JPH04362243A - Fuel injection control method of internal conbustion engine - Google Patents
Fuel injection control method of internal conbustion engineInfo
- Publication number
- JPH04362243A JPH04362243A JP16089391A JP16089391A JPH04362243A JP H04362243 A JPH04362243 A JP H04362243A JP 16089391 A JP16089391 A JP 16089391A JP 16089391 A JP16089391 A JP 16089391A JP H04362243 A JPH04362243 A JP H04362243A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- signal
- fuel injection
- engine
- combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 30
- 238000002347 injection Methods 0.000 title claims abstract description 24
- 239000007924 injection Substances 0.000 title claims abstract description 24
- 238000000034 method Methods 0.000 title claims abstract description 21
- 238000002485 combustion reaction Methods 0.000 claims abstract description 32
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 abstract description 14
- 239000007858 starting material Substances 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 8
- 239000000498 cooling water Substances 0.000 description 2
- 238000004880 explosion Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 238000011017 operating method Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 230000004580 weight loss Effects 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、自動車等多気筒内燃機
関の燃料噴射制御方法に係り、詳しくは機関始動時の気
筒別燃料噴射制御方法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection control method for a multi-cylinder internal combustion engine such as an automobile, and more particularly to a method for controlling fuel injection for each cylinder at the time of starting the engine.
【０００２】0002
【従来の技術】電子制御式燃料噴射装置付き機関では、
機関始動時は、エアフローセンサの出力により燃料量を
演算することができないことから、水温により予めマッ
プされた始動燃料量を機関回転に同期して噴射している
。そして、完爆して機関回転が徐々に上昇してきた際に
は、空燃比Ａ／Ｆがオーバーリッチになるのを防ぐため
に燃料減量を行っていた。[Prior Art] In an engine equipped with an electronically controlled fuel injection device,
When starting the engine, since the amount of fuel cannot be calculated based on the output of the air flow sensor, the amount of starting fuel mapped in advance based on the water temperature is injected in synchronization with the engine rotation. Then, when the engine speed gradually increases after a complete explosion, the amount of fuel is reduced in order to prevent the air-fuel ratio A/F from becoming overrich.
【０００３】0003
【発明が解決しようとする課題】ところで、自動車用多
気筒内燃機関では、その大半が全気筒同時にクランク１
回転に１回噴射する同期噴射方式を使用している。その
ため、もともと増量補正される機関始動時に完爆時期が
気筒毎に異なった場合、既に完爆した気筒には無駄に燃
料を供給することになり、燃費対策，排気エミッション
対策上問題があった。Problem to be Solved by the Invention By the way, in most multi-cylinder internal combustion engines for automobiles, all cylinders are cranked at the same time.
It uses a synchronous injection method that injects once per rotation. Therefore, if the complete explosion timing differs for each cylinder when the engine is started, which is originally subject to increase correction, fuel will be unnecessarily supplied to cylinders that have already completely exploded, which poses problems in terms of fuel efficiency and exhaust emissions.
【０００４】そこで、本発明の目的は、気筒別に燃焼の
有無を判別して機関始動時の燃料噴射を気筒別にきめ細
く制御し得る内燃機関の燃料噴射制御方法を提供するこ
とにある。SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a fuel injection control method for an internal combustion engine that can finely control fuel injection for each cylinder at the time of starting the engine by determining the presence or absence of combustion for each cylinder.
【０００５】[0005]
【課題を解決するための手段】前記目的を達成するため
の、本発明方法は、燃料噴射量を計算する電子制御ユニ
ットを具えた多気筒内燃機関において、各気筒内の吸気
行程圧力と膨張行程圧力とを検出し、検出された両行程
圧力の差圧に基づいて機関始動時の燃焼の有無を判定し
、燃焼が有ったと判定された気筒のみ個別に燃料噴射量
を所定値より低減させることを特徴とする。[Means for Solving the Problems] To achieve the above object, the method of the present invention provides a multi-cylinder internal combustion engine equipped with an electronic control unit that calculates the amount of fuel to be injected. Based on the detected pressure difference between the two stroke pressures, the presence or absence of combustion at engine startup is determined, and the fuel injection amount is individually reduced from a predetermined value only in the cylinders in which it is determined that combustion has occurred. It is characterized by
【０００６】[0006]
【作用】本発明方法によれば、機関始動時に気筒別に燃
焼の有無が確実に判定され、燃焼が有った気筒のみ個別
に燃料噴射量が低減される。According to the method of the present invention, the presence or absence of combustion is reliably determined for each cylinder when starting the engine, and the fuel injection amount is individually reduced only for the cylinders in which combustion has occurred.
