JPS6032957A - Fuel control device for electronic fuel injection system engine - Google Patents

Abstract

PURPOSE:To provide a desired acceleration performance by providing an acceleration detecting means for detecting acceleration of an engine and an increment pulse applying means for applying injection increment pulses to a fuel injection valve. CONSTITUTION:A plurality of intake paths B opening to a combustion chamber A is provided with fuel injection valves C. There is provided an increment pulse applying means E for applying injection increment pulses to each fuel injection valve C when an acceleration detecting means D detects the acceleration. Said means E in acceleration generates the temporary pulse output for acceleration increment separately from the basic pulse with pulse width corresponding to the rotational frequency of an engine, intake negative pressure, etc. Thus, fuel is satisfactorily effectively burnt to provide a desired acceleration performance.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electronic fuel injection engine, and more particularly to a fuel control device for an engine in which a plurality of intake passages are provided for each combustion chamber.

(Prior art) For example, according to Japanese Patent Application Laid-Open No. 57-93626, first intake boats 1 to 14 with openings 14 and second intake boats are independently installed in the combustion chamber of each cylinder, and An engine is shown in which the second intake boat is equipped with a shutter valve. This is achieved by opening the shutter valve and supplying intake air to the combustion chamber only from the first intake boat at low speeds or low angles, increasing the flow velocity of the intake air and improving its mixability with fuel R3+ and ignition. Furthermore, at high speeds or at high loads, it is possible to supply intake air for the person Φ using both the first and second intake bows 1 to 1. and,
In such an engine, as shown in the above-mentioned publication, fuel is supplied to the fuel injection valve installed at the first intake bow 1-. 1.
There is also a platform where fuel injection valves are installed on both of the second intake boats.

By the way, when fuel is supplied by a δ-fuel injector valve like the above engine, a pulse signal with a pulse width corresponding to the engine speed and intake negative pressure is applied to the fuel injector. NiJ: Fuel injection according to the operating condition!) If
It is controlled to increase or decrease it. However, with such control, during acceleration, the fuel quantity is increased only by an amount corresponding to the increase in intake negative pressure, resulting in a fuel shortage and a problem that the required acceleration performance cannot be obtained. To solve this problem, as disclosed in Japanese Patent Publication No. 49-47931, C burns an extraordinary pulse during acceleration in addition to the basic pulse with a pulse width corresponding to the rotational speed, intake negative pressure, etc. Attempts have been made to improve acceleration performance by applying more fuel to one injector and avoiding injecting more fuel than the maximum corresponding to the increase in intake negative pressure.

However, in an engine in which a plurality of intake boats are provided in each combustion chamber as described above, in particular, each intake boat 1 to
In the case of an engine with fuel injection valves installed in each
Conventionally, what is the most preferable way to control the increase in fuel injection amount during acceleration as described above in terms of combustibility, etc.?
The problem had not been resolved.

(Object of the Invention) The present invention solves the above-mentioned problems in a fuel injection engine, and has a plurality of intake passages each independently opening into a combustion chamber, and each intake passage has a fuel injection engine. In an engine equipped with an injection valve, j1 gm of fuel 1 injected during acceleration is mixed evenly and quickly with the intake air.This allows the increased m of fuel to be effectively combusted within the combustion chamber. The purpose is to achieve the desired acceleration performance.

(Structure of the Invention) The electronic fuel injection engine salt 11 control device according to the present invention is configured as follows in order to achieve the above object.

That is, as shown in FIG. 1, a plurality of intake passages B, B each opening independently into the combustion chamber are arranged in stages, and one injection split valve C2C is arranged in each intake passage B, B. In each cone engine, an acceleration detection means detects the engine's power at the 11th speed by, for example, the opening speed of a throttle valve, and when the detection means detects acceleration, each of the fuel injection valves G,
Inject to Cff! jf1 However, an increasing pulse applying means EIE for applying a pulse is installed.
1 means E and E output an extra pulse for accelerating power increase separately from the basic pulse with a pulse width corresponding to engine speed, intake negative pressure, etc. at 1j11 speed, or further increase the pulse width of the basic pulse. It is extended by the amount of acceleration increase and output as an increase pulse. This increases the amount of fuel injection when accelerating, providing the desired acceleration performance.
This increased number of intake passages 13. Since this is performed for all the fuel injection valves C1C provided in each intake passage B, the increased total amount of fuel is delivered to each intake passage B.

Therefore, when the intake air and fuel are introduced into the combustion chamber, they are already introduced as a homogeneous air-fuel mixture, or they can quickly become a homogeneous mixture within the combustion chamber. Qi will be formed.

(Example) Hereinafter, the present invention will be explained based on embodiments shown in the drawings.

