CN103362672B - The fuel injection control system of internal-combustion engine - Google Patents
The fuel injection control system of internal-combustion engine Download PDFInfo
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- CN103362672B CN103362672B CN201310099933.6A CN201310099933A CN103362672B CN 103362672 B CN103362672 B CN 103362672B CN 201310099933 A CN201310099933 A CN 201310099933A CN 103362672 B CN103362672 B CN 103362672B
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
There is provided the fuel injection control system of internal-combustion engine, fuel correction when can perform the acceleration being suitable for rarefaction running and adding and the increase of computational burden of parts can not be caused.The fuel injection control system of this internal-combustion engine has: emitted dose correcting unit, its when detect be in accelerated service state time, fuel correction amount when acceleration adds to the basic emitted dose preset; With rarefaction correcting unit, when its operating condition when motor charges into predetermined rarefaction region, basic emitted dose is multiplied by rarefaction coefficient, perform the rarefaction running applying the rarefaction air fuel ratio being in lean side compared with chemically correct fuel, wherein, emitted dose correcting unit comprises fuel correction unit when rarefaction running is accelerated, its when detect in rarefaction running, be in accelerated service state time, fuel correction amount when obtaining the acceleration of the rarefaction running after divided by rarefaction coefficient.
Description
Technical field
The present invention relates to a kind of fuel injection control system of internal-combustion engine, particularly carry out the fuel injection control system of the internal-combustion engine of air-fuel ratio feedback control and the rarefaction control exported based on oxygen sensor.
Background technique
All the time, be known to the fuel injection control system of such internal-combustion engine: the output value based on the oxygen sensor being located at outlet pipe carries out feedback control to fuel injection amount, burn to make the state that internal-combustion engine is closing on chemically correct fuel (stoiciometry: stoichiometric).And, in this fuel injection control system, it is also known that such technology: carry out the incremental correction of fuel injection amount when vehicle acceleration or perform the rarefaction running of applying the lean air fuel ratio thinner than chemically correct fuel in predefined conditions, to realize the raising of fuel efficiency.
Patent Document 1 discloses such fuel injection control system: when the variance ratio based on throttle opening detects acceleration mode, fuel correction amount when acceleration adds to basic emitted dose.
In addition, Patent Document 2 discloses such fuel injection control system: to produce deviation with chemically correct fuel and to calculate and after learn the correcting value corresponding to the difference with chemically correct fuel, beginning rarefaction operates being detected by oxygen sensor.
In addition, patent documentation 3 discloses such fuel injection control system: utilize LAF(linearAirbyFuel: line air and fuel ratio) sensor carries out feedback control to fuel injection amount, this LAF sensor is that thin or dense oxygen sensor is different from only judging relative to chemically correct fuel, and this LAF sensor directly can measure air fuel ratio in the wide range from thin to dense.
Patent documentation 1: Japanese Patent No. 2572436 publication
Patent documentation 2: Japanese Unexamined Patent Publication 9-264176 publication
Patent documentation 3: Japanese Laid-Open Patent Publication 60-219428 publication
But, when there is acceleration operation in this rarefaction running recorded in patent documentation 2, even if in rarefaction running, also wish the acceleration wish respecting driver, incremental correction when accelerating.But fuel correction technology when directly applying the acceleration that patent documentation 1 records, when only increasing common acceleration to the few emitted dose in the running of few rarefaction, fuel correction amount, likely can not get the acceleration mode that driver wishes.To this, consideration can carry out feedback control all the time by the LAF sensor utilizing patent documentation 3 to record, when being controlled to the acceleration in rarefaction running with this, fuel correction quantitative change must be more than fuel correction amount during acceleration in running usually, but except needs prepare LAF sensor in addition, also have and add the data volume and this problem of computational burden that storage keeps.
Summary of the invention
The object of the invention is to the problem solving above-mentioned prior art, a kind of fuel injection control system of internal-combustion engine is provided, the fuel correction when fuel injection control system of this internal-combustion engine can perform the acceleration being suitable for rarefaction running, and adding and the increase of computational burden of parts can not be caused.
In order to achieve the above object, the fuel injection control system of internal-combustion engine of the present invention has: throttle opening variance ratio detection unit (50), and it detects the variance ratio (Δ TH) of the throttle opening (TH) of internal-combustion engine (E); Accelerated service state detection unit (51), it detects described internal-combustion engine (E) based on described variance ratio (Δ TH) and whether is in accelerated service state; and emitted dose correcting unit (52), when detect be in described accelerated service state time, fuel correction amount (TACC × KTH) when this emitted dose correcting unit (52) adds acceleration to the basic emitted dose (TO) preset, the fuel injection control system of this internal-combustion engine also possesses rarefaction correcting unit (55), when the operating condition of described internal-combustion engine (E) charges into predetermined rarefaction region (L), described basic emitted dose (T0) is multiplied by rarefaction coefficient (KLEAN) by this rarefaction correcting unit (55), perform the rarefaction running applying the rarefaction air fuel ratio being in lean side compared with chemically correct fuel, the fisrt feature of described fuel injection control system is, described emitted dose correcting unit (52) comprises fuel correction unit (53) when rarefaction running is accelerated, when detect in the running of described rarefaction, be in described accelerated service state time, this rarefaction running accelerate time fuel correction unit (53) obtain described accelerate time fuel correction amount (TACC × KTH) divided by after described rarefaction coefficient (KLEAN) rarefaction running acceleration time fuel correction amount (TACC × KTH ÷ KLEAN).
In addition, the second aspect of the present invention is, the load of described internal-combustion engine (E) and the increase of throttle opening (TH) and engine speed (NE) correspondingly become large, described rarefaction coefficient (KLEAN) is set to become large along with the load of described internal-combustion engine (E) and diminish, described rarefaction region (L) and described rarefaction coefficient (KLEAN) are correspondingly divided into multiple divided area (L1, L2, L3), described multiple divided area (L1, L2, L3) load had along with described internal-combustion engine (E) is risen, rotating speed improves and rarefaction is inclined to the part diminished.
In addition, the third aspect of the present invention is, when the variance ratio (Δ TH) of described throttle opening (TH) exceedes Second Threshold (T2) larger than the first threshold (TI) for judging whether to be in accelerated service state, described emitted dose correcting unit (52) switches to usual running from the running of described rarefaction, and fuel correction when fuel correction amount performs acceleration when utilizing the acceleration of application in running usually.
