WO2018092634A1

WO2018092634A1 - Internal combustion engine control device

Info

Publication number: WO2018092634A1
Application number: PCT/JP2017/040046
Authority: WO
Inventors: 佐々木　亮
Original assignee: 株式会社ケーヒン
Priority date: 2016-11-17
Filing date: 2017-11-07
Publication date: 2018-05-24
Also published as: JP6378738B2; JP2018080651A

Abstract

Provided is an internal combustion engine control device, wherein, when calculating the resistance value of a coil 7a by using the voltage value of a drive voltage, which is applied to the coil 7a in conjunction with fuel injection from an injector 7, and the current value of a current flowing to the coil 7a along with the fuel injection, a CPU 21 calculates the saturation degree of the current value at the time of completing energization of the coil 7a on the basis of the energization time of the coil 7a and the saturation time required for the current value to be saturated, and corrects, on the basis of the saturation degree, the current value at the time of completing energization.

Description

Internal combustion engine control device

The present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device applied to a general-purpose machine such as a generator or a vehicle such as a motorcycle.

In recent years, in general-purpose machines such as generators and vehicles such as small motorcycles, it has become difficult to meet exhaust gas regulations that will become stricter in the future with carburetor systems, so a fuel injection system has been adopted to reduce exhaust gas. Is promoted. However, since the selling price of vehicles such as general-purpose machines such as generators and small motorcycles is lower than that of vehicles such as large motorcycles and four-wheeled vehicles, such selling prices are considered. It is difficult to adopt a fuel injection system that is more expensive than a carburetor system as it is for a general-purpose machine such as a generator or a vehicle such as a small motorcycle. For this reason, in general-purpose machines such as generators and vehicles such as small motorcycles, cost reduction is required for parts related to the fuel injection system, particularly sensors.

Here, for example, a temperature sensor in a fuel injection system is generally used for detecting a warm-up state of an internal combustion engine. More specifically, the fuel injection system calculates the temperature of the internal combustion engine based on the output of the temperature sensor, detects the warm-up state of the internal combustion engine based on the calculated temperature of the internal combustion engine, and determines the ignition timing. And control of fuel injection. For this reason, when adopting a fuel injection system, it is necessary to attach a temperature sensor to the internal combustion engine. Furthermore, when installing a temperature sensor in the internal combustion engine, it is necessary to install wires and couplers for wiring, and it is necessary to process the part of the internal combustion engine where the temperature sensor is installed. As a result, the ratio of the cost of the fuel injection system to the sales price is higher than that of the carburetor system. For this reason, in an internal combustion engine control device that controls a fuel injection system in a vehicle such as a general-purpose machine such as a generator or a small motorcycle, a temperature sensor is required to be omitted from the fuel injection system for the purpose of cost reduction. Yes.

Under such circumstances, Patent Document 1 relates to the control device 70 of the internal combustion engine 10, detects the resistance value of the coil of the fuel injection valve 29 (coil of the injector), and based on the resistance value thus detected, A configuration for calculating the temperature of the engine is disclosed.

JP 2016-98665 A

However, according to the study of the present inventor, in the configuration described in Patent Document 1, the resistance value of the coil of the injector is detected and the temperature of the internal combustion engine is calculated based on the detected resistance value. However, there is room for improvement in the detection accuracy of such resistance values.

Specifically, according to the study of the present inventor, the resistance value of the coil of the injector is an inter-terminal voltage (sometimes referred to as a drive voltage for convenience) which is a voltage generated between both terminals of the coil when energized. The current flowing through the coil is specified in principle, but at the start of energization, the current flowing through the coil is not saturated to a constant current and the current flowing through the coil cannot be detected accurately. In order to calculate the value, it is desirable to set the energization time to a time longer than the time when the coil flows but saturates.

Here, according to the study of the present inventor, the energization time needs to be set to an optimum energization time for realizing a required fuel injection amount in order to realize a target air-fuel ratio during operation of the internal combustion engine. Therefore, there may occur a situation in which this energization time cannot be set to a length longer than the time when the current flowing through the coil is saturated. That is, in such a case, the accuracy of the calculated resistance value of the coil of the injector is reduced, and a situation in which the resistance value of the injector coil that is practically usable cannot be obtained occurs. Become.

