JPS58202335A - Fuel feed controllng method in time of acceleration of internal-combustion engine - Google Patents

Abstract

PURPOSE:To aim at improvement in the acceleration performance at low engine speed bounds, by feeding an increased fuel quantity in a way of synchronizing a control pulse signal, in the case where engine speed is below the specified speed and throttle valve opening speed is beyond the specified value. CONSTITUTION:The opening of a throttle valve at the time of both top dead points this time and the last time is found with steps 2 and 3. That whether it is below the specified engine speed or not is judged with a step 4. If it is of low engine speed, valve opening speed DELTAthetaA of the throttle valve is found with an equation thetaA-1-thetaA with a step 6, judging the acceleration. When it is detected to be at quick acceleration in time of low engine speed with these steps 4 and 6, an accelerating increment pulse commensurate to the throttle valve opening speed is outputted with steps 8-10 by synchronizing a control pulse. Hereat, the synchronous pulse is of constant frequency one that does not synchronize a top dead point signal. With this, acceleration efficiency at low engine speed bounds is well improved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel supply control method during acceleration of an internal combustion engine that improves the acceleration performance of the internal combustion engine.

lI of internal combustion engines, especially gasoline engines? h, the valve opening time of the injection system value, the standard value K according to the engine speed and the absolute pressure in the intake chamber, the specifications representing the engine creation temperature,
For example, by adding and/or multiplying constants and/or coefficients by electronic means depending on the engine speed, the absolute pressure in the exhaust pipe, the engine water temperature, the throttle ffH1 exhaust concentration (oxygen concentration), etc. Decide and inject fuel
A fuel supply braking method has been proposed by Honde Kato in which the air-fuel ratio of the air-fuel mixture supplied to the engine is controlled by tt control.

In addition, when the engine suddenly accelerates, detection of the opening of the throttle valve is performed in synchronization with a predetermined rotational position of the engine [signal, e.g., top dead center (TDC) No. 4B]. A 6-hour method has also been proposed in which fuel is supplied for each TDC number based on the detected value of the throttle valve opening (increases acceleration fuel and supplies it to the engine).

In such a control method, if the engine speed is sufficiently high, the pulse generation interval of the TI)e signal is short and 'r D C
Increasing the power of acceleration fuel at each traffic signal adds additional power to the operation of the accelerator pedal, resulting in a delayed response.However, when the engine speed is low, the pulse generation interval of the TDC @ signal also overlaps, resulting in an h-response response. Performance deteriorates steadily.

The present invention was developed to solve the above-mentioned problem, and detects the opening & of the throttle valve installed in the intake passage of the engine every time a control pulse signal is generated at a constant period, and detects the opening of the throttle valve installed in the intake passage of the engine. The throttle valve one-time change 111 between the signal generation time and the previous control pulse signal generation time is determined as a control parameter value, and when the engine rotation speed is below the normal rotation speed and the control parameter value exceeds a predetermined value, By supplying increased fuel to the engine in synchronization with the control pulse signal and corresponding to the magnitude of the control parameter value, driving performance during acceleration is improved over the entire engine speed range. The present invention provides a method for controlling fuel supply during acceleration of an internal combustion engine.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is an overall configuration diagram of the apparatus of the present invention.

Reference numeral 1 indicates, for example, a four-cylinder internal combustion engine, and the engine 1 is of a type consisting of four main combustion chambers and an auxiliary combustion chamber (both not shown) communicating with the main combustion chambers.

An intake pipe 2 is connected to the engine 1, and the intake pipe 2 includes a main intake pipe communicating with each main combustion chamber and a sub-intake pipe (both not shown) communicating with each sub-combustion amount.

A throttle body 3 is provided in the middle of the intake pipe 2, and a main throttle valve 2M throttle lf (both not shown) disposed inside the main intake pipe and a sub-intake pipe are provided in conjunction therewith. A throttle valve opening sensor 4 is connected to the main throttle valve and converts the valve opening tt of the main throttle valve into an air signal to the electronic control unit C and below rECU.
It is supposed to be sent to J) 5.