In addition, the fourth aspect of the present invention is, described rarefaction correcting unit (55) makes described rarefaction coefficient (KLEAN) move closer to 1 when departing from described rarefaction region (L).
According to fisrt feature, emitted dose correcting unit comprises fuel correction unit when rarefaction running is accelerated, when detect rarefaction running in be in accelerated service state time, when when this rarefaction running is accelerated, fuel correction unit obtains acceleration, fuel correction amount is divided by fuel correction amount during rarefaction running acceleration after rarefaction coefficient, therefore, it is possible to fuel correction amount when calculating the acceleration operating corresponding with rarefaction, and need not arrange can in the wide range comprising chemically correct fuel the LAF sensor of direct-detection air fuel ratio, also need not increase and store data volume and computational burden.
In addition, the value that when fuel correction amount is set as than the application when usual running acceleration during by rarefaction running being accelerated, fuel correction amount is large, even if when carrying out acceleration operation thus in rarefaction running, driver also can obtain the acceleration of complying with its wish.In addition, when rarefaction running in become acceleration mode, without the need to by control mode from rarefaction running switch to usually operate the acceleration that driver just can be provided to expect time fuel correction, therefore, it is possible to alleviate computational burden.
According to second feature, the increase of the load of internal-combustion engine and throttle opening and engine speed correspondingly becomes large; rarefaction coefficient is set to become large along with the load of internal-combustion engine and diminish; rarefaction region and rarefaction coefficient are correspondingly divided into multiple divided area; multiple divided area has along with the load rising of internal-combustion engine, rotating speed raising and rarefaction is inclined to the part diminished; therefore, it is possible to easily obtain the load of internal-combustion engine, can be set as that the fuel efficiency of rarefaction coefficient and internal-combustion engine becomes excellent tendency and correspondingly diminishes.In addition, when the acceleration for stabilization of motor, also can be set as rarefaction coefficient and make the fuel efficiency of motor become excellent fuel oil to finely tune and correspondingly change.
In addition; rarefaction coefficient is lower, the rarefaction corrected value of basic emitted dose more declines, but simultaneously; during acceleration, fuel increment correcting value rises due to the inverse of rarefaction coefficient, therefore, it is possible to the effect of fuel correction amount when application improves acceleration further with rarefaction coefficient.And, when the acceleration for stabilization of motor, can be set as rarefaction coefficient also with make the fuel efficiency of motor become excellent fuel oil to finely tune and correspondingly change, therefore when stably accelerating, the fuel increment during acceleration that driver can be provided to expect while maintaining rarefaction state.
According to third feature, when the variance ratio of valve opening exceedes the Second Threshold larger than the first threshold for judging whether to be in accelerated service state, emitted dose correcting unit switches to usual running from rarefaction running, and fuel correction when fuel correction amount performs acceleration when utilizing the acceleration of application in usual running, therefore when the variance ratio of throttle opening is large, fuel correction amount when can apply the acceleration based on usual operating condition, the acceleration mode that can driver be provided as early as possible to expect thus, and the computing of the inverse of rarefaction coefficient etc. need not be carried out.
According to fourth feature; rarefaction correcting unit makes rarefaction coefficient move closer to 1 when departing from rarefaction region; therefore the vary stable ground of air fuel ratio carries out, driver can be made not easily to perceive the change of the driving force with the internal-combustion engine transferring to driving usually from rarefaction.
Accompanying drawing explanation
Fig. 1 is the integrally-built figure that internal-combustion engine is shown.
Fig. 2 is the block diagram of the structure that control unit is shown.
Fig. 3 is the mapping graph of the load area for retrieving internal-combustion engine.
Fig. 4 is the mapping graph that air-fuel ratio feedback region is shown.
Fig. 5 illustrates feedback areas and the KBU mapping graph of relation between the KBU set in each feedback areas.
Fig. 6 is the explanatory drawing of the relation illustrated between KO2 and KBU.
Fig. 7 is the schematic diagram after being simplified by the KBU mapping graph shown in Fig. 5.
Fig. 8 is the KBU mapping graph that rarefaction area distribution is shown.
Even if Fig. 9 illustrates to charge into rarefaction region, rarefaction operates the figure of example of the operating condition also do not started.
Figure 10 is the figure of the example that the operating condition not starting rarefaction running owing to not charging into rarefaction region is shown.
Figure 11 is the figure of the example that the operating condition of charging into rarefaction region L by accelerating slowly is shown.
Figure 12 is the figure that the example carrying out the slow operating condition accelerated in rarefaction region is shown.
Figure 13 illustrates that rarefaction region is by the figure of state segmented further.
Figure 14 illustrates the line chart of relation between the environment correction factor in the environmental change and idling area that produce in rarefaction running.
Figure 15 is the line chart of the relation illustrated between the output value of oxygen sensor and air fuel ratio.
Figure 16 is the flow chart that the flow process that rarefaction running controls is shown.
Figure 17 illustrates rarefaction running and the flow chart of flow process that transfer between usually operating controls.
Figure 18 is the flow chart of the flow process that idling area Monitor and Control is shown.
Figure 19 is the flow chart that the flow process that the confirmation that condition is charged in rarefaction running controls is shown.
Figure 20 is the flow chart of the flow process that when acceleration in rarefaction running is shown, fuel correction controls.
The explanatory drawing of difference when Figure 21 is the acceleration when acceleration in usually running is shown in fuel correction and rarefaction running between fuel correction.
Label declaration
26: engine load sensor; 32: oxygen sensor; 50: throttle opening variance ratio detection unit; 51: accelerated service state detection unit; 52: emitted dose correcting unit; 53: fuel correction unit when rarefaction running is accelerated; 55: rarefaction correcting unit; A1 ~ A6: feedback areas; A3, A4: presumptive area; C: control unit (control device); E: motor (internal-combustion engine); KBU1 ~ KBU6: environment correction factor; KLEAN: rarefaction coefficient; KO2: feedback correcting coefficient; KO2ave: mean value; L: rarefaction region; L1, L2, L3: divided area; T1: first threshold; T2: Second Threshold; Δ TH: the variance ratio of throttle opening TH; Z: predetermined threshold; TACC × KTH: correcting value during acceleration; TACC × KTH ÷ KLEAN: fuel correction amount when rarefaction running is accelerated.
