WO2016009501A1 - Système d'alimentation en carburant de moteur à combustion interne - Google Patents

Système d'alimentation en carburant de moteur à combustion interne Download PDF

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Publication number
WO2016009501A1
WO2016009501A1 PCT/JP2014/068839 JP2014068839W WO2016009501A1 WO 2016009501 A1 WO2016009501 A1 WO 2016009501A1 JP 2014068839 W JP2014068839 W JP 2014068839W WO 2016009501 A1 WO2016009501 A1 WO 2016009501A1
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WIPO (PCT)
Prior art keywords
fuel
value
air
fuel ratio
injection amount
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PCT/JP2014/068839
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English (en)
Japanese (ja)
Inventor
祐紀 ▲高▼野
遼亮 井畑
金子　哲也
卓大 北村
Original Assignee
本田技研工業株式会社
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Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2016534024A priority Critical patent/JP6181874B2/ja
Priority to DE112014006814.4T priority patent/DE112014006814B4/de
Priority to PCT/JP2014/068839 priority patent/WO2016009501A1/fr
Priority to CN201480080596.9A priority patent/CN106536902B/zh
Publication of WO2016009501A1 publication Critical patent/WO2016009501A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F02D41/2445—Methods of calibrating or learning characterised by the learning conditions characterised by a plurality of learning conditions or ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a fuel supply device for an internal combustion engine, and more particularly to a fuel supply device for an internal combustion engine that feedback-controls the fuel injection amount based on an output value of an air-fuel ratio sensor.
  • a fuel supply device for an internal combustion engine that feedback-controls a fuel injection amount based on an output value of an air fuel consumption sensor provided in an exhaust pipe in order to burn the internal combustion engine near a stoichiometric air-fuel ratio (stoichiometric) is known. It has been.
  • Patent Document 1 applies learning control in which the fuel injection amount is feedback-controlled and the fuel injection amount correction coefficient is appropriately updated according to the learning value of the air-fuel ratio correction coefficient (KO2) with respect to the output value of the air-fuel ratio sensor.
  • a configuration is disclosed.
  • the threshold value for judging the abnormality of the fuel system is set to a value corresponding to the integrated value of the maximum accuracy variation of each component constituting the fuel system, the threshold value becomes too large. There was a problem that the actual combustion could be out of order before it was done.
  • An object of the present invention is to provide a fuel supply device for an internal combustion engine that can solve the above-described problems of the prior art and reliably perform a failure diagnosis of a fuel system in consideration of variations in accuracy of each component.
  • the present invention provides an air-fuel ratio sensor (32) provided in an exhaust system of an internal combustion engine (E) for detecting an air-fuel ratio, an engine speed (NE), and a throttle opening (TH).
  • the basic injection amount calculation for calculating the basic fuel injection amount (T0) supplied to the internal combustion engine (E) by the fuel injection valve (22) based on the basic fuel injection map (33) for deriving the basic fuel injection amount from The basic fuel injection amount (T0) during feedback control executed so as to achieve a desired air-fuel ratio in the feedback region in accordance with the air-fuel ratio detected by the means (34) and the air-fuel ratio sensor (32).
  • the fuel system abnormality diagnosis means (35) has the calculated value (KNSM, KO2ST) as the first value.
  • a first feature is that an abnormality of the fuel system is detected when a second threshold value (L2) larger than the threshold value (L1) is exceeded.
  • the calculated values (KNSM, KO2ST) are a learning value (KNSM) and a diagnostic value (KO2ST) calculated based on the air-fuel ratio correction coefficient (KO2), and the feedback outside map correction means (62)
  • KNSM learning value
  • K2ST diagnostic value
  • L1 the basic fuel injection amount map
  • L2ST second threshold
  • the third feature is that the correction outside the feedback region is performed using the learning value (KNSM) of the air-fuel ratio correction coefficient (KO2) obtained during the feedback control.
