KR920003201B1 - Fuel injection control apparatus for internal combustion engine - Google Patents

Abstract

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Description

Fuel injection device for internal combustion engine

1 is an output characteristic diagram of the hot wire output voltage v with respect to the crankshaft rotation angle.

2a to c are diagrams showing the relationship between the injection pulse and A / F during further injection.

3 is a configuration diagram showing a control device for the entire engine system.

4 is an explanatory diagram of the ignition device of FIG.

5 is a configuration diagram for explaining the exhaust gas reflux system.

6 is an overall configuration diagram of an engine control system.

7 is a diagram showing the basic configuration of a program system of the engine control method according to the present invention.

FIG. 8 is a diagram showing a table of task control blocks installed in RAM managed by a task dispatcher. FIG.

9 is a diagram showing a start address table of a task group activated by various interrupts.

10 and 11 illustrate a processing flow of a task dispatcher.

12 is a diagram showing a processing flow of a macro processing program.

FIG. 13 is a diagram showing an example of task priority control; FIG.

FIG. 14 is a diagram showing a state transition of a task in the task priority control. FIG.

FIG. 15 is a diagram showing a specific flow in FIG. 7. FIG.

16 is a diagram showing input timing of a hot wire output voltage.

17a to c is a view showing the intake air flow rate and the injection timing showing an embodiment of the present invention.

18 is a flowchart of interrupt processing.

19 is a view showing the change of the comparison level by the water temperature.

20 is a flowchart showing a fuel injection control process at the time of acceleration showing an embodiment of the present invention.

21 is a flowchart showing another embodiment of the present invention.

22 is a three-dimensional map showing the relationship between cooling water temperature, negative pressure and correction coefficient.

Figure 23 is a flowchart showing another embodiment of the present invention.

24 is a diagram showing a relationship between an engine speed and a correction coefficient.

25 is a flowchart showing another embodiment of the present invention.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control apparatus for a motor vehicle using a microcomputer, and more particularly, to a fuel injection apparatus for additionally injecting fuel of an acceleration correction component in accordance with an acceleration state detected by an opening degree of a throttle valve.

In recent years, total control of the engine using a microcomputer has been performed for the purpose of improving the control function of the engine.

On the other hand, there are various control functions required for the engine according to the vehicle type and use of the vehicle. Therefore, in the engine control system using the microcomputer, the software for operating the engine control device is versatile according to the vehicle type and the use, that is, modification of various control functions. Changes and additions are required from the standpoint of cost or controllability.

Conventionally, the method of obtaining the total amount in intake stroke is detected by detecting the amount of air indirectly or directly from the intake manifold pressure as the amount of air sucked into the internal combustion engine. The former has an inferiority in precision because of the indirect method, affected by engine trains and deterioration of engines, and in poor responsiveness. The latter had the disadvantages of high precision (errors within ± 1% of readings), high dynamic range (1:50) flow sensors, and high cost. It is preferable to use a so-called hot wire flow rate sensor as the organic flow rate sensor because it can reduce the cost and allow a wide dynamic range.

However, the engine intake air flow rate is not constant but has a pulsation, and since the output signal from the flow sensor has a nonlinear relationship with the intake air flow, the air flow rate of the intake stroke is determined from the output signal that responds. It is necessary to obtain in the form of integration of the instantaneous air flow rate, and complicated calculation processing is necessary to perform this integration. That is, the first heating coil is also the output voltage v is shown in Speaking q _A mass flow rate

(1) is again

It becomes If the heat-selection voltage v at the engine speed N = 0 and the mass flow rate q _A = 0 is v = v ₀ , equation (2)

Becomes Therefore, in (2), (3)

The instantaneous mass flow rate q _A is obtained by the equation (5). Therefore, the average air flow rate Q _A between one intake stroke is as follows.

In addition, the fuel injection quantity Q _F per one intake stroke is defined as N is the engine speed and K is the constant.

Therefore, by calculating Q _A , the fuel injection amount Q _{F per} revolution is determined by the rotation speed.

In this way, the basic fuel injection amount Q _F is obtained. However, when the engine is accelerated, if it is attempted to accelerate into the basic fuel injection amount Q _F , acceleration cannot be smoothed due to the computation delay of Q _A. Therefore, the acceleration state is detected by the input change amount of Q _A and the basic fuel injection amount is corrected. However, since this intake air flow rate Q _A has a pulsation as described above, the detection of the acceleration state may be incorrectly detected. The same applies to detection of the deceleration state. Therefore, the opening degree of the throttle valve is detected, and the acceleration state or the deceleration state is detected. That is, the throttle opening degree T _H is sampled at a predetermined period, for example every 10 msec (by an interrupt interruption), and the difference between the current sampling value T _H and the sampling value T _{H (OLD)} before 30 msec every 10 msec (T _H = ΔT _H). -T _{H (OLD)} ) is detected and judged to be in an acceleration state when ΔT _H > 0.

In response to the detection of the acceleration state, the acceleration correction portion of the fuel is additionally injected. Although the fuel is corrected and injected at the time of acceleration by the detection of this acceleration state, conventionally, the additional fuel correction at the time of acceleration is carried out under a constant condition determined by the throttle valve opening ratio regardless of the operating state such as the engine speed and the load. Was doing. However, at low engine speeds and low load conditions, the intake manifold is dry, and even if there is a correction increase in fuel for acceleration, for some time, sufficient fuel is not supplied to the engine to wet the intake manifold, and sufficient acceleration can be achieved. It has a drawback such as no.