Embodiment
Below, with reference to accompanying drawing, describe the preferred embodiment of the present invention in detail.Fig. 1 is the block diagram of the structure of the fuel injection control system that the internal-combustion engine that an embodiment of the invention relate to is shown.Chimeric slidably in the cylinder thorax 11 being equipped on two-wheeled water-cooled (or air cooling) formula internal-combustion engine (motor) E have piston 12.The venting gas appliance 15 of the air inlet system 14 and waste gas discharge of spontaneous combustion room 13 in the future supplying mixed gas to firing chamber 13 is connected with at the cylinder head 16 of motor E.Be formed with gas-entered passageway 17 at air inlet system 14, be formed with exhaust passage 18 at venting gas appliance 15.Catalyst 25 is installed between venting gas appliance 15 and exhaust passage 18.At cylinder head 16, air inlet/exhaust valve that its front end is projected into spark plug 20 in firing chamber 13 and valve mechanism is installed.
While can be opened and closed to be configured with at air inlet system 14 closure 21 controlling air inflow, be provided with the Fuelinjection nozzle 22 of burner oil in the position being more in downstream side than closure 21.In addition, be connected with the bypass channel 27 walking around closure 21 at gas-entered passageway 17, utilize actuator 28 to adjust the air quantity of circulation in this bypass channel 27, carry out the adjustment of idling (idle running) rotating speed thus.Idling speed is adjusted automatically by actuator 28, but in order to cater to the hobby of user, with this self-adjusting rotating speed for benchmark, can also be adjusted arbitrarily by idling screw.
As the igniting opportunity of the control unit C control spark plug 20 of control gear, from the fuel injection amount of Fuelinjection nozzle 22 and the action of actuator 28.Control unit C inputs respectively: the output signal detecting the engine load sensor 26 of the aperture of closure 21, the output signal detecting the speed probe 30 of the rotating speed of the bent axle 29 be connected with piston 12, detecting the output signal of the cooling-water temperature sensor 31 of the water temperature of engine cooling water, being installed on the output signal of the oxygen sensor 32 being more in the exhaust passage 18 of upstream side than catalyst 25 in order to detect oxygen concentration remaining in waste gas.
Fig. 2 is the block diagram of the structure that control unit C is shown.Control unit C comprises: basic injection quantity computation unit 34, and it maps Figure 33 with reference to basic emitted dose, determines the basic emitted dose obtaining target air-fuel ratio; Feedback correcting coefficient computing unit 35, its output signal based on oxygen sensor 32 calculates for making air fuel ratio close to the feedback correcting coefficient KO2 of target air-fuel ratio; With fuel injection amount computing unit 37, it calculates final fuel injection amount based on the correcting value obtained by feedback correcting coefficient computing unit 35 etc.Thus, control unit C can obtain suitable fuel injection amount and not need based on air inlet pressure and barometric pressure.
The engine speed NE that basic injection quantity computation unit 34 obtains based on the engine rotation speed sensor 30 and throttle opening TH that engine load sensor 26 obtains, mapping Figure 33 from basic emitted dose derives basic emitted dose.
Feedback correcting coefficient computing unit 35 has: the output signal based on oxygen sensor 32 judges dense rare identifying unit 38 of dense rare degree of waste gas; With the parameter calculation unit 39 of the feedback correcting coefficient KO2 of the result of determination theoretical air-fuel ratio based on this dense rare identifying unit 38 etc.Oxygen sensor 32 only to judge that relative to chemically correct fuel be rare or dense sensor.In addition, parameter calculation unit 39 to the non-volatile memories such as EEPROM or flash memory portion 40 stored parameter, when ignition switch being connected (when system starts), reads in parameter from non-volatile memories portion 40 at predetermined period.
Parameter calculation unit 39, by being stored in feedback correcting coefficient KO2 and the environment correction factor KBU in non-volatile memories portion 40 periodically, utilizes formula KT=KO2 × KBU calculating to be used for carrying out based on the output signal of oxygen sensor 32 the unified correction factor KT of air-fuel ration control.Environment correction factor KBU carries out learning in the mode correspondingly changed with the rheological parameters' change with time of motor E and each load area for motor E is determined.Environment correction factor KBU is stored in non-volatile memories portion 40 at predetermined period, even if cutting off the power supply of vehicle and after halt system, and also can retention value reading in when lower subsystem starts.
At the variable that each predetermined period temporarily uses when feedback correcting coefficient KO2 is the feedback control of carrying out air fuel ratio, substantially, carry out the feedback control based on this feedback correcting coefficient KO2, make air fuel ratio close to target air-fuel ratio.Feedback correcting coefficient KO2 determines based on the result of determination of dense rare identifying unit 38.
Parameter calculation unit 39 to the environment correction factor KBU of each in multiple feedback areas, and utilizes this environment correction factor KBU to calculate unified correction factor KT based on engine speed NE and throttle opening TH leading-out needle.In addition, with regard to the load area beyond feedback areas, the learning value of the feedback areas of this load area adjacent is utilized to control fuel injection amount.
Fuel injection amount computing unit 37 comprises: throttle opening variance ratio detection unit 50, and its output based on engine load sensor 26 detects the variance ratio Δ TH of throttle opening; Accelerated service state detection unit 51, it is based on the value of the variance ratio Δ TH of throttle opening, detects vehicle and whether is in accelerated service state; Emitted dose correcting unit 52, it is when detecting that vehicle is in accelerated service state, calculates fuel correction amount when accelerating, and is added to basic emitted dose; And rarefaction correcting unit 55, it performs the rarefaction running applying the lean air fuel ratio thinner than chemically correct fuel under predetermined operating condition.
In addition, emitted dose correcting unit 52 comprises: usually fuel correction unit 56 during running acceleration, fuel correction during acceleration when it performs the usual running that inapplicable rarefaction operates; Fuel correction unit 53 when accelerating with rarefaction running, its perform rarefaction running time acceleration time fuel correction.Rarefaction correcting unit 55 comprises KBU and maps Figure 54, this KBU map Figure 54 illustrate simply be expressed as KBU below multiple feedback areas corresponding to engine loading and environment correction factor KBU() between relation.
Fig. 3 is the mapping graph of retrieval engine load region.Control unit C retrieves engine loading based on engine speed NE and throttle opening TH and is in which region.In this mapping graph, multiple setting throttle opening THFB0, THFB1, THFB2, THFB3 between setting lower limit throttle opening THO2L, capping throttle opening THO2H and this two throttle openings are redefined for: correspondingly become large with the increase of engine speed NE, and the relation of THO2L < THFB0 < THFB1 < THFB2 < THFB3 < THO2H is set up.
