fuel are removed during this circulation.

Note that if the engine key is not inserted into the door key ring, the fuel pump 22 remains in the non-driving state (step 45-5).

In this case, even if the engine is not in an overheating state, when the engine key is inserted into the door key ring, the fuel circulation drive is performed in anticipation of the arrival of the engine.

4-1ii-■-b) Method I [See Figure 45(b)] As shown in Figure 45(b), it is first determined whether the door key cylinder or engine key is inserted (Step 45b-1). ), if plugged in, step 4
At 5b-2, the door is unlocked! ! ! If the door is unlocked, it is assumed that a person will get into the car soon after that, and step 45 is performed.
At step b-3, the fuel pump 22 is energized, and when tub seconds have elapsed (step 45b-4), the energization to the fuel pump 22 is stopped (step 45b-5), thereby reducing the amount of water in the fuel tank 98 and fuel supply path 30. Since the fuel is circulated through the fuel pressure regulator 24, air bubbles in the fuel are removed during this circulation.

Note that if the engine key is not inserted into the door keyring or the door is not unlocked, the fuel pump 22 remains in the non-driving state (step 45b-6).

In this case, even if it is not overheating, insert the engine key into the door key ring and enter door 1]? ! Once the vehicle is locked, the fuel is circulated in anticipation of a passenger entering the vehicle.

4-1ii-■-a) Method ■ [Refer to Figure 46(,) 1 As shown in Figure 46(,), it is first determined whether the engine key is inserted into the door keyring (Step 46-'l ), if it is plugged in, it determines whether it is in overheat mode, with the expectation that a person will get on the vehicle shortly thereafter.

That is, first, in Ste. 2146-2, the cooling water temperature is TW.
It is determined whether or not the intake air temperature is equal to or higher than TA=s'C. Then, if the intake air temperature is equal to or higher than TA□°C, it is determined that the overheat mode is present (step 46-4),
In step 46-5, the fuel pump 22 is energized and 141
When seconds have elapsed (step 46-6), the power supply to the fuel pump 22 is stopped (Stella 7'4G-7), and as a result, the fuel in the fuel tank 98 and the fuel supply path 30 is circulated through the fuel pressure regulator 24. During this circulation, air bubbles in the fuel are removed.

Note that if the answer in step 46-1.46-2.46-3 is NO, the fuel pump 22 is in the non-driving state (step 46-8).

In this case, the overheat condition (step 46-2.46
-3 are all YES), fuel circulation drive will not be performed. This wastes fuel pump 2.
There is no need to drive 2.

4-1ii-■-b) Method ■ [Refer to Figure 46(b) 1 As shown in Figure 46(b), first, it is determined whether the engine key is inserted into the door keyring (Step 46-1) , if plugged in, step 46
Is the door unlocked in b-2? ! (7 locked state), but it is difficult to judge whether the door is 1'JF! The lock determines whether the vehicle is in overheat mode, assuming that a person will get on the vehicle soon afterward. That is, first, in step 46b-3, it is determined whether the cooling water temperature is equal to or higher than T W s -b ''C, and if YES, step 46b-3 is performed.
In step 4, it is determined whether the intake air temperature is equal to or higher than TA4@b''C.If the intake air temperature is equal to or higher than 'r'A<sh'c, it is determined that the engine is in overheat mode (step 4).
6b-5), in step 46b-6, the fuel pump 22 is energized, and when t4@b seconds have elapsed (step 46b-7)
, the power supply to the fuel pump 22 is stopped (step 46b-
8). As a result, the fuel tank 98 and the fuel supply path 3o
Since the fuel in the fuel tank is circulated through the fuel pressure regulator 24, air bubbles in the fuel are removed during this circulation.

Note that steps 46b-1, 46b-2, 46b-3,
In the case of No in step 46b-4, the fuel pump 22 remains in the non-driving state (step 46b-9).

In this case, is it overheating? ! ! (Step 46b-3
, 466-4, if both are YES, i)
Fuel wI ring drive is not performed, which eliminates the need to drive the fuel pump 22 unnecessarily.

4-iv) Overheat control 4 This method is
When the door is opened from the outside, the fuel pump 22 is driven to remove air bubbles from the fuel. Specifically, the following method is adopted.

4-iv-■) Method I (see Figure PJ39) As shown in Figure m'39, first, the door sensor 92 determines whether the door has opened or not (Step 39-1).
If it is a door intrusion, it is determined in step 39-2 whether the door has been opened from the inside. If No, i.e. the door opens from the outside or the door is locked, then in step 3-3, the fuel pump 2.
2, and when h seconds have elapsed (step 39-4),
Stop energizing the fuel pump 22 (step 39-5)
As a result, the fuel in the fuel tank 98 and the fuel supply path 30 is circulated through the fuel pressure regulator 24, so air bubbles in the fuel are removed during this circulation.6 Note that if No in step 3-1 and step 3
If the answer is YES in step 39-2, the fuel pump 22 remains in the non-driving state (step 39-6).