Thus, the basic reason that the current flowing through the coil when it is energized is not immediately saturated to a constant current (saturation current) is due to the presence of a time constant in the coil. It has been found that the time until the current flowing when the coil is energized changes depending on the voltage applied between both terminals of the coil. Here, according to the study of the present inventor, when the coil is energized, the solenoid valve, which is a ferromagnetic valve body such as ferromagnetic stainless steel, is moved by the electromagnetic force generated by the current flowing through the coil. When the inductance of the system composed of the coil, the coil case, the solenoid valve, etc. changes, and then the movement of the solenoid valve is completed, the inductance exhibits a constant value. Therefore, when the voltage between the two terminals of the coil changes, the moving state of the solenoid valve changes, so the time required to complete the movement of the solenoid valve changes, and thus the current flowing through the coil is saturated. Time is considered to change. Therefore, it is considered that the resistance value of the coil of the injector needs to be obtained in consideration of the magnitude of the voltage between the terminals and the length of the energization time. Further, according to the study by the present inventor, in a vehicle such as a motorcycle, the capacity of a battery mounted thereon is smaller than that of a four-wheel vehicle or the like, and the rotation speed of a commonly used internal combustion engine is wide. Since the amount of power generation that varies depending on the number is large, the battery voltage and the ignition voltage that depends on it vary due to load variation and the like. For this reason, it is considered that it is necessary to obtain the resistance value of the coil of the injector in consideration of the fluctuation of the ignition voltage.

The present invention has been made through the above-described studies, and provides an internal combustion engine control device capable of calculating the resistance value of an injector coil of an internal combustion engine mounted on a vehicle with a practically sufficient accuracy with a simple configuration. The purpose is to do.

In order to achieve the above object, the present invention provides an internal combustion engine control apparatus including a control unit that controls an operating state of the internal combustion engine based on a resistance value of a coil included in an injector mounted on a vehicle. Calculates the resistance value of the coil using the voltage value of the drive voltage applied to the coil as the fuel is injected from the injector and the current value of the current flowing through the coil as the fuel is injected. In order to do so, the degree of saturation of the current value at the end of energization of the coil is calculated from the energization time of the coil and the saturation time necessary for the current value to be saturated, and the current at the end of energization is calculated. The first aspect is to correct the current value based on the degree of saturation.

According to the present invention, in addition to the first aspect, the control unit is based on a characteristic that defines a relationship between the current value of the current flowing through the coil during the fuel injection and the saturation time. The calculation of the saturation time is a second aspect.

According to the third aspect of the present invention, in addition to the second aspect, the control unit calculates the correction coefficient based on a relationship between the degree of saturation and a correction coefficient for correcting the current value. And

In addition to the first aspect, the present invention provides a first voltage detection circuit for detecting a first voltage value applied to an upstream terminal of the coil in association with the fuel injection, and accompanying the fuel injection. A second voltage detection circuit that detects a second voltage value applied to a resistance element connected to a downstream terminal of the coil, and the control unit calculates the resistance value of the coil. In this case, instead of the degree of saturation of the current value, the energization time and the saturation time necessary for the second voltage value to be saturated are used to determine the second voltage value at the end of energization of the coil. Instead of calculating the saturation level and correcting the current value at the end of energization, the second voltage value at the end of energization is corrected based on the saturation level of the second voltage value. This is the fourth aspect.

According to the present invention, in addition to the fourth aspect, the control unit has a characteristic defining a relationship between the first voltage value and the saturation time necessary for the second voltage value to be saturated. Based on this, a fifth aspect is to calculate the saturation time necessary for the second voltage value to be saturated.

In addition to the fifth aspect, the present invention provides the control unit based on a correlation between the degree of saturation of the second voltage value and a correction coefficient for correcting the second voltage value. The sixth aspect is to calculate the correction coefficient of the voltage value.

According to the internal combustion engine control apparatus according to the first aspect of the present invention, the control unit determines the voltage value of the drive voltage applied to the coil along with the fuel injection of the injector and the current flowing through the coil along with the fuel injection. When calculating the coil resistance value using the current value, calculate the degree of saturation of the current value at the end of coil energization from the coil energization time and the saturation time required for the current value to saturate. Since the current value at the end of energization is corrected based on the degree of saturation, when calculating the resistance value of the coil of the injector of the internal combustion engine mounted on the vehicle, the coil and the related configuration With a simple configuration that can reflect changes in the inductance of parts and changes in the ignition voltage that is the power supply voltage of the coil, the resistance value of the coil is calculated with sufficient practical accuracy. Door can be.

Further, according to the internal combustion engine control apparatus according to the second aspect of the present invention, the control unit defines the relationship between the current value of the current flowing through the coil during fuel injection and the saturation time of the current value. Therefore, even if the ignition voltage, which is the coil's power supply voltage, is changed due to aging deterioration, load fluctuation, etc. The saturation time of the flowing current can be appropriately calculated, and the resistance value of the coil can be calculated with sufficient practical accuracy.

Further, according to the internal combustion engine control apparatus according to the third aspect of the present invention, the control unit is configured to correct the current value based on the relationship between the saturation level of the current value and the correction coefficient for correcting the current value. Therefore, the correction coefficient for correcting the current value can be appropriately calculated, and the resistance value of the injector coil can be calculated with sufficient accuracy.