As shown in FIG. 2, an engine 1 has a plurality of combustion chambers 2...
2, and each combustion chamber 2 has a 1st degree second intake boat 1 to 31.3.2 and an 11th MX2 exhaust boat 4+,
42, and each boat 31°32, /4+,
42, the frontage to the combustion chamber 2 is provided with 1. Second intake valve 5
1.52 and 1st. A second exhaust valve 61,62 is provided. An intake pipe 7 is provided on one side of the engine 1, and the intake pipe 7 is branched from a surge tank section 8 and is connected to an IC combustion chamber 2...2. It has the same number of branch parts 9...9, and each branch part 9 has i! & the above 1st. 2nd intake bow 1-3 +.

32 respectively passing through the first. Second branch road 9 + + 92
is provided. Thereby, there is a space between the surge tank section 8 and each combustion chamber 2, respectively. Second intake passage 101
．． 102 is formed. .

Furthermore, shutter valves 11 are provided on each of the second intake passages 102 to shut off the second intake passages 102 by closing when the load is low, and on each of the first intake passages 10+,
The F flow position of the shutter valve 11 on each second intake passage 102 has a 1. Second fuel injection valve 12
+, 122 are installed (and these fuel injection valves ↑12it 122! are equipped with control unit 1
3, the first and second pulse signals @S+, S2 are applied, respectively, and when they are applied, the injection valves 121, 122 inject m of fuel corresponding to the pulse width of the applied pulses into the intake passages 10+, 1.
02, respectively. In that case, the control units i to 13 receive the signal S3 from the intake negative pressure sensor 14 installed in the surge tank section 8 of the intake pipe 7, and the The signal S4 from the crank angle sensor 17 which detects the crank angle of the engine 1, and the idle state of the engine 1 are detected. It receives the signal S6 from the idle switch 18, and determines the output time 11 and pulse width of the pulse signals S1 and S2 based on these signals 83 to S6.

Incidentally, on the side opposite to the side where the intake pipe 7 of the engine 1 is provided, the first. An exhaust pipe 19 is provided which joins the exhaust gas discharged from the second exhaust bows h4+ and 42.

Next, the operation of the queen embodiment will be explained.

The control unit 1-13 is constituted by a microphone computer and executes a background routine shown in FIG. 3 and an interrupt routine shown in FIG.

The interrupt routine shown in FIG. 4 starts execution when the engine 1 reaches a predetermined crank angle (for example, 60 degrees before top dead center of a particular cylinder) according to the signal 85 from the crank angle sensor 17. Based on the angle signal @S5, the rotational speed is calculated in steps PI and P2, and in step 13, the intake negative pressure is detected using the signal S3 from the intake negative pressure sensor 14. Then step (
[4c] From two maps in which pulse widths corresponding to the engine speed and intake negative pressure are set in advance as shown in Fig. 5, the first basic pulse x 1 and The pulse width of the 2nd M pulses x 2 is roughly read, and the timing is waited for at step Ps. and,
When a predetermined injection timing (for example, top dead center of a specific cylinder) comes, step P6 is executed, and the first injection timing of the above-mentioned pulse width is executed. 2nd base pulse X+.

×2 as the pulse signal 81.32 and the first. The first intake passage on the second intake passage 10+, 102. Second fuel injection valve 12+, 12
2 respectively. As a result, each fuel injection valve 121,
The maximum amount of fuel corresponding to the rotational speed of the engine 1 and the intake negative pressure is injected into the intake passages 101 and 102 from 122. In that case, as shown in FIG.
Correspondingly, when the ivy valve 11 is closed, the region where the intake negative pressure is below a certain level in the map for the second basic pulse shown in FIG. As shown in Figure (d), the second fuel injection valve 12
From 2 onwards, fuel is no longer injected.

However, the above-described interrupt routine shown in FIG. 4 is executed by temporarily stopping the background routine shown in FIG. 3 when a predetermined time comes during the execution of the background routine, and then the execution ends. The background routine is restarted again at 118 points.

Next, this background routine will be explained.

First, this routine initializes the temporary pulse flag T and the time 7J counter value t in steps Q+ and Q2, and then in step Q3 the step indicated by the signal S4 from the merois 1 to 7J counter value 16 is set. A'D conversion is performed on the zero torque opening value. Next, step Q when driving on Tsutomi other than when starting.
Steps Q6 and Q7 are executed from 4 to 111 times in the time counter 11, and the added count value (is used as a parameter to calculate A-D in step Q3).
The converted thrower opening degree value 0<1> is memorized.

