JPS58167832A - Supply amount control method of fuel to internal-combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method of controlling the supply filter of one of the inner parts according to the engine operating condition 1m harammeter. The basic injection pulse width of the fuel injection valve or the fine control valve in the capretor is determined according to the value, and the engine side, for example, the cooling water temperature is detected, and the basic injection pulse width is corrected according to this detected value. The fuel supply control method in which the amount of fuel actually supplied is also adjusted according to the corrected injection pulse width is well known. The purpose of increasing the injection pulse width according to the temperature (warm-up increase correction 1) is to improve the driving characteristics by increasing the amount of fuel according to the Kashihara at the time of Isoseki cold.

However, immediately after the engine is started, it is insufficient to perform such a warm-up increase correction, and it is necessary to perform a special increase correction for the starting ti bales. That is, immediately after starting, the lubricating oil is cold, so the t111t action is non-luminous, and the combustion layer is less depleted. Since lA burnout is difficult, such a correction after starting is necessary to obtain stable rotation. Conventional post-start device correction is to increase the amount of fuel for a predetermined period of time from the start of the engine. It's something that increases the supply amount, my friend.

However, according to such a fuel increase correction method, it is extremely difficult to obtain the fuel increase value and fuel increase period t that are required by the engine.

For example, if something goes wrong immediately after starting, the reaction time will increase to 1. If the layer continues, the temperature of the machine will not reach the upper limit, so it is better to increase the amount of starting reef.

Therefore, the present invention solves the above-mentioned shortcomings of the prior art, and the object of the present invention is to provide a fuel supply amount control method that can optimally increase the amount of fuel after startup.

The features of the present invention which suitably achieve the above-mentioned purposes are to detect the engine temperature, to detect whether or not the engine has finished starting, and to check whether the engine temperature after the start is higher than that at the end of the start. Place 1! During the period in which the temperature rises by 1 degree, the amount of 5i14 supplied to the engine should be increased.

The present invention will now be described in detail.

Book 1-1 schematically shows an example of an electronically controlled S-type injection type circular engine as an embodiment of the present invention. l11j
In 11III, 1O is Il@honstop, 12 is 1l
14 represents the IL fan, 14 represents the 11 fan, and 16 represents the exhaust passage. Direct placement of the intake air is controlled by a throttle valve 18 which is linked to an ataccel pedal (not shown); Intake air that has passed through the throttle valve 18 is guided into the combustion chamber 14 via a surge tank 20 and an intake valve 22.

In the vaota air passage of the throttle valve 1B, for example, in the surge tank zof)gBs, there is a pressure sensor 24 that detects the absolute pressure in the intake pipe and generates a voltage corresponding to the detected value.
A pressure take-off boat 24a communicating with is opened and b. The output voltage of this pressure sensor 24 is sent to the control circuit 28 via the embroidery 26.

The fuel injection valve 30 is actually provided for each cylinder, and is opened/closed in response to an electrical drive pulse sent from the control circuit 2B via the valve 32, and is opened/closed from the 111 supply system (not shown). Pressurized fuel is intermittently injected into the g&air communication passage 12 near the intake valve 22.

After combustion in the fuel fill 14, the exhaust gas is passed through the vP gas passage 34 and #maji passage 16, and then to the catalytic converter 3.
6 to the atmosphere.

Distributor - Crank angle set at 3gP1 -
From Ninten T409, 42, the crank not shown is 3.
A pulse signal is output every time the crank angle is 0°, 360°,
Pulse signals for each crank angle of 360° are sent to the control circuit 28 via the stitches 441, respectively.

The cylinder block of the engine is provided with a water temperature sensor 4B that detects the cooling water temperature, and the output a pressure at 7 representing the detected cooling water temperature is sent to the control circuit 28 via the line 5o.
be included.

The control #IgIM2g further includes a starter switch 52.
Starting No. 18 from 2015 may be sent through -54. This start signal is used in one embodiment of the invention, but other alternative 1N4j signals may be used as described below.

42m is a clock diagram showing an example of the configuration of the control circuit 28 shown in FIG. 1, the pressure sensor 24, the crank angle sensors 40 and 42, the starter switch 52, and the fuel injection valve 30 provided in each fAtlj4 are each represented as a block. As shown, it consists of a t-star, and a series 111 of this t-star and a solid resistor.
The output voltage of the water temperature sensor 48 is taken out from the non-oscillating side terminal of the servo sensor.The output voltage of the pressure sensor 924 and the water temperature sensor 48 is , A/DI with analog multiplexer function! It is sent to the converter 60, selected in response to an instruction signal from v(1070 setter (MPU)@), A/D converted, and
The pulse signal every 30 degrees of crank angle from the 0 crank angle sensor 40, which is the number 0, is sent to the MP
It is sent to the U6 snow and serves as an interrupt request signal for the 30° crank angle 1111 escape routine, and is also provided in the l10g1 path 64 and serves as an incrementing tuff for the nine tying counter. Crank angle 3 from crank angle 7 42
It works with a 60° II pulse. The injection start timing signal obtained from this tying counter is
The interrupt request signal is sent to the injection site interrupt routine.