Moreover, according to the internal combustion engine control apparatus according to the fourth aspect of the present invention, the first voltage detection circuit that detects the first voltage value applied to the upstream terminal of the coil as the fuel is injected, and the fuel And a second voltage detection circuit for detecting a second voltage value applied to the resistance element connected to the downstream terminal side of the coil in association with the injection, and the control unit calculates the resistance value of the coil In this case, the saturation degree of the second voltage value at the end of energization of the coil is calculated from the energization time and the saturation time necessary for the second voltage value to be saturated instead of the saturation degree of the current value. Instead of correcting the current value at the end of energization, the second voltage value at the end of energization is corrected based on the degree of saturation of the second voltage value. Calculate the resistance of the injector coil of the internal combustion engine installed in the vehicle. In this case, it is possible to reflect changes in the inductance of the coil and its related components, and changes in the ignition voltage, which is the power supply voltage of the coil, and calculate the resistance value of the coil with sufficient practical accuracy. be able to.

Further, according to the internal combustion engine control apparatus according to the fifth aspect of the present invention, the control unit defines the relationship between the first voltage value and the saturation time necessary for the second voltage value to be saturated. Since the saturation time required for the second voltage value to saturate is calculated based on the obtained characteristics, the battery voltage changes due to deterioration over time, load fluctuation, etc., and the ignition voltage, which is the coil power supply voltage. Even in the case of a change, the saturation time of the current flowing through the coil can be appropriately calculated with a more realistic configuration, and the resistance value of the coil can be calculated with sufficient practical accuracy.

Further, according to the internal combustion engine control apparatus according to the sixth aspect of the present invention, the control unit determines the second from the correlation between the saturation degree of the second voltage value and the correction coefficient for correcting the second voltage value. Since the correction coefficient for the voltage value of 2 is calculated, the correction coefficient for correcting the current value can be appropriately calculated with a more realistic configuration, and the resistance value of the coil can be calculated with sufficient practical accuracy. Can be calculated.

FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine control apparatus according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing the configuration of the injector and the detection circuit in FIG. FIG. 3 is a graph showing an example of a relationship between an ignition voltage that can be applied to the internal combustion engine control apparatus according to the present embodiment and a saturation time during which the current detection voltage is saturated. FIG. 4A shows an example of the relationship between the value of the energization time / saturation time of the current detection voltage of the injector coil and the value of the current detection voltage / saturation voltage of the current detection voltage, which can be applied to the internal combustion engine control apparatus according to this embodiment. It is a graph to show. FIG. 4B is a graph showing an example of the relationship between the degree of saturation of the current detection voltage and the correction coefficient that can be applied to the internal combustion engine control apparatus according to this embodiment.

Hereinafter, an internal combustion engine control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Configuration of internal combustion engine controller]
First, with reference to FIG.1 and FIG.2, the structure of the internal combustion engine control apparatus in this embodiment is demonstrated. The internal combustion engine control device in the present embodiment is typically suitably mounted on an internal combustion engine mounting body such as a general-purpose machine such as a generator or a vehicle such as a motorcycle. The internal combustion engine control device will be described as being mounted on a vehicle such as a motorcycle.

FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine control apparatus according to the present embodiment, and FIG. 2 is a schematic diagram showing a configuration of an injector and a detection circuit in FIG.

As shown in FIGS. 1 and 2, the internal combustion engine control apparatus 1 according to the present embodiment typically has a temperature of functional parts of an engine that is an internal combustion engine such as a gasoline engine mounted on a vehicle not shown. Controls the operating state of the engine based on the temperature obtained from the resistance value of the coil (solenoid) 7a of the injector 7 that supplies fuel to the engine, and includes an electronic control unit (ECU) 10. .

The ECU 10 operates by using electric power from the battery B mounted on the vehicle, and includes a waveform shaping circuit 11, a thermistor element (temperature detection element) 12, an A / D converter 13, an ignition circuit 14, and a drive circuit. 15, a detection circuit 16, an EEPROM (Electrically Erasable Programmable Read-Only Memory) 17, a ROM (Read-Only Memory) 18, a RAM (Random Access Memory) 19, a timer 20, and a central processing unit (Cent 21). It has. Each component of the ECU 10 is accommodated in a casing 10a of the ECU 10. Also, typically, the ECU 10 and the engine are in contact with the outside air, and the ECU 10 is arranged away from the engine 10 so as not to be affected by the radiant heat of the engine and the heat transfer from the engine. Is.

The waveform shaping circuit 11 shapes a crank pulse signal corresponding to the rotation angle of the crankshaft 3 of the engine output from the crank angle sensor 2 to generate a digital pulse signal. The waveform shaping circuit 11 outputs the digital pulse signal thus generated to the CPU 21.