-6 is provided between the intake pipe 29, engine 1 and throttle body 3 for fuel injection. This fuel injection device 6 consists of a main injector and a sub-injector (both shown in Figure η).The main injector is located slightly upstream of the intake valve (not shown) in the main intake pipe for each cylinder, and the sub-injector is located in the sub-intake. Slightly upstream of the throttle valve on the pipe, there is a "C" mark 7 common to each cylinder, and the fuel injection device 6 is connected to a fuel pump (not shown).The main injector and sub-injector are gcU5K.
(9) The valve opening time of fuel injection is controlled by the signal from the ECU 5.

On the other hand, an absolute pressure sensor 8 is provided immediately in the first stream of the main throttle valve of the curved throttle body 3 via a pipe 7t, and the absolute pressure converted into electric power by this absolute pressure sensor 8 is detected. The signal is sent to the ECU 3. Further, an intake temperature sensor 9 is installed downstream thereof, and this intake temperature sensor 9 is also replaced with the intake air #A directly and sent to the ECU 3. .

The engine 1 main body is provided with an engine water temperature sensor 10, which is a thermistor or the like, which is inserted into the engine cylinder wall filled with cooling water and receives the detected water temperature signal. Supply to EC1J5.

Engine speed sensor (hereinafter referred to as "rNe sensor") 1
1 and a detailed sensor 12 is added around the camshaft Ml or crankshaft VC (not shown) of the engine,
The former 11 is T I) The latter 1 is at a predetermined crank angle position every 180' rotation of the engine crankshaft.
2 outputs l pulses at predetermined and crank angle positions of specific cylinders, and these pulses are EC
Sent to U3.

A three-way catalyst 14 is disposed in the exhaust pipe 13 of the engine 1 to purify HC, CO, and NOx components in the exhaust gas. A 02 sensor 15 is inserted into the exhaust pipe 13 on the upstream side of the three-way catalyst 14, and this sensor 15 is connected to the
It is detected and supplied to the detected value signal tECU5.

To the east, a battery 16 and an engine starter switch 17 are connected to the ECU 3, and the getys is supplied with a voltage detection signal from the battery 16 and an on/off state signal of the starter switch.

Next C, F Details of the operation of the electronic fuel injection control device of the present invention having the configuration described above are shown in the first and second diagrams explained above.
This will be explained with reference to FIGS. 7 to 7.

, First, FIG. 2 shows the total fuel ratio control of the present invention, that is, U5 to E.
Main and sub-injector opening time '1'u
u'rM, The overall program structure of the control contents of ToυTS Jt't 7F In the F block diagram, it consists of main program 1 and subprogram 2.9, main program 1 is synchronized with the TDC signal based on the engine rotation speed Ne. This is a control routine that performs control at startup.
and basic control program 4).On the other hand, subprogram 2 is asynchronous control 1 when not synchronized with the TDC signal.
It consists of 5 long grooves.

Basic calculation formula % formula % (
1) (2) where Ticsua, Ticns
are determined by the reference values for the valve opening times of the main and sub-injectors, respectively (TiClM, TiCR8f-Pull 6°7). KNe is determined by the KNe table 8 with a correction coefficient at the time of starting determined by the rotational speed Ne. Tv is a constant for correcting the increase/decrease of the valve opening time according to changes in battery voltage, and is obtained from TV table 9. Tv is for the sub-injector, while injector operation for the main injector is different due to structural differences. The Jr. group will be divided according to their characteristics.

