JPS59101577A - Controller for internal-combustion engine - Google Patents

Abstract

PURPOSE:To improve the reliability of the captioned apparatus by using an absolute-pressure sensor and executing cylinder discrimination by a control calculation processor and setting the fuel injection standard of each cylinder, and at the same time, detecting the atmospheric pressure, thus loosening the restriction for the installation space for the pressure sensor and releasing the apparatus from the bad environment of high temperature. CONSTITUTION:An engine control unit ECU reads-in the output signal of an absolute-pressure sensor 3 at each revolution of an engine in synchronization with the output signal of a G sensor which generates one pulse at each revolution of the engine installed onto a crankshaft and the output signal of an N sensor which generates a signal at each prescribed crank angle, and the timing having the larger negative pressure value is judged as the intake cycle of the cylinder, and a cylinder standard is set, and the smaller value is judged as the atmospheric pressure. On the above-described basis, the ECU5 generates each signal for energizing an ignition coil 7 and an injector 9.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an internal combustion engine, and more particularly, to a control device for an internal combustion engine, which is equipped with an arithmetic processing device and controls at least one of ignition timing and fuel injection timing and period of a multi-cylinder internal combustion engine. Regarding equipment. In the following description, the internal combustion engine will be abbreviated as engine.

In conventional multi-cylinder engines with FiF engineering devices, an independent injection system is used to control fuel injection timing for each cylinder and to reduce variations in fuel injection amount for each cylinder. To this end, in order to discriminate between cylinders in order to set fuel injection standards for each cylinder, a rotation angle sensor using a magnetic pickup, for example, is installed on the engine camshaft as a cylinder discrimination sensor, and the EiF
Atmospheric pressure sensors are used to obtain the necessary information for correcting the fuel injection amount by the EF equipment to compensate for the drop in engine output when a vehicle equipped with an engine equipped with an EF equipment drives at high altitudes. was. However, installing a cylinder discrimination sensor on the engine's camshaft is undesirable due to space limitations and appearance. There were problems with reliability. Also,
As mentioned above, the use of complex and expensive atmospheric pressure sensors has disadvantages in terms of maintenance and cost.

The present invention has been made for the purpose of solving the problems in conventional devices as described above.

In order to achieve the above object, an engine control device provided by the present invention includes a control processing unit, and in order to detect the intake pipe pressure in the intake stroke of a specific cylinder of the engine and in other strokes, An absolute pressure sensor is used as an example of the pressure sensor, and cylinder discrimination is performed based on the result of calculation processing by the control processing unit for the pressure value indicated by the output signal of the absolute pressure sensor, and fuel injection standards for each cylinder are set. By simultaneously detecting the atmospheric pressure using the absolute pressure sensor, one pressure sensor is configured to serve as the functions of two conventionally used sensors.

More specifically, in the engine control device according to the present invention, the engine rotation speed is calculated based on the output signal of the rotation angle sensor provided on the crankshaft, and the engine rotation speed is calculated every one rotation of the engine in synchronization with the output signal of the rotation angle sensor. The output signal of the pressure sensor is inputted to the , and the pressure values indicated by the output signal are compared in one operation, and the timing at which a large intake pipe pressure value (negative pressure value) occurs is determined and determined as the intake stroke of the above-mentioned specific cylinder. death,
It has a configuration for setting fuel injection standards for each cylinder and simultaneously determining a small intake pipe pressure value (negative pressure value) and determining it as an atmospheric pressure value.

In addition, in the present invention, it is possible to further make various changes to the above configuration, and examples of those changes will be explained as examples of the present invention in the detailed description of the present invention below. Ru.

According to the engine control device according to the present invention, compared to the configuration of a conventional device in which a cylinder discrimination sensor is provided on the camshaft of the engine,
Since space constraints for mounting the sensor are relaxed and the mounting location is free from harsh environments of high temperatures, design is facilitated and the reliability of the device is improved. Further, by detecting both the intake pipe negative pressure and the atmospheric pressure with one pressure sensor without using an atmospheric pressure sensor, it is advantageous in terms of maintenance and cost. Other advantages obtained by the various modifications of the present invention described above will become clear along with the description of each embodiment described below.

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

FIG. 1 shows an overview of the overall configuration of a first embodiment of the present invention. In the figure, 1 indicates, for example, four cylinders #
A motorcycle engine consisting of #1 to #4 includes an intake pipe 2 connected to each cylinder, and a throttle valve 8 provided for each cylinder. The structure of the wound will not be explained here, but the throttle valves 8 for each cylinder are controlled to open and close in conjunction with the driver's accelerator operation, which is different from conventional devices of this type. It is similar to Reference numeral 10 denotes a collecting pipe, which is connected to an air cleaner 11, which is constructed of conventionally known types. 3 is a known absolute pressure sensor which detects the pressure within one intake manifold and the atmospheric pressure.