That is, the acceleration is lower when the load is small because the basic fuel injection amount at the time of acceleration is different even if the acceleration level, that is, the opening ratio of the throttle valve is different from the acceleration when the load is small, for example. This is because the intake manifold is not sufficiently wet because the basic fuel injection amount is smaller when the load is smaller before acceleration, and it takes time to wet the intake manifold even if additional fuel is injected by acceleration. Because. In addition, even if the throttle valve is opened at the same rate of change as the acceleration at low rotational speed and the acceleration at medium rotation, fuel is insufficient at the acceleration at low rotation. This is because, at low revolutions, the amount of basic fuel injection is small, most of the fuel amount only wets the intake manifold, and a small amount of fuel is supplied to the engine along with the intake air. Therefore, even if the same amount of additional fuel is supplied, acceleration on the acceleration side from low rotation becomes poor. Incidentally, the acceleration time from the idle state or the deceleration state is similarly caused to the acceleration failure.

An object of the present invention is to provide a fuel injection value capable of always performing optimum engine control regardless of the operating state of an engine before acceleration at the time of acceleration.

The present invention is to increase the amount of additional fuel injection during acceleration in accordance with the operating state of the engine before acceleration in order to achieve this purpose.

Next, the Example of this invention is described.

3 shows a control system for the entire engine system.

In the figure, the intake air is supplied to the cylinder 8 through the air cleaner 2, the throttle chamber 4, and the intake pipe 6. Gas traced by the cylinder 8 is discharged to the atmosphere from the cylinder 8 past the exhaust pipe 10.

The throttle chamber 4 is provided with an injector 12 for injecting fuel, and the fuel ejected from the injector 12 is atomized in the air passage of the throttle chamber 4 to intake air and The mixture is mixed to form a mixer, which passes through the intake pipe 6 and is supplied to the combustion chamber of the cylinder 8 by opening the intake valve 20.

Throttle valves 14 and 16 are provided near the outlet of the injector 12. The throttle valve 14 is configured to mechanically communicate with the accelerator pedal and is driven by the driver. On the other hand, the throttle valve 16 is arranged to be driven by the diaphragm 18, and becomes fully closed in a region where the air flow rate is small, and the negative pressure to the diaphragm 18 increases as the air flow rate increases, thereby increasing the throttle valve 16. Starts to open and suppresses an increase in suction resistance.

An air passage 22 is provided upstream of the throttle valves 14 and 16 of the throttle chamber 4, and the electric heating element 24 constituting the hot air flow meter is disposed in the air passage 22. An electric signal that changes in accordance with the air flow rate determined by the relationship between the air flow rate and the heat transfer amount of the heating element is output. Since the heat generating element 24 is provided in the air passage 22, it is protected from the hot gas generated at the time of the back fire of the cylinder 8, and also from being contaminated by dust or the like in the intake air. The outlet of this air passage 22 is opened near the narrowest part of the venturi, and the inlet is opened upstream of the venturi.

Although not shown in FIG. 3, the throttle valves 14 and 16 are provided with a throttle angle sensor for detecting the opening degree of the throttle valves 14 and 16. The detection signal is input from the throttle angle sensor 116 shown in FIG. 6 to be described later, and is input to the multiplexer 120 of the first analog digital converter.

The fuel supplied to the injector 12 is supplied from the fuel tank 30 to the low pressure regulator 38 through the fuel pump 32, the fuel damper 34, and the filter 36. On the other hand, the pressurized fuel is supplied to the injector 12 through the pipe 40 from the pressure regulator 38, and the pressure of the intake pipe 6 through which the fuel is injected from the injector 12 and the pressure to the injector 12. The personnel are fed back from the pressure regulator 38 to the fuel tank 30 through the return pipe 42 so that the difference in pressure is always constant.

The mixer sucked in the intake valve 20 is compressed by the piston 50 and combusted by the spark from the ignition plug 52, which is converted into kinetic energy. The cylinder 8 is cooled by the coolant 54, and the temperature of this coolant is measured by the water temperature sensor 56, and this measured value is used as the engine temperature. The ignition plug 52 is supplied with a high voltage in accordance with the ignition timing from the ignition coil 58.

The crank angle sensor, not shown, is provided with a crank angle sensor for outputting a reference angle signal and a position signal for every reference crank angle and for a predetermined angle (for example, 0.5 degree) in accordance with the rotation of the engine.

The crank is input to the control circuit 64 made of a microcomputer or the like, and the output of the sensor, the output 56A of the water temperature sensor 56, and the heating element 24 are processed by the control circuit 64. The injector 12 and the ignition coil 58 are driven by the output of this control circuit 64.

In the engine system controlled by the above configuration, the throttle chamber 4 is provided with a bypass 26 which is sealed to the intake pipe 6 through the throttle valve 16 of the throttle, and the bypass 26 is provided with the bypass 26. The bypass valve 62 which opens and closes and controls is provided. The control input of the control circuit 64 is supplied to the drive section of the bypass valve 62 to control the opening and closing.

When the bypass valve 62 faces the bypass 26 provided bypassing the throttle valve 16, opening and closing control is performed by a pulse current. The bypass valve 62 changes the cross-sectional area of the bypass 26 according to the lift amount of the valve. The lift amount is controlled by driving the drive system by the output of the control circuit 64. That is, in the control circuit 64, the open / close cycle signal is generated for the control of the drive system, and the drive system sends a control signal for adjusting the lift amount of the bypass valve 62 by the open / close cycle signal. Is given to the driving unit.

4 is an explanatory diagram of the ignition device of FIG. 3, in which a pulse current is supplied to the power transistor 72 through the amplifier 68, and the transistor 72 is turned on by this current. As a result, the primary coil current flows from the battery 66 to the ignition coil 58. As the pulse current falls, the transistor 72 is cut off, and a high voltage is generated at the secondary coil of the ignition coil 58.