Further, the basic calculation formula in the basic control program 4 is expressed as the % formula % ( ) (3) ) (4). Here, TiM and Ti8 are reference values for the valve opening times of the main and sub-injectors, respectively, and are calculated based on the basic Ti map 10, respectively. T.D.
IC and TACC are constants during deceleration and acceleration, respectively, and are determined by the acceleration and deceleration subroutine 11. The various coefficients of Kt, Ktw, . . . are calculated by respective tables and subroutines 12). Kt is an intake air temperature correction coefficient calculated from a table using the actual intake air - fK, and Ktw is the actual engine water II.
Fuel increase coefficient, K, obtained from table 9 by Tw
AFC is the fuel increase coefficient at the fuel cut edge determined by the subroutine, KPM is the atmospheric pressure correction coefficient determined from the table based on the actual atmospheric pressure, KMU8T
is the post-start fuel increase coefficient determined by the subroutine, KWO〒 is a constant and is the enrichment coefficient of the air-fuel mixture when the throttle valve is fully open, and Kos is the zero-flow feedback determined by the subroutine according to the actual oxygen concentration in the exhaust gas. The correction coefficient K1.8 is a constant and is an IJ-conversion coefficient of the air-fuel mixture during lean-to-stroke operation. Stoichiometry is an abbreviation for Stoichiomct and indicates the chemical charge, that is, the stoichiometric air-fuel ratio. Also, TACC is '! This is the specified grade of fuel increase during acceleration determined by 7 Buno 1-chin, and is determined from a predetermined table.

On the other hand, the calculation formula of the asynchronous control subroutine 5 for the valve opening time TM of the main injector which is not synchronized with the rDC signal related to #UK is TM^-TiAxFrwt+(Tv+JTV) --
(5). Here, Tim is non-I during acceleration.
This is the fuel increase reference value during the Elj period, that is, during acceleration control not synchronized with TDCwI, and is determined from the Ti whip number 1.3.

KTWT is the water temperature increasing staff fiKTWt-Table 14
This is the fuel increase coefficient during synchronous acceleration, after acceleration, and during asynchronous acceleration calculated based on the calculation result.

The above-mentioned asynchronous control is performed to compensate for the shortfall in the interphase acceleration increase depending on the TDC signal, for example, during sudden acceleration), lI! The pulse generation intervals of the fK and 'r b c signals are short, and an asynchronous acceleration increase is required when the engine is running at low speed.

Next, the asynchronous tube routine of the above-mentioned valve opening time control will be explained.

Figure 3 shows asynchronous JAj subroutine launcher)
' is not shown. First, an asynchronous signal t- is generated every 1ifj (for example, every zQms) independently of the pulse of the TDC signal.
Input to a predetermined counter in the ECU (Stengu).

The pulse interval of the non-cutting 14A information is 10 to 5011111
It is set within the range of Next, the value of the throttle valve opening is read into a predetermined register in the AntECU every time a pulse of the asynchronous signal is input (step 2), the value of the throttle valve opening at the time of input of the detailed pulse stored in the M register is ' An-1 and engine rotational speed Nef are taken out from the respective registers (step 3). It is determined whether or not the engine rotational speed Nc is smaller than a predetermined one rotation speed NEm (for example, 2800 rpm) for determining 11 consecutive non-uniform assists (step 4). When the engine speed Ne increases, Tl
) Is the pulse generation interval of the C signal short? When the number of rotations exceeds the predetermined rotational speed NIC, the non-period acceleration fuel increasing pipe stops.

However, if the answer to the above judgment is No, then 4 (is stored in the register at
It is reset to a constant initial value NA (for example, 2) (step 5). Also, in step 4, the answer is affirmative (Yes).
), the throttle valve opening values 0mn and #An
It is determined whether the difference from -1, that is, the amount of change Δlm is larger than a predetermined value Gm (for example, 20°/5ec) (step 6). If the answer is NO, the process moves to step 5. If the answer is W (Yes), it is determined whether the stored pulse number NACC is greater than O (step 7), and if the answer is affirmative, the asynchronous acceleration is increased. The reference value Ti5t-@4 is determined from the table shown in Fig. 4 (Step 8). FIG. 4 is a table showing the relationship between the throttle valve opening change Δ0m and the non-reduced acceleration increase reference value Ti, from which TiA3 is determined. Next, the main injector's valve opening period 11'1 TM is calculated from the cutting (5) K (step 9). In this case, aKT"r, a'rv, ΔTv d(1, r
It is updated every time a pulse of the kl<TDC signal is input. Step 1: Control the valve opening time of the main injector based on the valve opening time TmKM calculated in the above steps.
0), at the same time as step 7-10 above, every time a pulse of the asynchronous signal is input, the number of pulses NACC is increased by 1.
In step 11), the valve opening time control routine is repeated until the pulse number NACC becomes OK, that is, the answer in step 7 is negative (No).