The l-bit starting signal @1m, @Q'' from the starter switch 52 is sent to the I10 circuit 64.

Input/output car road + I101gi road) 66 contains Mf'U6.
A drive circuit is provided which receives a 1-bit ejection pulse signal having a duration M corresponding to the ejection pulse @TAU sent from No. 2 and converts it into a drive signal. A drive signal from this drive circuit is sent to the fuel injection valve 80 to energize it. As a result, an amount of fuel corresponding to the pulse length TAU is injected.

A/D9114@60. and 1101gli164&bi-6 are the main composition of Microcombi Island-Yuu! Plain M
It is connected to the PU@2, a random access memory (RAM) 68, and a read-only memory (ROM) 70 via a path 72, and data is transferred via this path 72.

In the ROM 70, a main processing routine program, an interrupt processing routine program for every 30 degrees of crank angle, and other programs are stored in advance, as well as various data, tables, etc. necessary for these calculation escapes. Next, we will explain the function of the micro combinator mentioned above using the chart 70 in Figure 3113 and Figure j14.
This will be explained with reference to FIG. 113.

The MPU 82 receives a pulse signal every 30' crank angle from the crank angle sensor 40, executes the interrupt processing routine shown in FIG. That is, first in step 80, M
PU6! The value t of the free run counter provided in
l! Break it up and call the wax C1. Then step 8
1, *CS read during the previous crank angle 300 interrupt process. The difference ΔC between and the best value C1° is ΔC=
C3°-C;. In the next step 82, the reciprocal of the difference ΔC is calculated to determine the rotation mode NE, and AFi
It is a regular song. The nine NEs obtained in this way are RAM6
8 is stored in redundant position 11.

In the next step, Hata 3 converts the current p counter value C3° to the previous value f! during the next interrupt processing. , K to be used as the trading value
Perform calculation processing of C-0←C3°. Thereafter, after performing further processing as necessary, this interrupt processing routine is terminated and the process returns to the main processing routine.

The data representing the intake pipe internal pressure PM and the cooling water temperature THW are taken into the computer by the MPU 62 executing interrupt processing in response to the A/DK conversion completion interrupt from the A/D converter 60, and are respectively stored in the RAM ligK.
0-10,000 stored, the IPU 62 executes the process shown in FIG. 44 in the main processing routine. First, in step 84,
From RAM68, Lg] Rolling speed NE and ~Water vorticity TH
Contains W data. In the next step 85, it is determined whether or not the starting of the wax valve has ended by checking whether the rotational speed Ng is 500 rpm or more. If NO, that is, if NE<500rpm and therefore the engine is starting, proceed to step 786 and display the cooling water source rVTH list at that time as THWst.
Then, in step 87, a numeric value B is given to the additional 7JO increment'f value β used in step 193, which will be described later.

In the next step 88, the basic injection pulse I- is changed to the value C.
Then, this is multiplied by the constant coefficient α depending on the cooling water temperature, etc., and the product is given as the tfIA fuel injection pulse normal TAU by adding the ineffective injection opening 'l''V of the fuel injection cell to the product. That is, T
Perform A u4-c・α+1゛V x*t-.

In this way, at the time of starting, the base □/main injection pulse width is set to a constant value regardless of the intake pipe internal pressure PM and the first rotation speed 1fNE. Calculated nine injection pulses - 'I' A U 'i
It is stored at a predetermined location in RAM II8. NE<50Or
In the case of pm, the above process is repeated once, so THWstK always contains the latest cooling water temperature THW at the time of startup. Then, the program goes from step 85 to step 90.
Proceed to. In step 90, a process is performed to obtain a warm-up increase coefficient FWL from input data representing the cooling water temperature THW. The warm-up increase coefficient FWL is a function f of the cooling water temperature TI (W).
(THW) is stored in the ROM 70 in the form of a map. In particular, in this embodiment, the output voltage of the water temperature sensor 4 is A/Dffi converted to a zero value, and the map of FWL is formed at equal intervals as shown in the figure. The pine 1 of oTHW-FWL is not equally spaced with respect to the output voltage 8EvTHw of the water temperature sensor 948, but is made equally spaced with respect to the output voltage 8EvTHw of the water temperature sensor 948. If this is configured, the formula for calculating the auxiliary point will be simplified. The map processing of the warm-up increase coefficient FWL is very convenient, and the number of steps in the rounding program can be reduced by nine.