The thermistor element 12 is separated from the heat generating element that is typically the ignition circuit 14 in the casing 10a of the ECU 10, and is located on the atmosphere side of the ECU 10 (for example, a casing whose distance to the casing 10a is about several millimeters). A chip thermistor disposed at a position close to the body 10a, and detects an ambient temperature (outside temperature), which is an ambient temperature outside the casing 10a of the ECU 10. Specifically, the thermistor element 12 exhibits an electrical resistance value corresponding to the ambient temperature, and outputs an electrical signal indicating a voltage corresponding to the electrical resistance value to the A / D converter 13. The thermistor element 12 may be replaced with another temperature sensor such as a thermocouple as long as it can output such an electrical signal. The temperature detected by the thermistor element 12 is equal to the ambient temperature (outside temperature) that is the ambient temperature around the engine. Since the thermistor element 12 is arranged on a circuit board (not shown) like the other components of the ECU 10, it is not necessary to provide a separate wiring and electrically connect the thermistor element 12 via this.

The A / D converter 13 is an electric signal indicating the opening degree of the throttle valve of the engine output from the throttle opening degree sensor 4, and an electric level indicating the oxygen concentration in the atmosphere sucked into the engine output from the oxygen concentration sensor 5. The signal and the electrical signal indicating the ambient temperature output from the thermistor element 12 are each converted from an analog form to a digital form. The A / D converter 13 outputs these electrical signals thus converted into digital form to the CPU 21.

The ignition circuit 14 includes a switching element such as a transistor that is controlled to be turned on / off in accordance with a control signal from the CPU 21. When the switching element is turned on / off, the fuel in the engine is passed through a spark plug (not shown). And the operation of the ignition coil 6 for generating a secondary voltage for igniting the air-fuel mixture. The ignition circuit 14 is typically a driver IC (Integrated Circuit) that is a semiconductor element, and is a component that generates the largest amount of heat in the housing 10a.

The drive circuit 15 includes a switching element such as a transistor that is on / off controlled in accordance with a control signal from the CPU 21 and whose on-resistance is indicated by RON. The on / off operation of the switching element causes the coil 7a of the injector 7 to be turned on. Switch between energized / non-energized state. Here, the injector 7 is attached to an intake pipe or a cylinder head (not shown) of the engine, and heat generated from the engine is transferred. In particular, as shown in FIG. 2, the equivalent circuit 7 b of the coil 7 a of the injector 7 is represented by a series circuit including an inductance component L and an electrical resistance component R. The coil 7a is a component for electrically driving the solenoid valve 7c of the injector 7, and is wound around a solenoid case (not shown). In the energized state of the coil 7a, electromagnetic force acts on the solenoid valve 7c, so that the solenoid valve 7c moves in a movable range including the inner region of the coil 7a, and both terminals of the coil 7a (terminals on the battery B side (upstream) Side terminal) and the terminal far from the battery B (downstream terminal)), while opening the fuel path of the injector 7 while exhibiting a saturation phenomenon in which the inter-terminal voltage gradually increases toward the saturation voltage. Fuel is ejected. At this time, regarding the current flowing through the coil 7a, a saturation phenomenon occurs in such a current, in which the current gradually increases toward the saturation current. The solenoid valve 7c and the solenoid case are magnetic bodies, and are typically made of metal such as ferromagnetic stainless steel.

As shown particularly in FIG. 2, the detection circuit 16 includes an IGP voltage detection circuit 16a, an INJ voltage detection circuit 16b, a shunt resistance element 16c, and an amplification circuit 16d. The IGP voltage detection circuit 16a has a voltage dividing circuit connected between the ignition voltage VIGP originating from the battery voltage and the upstream terminal of the coil 7a of the injector 7, and the ignition voltage applied to the upstream terminal of the coil 7a. VIGP (= V1) is divided and an electric signal indicating the divided voltage V1 ′ is output to the CPU 21. The INJ voltage detection circuit 16b is connected between the downstream terminal of the coil 7a and the drive circuit 15, and includes a shunt resistor element 16c having a resistance value R1 and an amplifier circuit 16d. When the switching element of the drive circuit 15 is turned on, the ignition voltage VIGP (= V1) is applied to the upstream terminal of the coil 7a, so that it passes through the injector 7, the shunt resistor element 16c, and the switching element of the drive circuit 15. In this case, the voltage applied to the downstream terminal of the coil 7a is V2, and the voltage generated between both terminals (upstream terminal and downstream terminal) of the shunt resistor element 16c is the current. Between detection voltage V3, current flowing through shunt resistance element 16c (current flowing through coil 7a of injector 7) I1, and both terminals (upstream terminal and downstream terminal) other than the control terminal of the switching element of drive circuit 15 Is expressed by V4, and the inter-terminal voltage generated between both terminals of the coil 7a (drive voltage of the coil 7a) is V1 to V2 ( V3 + V4) becomes a voltage obtained by dividing the. The amplifier circuit 16d is composed of a resistance element and an operational amplifier, amplifies the voltage V3 generated between both terminals of the shunt resistance element 16c with a predetermined gain, and outputs an electric signal indicating the voltage V3 ′ thus amplified to the CPU 21. Output to.