In this case, even if the vehicle is not in an overheating state, the fuel circulation drive is performed immediately before the door is opened from outside the vehicle and the occupant gets into the vehicle.

4-iv-■) Method ■ (See Figure 40) As shown in Figure 40, first, it is determined by the door sensor 92 whether or not the door is opened (Step 4O-1).
If the door is a leapfrog, it is determined in step 40-2 whether the door has been opened from the inside of the door. If No. 1, that is, the door is opened from the outside, it is determined whether the vehicle is in overheat mode, assuming that the vehicle will get into the vehicle immediately thereafter.

That is, first in step 40-3, the cooling water temperature is TW,
. It is determined whether the temperature is above ℃, and if YES, step 4
0-4, it is determined whether the intake temperature is TA4@"C or higher. If the intake temperature is TA4@"C or higher, it is determined that the overheat mode is present (step 40-5).
In step 40-6, the fuel pump 22 is energized, and when t4 seconds i (step 4O-7), the energization to the fuel pump 22 is stopped (step 40-8). Since the fuel in the fuel pump 30 is circulated through the fuel pressure regulator 24, air bubbles in the fuel are removed during this circulation.

Note that in the case of No in step 40-1.40-3.40-4 and in the case of YES in step 40-2, the fuel pump 22 remains in the non-driving state (step 40-9).
1゜In this case, it's like overheating! ! ! (Step 40-3.
40-4 are both in the YES state), fuel circulation drive is not performed. This eliminates the need to drive the fuel pump 22 unnecessarily.

4 iv-■) Method ■ (See Figure 41) As shown in Figure 41, first in step 41-1, the seat switch 9
It is determined whether or not 6 is off, and if YES, step 41
At -2, the door sensor 92 determines whether the door is open.

If YES, it is determined that the door has been opened from the outside, and it is assumed that the passenger will board the vehicle immediately thereafter, and step 41
-3, the fuel pump 22 is energized, and when L + time has elapsed (
Step 4l-4), the power supply to the fuel pump 22 is stopped (step 4l-5), and since the fuel in the fuel tank 98 and the fuel supply path 30 is driven to circulate through the fuel pressure regulator 24, during this circulation Air bubbles in the fuel are removed.

Nao, Su? 77'41-1+41-2't' If NO, the fuel pump 22 remains in the non-driving state (step 4l-6).

In this case, if the vehicle is not overheating and the door is opened from outside the vehicle and the occupant is about to get into the vehicle, the fuel circulation drive is stopped.

4-:v-■) Method ■ (Refer to Figure 40) tpJ As shown in Figure 42, first in step 42-1 it is determined whether the seat switch 9G is off, and if YES, in step 42-2 the door sensor 92 is turned off. It is determined whether the door is open or not. If YES, the door was opened from the outside!Nl! liL..., predicting that you will get on the car soon after that, and determine whether it is in overheat mode.

That is, first in step 42-3, the cooling water temperature is TW,
□It is determined whether the temperature is above ℃, and if YES, step 4
In 2-4, it is determined whether the intake air temperature is equal to or higher than TA4z'C. And the intake temperature is TA4. "C or higher, it is determined that the mode is overheating (step 42-5),
At step 42-6, the fuel pump 22 is energized and t42
When seconds have elapsed (step 42-7), the supply of electricity to the fuel pump 22 is stopped (step 42-8), and as a result of this, the fuel in the fuel tank 98 and fuel supply path 30 is circulated through the fuel pressure regulator 24. During this circulation, air bubbles in the fuel are removed.

In addition, step 42-1.42-2.42-3゜42-
If the answer is No in 4, the fuel pump 22 is in the non-driving state (step 42-9).

In this case, the overheat state (step 42-3゜42
-4 are both in the YES state), the fuel circulation drive will not be performed, and this will waste the fuel pump 2.
There is no need to drive 2.

4-iv-■) Method V (see Fig. 43) As shown in Fig. 43, first, in step 43-1, it is determined whether t43-1 minutes have elapsed since the ignition switch 54 was turned off, and if YES, step At 43-2, door sensor 92 determines whether the door is open.

If YES, it is assumed that the door was opened from the outside, and the driver enters the vehicle immediately afterward.
At step 3-3, the fuel pump 22 is energized, and when t43 seconds have elapsed (step 43-4), the energization to the fuel pump 22 is stopped (step 43-5).
8 and the fuel in the fuel supply path 30 is supplied to the fuel pressure regulator 2
Cycle drive through 4! ! ! During this circulation, air bubbles in the fuel are removed.