This high voltage distributes the high voltage to each of the ignition blocks 52 in each cylinder of the engine through the distributor 70 in synchronization with engine rotation.

5 is for explaining the exhaust gas return (hereinafter referred to as EGR) system, in which a constant negative pressure of the negative pressure source 80 is applied to the control valve 86 through the pressure reducing valve 84. The depressurization valve 84 is applied to the transistor 90 to control the ratio of opening the constant negative pressure of the negative pressure source to the atmosphere 88 according to the on-duty ratio of the repetitive pulses, and applying the negative pressure to the control valve 86. Control the state. Therefore, the negative pressure applied to the control valve 86 is determined by the on duty ratio of the transistor 90. The amount of EGR from the exhaust pipe 10 to the intake pipe 6 is controlled by the control pressure of the pressure reducing valve 84.

6 is an overall configuration diagram of the control system. The CPU 102, the read-only memory 104 (hereinafter referred to as ROM), the random access memory 10b (hereinafter referred to as RAM), and the extrusion force circuit 108 are constituted. The CPU 102 calculates input data from the extrusion force circuit 108 by various programs stored in the ROM 104, and returns the calculation result back to the input / output circuit 108. The intermediate memory required for these operations uses RAM 106. The transfer of various data between the CPU 102, the ROM 104, the RAM 106, and the input / output circuit 108 is performed by the bus line 110 composed of a data bus, a control bus, and an address bus.

The input / output circuit 108 includes a first analog digital converter (hereinafter referred to as ADC1), a second analog digital converter (hereinafter referred to as ADC2), an angle signal processing circuit 126, and a discrete input / output circuit for inputting and outputting 1-bit information. It has an input means (hereinafter referred to as DIO).

THS라고 함)와 λ센서(118)(이하 λS라고 함)와의 출력이 멀티플렉서(120)(이하 MPX라고 함)에 가해지며, MPX(120)에 의해 이중의 하나를 선택하여 아날로그디지탈변환회로(122)(이하 ADC라고 함)에 입력한다. ADC(122)의 출력인 디지탈치는 레지스터(124)(이하 REG라고 함)에 유지된다.ADC1 includes a battery voltage detection sensor 132 (hereinafter referred to as VBS), a coolant temperature sensor 56 (hereinafter referred to as TWS), an atmospheric temperature sensor 112 (hereinafter referred to as TAS), and a regulated voltage generator 114 (hereinafter referred to as VRS). ) And the throttle angle sensor 116 (hereafter

THS) and the output of the λ sensor 118 (hereinafter referred to as λS) are applied to the multiplexer 120 (hereinafter referred to as MPX), and one of the analog digital conversion circuits is selected by the MPX 120. 122) (hereinafter referred to as ADC). The digital value that is the output of ADC 122 is held in register 124 (hereinafter referred to as REG).

In addition, the flow sensor 119 (hereinafter referred to as AFS) is input to ADC2, and digitally converted through the analog digital conversion circuit 128 (hereinafter referred to as ADC) and set in the register 130 (hereinafter referred to as REG). do.

From the angle sensor 146 (hereinafter referred to as ANGS), a signal indicating a reference crank angle, for example, a 180 degree crank angle (hereinafter referred to as REF), and a signal indicating a non-incineration example, for example, 1 degree crank angle (hereinafter referred to as POS) ) Is output to the angle signal processing circuit 126, where the waveform is shaped.

The idle switch 148 (hereinafter referred to as IDLE-SW), the bob gear switch 150 (hereinafter referred to as TOP-SW), and the starter switch 152 (hereinafter referred to as START-SW) are input to the DIO.

Next, the pulse output circuit and the control target based on the CPU calculation result will be described. The injector control circuit 134 (called INJC) is a circuit for converting the digital value of the calculation result into a pulse output. Therefore, a pulse having a pulse width corresponding to the fuel dispersion amount is produced at the INJC 134 and applied to the injector 12 through the AND gate 136.

The ignition pulse generation circuit 138 (hereinafter referred to as IGNC) has a register for setting the ignition timing (referred to as AD) and a register for setting the ignition coil primary current start time (referred to as DWL). The data is set. A pulse is generated based on the set data, and this pulse is applied to the amplifier 68 described above with reference to FIG. 3 through the AND gate 140.

The valve opening rate of the bypass valve 62 is controlled by a pulse applied through the AND gate 144 in the control circuit (hereinafter referred to as ISCC) 142. The ISCC 142 has a register ISCD for setting a pulse width and a register ISCP for setting a repetitive pulse period.

In the EGR amount control pulse generating circuit 154 (hereinafter referred to as EGRC) for controlling the transistor 90 for controlling the EGR control valve 86 shown in FIG. 5, a register EGRD and a pulse for setting a value representing the duty of the pulse It has a register EGRP that sets a value that represents the iteration period of. The output pulse of this EGRC is applied to the transistor 90 through the AND gate 166.

In addition, the 1-bit input / output signal is controlled by the circuit DIO. The input signals include IDLE-SW signals, TOP-SW signals, and START-SW signals. As the output signal, there is a pulse output signal for driving the fuel pump. This DIO is provided with a register DDR for determining whether a terminal is used as an input terminal or an output terminal, and a register DOUT for latching output data.

The register 160 is a register (hereinafter referred to as MOD) that holds an instruction for instructing each state inside the input / output circuit 108. For example, the AND gates 136 and 140 are set by setting an instruction in the register. , 144, 156 is turned on or off. By setting an instruction in the MOD register 160 in this manner, it is possible to control the stopping or starting of the output of INJC, IGNC, and ISCC.