The EEPROM 17 stores data relating to various learning values such as a fuel injection amount learning value and a throttle reference position learning value. Note that the EEPROM 17 may be replaced with another storage medium such as a data flash as long as it can store data relating to such various learning values.

The ROM 18 is configured by a nonvolatile storage device, and details are described in a control program for coil resistance value calculation processing, which will be described later, and data used in the coil resistance value calculation processing (table data for the graphs shown in FIGS. 3 and 4, etc.) ) And other control data are stored.

The RAM 19 is composed of a volatile storage device and functions as a working area for the CPU 21.

The timer 20 performs a time measurement process according to a control signal from the CPU 21.

CPU21 controls the operation of the entire ECU10. In the present embodiment, the CPU 21 calculates a resistance value of the coil 7 a of the injector 7 by executing a control program such as a coil resistance value calculation process stored in the ROM 18 and is stored in the ROM 18. By executing a control program for engine temperature calculation processing, the injector temperature corresponding to the resistance value of the coil 7a of the injector 7 is calculated as the engine temperature (engine temperature), and ignition is performed based on the engine temperature thus calculated. By controlling the circuit 14 and the drive circuit 15, the operating state of the engine is controlled. Here, when calculating the resistance value of the coil 7a, the CPU 21 uses the ignition voltage VIGP (= V1) applied to the upstream terminal of the coil 7a as the voltage V1 ′ exhibited by the electric signal input from the IGP voltage detection circuit 16a. ) And the voltage V3 ′ exhibited by the electric signal input from the amplifier circuit 16d is converted into a voltage V3 generated between both terminals of the shunt resistor element 16c. When obtaining the engine temperature having a correlation with the injector temperature, the temperature of the spark plug seat of the engine is measured in consideration of the fact that the temperature of the spark plug seat of the engine is close to the actual temperature inside the engine, It is simple to acquire this as the engine temperature.

The internal combustion engine control apparatus 1 having such a configuration calculates the resistance value of the coil 7a of the injector 7 and controls its operating state by executing the following coil resistance value calculation process. Hereinafter, the operation of the internal combustion engine control device 1 when executing the coil resistance value calculation processing in the present embodiment will be described more specifically with reference to FIGS. 3 and 4.

[Coil resistance value calculation processing]
FIG. 3 shows an ignition voltage that can be applied to the internal combustion engine control apparatus 1 according to the present embodiment, and a voltage at which the current flowing through the coil 7a of the injector 7 due to the ignition voltage is applied to the shunt resistance element 16c (upstream of the shunt resistance element 16c). It is a graph which shows an example of the relationship with the saturation time when the current detection voltage ∨3 detected as a voltage generated between the terminal on the side and the terminal on the downstream side is saturated. FIG. 4A shows a value of the energization time / current detection voltage saturation time (value obtained by dividing the energization time divided by the saturation time) and current detection of the coil 7a of the injector 7 that can be applied to the internal combustion engine control apparatus 1 in the present embodiment. FIG. 4B is a graph showing an example of the relationship between the saturation voltage value of the voltage / current detection voltage (the value obtained by dividing the ignition voltage by the saturation voltage), and FIG. 4B is a current that can be applied to the internal combustion engine controller 1 in the present embodiment. It is a graph which shows an example of the relationship between the saturation degree of a detection voltage, and a correction coefficient.

With respect to the coil 7a of the injector 7, there is a relationship as shown in FIG. 3 between the ignition voltage applied to the upstream terminal of the coil 7a and the saturation time of the current detection voltage. As the ignition voltage increases, Its saturation time decreases. Therefore, in the coil resistance value calculation process of the internal combustion engine control apparatus 1 according to the present embodiment, first, the CPU 21 uses the table data that exhibits the relationship shown in FIG. 3 to determine the ignition voltage applied to the upstream terminal of the coil 7a. The saturation time corresponding to is calculated. Specifically, the CPU 21 calculates the required fuel injection time (the energization time of the coil 7a), applies the ignition voltage to the upstream terminal of the coil 7a during the energization time, and then the upstream side of the coil 7a. An ignition voltage applied to the terminal at the end of energization of the coil 7a is calculated. Then, the CPU 21 calculates the saturation time corresponding to the ignition voltage from the current detection voltage ∨3 corresponding to the current that flows when the coil 7a is energized, using the table data having the relationship shown in FIG.