Nao, X 7 7" 43 1 r 43 2 t'
If NO, the fuel pump 22 remains in the non-driving state (Step 43-6).

At this point, even if the vehicle is not overheating, the fuel circulation drive is performed just before the door is opened from the outside and the occupant gets into the vehicle.

4-iv-■) Method ■ (See Figure 44) As shown in Figure 44, first in step 44-1, it is determined whether t44-1 minutes have passed since the ignition switch 54 was turned off, and if YES, In step 44-2, it is determined whether the door is open. If YES, it is determined that the door has been opened from the outside, and it is assumed that the vehicle will enter the vehicle immediately thereafter, and it is determined whether the vehicle is in overheat mode. That is, first, in step 44-3, it is determined whether the cooling water temperature is TW44°C or higher, and if YES, in step 44-4, it is determined whether the intake air temperature is TA, 4°C or higher. And if the intake temperature is TA, 4°C or higher,
It is determined that the mode is overheating (step 44-
5), in step 44-6, energizing the fuel pump 22;
When t44 seconds have elapsed, step 44-7), the power supply to the fuel pump 22 is stopped (step 44-8), and as a result, the fuel in the fuel tank 98 and the fuel supply path 30 is circulated through the fuel pressure regulator 24. During this circulation, air bubbles in the fuel are removed.

In addition, step 44-1.44-2.44-3゜44-
If NO in step 4, the fuel pump 22 remains in the non-operated state (step 44-9).

In this case, it's like overheating! ! ! (Step 44-3
.

44-4: YES! ! If this is not the case, the fuel will not be circulated, thereby eliminating the need to drive the fuel pump 22 unnecessarily.

4-iv-■) In addition, after the door opens from the outside, the overheating control may be executed after the occupant is seated in the seat. After the step "Is the seat switch on?", it is sufficient to insert the step "Is the seat switch on?", and if the seat switch is on, control is performed to energize the fuel pump. According to this method, the fuel pump 22 is driven in a state that is probably close to immediately before starting the engine.

4-v) Overheat control 5 This control method 5 temporarily performs fuel increase control (enrichment) during overheat mode. In this way, even if the fuel contains air bubbles, more fuel will be injected, resulting in an appropriate amount of fuel being supplied.

This control method includes the following.

4-v-■) Method ■ (see Figure 47) In this method I, as shown in Figure 47, step 47
-1, when starting, that is, when the ignition switch 54 is turned on from off, it is determined whether the overheat mode is present. That is, in step 47-2, it is determined whether the cooling water temperature is equal to or higher than T W <t'C;
If YES, step 47-3″Ch, intake temperature T
It is determined whether the temperature is equal to or higher than A4t'C, and if YES, it is determined that the overheat mode is present (step 47-
4).

Note that if NO in step 47-2 or 47-3, it is determined that the mode is other than overheat mode, and the injection at the base injection amount is stopped (step 47-5).

If the overheat mode is determined in step 47-4, then in step 47-6, the injection it is calculated according to the coolant temperature at the time of starting (when the ignition switch 54 is turned on from off), and at the time of starting, Base injection amount α
Double injection is performed (step 47-7>,
Here, α is a value depending on the cooling water temperature, for example, 1.1
, 1.2° 1.3.

Thereafter, in step 47-8, it is determined whether L4 seconds have elapsed since the start, that is, from the complete explosion.The 0x injection continues until L4 seconds have elapsed since the start (step 47-9).
), and t4? When seconds have elapsed, the injection amount is returned to the base injection amount (step 47-10).

In this way, when starting overheat mode, fuel increase control is executed, so even if there are many bubbles in the fuel due to overheating, more fuel is injected, and as a result, the appropriate amount of fuel is injected. is supplied, making the carrot start smooth.

4-v-■) Method ■ (see Figure 49) In this method ■, as shown in Figure 48, step 48
-1, when starting, that is, when the ignition switch 54 is turned on from off, it is determined whether the overheat mode is present. That is, in step 48-2, the cooling water temperature reaches TW4. It is determined whether the temperature is above ℃, and if YES
Then, in step 48-3, it is determined whether the intake air temperature is equal to or higher than TA, "C", and if YES, it is determined that the overheat mode is present (step 48-4).

Note that if No in steps 4B-2 or 48-3, it is determined that the mode is other than the overheat mode, and injection is performed at the base injection amount (step 48-5).

At step 48-4, the overheat mode and M are set, and at step 48-6, the start Ei! The injection amount is calculated according to the cooling water temperature (when the ignition switch 54 is turned on from off), and the injection is performed at α times the base injection 1 at the time of starting (step 48-
7), where α is a value depending on the cooling water temperature, and is set, for example, as 1.1.1.2°1.3.

Thereafter, in step 48-8, a tailing process is performed in which α is decreased by a constant amount over time.

