201231330 六、發明說明： 【發明所屬之技術領域】 本發明係有關一種車輛引擎運轉狀態監測調校方法，尤指一 種於資訊裝置執行一監測調校軟體，使資訊裝置顯示一操作界 面，可藉由操作界面執行條件鎖定步驟、參數輸入步驟以及調變 步驟’使引擎運轉所產生廢氣之空燃比(A/F1)控制在預設的空燃比 參數範圍内者。 • 【先前技術】 依據所知，一般行車電腦(ECU)主要是用來控制車輛的點火正 時、供油量以及供油正時，在通常的情況下，行車電腦(ECU)主要 是依據排ϋ氣管的含贼純⑽，及節氣陳態作為修正喷油器 供油量的參考依據；當節氣門開啟角度（即油門開度)較大時，行 車電腦⑽)則使喷油器增加供油量，使引擎馬力與轉速得以提 升’反之，g卽氣門開啟角度（即油門開度)較小時，行車電腦(Ecu) % 則使喷油器降低供油量，使引擎馬力與轉速得以降低。 再者，點火正時主要是控制點火線圈的點火時機，亦即相對 曲軸旋轉的點火角度’當點火正時過早時，上死點前的壓縮工作 疋增加，惟因機械損失與冷卻損失亦增加以致馬力下降；反之， 畲點火正時過遲時，膨脹比亦會變小，排氣損失會增加以致馬力 下降。因此，為取得較佳的點火正時，一般車輛相關業者通常會 將點火正時設定在上死點後職，以獲得最大的爆發壓力，如此 則必須於怠速轉速750 rpm時，將點火角度設定在上死點前3. 5度， 201231330 當轉速為3_ r_，則將點火角度設定在上死點前&度當轉 速為6000 _時，則將點火角度設定在上死點前邪度。 " 按’ -般電腦診斷器大多寫入有與各廠牌車輛程式相容的控 制軟體’僅需將電腦診斷器與行車電腦⑽)連結即可查看車柄即 時的空燃比值⑽）、供油參數、點火正時參數、故障碼以及廢氣 濃度等資訊。當使財欲更改供油參數或是點火正參數時，僅能 透過調整怠速CO參數來著手，如此方能微調供油參數或是點火正 ❿時參L廢㈣放顧目絲說或岐夠，但是基於提升馬 力以及節錢料的雙重需求而言，攸無法實現的理想。， 為改善前述缺失，本申請人遂提出—種如本賴型第M36_ 『機車行車狀態的即喃示調魏置』的專樹案，其包括一行 車電腦ECU、-設定顯示模組，及一訊號傳輸模組，設定顯示模組 包含-可供顯示-操作界面的顯示幕，及—設定單元，操作界面 顯示有複數組可供設定單元從中選擇設定的點火調變參數與供油 鲁調變參數，並以訊號傳輸模組將點火調變參數或是供油調變參數 傳輸至行車電腦ECU中，以調變機車之點火正時或是供油量者。 該習用結構_'可赠概定顯示模贿定點火或是供油調 變參數來調變行車電腦ECU的點火訊號以及供油訊號，藉由控制使 引擎得以達到所需的運轉模式；惟，其仍然具有下列的缺失： 卜由於設定顯示模組的顯示幕過小，以致無法同時顯示各項 感測訊號以及控制引擎運轉之控制訊號，而且無法以曲線來表示 各項感測訊號及控制訊號的實際數值，因而造成觀看與操作上的 4 201231330 不便及困擾。 2·其無行車運轉記錄功能，故無法依據引擎運轉狀態之各項 歷史記錄來峨引擎的運轉控制參數，因而使得車輛無法達到較 佳化的引擎運轉效能。 3·其是以輸入點火、供油調變參數的方式來調變行車電腦Ecu 的運轉控制參數，由於一般使用者較難理解調變參數的原理，致 使操控過程巾會發生諸多關職困擾，例如要將空·(a/f)控 镛制在標準值14. 7(A/F)時，則必須不斷地重覆調校並搭配不同組合 的點火或供油調變參數，方能使空燃比（A/F)控制在標準值的範 圍，因而造成調校工時增加、較為耗費燃油以及操控不易等缺失 產生。 【發明内容】 本發明第一目的在於提供一種車輛引擎運轉狀態監測調校方 法，主要是將判斷條件設定為油門開度以及對應的轉迷值，可供 魯輸入之調I參數則设足為空燃比值，不僅可以輕易的調校出所需 的空燃比值(A/F)，使引擎可以達到所需形式的運轉輸出模式，而 且透過一種更為簡單易懂的操作界面，讓使用者在操作上可以輕 易的調制出引擎運轉最佳理想化的運轉效能，因而具有調校工時 較短、操作與觀看上更為方便料、可克服因爆制題以降低引 擎才貝害程度、符合廢氣排放檢驗標準以及節省燃料花費，並可提 升馬力輸出等諸多的特點。 達成上述之功效，本發明所採用之技術手段係於資訊裝置執 201231330 行-監測調校軟體’使資訊裝置顯示至少一畫面，於畫面顯示包 括有複數侧擎運轉狀態資訊，及至少—可供設定_變行車電 腦之至少-運轉控师數的操作界面，而可藉由操作界面來執行 以下步驟，條件敏步驟：於操作界面顯示至少二可供選擇加以 鎖定油門開度的輸入界面；參數輸入步驟：於每一鎖定該油門開 度的該第-輸入界面輸入-空燃比參數；調變步驟：行車電腦(Ei) 依據鎖油Η 以及輸人之該㈣、比參數_變至少—運轉控制 籲參數’當車輛達到鎖定之該油門開度時，行料腦⑽)則使^擎 運轉所產生廢氣之空燃比(A/F)控制在預設的空燃比參數範圍内。 本發明第二目的在於提供-種可於回油滑行時持續微量喷油 的車輛引擎運轉狀態監測雛方法，藉爾止引翔 御 致的引擎機件損壞情事產生。 達成上述之功效，本發明所採用之技術手段係更包括一回油 滑行補偵步驟，係於該操作界面顯示複數個可供選擇設定第一補 鲁償參數的第二輸入界面，每-該第二輸入界面對應有一種引擎轉 速值，當該車輛之油門關閉且該引擎達到對應之該轉速值時，該 行車電腦⑽)則對該引擎補償-與該第—補償參數相應的^ 量。 本發明第二目的在於提供-種可於半油門開度以及全油門開 度時補償喷油量的車糾擎運轉狀紐測調校方法，藉以達到對 應轉速值時，可以微增或是微降嘴油量。 達成上述之功效，本發明所採用之技術手段係於該調變步騍 201231330 中更包括下列步驟： 一半油門開度補償：係於該操作界面顯示複數個可供選擇設 疋第一補償參數的第四輸入界面，每一該第四輸入界面對應有一 引擎轉速值，當該車輛位於半油門開度且該引擎達到對應之該轉 速值時，該行車電腦(ECU)則對該引擎補償一與該第二補償參數相 應的喷油量。 一全油門開度補償：係於該操作界面顯示複數個可供選擇設 修定第三補償參數的第五輸入界面，每一該第五輸入界面對應有一 引擎轉速值’當該車輛位於全油門開度且該引擎達到對應之該轉 速值時’該行車電腦(ECU)則對該引擎補償一與該第三補償參數相 應的噴油量。 本發明第四目的在於提供一種具備各項感測訊號以及引擎運 轉狀態記錄功能車輛引擎運轉狀態監測調校方法，故可依據引擎 運轉之各項歷史記錄來調校引擎的各項運轉參數，進而達到較佳 % 化的引擎運轉調校之目的。 達成上述之功效，本發明所採用之技術手段係於晝面顯示包 括有-開啟樓案目錄，及-可供點選而顯示引擎運轉狀態之歷= 5己錄的引擎運轉記錄目錄，該行車電腦（ECU)包括一訊號處理單 元、一訊號輸出入部及一記憶模組，該記憶模組包括一用以儲= 複數個該運轉控制參數的第-記憶單元，及—第二記憶單元，該 運轉控制參數數包含程式碼、故障竭、基本供油參數；*基:二 參數、調變點火參數以及調變參數，哕兮骑虚 、土 ’’ 該减處理早疋依據各感測 201231330 訊號以及該運轉控制參數進行運算，進而輸出至少一控制訊號， 該讯號處理單元再將各該感測訊號以及該控制訊號以檔案資料形 式依序寫入於該第二記憶單元中，當開啟檔案目錄或是引擎運轉 β己錄目錄被點選時，則可透過該訊號輸出手段將該檔案資料輸出 至該資訊裝置中，進而於該資訊裝置的該畫面顯示至少一與該檔 案資料相應曲線圖。 【實施方式】 • 壹·本發明技術概念與特點 印參看第一至三圖所示，本發明的技術概念是利用訊號輸出 手段(20)將行車電腦⑽⑽）中之引擎各項感測訊號以及控制 訊號傳輸至資訊裝置⑽中，讓使用者可於資訊裝置⑽進行解 讀、顯示以及相關的調校操作設定。本發明是將判斷條件設定為 油門開度（即節氣門的開啟角度），以及各油門開度所對應的轉速 值’並將可供輸入的調變參數設定為與空燃比值相應的空燃比參 鲁數，讓普通的使用者即可輕易的調校出所需的空燃比值(a/f)，使 引擎可以達到所需形式的運轉輸出模式，而且透過—種更為簡單 易懂的操作界面(31)，讓使用者在操作上可以輕易的調制出引擎 運轉最佳理想化的運轉_參數，_具有雛王時短、操作與 觀看上更為方便料、可克關爆制題、降低引擎損害程度、 符合廢氣排放檢驗標準以及節省燃料花費，並可提升馬讀^等 諸多的特點。 j 貳.本發明基本技術特徵 201231330 凊參看第一至二圖及第六圖所示，基於上述功效目的，本發 明基本技術特徵係提供一行車電腦（10)(ECU)、一訊號輸出手段 (20)以及一透過訊號輸出手段（2〇)而與行車電腦（丨〇)(ECU)訊號 連通的資訊裝置（30)，並於資訊裝置(30)執行一監測調校軟體， 使資訊裝置（30)顯示至少一晝面，再於畫面顯示包括有複數個引 擎運轉狀態資訊，及至少一可供使用者設定以調變行車電腦 (10XECU)之至少一運轉控制參數的操作界面（31)，讓使用者可以 φ 藉由操作界面（31)來執行下列的步驟： 0)條件鎖定步驟：於操作界面（31)顯示至少二種可供選擇加 以鎖定油門開度的輸入界面（3la)，其中，油門開度的具體實施例 包含全油門開度、四分之三油門開度、半油門開度以及四分之一 油門開度；或是以百分比來表示油門開度，如第四圖所示之供油 表。再者，上述油門開度係指車輛之節氣門的開啟角度而言。 (2) 參數輸入步驟：於每一鎖定油門開度的第一輸入界面（31a) φ 輸入一空燃比參數，其中，空燃比參數的具體實施例係為實際空 燃比值(A/F)的10倍左右範圍，例如空燃比值為14. 7，空燃比參數 則為147 ’如第四、五圖所示。 (3) 調變步驟：行車電腦（l〇)(ECU)依據鎖油門開度以及輸入 之空燃比參數來調變行車電腦（l〇)(ECU)的運轉控制參數，當車輛 達到鎖定之油門開度時，行車電腦（10)(ECU)則使引擎運轉所產生 廢氣之空燃比(A/F)控制在預設的空燃比參數範圍内，此空燃比參 數可供設定的範圍約為120〜160左右，當輸入之參數愈大（如 201231330 160=A/F16.G)則代表引擎排出廢氣之空燃比值（a/f)漠度愈稀 薄，喷油量減少，引擎馬力輸出則愈小；反之，當輸入之參數愈 小（如120=A/F12._代表引擎排出廢氣之空燃比（a/f)濃度愈 濃，喷油量增加，引擎馬力輸出則愈大。 參·操作界面的具艘實施 3· 1連接ECU目錄 凊參看附件® 1所示’於本實施例巾，可於操作界面⑶）顯 •示有一連接Ecu目錄，當使用者點選此目錄時，則會進入-即時 顯示引擎運轉狀態資訊的頁面，藉以監控或是診斷引擎的即時運 轉狀態’至於所顯示的引擎運概態資訊則包括各猶測訊號， 以及至J一個控制訊號，其中各項感測訊號包括油門開度訊號 (TPS)、怠速空氣訊號（ISC)、空燃比值（A/F)、引擎轉速訊號 (RPM)時速说號、引擎溫度訊號⑽AD) '進氣溫度訊號(腿）、 進氣壓力峨(MAP)以及電瓶賴喊；至於測訊號則為點火訊 ❿號以及供油訊號，點火訊號係為點火正時的時序控制訊號，其具 體調變的方式係為改義火㈣度；另，供油訊制為點供油正 時以及供油脈波的時序控制訊號，其具體調變的方式為改變供油 正時’或是改變供油脈波的寬度。 3.2供油表目錄 請參看附件圖卜2及第五圖所示，於本實施例中，可於操作 界面(31)顯示包括有-可供點選而顯示有第-輸人界面(31a)、第 -輸入界面(31b)、第三輸人界面(31C)、第四輸人界面⑶d)，及 201231330 第五輸入界面（31e)的供油表目錄；換言之’第一輸入界面（3ia)、 第一輸入界面（31b)、第三輸入界面（31c)、第四輸入界面（31d)， 及第五輸入界面（31e)為操作界面（31)的子頁面。 3.3點火曲線設定界面 請參看附件圖1所示’為提供更為專業且多元的點火調變選項 之目的’於本實施例中，可於操作界面（31)顯示包括有一點火曲 線設定界面，當點火曲線設定界面輸入一點火調變參數時，則可 φ 調變行車電腦（10)(ECU)輸出之點火訊號，於一種更為具體的實施 例中，係包括有下列可供輸入調變參數的子欄位： (1) low deg :可供輸入怠速的點火角度。 (2) RPM1 :供輸入起步轉速。 (3) RPM1 deg :可供輸入起步轉速的點火角度。 (4) RPM2 :可供輸入中段轉速。 (5) RPM2 deg :可供輸入中段轉速的點火角度。 鲁 （6) SEC 1 :可供輸入第一段延遲秒數。 (7) SEC 1 deg :可供輸入第一段延遲秒數過後的點火角度。 (8) SEC 2 :可供輸入第二段延遲秒數。 (9) SEC 2 deg :可供輸入第二段延遲秒數過後的點火角度。 (10) 3D-Mode :點火模式2D或3D. 3D模式會依引擎負荷自 動增加點火角度，有五段模式可選擇，在(TPS)油門開度超過8〇% 前為有效。 3· 4基本供油曲線設定界面 201231330 再請參看附個丨所示，為提供更為專業且多元的供油調變選 項之目的，於本實施射，可於操作界面（31)齡包括有一基本 供油曲線設定界面’當供關線設定界面被輸人—供油調變參數 時’則可調變行車細⑽⑽)輸出之供油訊號；於—種更為且 體的實施财，係包括有下列可供輸人峨參制補位：八 ⑴Kick-down TPS油門開度超過_後的點火角度加速補 该.可補償3秒鐘内的,點火角度’行、經山路時可用較低的角度或設 定為OFF。 ° (2) Injectior怠速主喷射量：調整此數值以喷油器為主，數 值越大，喷油越多，RACING 125原廠喷油嘴：inject〇r=25〇，改 10孔’ 12孔或250cc喷油嘴：Injector=230〜150在更換喷油嘴或凸 輪軸時調整。 (3) Injectior 2摧油的主噴射量：調整方式和怠速主喷射量 相同。 (4) Middle-AFR中速閉迴路修正的空燃比濃度：範圍 12. 8〜17 ’ 稀薄模式(A/F: 17)，濃模式(A/F: 12. 8)，在’ Middle-02, 設為ON為有效。 (5) Start啟動補償：啟動引擎時的補償油量，在破定（怠速空 氣量（ISC-Air，PWM-Air))後調整，範圍在4500〜7500數值越大，喷 油越多。 (6) ISC PWM-Air怠速空氣量：調整此數值以熱車後，晝面左 方的怠速空氣數值增加5〜15即可。 [S1 12 201231330 (7) Back-Brake :回油滑行時，引擎煞車控制:範圍〇 5〇 〇= 滑行距離較短，50=滑行距離較長。 (8) Slow-Lock怠速轉速鎖定值：建議值為165〇 rpm〜175〇 rpm. ISC怠速控制器或PWM怠速旁通閥會自動調整空氣量。 (9) Slow-AFR怠速閉迴路修正的空燃比濃度：範圍〇1〇〇，稀 薄模式(A/F:17)，濃模式(A/F:12 8)，在，S1〇w_〇2，設為⑽時為有 效。 • 〇〇) TILT轉倒感知器：轉倒感知器功能開關，強烈建議設為 0N ’車輛轉倒後5秒内熄火’故障燈怪亮，細電源後重開電源才 能發動引擎。 3‘5含氧感知器設定界面 請參看附件圖1所示，於本實施例中，可於操作界面(31)顯示 包括有-含氧感知H設定界面，當含氧感知批定界面被輸入一 空燃比參數時，則可改變引擎排放廢氣空燃比之濃度比例；於一 籲種更為具體的實施例中，係包括有下列可供輸入調變參數的子欄 位： (1 )02 A/F閉迴路鎖定目標空燃比：空燃比A/F: i 2. i 3. 5建 議值為12.7 13. 2.在全油門時(Tps大於9〇%)，供油修正將以此數 值為目標，自祕正供油量。如果不使用此魏，翁⑽-speed 設為OFF)。 (2)02-RPM P物路開始鎖定的轉速：如果將此數值設為 6000rpm ’表不在在全油門狀態下而且轉速超過_〇聊，供油修 13 201231330 正將以（02-A/F，閉迴路鎖定目標空燃比）的數值為目標，自動修 正供油量。 (3) A/F-speed閉迴路鎖定的修正速度:建議值為2〜5%，數值 越大’修正速度越快，但容易造成供油曲線呈現波浪狀（突然過濃 或過稀).如果設為OFF ’在油門開度(TPS)大於90%後會進入開迴 路模式。 (4) Slow-02怠速空燃比修正：怠速時空燃比修正供油量。 • ⑸Middle_02輕負荷空燃比修正:在油門開度(TPS)90%前， 以省油模式修正供油量。 3. 6硬體設定界面 凊參看附件圖1所示，於本實施例中，可於操作界面（31)顯示 包括有硬體設定界面’於—種更為具體的實施例巾，係包括有下 列可供輸入調變參數的子欄位： (1)缸徑設定•·可供設定汽缸尺寸。 馨 （2)行程設定:行程增加100條=增加丨咖。 (3)溫度感知器設定：可供設定溫度感知器。 ⑷節流閥型式:五期節流閥（勁戰或RV_25〇，控制脱系統)， 或SYM-180,30麵節流閥（控制旁通閥系統）。 ⑸進氣壓力感知器爾『勁雜TR响』進氣壓力感知器 或勁戰』職五期進氣壓力感知器，或『嶋·_1〇〇』進氣 壓力感知器，或『簡』改3〇咖節流閥使用，或爾氣壓 力感知器。 201231330 3.7故障燈說明目錄 請參看附件@Π、4所*，於本實關巾，可_作界面(31) 顯示包括有故障燈說明目錄，當使用者點選此目錄時，則進入一 顯不故障資訊的頁面，其包括顯示有區別機件故障的燈號顯示， 以及具體的故障文字說明等資訊。 肆·調變步驟的具體實施 4.1空燃比參數的設定運作 • 請參看第四、五圖所示’於一種具體的實施例中，每一種油 門開度的輸入界面（31a)對應有一轉速值，用以使鎖定之油門開度 以及對應的轉速值作為行車電腦（1〇)(ECU)執行預設空燃比參數 的判定依據；換言之，當車輛達到鎖定之油門開度而且達到對應 的轉速值時，行車電腦（10)(ECU)則使引擎運轉所產生廢氣之空燃 比(A/F)控制在預設的空燃比參數範圍内。 具體而言，每一種油門開度的輸入界面（31a)各自具有複數個 φ 由上而下疊置的攔位，每一攔位對應有一不同的轉速值。就舉半 油門開度欄位的例子加以說明，以第五圖為例，其係於半油門開 度對應轉速值1000轉的攔位設定有一空燃比參數丨47 ;再於半油門 開度對應轉速值2000轉的攔位設定有一空燃比參數14〇 ;另於半油 門開度對應轉速值3500轉的欄位設定有一空燃比參數135。 當車輛達到鎖定之半油門開度而且達到轉速值1000轉時，行 車電腦（10)(ECU)則使引擎運轉所產生廢氣之空燃比(A/F)控制在 預設的空燃比參數147的範圍内，亦即實際的空燃比值 [S] 15 201231330 (A/F)14.7，如此可使車輛廢氣之空燃比值(A/F)濃度適中，以符 合環保檢驗的標準，喷油量為適中，引擎馬力的輸出為適中；另， 當車輛達到鎖定之半油門開度而且達到轉速值2〇〇〇轉時，行車電 腦（10)(ECU)則使引擎運轉所產生廢氣之空燃比(A/F)控制在預設 的空燃比參數140的範圍内，即實際的空燃比值〇，如此 可使車輛廢氣之空燃比值(A/F)濃度相對較空燃比參數為147時稍 高，喷油量則相對較空燃比參數為147時稍高，引擎馬力的輸出則 _ 相對較工燃比參數為147時稍大，又，當車輛達到鎖定之半油門開 度而且達到轉速值3500轉時，行車電腦（10)(ECU)則使引擎運轉所 產生廢氣之空燃比(A/F)控制在預設的空燃比參數的範圍内， 即實際的空燃比值(A/F)13. 5，如此可使車輛廢氣之空燃比值(A/F) /農度相對較空燃比參數為147及140時為高，喷油量亦相對較空燃 比參數為147及140時為多，引擎馬力的輸出則相對較空燃比參數 為147及140時為大。 • 再舉全油門開度的欄位為例說明，由第五圖中得知，於全油 門開度對應轉速值4000轉的欄位設定有一空燃比參數為134，當車 輛達到鎖定之全油門開度而且達到轉速值4〇〇〇轉時，行車電腦 (10XECU)則使引擎運轉所產生廢氣之空燃比(A/F)控制在預設的 空燃比參數134的範圍内，即實際的空燃比值(A/F)13 4，如此可 使車輛廢氣之雜比值(A/F)濃度械触·參數賴7、⑽及 135b夺為高，喷油量則相對較空燃比參數為147、⑽及135時為多， 引擎馬力的輸出則相對較空燃比參數為147、14〇及135時為大。 m 16 201231330 4· 2回油滑行補償步驟的具體實施 請參看第五圖及附件圖1所示，本發明於調變步驟中更包括一 回油滑行補償步驟’係於操作界面（31)顯示一可供選擇設定第一 補償參數的第二輸入界面（31b)，每一第二輸入界面（31b)對應有 不同的轉速值，當車輛之油門關閉且引擎達到對應之轉速值時， 行車電腦（10XECU)則對引擎補償一與第一補償參數相應的喷油 量，此第一補償參數的可設定範圍約為（_39)〜(+1〇〇)左右，一般 • 而言，數值越大代表喷油量越多，至於參數(-40)則代表喷油器不 喷油，亦即不回油補償。一般建議車輛在回油滑行時，最好讓喷 /由器持續喷油，以適量調整讓回油滑行的空燃比（A/f)維持在 13〜14. 7之間’如此即可防止引擎溫度的上升。 4· 3修正速度步驟的具體實施 凊參看第五圖及附件圖1所示，本發明於該調變步驟中更包括 一修正速度步驟’係於操作界面⑻顯示一可供選擇設定修正速 鲁度參數的第三輸入界面(批），每一第三輸入界面對應有不 同的轉速值，用以控制廢氣之空燃比(A/F)修正至預設空燃比參數 的速度，神修正噴油量_設空參數的速度，此修正速度 參數範圍由0(慢速修正)〜150(快速修正），修正速度太快會讓空燃 比出現波浪曲線’-般建議範圍約在2(大嘴油嘴)〜乃(小喷油嘴） 之間。 4.4全/半油門開度補償步驟的具體實施 請參看第五圖及附件圖冰示’本發明於調變步驟中更包括以 [S1 17 201231330 下之控制步驟： (1) 半油門開度補償：係於操作界面（31)顯示一可供選擇設定 第二補償參數的第四輸人界面(31d)，每一第四輸人界面(⑽對 應有不_轉速值，當車輛位於半油且引擎制對應之轉 速值時了車_(1___丨_償—與第二麵參數相應 =喷油量，此第二補償參數的範圍約為（_1〇〇)%(減少喷油 里）-(+150)%(増加喷油量）。 (2) 王油門開度補償係於操作界面（μ)顯示一可供選擇設定 第三補償參數的第五輸人界面(仏），每-第五輸人界面(31e)對 應有不_轉速值，當車輛位於全油⑽度而且引擎達到對應之 轉速值時’行車電腦(⑻⑽)則對引擎補償一與第三補償參數相 應的喷油量，此第三補償參數的範_為（_1()())%(減少喷油 1)〜(+150)%(增加喷油量）。 4.5行車電腦(ECU)的具體實施 請參看第-至三圖所示，本發明採用的行車電腦⑽(ECU)為 申叫人自行開發設計的緣故，所以可對行車電腦（l〇)(ECU)之運轉 控制參數做進-步深人賴校設定，此行車細（1G)(腳）包括一 讯號處理單元⑴）、一訊號輸出人部⑽及—記憶模組⑽，此 °己隐模組(13 )包括一用以儲存複數個運轉控制參數的第一記憶單 元（130)，及一第二記憶單元（131)，運轉控制參數則包含程式碼、 故障碼、基本供油參數、基本點火參數以及肖關縣本供油參 數與基本點火參數剩變參數，訊號處理單元⑴）依據各感測訊 201231330 號以及各運轉控制參數進行運算，進而輸出至少一控制訊號(如供 油訊號及點火訊號）’訊號處理單元⑽再將各感測訊號以及控制 訊號以槽案資料形式依序寫入於第二記憶單元(】3 i)中。 具體5之，當訊號處理單元收到資訊裝置（3〇)所傳輸的 調校指令(如空燃比參數或是其他輸入參數)時，則產生一與調校 指令相應的調變參數，訊號處理單元⑴）則將基本供油參數或是 基本點火參數加上或是減掉該調變參數，以獲得調變後的運轉控 φ制參數’此時行車電腦OOXECU)自動改變點火訊號的點火正時， 且會因應點火訊號而調變供油訊號的供油正時以及供油脈波寬 度。當使用者於半油門開度與轉速值1〇〇〇轉的欄位設定有147數 值的空燃比參數時，訊號處理單元（丨1)則於轉速1〇〇〇轉時輸出與 調變後的運轉控制參數相應的控制訊號，此控制訊號則為已經調 變的供油訊號（即改變供油量、供油正時），以及已經調變的點火 訊號（即改變點火正時）。 Φ 4.6行車運轉記錄診斷的具體實施 請參看附件圖1、3及圖5所示，於本實施例中可於晝面顯示 一開啟檔案目錄，及一引擎運轉記錄目錄，當使用者點選開啟槽 案目錄’或是引擎運轉記錄目錄時，則可透過訊號輸出手段(2〇) 將儲存在行車電腦（10XECU)之第二記憶單元（131)内的檔案資料 輸出至資訊裝置(3〇)中，進而於資訊裝置（3〇)的晝面顯示一與檔 案資料相應曲線圖，如附件圖3所示，或是如附件圖5所示之二 個檔案數值比對的顯示晝面，如此即可將各項感測訊號、供油訊 201231330 號及點火訊號加以記錄，且配合資訊裝置（30)將記錄檔案資料予 以分析顯示，以做為故障診斷或是參數調校的參考依據，而且可 以獲悉實際行駛狀態下的各項引擎運轉資訊，進而達到較佳化的 引擎運轉需求及參數調校目的，藉以提升引擎的運轉效能，並可 對歷史S己錄中不明顯的異常部分加以檢視及診斷，進而提升引擎 運轉診斷的準確性。 上述第二記憶單元（131)的具體實施例可以是一種可隨機存 •取的記憶體（RAM)，至於訊號輸出手段（20)則為一種傳輸界面 (USB)，或疋一種無線訊號傳輸模組，用以將該記憶體儲存 之該檔案資料傳輸至資訊裝置⑽（即一般的電腦）中。此外，更 可於畫面顯7F-可供點選而顯示二健案比對曲線頁面的槽案比 較目錄’藉以判斷出二種槽案曲線間的異同，如此輕易地判斷出 故障出現的時間點以及機件(如感測器）故障的資訊。 伍.結論 _ 目此’藉由上述之結構設置，可職本發明確實具有下列特 點： 1.本發明係將蘭條件設定為油門開度以及誠的轉速值， 至於可供輸人之調變參數則設定為空燃比值，不僅可以輕易的調 T出所需的空燃比值(A/F)，使引擎可以達到所需形式的運轉模式 輸出，而且透過一種更為簡單易懂的操作界面，讓使用者在操作 上:以輕易的調制出引擎運轉最佳理想化的運轉效能，因而具有 調校工時較短、操作與觀看上更為方便容易 、可克服因爆震問題、 ί S} 20 201231330 降低引擎财程度、符合廢氣排錄驗標料及節省燃料花費， 並可提升馬力輸出等諸多的特點。 2.本發明可於回油滑行時讓車輛持續微量喷油藉以防止引 擎因溫度上升所致㈣擎機件魏情事產生，並可於半油門開度 以及全油⑽度喃償噴油量，藉以達到對應魏值時，可以微 增或是微降噴油量。 3·本發明具備各項感測訊號以及引擎運轉狀態記錄功能，故201231330 VI. Description of the Invention: [Technical Field] The present invention relates to a method for monitoring and adjusting a running state of a vehicle engine, and more particularly to performing a monitoring and adjusting software on an information device, so that the information device displays an operation interface, which can be borrowed The conditional locking step, the parameter input step, and the modulation step 'the air-fuel ratio (A/F1) of the exhaust gas generated by the engine operation are controlled by the operation interface within a preset air-fuel ratio parameter range. • [Prior Art] According to the knowledge, the general driving computer (ECU) is mainly used to control the ignition timing, fuel supply and fuel supply timing of the vehicle. Under normal circumstances, the driving computer (ECU) is mainly based on the row. The thief pure (10) of the snorkel and the solar eclipse are used as reference for correcting the fuel supply of the injector; when the throttle opening angle (ie, the throttle opening) is large, the driving computer (10) increases the injector. The amount of oil makes the engine horsepower and speed increase. On the contrary, when the valve opening angle (ie, throttle opening) is small, the driving computer (Ecu) % reduces the fuel supply of the injector, so that the engine horsepower and speed can be achieved. reduce. Furthermore, the ignition timing is mainly to control the ignition timing of the ignition coil, that is, the ignition angle relative to the crankshaft rotation. When the ignition timing is too early, the compression work before the top dead center increases, but the mechanical loss and the cooling loss are also The increase is caused by a decrease in horsepower. Conversely, when the ignition timing is too late, the expansion ratio is also reduced, and the exhaust loss is increased to cause a decrease in horsepower. Therefore, in order to obtain better ignition timing, the general vehicle related industry usually sets the ignition