5 is a microcomputer-controlled engine control unit) (
(hereinafter abbreviated as rEOUJ). The EOU 5 is
A reference sensor (hereinafter abbreviated as "G sensor 4aJ" 2) using a known magnetic pickup or the like constituting the rotation angle sensor 4
and the output signal of the crank angle sensor (hereinafter abbreviated as "N sensor 4bJ"), which is the TDO signal for each engine rotation, the crank angle signal for each constant angle, for example, 60'OA (crank angle), and the absolute pressure. Based on the output signal of the sensor 3, cylinder discrimination (discrimination of the intake stroke or other stroke of the cylinder) and detection of atmospheric pressure are performed.The details will be described later, but the FlICU 5 is installed in the conventional crankshaft. The output signal of the G sensor generates one pulse for each engine rotation, and the N signal generates a signal for each predetermined crank angle.
In synchronization with the output signal of the sensor, the output signal of the absolute pressure sensor 3 is read every engine revolution, the magnitude of the negative pressure value is compared, and the timing of the larger one is determined to be the intake stroke of that cylinder. A standard is set, and the smaller one is determined to be atmospheric pressure. Based on this, the ECU 3 generates an output signal that energizes the ignition coil 7 and the injector (fuel injection 9).The ignition coil 7 and the injector 9 may have conventionally known configurations. 8, which is known in the art - for example, the throttle valve 8
A throttle valve opening sensor is used that generates a signal corresponding to the opening of the throttle valve.

FIG. 2 is a block diagram of the apparatus of the first embodiment shown in FIG. 20 indicates the detection part, G sensor 4a, N sensor 4b
It is composed of a rotation angle sensor 4, a load sensor 6, and an absolute pressure sensor 3. The detection signal from the detection unit 20 is p=c
Sent to u5. Reference number 31 indicates the ECU 50 input to which the detection signal from the detection unit 10 is coupled. Reference numeral 32 is supplied with an output signal from the input section 31, and is used to set cylinder standards by cylinder discrimination using the output signal of the absolute pressure sensor 3, and to turn on and off the ignition coil and injector.
This is a CPU that performs calculations for F control. Reference number 3
3 is an output section that receives a control signal from the CPU 32 and sends out a drive output signal. Reference number 34 is a power supply section that supplies power to the input section 31, CPU 32, and output section 33 described above.

FIG. 3 shows a time chart of the operation of the engine control device according to the first embodiment of the present invention, and FIG. 4 shows the CP shown in FIG.
A flowchart showing the arithmetic processing procedure of U32 is shown.

7 in Figure 4 while referring to the time chart in Figure 6 below.
The arithmetic processing procedure shown in the 0-chart will be explained.

In FIG. 4, step 1000 starts with an ON operation of an ignition switch (not shown). In step 2000, the memory is reset and initialized. Next, the process proceeds to step 3000, where the output signal of the absolute pressure sensor 3 is read immediately after the ignition switch is turned on and the engine is still rotating, and the output signal of the absolute pressure sensor 3 is read.The process proceeds to step 4000, where A/D conversion is performed and the output signal is obtained. The value obtained is stored as the atmospheric pressure value Po.

The input process at step 5000 indicates the start of a process procedure for cylinder discrimination. In step 5100, the G sensor output signal, the N sensor output signal, the absolute pressure sensor output signal, and the load sensor output signal are read.

As shown in the time chart of Fig. 6, the N sensor output signal after the G sensor output signal is generated is counted as N1, the next N sensor output signal is counted as N2, and the crank angle at which the intake pipe pressure suddenly changes is determined, for example, at BTDO150. At count N4, which indicates the position of °OA, the absolute pressure sensor output signal is read. As shown in the time chart in Figure 3, the G sensor output signal is counted randomly as 01 in the order of reading, then G3, then G1, and then 01 and G2 alternately, and the signal is counted every two revolutions of the engine. Let's convert it to .

In step 5110 of FIG. 4, the engine rotational speed is determined from the N sensor output signal, and the process proceeds to step 5150.

In step 5150, the absolute pressure P1 and N read at the reading timing N41 indicated by the N sensor output signal are
The difference ΔP between the absolute pressure P□-0 read at the reading timing N41-1 indicated by the sensor output signal is determined. That is, Δp=p knee P'1-1 + At step 5200, it is determined whether ΔP1 is larger than El (where El is the pressure value to prevent false judgment), and if ΔP1≦E1, the pressure change is small, so the false judgment is made. Since there is a risk of this occurring, proceed to Stella 7'5550 without performing cylinder discrimination. ΔP1〉1
In the case of 1 construction, the process proceeds to step 5250, where the engine rotation speed Ne is determined as the determinable engine rotation speed Nrpm (
For example, it is determined whether or not the speed is below 6000 rpm. In the high rotation range of 1'Jrpm or higher, the engine speed that can be determined is generally sb in accelerated operation, and in that case, the variation in fuel injection amount will not be large even if the fuel injection timing is not differentiated for each cylinder. , proceed to step 5550. If the engine rotational speed Nrpm is not determined,
Based on step 5300, it is determined whether or not the amount of change in throttle opening (dθ7a) for the current incremental time (at) is equal to or less than the acceleration misjudgment prevention constant α, and if it exceeds α, the change in intake pressure is Since it cannot be determined whether the cause is due to the intake action or the throttle change, the process proceeds to step 5550 without performing cylinder discrimination.If it is less than or equal to α, the process proceeds to step 5400, where preliminary processing for cylinder discrimination is performed. A 7 lag is set to indicate the point in time when the signal has passed, that is, to indicate that the same point is in the combustion stroke of the first cylinder.Next, the process proceeds to step 5450, and the relationship between the above flag and the G sensor output signal G1 is established. In other words, if the G-sensor output signal immediately after setting the flag is 01, it is determined that the TDO of the tsuji combustion stroke is established.On the other hand, if the G-sensor output signal is 02, it is determined that the TDO is true. It is determined that this does not hold true. TD when the exhaust stroke of the blade is almost completed
Determined as O. If the determination result in step 5450 is not established, the process advances to step 5500 and the G of the 1G output signal is
, , G2 signal, G work to G2, G2 to G work,
The count number of the G sensor output signal and each stroke of the engine are changed so that they correspond correctly, and the process proceeds to step 5550. When the determination result in step 54500 is established, the process advances to step 5550.