Then, in step 48-9, it is determined whether α≧1, and if α≧1, then in step 4B-10, it is determined whether Qt4a seconds have elapsed since the start, that is, the complete explosion.

After that, α becomes 1 or t4. After a few seconds have elapsed, the injection amount is returned to the base injection amount (step 48).
-11).

In this way, when starting the overheat mode, fuel increase control is executed, so even if there are many bubbles in the fuel due to overheating, more fuel will be injected, resulting in an appropriate amount of fuel. In addition to supplying a sufficient amount of fuel to achieve a smooth engine start, the amount of fuel increase is not fixed and is reduced over time (tailing process), so smooth control can be achieved.

4-v-■) Method 111 (see FIG. 49) In this method, as shown in FIG. 49, when the engine is started, that is, the ignition switch 54 is turned on from OFF in step 49-1, it is in the overheat mode. It is determined whether That is, in step 49-2, the cooling water temperature is TW,
, 'C or more is determined. If YES, it is determined in step 49-3 whether the intake air temperature T A 49 'C or more. 4>.

In addition, X 7 rough 49-2 + 49-3 'C'
NO, it is determined that the mode is not overheat mode, and injection is performed at the base injection amount (step 49-5).
).

When the overheat mode is determined in step 49-4, in step 49-6, the injection amount is calculated according to the cooling water temperature at the time of starting (when the ignition switch 54 changes from off to on), and , it is announced that the injection will be performed at 0 times the base injection amount (step 49-7).
, where α is a value depending on the cooling water temperature, for example 1.
It is set as 1.1.2°1.3.

Thereafter, in step 49-8, it is determined whether the 02 sensor 46 has detected richness. If rich, then in step 49-9, tailing processing is performed to reduce α by a constant amount over time.

Then, in step 49-10, it is determined whether α≧1, and if α≧1, then in step 49-11, it is determined whether Ls seconds have passed since the start, that is, since the complete explosion.

After that, 0. While the sensor signal is rich, α
However, after t49 seconds have elapsed, the injection amount is returned to the base injection amount (step 4-12).

Note that when the 027 engine becomes lean (or back), the tailing process is not performed and the 0x injection is continued (step 49-13).

As a result, tailing processing is performed while the 02 sensor signal is rich, and 0x injection processing is performed while it is lean (if α becomes lean during tailing, the value of a during tailing is selected), In any case, hey. After seconds have elapsed, the process returns to base injection 1. Therefore, even if t4949 seconds elapsed a has not become smaller than 1 due to a mixture of the above processes, the base injection is forcibly returned to base injection 1 after t+s seconds have elapsed.

In this way, when starting the overheat mode, fuel increase control is executed, so even if there are many bubbles in the fuel due to overheating, more fuel is injected, and as a result, an appropriate amount of fuel is injected. In addition, when the 02 sensor signal is rich, it is assumed that there are fewer air bubbles, and the amount of increase is not fixed, but the amount of increase is reduced over time (tailing processing). ), it is possible to realize even smoother control.

4-vi) Control method 6 for overheat tense 'a'
temporarily increases the amount of intake air in the overheat mode (in this case, since the L dinitro system is adopted, when the amount of intake air is increased, the amount of fuel is also increased accordingly).

That is, the air-fuel mixture is controlled to increase. (Hereinafter, when we refer to intake air amount increase control, we mean the same thing.) If we do this, the result will be the same as racing by pressing the accelerator pedal, so the air bubbles in the fuel will be As a result, the fuel supply control state can be quickly shifted to an appropriate fuel supply control state.

This subscript method includes the following:

4-vi-■) Method ■ (See Figure 50) In this method, as shown in Figure 50, in step 50-1, when the ignition switch 54 is turned on from off, the overheat mode is activated. It is determined whether there is. That is, in step 50-2, the cooling water temperature is T'
w'/2. '(: It is determined whether or not
For ES, step 7 block 50-3, intake temperature TA. ℃ or more is determined, and if YES, it is determined that the overheat mode is present (step 5O-4).

Note that if NO in steps 50-2 or 50-3, it is determined that the mode is other than the overheat mode, and the intake air amount is set to the base intake air amount (step 5O-5).

Here, the intake air amount is controlled by changing the area of the bypass passage using the idle speed control valve 18, but the throttle opening degree may also be changed.

Next, in step 50-4, if it is determined that the overheat mode is present, in step 5o-6, the
The intake air 1 (specifically, the number of steps of the stepping motor 18a and the throttle 1111 degrees) is calculated according to the cooling water temperature (when the on switch 54 is turned on from off), and the base intake air amount α1 is calculated at the time of starting. Injection is performed twice (step 5O-7), where α1
is a value depending on the cooling water temperature, for example, 1.1, 1.2.
It is set as 1.3.