Figures wLs to Figure 7 are circuit diagrams showing the internal configuration of gcus shown in Figure @1, in particular, the asynchronous TM value collapse circuit portion in detail.

First, Figure 5 shows the entire internal configuration of gcus.
Absolute pressure in the intake pipe Pi (λB8) shown in the figure 8. Engine water temperature sensor'? 10 and battery 16 are respectively connected to absolute pressure pi value register b07.
Engine water 1! It is connected to each input side of the TV value register 508 and the battery voltage Tv value register 506. Throttle valve III! ljf, sensor 4 is connected to Il value register 509 and asynchronous T via A/D converter 5ost-
It is connected to the M value calculation circuit 511. PII value register 507 and throttle valve opening #withstand value register 509
Each output side of is connected to a synchronous 'I' OUT value calculation circuit 510, and a TW value register 508 and a Tv value register 5.
Each output side of 06 is connected to each input side of the synchronous TOUT value calculation circuit and the asynchronous TMA value calculation circuit 511, respectively.

The engine rotation speed N sensor 11 shown in FIG. 5 is connected to the input side of a sequence clock generation circuit 5020 via a one-shot circuit 501 constituting a waveform shaping circuit, and the output terminal group of the sequence clock generation circuit 502 is used for NB measurement. The input terminals of the counter 504 and the NE value register 503 are connected. A reference clock generator 514 is connected to the input side of the NE measurement counter 504, and the output side is
It is connected to the input side of the B value register 5030. (2) The output side of the value register 503 is connected to each input side of the synchronous TOUT value step value step circuit, the asynchronous 1 value calculation circuit 511, and the input terminal 512bK of the comparison circuit 512. The input terminal 512aK of the comparison circuit 512 is NCR1'i
The memory 513 is connected, and the output terminal 512C is connected to one input terminal of an AND circuit 518. A N
Ikekata's input terminal prediction of the D circuit 518 is connected to the output side of the asynchronous μ value calculation circuit 511, and the A N D circuit 51
The output side of 8 is connected to the input side of OR circuit 5170 through the entire asynchronous TMA compensation control circuit 519. Sync Tot
The output side of the rr value calculation circuit is the TOUT value control circuit 5.
16 to the input terminal of the OR circuit 5170. The output side of the OR circuit 517 is the injector drive circuit 52
It is connected to the fuel injection device 6 of FIG. 1 through 0ft.

Next, the entire operation of the circuit configured as described above will be explained.

TDC of the engine speed sensor 11 in FIG. 4
The signal is supplied to a one-shot circuit 501 that constitutes the entire mill shaping circuit together with a sequence clock generating circuit 502 at the next stage. The one-shot circuit 501 generates an output signal SO for each '1' DC signal, and the signal S is activated by the sequence clock generation circuit 502t and the four-shot signal C.
PU and CPP* will be generated sequentially. clock signal CP
P5 is the count value tN・ immediately before the rotation number counter 5G4 which is supplied to the rotation number NN value register 503 and counts the reference clock pulses from the reference clock generator 50s.
Take the E value and set it in register SO3.

Let it reset. Therefore, the engine speed Ne is TDC
a total of 11 as the number counted between pulses of the signal;
The measured one rotation number Ne is the rotation number Nl value register 503.
Stored in

The output signals of the absolute pressure sensor 8 and the engine water temperature sensor IO are supplied to the A/D converter SO5 and converted into digital signals, and then supplied to the absolute pressure Pg register 507 and the engine water temperature Tw value register 508, respectively.

Battery 160 Patch 9 Voltage M/D converter 505
After being A/D converted, the signal is supplied to the Tv value register SO6. The output signal from throttle valve sensor 4 is A/D.
After being A/D converted by the converter 505, the signal is supplied to a θ'm value register 509 and an asynchronous m value calculation circuit to be described later.