timing at the top dead center to obtain the maximum burst pressure, so the ignition angle must be set at the idle speed of 750 rpm. Before the top dead center 3.5 degrees, 201231330 When the speed is 3_r_, the ignition angle is set before the top dead center & degree When the speed is 6000 _, the ignition angle is set to the top dead center. " According to the 'General Computer Diagnostics, most of the control software compatible with each brand vehicle program' is only required to connect the computer diagnostic device to the driving computer (10) to view the instantaneous air-fuel ratio (10) of the handle. Information on fuel supply parameters, ignition timing parameters, fault codes, and exhaust gas concentration. When the financial desire to change the fuel supply parameter or the ignition positive parameter, only by adjusting the idle CO parameter, so as to fine-tune the fuel supply parameter or when the ignition is positive, the reference to the L waste (four) to pay attention to the eye or say enough, However, based on the double demand of improving horsepower and saving money, it is an ideal that cannot be realized. In order to improve the above-mentioned deficiencies, the applicant has proposed a special case of the type of M36_ "the locomotive driving state of the locomotive", which includes a line of computer ECUs, a set display module, and A signal transmission module, the setting display module includes a display screen for displaying-operating interface, and a setting unit, and the operation interface displays a complex array for the setting unit to select the set ignition tuning parameter and the oil supply adjustment The parameter is changed, and the ignition modulation parameter or the fuel supply modulation parameter is transmitted to the driving computer ECU by the signal transmission module to adjust the ignition timing or the fuel supply amount of the locomotive. The conventional structure _' can be used to display the ignition signal or the fuel supply modulation parameter to modulate the ignition signal and the fuel supply signal of the driving computer ECU, and the engine can achieve the desired operation mode by controlling; It still has the following shortcomings: Because the display screen of the setting display module is too small, the sensing signals of the sensing signals and the control of the engine operation cannot be displayed at the same time, and the sensing signals and the control signals cannot be represented by curves. The actual value, which caused the inconvenience and trouble of viewing and operation 4 201231330. 2. Since there is no running operation recording function, it is impossible to control the running control parameters of the engine according to the history of the engine running state, thus making the vehicle unable to achieve better engine running efficiency. 3. It is to change the operation control parameters of the driving computer Ecu by means of input ignition and oil supply modulation parameters. Because the general user is more difficult to understand the principle of the modulation parameters, the operation process towel will have many problems of separation. For example, if the air (a/f) control is set to the standard value of 14.7 (A/F), it must be repeatedly adjusted and matched with different combinations of ignition or fuel supply modulation parameters. The air-fuel ratio (A/F) is controlled within the range of the standard value, resulting in an increase in adjustment man-hours, more fuel consumption, and difficulty in handling. SUMMARY OF THE INVENTION A first object of the present invention is to provide a method for monitoring and adjusting a running state of a vehicle engine, which mainly sets a judgment condition as a throttle opening degree and a corresponding swaying value, and the I parameter for the input of Lu is set to The air-fuel ratio can not only easily adjust the required air-fuel ratio (A/F), so that the engine can achieve the desired form of operation output mode, and let the user through a more simple and easy-to-understand operation interface. In operation, the optimal running performance of the engine can be easily modulated, so that the adjustment work time is shorter, the operation and the viewing are more convenient, and the explosion problem can be overcome to reduce the engine damage. It meets emission emission inspection standards and saves fuel costs, and can improve many features such as horsepower output. To achieve the above-mentioned effects, the technical means adopted by the present invention is based on the information device implementation 201231330 line-monitoring adjustment software' to enable the information device to display at least one picture, the screen display includes a plurality of side engine operation status information, and at least - available Setting the operation interface of at least the number of operation controllers, and performing the following steps through the operation interface, the condition sensitive step: displaying at least two input interfaces for selecting the lock opening degree on the operation interface; Input step: inputting the air-fuel ratio parameter at the first input interface of each throttle opening; the modulation step: the driving computer (Ei) is operated according to the lock oil Η and the input (four), the parameter _ is at least changed The control call parameter 'when the vehicle reaches the locked throttle opening degree, the line brain (10)) controls the air-fuel ratio (A/F) of the exhaust gas generated by the engine operation within the preset air-fuel ratio parameter range. A second object of the present invention is to provide a method for monitoring the running state of a vehicle engine which can continuously maintain a slight amount of fuel injection during oil return, and to generate an engine damage caused by the introduction of the engine. To achieve the above-mentioned effects, the technical means adopted by the present invention further includes an oil-sliding re-detection step, wherein the operation interface displays a plurality of second input interfaces for selectively setting the first supplemental lure parameters, each of which The second input interface corresponds to an engine speed value. When the throttle of the vehicle is closed and the engine reaches the corresponding speed value, the driving computer (10) compensates the engine for the amount corresponding to the first compensation parameter. A second object of the present invention is to provide