In the next step 92, the current cooling water temperature THW is set to Tf(
Temperature T higher than W and t by a predetermined temperature A (=2 to 10°C)
HW, determine whether it is a circle beyond t+person.

As mentioned above, THWst is updated to the current cooling water temperature THW every time the main processing routine is executed only during startup, so after startup is complete, it maintains a value that is approximately equal to the cooling water temperature at the end of startup. It turns out. Therefore step 9
In step 2, it is determined whether or not the cooling water temperature THW has increased beyond the predetermined temperature A from the cooling water temperature at the end of startup. In the case of 1N01, the program proceeds to step 93, where the warm-up increase coefficient FWL determined in step 90 is increased by the additional increase value β, and then the program proceeds to step 94. - 10,000, if step 9 is determined to be "YE8" due to snow, that is, if the cooling water temperature THW has risen above the predetermined temperature from the end of the start, the additional increase value I is not added to FWL. Stella: Proceed to j94.

In step 94, the rotational speed [fNg is read from the RAM 88.

Import the intake pipe internal pressure PM data. In step 95, the basic injection pulse width TP is 610M70 yen, which is calculated by calculating the reinforcement direction using a map from the rotational uniformity NK including MRυ and the intratracheal pressure PM. A map of basic injection pulse width TP (micl) with respect to 1fNE and intake pipe internal pressure PM is prepared in advance &9, and in step 95 input data NE and PM
TP can be found using this map.

NW (rpm), PM (mug abs) Next, in step 96, the final fuel injection pulse width TAU is determined based on the basic injection pulse width, the Namiiso fuel increase coefficient FWL, other correction coefficients r1, and the invalid injection time of the injection valve 30. TV
It is calculated according to the following formula.

TAU4-TP-FWL-r+TV Then, in step 89, the 2-over data representing this TAU is stored in the RAM 68, and the injection pulse width calculation processing of the main processing routine is completed.

From the injection pulse width TAU calculated in this way, this T
Various methods are known for generating ejection pulse signals having durations comparable to the AUK phase. For example, when the injection start tie-in signal is generated, the injection pulse signal 'l
At the same time, know the value of the 7 reel y counter of 0*m at that time, and set the value of the counter after passing TAU to the conveyor register.The value of the free run counter is the value of the conveyor register. When it becomes equal to This interrupt processing routine is placed in the interrupt processing routine for every corner 300.
! - formed every few executions.

Next, as shown in the solid line of 0J116-, which will be explained based on the effects of use in the above embodiment,
According to K, the ambiguous unit increase coefficient boundary is additionally increased by a constant value BIe from the time of the end of the start, and as a result, the amount of the fuel supply provided to II & Seki is increased by that amount. In this increase site, the cooling water temperature THW changes from the starting point to the constant temperature A.
The process is continued until the temperature rises, and once the temperature rises to a certain level, it is not repeated. In this way, in Hon-Izen, the fuel increase procedure for Tsumugi-Kojiki is timed so that the cooling water temperature rises by a certain amount of temperature from the temperature at the start and end, so No matter what your luck and situation are, you can increase the amount after starting the engine in accordance with the increase in engine IIIN! In the 06 routine of 14111, it is determined whether or not the engine has finished starting by checking whether the rotational speed NE is 5Q Orpm or more, but this is determined by the starting signal from the starter switch 52. Also good. That is, ga
Instead of steps 84 and 85 of gl, steps 100 and 101 shown in FIG. 447 may be performed. In step 100, data on the cooling water i11[THWo] is fetched, and in step 101, the starting signal is checked to determine whether or not the starter switch b2 is off. “
If the answer is NO, the process goes to step 86, and if the answer is YES, the process goes to step 90.

Furthermore, in the first embodiment, the additional term tmβ is always constant (l
The additional value/l- may be maintained equal to iH, but gradually decrease with the passage of time after starting or depending on the h rotational speed of the engine after starting. That is, as shown in step 102 in Figure 8, if the additional increase value β is decreased by a constant value 1) & during the time interrupt processing routine executed every - time, β will be It gradually decreases with the passage of time.As shown in Figure 9, Stella':flu:A, in the middle of the corner 31' interrupt processing routine that is executed every time the engine rotates the crank angle. If the additional term 1 value β is decreased by a constant value E, β will gradually decrease depending on the total number of revolutions of the engine after starting. Alternatively, in the middle of the angle interrupt processing routine, the additional increase value β is
If determined from HWst l, ~cooling water temperature THW
The additional increase value β can be gradually decreased in accordance with the increase in the amount β. However, in the above formula, ゛ is a constant. -6
As mentioned above, the dashed line indicates the additional increase value β over time.
This shows the case where 1ilJ is controlled so that it gradually decreases as the rotational speed increases and the cooling water temperature rises. By controlling in this manner, the fuel increase value of the @ family gradually decreases, so that the operating characteristics at the time of transition from the start-up fuel increase process to normal processing can be improved, and fuel consumption can be reduced.