In step 5550, the flag is reset by toppling the flag, and the process proceeds to step 5600. Step cylinder injection standard, G2 signal +4 cylinder injection standard, G2 + 180°O
'A is set as the injection standard for +6 cylinders, and an independent injection standard is established for each cylinder, and the process proceeds to the next step 6000.

Process B in step 6000 indicates the start of a procedure for determining atmospheric pressure. In step 6100, the engine rotation speed Ne is changed to the atmospheric pressure detectable engine rotation speed Ar.
It is determined whether or not it is less than Arpm, and if it is more than Arpm, for example 7
000 rpm or more, atmospheric pressure detection is not performed because the pulsation of the intake pressure is relatively large due to the influence of the inertia of the intake air in cylinders other than the pressure detection cylinder (cylinder 81), and the atmospheric pressure detection error becomes large. Proceed to step 7000. If the engine rotation speed Ne is less than Arpm, step 62
00, and it is determined whether the throttle opening θ1H is within the atmospheric pressure determination throttle valve opening range LL (hereinafter abbreviated as LL). Here, the atmospheric pressure determination throttle valve opening area LL refers to the intake pressure when the throttle valve is closed to a certain extent on a table that records the throttle opening value for each engine rotational speed using the engine rotational speed as a parameter. Since the pressure does not recover to atmospheric pressure, the engine operating range is set in which the throttle valve is opened to the extent that the atmospheric pressure value can be detected. If the determination result is not within LL, the process advances to step 7000. If it is within LL, the process advances to step 6300 and the ΔP1 obtained in step 5150 is
Based on the value, it is determined whether 1ΔP11<β. However, β represents a pressure difference that allows determination of atmospheric pressure, for example, 100 mmgg. If the determination result is 1ΔFil≧β or more, atmospheric pressure cannot be detected, so the process proceeds to step 7000. Generally, a value corresponding to atmospheric pressure appears in the change in intake pressure only when the throttle is open, and in that case, the amount of change in intake pressure is small, and the change occurs when the pressure difference ΔP1 is small. Similar to the determination based on LL in step 6200, the area where the atmospheric pressure value can be read is determined based on the ΔP1 value. In addition, the program double-checks so that it can be used in systems that do not use the throttle opening sensor as a load sensor @ If 1ΔP11<β, the process advances to step 6400 and the absolute pressure sensor read in step 5100 The output signals Pl and Pl-□ are compared, and the larger value is taken as the atmospheric pressure signal value p,/, and the process proceeds to step 6500, where large 1s=pa is obtained as KXP,'. Here, K is a correction coefficient for correcting errors such as air cleaner pressure loss, and although the details are omitted, it is set as a map value on a map with engine rotation speed and throttle valve opening as parameters. It is.

Process C in step T000 indicates the start of a procedure for calculating the ignition timing, fuel injection amount, and injection timing. In step 7200, the engine rotational speed, load sensor output signal, reference ignition timing, and reference injector injection period are determined, and the process proceeds to step T300. Step 73
At step 00, based on the atmospheric pressure value obtained at step 6500, atmospheric pressure correction is performed for the reference ignition timing θi8 and the reference injector injection period J obtained at step γ200.

The atmospheric pressure value is the value P read first in step 3000. and pa obtained in step 6500 are weighted to obtain atmospheric pressure. For example, the atmospheric pressure value Pa read as the atmospheric pressure calculation formula is reduced in its degree of contribution to reduce the influence of detection errors, and the
The atmospheric pressure value PO obtained at 0 is directly used as the atmospheric pressure value to calculate the atmospheric pressure. Based on the atmospheric pressure obtained in this way, the ignition timing 01g and the injector injection period J are corrected, and the process proceeds to step 7400, where ignition and injector injection are performed in accordance with the injection standards for each cylinder obtained in step 5000. Return to ■ in Figure 4.

In the first embodiment described above, in step 5150, as shown in FIG. 6, the difference ΔP1 between Pl read at timing N,i and Pl-1 read at timing 1'J4:L-1 is determined. Calculation formula for calculating ΔP =
It is necessary to judge how large the pressure value has become based on Pl - Pi - x, but the reverse calculation formula ΔP = P1
-□-P1 can be used to determine how small the pressure chamber has become.The same control can be performed even if the reverse logic is used to determine how small the pressure chamber has become.

Further, in step T300, the atmospheric pressure value Po obtained in step 3000 and the atmospheric pressure value (Pa) obtained in step 6500 are weighted to obtain the atmospheric pressure.
To simplify the logic, the atmospheric pressure value (Pa) obtained in step 6500 may be used as the atmospheric pressure correction value (Poi), and Pol = Pa.