  • the learning value (KNSM) is calculated for each of a plurality of learning regions (A1 to A6) defined by the engine speed (NE) and the throttle opening (TH), and the correction outside the feedback region is: There is a fourth feature in that it is executed using a learning value (KNSM) calculated in the learning regions (A1 to A6) adjacent thereto.
  • a predetermined basic air-fuel ratio correction coefficient (KO2-B) is provided, and correction outside the feedback region includes an average value of the learning value (KNSM) and the basic air-fuel ratio correction coefficient (KO2-B).
  • KNSM learning value
  • K2-B basic air-fuel ratio correction coefficient
  • the basic fuel injection map (33) during the feedback control is set so that the air-fuel ratio becomes stoichiometric, and the basic injection amount map (33) applied outside the feedback region is during the feedback control.
  • the setting is more rich.
  • the diagnostic value (KO2ST) is calculated for each learning region (A1 to A6) determined by the engine speed (NE) and the throttle opening (TH), and for each learning region (A1 to A6), the fuel system is calculated.
  • a seventh feature is that an abnormality is detected.
  • an indicator (66) for notifying a passenger of a fuel system failure by lighting or blinking is provided, and the indicator (66) is not activated even when the diagnostic value (KO2ST) exceeds the first threshold (L1),
  • An eighth feature is that the indicator (66) is activated when the diagnostic value exceeds the second threshold (L2).
  • the calculated value calculating means for calculating the calculated value based on the air-fuel ratio correction coefficient, and the basic fuel injection applied outside the feedback region when the calculated value exceeds the first threshold value.
  • a non-feedback map correction unit that corrects the quantity map, and the fuel system abnormality diagnosis unit detects an abnormality in the fuel system when the calculated value exceeds a second threshold value that is larger than the first threshold value. Therefore, the fuel system failure diagnosis can be surely executed in consideration of the accuracy variation of each part.
  • a second threshold value that is larger than the first threshold value as a fuel system abnormality determination threshold value
  • there is an adverse effect of setting the second threshold value to a large value, that is, outside the feedback region where the diagnostic value is in front of the second threshold value the abnormality of the fuel system is not judged, but the actual combustion is poor. It becomes possible to avoid such a situation by correcting the basic injection amount map. As a result, it is possible to achieve both improvement in accuracy of abnormality diagnosis of the fuel system and improvement in reliability of normal combustion outside the feedback region.
  • the calculated values are a learning value and a diagnostic value calculated based on the air-fuel ratio correction coefficient
  • the outside map correction means has the learning value exceeding a first threshold value.
  • the basic fuel injection amount map applied outside the feedback region is corrected, and the fuel system abnormality diagnosing means detects the fuel system when the diagnosis value exceeds a second threshold value larger than the first threshold value. Since the abnormality is detected, the fuel system failure diagnosis can be reliably executed in consideration of the accuracy variation of each part.
  • the correction outside the feedback region is performed using the learning value of the air-fuel ratio correction coefficient obtained during the feedback control, when the transition from the feedback region to the outside of the feedback region is performed.
  • the calculation load of the correction amount can be reduced by using the already calculated value.
  • the learning value is calculated for each of a plurality of learning regions defined by the engine speed and the throttle opening, and correction outside the feedback region is performed in the learning region adjacent thereto. Since the calculation is performed using the calculated learning value, it is possible to perform appropriate correction using the learning value corresponding to the feedback region even outside the feedback region.
  • a predetermined basic air-fuel ratio correction coefficient is provided, and correction outside the feedback region is executed using a difference between an average value of the learned values and the basic air-fuel ratio correction coefficient. Therefore, it is possible to reduce the calculation burden of the correction amount outside the feedback area.
  • the basic fuel injection map during the feedback control is set so that the air-fuel ratio becomes stoichiometric, and the basic injection amount map applied outside the feedback region is the during the feedback control. Therefore, the fuel injection control suitable for each region can be executed.