a method for adjusting the fuel injection amount of a vehicle that can compensate for the fuel injection amount at the half throttle opening degree and the full throttle opening degree, thereby achieving a slight increase or a slight increase in the corresponding rotational speed value. Lower the amount of oil. To achieve the above-mentioned effects, the technical means adopted by the present invention further includes the following steps in the modulation step 201231330: Half throttle opening compensation: displaying a plurality of options for setting the first compensation parameter on the operation interface. a fourth input interface, each of the fourth input interfaces corresponding to an engine speed value. When the vehicle is at a half throttle opening degree and the engine reaches the corresponding speed value, the driving computer (ECU) compensates the engine The second compensation parameter corresponds to the amount of fuel injected. A full throttle opening compensation: displaying a plurality of fifth input interfaces for selecting and modifying a third compensation parameter on the operation interface, each of the fifth input interfaces corresponding to an engine speed value 'When the vehicle is at the full throttle When the engine reaches the corresponding speed value, the driving computer (ECU) compensates the engine for a fuel injection amount corresponding to the third compensation parameter. A fourth object of the present invention is to provide a method for monitoring and adjusting a running state of a vehicle engine with various sensing signals and engine operating state recording functions, so that various operating parameters of the engine can be adjusted according to various historical records of engine operation, and further Achieve better optimized engine operation tuning. In order to achieve the above-mentioned effects, the technical means adopted by the present invention is to display the catalogue of the open-up project including the open-up project, and to display the engine operation status of the engine. The computer (ECU) includes a signal processing unit, a signal input and output unit, and a memory module. The memory module includes a first memory unit for storing a plurality of the operation control parameters, and a second memory unit. The number of operation control parameters includes code, exhaustion, and basic fuel supply parameters; *Base: two parameters, modulation ignition parameters, and modulation parameters, 哕兮 虚 虚, 土 '' The reduction treatment is based on each sensing 201231330 signal And the operation control parameter is calculated to output at least one control signal, and the signal processing unit writes each of the sensing signals and the control signal in the file data form in the second memory unit in sequence, when the file is opened When the directory or the engine operation is selected, the file data can be output to the information device through the signal output means, and then the information device is The screen display corresponding to at least a graph of the archival material. [Embodiment] • The technical concept and features of the present invention are shown in the first to third figures. The technical concept of the present invention is to use the signal output means (20) to sense the signals of the engine in the driving computer (10) (10) and The control signal is transmitted to the information device (10) so that the user can perform interpretation, display, and related adjustment operation settings on the information device (10). According to the present invention, the judgment condition is set to the accelerator opening degree (ie, the opening angle of the throttle valve), and the rotational speed value corresponding to each throttle opening degree, and the available modulation parameter is set to an air-fuel ratio corresponding to the air-fuel ratio value. The Lu number allows the average user to easily adjust the required air-fuel ratio (a/f) so that the engine can achieve the desired output output mode and is easier to understand. The operation interface (31) allows the user to easily modulate the optimally ideal operation of the engine in operation _ parameters, _ has a short time, easy to operate and watch, and can be closed, Reduce engine damage, meet emission standards, save fuel costs, and improve many features such as horse reading. j 贰. Basic technical features of the present invention 201231330 凊 Referring to the first to second and sixth figures, based on the above-mentioned efficacy purposes, the basic technical features of the present invention provide a line computer (10) (ECU), a signal output means ( 20) and an information device (30) connected to the driving computer (丨〇) (ECU) signal through the signal output means (2), and performing a monitoring and adjusting software on the information device (30) to enable the information device ( 30) displaying at least one side, and displaying, on the screen, information including a plurality of engine operating states, and at least one operating interface (31) operable by the user to adjust at least one operating control parameter of the driving computer (10XECU), The user can perform the following steps through the operation interface (31): 0) Conditional locking step: displaying at least two input interfaces (3la) for selectively locking the accelerator opening on the operation interface (31), wherein The specific embodiment of the throttle opening includes a full throttle opening, a three-quarter throttle opening, a half-throttle opening, and a quarter throttle opening; or a percentage indicating the throttle opening, as shown in the fourth figure. Show fuel meter. Furthermore, the above-described accelerator opening degree means the opening angle of the throttle of the vehicle. (2) Parameter input step: input an air-fuel ratio parameter at the first input interface (31a) φ of each locked throttle opening degree, wherein the specific embodiment of the air-fuel ratio parameter is 10 of the actual air-fuel ratio (A/F) The range of the left and right, for example, the air-fuel ratio is 14.7, and the air-fuel ratio parameter is 147 ' as shown in the fourth and fifth figures. (3) Modulation step: The driving computer (l〇) (ECU) adjusts the operation control parameters of the driving computer (l〇) (ECU) according to the locking throttle opening degree and the input air-fuel ratio parameter, when the vehicle reaches the locked throttle At the opening degree, the driving computer (10) (ECU) controls