By performing the above control, cylinder discrimination can be performed using one absolute pressure sensor, and also,
Can detect atmospheric pressure.

As mentioned above, since it is possible to discriminate between multiple cylinders using a pressure sensor, there are limitations on installation space compared to the conventional configuration in which a cylinder discrimination section is provided on the camshaft. In addition, the sensor itself does not need to be installed in a high temperature and harsh environment near the camshaft as in the conventional case, so the reliability of the system can be improved. Furthermore, since fuel can be injected independently 17 to each cylinder, the control accuracy of the fuel injection amount is improved, engine drivability is improved, and exhaust gas is effectively purified.

Although the above-mentioned judgment range for cylinder discrimination and atmospheric pressure detection is restricted by the engine operating conditions, etc., atmospheric pressure detection does not need to be carried out all the time, and in the engine control device of the present invention, Since the atmospheric pressure value is changed during acceleration operation, sufficient functionality can be achieved.

Furthermore, regarding cylinder discrimination, once the output signals G□ and G2 of the existing rotation angle sensor are replaced with cylinder signals,
There is no need to constantly detect the cylinder signal as long as the device does not malfunction, and it is possible to continue setting the cylinder reference based on the G□ or G signal once set.

Furthermore, when starting the engine, when the cylinder standard is first set, the independent injection method for each cylinder is not particularly effective.
Since fuel injection can be carried out in all cylinders during one revolution of the engine, including an increase in the amount of fuel at the time of starting, there is no problem even if there is a delay in setting the cylinder reference at the time of starting.

Further, in the first embodiment, a pressure sensor that can simultaneously detect atmospheric pressure (absolute EE) is described, but it goes without saying that a relative pressure sensor may be used when only cylinder discrimination is performed. Furthermore, when using a relative pressure sensor, the conventional atmospheric pressure detection value detects the difference between the standard atmospheric pressure FA and the atmospheric pressure PA' in the intake pipe, but if the air cleaner becomes clogged, The difference between PA and -PA' = Δy can be used to correct the pressure loss of the air cleaner in a similar manner.

FIG. 5 shows a 70-channel diagram of a second embodiment in which a change is made to the A process in order to prevent false judgments due to noise, etc., in the fourth embodiment of the first embodiment of the present invention shown in FIG. Show chart. In FIG. 5, parts corresponding to those in FIG. 4 are designated by the same reference numerals, and their explanation will be omitted.

That is, when the preliminary processing for cylinder discrimination is completed, a flag indicating the combustion stroke of the first cylinder is set in step 5400 in FIG. Next, proceed to step 5410;
Whether the number of flags between the G sensor output signal G and 02 is 1 or 2 or more is determined based on the count signal, and if there are 2 or more flags, it is determined to be an erroneous determination due to noise etc., and step 55
Go to step 50, knock down the flag, go to step 5600,
No injection switching is performed. If there is only one flag, the process advances to step 5450, and the normal cylinder discrimination processing procedure continues as in FIG. 4. As described above, in the second embodiment of the present invention, erroneous determinations are prevented by detecting logically impossible cases.

FIGS. 6(a) and 6(b) show the flowchart of the first embodiment shown in FIG. and a flowchart of the fourth embodiment. In FIG. 6(a), parts corresponding to those in FIG. 4 are designated by the same reference numerals, and their explanation will be omitted.

In the sixth embodiment shown in FIG. 6(a), the processes in steps 5000 to 5300 are performed in the same manner as in FIG. In step 5350, the value of Ml is checked. Here, Ml is a value representing the number and order of stroke detection in the engine operating cycle. Step 53
If the intake stroke is detected for the first time at step 50, the same step is executed.
Step 55 sets 7 lag F to 1, and step 5360 sets Mio to a constant M1□ indicating that one intake stroke has been detected.
Then, go back to step 5100. That's it, step 5.
Up to 300, the same processing as in FIG. 4 is performed. Step 5
If it is determined as No in 200 to 5300, the process proceeds to step 5370, and it is determined whether or not M4 is Mil.
If not, if one intake stroke is not detected, the process proceeds to the flag reset stage of step 5510.

On the other hand, when it is determined to be Mil in Suozzo 5310, that is, when the same step 5350 is passed but it does not reach the next step 5350, when a stroke other than the intake stroke (exhaust stroke) occurs after the 91st intake stroke proceeds to step 53T5, sets 7 lag F2 to 1, and steps 5380. Proceed to step 5300, set the value of Mix to a constant Mi2 indicating that the intake stroke was detected once and then the exhaust stroke, and return to step 5100.Up to step 5300, the same processing as in FIG. 4 is performed. . When it is determined in step 5350 that M1□, that is, when the intake stroke is detected again, this does not match the logic since the intake stroke continues, so the process proceeds to step 5510, where the flag is reset.