Here, the saturation time of the current detection voltage means a time necessary for the current detection voltage to reach (saturate) the saturation voltage having a constant value. And since the saturation time of the current detection voltage exhibits a value equal to the time required to reach (saturate) the saturation current, which is a constant value, the current flowing through the coil 7a, The saturation time corresponding to the current flowing through the coil 7a at the end of energization of the coil 7a may be handled. More directly, the saturation time corresponding to the current flowing through the coil 7a at the end of energization of the coil 7a using table data defining the relationship between the current flowing through the coil 7a and the saturation time of the current. May be calculated. In such a case, the current flowing through the shunt resistor element 16c is calculated from the current detection voltage generated between the two terminals of the shunt resistor element 16c when the energization of the coil 7a is completed, and this flows through the coil 7a when the energization of the coil 7a is completed. It will be used as a current.

In addition, regarding the coil 7a of the injector 7, the value obtained by dividing the energization time to energize the coil 7a by the saturation time of the current detection voltage (energization time / saturation time) and the current detection voltage at the end of energization are the saturation voltage of the current detection voltage. There is a relationship as shown in FIG. 4A between the value divided by (current detection voltage / saturation voltage). Therefore, in the coil resistance value calculation process of the internal combustion engine control apparatus 1 according to the present embodiment, the CPU 21 next determines the energization time of the coil 7a based on the table data that defines the relationship shown in FIG. 4A. The degree of saturation corresponding to the value divided by the saturation time (energization time / saturation time) is calculated. Here, the degree of saturation is a value (current detection voltage / saturation voltage) obtained by dividing the current detection voltage between both terminals of the shunt resistance element 16c by the saturation voltage of the current detection voltage at the end of energization.

Here, since the saturation level of the current detection voltage exhibits a value equal to the saturation level of the current flowing through the coil 7a at the end of energization, the saturation level is converted into the current flowing through the coil 7a at the end of energization of the coil 7a. It may be handled as the corresponding saturation degree. More directly, a value obtained by dividing the energization time for energizing the coil 7a by the saturation time of the current flowing through the coil 7a (energization time / saturation time) and the current flowing through the coil 7a at the end of energization. Value obtained by dividing the energization time of the coil 7a by the saturation time of the current flowing through the coil 7a based on the table data defining the relationship between the value divided by the saturation current (current / saturation current) The saturation degree corresponding to (saturation time) may be calculated. Here, the degree of saturation is a value (current / saturation current) obtained by dividing the current flowing through the coil 7a at the end of energization by the saturation current of the current flowing through the coil 7a.

Moreover, regarding the coil 7a of the injector 7, the saturation degree corresponding to the value (energization time / saturation time) obtained by dividing the energization time of the coil 7a by the saturation time of the current detection voltage is as shown in FIG. 4B. A correct correction coefficient is defined in advance. Such a correction coefficient is for correcting the current detection voltage V3 applied to the shunt resistance element 16c when the coil 7a is energized. Such a correction coefficient is typically a value of 1 or more, and is a constant value larger than 1 when the saturation degree is relatively small, and gradually decreases as the saturation degree increases and the saturation degree is relative. When it is large, it becomes 1 or a constant value close to 1. Therefore, in the coil resistance value calculation process of the internal combustion engine control apparatus 1 in the present embodiment, the CPU 21 next calculates a correction coefficient corresponding to the saturation degree based on the table data defining the relationship shown in FIG. 4B. To do.

Here, correcting the voltage V3 applied to the shunt resistor element 16c at the end of energization of the coil 7a is equivalent to correcting the current I1 flowing through the shunt resistor element 16c at the end of energization of the coil 7a. Therefore, based on the correction coefficient for correcting the voltage V3 applied to the shunt resistance element 16c when the coil 7a is energized, the correction coefficient for correcting the current I flowing through the coil 7a when the coil 7a is energized is calculated. May be. More directly, table data that defines a correction coefficient for a saturation degree corresponding to a value (energization time / saturation time) obtained by dividing the energization time for energizing the coil 7a by the saturation time of the current flowing through the coil 7a. Based on the above, a correction coefficient corresponding to the degree of saturation may be calculated.

Then, in the coil resistance value calculation process of the internal combustion engine control apparatus 1 in the present embodiment, the CPU 21 next multiplies the voltage V3 applied to the shunt resistor element 16c at the end of energization of the coil 7a by the correction coefficient for correction. Then, a corrected voltage (corrected voltage) V3 ″ is calculated.