The solid line of each setting throttle opening THO2L, THFB0, THFB1, THFB2, THFB3, THO2H is shown, the boundary value of throttle valve aperture TH application when increasing respectively, for applying sluggish value when the dotted line adjoined with this solid line illustrates and makes border stride across shrinking side.
Fig. 4 is the mapping graph of the feedback areas that air fuel ratio is shown.The feedback areas (O2F/B) of the air fuel ratio shown in oblique line portion is the region determined by setting lower limit rotating speed NLOP, capping rotating speed NHOP and idling area upper limit rotating speed NTHO2L, setting lower limit throttle opening THO2L and capping throttle opening THO2H.In addition, the value of the increase side of the engine speed NE of idling area upper limit rotating speed NTHO2L illustrates with solid line, and the value of the reduction side of engine speed NE is shown in broken lines, sets sluggishness (hysteresis) thus.In addition, setting lower limit throttle opening THO2L and capping throttle opening THO2H illustrates with solid line in the value of the increase side of throttle opening TH, shown in broken lines in the value of the reduction side of throttle opening TH, sets sluggishness thus.
Fig. 5 be by incompatible for determined for Fig. 3 and Fig. 4 Regional Gravity KBU feedback areas being shown and set in each feedback areas between the KBU of relation map Figure 54.In the figure, based on engine speed NE and throttle opening TH, setting comprises multiple load areas of multiple feedback areas, in the present embodiment, give numbering " 1 " to 6 feedback areas to illustrate to " 6 ", region imparting numbering " 0 " beyond feedback areas, " 7 " are illustrated to " 11 ".And, in the following description, also the feedback areas being divided into 11 altogether can be illustrated with the label of A1 to A11.
Multiple load areas border each other shown in Fig. 5 is confirmed as having sluggishness, is set as that throttle opening TH is less and narrower with the feedback areas shown in " 1 " to " 6 ".And, when the operating condition of motor is in feedback areas, detection is in each feedback areas " 1 " to which region in " 6 ", select KBU1 ~ KBU6 corresponding respectively, with regard to the engine load region " 0 " beyond feedback areas, " 7 " to " 11 ", the KBU1 to KBU6 of the feedback areas adjacent with this load area is utilized to control fuel injection amount.
Basic injection quantity computation unit 34 maps Figure 33 based on basic emitted dose derives basic emitted dose T0, and correcting unit 36 is obtained with (T0 × KT) and corrected emitted dose T1.Fuel injection amount computing unit 37 obtains the fuel injection time corresponding with this correction emitted dose T1, control unit C based on carry out the air fuel ratio for oxygen sensor 32 is detected as target air-fuel ratio correction after fuel injection time, control the fuel injection amount from Fuelinjection nozzle 22.
About KBU, under the state that the value of KO2 is fixing, after a predetermined time, select KBU1 ~ 6 from the mapping graph shown in Fig. 5, be multiplied by the value of KO2 now by the KBUx selected and upgrade (study) for new KBUx ' (KBUx '=KO2 × KBUx).The value of KO2 returns reference value (1.0) after KBUx is updated to KBUx '.Namely under the state being fixing in the value of KO2, often after a predetermined time after, KBUx is just updated to KBUx ', KBUx 〞 (=KO2 × KBUx ') ...
KBUx ', KBUx 〞 ... for the value identical with unified correction factor KT during each self refresh, but as previously mentioned, KT=KO2 × KBU, therefore the value of KT and the variation of KO2 correspondingly change, until next KBU upgrades.
Here, with reference to the line chart of Fig. 6, the relation between above-mentioned KO2 and KBU is illustrated.In feedback control of the present embodiment, when the correction quantitative change for becoming chemically correct fuel is large, thereupon, below feedback correcting coefficient KO2(, be simply expressed as KO2) become larger value, but in calculation process, KO2 wishes to be placed in the value close to 1.0.Therefore, under the state that the value of KO2 is fixing, after a predetermined time, upgrade the value of (learn and store) KBU, return 1.0 to make the value of KO2.
In the example shown in Fig. 6, the reduction exported at moment t1, KO2 and oxygen sensor correspondingly increases from 1.0.And, as the example of the reason that this KO2 increases at short notice, can enumerate and make idling screw rotate to loosening direction or fall the external interference such as the barometric pressure rising that causes from eminence.Then, at moment t2, along with air fuel ratio is close to the V1 becoming stoichiometric state, the increase of KO2 is parked in 1.2.In this case, becoming external interference between moment t1 ~ t2 produces interval.And at moment t3, the state fixing along with KO2 continues between scheduled time Ta, and KBUx is updated to KBUx ' (1.2=1.2 × 1.0), and KO2 reduces to 1.0 suddenly.
In addition, the reduction exported at moment t4, KO2 and oxygen sensor correspondingly from 1.0 again increase.Here, the example of the reason of KO2 increase also as hereinbefore.Then, at moment t5, converge on stoichiometric state with air fuel ratio, the increase of KO2 is parked in 1.2.In this case, becoming external interference between moment t4 to t5 produces interval.And at moment t6, the state fixing along with KO2 continues between scheduled time Tb, and KBUx ' is updated to KBUx 〞 (1.44=1.2 × 1.2), and KO2 reduces to 1.0 again suddenly.By keeping the updated value (learning value) of this KBUx, the value of KO2 is played a role as the environment correction factor KBU be incorporated in proper range.And the scheduled time, Ta, Tb can be set to arbitrary value.
Control unit C decides basic emitted dose according to throttle opening TH and engine speed NE, and, by feedback correcting coefficient KO2 and environment correction factor KBU is multiplied by basic emitted dose TO, the feedback control of air fuel ratio is made to become possibility, wherein, feedback correcting coefficient KO2 decides according to the checkout value of oxygen sensor 32, and environment correction factor KBU is that the mode changed with the rheological parameters' change with time along with motor E carries out learning and deciding according to each engine loading.According to this feedback control, do not need air inlet pressure sensor and atmosphere pressure sensor, system cost can be reduced and reduce number of components.Particularly, in the operation range of low throttle opening, the friction change considering motor E and the feedback control being attached to the intake change that closure 21 causes etc. due to coal become possibility.In addition, in high throttle opening region, even if when the output bias of engine load sensor 26 is larger, also suitable air fuel ratio can be set.