If Mi2 is determined in step 5350, this means that the intake stroke, exhaust stroke, and intake stroke are normally detected. In that case, proceed to Stella 7° 5365, set flag F3 to 1, proceed to step 5370, check whether flag F□ is 1 or flag F
It is determined whether 2 is 1 or 7 lag F3 is 1, that is, whether all detection results are normal. If the determination in step 5370 is not satisfied, the process advances to step 5510. If the determination in step 5310 is established, that is, if it is normal, the process proceeds to step 5450, and if the flag F3 is not 1, the G sensor output signal immediately after the intake stroke, exhaust stroke, and intake stroke are in the order of combustion stroke. Whether or not the relationship in which the indicated signal becomes 00 holds true, that is, if the G sensor output signal following flag F is G work, it holds true and normal operation is possible.
In the case of G2, it is determined that it does not hold, and if it does not hold, the process proceeds to step 5500, where the G sensor output signal G□ and the G2 signal are changed to 02 and G2 to G, and the process proceeds to step 5510. In step 5510, the flag F1+F2 e
Setting F3 to 0, the process proceeds to step 5520, sets the count value M1 of the counter to Mio, and proceeds to step 56.
Go to 00. In step 5600, processing similar to that in FIG. 4 is performed.

According to the above judgment, if it is normal, the flag Fl.

F, , and F are each 111. In other cases, this relationship does not hold, so if an erroneous determination is made due to noise or the like, the above relationship does not hold, and therefore, injection switching is not performed. In this way, chattering during injection switching caused by noise or the like can be prevented.

In this example, it is determined to be normal when the intake stroke, exhaust stroke, or intake stroke occurs, but in order to simplify the logic, it is determined that the In such cases, it may be determined that the condition is normal. In other words, it is possible to determine whether the process order is normal or abnormal by using a method in which it is determined that the process is normal by performing sampling n times and determining that the process is normal if the relationship is logically established.

Next, in the fourth embodiment shown in FIG. 6(b), it is determined that the process A in step 5000 in FIG. Step 5001 is provided.

As a result, the generosity can be determined quickly, and the independent injection of the injector can be quickly responded to. By performing the process A' in step s o o o' shown in FIG. 6(a) at an engine rotational speed exceeding the above value, chattering that is likely to occur during injection switching is prevented. I can do it. In other words, by using the process A in Figure 4 in combination with the process A' in Figure 6 (a>), it is possible to quickly respond to the independent injection of the injector, and it is possible to quickly respond to the independent injection of the injector, as well as to eliminate the problem caused by frequent false detections during independent injection. It is possible to prevent deterioration of driving feeling due to chattering during injection switching.

FIG. 7 shows a four-chard according to a 50th embodiment of the present invention in which the load sensor 6 using the throttle opening sensor in FIG. 1 is eliminated. In this figure, parts corresponding to those in FIG. 4 are designated by the same reference numerals, and their explanation will be omitted.

In step 5105 during the A process shown in FIG. 7, the absolute pressure sensor output signal is read based on the G sensor output signal and the N sensor output signal, as in the previous embodiments. However, the load sensor output signal is not read. Therefore, in this embodiment, step 5300 is omitted, and the processing in other steps is performed in the same manner as in FIG. 4. At step 7150 during the C process shown in FIG.
The average value pB of the intake pipe pressure is applied to the equation, the average value pB of the intake pipe pressure is used as a load detection value, and the engine rotation speed, ignition timing, and injector injection period are determined, and the process proceeds to step 7300. The processing from step 7300 onwards is performed in the same manner as in FIG. That is, in the fifth embodiment, the load sensor shown in FIG. 1 is eliminated, and only the absolute pressure sensor is used for load detection, atmospheric pressure detection, and cylinder discrimination detection.

Here, in step 7150 of the 0 process in FIG. 7, the load detection value is determined as the average value of the intake pipe pressure, but it may also be determined as the minimum value of the intake pipe pressure. In other words, 2P
P found by B' = Min(Pl-0+Pt)
The ignition timing and the injector injection period may be determined using B' as the load detection value.

FIG. 8 schematically shows the overall configuration of a sixth embodiment of the present invention in which an inexpensive negative pressure switch is used as a detector for cylinder discrimination in place of an expensive absolute pressure sensor. Portions corresponding to those in FIG. 1 are designated by the same reference numerals, and a description thereof will be omitted.

In this sixth embodiment, a commercially available negative pressure switch 3a is used for cylinder discrimination, and the intake negative pressure detected during the intake stroke of the engine is compared with the set negative pressure of the negative pressure switch 3a, and ON-OFF output is determined. Generate a voltage signal. Further, as the load sensor 6, a pressure sensor that detects the average pressure of the intake pipe is used.

FIG. 9 is a block diagram of the apparatus of the sixth embodiment of FIG. 8. Portions corresponding to those in FIG. 2 are designated by the same reference numerals, and their explanation will be omitted. The configuration shown in FIG. 9 is different from the configuration shown in FIG. 2 in that a negative pressure switch 3a is added to the detection section 2o.

FIG. 10 shows a time chart of the operation of the device of the sixth embodiment shown in FIG. 9, and FIG. 11 shows the CPU shown in FIG.
32 shows a flowchart of calculation processing of No. 32. The processing procedure of the flowchart in FIG. 11 will be described below with reference to the time chart in FIG. 10.

