1272343 九、發明說明： 【發明所屬之技術領域】 本發明係關於一種引擎喷油控制裝置及其方法，尤指 利用JK正反器之正邊緣觸發、引擎點火線圈之點火電壓及 二及閘控制喷油嘴以引擎兩轉為週期喷油者。 【先前技術】 内燃引擎廣泛的使用於各式交通工具中，在空中行駛 的交通工具，如螺旋槳之客機、貨機及表演機….等，在陸 上行駛的交通工具，如小客車、巴士及貨車...等，在海上 行駛的交通工具，如渡輪、漁船及客輪...等。内燃引擎可 分為汽油内燃引擎及柴油内燃引擎，汽油内燃引擎又可分 為二行程内燃引擎及四行程内燃引擎，而柴油内燃引擎則 為四行程内燃引擎。其中，二行程内燃引擎的燃油效率較 四行程内燃引擎差，油耗及排放的汙染物也多，因此目前 較常使用於排氣量小的機車上，反觀四行程内燃引擎，其 燃油效率佳，油耗及排放的汙染物也少，在現今重視環保 的觀念下，四行程内燃引擎較受歡迎。 四行程内燃引擎的特性為每兩轉完成一個循環，所以 喷油嘴需於引擎每兩轉提供一次喷油，其可使引擎的燃油 效率高、油耗低及污染少，習知控制四行程内燃引擎每兩 轉產生一次喷油的時機主要是利用曲軸位置感知器及凸輪 軸位置感知器，但由於凸輪軸位置感知器的價格昂貴，如 其安裝於引擎上會使引擎整體的製造成本提高，.因此，如 1272343 :出：種引擎喷油控制袭置及其方法，以㈣ 不而使用凸輪轴位置感知器亦能使引擎每兩轉產生 一:人贺油訊號，將是本發明所欲積極探討之處。 【發明内容】 =於上述習知之缺憾，創作人有感其未臻於完善， =/、心智“研究克服’憑其從事該項產 、=’；而研發出-種引擎喷油控制裝置及其方法心 A而使用凸輪軸位置感知器亦能使引擎每兩轉產生一 次贺油訊號的目的。 古冰本Π之主要目的在提供—㈣擎喷油㈣裝置及其 /、藉著正反$之正邊緣觸發、彡丨擎,點火線圈之點 的=及二及閘’進而達到引擎每兩轉產生一次喷油訊號 的目的。 為，上述目的，本發明之一樣態為一種引擎喷油控制 二置/包含一控制單元’其根據一時脈訊號及一點火電 益喊產生-噴油訊號，並根據該噴油訊號控制喷油嘴喷 =;其中該時脈訊號以引擎一轉為週期’該喷油訊號以引 口手兩轉為週期，且該點火電壓訊號由點火線圈產生。 本發明之另一樣態為一種引擎噴油控制方法，其包 ^ :⑴提供—控鮮元，使該控解元根據—時脈訊號及 :點火電壓訊號產生-噴油訊號；其中，該時脈訊號以引 °手-轉為週期’該喷油訊號以引擎兩轉為週期，該點火電 壓訊號由點火線圈產生；⑺根據該喷油訊號控制喷油嘴喷 7 !272343 油0 【實施方式】 為使貴審查委員充分暸解本發明之目的、特徵及功 效，茲藉由下述具體之實施例，並配合所附之圖式，對本 發明做一詳細說明，說明如後： 第一及第二圖分別為本發明之較佳實施例的示意圖及 訊號圖，如圖所示，本發明之一種引擎喷油控制裝置包含 一控制單元i，其包含一 JK正反器i工、二及閘i 2及一 贺油電路1 3。控制單元1取代四行程内燃引擎（圖未示） 中的凸輪轴位置感知器（圖未示），設置於引擎中的曲軸位 置感知器（圖未示）產生曲軸位置訊號4，其輸入至引擎 的電子控制單元（ECU) 2產生以引擎—轉為週期的時脈 成说（CLK) 1 4 ’再將其輸入至控制單元丄，時脈訊號 t 4 一分為三分別輸入至JK正反器i 時脈輸入端及 —及閘（AND) 1 2之輸入端，分別給予JK正反器工工之 J輸入端及K輸入端5伏特的電壓，使其預設值分別為1， 由於JK正反器丄工具有正邊緣觸發的特性，其使時脈訊號 1 4轉換成一正Q訊號1 5及一反Q訊號丄6，再分別輸 入至二及閘！ 2之另一輸入端，二及閘i 2分別整合正q 訊號1 5與時脈訊號i 4及反Q訊號i 6與時脈訊號工 4，以分別產生以引擎兩轉為週期的第一訊號1 7及第二 訊號1 8。 一 由於第-訊號1 7及第二訊號i 8皆以引擎兩轉為週 1272343 - 期’其相互偏移引擎一轉的時間，因此為判別正確的噴油 訊號1 9，本發明人將第一訊號工7、第二訊號工8及點 火線圈產生的點火電I訊號5輪人至喷油3，其 中，點火電壓訊號5以引擎一轉為週期。第三及第四圖分 別為本發明之較佳實施例喷油時機判別流程的示意圖及點 =電壓與喷油訊號圖’如圖所示，當引擎位於壓縮上死點 時’其汽缸内壓力較大，故點火電堡較大，當引擎位於排 魯氣上死點時’其汽叙内壓力較小，故點火電壓較小，喷油 電路1 3便以此判別正確的喷油時機，當該次的點火電壓 較雨:次的點火電壓小時即為喷油時機，喷油電路工3再 遥擇第。ii號1 7或第二訊號1 §中可同步於該喷油時機 的訊號作為喷油訊號工9，以使正確的喷油訊號工9傳給 噴油嘴3喷油。 應用上述裝置，本發明之另一樣態為一種引擎喷油控 制方法’其包含： φ (1)提供-控制單元，使其包含—Η正反器、、二及間及一 喷油電路； (2) 使JK正反器之j輸入端及κ輸入端分別預設為高電位； (3) 使時脈訊號分別輸人正反器之時脈輸人端及二及 閘，其中，日守脈訊號由電子控制單元根據曲軸位置訊號 * 產生，曲軸位置訊號由曲軸位置感知器產生，時脈訊號 ， 以引擎一轉為週期； (4) 使JK正反器產生之正q訊號及反Q訊號分別輸入二及 閘，使二及閘分別產生第一訊號及第二訊號；其中，第 9 1272343 一訊號及第二訊號分別以引擎兩轉為週期； (5) 使第一訊號、第二訊號及點火電壓訊號輸入喷油電路， 喷油電路選擇點火電壓訊號中，點火電壓小於前一次的 點火電壓為喷油時機； (6) 選擇第一訊號或第二訊號中，與喷油時機同步的訊號為 喷油訊號，將其輸入喷油嘴控制喷油。 如上所述，本發明完全符合專利三要件：新穎性、進 步性和產業上的可利用性。以新穎性和進步性而言，本發 明係利用JK正反器之正邊緣觸發、引擎點火線圈之點火電 壓及二及閘，進而達到引擎每兩轉產生一次喷油訊號的目 的；就產業上的可利用性而言，利用本發明所衍生的產品， 當可充分滿足目前市場的需求。 本發明在上文中已以較佳實施例揭露，然熟習本項技 術者應理解的是，該實施例僅用於描繪本發明，而不應解 讀為限制本發明之範圍。應注意的是，舉凡與該實施例等 效之變化與置換，均應設為涵蓋於本發明之範疇内。因此， 本發明之保護範圍當以下文之申請專利範圍所界定者為 準。 【圖式簡單說明】 第一圖為本發明之較佳實施例的示意圖 第二圖為本發明之較佳實施例的訊號圖 第三圖為本發明之較佳實施例喷油時機判別流程的示意圖 第四圖為本發明之較佳實施例的點火電壓與喷油訊號圖 10 1272343 【主要元件符號說明】 1控制單元 1 1 JK正反器 1 2 及閘（AND ) 1 3喷油電路 1 4時脈訊號（CLK) • 1 5正Q訊號 • 1 6反Q訊號 • 1 7第-訊號 1 8第二訊號 1 9喷油訊號 2電子控制單元（ECU) 3喷油嘴 4曲軸位置訊號 5點火電壓訊號1272343 IX. Description of the Invention: [Technical Field] The present invention relates to an engine fuel injection control device and a method thereof, and more particularly to using a positive edge trigger of a JK flip-flop, an ignition voltage of an engine ignition coil, and a second gate control The injector is a fuel injector with two cycles of the engine. [Prior Art] Internal combustion engines are widely used in various types of vehicles, such as propellers, freighters, and performance