JPH0734193Y2 - Electronically controlled fuel injection device for internal combustion engine - Google Patents
Electronically controlled fuel injection device for internal combustion engineInfo
- Publication number
- JPH0734193Y2 JPH0734193Y2 JP1988033272U JP3327288U JPH0734193Y2 JP H0734193 Y2 JPH0734193 Y2 JP H0734193Y2 JP 1988033272 U JP1988033272 U JP 1988033272U JP 3327288 U JP3327288 U JP 3327288U JP H0734193 Y2 JPH0734193 Y2 JP H0734193Y2
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- JP
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- Prior art keywords
- throttle valve
- valve opening
- acceleration
- interrupt
- amount
- Prior art date
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【考案の詳細な説明】 〈産業上の利用分野〉 本考案は、機関吸気系に燃料噴射弁を備えて電子制御に
より燃料を噴射する内燃機関の電子制御燃料噴射装置に
関し、特に機関回転に同期した所定の燃料噴射タイミン
グとは別に加速時に燃料を割込み噴射する機能を有する
ものに関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial field of application> The present invention relates to an electronically controlled fuel injection device for an internal combustion engine, which is equipped with a fuel injection valve in an engine intake system to inject fuel by electronic control, and is particularly synchronized with engine rotation. In addition to the predetermined fuel injection timing described above, the present invention relates to one having a function of interrupting fuel injection during acceleration.
〈従来の技術〉 従来、内燃機関の電子制御燃料噴射装置では、機関吸気
系に燃料噴射弁を備えて、機関回転に同期した所定のタ
イミングでの吸入空気の状態量に応じた量の正規の燃料
噴射とは別に、所定の加速条件で燃料を割込み噴射させ
て、これにより加速性能を向上させている（特開昭59-4
9336号公報参照）。<Prior Art> Conventionally, in an electronically controlled fuel injection device for an internal combustion engine, a fuel injection valve is provided in an engine intake system, and a normal amount of intake air at a predetermined timing synchronized with engine rotation is regulated. Separately from fuel injection, fuel is interrupted and injected under a predetermined acceleration condition, thereby improving acceleration performance (Japanese Patent Laid-Open No. 59-4.
See 9336 publication).
具体的には、所定時間（例えば10ms）毎に、スロットル
弁開度を検出し、その変化量を演算して、変化量を所定
値と比較することにより、加速・非加速を判定し、非加
速からの加速初回の判定時に、スロットル弁開度の変化
量に応じた量（第４図参照）の燃料の割込み噴射を１回
行わせるものである。Specifically, the throttle valve opening is detected every predetermined time (for example, 10 ms), the change amount is calculated, and the change amount is compared with a predetermined value to determine acceleration / non-acceleration. At the time of the first determination from acceleration, the interrupt injection of the amount of fuel (see FIG. 4) according to the amount of change in the throttle valve opening is performed once.
〈考案が解決しようとする課題〉 しかしながら、このような従来の割込み噴射システムに
あっては、運転者が一定の速度でアクセルペダルを踏込
んで加速した場合でも、その加速開始タイミングと、所
定時間毎に行われるスロットル弁開度の検出タイミング
とのズレにより、割込み噴射量が一定にならないという
問題点があった。<Problems to be solved by the invention> However, in such a conventional interrupt injection system, even when the driver accelerates by depressing the accelerator pedal at a constant speed, the acceleration start timing and the predetermined time interval There is a problem in that the interrupt injection amount is not constant due to a deviation from the detection timing of the throttle valve opening, which is performed in the above.
即ち、第５図に示すように、所定時間毎のスロットル弁
開度の検出タイミングと加速開始タイミングとがほぼ一
致する場合は、次のスロットル弁開度の検出タイミング
において、加速の程度に対応したスロットル弁開度の変
化量ΔTVO1が得られ、これに基づいたパルス幅ａの割込
み噴射がなされるが、第６図に示すように、スロットル
弁開度の検出タイミング間に加速開始タイミングがくる
場合は、加速の程度と対応しないスロットル弁開度の変
化量ΔTVO2をとらえてしまい、これに基づいた小さなパ
ルス幅ｂの割込み噴射となってしまう。That is, as shown in FIG. 5, when the detection timing of the throttle valve opening for each predetermined time and the acceleration start timing are substantially the same, the degree of acceleration is taken into account at the next detection timing of the throttle valve opening. The change amount ΔTVO 1 of the throttle valve opening is obtained, and the interrupt injection of the pulse width a is performed based on this, but as shown in FIG. 6, the acceleration start timing comes between the detection timings of the throttle valve opening. In this case, the change amount ΔTVO 2 of the throttle valve opening, which does not correspond to the degree of acceleration, is captured, resulting in an interrupt injection with a small pulse width b based on this.