FIG. 7 is a diagram showing the basic configuration of a program system of the control circuit of FIG.

In the figure, the installation program 202, the interrupt processing program 206, the macro processing program 228, and the task dispatcher 208 are management programs for managing the task group. The initial processing program 202 is a program for preprocessing for operating the microcomputer, for example, to clear the contents of the RAM 106, to set initial values of registers of the input / output interface circuit 108, or Input information for preprocessing necessary for engine control, for example, processing for inputting data such as cooling water temperature Tw and battery voltage. The interrupt processing program 206 receives various interrupts, analyzes the interrupt factors, and outputs a start yog to the task dispatcher 208 for starting the necessary tasks in the task groups 210 to 226. . As described below, the interrupt factor includes the AD conversion interrupt (ADC) generated after the AD conversion is completed, the input interruption (INTL) generated in synchronism with the engine circuit, and a predetermined time as described below. For example, there is an Interrupt Interrupt (INTV) that occurs every 10 ms, and further, an Engine Stop Interrupt (ENST) generated by detecting an engine stop state.

Each task in the task groups 210 to 226 is assigned a task number indicating priority, and each task belongs to any one of task levels 0 to 2. In other words, tasks 0 through 2 belong to task level 0, tasks 3 through 5 belong to task level 1, and tasks 6 through 8 belong to task level 2.

The task dispatcher 208 receives the start request of the various interrupts, and allocates the occupancy time of the CPU to each task based on the priority given to the various tasks corresponding to the start request in accordance with these start requests.

Here, priority control of the task by the task dispatcher 208 is performed by the following method. (1) The task with low priority is stopped and the execution right to the task with high priority is executed only between task levels. In this case, it is assumed that level 0 has the highest priority. (2) If there are tasks currently running or aborted within the same task level, this task has the highest priority, and no other tasks can operate until this task is finished. (3) In the case where a plurality of tasks have a start request within the same task level, the smaller the task number, the higher the priority. Although the processing contents of the task dispatcher 208 will be described later, in the present invention, in order to perform the priority control, a soft timer is installed in RAM in task units, and a control block for managing tasks in task level units is set in RAM. have. Then, at the end of execution of each of the above tasks, the end of execution of the task is reported to the task dispatcher 208 by the macro processing program 228.

Next, the processing contents of the task dispatcher 208 will be described based on FIGS. 8 to 14. In FIG. 8, the task control block disposed in the RAM managed by the task dispatcher 208 is disposed. This task control block is arranged by the number of task levels. In this embodiment, three of task levels 0 to 2 are arranged. Each control block is assigned with 8 bits, of which 0 to 2 bits (Q _{0 to} Q ₂ ) are start bits for starting request display, and 7th bit (R) is one of the same task levels. Indicates an execution bit indicating whether the task is currently running or aborted. In addition, the start bits Q ₀ to Q ₂ are arranged in the order of highest execution priority among the respective task levels. For example, the start bits corresponding to the task 4 in FIG. 7 are Q ₀ of the task level 1. to be. If there is a start request for a task, a flag is set in one of the start bits, while the task dispatcher 208 sequentially searches for the output start request from the start bits corresponding to the high level task, and outputs the result. The flag corresponding to the requested start request is reset, and the flag 1 is set in the execution bit, and a process for starting the corresponding task is performed.

9 is a start address table provided in the RAM 106 managed by the task dispatcher 208. The start addresses SA0 to SA8 represent the start addresses corresponding to the tasks 0 to 8 of the task groups 210 to 226 shown in FIG. 16 bits are allocated to each start address information, and these start address information is used by the task dispatcher 208 to start a corresponding task that has been requested to start, as described later.

Next, the processing flow of the task dispatcher is shown in FIGS. In FIG. 10, when the task dispatcher starts processing in step 300, it is determined in step 302 whether the task belonging to the task level l is suspended. In other words, if the execution bit is set to 1, the task completion report has not yet been sent to the task dispatcher 208 by the macro processing program 228, and the task that was running has a higher priority interrupt. Indicates a suspended state. Thus, if Flag 1 is placed in the execution bit, jump to step 314 to remove the interrupt task.

On the other hand, if the flag 1 does not stand in the execution bit, that is, the execution display flag is reset, the flow advances to step 304, and it is determined whether or not there is a start waiting task at level l. That is, the start bits of the level L are searched in order of high priority for execution of the corresponding task, that is, Q ₀ , Q ₁ and Q ₂ . If the flag 1 does not stand in the start bit belonging to the task level 1, the routine advances to step 306, where the task level is updated. In other words, the task level l is incremented by +1 to be l +1. Although the task level is updated in step 306, the process proceeds to step 308, where it is determined whether all the levels of the task level have been checked. If the previous level is not checked, i.e., not equal to l = 2, the process returns to step 302 and processing is performed at that level again. If all the levels of the task level are checked in step 308, the routine advances to step 310, where interrupt cancellation is performed. That is, the interruption is prohibited during the processing period from step 302 to step 308, so that interruption is canceled in this step. In the next step 312, the next interrupt is waited.

Next, in step 304, if there is a start waiting task at the task level l, that is, if the flag 1 is standing at the start bit belonging to the task level l, the process proceeds to step 400. In the loops of steps 400 and 402, which start bit of the task level l stands for flag 1 is searched in the order of high priority level corresponding to that of priority level, that is, Q ₀ , Q ₁ , and Q ₂ . When the corresponding start bit is found, the process proceeds to step 404. In step 404, the start bit in which the flag stands is reset, and the flag 1 is set to the execution bit (hereinafter referred to as R bit) at the task level. In step 406, the start task number is retrieved, and the start address information of the corresponding start task is output by the start address table provided in the RAM shown in FIG.