After that, in step 50-8, the engine is started, that is, it is completely detonated. It is determined whether or not seconds have elapsed, and α1 times inhalation continues until it has elapsed (step 5O).
-9). And... When seconds have elapsed, the intake air amount is returned to the base intake air amount (step 5O-10).

In this way, when the overheat mode is started, the intake air 1 increase control is carried out in a big way, so even if there are many air bubbles in the fuel due to overheating, the system quickly shifts to an appropriate fuel supply control state. This allows for smooth engine starting.

Note that, in reality, this method is used in combination with the method 4-v-■ described above. That is, the air-fuel mixture increase control and the air-fuel ratio enrichment control are used in combination. In that case, 70- is shown as shown in FIG. 50 with parentheses added.

4-vi-■) Method ■ (See Fig. 51) In this method, as shown in Fig. 51, when the engine starts, that is, the ignition switch 54 is turned on from off in step 51-1, it is in the overheat mode. It is determined whether or not. That is, in step 51-2, the cooling water temperature is TW,
, 'C or higher. If YES, it is determined in step 51-3 whether the intake air temperature T A,, °C or higher is determined. If YES, it is determined that the overheat mode is present (step 51-4). ).

Note that if No in step 51-2 or 51-3, it is determined that the mode is not overheat mode, and the base intake air amount is adjusted (step 51-5).

Here, the intake air amount is controlled by the ISC as in the previous case.
This can be done by changing the valve opening and throttle opening.

Next, in step 51-4, if it is determined that the overheat mode is present, in step 51-6, the intake air ff1 (A body Specifically, the number of steps of the stepping motor 18a and the throttle opening are calculated, and upon starting, the injection is performed at α1 times the base intake air yc amount (Step 5l-7), where α1 is It is a value depending on the cooling water temperature, for example, 1, 1.1.2.1
．． It is set as 3.

Thereafter, in step 51-8, a tailing process is performed in which α1 is decreased by a certain number over time.

Then, in step 51-9, it is determined whether α1≧1, and if α1≧1, then in step 51-10, it is determined whether one second has elapsed since starting, that is, a complete explosion.

Thereafter, when α1 becomes 1 or ts 1hhA, the base intake air is returned to 1 (step 5l-11).

In this way, when the overheat mode is started, the intake air amount is greatly increased, so even if the fuel contains many air bubbles due to overheating, it is possible to quickly shift to an appropriate fuel supply control state. In addition to realizing a smooth engine start, the degree of increase is not fixed and is reduced over time (tailing process), so smooth control can be realized.

In fact, this method is used in combination with the method 4-v-(2) described above. That is, if the air-fuel mixture increase control and the air-fuel ratio enrichment control are not used in combination, 70- in that case is shown by adding parentheses to FIG. 51.

4-vi-■) Method ■ (Refer to Section 52) In this method, as shown in FIG. 52, when the engine is started, that is, the ignition switch 54 is turned on from off in step 52-1, it is in the overheat mode. It is determined whether
Ru. In step 52-2, the cooling water temperature is TWS.
□゛It is determined whether the temperature is above C, and if YES, in step 52-3, whether the intake air temperature TAs is above 2°C or not is determined.
If the answer is YES, it is determined that the overheat mode is present (step 52-4).

Note that if NO in step 52-2 or 52-3, it is determined that the mode is not overheat mode, and the intake air amount is set to the base intake air amount (step 52-5).

Here, the intake air amount is controlled by the IS
This is done by changing the C pulp opening and throttle opening.

Next, when it is determined in step 52-4 that the overheat mode is present, in step 52-6, the intake air fL (specifically In this step, the number of steps of the stepping motor 18a and the throttle opening are calculated, and upon starting, the injection is performed at α1 times the base intake air amount (Step 52-7), where α1 is the cooling water temperature. For example, 1.1, 1, 2, 1.
It is set as 3.

Thereafter, in step 52-8, it is determined whether or not the 027 sensor 46 has detected richness. If rich, then in step 52-9, tailing processing is performed to reduce α1 by a constant amount over time.

Then, in step 52-10, it is determined whether α1≧1, and if α1≧1, it is determined in step 52-11 whether tit seconds have elapsed since the start, that is, from the complete explosion.

After that, while the 02 sensor signal is rich, α1<
1 or when Ls2 seconds have elapsed, the base intake air is returned to 1 (step 52-12).

It should be noted that when the 02 sensor signal becomes lean (or is lean), the tailing process is not performed and α1-time suction is continued for a number of times (step 52-13).

As a result, while the 02 sensor signal is rich, tailing processing is performed, and when it is lean, α1 times the intake processing ((for 21, if the signal becomes lean during tailing, the value of α1 during tailing is selected). , in any case, t
After st seconds have elapsed, the air is returned to the base intake air 1. Therefore, due to the combination of the above processes, α does not become smaller than 1 after tsi seconds have elapsed (but when L%2 seconds have elapsed,
The intake air amount is forcibly returned to the base intake air amount.