  • the diagnosis value is calculated for each learning region determined by the engine speed and the throttle opening, and the fuel system abnormality is detected for each learning region.
  • the accuracy can be increased.
  • an indicator for notifying a passenger of a fuel system failure by lighting or blinking the indicator is not activated even if the diagnostic value exceeds the first threshold, and the diagnostic value is Since the indicator is activated when the second threshold value is exceeded, it is possible to accurately detect abnormality in the fuel system by setting the second threshold value as the maximum integrated value of the accuracy variation of the components constituting the fuel system. .
  • the passenger can be recognized only when an abnormality occurs in the fuel system.
  • FIG. 1 is a block diagram illustrating a configuration of a fuel injection control device for an internal combustion engine according to an embodiment of the present invention. It is a block diagram which shows the structure of the fuel-injection control apparatus of the internal combustion engine containing the return path
  • FIG. 1 is a block diagram showing a configuration of a fuel injection control device for an internal combustion engine according to an embodiment of the present invention.
  • a piston 12 is slidably accommodated in a cylinder bore 11 of a water-cooled internal combustion engine (engine) E mounted on a motorcycle.
  • An intake device 14 that supplies an air-fuel mixture to the combustion chamber 13 and an exhaust device 15 that discharges exhaust gas from the combustion chamber 13 are connected to the cylinder head 16 of the engine E.
  • An intake passage 17 is formed in the intake device 14, and an exhaust passage 18 is formed in the exhaust device 15.
  • a catalytic converter 25 is attached between the exhaust device 15 and the exhaust passage 18.
  • the cylinder head 16 is provided with an ignition plug 20 whose tip projects into the combustion chamber 13 and an intake / exhaust valve of a valve mechanism.
  • the intake device 14 is provided with a throttle valve 21 that controls the amount of intake air so that it can be opened and closed.
  • a fuel injection valve 22 that injects fuel is provided downstream of the throttle valve 21.
  • a bypass passage 27 that bypasses the throttle valve 21 is connected to the intake passage 17, and the idling (idle) speed is adjusted by adjusting the amount of air flowing through the bypass passage 27 with an actuator 28. Is called.
  • the control unit C as a control unit controls the ignition timing of the spark plug 20, the fuel injection amount from the fuel injection valve 22, and the operation of the actuator 28.
  • the control unit C (hereinafter also referred to as the control unit C) includes a throttle opening sensor 26 that detects the opening of the throttle valve 21 and a rotation speed that detects the rotation speed of the crankshaft 29 connected to the piston 12.
  • Sensor 30 an output signal of a water temperature sensor 31 that detects the engine coolant temperature, and an O 2 sensor (air-fuel ratio sensor) 32 that is attached to the exhaust passage 18 upstream of the catalytic converter 25 in order to detect the residual oxygen concentration in the exhaust gas. Each output signal is input.
  • FIG. 2 is a block diagram showing a configuration of a fuel injection control device for an internal combustion engine including a volatile fuel recirculation path.
  • the control unit C receives output signals from the engine speed sensor 30, the water temperature sensor 31, the intake pressure sensor 40, the throttle opening sensor 26, and the pressure sensor 43 that detects the internal pressure of the fuel tank T.
  • the throttle opening sensor 26 is attached to a throttle body 41 that supports the throttle valve 21.
  • the air-fuel ratio sensor 32 is an oxygen sensor that can determine that the air-fuel ratio is lean or rich with respect to the theoretical air-fuel ratio.
  • a fuel pump 42 is provided in a passage for supplying fuel from the fuel tank T to the fuel injection valve 22. Vapor generated by the volatilization of the fuel inside the fuel tank T is returned to the intake passage 17 via the charcoal canister 46 and burned by the engine E. Specifically, the vapor that has passed through the check valve 45 provided in the guide pipe 44 as the internal pressure of the fuel tank T rises is adsorbed by the activated carbon 47 in the charcoal canister 46. Between the outlet pipe 48 of the charcoal canister 46 and the guide pipe 50 connected to the intake passage 17 of the engine E, an electromagnetic valve 49 that is controlled to open and close by the control unit C is provided. The reflux flow rate of the vapor is adjusted according to the operating state.