machines, such as propellers, freighters, and performance machines, such as passenger cars, buses, and trucks. ...etc., vehicles that travel at sea, such as ferries, fishing boats, and passenger ships...etc. The internal combustion engine can be divided into a gasoline internal combustion engine and a diesel internal combustion engine. The gasoline internal combustion engine can be divided into a two-stroke internal combustion engine and a four-stroke internal combustion engine, while the diesel internal combustion engine is a four-stroke internal combustion engine. Among them, the fuel efficiency of the two-stroke internal combustion engine is worse than that of the four-stroke internal combustion engine, and the fuel consumption and pollutants are also more. Therefore, it is more commonly used on locomotives with a small displacement. In contrast, the four-stroke internal combustion engine has good fuel efficiency. There are also fewer fuel consumption and emissions, and the four-stroke internal combustion engine is more popular under the current concept of environmental protection. The four-stroke internal combustion engine is characterized by one cycle every two revolutions, so the injector needs to provide one injection every two revolutions of the engine, which can make the engine fuel efficient, low fuel consumption and less pollution. It is known to control four-stroke internal combustion. The timing of the engine to generate fuel injection every two revolutions is mainly to use the crankshaft position sensor and the camshaft position sensor. However, because the camshaft position sensor is expensive, if it is installed on the engine, the overall manufacturing cost of the engine will be increased. Therefore, as in 1272343: out: the engine injection control and its method, to (4) not using the camshaft position sensor can also make the engine produce one per two revolutions: the human fuel signal will be the positive of the present invention Explore. [Summary of the Invention] = In the above-mentioned shortcomings, the creator feels that he is not perfected, =/, the mind "researches to overcome the 'production, ='; and develops an engine fuel injection control device and The method A uses the camshaft position sensor to enable the engine to generate a message of the oil signal every two revolutions. The main purpose of the ancient ice is to provide - (4) the engine (4) device and /, by the pros and cons The positive edge of the $ trigger, the engine, the ignition coil point = and the second and the brake 'to achieve the purpose of the engine every two revolutions to generate a fuel injection signal. For the above purpose, the same state of the present invention is an engine fuel injection The control unit 2 includes a control unit that generates a fuel injection signal according to a clock signal and an ignition power, and controls the injector nozzle according to the fuel injection signal; wherein the clock signal is cycled by the engine. The fuel injection signal is cycled by two hands, and the ignition voltage signal is generated by an ignition coil. Another aspect of the invention is an engine fuel injection control method, which comprises: (1) providing a control element, such that Control solution based on - time pulse And: the ignition voltage signal generates a fuel