In this way, when the overheat mode is started, the intake air amount is increased. Even if there are many air bubbles in the fuel due to overheating, the fuel is quickly shifted to the appropriate zero (fuel supply control state). In addition to realizing a smooth engine start, when the O22 sensor signal is rich, it is assumed that there are fewer air bubbles and the degree of increase is not fixed, but the degree of increase is reduced over time (tailing process). Therefore, even smoother control can be realized.

Note that, in reality, this method is used in combination with the method 4-v-■ described above. That is, the air-fuel mixture increase control and the air-fuel ratio enrichment control are used in combination. Showing 70- in that case,
This is Figure 52 with parentheses added.

4-vii) Overheat Control 7 This control method 7 is to temporarily advance the ignition timing, that is, perform advance angle control during the overheat mode. In this way, even if the fuel contains air bubbles and only a small amount of fuel is supplied as a result, the torque can be increased by advancing the ignition timing, resulting in a smooth engine start. In addition to being able to achieve this, it also causes a decrease in engine output due to a lack of torque (+1%).

It is said that if the angle is advanced, there will be a problem with wandering, but this will not be a problem in overheat mode.

This control method includes the following.

4-vii-■) Methodology (see Figure 53) This method I
Now, as shown in FIG. 53, in step 53-1, when the engine is started, that is, when the ignition switch 54 is turned on from off, it is determined whether or not it is in the overheat mode. In other words, in step 53-2, the cooling water temperature is T.
W s s “C or higher is judged, if YES
If so, it is determined in step 53-3 whether the intake air temperature TAS is 3° C. or higher, and if YES, it is determined that the overheat mode is present (step 53-4).

Note that if No in step 53-2 or 53-4, it is determined that the mode is other than overheat mode, and injection is performed at the base injection amount (step 47-5).

If it is determined in step 53-4 that the overheat mode is present, in step 53-6, the advance angle is adjusted according to the cooling water temperature at the time of starting (when the engine switch 54 changes from off to on). 1 is calculated, and upon starting, the advance angle is advanced by α2° from the base advance angle amount (step 53).
-7). Here, a2 is a value depending on the cooling water temperature.

Thereafter, in step 53-8, it is determined whether 79 seconds have elapsed since the start, that is, from the complete explosion, and until 79 seconds have elapsed, the α2° advance angle continues (step 53-9).
). And when %LSff seconds pass, the base advance value [
This value is stored in a map formed by (N, A/N)] (step 53-10).

Thus, upon starting the overheat mode.

Since α2゛ advance angle control is executed, even if the fuel contains many bubbles due to overheating and only a small amount of fuel is supplied as a result, the generated torque can be increased accordingly. This allows for smooth engine starting and sufficient engine output.

4-vii-■) Method ■ (See Figure 54) In this method, as shown in Figure 54, when the engine is started, that is, the ignition switch 54 is turned on from off in step 54-1, it is in the overheat mode. It is determined whether
Ru. That is, in step 54-2, the cooling water temperature T W
It is determined whether or not the intake air temperature T A S is 4°C or higher. If YES, it is determined in step 54-3 whether the intake air temperature T A S is 4°C or higher. If YES, it is determined that the overheat mode is present (step 54 -4).

Nao, st7'54-2.54-3t' If NO, it is determined that the mode is other than the overheat mode, and the base advance value is set (step 54-5).

When it is determined in step 54-4 that the overheat mode is present, in step 54-6, the advance angle is calculated according to the coolant temperature at the time of starting (when the ignition switch 54 changes from OFF to ON), Upon starting, the base advance value is advanced by α2° (step 54-7). Here, α2 is a value depending on the cooling water temperature.

Thereafter, in step 54-8, tailing processing is performed to reduce α2 by a constant amount over time.

Then, in step 54-9, it is determined whether the angle is more advanced than the base value, and if YES, step 54-1
0, it is determined whether L54 seconds have passed since the start, that is, from the complete explosion.

After that, it becomes the base advance value (N in step 54-9).
o) or t5 (seconds elapse (step 54-10''C)
-YES) Then, the advance angle is returned to the base advance value (step 54-11).

In this way, when starting the overheat mode, advance angle control of α2° is naturally performed, so even if the fuel contains a large number of bubbles due to overheating, and as a result, only a small number of fuel is supplied. , the generated torque can be increased accordingly, and the lever allows for smooth engine starting, as well as sufficient engine output, and the degree of flow is not fixed and is reduced over time. Since tailing processing is performed, smooth control can be achieved.

In addition, in this control method 7, α2° is added to the base advance angle value.
I performed a calculation that advances the base lead angle by α
An operation such as advancing by a factor of 2 may also be performed.