  • FIG. 3 is a block diagram showing the configuration of the control unit C.
  • the control unit C includes a basic injection amount calculation means 34 for determining a basic injection amount based on the basic injection amount map 33, and an air-fuel ratio correction coefficient for bringing the air-fuel ratio closer to the target air-fuel ratio based on the output signal of the air-fuel ratio sensor 32.
  • An air-fuel ratio correction coefficient calculating means 35 for calculating KO2 and a fuel injection amount calculating means 37 for calculating an actual fuel injection amount T0 based on KO2 and the like obtained by the air-fuel ratio correction coefficient calculating means 35 are included.
  • the basic injection amount calculation means 34 derives the basic injection amount from the basic injection amount map 33 based on the engine speed NE obtained by the engine speed sensor 30 and the throttle opening TH obtained by the throttle opening sensor 26. .
  • the fuel injection amount calculating means 37 includes a throttle opening change rate detecting means 38 for detecting a change rate ⁇ TH of the throttle opening based on the output of the throttle opening sensor 26, and a vehicle based on the change rate ⁇ TH of the throttle opening. Includes an acceleration operation state detection unit 39 that detects whether or not the vehicle is in an acceleration operation state, and an injection amount correction unit 60 that corrects the basic injection amount in accordance with an operation state such as an acceleration state of the vehicle.
  • the operating state of the engine E can be indicated by an engine load map including the throttle opening TH and the engine speed NE.
  • the operating state of the engine E is divided into a predetermined feedback area (O2F / B area) and other areas (outside the O2F / B area).
  • the feedback control based on the output of the air-fuel ratio sensor 32 is set only at certain times. That is, feedback control for realizing stoichiometric combustion is executed in the O2F / B region, and injection control along the basic injection amount map 33 is basically executed outside the O2F / B region.
  • the injection amount correction means 60 includes a feedback determination means 61 for determining whether or not the operating state of the engine E is in the O2F / B region, and a basic injection amount when the operating state of the engine E is outside the O2F / B region.
  • the injection amount correction means 60 includes a nonvolatile memory 65 that stores various types of information. This makes it possible to read and use the information stored at the time of restart even after the system power is turned off.
  • the air-fuel ratio correction coefficient calculation means 35 determines the rich / lean degree of exhaust gas based on the output signal of the O2 sensor 32 and calculates the air-fuel ratio correction coefficient KO2 of the air-fuel ratio based on the determination result.
  • the air-fuel ratio correction coefficient KO 2 is a value indicating the degree of correction necessary to realize stoichiometric combustion
  • the calculated air-fuel ratio correction coefficient KO is transmitted to the fuel injection amount calculation means 37.
  • the injection amount correction means 60 uses the calculated air-fuel ratio correction coefficient KO to derive a correction amount when the operating state of the engine E is in the O2F / B region.
  • Fuel system abnormality diagnosis means 70 estimates and detects a fuel system failure based on the result of feedback control. In this estimation detection, when the increase / decrease correction of a certain degree or more is not approached during the feedback control, the actual injection amount does not change even though the correction command is issued, that is, the injector It is executed based on the fact that it is possible to determine that the fuel system has failed.
  • the fuel system abnormality diagnosis means 70 includes a first threshold value L1, a second threshold value L2, and a calculated value calculation means 71.
  • the calculated value calculation means 71 is a feedback learning value calculation means for calculating the feedback control learning value KNSM based on the air-fuel ratio correction coefficient KO2, and a diagnostic value calculation means for calculating the diagnosis value KO2ST based on the air-fuel ratio correction coefficient KO2. It is comprised including.