In addition, in the above example, 翿l! Although the detection of one weave is carried out using 1 degree moving water, it is clear that Vζ may also be set to detect the lubricating oil temperature and the block deviation of the engine so that the engine Ii degree is twilled.

As described above, according to the present invention, the period of the post-startup processing is a predetermined period of tI from the temperature at the end of engine startup.
Since iA is determined depending on whether the engine has increased by A degree or not, it is possible to carry out the optimum amount increase process after startup commensurate with the actual increase in the engine once. As a result, it is possible to improve the operating characteristics of the engine, improve the exhaust gas purification characteristics, and improve the operating cost.

[Brief explanation of drawings]

1111 & 4 are schematic diagrams of one embodiment of the present invention, and -2 is a schematic diagram of an embodiment of the present invention.
Fig. 11 is a block diagram of the control circuit, Figs. 3 and 4 are flowcharts showing part of the control program of the microcomputer, and Fig. 45 shows the output range EEvT, I of the water temperature sensor.
A characteristic diagram of an equally spaced map of the Wi lateral increase coefficient FWL with respect to w, Figure 6 is for explaining the 1γ use f of the present invention. Figures 48, 49, and 410 are flowcharts of the imprinting supersalt 1a grams of the microcombi. Patent Applicant Toyota Motor Corporation 4I & Co., Ltd. Yosha Patent Isho Shioiri Patent Attorney ± 1 Ki Roben Coffeer Nishi Matoi Kazunoben Hanato Akira Yamaguchi 1st 2nd 8th $5wJ 6th Start THW 17th 8th Procedural Amendment (Voluntary) Anwa 57th April Heiday Japan Patent Office Commissioner Shima 1) Haruki Tono 2. Name of the invention - Method for controlling fuel supply amount for internal combustion engines 3. Amendment with the person making the amendment Related Patent applicant name (320) wta Jidosha Kogyo Co., Ltd. Kinsha 4, agent address 105 Toranomon-8-chome, Minato-ku, Tokyo (1)
) "Brief explanation of the drawings" column of the specification (2) Drawings (Figure 4) 6. Amendment (1) Page 20 of the specification, line 2, O order Kj12...
Intake passage, 18... Throttle valve, 24... Pressure sensor, 28-... Control circuit, 3G... Fuel injection valve, 4
0.42... Crank angle sensor, 48... Water temperature sensor, 52... Starter switch, 60... Mu/D converter, 62... MPU, 64.66... 110 circuit, 68 ... Insert Ryumu M, 7G... ItOM, J. Q) Drawing No. 4v! Correct J on the separate sheet. 7. Attachments go list

Claims (1)

[Claims] 1. In a method for detecting the operating state of a circular inertial engine and controlling a fuel device that supplies the engine to the engine according to the detected operating state, the temperature of the engine is detected, -10,000, M The system detects whether or not the engine has started, and increases the amount of Sa supplied to the engine for a period after the start until the engine temperature rises by a predetermined degree F above the humidity at the end of the start. A method for controlling the amount of fuel supplied to an internal combustion engine. 2. Claim 1 PIIs 1, wherein the increase in the engine temperature during the period after the end of the start until the engine temperature rises by a predetermined temperature from ll1llK at the end of the start is performed using an increase value that is kept constant during the period. A fuel supply amount control method described in the book. 3. During the period in which the engine temperature rises by a constant fgT from the temperature at the end of startup after the end of startup, the engine temperature is gradually decreased as time passes. Claims Il! 1 prefecture 1 item 1 114 supply quantity system 1 method. 4. The increase process during the period until the engine temperature rises by a predetermined knitting degree E from the temperature at the end of start after the start is performed using an increase value that is gradually decreased according to the total rotational speed of the engine after the start MY. A fuel supply amount control method according to claim 11. 5. A patent in which the above-mentioned increase in volume during the period after the end of startup until the engine temperature rises by a certain degree from the temperature at the end of startup is performed using an increased liter value that is gradually decreased in accordance with an increase in the axillary engine performance. A fuel supply amount control method according to claim 1.