Here, when correcting the current I1 flowing through the shunt resistor element 16c at the end of energization of the coil 7a, the CPU 21 multiplies the current I1 flowing through the shunt resistor element 16c at the end of energization of the coil 7a by a correction coefficient. A completed current (corrected current) I1 ′ is calculated. Here, since the value of the current flowing through the shunt resistor element 16c at the end of energization is equal to the value of the current flowing through the coil 7a at the end of energization, the corrected current I1 ′ is corrected by correcting the current flowing through the coil 7a at the end of energization. This corresponds to the finished current.

In the coil resistance value calculation process of the internal combustion engine control apparatus 1 according to the present embodiment, the CPU 21 applies the corrected voltage V3 ″ to the upstream terminal of the coil 7a at the end of energization of the coil 7a. Using the ignition voltage V1 (= VIGP), the resistance R1 of the shunt resistance element 16c, and the ON resistance RON of the switching element of the drive circuit 15, a corrected voltage to be generated between both terminals of the coil 7a, that is, a corrected drive voltage VINJ is calculated by the following equation: VINJ = V1− (V3 ″ / R1) X (R1 + RON).

Here, when the current I1 flowing through the shunt resistance element 16c at the end of energization of the coil 7a is corrected, the corrected voltage to be generated between both terminals of the coil 7a, that is, the corrected drive voltage VINJ, is corrected. I ′, the ignition voltage V1 (= VIGP) applied to the upstream terminal of the coil 7a at the end of energization of the coil 7a, the resistance R1 of the shunt resistance element 16c, and the ON resistance RON of the switching element of the drive circuit 15 are also used. Thus, the calculation may be performed by the following equation: VINJ = V1−I1′X (R1 + RON).

In the coil resistance value calculation process of the internal combustion engine control apparatus 1 in the present embodiment, finally, the CPU 21 corrects the drive voltage VINJ of the coil 7a using the drive voltage VINJ and the corrected voltage V3 ″ of the coil 7a. The resistance INJR of the coil 7a is calculated by the equation of INJR = VINJ / (V3 ″ / R1) divided by V3 ″ / R1 with respect to the finished voltage V3 ″. If this equation is modified, the following equation can be obtained: INJR = V1 / (V3 ″ / R1) −R1-RON. Therefore, the drive voltage VINJ of the coil 7a is set to INJR = V1 / (V3 ″ / R1). It may be calculated by the mathematical formula -R1-RON.

Here, when correcting the current I1 flowing through the shunt resistor element 16c at the end of energization of the coil 7a, the CPU 21 uses the driving voltage VINJ of the coil 7a and the corrected current I1 ′ to change the driving voltage VINJ of the coil 7a. What is necessary is just to calculate the resistance INJR of the coil 7a by the formula of INJR = VINJ / I1 ′ divided by the corrected current I1 ′. If this formula is modified, the formula INJR = (V1 / I1 ′) − R1-RON is obtained. Therefore, the drive voltage VINJ of the coil 7a is expressed by the formula INJR = (V1 / I1 ′) − R1-RON. You may calculate by.

In the coil resistance value calculation process of the internal combustion engine control apparatus 1 according to the present embodiment, the resistance INJR of the coil 7a is calculated using the table data of the three graphs shown in FIGS. The resistance INJR of the coil 7a may be calculated using map data obtained by integrating the table data of the three graphs.

As is apparent from the above description, in the internal combustion engine control apparatus 1 according to the present embodiment, the CPU 21 controls the voltage value of the drive voltage applied to the coil 7a with the fuel injection of the injector 7 and the coil with the fuel injection. In calculating the resistance value of the coil 7a using the current value of the current flowing through the coil 7a, the energization time of the coil 7a and the saturation time necessary for the current value to be saturated are determined at the end of energization of the coil 7a. Is calculated, and the current value at the end of energization is corrected based on the saturation level. Therefore, when the resistance value of the coil 7a of the injector 7 of the engine mounted on the vehicle is calculated. This reflects the change in inductance of the coil 7a and related components and the change in the ignition voltage VIGP (= V1) which is the power supply voltage of the coil 7a. Rukoto in capable simple construction, it is possible to calculate with a practically sufficient accuracy the resistance of such coil 7a.

Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the CPU 21 determines the current value based on the characteristics that define the relationship between the current value of the current flowing through the coil 7a during fuel injection and the saturation time of the current value. Therefore, even if the ignition voltage VIGP (= V1), which is the power supply voltage of the coil 7a, changes due to aging deterioration, load fluctuation, etc., the coil 7a is calculated. The saturation time of the current flowing through the coil 7a can be calculated appropriately, and the resistance value of the coil 7a can be calculated with sufficient accuracy for practical use.

Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the CPU 21 calculates the correction coefficient for the current value based on the relationship between the degree of saturation of the current value and the correction coefficient for correcting the current value. Thus, the correction coefficient for correcting the current value can be appropriately calculated, and the resistance value of the coil 7a of the injector 7 can be calculated with sufficient practical accuracy.