the air-fuel ratio (A/F) of the exhaust gas generated by the engine operation within a preset air-fuel ratio parameter range, and the air-fuel ratio parameter can be set to a range of about 120. ~160 or so, when the input parameter is larger (such as 201231330 160=A/F16.G), it means that the air-fuel ratio (a/f) of the engine exhaust gas is thinner, the fuel injection is reduced, and the engine horsepower output is more Small; on the contrary, the smaller the input parameter (such as 120=A/F12._ represents the higher the air-fuel ratio (a/f) of the exhaust gas discharged from the engine, the larger the fuel injection, the larger the engine horsepower output. The implementation of the interface of the interface 3.1 1 connection ECU directory 凊 see attachment ® 1 shown in the example of the towel, can be displayed in the operation interface (3) a link to the Ecu directory, when the user clicks on this directory, then Enter - a page that displays engine operating status information for monitoring or diagnostic engine The operating state of the engine is as follows: the engine signal status information includes the various signals, and a control signal to the J, wherein the sensing signals include the throttle opening signal (TPS), the idle air signal (ISC), and the air. Fuel ratio (A/F), engine speed signal (RPM) speed indicator, engine temperature signal (10) AD) 'intake temperature signal (leg), intake pressure 峨 (MAP) and battery yoke; as for the signal is ignition The signal signal and the fuel supply signal, the ignition signal is the timing control signal of the ignition timing, and the specific modulation method is to change the fire (four) degree; in addition, the oil supply system is the point fuel supply timing and the fuel supply pulse. The timing control signal of the wave is specifically changed by changing the fuel supply timing or changing the width of the oil supply pulse wave. 3.2 For the catalogue of the fuel supply table, please refer to the attached figure 2 and the fifth figure. In this embodiment, the display interface (31) can be displayed with - for selection and display of the first-input interface (31a) , the first input interface (31b), the third input interface (31C), the fourth input interface (3) d), and the 201231330 fifth input interface (31e) of the fuel supply list; in other words, the first input interface (3ia) The first input interface (31b), the third input interface (31c), the fourth input interface (31d), and the fifth input interface (31e) are sub-pages of the operation interface (31). 3.3 Ignition curve setting interface Please refer to the attached figure 1 for the purpose of providing more professional and multi-dimensional ignition modulation option. In this embodiment, the display interface (31) can include an ignition curve setting interface. When the ignition curve setting interface inputs an ignition modulation parameter, the ignition signal outputted by the driving computer (10) (ECU) can be φ, and in a more specific embodiment, the following parameters are available for inputting the modulation parameter. Subfields: (1) low deg: The ignition angle at which the idle speed can be input. (2) RPM1: For input start speed. (3) RPM1 deg : The ignition angle at which the starting speed can be input. (4) RPM2: Available for input mid-speed. (5) RPM2 deg : The ignition angle for inputting the middle speed. Lu (6) SEC 1 : Available for entering the first delay time. (7) SEC 1 deg : The ignition angle after the first delay time has elapsed. (8) SEC 2: Available for the second delay time. (9) SEC 2 deg : The ignition angle after the second delay time has elapsed. (10) 3D-Mode: Ignition mode 2D or 3D. The 3D mode automatically increases the ignition angle according to the engine load. It has a five-segment mode and is valid until the (TPS) throttle opening exceeds 8〇%. 3· 4 basic oil supply curve setting interface 201231330 Please refer to the attached 丨, in order to provide more professional and diversified oil supply adjustment options, in this implementation, can be included in the operation interface (31) age The basic fuel supply curve setting interface 'When the supply and closing line setting interface is input to the oil supply adjustment parameter', the fuel supply signal of the output (10) (10) can be adjusted. Including the following available for input: 八(1)Kick-down TPS throttle opening exceeds _ after the ignition angle accelerates to compensate. It can compensate for within 3 seconds, the ignition angle 'row, lower through the mountain road The angle is set to OFF. ° (2) Injectior idle main injection quantity: adjust this value to the injector, the larger the value, the more fuel injection, RACING 125 original injector: inject〇r=25〇, change 10 holes '12 holes Or 250cc injector: Injector=230~150 Adjust when replacing the injector or camshaft. (3) The main injection quantity of the Injectior 2 destruction oil: the adjustment method is the same as the idle main injection quantity. (4) Middle-AFR medium-speed closed loop corrected air-fuel ratio concentration: range 12. 8~17 ' Thin mode (A/F: 17), rich mode (A/F: 12. 8), in ' Middle-02 , set to ON to be valid. (5) Start start compensation: The amount of compensation oil when starting the engine is adjusted after breaking (ISC-Air, PWM-Air). The larger the value is from 4500 to 7500, the more fuel is injected. (6) ISC PWM-Air idle air volume: After adjusting this value to the hot car, the idle air value on the left side of the kneading surface can be increased by 5~15. [S1 12 201231330 (7) Back-Brake: Engine brake control when returning to oil: Range 〇 5〇 〇 = shorter sliding distance, 50 = longer sliding distance. (8) Slow-Lock idle speed lock value: The recommended value is 165〇 rpm~175〇 rpm. The ISC idle speed controller or PWM idle bypass valve will automatically adjust the air volume. (9) Air-fuel ratio concentration corrected for Slow-AFR idle closed circuit: range 〇1〇〇, lean mode (A/F: 17), rich mode (A/F: 12 8), at, S1〇w_〇2 When it is set to (10), it is valid. • 〇〇) TILT Turn-On Sensor: Turns the sensor function switch on. It is strongly recommended to set it to 0N ’. The vehicle will turn off within 5 seconds after turning down. The fault light is blazed. After the power is turned off, the engine can be started. 