In FIG. 11, in step 1000, an ON/OFF operation of an ignition switch (not shown) is started. In step 2000, the memory is reset and initialized. Next, the process proceeds to step 3000, where the output signal of the pressure sensor 6 as a load sensor is transmitted by turning on the ignition switch.
Immediately after the engine is turned on and the engine has not started, the process proceeds to step 4000, where A/D conversion is performed and the obtained value is used as the atmospheric pressure value P. Close it and memorize it. Next, the process advances to step 500o, and in step 51o5, the G sensor output signal, the N sensor output signal, the load sensor output signal, and the negative pressure switch output signal are read. Step 51
At step 10, the engine rotational speed is determined from the N sensor output signal. As in the first embodiment, the G sensor output signal is such that the first read value is G□, the next value is G2, and the next value is ol.
G-work alternately.

Count as G2.

The negative pressure switch output signal is checked at certain intervals.

That is, in step 5160, as shown in FIG. 10, it is determined whether the negative pressure switch output signal has changed from OFF to ON. If the negative pressure switch output signal has not changed from OFF to ON, the process proceeds to Step 555o. On the other hand, if the negative pressure switch output signal changes from OFF to ON, proceed to step 5.
Proceed to 400. After performing the same process as shown in Figure 4 below,
The process advances to the next step 7000, 0 processing.

Proceeding to step T2O0, the engine speed, load sensor output signal, ignition timing, and injector injection period are determined, and the process proceeds to step 731o, where the atmospheric pressure value P stored in step 4000 is determined.

Based on this, the ignition timing and injector injection period are corrected, the process proceeds to step T400, ignition and injector injection are performed, and the process returns to (2) in FIG.

In the sixth embodiment described above, the negative pressure switch 3a shown in FIG. 8 is used as a relative pressure sensor, and instead of setting the operating pressure of the negative pressure switch 3a, an appropriate value A bird sets the level and turns it on and off.
Even if the F signal is generated, cylinder discrimination control similar to that of the first embodiment can be performed.

In addition, by limiting the operating conditions such as the engine rotational speed as in process A in FIG. 4, it is possible to prevent erroneous determinations due to insufficient responsiveness of the negative pressure switch at high engine rotational speeds.

Next, FIGS. 12(a) and 12(b) respectively show a time chart and a calculation 7I:I-chart in a seventh embodiment of the present invention in which the G sensor is abolished.

In step 8000 of FIG. 12(b), the pressure sensor output (P) is read each time an N sensor output signal indicating crank angle (eg, every 60° OA) occurs. In the next step 8010, the difference ΔP between the read value P1-0 for the previous N sensor output signal N1-1 and the read value P1 for the next N sensor output signal N1 is calculated for each N sensor output signal. demand. Next step 8020
, the above difference ΔP (for example, som+++a
g) When a value greater than or equal to .epsilon.4 (for example, 50 mmHg) is shown, and .epsilon.4 (for example, 50 mmHg) or more is greater than the previously determined .DELTA.P1-1, a trigger signal is generated. In the next step 8030, the above timing is set as ≠ 1 cylinder reference, 2 cylinder reference is ≠ 1 cylinder reference + 180° OA, 4P 4 cylinder reference is 2 cylinder reference + 180° OA, and 6 cylinder reference is all. Set as 4-cylinder standard +180°OA. In this way, the G sensor 4 generates a signal every 660 degrees of crank angle.
Since the reference for each cylinder can be obtained even if a is abolished, the ignition timing and the injector injection timing can be controlled by a much cheaper device.

Next, in the calculation flowchart of FIG. 16 and the time chart of FIG. 14, the absolute pressure sensor output signal is read in synchronization with the N sensor output signal after the cylinder discrimination is completed, and the value is taken as the atmospheric pressure value. The eighth embodiment is shown, and the parts corresponding to those in FIG. 4 are designated by the same reference numerals and the explanation thereof will be omitted.

That is, in this embodiment, in the A process for cylinder discrimination, which includes steps in the 5000 range in FIG. 4, step 5200! If the determination is NO up to 55300, the process proceeds to C processing including steps in the 7000 range without performing B processing for newly detecting the atmospheric pressure, and it is determined YES at steps 5200 to 5300f, and cylinder discrimination ends. In this case, the atmospheric pressure is detected using the B process.

In the process A shown in FIG. 13, step 5550 in FIG. 4 (step of turning down the flag immediately after cylinder discrimination is completed)
is abolished, and in step 5700, in order to determine whether the cylinder discrimination has ended, it is determined whether or not the generous discrimination end flag is set.If the 1 flag is not set, 700 is executed.
The process proceeds to 0 processing including steps in the 0 range, and if the flag is set, atmospheric pressure detection is performed in the B process including steps in the 6000 range.

In process B shown in FIG. 16, steps 6000 to 6200 are similar to those in FIG. If it is determined that the area is within the possible range, the process proceeds to C processing without detecting atmospheric pressure.

In step 6250, as shown in FIG. 14, the absolute pressure sensor output signal is read at the time of the N sensor output signal N5 immediately after the flag is set, and
a' and proceed to step 6350. Step 6350
In this step, it is determined whether Pa' is a valid value as an atmospheric pressure value. That is, it is determined whether β (where β indicates the minimum atmospheric pressure value, e.g. 600vying)≦Pa′≦β2 (where β indicates the maximum atmospheric pressure value, e.g. 860 mmag) holds, and β1 If ≦Pa′≦β2 is satisfied, proceed to step 6500 to obtain the atmospheric pressure P in the same manner as in FIG. .