Synchronous TotrT value calculation circuit Absolute pressure PR value register 507. Engine water temperature [Register 508° Battery voltage Tv @Register 506. Throttle valve opening rl value register 50g and engine rotation speed Nl value register 50
The valve opening time TotrT value of the injection valve 6 is calculated based on the above equation (3) K in accordance with each stored value supplied from 3, and is supplied to the calculated value T OUT ftTOUT value control circuit 516 . The TOUi value control circuit 516 calculates the calculated value 'l'.
otrT K Generates a control signal to open the injection valve 6t over the corresponding valve opening time, and outputs the control signal 6OR circuit 51
7 to the injector drive circuit 520.

On the other hand, the asynchronous TMA value calculation circuit 511 receives K, a human/D converted throttle valve opening signal from the throttle valve opening sensor 4, and a value register 508, as will be described in detail later.
．． Based on the stored values of the Tv value register 506 and the NE register 503, the valve opening time TM value which is not synchronized with the K and TDC signals during engine acceleration is calculated according to the procedure explained in FIG. It is supplied to one input terminal of the t-AND circuit 518.

The Ncm value message 513 indicates the predetermined engine speed MCI.
A value corresponding to L (for example, 400 rpm) is stored, and the wrinkle storage value is supplied as the value M1 to the input terminal 512 of the comparison path 5120. @Ng, where Ne is small, increases in proportion to the reciprocal of the comparison times Ne. ) is supplied as the value N1 from the NB value register 5o3, and the comparison circuit 512 determines whether the value M1 is greater than the value Nl. When Mx')Nt is established in the comparison circuit 512, that is, when the engine rotation speed Ne is equal to or higher than the predetermined rotation speed N01, the comparison circuit 512 outputs a high level signal -Ill, and the ANDI circuit 518t-open g 518 ANDii Road
The valve opening time calculation value TMA during acceleration, which is supplied to one input terminal of the hm value control circuit 519, is supplied to the asynchronous hm value control circuit 519. The asynchronous TMA value control circuit 519 generates a control signal to open the injection valve 6 over the valve opening time corresponding to the calculated value nμ, and supplies the control signal to the injector drive circuit 520 via the OR circuit 517t''.

When the comparison circuit 512 determines that M1<N1, that is, the engine speed Ne is less than the predetermined rotation speed NCR, the comparison circuit 512 outputs a low level signal -〇, and the AND circuit 518
ft is closed and the asynchronous acceleration increase is not performed at all. This prevents unnecessary fuel from being supplied to the engine if the engine is started or the ignition is turned on, and the accelerator pedal is pressed while the engine is stopped.

The injector drive circuit 520 is the TOUT value control circuit 51
While the injector control signal is input to the asynchronous value control circuit 519, a drive signal is supplied to the injector 6 to open the injector 6t.

FIG. 6 is a circuit diagram showing in detail the internal configuration of the asynchronous value calculation circuit 511 of FIG.

The A/D-converted throttle valve opening #■ signal from the throttle valve sensor 4 shown in Fig. ing.

The input terminal 526bK of the subtraction circuit is connected to the θm! The output terminal 525b of the I-register 525 is connected, and the output terminal 526c of the subtraction circuit is connected to the input side of the Δ-m register 5270. The output side of the l# register is 1! at the input side of the T1 value memory 530. The comparator circuit 531
is connected to the input terminal 531aK of. The output side of the T & M value upper memory 530 is connected to one input terminal of an AND circuit 532 . Comparison circuit 5310 input terminal 531bK is G
A value upper memory 535 is connected, output terminal 531c is on
@connected to the input side of the circuit 539, and furthermore, the OR circuit 539
The 0 output side is connected to the load terminal of the down counter 533. The output terminal 531d of the comparison circuit 531 is A'
It is connected to one input terminal of each of ND circuits 540 and 541.