Control unit C, in the feedback areas of air fuel ratio, performs the fuel injection control employing feedback correcting coefficient KO2 and environment correction factor KBU.In addition, the feedback areas of air fuel ratio is set as the less then feedback areas of throttle opening is narrower, thus, be easily subject to bypass valve etc. deterioration impact low throttle opening region in, can trickle study control be carried out, thus can more suitable air-fuel ration control be carried out.
Fig. 7 is the KBU mapping graph shown in Fig. 5 by the schematic diagram after simple.As mentioned above, KBU mapping graph shows feedback areas and relation between the KBU set each feedback areas.In the figure, according to engine speed NE and throttle opening TH, in O2F/B region, be divided into 6 feedback areas give " A1 " ~ " A6 " label and illustrate.The label that each self-corresponding environment correction factor KBU gives " KBU1 " ~ " KBU6 " is illustrated.The outside of A1 ~ A6 is in beyond O2F/B region.In the present embodiment, by low TH and the feedback areas A1 of low NE is called idling area A1.
Fig. 8 is the KBU mapping graph of the distribution that rarefaction region L is shown.In the present embodiment, the part in feedback areas is set as rarefaction region L.Such as, rarefaction region L is set as the region (diagram point retouches portion) of the part across feedback areas A3, A4.In the present embodiment, be configured to: in the L of this rarefaction region, perform rarefaction running, realize the raising of fuel efficiency, wherein, described rarefaction running applies the lean air fuel ratio thinner than chemically correct fuel.
But, oxygen sensor 32 involved by present embodiment is sensors as described below: as show the relation between the output value of the oxygen sensor of Figure 15 and air fuel ratio plotted curve shown in, to show with chemically correct fuel (stoichiometric) state be separation, and stair-stepping voltage exports, and oxygen sensor 32 only can judge that relative to chemically correct fuel λ s be rare or dense.Therefore, in the rarefaction applying the rarefaction air fuel ratio being in lean side compared with chemically correct fuel λ s operates, the output value of oxygen sensor 32 be partial to significantly away from the voltage Vs corresponding with chemically correct fuel λ s close to the value of zero, the feedback control based on the output value of oxygen sensor 32 becomes impossible.Therefore, in the such environmental change again learnt needing environment correction factor KBU, even if create the environmental change that just can detect according to the output value of oxygen sensor 32 in rarefaction running, control unit C can not detect that it is in rarefaction running.In the present embodiment, in order to process such situation, be configured to: by monitoring the change of the feedback correcting coefficient KO2 in the A1 of idling area, be in due course, the study again of execution environment correction factor KBU3, KBU4.
In addition, comprise in the beginning condition that rarefaction operates: the study of environment correction factor KBU3, KBU4 of feedback areas A3, A4 completes.In addition, can be set as: when again starting rarefaction running after rarefaction running terminates, from the side that KBU3, KBU4 learning has terminated, start rarefaction running successively.
In addition, detect according to the output value of oxygen sensor 32 that to be whether the method for chemically correct fuel λ s as described below.About the output value of oxygen sensor 32 exporting predetermined voltage Vs when chemically correct fuel, after the engine is started, when combustion regime is close to chemically correct fuel λ s, its amplitude reduces and converges on predetermined voltage Vs.Now, using the variance ratio of the output value of oxygen sensor 32 from just becoming negative or becoming positive situation as " output value reversion " from negative, can count this reversion number of times, thus, such as by carrying out the reversion of the output value of 3 oxygen sensors 32, can detect and be in stable stoichiometric state.In addition, as shown in dotted line La, rarefaction region L is set as the scope arriving feedback areas A5, or as shown in dot and dash line Lb, is set as the scope arriving feedback areas A5 ~ A6.
Even if Fig. 9 illustrates to charge into the figure that rarefaction region L does not start the example of the operating condition of rarefaction running yet.The switching operated from usual operating condition to rarefaction, is just performed when meeting multiple condition shown below.As its condition, be set with: (a) engine water temperature (or oil temperature) is more than predetermined value (such as 8O degree); (b) finish KBU3,4 study (KBUOK mark is set up); C () has charged into rarefaction region; (d) when being applied with acceleration fuel correction state under, do not charge into fuel correction execute flag when rarefaction region L(accelerates and do not arrange); E () is not the fuel cut-off state (during full cut-off, fuel injection cut-off mark is set up) caused due to closure full cut-off; F () speed changer is not neutral state etc.
In fig .9, even if as the situation of charging into rarefaction region and also do not start rarefaction running, show and accelerate or anxious deceleration and charge into rarefaction region L to be charged into by the situation (NG1) of rarefaction region L and speed changer situation (NG2) due to the fast idle (ス Na ッ プ) under neutral state due to anxious.
Figure 10 is the figure of the example that the operating condition not starting rarefaction running owing to not charging into rarefaction region L is shown.When applying engine braking and slow down under closure full-shut position, when full cut-off, fuel sprays in cut-off region (THFC region NG3), does not charge into rarefaction region L due to throttle opening full cut-off, and therefore rarefaction running does not start.
Figure 11 illustrates the figure charging into the situation of rarefaction region L owing to accelerating slowly namely to accelerate slowly from the outside of rarefaction region L.Even if the slow acceleration shown in this figure accelerates slowly, fuel correction when also addition of acceleration in fuel injection amount.In the present embodiment, be set as: even if charge into rarefaction region L owing to accelerating slowly, when additional acceleration during fuel correction, do not start rarefaction running.
Figure 12 is the figure that the example of carrying out the slow operating condition accelerated in the L of rarefaction region is shown.In this case, due to rarefaction region L do not stride across with rarefaction region L beyond feedback areas and the border of usual operation range, so continue rarefaction running, perform the reference of fuel correction unit 53(when being accelerated by rarefaction running Fig. 2) and acceleration that the rarefaction that carries out operates time fuel correction.During the acceleration that this rarefaction operates, the details of fuel correction will be described later.