3'5 oxygen sensor setting interface, please refer to the attached figure shown in Figure 1. In this embodiment, the operation interface (31) can be displayed with an oxygen-containing sensing H setting interface, when the oxygen sensing batch interface is input. In the case of an air-fuel ratio parameter, the concentration ratio of the engine exhaust gas air-fuel ratio can be changed; in a more specific embodiment, the following subfields for inputting the modulation parameters are included: (1) 02 A/ F closed loop lock target air-fuel ratio: air-fuel ratio A/F: i 2. i 3. 5 recommended value is 12.7 13. 2. At full throttle (Tps is greater than 9〇%), oil supply correction will target this value Self-secret is supplying oil. If you do not use this Wei, Weng (10)-speed is set to OFF). (2) The speed at which the 02-RPM P object starts to lock: If this value is set to 6000 rpm 'The watch is not in the full throttle state and the speed exceeds _ 〇, the oil supply repair 13 201231330 is going to (02-A/F The value of the closed loop lock target air-fuel ratio is the target, and the fuel supply amount is automatically corrected. (3) Correction speed of A/F-speed closed loop lock: The recommended value is 2~5%. The larger the value, the faster the correction speed, but it is easy to cause the oil supply curve to be wavy (sudden too thick or too thin). If set to OFF 'When the throttle opening (TPS) is greater than 90%, it will enter the open loop mode. (4) Slow-02 idle air-fuel ratio correction: The air-fuel ratio at idle is corrected for oil supply. • (5) Middle_02 light load air-fuel ratio correction: Correct the fuel supply amount in the fuel-saving mode before the throttle opening (TPS) is 90%. 3. 6 hardware setting interface 凊 See the attached figure shown in FIG. 1 , in this embodiment, the operating interface ( 31 ) can be displayed with a hardware setting interface ′ in a more specific embodiment of the towel, including The following subfields for inputting modulation parameters: (1) Bore setting • Available for cylinder size setting. Xin (2) Itinerary setting: Increase the stroke by 100 = increase the coffee. (3) Temperature sensor setting: It is available to set the temperature sensor. (4) Throttle type: five-stage throttle (combat or RV_25〇, control off system), or SYM-180, 30-face throttle (control bypass valve system). (5) Intake pressure sensor, "strong TR sound" intake pressure sensor or combat" five-phase intake pressure sensor, or "嶋·_1〇〇" intake pressure sensor, or "Jane" change 3 〇 节 throttle valve, or a gas pressure sensor. 201231330 3.7 Fault light description catalogue please refer to the attachment @Π, 4*, in this real customs towel, can be _ interface (31) display includes faulty lamp description directory, when the user clicks this directory, it will enter a display A page that does not report fault information, including a display of a light number indicating a faulty mechanical component, and a specific fault text description.具体·Modification of the modulation step 4.1 Setting operation of the air-fuel ratio parameter • Please refer to the fourth and fifth figures. In a specific embodiment, each throttle opening input interface (31a) corresponds to a rotational speed value. The throttle opening degree and the corresponding rotation speed value are used as a determination basis for executing a preset air-fuel ratio parameter by the driving computer (1〇) (ECU); in other words, when the vehicle reaches the locked accelerator opening degree and reaches the corresponding rotation speed value. The driving computer (10) (ECU) controls the air-fuel ratio (A/F) of the exhaust gas generated by the engine operation within a preset air-fuel ratio parameter range. Specifically, each of the throttle opening input interfaces (31a) has a plurality of φ overlapping positions from top to bottom, each of which corresponds to a different rotational speed value. For example, the example of the half-throttle opening field is described. Taking the fifth figure as an example, it is set to have an air-fuel ratio parameter 丨47 at the half-throttle opening corresponding to the rotational speed value of 1000 rpm; and corresponding to the half-throttle opening. The air-fuel ratio parameter 14 设定 is set for the stop position with the rotational speed value of 2000 rpm; and the air-fuel ratio parameter 135 is set for the field with the semi-throttle opening corresponding to the rotational speed value of 3500 rpm. When the vehicle reaches the locked half throttle opening and reaches the rotational speed value of 1000 rpm, the driving computer (10) (ECU) controls the air-fuel ratio (A/F) of the exhaust gas generated by the engine operation to the preset air-fuel ratio parameter 147. Within the scope, that is, the actual air-fuel ratio [S] 15 201231330 (A/F) 14.7, so that the air-fuel ratio (A/F) concentration of the vehicle exhaust gas is moderate to meet the environmental protection test standards, and the fuel injection amount is Moderately, the output of the engine horsepower is moderate; in addition, when the vehicle reaches the locked half throttle opening and reaches the speed value of 2 rpm, the driving computer (10) (ECU) causes the air-fuel ratio of the exhaust gas generated by the engine operation ( A/F) is controlled within the range of the preset air-fuel ratio parameter 140, that is, the actual air-fuel ratio value 〇, so that the air-fuel ratio (A/F) concentration of the vehicle exhaust gas is slightly higher than the air-fuel ratio parameter of 147. The fuel injection amount is slightly higher than the air-fuel ratio parameter of 147. The output of the engine horsepower is slightly larger than the fuel-fuel ratio parameter of 147. When the vehicle reaches the locked half-throttle opening and reaches the rotational speed value of 3500 rpm. At the time, the driving computer (10) (ECU) causes the exhaust gas generated by the engine to operate. The air-fuel ratio (A/F) is controlled within the range of the preset air-fuel ratio parameter, that is, the actual air-fuel ratio (A/F) of 13.5, so that the air-fuel ratio (A/F) of the vehicle exhaust gas can be used. The relative air-fuel ratio parameters are higher at 147 and 140, and the fuel injection is also higher than the air-fuel ratio parameters of 147 and 140. The engine horsepower output is larger than the air-fuel ratio parameters of 147 and 140. • For example, the full throttle opening position is used as an example. It is known from the fifth figure that the air-fuel ratio parameter is set to 134 in the field with the full throttle opening corresponding to the rotational speed value of 4000 rpm, when the vehicle reaches the locked full throttle. When the opening degree is reached