  • the diagnostic value KO2ST is calculated based on the learning value KNSM, and the learning value KNSM is calculated based on the average value KO2AVE.
  • the average value KO2AVE is an average value of KO2 calculated a predetermined number of times. The calculation method of each value will be described later.
  • the second threshold value L2 when the second threshold value L2 is set to a value larger than the first threshold value L1 and the diagnostic value KO2ST exceeds the second threshold value L2, it is diagnosed that an abnormality has occurred in the fuel system and an indicator 66 is activated.
  • the basic injection amount map 33 applied outside the O2F / B region is corrected when the learning value KNSM exceeds the first threshold L1 and is equal to or less than the second threshold L2. This correction is performed by the outside feedback map correction means 62.
  • the setting of the value compared with the 1st threshold value L1 and the 2nd threshold value L2 is not restricted to the above-mentioned pattern, A various deformation
  • the basic injection amount map applied outside the O2F / B region is operated when the indicator 66 is operated by diagnosing that an abnormality has occurred and the diagnostic value KO2ST exceeds the first threshold value L1 and is less than or equal to the second threshold value L2. 33 can also be set to be corrected.
  • the diagnostic value KO2ST is set to prevent the indicator 66 from malfunctioning due to a temporary change in the air-fuel ratio correction coefficient KO2. If KO2 does not change for a long time, it gradually approaches KO2 and finally becomes the same. Value. A method for calculating the diagnostic value KO2ST will be described later.
  • FIG. 4 is a KNSM map showing the relationship between a plurality of feedback areas (O2F / B areas) according to engine load and KNSM.
  • the KNSM map is stored in the injection amount correction means 60.
  • the control unit C searches in which region the engine load is based on the engine speed NE and the throttle opening TH.
  • region the engine load is based on the engine speed NE and the throttle opening TH.
  • six O2F / B regions are set based on the engine speed NE and the throttle opening TH.
  • the six O2F / B areas including the idle area are indicated as “learning areas A1 to A6”.
  • a hysteresis can be given to the boundary between load regions.
  • the air-fuel ratio correction coefficient KO2 is a variable that is temporarily used at predetermined intervals when performing feedback control of the air-fuel ratio. In the O2F / B region, feedback control based on the air-fuel ratio correction coefficient KO2 is performed to bring the air-fuel ratio closer to the target air-fuel ratio.
  • the environmental correction coefficient KNSM is determined for each load region of the engine E while learning to change according to the change of the engine E with time. KNSM is recorded in the non-volatile memory 40 at a predetermined cycle, and the value is retained even after the vehicle is turned off and the system is stopped, and is read at the next system startup.
  • KO2 is desired to be a value close to 1.0. Therefore, when a predetermined time elapses with the KO2 value kept constant, the KNSM value is updated (learned and stored) in order to return the KO2 value to 1.0. This is the meaning of the learning value indicating the degree of deviation from stoichiometric combustion.
  • the air-fuel ratio sensor 32 is a sensor that shows a stepped voltage output from the stoichiometric condition and can only determine whether the stoichiometric condition is lean or rich.
  • the method for detecting the theoretical air-fuel ratio based on the output value of the air-fuel ratio sensor 32 is as follows.
  • the output value of the air-fuel ratio sensor 32 that outputs a predetermined voltage at the time of stoichiometry tends to converge to a predetermined voltage while reducing the fluctuation width when the combustion state of the engine approaches the stoichiometric condition.
  • the change rate of the output value of the air-fuel ratio sensor 32 from positive to negative or negative to positive is “inverted output value”, and the number of inversions can be counted.
  • the output value of the air-fuel ratio sensor 32 is inverted three times, so that it is in a stable stoichiometric state, and the average value of these three KO2 is calculated as KO2AVE. .