An Num value memory 534 is connected to the data input terminal DIH of the down counter 533, and a terminal B of the down counter 533 is connected to the AN
The other input terminal of the D circuit 540 and the @ of the AND circuit 541
2, the clock terminal x is connected to the AND circuit 54.
1, respectively. The output side of the AND circuit 540 is connected to one input terminal of the AND circuit 532, and A
A third terminal of the ND circuit 541 is connected to a group of output terminals of a sequence clock generation circuit 523, which will be described later.

Comparison circuit 5290 input terminals 529b and 529a have N
BA value mesememory 528 f'LB value register 5 in FIG.
03 are connected to each other. The output terminal 529C of the comparison circuit 529 is connected to one input terminal of the AND circuit 532, and is connected to the 08 circuit 5 via the inverter 538t.
39 input 11. The output side of the AND circuit 532 is connected to the input side of an asynchronous value correction circuit 536, and the Tw value register 508 and Tv value register 506 in FIG. 5 are further connected to the input side of the correction circuit 536.
The output side of the correction circuit 536 is an asynchronous value register 537.
It is connected to the AND circuit 518 in FIG. 5 via.

The asynchronous TMA value calculation (c) path 511 has a reference clock generation circuit 522 that is not synchronized with the TDC signal;
The output side of 2 is connected to the sequence clock signal generation circuit 523, and is connected to the - and asynchronous hem value registers s37Km.

Next, the operation of the circuit configured as described above will be explained. The reference clock starting circuit 522 generates a reference clock signal of a constant period and supplies the sequence clock signal generating circuit 523 with a KK reference clock signal. Sequence clock signal generation circuit 52: H! Clock signals CP.about.CP4t- are sequentially generated based on the i quasi-clock signal. FIG. 7 shows a timing chart of the output clock signal of the sequence clock signal generation circuit 523.
Clock signals P. to CPa are generated sequentially.

The throttle valve has been converted to Mu/D using the Mu/D converter 50s shown in Figure 5! 1lii [The throttle valve open f#TH signal from the sensor 4 is stored in the register 524 at the timing of the application of the clock signal CP, and this stored value - mn
is supplied as the input terminal 526mK value Ms of the subtraction circuit 526 (step 2 in FIG. 3).

On the other hand, the armpit clock signal CP is input to the register 525.
Stores the store value -mun-1 from the lAn register 524 that is supplied at the time when the previously generated clock signal CPa is applied to the register 525; subtract this memorized value 1%1@
526 input 11526 b Kf[Nl is supplied (step 3 in FIG. 3). Subtraction 1 path 526 subtracts the value N5iH from the value M3 and obtains this calculated value (Ma-Ns)
That is, the value Δ-ha (=Ihn-1ha-1) is supplied to the register 527 and stored at the timing of application of the clock signal CPt.

The TiA value memory 530 is slotted based on Figure 4.
'A plurality of asynchronous acceleration increase reference values Ti corresponding to the throttle valve opening change value norm are stored, and the T1 value memo 9530 stores the throttle valve opening change value l# from the throttle valve opening change value norm. The asynchronous acceleration increase reference value TiAn corresponding to mK is read out, and this successive value TiAn is applied to the AND circuit 53! 〇- Supply to input terminal. Incidentally, as described above, the T & M value message 530 is successively displayed in correspondence with a plurality of stored values T1, t, and throttle valve opening change value 1ahyc, for example, ! It may be a trix memory, or it may be a calculation circuit that calculates the asynchronous acceleration increase reference value Ti corresponding to the throttle opening change value NOAK based on a predetermined calculation formula.

The N14 memory 528 stores a value corresponding to the predetermined asynchronous acceleration discrimination one rotation number NIAK explained in step 4 of FIG. 3, and this stored value is supplied to the comparison circuit 5290 input terminal 529b as the value 1'Js. has been done. The comparator circuit 529 has an input terminal 5291 having a value NE corresponding to the actual engine rotational speed NeK supplied from the NH value register 503 in FIG. 5 as a value Ms (the value Nl is a value proportional to the reciprocal of the rotational speed Ne). ) and the discriminant value N11iAil(
Compare it with the corresponding stored value (step 4) in Figure 3.
When Ml≦pJs, that is, when the actual engine rotational speed Ne is greater than or equal to the predetermined discrimination rotational speed Nlm, it is determined that the asynchronous acceleration increase is unnecessary, and a low level signal = 0 is supplied to the AND circuit 532, # The AND circuit 532 is closed and the high level signal = 1 inverted by the inverter 538 is sent to the down counter 53 via the OR circuit 539.
3 is applied to the load terminal LK to update the count value NACCA of the down counter 533 to an initial value Nmm, which will be described later (step S in Figure 1s3).