injection signal; wherein, the clock signal is induced by the hand-turn cycle. The fuel injection signal is cycled by the engine two revolutions, and the ignition voltage signal is generated by the ignition coil; (7) according to the spray Oil Signal Control Injector Spray 7 !272343 Oil 0 [Embodiment] In order to fully understand the purpose, features and effects of the present invention, the following specific embodiments, together with the accompanying drawings, DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION The following is a schematic diagram and a signal diagram of a preferred embodiment of the present invention. As shown, an engine fuel injection control apparatus of the present invention includes a control unit. i, which comprises a JK flip-flop i, a second gate i 2 and a helium oil circuit 13. The control unit 1 replaces a camshaft position sensor in a four-stroke internal combustion engine (not shown) (not shown) A crankshaft position sensor (not shown) disposed in the engine generates a crankshaft position signal 4, and an electronic control unit (ECU) 2 input to the engine generates a clock-by-engine cycle (CLK) 1 4 'Enter it again The control unit 丄, the clock signal t 4 is divided into three, respectively, input to the JK flip-flop i clock input end and the gate of the AND gate 1 2, respectively, and respectively give the J input of the JK flip-flop worker And the voltage of 5 volts at the K input terminal has a preset value of 1, respectively. Since the JK flip-flop tool has a positive edge triggering characteristic, it converts the clock signal 14 into a positive Q signal 1 5 and an inverse Q. The signal 丄6 is input to the second and the gates respectively! The other input terminal of the 2, the second and the gates i 2 are respectively integrated with the positive q signal 1 5 and the clock signal i 4 and the inverse Q signal i 6 and the clock signal 4, The first signal 17 and the second signal 18 are respectively generated in a cycle of two cycles of the engine. Since the first signal 17 and the second signal i 8 are both rotated by the engine for the week 1272343 - period 'the mutual offset The time when the engine is turned, so in order to determine the correct fuel injection signal, the inventor will use the first signal worker 7, the second signal worker 8 and the ignition coil I generated by the ignition coil to generate the fuel injection 3, The ignition voltage signal 5 is cycled by the engine. The third and fourth figures are respectively a schematic diagram of the fuel injection timing discriminating flow of the preferred embodiment of the present invention and the point = voltage and fuel injection signal diagram as shown in the figure, when the engine is at the compression top dead center, the pressure in the cylinder is Larger, so the ignition electric castle is larger. When the engine is at the top dead center of the exhaust gas, the pressure inside the steam is small, so the ignition voltage is small, and the fuel injection circuit 13 can determine the correct injection timing. When the ignition voltage of this time is relatively rainy: the ignition voltage of the second time is the injection timing, and the fuel injection circuit breaker 3 selects the second. The signal of the injection timing can be synchronized as the injection signal 9 in the ii