and the rotational speed value is 4 rpm, the driving computer (10XECU) controls the air-fuel ratio (A/F) of the exhaust gas generated by the engine operation within the range of the preset air-fuel ratio parameter 134, that is, the actual empty The fuel ratio (A/F) 13 4, so that the vehicle exhaust gas ratio (A / F) concentration of the mechanical contact parameters 7 7, (10) and 135b is high, the fuel injection is relatively air-fuel ratio parameter is 147, At (10) and 135 hours, the output of the engine horsepower is larger than the air-fuel ratio parameters of 147, 14 and 135. m 16 201231330 4· 2 specific implementation of the oil return slip compensation step, please refer to the fifth figure and the attached figure 1 shown in the figure, the present invention further includes an oil return slip compensation step in the adjustment step, which is displayed on the operation interface (31). a second input interface (31b) for selecting a first compensation parameter, each second input interface (31b) corresponding to a different speed value, when the throttle of the vehicle is closed and the engine reaches a corresponding speed value, the driving computer (10XECU) compensates the engine for a fuel injection amount corresponding to the first compensation parameter. The settable range of the first compensation parameter is about (_39)~(+1〇〇). Generally speaking, the larger the value The more the fuel injection amount is, the parameter (-40) means that the injector does not spray oil, that is, it does not return oil compensation. It is generally recommended that when the vehicle is slid back, it is best to let the spray/supply continue to spray the oil, and adjust the air-fuel ratio (A/f) of the oil return to a proper amount to maintain between 13 and 14. 7 The rise in temperature. 4· 3 modified speed step specific implementation 凊 see the fifth figure and the attached figure 1 shown, the present invention further includes a correction speed step in the modulation step 'connected to the operation interface (8) to display an optional setting correction speed Lu The third input interface (batch) of the degree parameter, each third input interface corresponding to different speed values, used to control the air-fuel ratio (A/F) of the exhaust gas to the speed of the preset air-fuel ratio parameter, and the God corrects the fuel injection _ _ set the speed of the parameter, this correction speed parameter range from 0 (slow speed correction) ~ 150 (quick correction), the correction speed is too fast will make the air-fuel ratio wave curve '- the general recommended range is about 2 (large mouth nozzle ) ~ is the (small injector) between. 4.4 Refer to the fifth figure and the attached figure for the specific implementation of the full/half throttle opening compensation step. 'The invention includes the control steps under S1 17 201231330 in the modulation step: (1) Half throttle opening compensation : a fourth input interface (31d) for selectively setting the second compensation parameter is displayed on the operation interface (31), and each fourth input interface ((10) corresponds to a non-speed value when the vehicle is half-oiled and The engine system corresponds to the speed value of the car _ (1___ _ _ compensation - corresponding to the second surface parameter = fuel injection amount, the range of this second compensation parameter is about (_1 〇〇)% (reduced fuel injection) - (+150)% (増加油量量). (2) King throttle opening compensation is displayed on the operation interface (μ). A fifth input interface (仏) is available to select the third compensation parameter. The five-input interface (31e) corresponds to a non-speed value. When the vehicle is at full oil (10) degrees and the engine reaches the corresponding speed value, the driving computer ((8)(10)) compensates the engine for the fuel amount corresponding to the third compensation parameter. The value of this third compensation parameter is (_1()())% (reduced fuel injection 1)~(+150)% (increased fuel injection amount). For the specific implementation of the brain (ECU), please refer to the figures 1-3. The driving computer (10) (ECU) used in the present invention is designed and developed by the applicant, so it can be used for the driving computer (ECU). The operation control parameter is made into the step-by-step method. The driving fine (1G) (foot) includes a signal processing unit (1), a signal output unit (10) and a memory module (10). (13) comprising a first memory unit (130) for storing a plurality of operational control parameters, and a second memory unit (131), wherein the operational control parameters include a code, a fault code, a basic fuel supply parameter, and a basic ignition The parameters and the parameters of the Shaoguan County oil supply parameter and the basic ignition parameter residual parameter, the signal processing unit (1) is calculated according to each sense signal 201231330 and each operation control parameter, and then outputs at least one control signal (such as oil supply signal and ignition) The signal processing unit (10) then sequentially writes the sensing signals and the control signals in the second memory unit (] 3 i) in the form of the slot data. Specifically, when the signal processing unit receives the calibration command (such as the air-fuel ratio parameter or other input parameter) transmitted by the information device (3〇), a modulation parameter corresponding to the calibration command is generated, and the signal processing is performed. Unit (1)) adds or subtracts the basic fuel supply parameter or the basic ignition parameter to obtain the parameterized operation control φ parameter 'At this time, the driving computer OOXECU) automatically changes the ignition signal of the ignition signal. At the same time, the fuel supply timing of the fuel supply signal and the fuel supply pulse width are modulated in response to the ignition signal. When the user sets the air-fuel ratio parameter of 147 value in the field where the half-throttle opening degree and the rotation speed value are 1 〇〇〇, the signal processing unit (丨1) outputs and modulates after the rotation speed is 1 〇〇〇. The operation control parameter corresponds to the control signal, and the control signal is the fuel supply signal that has been modulated (ie, changing the fuel supply amount, the fuel supply timing), and the already modulated ignition signal (ie, changing the ignition timing). Φ 4.6 Driving operation record diagnosis The specific implementation