After repeating this routine a predetermined number of times, when t>α (α: an integer of 1 or more) is reached, step Q8
Step Q9 is executed from then, and the throttle opening degree value θ(1) at that time and the throttle opening degree value θ(t-α) α times before are calculated.
From then on, the average rate of change in throttle opening is
Calculate θ(-α))/α, and when this is greater than or equal to the set value β, set the temporary pulse flag T to 1 in step Q+o.
Zuru. When this flag ■ is set to 1, steps Qu to Q+2 are executed, and the control unit 13 sends the first . 21a pulse XI', X2'
is the pulse signal @S+, S2 and the first. The second fuel is applied to the injection valves 12+ and 122, respectively. In other words, Figure 916 (
As mentioned in a), when the throttle opening increases at a gradient above a certain level, that is, during acceleration, the first. Second temporary pulse XI'
, X2' are output, and the first . Second fuel injection valve 121
．． 122, the unprecedented accelerated increase in quantity is carried out. , and then the control unit 13 outputs the temporary pulses x1' and x2', and then proceeds to step Q.
I3. In H4, reset the temporary pulse flag T to O,
And clear the time counter value.

Here, in the above step Q8, the time counter 1 "11>α
The reason for calculating or determining the average rate of change of the throttle opening only in step 09 is because it is difficult to accurately read the rate of change of the throttle opening in an extremely short period of time. be. Also, 1st. The reason why the time counter value [is cleared in step QM after outputting the second temporary pulses Xi', This is because it will be oversupplied, so once the temporary pulse x 1'
.

If you output X 2 I, the next (from run 1 to +tti t
When the value exceeds α again from O, calculate the average change *b,
The next temporary pulses x, L, and x21 are output only if the acceleration state is still continuing at point A. However, when it is determined in step Q9 that b<β, the non-counter value t is not cleared, so the calculation and determination of the average rate of change in step Q9 is performed every time until b≧β.

At the time of starting, the idle switch 1ε3 is switched from ON to OF+=, and a signal S6 indicating this is input to the control unit 13. At this time, the con 1~
The roll unit 13 is recycle immediately after the switch 18 is switched (step Q4 to step Q5 are executed, and the temporary pulse flag - is set to 1 and overturned. As shown in , even when the average rate of change of the throttle pressure is less than the set value β, the temporary pulse x 11r is applied to the first and second fuel injection valves 12+ and 122.
X 2 I+ is applied, and additional preliminary injections of 0 and 1 are performed. In that case, if the idle switch 18 is a device that detects the switching from closed to open of the throttle valve 15, it is at the time of starting (not at the time of starting, but when the accelerator pedal is turned off during driving). Temporary pulse x 1″, x 2″ even when stepping on the pedal
) will be done.

Here, in the above embodiment, as the increasing pulse during acceleration,
J474 outputs asynchronous temporary pulses XI' and X2' in addition to the basic pulses x1 and x2 that are synchronized with the rotation of the crankshaft.
However, the acceleration amount may be increased by extending the pulse width of the basic pulses x1 and x2 beyond the width corresponding to the engine speed and intake negative pressure read from the map. .

Note that, although not shown in FIG. 2, this embodiment uses an intake pipe 7 having a surge tank portion 8 in J3, but in this case, the length and cross-sectional area of each intake passage 101, 102 are Each can be set appropriately, and the filling efficiency can be improved by effectively utilizing the intake inertia.

(Effects of the Invention) According to the present invention, a plurality of intake passages are provided, each independently opening into a combustion chamber, and each intake passage is provided with a fuel injection valve.1. :In an electronic fuel injection type engine, all of the above fuel injection valves inject increased amounts during acceleration, so this increased amount of fuel is distributed to all intakes passing through each of the above intake passages. will be supplied. As a result, when the fuel and the intake air are introduced into the combustion chamber, a homogeneous air-fuel mixture is quickly formed, and the fuel is burnt well and effectively to achieve the desired acceleration performance.
-I will be beaten.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of the present invention, Fig. 2 is a system diagram showing an embodiment of the present invention, Fig. 3.4 is a flow chart 1 showing the operation of the embodiment, and Fig. 5 is a diagram showing the implementation FIG. 6 is an explanatory diagram of the map used in the example; FIG. A (2>... Combustion chamber B (10+, 10shi)... Intake passage C (121,
122>...Fuel injection valve 1) (16)...Acceleration detection means (stomach sensor) E(13)...Increasing pulse application means (control 1 to roll unit) Applicant: Toyo Kogyo Co., Ltd.

Claims (1)

[Claims] (1) A plurality of intake passages each independently opening into the combustion chamber, a fuel injection valve installed in each intake passage, an acceleration detection means for detecting engine acceleration, and the acceleration detection means detects acceleration. Inject ft to all the above fuel injection valves when
1. A fuel control device for an electronic fuel injection type engine, characterized in that it has an increasing pulse applying means for applying 3 pulses.