When M s )N s in the comparison circuit 529, that is,
When Ne(N), a high level signal=1 is supplied to the ANDn path 532.

The G value memo 9535 stores the predetermined value G described in step 6 of FIG. 3, and this predetermined value G is supplied to the input terminal 53 l bK of the comparator circuit 5310 as the value N4. The comparison circuit 331 has its input terminal 531 J
Comparing the throttle valve opening change value ΔIAn supplied from the norm register 527 as IKmM4 with the predetermined value qm, 1115JI! ! step 6), M a
(When Na, that is, when 7# and 6G, high level signal -1i output terminal 531c to OR circuit 539t-
The load terminal LK of the down counter 533 is supplied through the down counter 533. When the down counter 533 is supplied with the load terminal LK high level signal = 1, it updates the count value NACCA to the initial value Nmm stored in the Nmm value memory 534, and also outputs a high level signal -1t- to the poll terminal B. generate. On the other hand, the output signal of the output terminal 531d of the comparison circuit 531 is held at a low level -〇 when zum n≦qm, and the AND
Circuits 540 and 541 are closed.

The AND circuit 540 sends a low level signal to the AND circuit 532.
01 is supplied to bring the AND circuit 532t into the closed state, and the closed AND circuit 541 outputs the down counter 533.
1-Prevents the clock signal CPs from being applied to the clock terminal CK of the clock terminal CK.

When the comparison circuit 531 determines that M4>N4, that is, when Δ#An > Qm, the comparison circuit 531
The output value of the output terminal 531c becomes a low level -0. At this time, the determination result of the comparison circuit 529 is M s )N
s, that is, Ne (in the case of Ni, the low level signal 0 inverted by the inverter 538 as described above is O) is supplied to one input terminal of the circuit 539, so the output value of the OR circuit 539 is high level = The count value of the down counter 533 is inverted from 1 to the low level - OK, and the count value of the down counter 533 is no longer updated to the initial value Nmm, and the cedar run counter 533 starts counting.

On the other hand, the high level signal -1 from the output terminal 531d of the comparison circuit 531 is supplied to AND circuits 540 and 541.
The AND circuit 540 sends a high level signal to the AND circuit 532 =
1t- is supplied to open the wrinkled ANDM path 532, and the opened ANDfi path 541 is applied to the down counter 5.
The clock signal CP2f: is input to the clock terminal CK of No. 33. The down counter 533 has a clock terminal CK4C.
Each time the clock signal CPz is applied, 1 is subtracted from the initial value Nmm (step 11 in FIG. 3). When the count value NACCA of the down counter 533 becomes zero, the down force')7fiS33 (the output value of the DMa terminal B is inverted from high level to low level, and the output value of the AND circuit 540 and the piece circuit 5
41. The KAND circuit 532t is closed.

When the AND circuit 532 is supplied with the high level signal -It from both the comparison circuit 529 and the down counter 5330,
That is, when the engine speed Ne is below the predetermined rotation speed Nm and l#mun)Qmu, T of the predetermined number of times Nmm
DC false signal K11l1 When an unscheduled clock signal occurs, the asynchronous acceleration increase standard @Ti1n llr asynchronous acceleration increase standard from the Tz value memo 953G is supplied to one input terminal of the ANDI circuit 532. Asynchronous TMA *Correction circuit 536 supplies the acceleration increase reference value Ti1n K to the TW circuit in FIG.
Engine water temperature signal values Tw and T from value register 50g
Battery voltage signal value Tv 6 from v value register 506
From c, a correction is made based on the above equation (5) K (step 9 in Figure 3), and the correction value, that is, the asynchronous valve switching time TMA of the injection valve 6 is stored in the asynchronous TM value register at the timing of application of the clock signal CPs. 537 and stored.