Next, in step 410, it is determined whether or not the corresponding start task is executed. In this case, if the output start address information is a specific value, for example, 0, it is determined that the task does not need to be executed. This judging step is necessary to make the function of a specific task selectively by each vehicle type among the task groups performing engine control. If it is determined in step 410 that execution of the task is stopped, the flow advances to step 414, and the R bit of the task level l is reset. Then, the process returns to step 302 again, and it is determined whether or not the task level L is suspended. Since the flag may be standing on a plurality of start bits in the same task level l, it is configured to reset the R bits in step 414 and then proceed to step 302.

On the other hand, if the execution of the task is not stopped at step 410, that is, if the execution is performed, the process proceeds to step 412 to jump to the task and execution of the task is performed.

Next, FIG. 12 is a diagram showing the processing flow of the macro processing program 228. FIG. The program consists of steps 562 and 564 for finding an end task. In steps 562 and 564, the task level is first found by searching from 0 of the task level to find the finished task level. This proceeds to step 568, where the 7-bit run flag of the task control block of the task completed here is reset. This completes the execution of the task. The process then returns to the task dispatcher 208 to determine the next execution task.

Next, the execution and interruption of the task when the task priority control is performed by the task dispatcher 208 will be described with reference to FIG. Here, m in the start request Nmn denotes the task level, and n denotes the priority of the priority in the task level m. If the CPU is executing the management program OS at this time, and if the start request N ₂₁ occurs while the management program OS is running, the task corresponding to the start request N ₂₁ , that is, the task 6, is started at time T ₁ . In this case, if task start request N ₁ having a higher execution priority is generated at time T ₂ during execution of task 6, execution is shifted to the management program OS, and it is started at time T ₃ after the predetermined processing described above is performed. Execution of the task corresponding to the request N ₁ , that is, task 0 is started. If the start request N ₁₁ is entered again at time T ₄ while the task 0 is being executed, execution is once transferred to the management program OS, predetermined processing is performed, and execution of the task 0 which was interrupted at time T ₅ is resumed. . When execution of task 0 ends at time T ₆ , execution is transferred to the management program OS again, where the execution completion report of task 0 is made to the task dispatcher 208 by the macro processing program 228. The execution of task 3 corresponding to the start request N ₁₁ , which has been waited again at time T ₇ , is started.

When entered the the task level 1 priority of the activation request N ₁₂ low in the same of the task 3 is running at time T _8, the execution of the task 3 is once stopped, running to a predetermined process consisting transferred to manager OS then The execution of task 3 resumes at time T ₉ . When execution of task 3 ends at time T ₁₀ , execution of the CPU is transferred to the management program OS, and the execution completion report of task 3 is reported to task dispatcher 208 by the macro processing program 228. T is the more preferred execution of the task 4, which level is the lowest activation request N ₁₂ starts at _11, when the task 4 run ends at time T ₁₂ execution is transferred to manager OS consisting of a predetermined process, and then, so far Execution of task 6 corresponding to the interrupted start request N ₂₁ is resumed at time T ₁₉ .

As described above, priority control of the task is performed. 14 shows a state transition in priority control of the task. The idle state is the start waiting state, and the task is not yet output to the task. Next, when the start request is outputted, the start bit of the task control block is flagged, indicating that start is required. The time to move from the idle state to the queue state is determined by the level of each task. It is also executed in the queue state, and the order is determined by priority. The task enters the execution state after the flag of the start bit of the task control block is reset by the task dispatcher 208 in the management program OS, and the flag is written to the R bit (the seventh bit). This starts the task execution. This state is the Run state. When the execution ends, the flag of the R bit of the task control block is cleared, and the end report ends. This completes the run state and returns to the idle state, waiting for the next start request to be output. However, if an interrupt IRQ occurs during the execution of a task, or during its execution, the task must stop execution. Because of this, the contents of the CPU are evacuated and execution is interrupted. This state is Ready. Next, when this task is executed again, the contents evacuated from the evacuation area are returned to the CPU, and execution resumes. That is, it returns from the ready state to the run state again. In this manner, each level program repeats the four states in FIG. 14 is a typical flow, but in the ready state, there is a possibility that a flag is set in the start bit of the task control block. This is the case, for example, when starting the task, the next start request timing for that task has been reached. In this case, the flag of the R bit is given priority to finish the task that is being interrupted first. As a result, the flag of the R bit is turned off, and the flag of the start bit is set to the queue state without passing through the idle state.

Thus, tasks 0-8 are in any one of FIG. 14, respectively.

Next, FIG. 15 shows a specific embodiment of the program system of FIG. In the figure, the management program OS consists of an initial processing program 202, an interrupt processing program 206, a task dispatcher 208, and a macro processing program 228.

The interrupt processing program 206 includes various interrupt processing programs. The initial interrupt processing (hereinafter referred to as INTL interrupt processing) 602 is based on the initial interrupt signal generated in synchronism with the engine rotation. At half, that is, four peaks, two initial interrupts occur. This initial interrupt sets the injection time of the fuel calculated by the EGI task 612 to the EGI register of the input / output interface circuit 108. There are two types of AD conversion interrupt processing 604, one of which is an AD converter 1 interrupt (hereinafter referred to as ADC1) and an AD converter interrupt (hereinafter referred to as 1ADC2). AD converter 1 has 8-bit precision and is used for input of power supply voltage, coolant temperature, intake temperature and use adjustment, etc., designates the input point for multiplexer 128 and starts conversion at the same time. After that, the ADC1 interrupt occurs. This interrupt is used only before cranking. In addition, the AD converter 120 is used for input of the air flow rate, and an ADC2 interrupt occurs after the conversion is completed. This interrupt is also used only before cranking.