  • the control unit C first determines the basic injection amount T0 based on the throttle opening TH and the engine speed NE. Next, the basic injection amount T0 is multiplied by the air-fuel ratio correction coefficient KO2 determined according to the detection value of the air-fuel ratio sensor 32 and the environment correction coefficient KNSM determined for each engine load region. Thereby, feedback control of the air-fuel ratio becomes possible.
  • FIG. 5 is a conceptual diagram showing the setting of the first threshold value L1 and the second threshold value L2 for executing the abnormality diagnosis of the fuel system.
  • FIG. 6 is an explanatory diagram showing an integrated state of accuracy variations of parts to be considered in order to execute fuel system abnormality diagnosis.
  • the diagnostic value KO2ST can be calculated for each of the learning regions A1 to A6 determined by the engine speed NE and the throttle opening TH.
  • the fuel system abnormality diagnosis means 70 detects a fuel system abnormality for each of the learning regions A1 to A6. Thereby, the detection precision of abnormality of a fuel system can be raised.
  • the second threshold value L2 for detecting an abnormality in the fuel system is set to a large value so that the indicator 66 does not operate even though no failure actually occurs. However, there is an adverse effect of such a setting.
  • the adverse effect is that, as indicated by operating states D1 and D2 in FIG. 5, when the diagnostic value KO2ST is slightly smaller than the second threshold value L2, the engine operating state transitions from the O2F / B region to the outside of the O2F / B region. , Combustion outside the O2F / B region may become unsatisfactory. This will be described in detail below.
  • the case where the diagnostic value KO2ST is slightly smaller than the second threshold L2 is a state in which the degree of deviation from the stoichiometry is considerably large (the value of the air-fuel ratio correction coefficient KO2 is quite large) although it is not determined that the fuel system is abnormal. Even if the deviation from the stoichiometry is large, a large correction amount is given by feedback control in the O2F / B region, and the stoichiometry can be automatically obtained. However, if one step is taken out of the O2F / B region in that state, the deviation from the stoichiometry is too large and normal fuel may not be produced. In particular, in a small vehicle such as a motorcycle, the engine E is set close to a high rotation speed, so that the lean toughness is low and malfunction such as misfire tends to occur.
  • the diagnostic value KO2ST when the diagnostic value KO2ST is between the first threshold value L1 and the second threshold value L2, that is, when the diagnostic value KO2ST is in the section B or the section C, the basic value is outside the O2F / B region.
  • the injection amount map 33 is corrected. With respect to the correction, KO2 in the adjacent O2F / B region is set to be applied.
  • two types of basic injection amount map 33 for the O2F / B region and for the O2F / B region can be prepared in advance.
  • the map for the O2F / B region is set so that the air-fuel ratio becomes stoichiometric, and the map for the outside of the O2F / B region is set closer to richer than during feedback control.
  • the basic injection amount map according to the actual operation state is applied to each region.
  • FIG. 7 is a diagram showing a correspondence relationship between the O2F / B area and the outside of the O2F / B area.
  • a predetermined amount of correction is performed. It is characterized by performing. At this time, the predetermined amount of correction is calculated based on the air-fuel ratio correction coefficient KO2 applied in the adjacent O2F / B region.
  • the area outside the O2F / B area is indicated as “areas 7 to 12”.
  • the boundaries of the areas 7 to 12 outside the O2F / B area are set on the extended lines of the boundaries of the learning areas A1 to A6.
  • the diagnosis value KO2ST enters between the first threshold value L1 and the second threshold value L2 while driving in the learning area A3, and the engine speed NE decreases and changes to the area 9 while maintaining the state.
  • the basic injection amount map 33 is corrected by applying the air-fuel ratio correction coefficient KO2 applied in the learning region A3.
  • the diagnostic value KO2ST is calculated for each of the learning regions A1 to A6, and the abnormality of the fuel system is detected for each of the learning regions A1 to A6, so that the detection accuracy of the abnormality of the fuel system is improved.