【０００７】[0007]
【実施例】以下、添付図面を参照して本発明の一実施例
を説明する。図１は本発明方法が適用される機関制御系
の概略構成図、図２は機関始動時における燃料噴射制御
のフローチャート、図３は燃焼の有無の判定を説明する
ための特性図、図４は水温と比較値との関係を示す特性
図、図５は連続燃焼カウンタと減量係数との関係を示す
特性図である。DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the accompanying drawings. Fig. 1 is a schematic configuration diagram of an engine control system to which the method of the present invention is applied, Fig. 2 is a flowchart of fuel injection control at the time of engine startup, Fig. 3 is a characteristic diagram for explaining determination of the presence or absence of combustion, and Fig. 4 is a FIG. 5 is a characteristic diagram showing the relationship between the water temperature and the comparison value, and FIG. 5 is a characteristic diagram showing the relationship between the continuous combustion counter and the reduction coefficient.
【０００８】図中１は多気筒からなる機関本体であり、
この機関本体１の燃焼室１ａに吸気管２と排気管３が各
々連通されている。前記吸気管２のサージタンク４上流
にはスロットルバルブ５が介装されているとともに、下
流側にはインジェクタ６が臨設される。また、吸気管２
の上流端にはエアフローセンサ７が介装された通路を介
してエアクリーナ８が連通される。さらに、前記スロッ
トルバルブ５にはスロットル開度を計測するスロットル
センサ９が連設される。1 in the figure is an engine body consisting of multiple cylinders,
An intake pipe 2 and an exhaust pipe 3 are connected to the combustion chamber 1a of the engine body 1, respectively. A throttle valve 5 is interposed in the intake pipe 2 upstream of the surge tank 4, and an injector 6 is provided downstream. In addition, intake pipe 2
An air cleaner 8 is communicated with the upstream end of the air cleaner 8 through a passage in which an air flow sensor 7 is interposed. Further, a throttle sensor 9 is connected to the throttle valve 5 to measure the throttle opening.
【０００９】一方、前記機関本体１には前記燃焼室１ａ
に圧電面を露呈し、各気筒内の圧力を検出する筒内圧セ
ンサ１０が装着されている。また、機関本体１のクラン
クシャフト１ｂに装着されたシグナルディスクプレート
１１に、等クランク角と機関回転数を検出する回転数セ
ンサ兼用のクランク角センサ１２が対設されている。さ
らに、前記機関本体１の冷却水通路１ｃには、冷却水温
度にて機関温度を測定する水温センサ１３が臨設されて
いる。On the other hand, the engine body 1 includes the combustion chamber 1a.
An in-cylinder pressure sensor 10 is mounted to expose a piezoelectric surface to detect the pressure inside each cylinder. Further, a crank angle sensor 12 which also serves as a rotational speed sensor for detecting a constant crank angle and engine rotational speed is provided opposite to a signal disk plate 11 mounted on the crankshaft 1b of the engine body 1. Furthermore, a water temperature sensor 13 is installed in the cooling water passage 1c of the engine body 1 to measure the engine temperature based on the cooling water temperature.
【００１０】また、図中１４は電子制御ユニットである
。この電子制御ユニット１４は、例えば、ＣＰＵ，ＲＡ
Ｍ，ＲＯＭ，入出力インターフェース等からなるマイク
ロコンピュータで構成され、前記エアフローセンサ７か
ら与えられる吸入空気量信号、水温センサ１３から与え
られる水温信号、クランク角センサ１２から与えられる
クランク角信号、スロットルセンサ９から与えられるス
ロットル開度信号、筒内圧センサ１０から与えられる圧
力信号及び図示しないスタータスイッチからの始動時判
別信号等を入力とし、所定の演算を行って噴射信号を出
力し、それによって各気筒のインジェクタ６を制御する
。Further, 14 in the figure is an electronic control unit. This electronic control unit 14 includes, for example, a CPU, an RA
It is composed of a microcomputer consisting of M, ROM, input/output interface, etc., and receives an intake air amount signal given from the air flow sensor 7, a water temperature signal given from the water temperature sensor 13, a crank angle signal given from the crank angle sensor 12, and a throttle sensor. The throttle opening signal given from 9, the pressure signal given from cylinder pressure sensor 10, the starting determination signal from a starter switch (not shown), etc. are input, predetermined calculations are performed, and an injection signal is output. The injector 6 is controlled.
【００１１】次に、前記電子制御ユニット１４による機
関始動時の燃料噴射制御の動作手順を図２のフローチャ
ートに従って説明する。Next, the operational procedure of fuel injection control performed by the electronic control unit 14 when starting the engine will be explained with reference to the flowchart shown in FIG.