In this case, step 54- in the flow shown in FIG.
9 becomes "α2'>1?"

Mainly, the cooling water temperature value as one of the overheat mode judgment conditions may be set to the same value or different values in each of the above-mentioned overheat control 1 to 5. If the cooling water temperature value is set to the same value here, for example, A value of 90°C is chosen.

Furthermore, the intake temperature as another one of the overheat mode determination conditions may be set to the same value or different values in each of the above-mentioned overheat tenses 391 to 5. When set to the same value here, for example, 60 A value of °C is chosen.

In addition to the cooling water temperature and Uesaka air temperature, fuel temperature and lubricating oil temperature may be used as engine temperature information for determining overheat mode. Furthermore, as a condition for determining overheat mode, cooling water temperature is above a predetermined value, and the intake air temperature is above a predetermined value, which are the 7nd conditions. In addition, the engine is in overheat mode when any of the cooling water temperature, intake air temperature, fuel temperature, or lubricating oil temperature is above a predetermined value. Further, the overheat mode may be determined based on the detection results of these multiple temperatures.

In the above-mentioned overheating controls 1 to 3, if the overheating countermeasure is performed without determining whether the mode is overheating or not, "Hold on to the door handle" (step 37-1). , r door opened from inside" (step 39-2), r door opened"
(Step 41-2.43-2), [The key was inserted into the door key ring] (Step 45-1),
Add the step "Is the battery voltage above a predetermined value?" If YES, then @1 to prevent overheating.
Step processing (steps 37-2.39-3.41-3.
43-3 and 45-2), and if the answer is NO, the fuel pump may not be driven, thereby avoiding difficulty in starting the engine due to a dead battery.

Of course, in the above-mentioned overheat control 1 to 3,
For the overheat control 4 to 7 that determine whether or not the battery is in overheat mode, a step of "Is the battery voltage equal to or higher than a predetermined value?" may be added before and after the overheat mode determination.

(5) Fuel pump control This fuel pump control is a control in which the fuel pump relay is turned on for a predetermined period of time and then turned off every time the reference signal (120° signal) from the upper dead fish sensor 44 is input. .

Note that when the battery power supply 66 to the ECU 76 is turned off,
Also turn off the fuel pump relay.

(6) Cooler relay on/off control This cooler relay on/off control is performed using the cooler switch 50.
Although the cooler relay is turned on when the cooler switch 50 is turned on, the cooler relay is kept off in the stop mode during idle speed control, the start mode, the immediately after start mode, etc. even when the cooler switch 50 is turned on.

(7) Self-diagnosis display control This control outputs a required fault code when a part of this system is determined to be malfunctioning or abnormal according to required judgment conditions, and is configured in the self-diagnosis display section 84. The fault code is displayed by blinking the LED of the external checker circuit.

In addition, the fault code follows a predetermined priority level,
Repeated sequential display is performed.

Further, from the time the failure occurs until the battery power source 66 is turned off, all the details of the failure are arranged, including the key-off #, and when the key is turned on, an indicator in the single room indicates that there is a failure.

In FIG. 1(b), reference numeral 11 indicates a canister, and reference numeral 27 indicates a positive crankcase ventilation valve interposed in a passage connecting the shilling head and the intake passage 10.

〔Effect of the invention〕

As detailed above, according to the engine fuel supply control device of the present invention, the engine is equipped with a fuel supply device for supplying fuel to the engine, and is configured to supply a required amount of fuel from the fuel supply device. In the fuel supply control device,
An engine temperature detection means for detecting the engine temperature and an engine start detection means for detecting the start of the engine are provided. If the engine temperature detected by the engine temperature detection means is equal to or higher than a predetermined value when the start detection means detects a state of deafness before starting the engine, increase the amount of fuel supplied at the time of start! This simple configuration includes a startup fuel supply control means that outputs a control signal to the fuel supply device 4 to cause the overheat mode to start.
Since fuel increase control is executed, even if there are many bubbles in the fuel due to overheating, more fuel will be injected, and as a result, an appropriate amount of fuel will be supplied.
This has the advantage that the engine starts smoothly.

[Brief explanation of drawings]