No. 1 7 or the second signal 1 §, so that the correct injection signal 9 is transmitted to the injector 3 to inject the fuel. According to the above apparatus, another aspect of the present invention is an engine fuel injection control method, which comprises: φ (1) providing-control unit, comprising: a Η-reactor, a second and a fuel injection circuit; 2) The j input terminal and the κ input terminal of the JK flip-flop are respectively preset to a high potential; (3) the clock signal is input to the clock input terminal and the second gate of the flip-flop, respectively, wherein The pulse signal is generated by the electronic control unit according to the crankshaft position signal*. The crankshaft position signal is generated by the crankshaft position sensor, and the clock signal is cycled by the engine. (4) The positive q signal and the anti-Q generated by the JK flip-flop The signals are respectively input into the second and second gates to generate the first signal and the second signal respectively; wherein the first signal and the second signal of the 9th 1272343 are respectively cycled by the engine; (5) the first signal and the second signal are respectively The signal and the ignition voltage signal are input into the fuel injection circuit, and the fuel injection circuit selects the ignition voltage signal, and the ignition voltage is less than the previous ignition voltage as the injection timing; (6) selecting the first signal or the second signal to synchronize with the injection timing The signal is the fuel injection signal, which will Enter the injector to control the injection. As described above, the present invention fully complies with the three requirements of the patent: novelty, advancement, and industrial applicability. In terms of novelty and advancement, the present invention utilizes the positive edge trigger of the JK flip-flop, the ignition voltage of the engine ignition coil, and the second gate, thereby achieving the purpose of generating an injection signal every two revolutions of the engine; In terms of availability, the products derived from the present invention can fully satisfy the needs of the current market. The invention has been described above in terms of the preferred embodiments thereof, and it is understood by those skilled in the art that the present invention is not intended to limit the scope of the invention. It should be noted that variations and permutations that are equivalent to the embodiments are intended to be within the scope of the present invention. Therefore, the scope of the invention is defined by the scope of the following claims. BRIEF DESCRIPTION OF THE DRAWINGS The first drawing is a schematic view of a preferred embodiment of the present invention. The second drawing is a signal diagram of a preferred embodiment of the present invention. Figure 4 is a diagram showing the ignition voltage and fuel injection signal of the preferred embodiment of the present invention. Figure 10 1272343 [Main component symbol description] 1 control unit 1 1 JK flip-flop 1 2 and gate (AND) 1 3 fuel injection circuit 1 4 clock signal (CLK) • 1 5 positive Q signal • 1 6 reverse Q signal • 1 7 first - signal 1 8 second signal 1 9 injection signal 2 electronic control unit (ECU) 3 injector 4 crankshaft position signal 5 ignition voltage signal