The asynchronous TMA value register 537 supplies the stored value to the irregular period TM value control circuit 519.

As described above, according to the fuel supply control method during acceleration of an internal combustion engine of the present invention, the opening sound of the throttle valve provided in the intake passage of the engine is detected every time a control pulse signal is generated at a constant period. Then, the change jtk in the throttle valve opening between the time when control pulse No. 46 was generated this time and the time when the Th1J 141 pulse signal was generated last time is determined and used as a control parameter value, and if the engine rotation speed is below a predetermined rotation speed and the control parameter value is When the predetermined gji is exceeded, the control pulse JtM
Since an increased amount of fuel is supplied to the engine in accordance with the largeness of the control parameter value in synchronization with the number, the acceleration response performance during acceleration can be completely improved.

[Brief explanation of the drawing]

FIG. 1 is an overall block diagram of a fuel supply control device using the method of the present invention, and FIG. 2 is a main block diagram of the ECU shown in FIG. Valve opening time of injector TotrTM,
TOUTjl 1ilJ's 10 block diagram of the entire grogzum configuration, Fig. 3 is a flowchart of the asynchronous acceleration subroutine, Fig. 4 shows the change alarm Δθm of the throttle valve opening and the asynchronous fuel increase reference value Tim at speed. FIG. 5 is a circuit diagram showing the internal configuration of the ECU 3 shown in FIG. The figure is a diagram illustrating the sequence of generation j1 of the μ-clock signal generated by the sequence clock signal generation circuit 523. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 2... Intake passage, 3... Throttle valve, 4... Throttle valve opening sensor, 5...
・Electronic control unit (gcU), 6...au
d injection valve, 11...F97 rotation speed sensor, 511...
・Non-four-term TMA value calculation circuit, 523... Sequence clock signal generation circuit, 527... Δθ register,
532...Ti value upper limit 529 and 531...
Comparison circuit, 533... Down counter, 536...
Asynchronous TMA [correction circuit. Applicant: Toshihiko Watanabe, Patent Attorney, Honda Motor Co., Ltd.

Claims (1)

[Scope of Claims] 1. Fuel supplied to the internal combustion engine during acceleration 1. An electronically controlled acceleration fuel supply control method kc jj, in which the engine is Detects the opening of the throttle valve installed in the intake passage of the current control pulse signal and the previous control pulse g! The amount of change in the throttle valve opening at the time of occurrence of number i is determined as a control parameter value, and when this control parameter value exceeds a predetermined value, a change is made in synchronization with the control pulse signal and corresponding to the magnitude of the control parameter value. A fuel supply control method during acceleration of an internal combustion engine, in which an increased amount of fuel is supplied to the engine by t-%. 2. The amount of fuel supplied to the engine is increased a predetermined number of times every time the assistance control pulse signal O is generated from the time when the control parameter value exceeds the predetermined value. The fuel supply control method during acceleration of the bij combustion engine described above. 3. In an acceleration fuel supply control method that electronically controls the amount of fuel supplied to an internal combustion engine during acceleration, the throttle valve installed in the intake passage of the engine is Open at is detected, and the change in throttle valve opening between the current control pulse signal generation time and the previous control pulse signal generation time is calculated as a control parameter value, and if the engine rotation speed is below the revised rotation speed, and the Tsukinori control parameter When the value exceeds a predetermined value, an increased amount of fuel corresponding to the magnitude of the control parameter value is supplied to the engine in synchronization with the previous one control pulse signal. A fuel supply control method for an engine during acceleration. 4. The increase in the fuel supplied to the engine is performed when the engine rotation speed is below the revised rotation speed and the control parameter value is Iv.
4. The method of controlling fuel supply during acceleration of an internal combustion engine according to claim 3, wherein the control is performed a predetermined number of times every time the control pulse signal is generated from the time when a predetermined value of the engine speed is reached.