【００１２】まず、ステップ２０で水温センサ１３から
の水温信号を入力した後、ステップ２１でスタータスイ
ッチのＯＮ／ＯＦＦ動作により機関が停止状態からクラ
ンキングモードへ移行したかどうかを判定する。前記ス
タータスイッチがＯＦＦ状態からＯＮ動作した時、クラ
ンキングモードと判定してステップ２２へ進み、また、
ＯＦＦ状態を維持している場合、機関停止状態と判定し
て以下の制御を行わず終了する。First, in step 20, a water temperature signal from the water temperature sensor 13 is input, and then in step 21, it is determined whether the engine has transitioned from a stopped state to a cranking mode by turning the starter switch ON/OFF. When the starter switch is turned ON from the OFF state, it is determined that the mode is cranking, and the process proceeds to step 22, and
If the OFF state is maintained, it is determined that the engine is stopped and the process ends without performing the following control.
【００１３】そして、ステップ２２でクランク角センサ
１２からのクランク角信号により気筒識別を行い、その
後ステップ２３で同じく前記クランク角信号により当該
気筒が吸気行程であるかどうかを判定する。吸気行程で
なければステップ２５へ進み、吸気行程であればステッ
プ２４で、筒内圧センサ１０からの圧力信号により吸気
行程圧力（ＩＰ）をサンプルした後、ステップ２５に進
む。Then, in step 22, the cylinder is identified based on the crank angle signal from the crank angle sensor 12, and then in step 23, it is determined whether the cylinder in question is in the intake stroke based on the crank angle signal. If it is not an intake stroke, the process proceeds to step 25, and if it is an intake stroke, the process proceeds to step 24, where the intake stroke pressure (IP) is sampled based on the pressure signal from the cylinder pressure sensor 10, and then the process proceeds to step 25.
【００１４】次いで、ステップ２５で前記クランク角信
号により当該気筒が膨張行程であるかどうかを判定する
。膨張行程でなければステップ２７へ進み、膨張行程で
あればステップ２６で、前記圧力信号により膨張行程圧
力（ＥＰ）をサンプルした後、ステップ２７に進む。Next, in step 25, it is determined based on the crank angle signal whether the cylinder in question is in the expansion stroke. If it is not an expansion stroke, the process advances to step 27, and if it is an expansion stroke, the expansion stroke pressure (EP) is sampled using the pressure signal in step 26, and then the process advances to step 27.
【００１５】次いで、ステップ２７で、前述した水温信
号を基に図４に示すような水温マップより比較値（α）
を決定した後、ステップ２８で前記膨張行程圧力（ＥＰ
）と吸気行程圧力（ＩＰ）との差圧（ＥＰ−ＩＰ）が前
記比較値（α）より大きいかどうか判定する。即ち、図
３にも示したように、前記差圧（ＥＰ−ＩＰ）が比較値
（α）よりも大きければ燃焼が有り、小さければ燃焼が
無かったと判定するのである。前記差圧（ＥＰ−ＩＰ）
が比較値（α）より小さい場合はステップ３１で連続燃
焼カウンタをゼロにセットした後ステップ３２に進み、
大きければステップ２９に進む。Next, in step 27, a comparison value (α) is determined from a water temperature map as shown in FIG. 4 based on the water temperature signal described above.
After determining the expansion stroke pressure (EP
) and the intake stroke pressure (IP) (EP-IP) is determined whether the differential pressure (EP-IP) is larger than the comparison value (α). That is, as shown in FIG. 3, if the differential pressure (EP-IP) is larger than the comparison value (α), it is determined that combustion has occurred, and if it is smaller, it is determined that there has been no combustion. Said differential pressure (EP-IP)
If is smaller than the comparison value (α), the continuous combustion counter is set to zero in step 31, and then the process proceeds to step 32.
If it is larger, proceed to step 29.
【００１６】次いで、ステップ２９で前回も前記差圧（
ＥＰ−ＩＰ）が比較値（α）よりも大きかったかどうか
即ち、燃焼が有ったかどうかを判定する。燃焼が無かっ
た場合はステップ３１で連続燃焼カウンタをゼロにセッ
トした後ステップ３２に進み、燃焼が有った場合はステ
ップ３０で連続燃焼カウンタをカウントアップした後、
ステップ３２に進む。Next, in step 29, the differential pressure (
It is determined whether EP-IP) was larger than the comparison value (α), that is, whether there was combustion. If there is no combustion, the continuous combustion counter is set to zero in step 31, and the process proceeds to step 32; if there is combustion, the continuous combustion counter is counted up in step 30, and then
Proceed to step 32.