その結果、第６図の場合は、割込み噴射量が不足し、空
燃比がリーン化し、失火を生じるなどして、図示平均有
効圧の立上がりに応答遅れを生じ、アクセルONショック
を生じてしまうのである。As a result, in the case of FIG. 6, the interrupt injection amount becomes insufficient, the air-fuel ratio becomes lean, and misfire occurs, causing a response delay in the rise of the indicated mean effective pressure, resulting in an accelerator ON shock. is there.
本考案は、このような従来の問題点に鑑み、加速を検出
して、応答性よく割込み噴射できると共に、割込み噴射
量を適正化して運転性等の向上を図ることができるよう
にすることを目的とする。In view of such a conventional problem, the present invention can detect acceleration and perform interrupt injection with high responsiveness, and optimize an interrupt injection amount to improve drivability and the like. To aim.
〈課題を解決するための手段〉 このため、本考案は、第１図に示すように、下記の
（ａ）〜（ｈ）の手段により構成する。<Means for Solving the Problems> Therefore, as shown in FIG. 1, the present invention comprises the following means (a) to (h).
（ａ）所定時間毎に機関のスロットル弁開度を検出する
スロットル弁開度検出手段 （ｂ）該スロットル弁開度検出手段により検出されたス
ロットル弁開度の変化量を演算するスロットル弁開度変
化量演算手段 （ｃ）該スロットル弁開度変化量演算手段により演算さ
れたスロットル弁開度の変化量から加速・非加速を判定
する加速判定手段 （ｄ）該加速判定手段により非加速からの加速初回と判
定されたときに前記スロットル弁開度変化量演算手段に
より演算されたスロットル弁開度の変化量に基づいて第
１の割込み噴射量を演算する第１の割込み噴射量演算手
段 （ｅ）該第１の割込み噴射量演算手段により演算された
第１の割込み噴射量の燃料を噴射する第１の割込み噴射
手段 （ｆ）該第１の割込み噴射手段による割込み噴射直後に
前記加速判定手段により再び加速と判定されたときに前
記スロットル弁開度変化量演算手段により最新に演算さ
れたスロットル弁開度の変化量に基づいて第２の割込み
噴射量を演算する第２の割込み噴射量演算手段 （ｇ）該第２の割込み噴射量演算手段により演算された
第２の割込み噴射量から前記第１の割込み噴射量を差し
引いて追加割込み噴射量を演算する差演算手段 （ｈ）該差演算手段により演算された追加割込み噴射量
の燃料を噴射する第２の割込み噴射手段 〈作用〉 上記の構成においては、非加速からの加速初回と判定さ
れたときに、第１の割込み噴射を行い、その直後に再び
加速と判定されたときに、第１の割込み噴射量で不足し
た分を第２の割込み噴射として追加噴射し、補うので、
加速時の燃料の不足を防止し、運転性の向上を図ること
ができる。(A) Throttle valve opening detection means for detecting the throttle valve opening of the engine at every predetermined time (b) Throttle valve opening for calculating the amount of change in the throttle valve opening detected by the throttle valve opening detection means Change amount calculation means (c) Acceleration determination means for determining acceleration / non-acceleration from the change amount of the throttle valve opening calculated by the throttle valve opening change amount calculation means (d) From non-acceleration by the acceleration determination means First interrupt injection amount calculation means for calculating a first interrupt injection amount based on the change amount of the throttle valve opening calculated by the throttle valve opening change amount calculation means when it is determined that the acceleration is the first time. ) First interrupt injection means for injecting the fuel of the first interrupt injection amount calculated by the first interrupt injection amount calculation means (f) Immediately after the interrupt injection by the first interrupt injection means A second interrupt for calculating a second interrupt injection amount based on the latest change amount of the throttle valve opening calculated by the throttle valve opening change amount calculating device when the speed judging device judges that the vehicle is accelerating again. Injection amount calculating means (g) Difference calculating means (h) for calculating the additional interrupt injection amount by subtracting the first interrupt injection amount from the second interrupt injection amount calculated by the second interrupt injection amount calculating means Second interruption injection means for injecting the additional interruption injection amount of fuel calculated by the difference calculation means <Operation> In the above configuration, the first interruption injection is performed when it is determined that the acceleration is the first acceleration from the non-acceleration. And immediately after that, when it is determined to accelerate again, the shortage in the first interrupt injection amount is additionally injected as the second interrupt injection to compensate,
It is possible to prevent shortage of fuel during acceleration and improve drivability.