Further, in the internal combustion engine control apparatus 1 in the present embodiment, a first voltage detection circuit (IGP voltage) that detects a first voltage value V1 (= VIGP) applied to the upstream terminal of the coil 7a in accordance with fuel injection. Detection circuit) 16a and a second voltage detection circuit (INJ voltage detection circuit) 16b for detecting a second voltage value V3 applied to the resistance element 16c connected to the downstream terminal of the coil 7a as the fuel is injected. When the CPU 21 calculates the resistance value of the coil 7a, the coil is calculated from the energization time and the saturation time necessary for the second voltage value V3 to be saturated, instead of the degree of saturation of the current value. Instead of calculating the degree of saturation of the second voltage value V3 at the end of energization 7a and correcting the current value at the end of energization, the second voltage value V3 at the end of energization is changed to the second voltage. Based on the saturation of value V3 Therefore, when calculating the resistance value of the coil 7a of the injector 7 of the engine 7 mounted on the vehicle with a more realistic configuration, the change in inductance of the coil 7a and related components is calculated. And the change of the ignition voltage VIGP (= V1) which is the power supply voltage of the coil 7a can be reflected, and the resistance value of the coil 7a can be calculated with sufficient practical accuracy.

Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the CPU 21 defines the relationship between the first voltage value V1 (= VIGP) and the saturation time required for the second voltage value V3 to be saturated. Since the saturation time necessary for the second voltage value V3 to saturate is calculated based on the characteristics, the battery voltage changes due to deterioration over time, load fluctuation, etc., and an ignition that is the power supply voltage of the coil 7a. Even when the voltage VIGP (= V1) changes, the saturation time of the current flowing through the coil 7a can be appropriately calculated with a more realistic configuration, and the resistance value of the coil 7a is practically sufficient. It can be calculated with accuracy.

In the internal combustion engine control apparatus 1 according to the present embodiment, the CPU 21 determines the second voltage value V3 from the correlation between the saturation degree of the second voltage value V3 and the correction coefficient for correcting the second voltage value V3. Therefore, the correction coefficient for correcting the current value can be appropriately calculated with a more realistic configuration, and the resistance value of the coil 7a of the injector 7 can be calculated with sufficient practical accuracy. can do.

In the present invention, the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects. Of course, it can be changed as appropriate without departing from the scope.

As described above, the present invention can provide an internal combustion engine control apparatus that can calculate the resistance value of a coil of an injector of an internal combustion engine mounted on a vehicle with a practically sufficient accuracy with a simple configuration. Therefore, it is expected to be widely applicable to general-purpose machines such as generators and internal-combustion engine control devices for vehicles such as motorcycles because of its general-purpose nature.

Claims

In the internal combustion engine control device including a control unit that controls the operating state of the internal combustion engine based on a resistance value of a coil included in an injector mounted on the vehicle,
The controller is
In calculating the resistance value of the coil using the voltage value of the drive voltage applied to the coil accompanying the fuel injection of the injector and the current value of the current flowing through the coil accompanying the fuel injection. ,
From the energization time of the coil and the saturation time required for the current value to be saturated, the degree of saturation of the current value at the end of energization of the coil is calculated,
An internal combustion engine control device that corrects the current value at the end of energization based on the degree of saturation.
The said control part calculates the said saturation time based on the characteristic which prescribed | regulated the relationship between the said electric current value of the said electric current which flows through the said coil at the time of the said fuel injection, and the said saturation time. Item 6. The internal combustion engine control device according to Item 1.
3. The internal combustion engine control device according to claim 2, wherein the control unit calculates the correction coefficient based on a relationship between the saturation degree and a correction coefficient for correcting the current value.
A first voltage detection circuit for detecting a first voltage value applied to the upstream terminal of the coil in association with the fuel injection;
A second voltage detection circuit for detecting a second voltage value applied to the resistance element connected to the downstream terminal of the coil in association with the fuel injection,
The controller, when calculating the resistance value of the coil,
Instead of the degree of saturation of the current value, the degree of saturation of the first voltage value at the end of energization of the coil from the energization time and the saturation time required for the second voltage value to be saturated. To calculate
Instead of correcting the current value at the end of energization, the second voltage value at the end of energization is corrected based on the degree of saturation of the second voltage value. Item 6. An internal combustion engine control device according to Item 1.
The control unit saturates the second voltage value based on a characteristic that defines a relationship between the first voltage value and the saturation time required for the second voltage value to be saturated. The internal combustion engine control device according to claim 4, wherein the saturation time required for the calculation is calculated.
The control unit calculates the correction coefficient of the second voltage value from a correlation between the degree of saturation of the second voltage value and a correction coefficient for correcting the second voltage value. An internal combustion engine control device according to claim 5.