  • FIG. 8 is an explanatory diagram showing the relationship between the air-fuel ratio correction coefficient KO2 and the diagnostic value KO2ST.
  • the diagnostic value KO2ST is calculated in order to execute a fuel system failure diagnosis.
  • the diagnosis value KO2ST is obtained by multiplying the difference between the learning value and the previous diagnosis value KO2ST by the coefficient of 1 or less and the previous diagnosis value KO2ST. It will be required by adding to. As a result, the diagnostic value KO2ST is not affected even when an instantaneous fluctuation of the air-fuel ratio correction coefficient KO2 occurs.
  • the change in KO2ST becomes moderate with respect to the change in KO2, and for example, the air-fuel ratio correction coefficient KO2 temporarily exceeds the second threshold value L2 due to the influence of gas shortage, volatile gas, or the like. Even if this happens, it can be prevented that the fuel system is immediately determined to be a failure of the fuel system.
  • the value of KO2 rapidly decreases as shown in the drawing, it is possible to determine that the fuel system has failed after a predetermined time from the start of the decrease.
  • the calculated diagnostic value KO2ST is stored in the nonvolatile memory 40 as the basic diagnostic value KO2ST-B, and is used as the initial value of the diagnostic value KO2ST at the next startup. This makes it possible to shorten the diagnosis time after restarting the engine.
  • the diagnostic value KO2ST and the basic diagnostic value KO2ST0 are compared, and the diagnostic value KO2ST can be set to be updated only when there is a certain abnormality difference between them.
  • writing to the nonvolatile memory 40 is performed only when it is necessary to update, so that the expiration date of the nonvolatile memory 40 with a limited number of writings can be extended.
  • correction outside the feedback region may be executed using a predetermined basic air-fuel ratio correction coefficient KO2-B.
  • correction outside the feedback region can be executed using the difference between the average value of the learning value (KNSM) calculated during feedback control and the basic air-fuel ratio correction coefficient KO2-B.
  • the basic air-fuel ratio correction coefficient KO2-B can be determined for each load region of the engine E. Further, in the correction outside the feedback region, if the average value of the learning value (KNSM) has not yet been calculated in the predetermined learning region, the average value calculated in the other region and the basic air-fuel ratio correction coefficient KO2- You may implement using the difference with B.
  • the fuel injection control device for an internal combustion engine according to the present invention is applied to various internal combustion engines such as agricultural machines and snowmobiles in addition to internal combustion engines as power sources for various vehicles such as straddle-type 2/3 / 4-wheel vehicles. Is possible.
  • SYMBOLS 22 Fuel injection valve, 26 ... Throttle opening sensor, 30 ... Engine speed sensor, 31 ... Water temperature sensor, 32 ... Air-fuel ratio sensor (O2 sensor), 33 ... Basic injection amount map, 37 ... Fuel injection amount calculation means, 38 ... Throttle opening change rate detection means, 39 ... Acceleration operation state detection means, 60 ... Injection amount correction means, 61 ... Feedback determination means, 62 ... Non-feedback map correction means, 63 ... Learning value correction means during feedback, 65 ... Non-volatile memory, 66 ... indicator, A1 to A6 ... learning area (feedback area), C ... control unit (control unit), E ... engine (internal combustion engine), L1 ...