If β1≦Pa′≦β is not satisfied in step 6350, a malfunction of this control device has occurred, and therefore it is determined that the atmospheric pressure value is not correct, the process proceeds to step 6600, the flag is set down, and the C Proceed to processing.

In the eighth embodiment of the present invention described above, atmospheric pressure is detected immediately after cylinder discrimination, so as shown in the time chart of FIG. 14, in the embodiment of FIG. The value is read as atmospheric pressure, but in the case of low load, the intake pipe pressure has not recovered to atmospheric pressure at the timing of N41, so atmospheric pressure cannot be detected. The absolute pressure sensor output signal is read in synchronization with the N sensor output signal (N5 in the embodiment shown in FIG. 14).

At that time, even in the low load range, the intake pipe pressure is atmospheric pressure, so atmospheric pressure detection is possible. in this way,
The eighth embodiment of the present invention described above has the advantage that the atmospheric pressure detectable region can be expanded on the low load side.

Furthermore, in the eighth embodiment, a method was described in which the atmospheric pressure was detected in synchronization with the N sensor output signal N5 immediately after cylinder discrimination. It is also possible to detect the atmospheric pressure in synchronization with the signal N6°No, etc.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the overall configuration of a first embodiment of the present invention. FIG. 2 is a block diagram of the control device according to the first embodiment of the present invention shown in FIG. Figure 6 shows 1. 3 is a time chart showing the operation of the apparatus of the present invention shown in FIG. 2; FIG. 4 is a flowchart showing the arithmetic processing procedure of the C1PU of the apparatus of the present invention shown in FIG. FIG. 5 is a flow chart of a second embodiment of the present invention, which is a partial modification of the flow chart of the first embodiment of the present invention shown in FIG. FIGS. 6(a) and 6(b) show the sixth and fourth embodiments of the present invention, which are obtained by adding a partial change to the flowchart of the first embodiment of the present invention shown in FIG. 4, respectively. FIG. FIG. 7 shows a diagram in which the configuration of the detection unit in the first embodiment of the present invention shown in FIG. 12 is a flowchart of a fifth embodiment of the present invention, with certain modifications. FIG. 8 shows another partial change in the configuration of the detection unit in the first embodiment of the present invention shown in FIG. 70-Chart of the sixth embodiment of the present invention with a partial change. FIG. 9 is a block diagram of a control device according to a sixth embodiment of the present invention. FIG. 10 is a time chart showing the operation of the apparatus of the present invention shown in FIG. FIG. 11 is a flowchart showing the arithmetic processing procedure of the CPU of the apparatus of the present invention shown in FIG. FIG. 12(a) and FIG. 12(b) respectively show the second
FIG. 7 is a time chart and a flowchart in a seventh embodiment of the present invention in which another partial change is made to the configuration of the detection unit in the first embodiment of the present invention shown in the figure. FIG. FIG. 16 is a flowchart of an eighth embodiment of the present invention, which is a partial modification of the chart 70 of the first embodiment shown in FIG. FIG. 14 is a time chart of the eighth embodiment shown in FIG. 16. (Explanation of symbols) 1... Internal combustion engine (engine), 2... Intake pipe, 3
...Absolute pressure sensor, 3a...Negative pressure switch, 4
...Rotation angle sensor, 4a...G sensor, 4b.
・,・N sensor, 5...ROU. 6... Load sensor, 7... Ignition coil, 8...
・・Throttle valve, 9・−・Injector, 'l
Port: collecting pipe, 11: air cleaner,
31...Input section of FiCU 5, 32...KOU
5 CPUs. 33...Output section of ECU 5, 34...ROU 5
power supply section. Agent: Asamura Kōgai, 4 people, 6 pictures + bi, 7 pictures of Fang

Claims (1)