Figure 13 illustrates the figure by the state of the further sectionalization of rarefaction region L.In the figure, be divided area L1, L2, L3 by rarefaction region L Further Division, and be set as: by setting different rarefaction air fuel ratios to each in this divided area L1, L2, L3, the fuel efficiency improved further based on rarefaction running improves effect.For divided area L1, L2, L3, set L1 respectively: the fuel adjustment 19.0 of fuel efficiency optimum, L2: the fuel adjustment 18.0 of fuel efficiency optimum, L3: the air fuel ratios such as the fuel adjustment 17.0 of fuel efficiency optimum, can realize rarefaction running and further optimize.In addition, L1, L2, L3 have the relation of L1 < L2 < L3.L2 is included in L3, and L1 is included in L2.During from the viewpoint of the low load of ENG (low NE, low TH), along with the increase of NE and TH, rarefaction region L moves in the mode of L3 → L2 → L1 → L2 → L3 along illustrated solid line S and changes.
Figure 14 is the plotted curve that the relation between environmental change and the environment correction factor KBU in the A1 of idling area produced in rarefaction running is shown.Herein, the reason of impact request fuel adjustment has 5: the deviation that the individual difference of (1) vehicle causes, (2) deviation that causes of the sensor individuals difference such as oxygen sensor, (3) change of suction air quantity that causes of idling speed adjustment, (4) change of engine loading, the change of (5) air pressure.Herein, due to rarefaction operate at the study of KBU mapping graph after start, so above-mentioned (1) and (2) by study and absorbed, rarefaction running in producible reason be above-mentioned (3), (4), (5).
In the plot, show when production F or situation G, in idling area, the value of KBU is significantly away from the state of reference value E, wherein, situation F is by the idling screw situation about adjust to closing direction, i.e. idling speed descent direction of adjustment idling speed in rarefaction running, and situation G is that vehicle hoists situation that is mobile thus air pressure reduction in rarefaction running.Particularly, in situation about being adjusted to closing direction by idling screw F, when throttle opening TH is larger, not too can produce the difference with reference value.In the less operation range of throttle opening, namely in typical idle running, show the state larger with the difference of reference value.It can thus be appreciated that: by monitoring the state of the environment correction factor KBU in idling area, can infer and detect the deviation of the KBU in the region that throttle opening TH is larger.
In fuel injection control system involved in the present invention, be configured to: the change monitoring the environment correction factor KBU1 of idling area A1, when environment correction factor KBU1 be changed to exceed predetermined threshold apart from previous learning value, be speculated as comprise rarefaction region L feedback areas A3, A4 KBU3,4 also change, then, when carrying out feedback control in the A1 of idling area, perform KBU3,4 study again.In other words, when there is idling adjustment or barometric fluctuation during the rarefaction based on Open Control operates, when next charging into idling area A1, carry out KBU3,4 study again, thereby, it is possible to the opportunity comparatively early before regular study arrival on opportunity, realize the optimization of air fuel ratio.
Figure 16 is the flow chart that the flow process that rarefaction running controls is shown.In step slo, the feedback control of air fuel ratio starts.In step s 11, the study of environment correction factor KBU is carried out.In step s 12, judge comprise feedback (F/B) region in rarefaction region KBU study whether terminate, make certainly judge time, enter step S13.On the other hand, when making a negative judgment, returning step S11 and continuing KBU study.
In step s 13, judge that rarefaction running starts (charging into) condition and whether sets up.Herein, with reference to the flow chart of Figure 19, wherein, the flow process that the confirmation that Figure 19 shows beginning (charging into) condition of rarefaction running controls.
Figure 19, show rarefaction running charge into condition confirmation control flow process flow chart in, in step s 40, judges that whether engine water temperature is as more than predetermined value (such as, 80 degree), in step S41, judgement neutral switch whether disconnect.In addition, in step S42, judge KBU1,3, whether the study of 4 terminate, in step S43, fuel correction when determining whether to there is not the acceleration of accompanying with accelerated service state.In addition, in step S44, judge whether operating condition is in rarefaction region L, in step S45, judges whether the cycle counter measured value to the number of revolution of the bent axle of motor E is measured reaches predetermined value.In addition, the judgement of step S45 is such judgement: determination step S40 ~ 44 are all whether the state certainly judged is continued above the scheduled period (during such as, bent axle 5 rotates).
Further, make in step S45 certainly judge, namely be all when certainly judging in step S40 ~ S45, enter step S46, rarefaction running condition of charging into is set up, and what complete that rarefaction operates starts preparation.On the other hand, in step S40 ~ S45, judge even if there is 1 negative, also directly terminate a series of control.
Return the flow chart of Figure 16, make judgement certainly in step s 13, namely when being judged to be that rarefaction running (charging into) condition that starts is set up, entering step S14, starting rarefaction and operate.Next, in step S15, with rarefaction running, the IG advancement amount started ignition timing adjusts controls.
Further, in step s 16, judge whether rarefaction running termination condition is set up.About rarefaction running termination condition, there are: the variance ratio △ TH of (h) throttle opening TH is more than the situation of the 2nd predetermined value, (i) under closure full-shut position, charge into apply engine braking and slow down time full cut-off time fuel spray cut-off region (THFC region NG3) situation, j () engine water temperature (or oil temperature) is lower than the situation of predetermined value, k the operating condition of () motor leaves the situation of feedback areas, l the feedback correcting coefficient KO2 in the A1 of () idling area produces the situation exceeding the deviation of predetermined value, m () speed changer is in the situation of neutral state, o () is due to problems such as sensor faults, enter the situation of Failure Control.
The 2nd predetermined value in above-mentioned condition (h) is set as the value larger than the 1st predetermined value of the condition of fuel correction when accelerating as execution in rarefaction running, when △ TH is more than the 2nd predetermined value, by opening throttle handle and processing as anxious acceleration request significantly at short notice.
When there is above-mentioned (k), when shifting to the usual running of not applying the running of this rarefaction from rarefaction running, carrying out the change of stabilized driving power by changing air fuel ratio gradually, not bringing driver discomfort.On the other hand, when occur above-mentioned (h), (i), (j), (o), owing to belonging to the state needing promptly to switch operating condition, even if in rarefaction running, also air fuel ratio is changed immediately, that is, above-mentioned (h), (i), (j), (o) as force terminate rarefaction running time pressure termination condition use.
Further, in the present invention, being configured to: the condition that the situation that above-mentioned (l) will occur terminates as rarefaction running, when there is described (l), when charging into idling area next time, performing the study again of KBU.In addition, about above-mentioned (l), can not detecting in rarefaction running, after terminate rarefaction running due to other condition, just detecting when charging into idling area.