Next, in the interval interrupt processing program (hereinafter referred to as the INTV interrupt processing program) 606, the INTV interrupt signal is generated every 10 ms, for example, for the time set in the INTV register, and the basic time signal for time monitoring of the task to be started at a predetermined cycle. Used as The soft timer is updated by this interrupt signal, and the task reaching the specified period is started. The engine stop interrupt processing program (hereinafter referred to as the ENST interrupt processing program) 608 detects the engine stop state. When the INTL interrupt signal is detected, the engine stop interrupt processing program starts counting and then the next INTL within a predetermined time, for example, within 1 second. When the interrupt signal cannot be detected, the ENST interrupt occurs. When the INTL interrupt signal cannot be detected even after three times of the ENST interrupt, for example, three seconds have elapsed, it is determined that the engine stop has occurred and the energization of the ignition coil and the fuel pump are stopped. After these processes, the starter switch 152 waits until it is turned on. Table 1 shows the processing overview for the interruption factor.

TABLE 1

The initial processing program 202 and the macro processing program 228 are processed as described above.

The task groups started by the various interrupts are as follows. Tasks belonging to task level 0 include a fuel cut processing task 610 (hereinafter referred to as an AC task), a fuel injection control task 612 (hereinafter referred to as an EGI task), and a startup monitor task 614 (hereinafter referred to as a MONIT task). have. Tasks belonging to task level 1 include an AD1 input task 616 (hereinafter referred to as an ADIN1 task) and a time counting task 618 (hereinafter referred to as an AFSIA task). In addition, as tasks belonging to task level 2, an idle rotation control task 620 (hereinafter referred to as an ISC task), a correction calculation task 622 (hereinafter referred to as a HOSEI task), and a start processing task 624 (hereinafter referred to as an ISTRT task). There is).

Table 2 shows the assignment of each task level and the function of the task.

TABLE 2

As is apparent from Table 2, the start cycle of each task started by various interrupts is determined in advance, and these pieces of information are stored in the ROM 104.

Next, a signal processing method and fuel injection control of the hot wire flow sensor will be described. 16 shows signal processing of the heat flow type flow sensor used in the present invention. The sequential air flow rate q _A can be calculated from equation (5) at the hot wire output voltage v. Since the sequential air flow rate q _A represents the instantaneous value of the pulsation state as shown in FIG. 16, it samples every fixed time (DELTA) t. The average air flow rate Q _A in the sequence of air flow rate q _A is obtained by the following equation.

으로 구할 수 있다. 이와 같은 신호처리로 적산유량을 구한다. 다음에, 연료분사제어에 대해서 설명한다. 본원 발명의 연료분사는 (7)식에 의거하여 엔진의 1회전당의 분사량을 계산하고, 각 기봉에 대해서 1흡기행정에 1회, 즉 4기봉엔진에 있어서는 크랭크의 180°의 회전에 1회, 상기 분사량을 분사하도록 해도 좋다. 또, 적산공기유량이 어떤 값으로 되었을 때에 연료를 분사하도록 해도 좋다. 여기서는 후자의 연료분사방식에 본원 발명을 적용한 경우의 실시예를 예시하지만, 전자의 방식에도 본원 발명은 적용할 수 있는 것이다.The air flow rate sucked into the cylinder is expressed in (8).

You can get it by The integrated flow rate is obtained by such signal processing. Next, fuel injection control will be described. The fuel injection of the present invention calculates the injection amount per revolution of the engine on the basis of equation (7), and once for each intake stroke once per intake stroke, i.e., once for 180 degrees rotation of the crank in a four-season engine. The injection amount may be injected. The fuel may be injected when the accumulated air flow rate reaches a certain value. Here, although the Example at the time of applying this invention to the latter fuel injection system is illustrated, this invention is applicable also to the former system.

17 shows fuel injection timing based on the latter method. Accumulating the instantaneous air flow rate q _A at the predetermined time, and when the flow rate of the integration value accumulated flow level Q _ℓ or more, injects fuel of a predetermined time t. That is, the fuel injection timing is when the flow rate integration value reaches the integration flow level. When the accumulated flow level Q to Q _{ℓ1 ℓ2,} increasing the authorized ratio (A / F), if the Q _ℓ3 air-fuel ratio is low. In this system, the integration flow level is shifted to adjust the air-fuel ratio arbitrarily. In other words, it is necessary to increase the air-fuel ratio in the turbulent operation at start-up, and can be realized by reducing the accumulated flow rate level. In addition, the air-fuel ratio by an output of the O ₂ sensor is always on the O ₂ sensor output for controlling the optimization can be implemented by subtraction the accumulated flow level by off.

18 shows a processing flow of signal input and injection timing of such a thermal flow rate sensor.

In the figure, first, in step 801, it is determined whether the INTL interrupt is present. In the case of an INTL interrupt, in step 802, IGN and REG are set, and the INTL interrupt processing program ends. In addition, when not in, INTL interrupt in step 801 is at step 805, it is determined whether or not the timer interrupt for the Q _A. In the case of this timer interrupt, the step for inputting the hot wire flow sensor is started in step 806, and the hot wire flow sensor is input in step 807. In step 808, the instantaneous air flow rate q _A represented by the equation (5) is calculated, and the integration process is performed in step 809. In step 810, it is determined whether the integrated value of the instantaneous air flow rate has become the integrated flow rate level. When the accumulated flow rate is reached, in step 811, the injection time t corresponding to the accumulated flow level is set in EGI and REG, and the basic injection pulse is output in step 812 to start the injection of the basic fuel amount T _P. The width of the basic injection pulse at this time is determined by the injection period t. The basic injection amount T _P is determined at the accumulated flow level. In step 813, the difference between the accumulated flow rate and the accumulated flow level is set as the current accumulated flow rate. If it is not the timer interrupt for Q _A in step 805, it is determined in step 815 whether it is an ADC interrupt. In the case of an ADC interrupt in step 815, it is determined in step 815 whether the IST flag is 1, and in the case of IST flag 1, the hot wire flow sensor is started and input in step 817. FIG. The flow rate value by this input is used for the unexpected detection. If the ADC interrupt is not interrupted in step 815, and if the IST flag is not 1 in step 816, the process proceeds to INTV interrupt processing 606 in FIG.