1 to 55 show an engine control system for a personal IJIJ vehicle equipped with an engine fuel supply control device as an embodiment of the present invention, and FIG. 1(a) is a block diagram thereof, and FIG. b) is its overall configuration diagram, Figure 1(c) is a schematic diagram showing part of its ignition system, Figure 1(d) is its main part block diagram, and Figure 2 is its first initialization routine. 70-chart shown in FIG. 3, FIG. 3 is a graph for explaining the action during idle speed control, FIG. 4 is a 70-chart showing the second initialization routine, and FIG. 5(a). (1)) is a schematic cross-sectional view showing the vicinity of the idle speed control pulp installation part, FIG. 6(a)-
(c) is a 70-chart showing the fourth initialization routine, FIGS. 7(a) to (c) are 70-charts showing the third initialization routine, and FIG. 70-Chart and graph, FIG. 9 and FIG. 10 (a) and (b) respectively showing the homilization prohibition routine are 70-Chart and graph, FIG. 11 and FIG. 12 (u)-( d) are 70-Char-1 and graphs showing the lift-up control routine when the cooler relay is turned on, and FIGS. 13 and 14, respectively.
Figures (a) to (d) are 70-charts and graphs showing the abnormal rotation speed reduction routine, respectively, and Figures 15 and 16 (a) to (h) are the abnormal A/N reduction routine and tap engine stall, respectively. 70 showing prevention routine
-Charts and graphs, Figures 17 to 19 are all 70-charts for explaining the runaway judgment method of the Funpyuta, Figures 20 and 21 are 70-charts and graphs showing the idle cut mode, respectively, Figure 22 is a graph explaining the operation mode for fuel supply control, Figure 23 is an electrical circuit diagram showing the connection between the 02 sensor and the computer, and Figures 24 and 25 are the 02 Control I when sensor heater current leaks
! ! ! 70-Chart, 70-Chart, 70-Chart, 70-Chart, and 70-Chart showing the 7 functions of the water temperature sensor, respectively.
Figure J28 is a 70-chart for explaining the processing in the overrun cut mode, Figure 29 is a 70-chart for setting the air-fuel ratio, and Figure 30 (a) is the air-fuel ratio vs. engine speed characteristic diagram. , Fig. 30(b) is the ignition timing retard amount vs. engine speed characteristic diagram, Fig. 30(C)
31 is a 70-chart for explaining the processing in other overrun cut modes, and FIG. 32 is a 70-chart for explaining the processing in the maximum speed cut mode. -Chart, Figure 33 is a 70-chart for explaining the control accompanying fuel cut during deceleration, Figures 34-36 are graphs for explaining the misfire detection method, Figures 37-54 70 to explain various types of overheat control.
-Chart, FIG. 55 is a schematic configuration diagram showing the arrangement state of the thermo valve provided in the fuel supply path. 2... ■Type 65TFL engine, 4... Intake manifold, 6... Electromagnetic fuel injection valve (7z El Inno Ector),
8... Surge tank, 10... Intake passage, 11... Canister, 12... Air cleaner, 1411- Throttle valve, 16-... Bypass passage, 18... Idle speed control valve (ISC pulp), 18a...
Stepping motor, 18b...Valve body, 18C...Return spring, 18d...Roll/, 20...77 Store air valve (FIA valve), 22...Fuel pump, 24...Part of the fuel pressure regulator, 26 ...Control passage, 27..Positive crankcase ventilation valve, 2B--Thermopulp, 28a@-Wax type temperature sensing part, 28I)..Valve body, 28c..Atmospheric side opening,
30...Fuel supply path, 32...Air 70-sensor, 34
・・Intake temperature sensor, 36・・Throttle engine sensor, 38・・Idle switch, 40・・Water temperature sensor,
41...Wiring, 42.◆Crank angle sensor, 44...Top dead center sensor (TDC sensor), 46...0. sensor, 4
6a...Heater, 46b...0□Sensor detection section, 46C
...Connector, 48...Inhibitor switch, 50...
Kufu switch, 52...Cranking switch, 54
・・Ignition switch, 55・・Ignition a key attachment/detachment sensor, 56・・High temperature switch, 58・・Puff steering switch (power steering switch), 60・・
Vehicle speed reed switch, 62...Diagnostic switch, 64...
Atmospheric pressure sensor, 66... Battery lil source, 68... Distributor, 70... Exhaust passage, 72... Ignition coil, 74... Catalytic converter, 76... Computer (ECU), 77... Temperature input section, 78・: Ignition timing control section, 80.. Fuel pump control section, 82.. Cooler relay, 84.. Self-diagnosis display section, 86.. LED, 88.
-7 automatic transistor, 89...starter constituting cranking means, 90...relay switch, 92...door sensor as door state sensor, 94...lock state sensor as door state sensor, 96...seat switch.

Claims (1)

[Claims] An engine fuel supply control device comprising a fuel supply device for supplying fuel to the engine and supplying a required amount of fuel from the fuel supply device, comprising: an engine temperature detection means for detecting engine temperature; and an engine temperature detection means for detecting engine temperature; An engine start detection means for detecting the engine start detection means is provided, and
The engine temperature detected by the engine temperature detection means when the engine start detection means detects the state before starting the engine in response to the detection signals from the engine temperature detection means and the engine start detection means is a predetermined value. In the above case, the fuel supply control means for outputting a control signal to the fuel supply device to increase the amount of fuel supplied at the time of startup is provided.
Engine fuel supply control device.