Returning process figure, making judgement certainly in step s 16, namely when being judged to be that rarefaction running termination condition is set up, entering step S17, be running usually, terminate a series of control from rarefaction running transfer.In addition.When making a negative judgment in step s 16, return the judgement of step S16.
Figure 17 illustrates rarefaction running and the flow chart of flow process that transfer between usually operating controls.In step S20, judge whether rarefaction running beginning condition is set up, make certainly judge time, enter step S21.In the step s 21, start from usually operating to the transfer of rarefaction running.From when running is to rarefaction running transfer usually, be set as changing air fuel ratio and IG advancement amount gradually.
In step S22, perform rarefaction running, next, in step S23, judge whether rarefaction running termination condition is set up.Make when certainly judging in step S23, in step s 24 which, judge whether the pressure termination condition of rarefaction running is set up.On the other hand, when making a negative judgment in step S23, return the judgement of step S23.
Make a negative judgment in S24, namely when being judged to be that rarefaction running termination condition is all set up except mandatory condition, entering step S25, changing air fuel ratio and IG advancement amount gradually respectively, starting the transfer to running usually.On the other hand, make affirmative judgement in step s 24 which, namely when being judged to be that the pressure running termination condition in rarefaction running termination condition is set up, enter step S26, difference is switching air fuel ratio and IG advancement amount immediately, starts the transfer to running usually.
Further, in step s 27, complete from rarefaction running to the transfer of running usually, terminate a series of control.
Figure 18 is the flow chart of the flow process that idling area Monitor and Control is shown.In step s 30, determine whether idling area A1, make certainly judge time, enter step S31.When making a negative judgment in step s 30, return the judgement of step S30.
In step S31, determine whether rarefaction running after, when making affirmative determination, enter step S32, to rarefaction running start time KBU1 with current idling area A1 learning to new KBU1 compare.This new KBU1 calculates according to the mean value KO2ave to the feedback correcting coefficient KO2 in the idling area A1 after rarefaction running transfer.This mean value KO2ave is set as the mean value of 3 ~ 10 circulations of motor E.
Next, in step S34, determine whether that KBU1 when rarefaction running starts and the difference newly between KBU1 exceed predetermined threshold Z(such as, ± 3 ~ 5%) study again of the KBU in rarefaction region is needed, specifically, the study again of KBU3, KBU4 of needing rarefaction region A3, A4 is determined whether.By predetermined threshold Z is set in suitable scope, can only when creating the deviation of the degree having influence on rarefaction running, the just study again of execution environment correction factor, thus reduce computational burden.
When making affirmative determination in step S34, enter step S35, stop rarefaction running.Further, in step S36, the study of KBU1 is carried out.On the other hand, when making a negative judgment in step S31, enter step S33, determine whether that predetermined KBU learns opportunity again.When making affirmative determination in step S33, entering step S35, on the other hand, when making a negative judgment, directly terminating a series of control.In addition, when making a negative judgment in step S34, a series of control is directly terminated.
In step S37, determine whether the operating condition again learnt can carrying out KBU3, KBU4.When making the state certainly judging, namely carry out in feedback areas A3 or A4 running usually in step S37, enter step S38, carry out the study again of KBU3, KBU4.Further, in step S39, become the state of the rarefaction running can carrying out using new KBU3, KBU4 of again learning, terminate a series of control.In the state of step S38, when the rarefaction running condition of charging into shown in Figure 19 is set up, start rarefaction running.
Figure 20 is the flow chart of the flow process that when acceleration in rarefaction running is shown, fuel correction controls.In step s 50, determining whether to be in rarefaction running, when making affirmative determination, entering step S51.When making a negative judgment in step s 50, return the judgement of step S50.
In step s 51, whether more than the 1st threshold value T1(such as to judge throttle opening variance ratio △ TH, 30 degree/1s), when making affirmative determination, enter step S52.When making a negative judgment in step s 51, return step S51
Next, in step 52, judge whether throttle opening variance ratio △ TH exceedes the 2nd threshold value T2(larger than the 1st threshold value T1 such as, 60 degree/1s), when making affirmative determination, enter step S53.Further, make in step S52 and certainly judge, when namely there is anxious acceleration request in rarefaction running, enter step S53, stop rarefaction operate and perform " fuel correction control during running acceleration usually ", terminating a series of control.
Make a negative judgment in step S52, namely rarefaction running in there is the slow acceleration request relaxed than anxious acceleration request, enter step S54, continue rarefaction operate and perform fuel correction control when rarefaction running is accelerated, terminate a series of control.
Figure 21 be when the acceleration in usually running is shown fuel correction and rarefaction operate in acceleration time fuel correction between the explanatory drawing of difference.Perform rarefaction running with rarefaction emitted dose, wherein, described rarefaction emitted dose is multiplied by basic emitted dose the rarefaction coefficient (such as 0.9) being less than 1 and obtains.When there is acceleration request in the running of this rarefaction, preferred respect driver acceleration wish and accelerate time incremental correction, but, iff fuel correction amount when applying common acceleration to the less emitted dose in rarefaction running, then may not access the acceleration mode that driver expects, on the other hand, when for slow acceleration, when adopting the method all stopping rarefaction operating at every turn, switching between rarefaction operates and usually operates becomes frequent, control becomes complicated, the effect of the fuel efficiency raising realized based on rarefaction running may be weakened.
Therefore, in the present invention, when there is acceleration request in rarefaction running, by usually running in acceleration time correcting value (TACC × KTH) divided by rarefaction COEFFICIENT K LEAN obtain rarefaction running acceleration time fuel correction amount (TACC × KTH ÷ KLEAN), add the common emitted dose in rarefaction running, thus the fuel injection amount calculated after final correction, thereby, it is possible to do not remove rarefaction running and accelerated fully.
About projects shown in the drawings, respectively, final fuel injection amount when TOUT illustrates acceleration after fuel correction, TIMB shows the basic emitted dose derived by basic mapping graph, KTA shows barometric pressure corrected value, KO2 shows feedback correcting coefficient, KTW shows oil temperature or water temperature correction value, KBU shows environment correction factor (learning value), KLEAN shows rarefaction coefficient, TIVB shows INJ(nozzle) voltage correction value, basic fuel injection amount during the acceleration that TACC shows the variance ratio △ TH according to throttle opening TH and calculates, fuel correction TH correction for direction coefficient when KTH shows acceleration.