Next, a characteristic diagram of changing the air flow rate comparison level by the output value from the engine coolant temperature sensor, that is, by the engine coolant temperature, is shown in FIG. That is, -40 ° C to 40 ° C is a cold start, and a warm air operation level. In addition, 40 degreeC-85 degreeC is a normal start level, and 85 degreeC or more is a hot start level. The air flow rate comparison level is set by calculating the airflow rate comparison level with respect to the water temperature from FIG. 19 before inputting, i.e., immediately after the engine key is turned on. This operation is handled by the ISTRT program.

Next, the fuel control process at the time of acceleration by this invention is demonstrated.

Fig. 20 shows the combustion control flow during acceleration from the idling state or after deceleration. That is, first, it is estimated whether or not the idle switch is turned on in step 901, and when it is turned on, the flag is set in step 902 and the process proceeds to step 903.

If the idle switch is estimated to be OFF in step 901, the throttle opening degree is detected in step 903 and stored in the RAM.

Next, in step 904, the detected throttle opening degree and the throttle opening degree input 30 ms ago are compared, and it is estimated whether the present value is large, that is, whether it is in an acceleration state. If it is not the acceleration, the flow advances to step 910, and if it is determined that the acceleration is determined, in step 905 the first acceleration injection correction coefficient, that is, the acceleration injection correction coefficient corresponding to the increase of the normal intake air amount is calculated, and the acceleration injection correction coefficient is It is determined in step 906 whether 1 is standing on the flag.

If the flag is 1, the value obtained by multiplying the first acceleration injection correction coefficient K by n times in step 907 is used as the acceleration injection correction coefficient.

In addition, when 1 does not stand on a flag, a 1st acceleration injection correction coefficient is made into acceleration acceleration correction coefficient in step 908.

Next, additional injection is performed in step 909, and it is determined in step 910 whether the idle switch is turned off, and when it is turned off, the flag is reset.

Thus, the acceleration after the idle state or deceleration becomes K times larger than other acceleration times.

Next, the process at the time of acceleration at the time of travel is demonstrated using FIG.

Fig. 21 shows a flow chart for calculating the additional injection amount during acceleration in accordance with the change in load.

In the figure, in step 921, the throttle opening degree is input, A / D converted, and stored in the RAM.

Next, in step 922, the difference ΔT _H between the current input value and the input value 30ms before is determined. In step 923, it is determined whether the difference ΔT _H is greater than 0, or it is determined whether it is acceleration.

If it is determined that it is acceleration, in step 924, the additional injection correction coefficient K ₁ is calculated from the throttle opening ratio DELTA T _H.

Next, in step 925, the additional injection amount T _O at the time of acceleration is determined by the basic injection amount T _P determined according to the intake air amount Q _a , the engine speed N and the additional injection correction coefficient K ₁ .

In step 926, the basic injection quantity T _P and the water temperature correction less than a three-dimensional map as shown in Figure 22 from T _W T obtains the fixed minutes ₁ (Tconstant).

Next, in step 927, the correction additional injection amount T is determined from the additional injection amount T _O at the time of acceleration and the correction fixed content T ₁ .

T = T _O + T ₁

In step 928, the correction additional injection amount T at the time of acceleration is additionally injected as the additional injection amount. In addition, the a first 22-degree X-axis basic injection quantity T _P, Y axis represents the water temperature T _W, represents the Z-axis correction fixing minutes T _1.

In this embodiment, the three-dimensional map due to the load is performed for the entire load. However, since it is actually a problem under any load, it may be determined whether or not it is a predetermined load. In this case, only a predetermined map or less may be created.

FIG. 23 is a flowchart showing the correction additional injection amount during acceleration in accordance with the engine speed.

In the figure, the throttle opening degree is input in step 941, A / D converted, and stored in the RAM.

Next, in step 942, the difference ΔT _H between the current input value and the input value 30ms before is determined. In step 943, it is determined whether the difference ΔT _H is greater than 0, or it is determined whether it is acceleration.

If it is determined that it is acceleration, the acceleration injection correction coefficient K ₁ is calculated in step 944 based on the throttle opening ratio DELTA T _H.

Next, in step 945, the additional injection amount T _O at the time of acceleration is calculated from the basic injection amount T _P and the acceleration injection correction coefficient K ₁ .

T _O = T _P + K ₁

Obtain as

Next, in step 946, the rotation correction coefficient K is searched on the map as shown in FIG. 24 at the engine speed N, and in step 947, the correction additional injection amount T during acceleration is calculated.

T = T _O × K

In step 948, the correction additional injection amount T at the time of acceleration is injected.

In the embodiment of Fig. 25, in the case of slow acceleration (the acceleration period is long from 200 ms to 500 ms), there are many acceleration detection times (detected in one ratio at 10 ms), and interrupt injection is performed every time, so that one acceleration Interrupt injection is performed once for the first time, and interrupt injection is not performed even after acceleration detection.

This control flowchart is shown in FIG. That is, in step 1001, the input of the throttle opening degree is performed by an interval interrupt every 10 ms, and this throttle opening degree is A / D converted and stored in the RAM.