  • first threshold L2 ... second threshold
  • KNSM1 ... KNSM6 environmental correction coefficient
  • KO2 air-fuel ratio correction coefficient
  • KO2AVE average value
  • KNSM learning value
  • KO2ST diagnostic value
  • K 2-B basic air-fuel ratio correction coefficient
  • KO2ST-B basic diagnostic value

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Système d'alimentation en carburant de moteur à combustion interne qui peut diagnostiquer de manière fiable un défaut dans un système de carburant, tout en prenant en compte les variations des précisions de parties individuelles. Le système d'alimentation en carburant de moteur à combustion interne comprend un moyen de calcul de coefficient de correction de rapport air-carburant 35 qui détermine un coefficient de correction de rapport air-carburant KO2 utilisé pour corriger une quantité d'injection de carburant de base T0 sous commande de rétroaction, un moyen de calcul de quantité d'injection de carburant 37 qui calcule une quantité d'injection de carburant à l'aide d'une carte de quantité d'injection de base 33 et du coefficient de correction de rapport air-carburant KO2, et un un moyen de diagnostic d'anomalie de système de carburant 35 qui détecte une anomalie dans le système de carburant sur la base du coefficient de correction de rapport air-carburant KO2. Le système d'alimentation en carburant de moteur à combustion interne comprend un moyen de calcul de valeur de diagnostic 71 qui calcule une valeur de diagnostic KO2ST sur la base du coefficient de correction de rapport air-carburant KO2, et un moyen de correction de carte de région hors de rétroaction 62 qui corrige la carte de quantité d'injection de carburant de base 33, qui est appliquée à l'extérieur d'une région de rétroaction lorsque la valeur calculée a dépassé un premier seuil L1. Le moyen de diagnostic d'anomalie de système de carburant 35 détecte une anomalie dans le système de carburant lorsque la valeur calculée a dépassé un second seuil L2, qui est plus grand que le premier seuil L1.
PCT/JP2014/068839 2014-07-15 2014-07-15 Système d'alimentation en carburant de moteur à combustion interne WO2016009501A1 (fr)

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JP2016534024A JP6181874B2 (ja) 2014-07-15 2014-07-15 内燃機関の燃料供給装置
DE112014006814.4T DE112014006814B4 (de) 2014-07-15 2014-07-15 Kraftstoffzuführungssystem für Brennkraftmaschine
PCT/JP2014/068839 WO2016009501A1 (fr) 2014-07-15 2014-07-15 Système d'alimentation en carburant de moteur à combustion interne
CN201480080596.9A CN106536902B (zh) 2014-07-15 2014-07-15 内燃机的燃料供给装置

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Citations (3)

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Publication number Priority date Publication date Assignee Title
JPS59136537A (ja) * 1983-01-24 1984-08-06 Toyota Motor Corp 内燃機関の空燃比制御方法
JPS6217335A (ja) * 1985-07-16 1987-01-26 Mazda Motor Corp エンジンの燃料噴射制御装置
JP2013209945A (ja) * 2012-03-30 2013-10-10 Honda Motor Co Ltd 内燃機関の燃料噴射制御装置

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JPH11229932A (ja) * 1998-02-06 1999-08-24 Mazda Motor Corp 燃料供給装置の故障検出装置
JP4363398B2 (ja) * 2005-12-08 2009-11-11 トヨタ自動車株式会社 内燃機関の空燃比制御装置
JP5411728B2 (ja) * 2010-01-28 2014-02-12 本田技研工業株式会社 内燃機関の空燃比学習制御装置
EP2392805B1 (fr) 2010-06-04 2013-07-31 Honda Motor Co., Ltd. Système de contrôle d'injection de carburant
JP2014047758A (ja) * 2012-09-03 2014-03-17 Honda Motor Co Ltd 内燃機関の燃料噴射制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59136537A (ja) * 1983-01-24 1984-08-06 Toyota Motor Corp 内燃機関の空燃比制御方法
JPS6217335A (ja) * 1985-07-16 1987-01-26 Mazda Motor Corp エンジンの燃料噴射制御装置
JP2013209945A (ja) * 2012-03-30 2013-10-10 Honda Motor Co Ltd 内燃機関の燃料噴射制御装置

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JP6181874B2 (ja) 2017-08-16
DE112014006814B4 (de) 2023-12-07
DE112014006814T5 (de) 2017-04-27
CN106536902A (zh) 2017-03-22
JPWO2016009501A1 (ja) 2017-04-27

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