〈実施例〉 以下に本考案の一実施例を説明する。<Example> An example of the present invention will be described below.
第２図において、機関１にはエアクリーナ2,吸気ダクト
3,スロットルチャンバ４及び吸気マニホールド５を介し
て空気が吸入される。In FIG. 2, the engine 1 has an air cleaner 2 and an intake duct.
3, Air is taken in through the throttle chamber 4 and the intake manifold 5.
スロットルチャンバ４には図示しないアクセルペダルと
連動するスロットル弁６が設けられていて、吸入空気流
量を制御する。The throttle chamber 4 is provided with a throttle valve 6 that works in conjunction with an accelerator pedal (not shown) to control the intake air flow rate.
吸気マニホールド５又は機関１の吸気ポートには各気筒
毎に燃料噴射弁７が設けられている。この燃料噴射弁７
はソレノイドに通電されて開弁し通電停止されて閉弁す
る電磁式燃料噴射弁であって、コントロールユニット８
からの駆動パルス信号によりソレノイドに通電されて開
弁し、図示しない燃料ポンプから圧送されてプレッシャ
レギュレータにより所定の圧力に調整された燃料を機関
１に噴射供給する。The intake manifold 5 or the intake port of the engine 1 is provided with a fuel injection valve 7 for each cylinder. This fuel injection valve 7
Is an electromagnetic fuel injection valve in which the solenoid is energized to open the valve, and the energization is stopped to close the valve.
A solenoid is energized by a drive pulse signal from the valve to open the valve, and fuel supplied from a fuel pump (not shown) and adjusted to a predetermined pressure by a pressure regulator is injected and supplied to the engine 1.
尚、この例はいわゆるマルチポイントインジェクション
システムであるが、スロットル弁上流などに全気筒共通
に単一の燃料噴射弁を設けるシングルポイントインジェ
クションシステムであってもよい。Although this example is a so-called multi-point injection system, a single-point injection system in which a single fuel injection valve is provided in common to all cylinders upstream of the throttle valve or the like may be used.
コントロールユニット８は、CPU,ROM,RAM等を含んで構
成されるマイクロコンピュータを備え、各種のセンサか
らの入力信号を受け、後述の如く演算処理して、燃料噴
射弁７の作動を制御する。The control unit 8 includes a microcomputer including a CPU, a ROM, a RAM, etc., receives input signals from various sensors, performs arithmetic processing as described below, and controls the operation of the fuel injection valve 7.
前記各種のセンサとしては、吸気ダクト３に熱線式のエ
アフローメーター９が設けられていて、吸入空気の状態
量である吸入空気流量Ｑに応じた信号を出力する。As the various sensors, a hot-wire type air flow meter 9 is provided in the intake duct 3 and outputs a signal according to the intake air flow rate Q which is the state quantity of the intake air.
また、図示しないディストリビュータに内蔵させるなど
してクランク角センサ10が設けられていて、６気筒の場
合はクランク角120°毎、４気筒の場合は180°毎の基準
信号REFと、クランク角１°又は２°毎の単位信号POSと
を出力する。ここで、基準信号REFの周期、あるいは、
所定時間内における単位信号POSの発生数を計測するこ
とにより、機関回転数Ｎを算出可能である。Further, a crank angle sensor 10 is provided by being incorporated in a distributor (not shown), and the reference signal REF for each crank angle of 120 ° in the case of 6 cylinders and 180 ° in the case of 4 cylinders, and the crank angle of 1 °. Alternatively, it outputs the unit signal POS every 2 °. Here, the cycle of the reference signal REF, or
The engine speed N can be calculated by measuring the number of generated unit signals POS within a predetermined time.
また、スロットル弁６にポテンショメータ式のスロット
ルセンサ11が設けられていて、スロットル弁開度TVOに
応じた信号を出力する。Further, a potentiometer type throttle sensor 11 is provided on the throttle valve 6 and outputs a signal according to the throttle valve opening TVO.