of the operation is shown in Figure 1, 3 and Figure 5. In this embodiment, an open file directory and an engine operation record directory can be displayed on the side of the screen. When the slot directory is the engine operation record directory, the file data stored in the second memory unit (131) of the driving computer (10XECU) can be output to the information device (3〇) through the signal output means (2〇). And then display a graph corresponding to the archive data on the side of the information device (3〇), as shown in the attached figure 3, or as shown in the attached figure of the two file values. The sensing signals, the oil supply information 201231330 and the ignition signal can be recorded, and the recorded information is analyzed and displayed with the information device (30) as a reference for fault diagnosis or parameter adjustment, and You can learn about the engine operation information under actual driving conditions, and then achieve better engine operation requirements and parameter adjustment purposes, so as to improve the engine's running efficiency, and can not record the history of the game. Be significant anomaly viewing and diagnosis, and thus enhance the accuracy of diagnosis of engine operation. The specific embodiment of the second memory unit (131) may be a random access memory (RAM), and the signal output means (20) is a transmission interface (USB), or a wireless signal transmission mode. The group is configured to transmit the file data stored in the memory to the information device (10) (ie, a general computer). In addition, it is better to judge the difference between the two kinds of slot curves by comparing the list of the two scenes in the screen display 7F-the list of the two health comparison curves page, so that the time point of the failure is easily judged. And information about the failure of the machine (such as the sensor). Wu. Conclusion _ In view of the above structure, the present invention does have the following characteristics: 1. The present invention sets the blue condition as the throttle opening and the honest rotational speed value, as for the adjustment of the available input. The parameter is set to the air-fuel ratio value, which not only can easily adjust the required air-fuel ratio (A/F), so that the engine can achieve the desired mode of operation mode output, and through a more simple and easy-to-understand operation interface. For the user to operate: to easily modulate the best idealized running performance of the engine, so it has shorter adjustment time, easier and easier to operate and watch, and can overcome the problem of knocking, ί S } 20 201231330 Reduces the financial level of the engine, meets the requirements of the exhaust gas emission test and saves fuel, and can improve the horsepower output and many other characteristics. 2. The invention can make the vehicle continue to spray a small amount of oil during the oil-sliding to prevent the engine from being caused by the temperature rise (4), the engine condition is generated, and the fuel injection amount can be compensated for the half-throttle opening and the full oil (10) degree. When the corresponding Wei value is reached, the fuel injection amount can be slightly increased or decreased. 3. The invention has various sensing signals and engine running state recording functions, so
可依據引擎_之各賴史記錄來驗脾的各項聊參數，進 而達到較佳化的引擎運轉調校之目的。 須陳明者，以上所述乃是本發明較佳具體的實施例，若依本 發明之構想所狀改變，其產生之雜作用，仍未超纽明書與 圖示所涵蓋之精神時’均應在本發明之範_，合予陳明。 綜上所述，本發明之整體結構，確實是實用性極高的發明， 並可廣泛絲於大多數之機動車_上，並且可以有效改善習用所 產生之缺失，本發明所具定於申請專纖圍之結構特徵，未 見於同類物品，且騎雛触频，已縣發财利要件 依法具文提出申請，崎釣局依法核予專利以維護 合法之權益。 【圖式簡單說明】 第一圖係本發明硬體架構之連結示意圖。 第二圖係本發明另-種硬體架構之連結示意圖。 第三圖係本發明基本電路之控制方塊示意圖。 201231330 第四圖係本發明一種輸入界面的實施示意圖。 第五圖係本發明另一種輸入界面的實施示意圖。 第六圖係本發明調校方法的步驟實施示意圖。 附件： 圖1係本發_作界面_示畫面；圖2係本發日滕油表之顯示晝 面；圖3係本發明開啟檔案目錄開啟後的顯示晝面；圖4係本發明According to the history records of the engine, the parameters of the spleen can be checked to achieve the purpose of optimizing the engine operation. It should be noted that the above is a preferred embodiment of the present invention, and if it is changed according to the concept of the present invention, the miscellaneous effects produced by it are still beyond the spirit of the New York Book and the drawings. All should be in the scope of the invention, combined with Chen Ming. In summary, the overall structure of the present invention is indeed an extremely practical invention, and can be widely used in most motor vehicles, and can effectively improve the defects caused by the use, and the present invention is applied for The structural features of the special fiber enclosure are not found in similar items, and the frequency of riding the chicks has been applied for by the county. The Kawasaki Bureau has granted patents in accordance with the law to protect the legitimate rights and interests. BRIEF DESCRIPTION OF THE DRAWINGS The first figure is a schematic diagram of the connection of the hardware architecture of the present invention. The second figure is a schematic diagram of the connection of another hardware architecture of the present invention. The third figure is a schematic diagram of a control block of the basic circuit of the present invention. 201231330 The fourth figure is a schematic diagram of the implementation of an input interface of the present invention. The fifth figure is a schematic diagram of the implementation of another input interface of the present invention. The sixth drawing is a schematic diagram of the steps of the calibration method of the present invention. Attachment: Fig. 1 is a display screen of the present invention; Fig. 2 is a display screen of the present invention; Fig. 3 is a display screen after the opening of the archive directory of the present invention;
故障燈說明目錄開啟後的顯示畫面；圖5係本發明二個檔案數值比 對的顯示畫面。The fault light indicates the display screen after the directory is opened; Fig. 5 shows the display screen of the two file values of the present invention.
【主要元件符號說明】 (10)行車電腦 (12)訊號輸出入部 (130)第一記憶單元 (20)訊號輸出手段 (31)操作界面 (31b)第二輸入界面 (31d)第四輸入界面 (11)訊號處理單元 (13)記憶模組 (131)第二記憶單元 (30)資訊裝置 (31a)輸入界面 (31c)第三輸入界面 (31 e)第五輸入界面 m 22[Description of main component symbols] (10) Driving computer (12) Signal input/output section (130) First memory unit (20) Signal output means (31) Operation interface (31b) Second input interface (31d) Fourth input interface ( 11) Signal processing unit (13) Memory module (131) Second memory unit (30) Information device (31a) Input interface (31c) Third input interface (31 e) Fifth input interface m 22