[Claims] (1) Fuel injection device and ignition device for an internal combustion engine;
A control device for a multi-cylinder internal combustion engine, comprising a pressure sensor responsive to intake pipe pressure, a rotation angle sensor responsive to rotation of a crankshaft of the internal combustion engine, and a control processing unit, the processing unit comprising: The rotation speed of the internal combustion engine is calculated based on the output signal of the rotation angle sensor, and in synchronization with the output signal of the rotation angle sensor, the intake stroke and strokes other than the same intake stroke of a specific cylinder of the internal combustion engine are calculated. Inputs the output signal from the pressure sensor, performs cylinder discrimination based on the result of arithmetic processing for different pressure values indicated by the output of the pressure sensor (R), and sets fuel injection standards for each cylinder, By calculating the ignition timing and fuel injection period of the internal combustion engine based on the rotational speed of the internal combustion engine and the output signal of the pressure sensor, at least one of the ignition timing and the fuel injection timing and period of the internal combustion engine is determined. A control device for an internal combustion engine that controls a control device for an internal combustion engine. generating a cylinder discrimination signal that determines the timing when the pressure difference becomes either positive or negative as the appropriate fuel injection timing for the specific cylinder, and setting the fuel injection timing for each cylinder based on the same cylinder discrimination signal. A control device for an internal combustion engine that controls at least one of the ignition timing and the fuel injection timing and period of the internal combustion engine. (3) The control device for an internal combustion engine according to claim 1, comprising: Indication of the output signal of the pressure sensor
An internal combustion engine for controlling at least one of the ignition timing and the fuel injection timing and period of the internal combustion engine by selecting the larger value among the two pressure values and determining the atmospheric pressure as atmospheric pressure to obtain data for atmospheric pressure correction. Control device. (4) The control device for an internal combustion engine according to claim 1, further comprising a starting electric switch for starting the internal combustion engine and the arithmetic processing unit δ, and the pressure sensor is configured to control absolute pressure. Immediately after initializing the arithmetic processing unit including the sensor and closing the starting electric switch, the arithmetic processing unit inputs the output signal of the absolute pressure sensor and outputs the signal from the relative pressure sensor. Obtain data for atmospheric pressure correction by assuming the pressure value indicated by the output signal as atmospheric pressure,
A control device for an internal combustion engine that controls at least one of ignition timing and fuel injection timing and period of the internal combustion engine. (5) The control device for an internal combustion engine according to claim 4, wherein the pressure value indicated by the output signal of the absolute pressure sensor immediately after initialization of the arithmetic processing unit is the first atmospheric pressure, and the larger value of two pressure values indicated by successive output signals of the pressure sensor generated sequentially after starting of the internal combustion engine is set as a second atmospheric pressure, and the first atmospheric pressure is set as the substrate data. Data for atmospheric pressure correction is obtained based on the value obtained by weighting with the second atmospheric pressure, and at least one of the ignition timing, fuel injection timing, and period jB1 of the internal combustion engine is controlled. A control device for an internal combustion engine. (6) The control device for an internal combustion engine according to claim 1, wherein the average value or the minimum value of the pressure values indicated by the output signal generated by the pressure sensor, and the rotational speed of the internal combustion engine. A control device for an internal combustion engine that controls at least one of an ignition timing and a fuel injection timing and period of the internal combustion engine based on a result of calculation processing for the internal combustion engine. (Force) A control device for an internal combustion engine according to claim 1, wherein the pressure sensor continuously displays an output signal.
j Calculate the atmospheric pressure by correcting the larger of the two pressure values using a correction coefficient whose parameters are engine operating conditions, including engine load and engine rotational speed, which are stored in the arithmetic processing unit. , a control device for an internal combustion engine that obtains data for atmospheric pressure correction based on the atmospheric pressure and controls at least one of ignition timing and fuel injection timing and period of the internal combustion engine. (8) A control device for an internal combustion engine according to claim 2 or 6, wherein the control device controls the internal combustion engine based on at least one of an engine load and an engine rotation speed. A control device for an internal combustion engine that controls at least one of an ignition timing and a fuel injection timing and period of the internal combustion engine, which are performed in a set specific engine operating range. (9) The control device for an internal combustion engine according to claim 2, wherein the arithmetic processing device is configured to generate a new A control device for an internal combustion engine that controls at least one of ignition timing and fuel injection timing and period of the internal combustion engine, including an abnormality detection unit for setting and interrupting fuel injection timing for each cylinder. α0)% - Allowance The control device for an internal combustion engine according to claim 2, wherein the arithmetic processing device controls the internal combustion engine when the generousness determination signal differs from a set cylinder fuel injection reference. When the cylinder discrimination signal occurs a specific number of times in a specific order with the rotation of A control device for an internal combustion engine that controls at least one of a timing and a period. (The control device for an internal combustion engine according to claim 1 of the 111 patent, wherein the pressure sensor includes a negative pressure switch that generates an on/off electric signal in response to a set negative pressure value, Performing cylinder discrimination based on the correspondence between the output electric signal from the negative pressure switch and the output signal of the rotation angle sensor generated during the intake stroke of the specific cylinder, and setting a fuel injection standard for each cylinder; A control device for an internal combustion engine that controls at least one of ignition timing and fuel injection timing and period of the internal combustion engine.ANO The control device for an internal combustion engine according to claim 1, wherein the pressure sensor , includes a relative pressure sensor that generates an on/off electrical signal by comparing the set negative pressure value and the tested negative pressure, and the output electrical signal from the relative pressure sensor and the intake stroke of the specific cylinder. The cylinders are discriminated based on the correspondence with the output signal of the rotation angle sensor generated in the rotation angle sensor, a fuel injection standard is set for each cylinder, and at least one of the ignition timing and the fuel injection timing and period of the internal combustion engine is controlled. (13) The control device for an internal combustion engine according to claim 10, wherein the operation of the switching control section of the arithmetic processing unit is adjusted to the operating conditions of the internal combustion engine. controlling at least one of the ignition timing and the fuel injection timing and period of the internal combustion engine by either limiting the specified number of times according to the operating conditions of the internal combustion engine; Control device for an internal combustion engine. 0a The control device for an internal combustion engine according to claim 2, wherein the ffl force signal signal of the pressure sensor is synchronized with the output signal of the rotation angle sensor after the cylinder discrimination output signal is generated. A control device for an internal combustion engine that reads and obtains data for atmospheric pressure correction as the atmospheric pressure, and controls at least one of ignition timing and fuel injection timing and period of the internal combustion engine.