Now, fuel injection amount TOUT during acceleration in the usual running shown in (a) after fuel correction is represented by the calculating formula of { TIMB × (KTA × KTW × KO2 × KBU)+TIMB }+(TACC × KTH).On the other hand, shown in (b) rarefaction running in acceleration time fuel correction after fuel injection amount TOUT represented by the calculating formula of { TIMB × (KTA × KTW × KO2 × KBU × KLEAN)+TIMB }+(TACC × KTH ÷ KLEAN).That is, be configured to: during acceleration in rarefaction running when fuel correction, common emitted dose becomes less value after being multiplied by KLEAN, for this reason, fuel correction amount when increasing acceleration by inverse fuel correction amount when accelerating being multiplied by KLEAN.
Thus, rarefaction running is removed, so the data volume of control unit can be reduced and maintain driven nature owing to not needing with fuel correction when accelerating.More particularly, do not need to arrange LAF sensor or increase to store data volume and computational burden, fuel correction amount when just can calculate the acceleration operating corresponding with rarefaction, wherein, described LAF sensor can in the wide range comprising chemically correct fuel direct-detection air fuel ratio.In addition, during by rarefaction running being accelerated, fuel correction amount is set as the value larger than fuel correction amount during acceleration used when usually operating, even if when carrying out acceleration operation in rarefaction running, also can obtain meeting the acceleration according to driver's wish.In addition, when rarefaction running in become acceleration mode, due to do not need by control mode from rarefaction running switch to usually operate the acceleration that driver just can be provided to expect time fuel correction, so reduce computational burden.
In addition, as mentioned above, during acceleration in the running of described rarefaction, fuel correction controls, just perform when the variance ratio △ TH of throttle opening TH is greater than the 1st threshold value T1 and is less than the 2nd threshold value T2, when variance ratio △ TH is greater than the 2nd threshold value T2, force to terminate rarefaction running and transfer is running usually, and fuel correction when performing the acceleration of fuel correction amount when applying the acceleration in usually operating.Thus, by fuel correction amount during the acceleration of application based on usual operating condition, can not the computings such as the inverse of rarefaction coefficient be carried out and the acceleration mode that driver expects is provided rapidly.
In addition, for the kind etc. of the division method of the structure of computing fuel ejection control device, feedback areas, rarefaction region, the setting value of rarefaction coefficient and the parameter of final emitted dose, be not defined in above-mentioned mode of execution, can various change be carried out.The fuel injection control system of internal-combustion engine involved in the present invention, except can being applied to the internal-combustion engine of the power source of the various vehicle such as two/tri-/four-wheel wagon as riding-type, can also be applied to the various internal-combustion engines of farm machinery and snowmobile etc.
Claims (5)
1. a fuel injection control system for internal-combustion engine, the fuel injection control system of this internal-combustion engine has:
Throttle opening variance ratio detection unit (50), it detects the variance ratio (Δ TH) of the throttle opening (TH) of internal-combustion engine (E);
Accelerated service state detection unit (51), it detects described internal-combustion engine (E) based on described variance ratio (Δ TH) and whether is in accelerated service state; And
Emitted dose correcting unit (52), when detect be in described accelerated service state time, fuel correction amount (TACC × KTH) when this emitted dose correcting unit (52) adds acceleration to the basic emitted dose (TO) preset
The fuel injection control system of this internal-combustion engine also possesses rarefaction correcting unit (55), when the operating condition of described internal-combustion engine (E) charges into predetermined rarefaction region (L), described basic emitted dose (T0) is multiplied by rarefaction coefficient (KLEAN) by this rarefaction correcting unit (55), perform the rarefaction running applying the rarefaction air fuel ratio being in lean side compared with chemically correct fuel
The feature of the fuel injection control system of described internal-combustion engine is,
Described emitted dose correcting unit (52) comprises fuel correction unit (53) when rarefaction running is accelerated, when detect in the running of described rarefaction, be in described accelerated service state time, when when this rarefaction running is accelerated, fuel correction unit (53) obtains described acceleration, fuel correction amount (TACC × KTH) is divided by fuel correction amount (TACC × KTH ÷ KLEAN) during rarefaction running acceleration after described rarefaction coefficient (KLEAN).
2. the fuel injection control system of internal-combustion engine according to claim 1, is characterized in that,
The load of described internal-combustion engine (E) along with throttle opening (TH) and engine speed (NE) increase and become large,
Described rarefaction coefficient (KLEAN) is set to become large along with the load of described internal-combustion engine (E) and diminish,
Described rarefaction region (L) and described rarefaction coefficient (KLEAN) are correspondingly divided into multiple divided area (L1, L2, L3),
Described multiple divided area (L1, L2, L3) has along with the load rising of described internal-combustion engine (E), rotating speed improves and rarefaction is inclined to the part diminished.
3. the fuel injection control system of internal-combustion engine according to claim 1, is characterized in that,
When the variance ratio (Δ TH) of described throttle opening (TH) exceedes Second Threshold (T2) larger than the first threshold (TI) for judging whether to be in accelerated service state, described emitted dose correcting unit (52) switches to usual running from the running of described rarefaction, and fuel correction when fuel correction amount performs acceleration when utilizing the acceleration of application in running usually.
4. the fuel injection control system of internal-combustion engine according to claim 2, is characterized in that,
When the variance ratio (Δ TH) of described throttle opening (TH) exceedes Second Threshold (T2) larger than the first threshold (TI) for judging whether to be in accelerated service state, described emitted dose correcting unit (52) switches to usual running from the running of described rarefaction, and fuel correction when fuel correction amount performs acceleration when utilizing the acceleration of application in running usually.
5. the fuel injection control system of the internal-combustion engine according to any one in Claims 1-4, is characterized in that,
Described rarefaction correcting unit (55) makes described rarefaction coefficient (KLEAN) move closer to 1 when departing from described rarefaction region (L).
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| JP2012-080975 | 2012-03-30 | ||
| JP2012080975A JP2013209945A (en) | 2012-03-30 | 2012-03-30 | Fuel injection control device of internal combustion engine |
| JPJP2012-080975 | 2012-03-30 |
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| CN106536902B (en) * | 2014-07-15 | 2019-06-11 | 本田技研工业株式会社 | The fuel supply system of internal combustion engine |
| CN107620641B (en) * | 2016-07-15 | 2022-04-01 | 日立安斯泰莫株式会社 | ECU for motor vehicle engine |
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