【００１７】次いで、ステップ３２の連続燃焼回数によ
り燃料の減量係数（β）を決定し（図５参照）、これを
基にステップ３３で実燃料噴射時間（ＴＩＮＪ ）を計
算する。即ち、実燃料噴射時間（ＴＩＮＪ ）は、水温
により決まる始動時の燃料噴射基本時間（ＴＢ ）に前
記減量係数（β）を乗ずることにより求められる。Next, the fuel weight loss coefficient (β) is determined based on the number of consecutive combustions in step 32 (see FIG. 5), and based on this, the actual fuel injection time (TINJ) is calculated in step 33. That is, the actual fuel injection time (TINJ) is determined by multiplying the basic fuel injection time (TB) at the time of starting, which is determined by the water temperature, by the reduction coefficient (β).
【００１８】そして、ステップ３４でインジェクタ６を
前記実燃料噴射時間（ＴＩＮＪ ）で駆動する。以後、
これが繰り返される。なお、このような動作手順は各気
筒毎に個別に行われる。Then, in step 34, the injector 6 is driven for the actual fuel injection time (TINJ). From then on,
This is repeated. Note that such an operating procedure is performed individually for each cylinder.
【００１９】[0019]
【発明の効果】以上説明したように本発明によれば、各
気筒に筒内圧センサを装着し、機関始動時の燃焼の有無
を検知するようにしたので、機関始動時の燃料噴射を気
筒別にきめ細く制御することができ、燃費及び排気エミ
ッションが向上する。Effects of the Invention As explained above, according to the present invention, each cylinder is equipped with an in-cylinder pressure sensor to detect the presence or absence of combustion at the time of starting the engine. Fine control is possible, improving fuel efficiency and exhaust emissions.
【図１】本発明方法が適用される機関制御系の概略構成
図である。FIG. 1 is a schematic configuration diagram of an engine control system to which the method of the present invention is applied.
【図２】機関始動時における燃料噴射制御のフローチャ
ートである。FIG. 2 is a flowchart of fuel injection control when starting the engine.
【図３】燃焼の有無の判定を説明するための特性図であ
る。FIG. 3 is a characteristic diagram for explaining determination of the presence or absence of combustion.
【図４】水温と比較値との関係を示す特性図である。FIG. 4 is a characteristic diagram showing the relationship between water temperature and comparison values.
【図５】連続燃焼カウンタと減量係数との関係を示す特
性図である。FIG. 5 is a characteristic diagram showing the relationship between a continuous combustion counter and a reduction coefficient.
１ 機関本体 ６ インジェクタ １０ 筒内圧センサ １３ 水温センサ １４ 電子制御ユニット 1 Engine body 6 Injector 10 Cylinder pressure sensor 13 Water temperature sensor 14 Electronic control unit
Claims (1)
トを具えた多気筒内燃機関において、各気筒内の吸気行
程圧力と膨張行程圧力とを検出し、検出された両行程圧
力の差圧に基づいて機関始動時の燃焼の有無を判定し、
燃焼が有ったと判定された気筒のみ個別に燃料噴射量を
所定値より低減させることを特徴とする内燃機関の燃料
噴射制御方法。Claim 1: In a multi-cylinder internal combustion engine equipped with an electronic control unit that calculates a fuel injection amount, the intake stroke pressure and the expansion stroke pressure in each cylinder are detected, and the system is configured to detect the intake stroke pressure and the expansion stroke pressure based on the differential pressure between the detected two stroke pressures. to determine the presence or absence of combustion when starting the engine,
1. A fuel injection control method for an internal combustion engine, characterized in that the fuel injection amount is individually reduced from a predetermined value only in cylinders for which it is determined that combustion has occurred.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3160893A JP2626318B2 (en) | 1991-06-06 | 1991-06-06 | Fuel injection control method for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3160893A JP2626318B2 (en) | 1991-06-06 | 1991-06-06 | Fuel injection control method for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04362243A true JPH04362243A (en) | 1992-12-15 |
| JP2626318B2 JP2626318B2 (en) | 1997-07-02 |
Family
ID=15724643
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3160893A Expired - Lifetime JP2626318B2 (en) | 1991-06-06 | 1991-06-06 | Fuel injection control method for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2626318B2 (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03124931A (en) * | 1989-10-09 | 1991-05-28 | Nissan Motor Co Ltd | Fuel feed device of multiple cylinder combustion engine |
-
1991
- 1991-06-06 JP JP3160893A patent/JP2626318B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03124931A (en) * | 1989-10-09 | 1991-05-28 | Nissan Motor Co Ltd | Fuel feed device of multiple cylinder combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2626318B2 (en) | 1997-07-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 19970218 |