Next, a difference △ T _H T _H of the throttle opening degree of each of the 10ms interval is determined in step 1002.

It is determined in step 1003 whether the value of DELTA T _H is greater than level 1 (the throttle opening degree is 1 ° to 2.5 °). If it is determined not to be large, the flag 1 is reset in step 1004.

In addition, when DELTA T _H is greater than level 1, it is determined in step 1005 whether it is larger than level 2 (throttle opening degree is 2.5 degrees to 5 degrees). If it is determined in step 1005, the map search is performed for the value of the correction coefficient K ₁ determined in accordance with the water temperature in step 1006. In step 1007, the additional injection amount at the time of acceleration corresponding to the level 2 is calculated. Determine whether flag 1 is zero.

If it is determined in step 1008 that the flag 1 is not 0, it is passed as it is.

If it is determined that the flag 1 is 0, additional injection is performed in step 1009, and the flag 1 is set in step 1010.

In addition, if it is determined in step 1005 that ΔT _H is greater than level 2, it is determined in step 1011 whether ΔT _H is greater than level 3 (the throttle opening is 5 ° to 7 °).

If it is determined in step 1011 that DELTA T _H is not greater than level 3, the map is searched for the correction coefficient K ₁ determined by the water temperature in step 1012.

In step 1013, the additional injection amount at the time of acceleration corresponding to the level 3 to which the reference acceleration correction component according to K ₁ is added is calculated, and it is determined whether or not the flag 2 is 0 in step 1014. If it is determined in step 1014 that the flag 2 is 0, additional spraying is performed in step 1015, and the flag 2 is set in step 1016.

In addition, if it is determined in step 1011 that ΔT _H is greater than level 3, it is determined in step 1017 whether ΔT _H is equal to level 4 (the throttle opening is 7 degrees or more).

In step 1018, a map search is performed for the correction coefficient K ₁ determined according to the water temperature, and in step 1019, the additional injection amount at the time of acceleration corresponding to level 4 is calculated.

Next, in step 1020, it is determined whether or not the flag 3 is 0. If it is determined as 0, additional injection is performed in step 1021, and the flag 3 is set in step 1022. In addition, acceleration correction differs for each level.

If it is determined in step 1017 that ΔT _H is equal to level 4, in step 1023 a map search is made for the correction coefficient K ₁ determined by the water temperature, and in step 1024, the additional injection amount at the time of acceleration is calculated, and the step 1025 is performed. Additional injection is performed.

Thus, the acceleration failure can be solved by converting the acceleration jetting correction coefficient according to the initial throttle opening degree.

Claims (9)

Sensor means for generating a signal indicative of an operating state of the engine, starting means for controlling each energy conversion function of the engine in response to an applied control signal, a signal generated by the sensor means, and receiving the control signal An input / output device connected to the starting means and an input / output device connected to the input / output device to perform an engine control data processing operation according to a signal generated by the sensor means, thereby generating an engine control code connected to the input / output device. In the fuel injection device for an internal combustion engine, the starting means comprises a fuel injector for supplying fuel to the engine in response to an applied control signal, the sensor means comprises a throttle opening degree sensor for detecting the opening degree of the throttle valve The data processing apparatus may be disposed at a predetermined interval through the input / output device. The output signal of the opening sensor is continuously extracted, and the throttle opening change rate of the throttle valve is calculated according to the output signal of the throttle opening sensor. Accordingly, when the calculated throttle opening change rate is positive, the engine is in an acceleration state. The fuel injector supplies the basic fuel amount to the engine in the normal operation state of the engine, and if the acceleration state is detected by the data processing device, the fuel injector is calculated in addition to the basic fuel amount according to a control signal from the input / output device. The additional fuel amount is supplied according to the throttle re varying rate, and the data processing device calculates a correction factor for the accelerated fuel amount based on the calculated present value of the throttle opening degree change rate, and corrects the correction factor according to the operating state of the engine. Thereby, the amount of additional fuel based on the corrected correction coefficient Fuel injection device for an internal combustion engine, characterized in that for determining. The fuel injection device for an internal combustion engine according to claim 1, wherein said data processing device increases said correction coefficient when the engine operating state immediately before acceleration is in idle operation. The method according to claim 1 or 2, wherein the data processing apparatus determines the additional fuel amount calculated at the same time as the acceleration start as the initial additional fuel amount, and gradually decreases the initial additional fuel amount after the acceleration start, and the additional fuel amount is reduced. A fuel injection device for an internal combustion engine, characterized in that determined based on the amount of additional fuel. 4. The data processing apparatus of claim 3, wherein the data processing apparatus includes a counter for determining contents by an initial value of a rate of change of throttle opening at the same time as the start of acceleration, and the contents of the counter are decreased by one according to the time elapsed after the start of acceleration. A fuel injection device for an internal combustion engine, characterized in that the amount of fuel is determined according to the contents of the counter. The fuel injection device for an internal combustion engine according to claim 1, wherein the data processing device corrects the correction coefficient according to the rotational speed of the engine. The fuel injection device for an internal combustion engine according to claim 5, wherein the correction coefficient is corrected such that the amount of additional fuel increases as the amount of additional fuel increases as the rotation speed of the engine decreases. The fuel injection device for an internal combustion engine according to claim 1, wherein the data processing device corrects the correction coefficient according to the load of the engine. 8. The fuel injection device for an internal combustion engine according to claim 7, wherein the correction coefficient is corrected so that the additional fuel amount increases as the load of the engine decreases. The fuel injection device for an internal combustion engine according to claim 8, wherein the load is detected on the basis of the negative pressure of the throttle valve.

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