また、機関１のウォータジャケットに水温センサ12が設
けられていて、冷却水温Twに応じた信号を出力する。A water temperature sensor 12 is provided in the water jacket of the engine 1 and outputs a signal according to the cooling water temperature Tw.
更に、コントロールユニット８にはその動作電源として
また電源電圧の検出のためバッテリ13の電圧がエンジン
キースイッチ14を介して印加されている。Further, the voltage of the battery 13 is applied to the control unit 8 via the engine key switch 14 as its operating power source and for detecting the power source voltage.
ここにおいて、コントロールユニット８に内蔵されたマ
イクロコンピュータは、所定の燃料噴射制御ルーチンに
従って、エアフローメータ９からの信号に基づいて検出
される吸入空気流量Ｑとクランク角センサ10からの信号
に基づいて算出される機関回転数Ｎとから、基本燃料噴
射量Tp＝Ｋ・Q/N（Ｋは定数）を演算し、これを水温セ
ンサ12からの信号に基づいて検出される冷却水温Twなど
に応じて設定される各種補正係数COEF、さらにはバッテ
リ13の電圧に応じて設定される電圧補正分Tsにより補正
して、燃料噴射量Ti＝Tp・COEF＋Tsを演算し、このTiに
相応するパルス幅をもつ駆動パルス信号を機関１回転に
１回所定のタイミングで全気筒の燃料噴射弁７に出力し
て燃料噴射を行わせる。Here, the microcomputer incorporated in the control unit 8 calculates based on the intake air flow rate Q detected based on the signal from the air flow meter 9 and the signal from the crank angle sensor 10 according to a predetermined fuel injection control routine. The basic fuel injection amount Tp = K · Q / N (K is a constant) is calculated from the engine speed N and the cooling water temperature Tw is detected based on the signal from the water temperature sensor 12. The fuel injection amount Ti = Tp · COEF + Ts is calculated by correcting the correction coefficient COEF that is set and the voltage correction amount Ts that is set according to the voltage of the battery 13, and the pulse width corresponds to this Ti. The drive pulse signal is output to the fuel injection valves 7 of all the cylinders once per engine revolution at a predetermined timing to perform fuel injection.
一方、第３図に示す割込み噴射制御ルーチンが所定時間
（例えば10ms）毎に実行され、これにより割込み噴射の
制御がなされる。On the other hand, the interrupt injection control routine shown in FIG. 3 is executed every predetermined time (for example, 10 ms), and thereby the interrupt injection is controlled.
次に、第３図に基づいて、割込み噴射制御ルーチンにつ
いて説明する。Next, the interrupt injection control routine will be described with reference to FIG.
ステップ１（図にはS1と記してある。以下同様）では、
エアフローメータ９からの信号に基づいて検出される吸
入空気流量Q,クランク角センサ10からの信号に基づいて
算出される機関回転数N,スロットルセンサ11からの信号
に基づいて検出されるスロットル弁開度TVO,水温センサ
12からの信号に基づいて検出される冷却水温Twが入力さ
れる。In step 1 (indicated as S1 in the figure, and so on)
The intake air flow rate Q detected based on the signal from the air flow meter 9, the engine speed N calculated based on the signal from the crank angle sensor 10, and the throttle valve opening detected based on the signal from the throttle sensor 11. TVO, water temperature sensor
The cooling water temperature Tw detected based on the signal from 12 is input.
ステップ２では、吸入空気流量Ｑと機関回転数Ｎとに基
づいて基本燃料噴射量Tp＝Ｋ・Q/N（Ｋは定数）を演算
する。In step 2, the basic fuel injection amount Tp = K · Q / N (K is a constant) is calculated based on the intake air flow rate Q and the engine speed N.
ステップ３では、今回読込んだスロットル弁開度TVOと
前回のスロットル弁開度TVOOLdとの差を演算してスロッ
トル弁開度の変化量ΔTVO＝TVO−TVOOLdを演算する。In step 3, the difference between the throttle valve opening TVO read this time and the previous throttle valve opening TVO OL d is calculated to calculate the change amount ΔTVO = TVO−TVO OL d of the throttle valve opening.
ステップ４では、次回の計算のためにTVOをTVOOLdに代
入する。In step 4, TVO is substituted for TVO OL d for the next calculation.
ステップ５では、スロットル弁開度の変化量ΔTVOと所
定値（1.6°/30ms相当）とを比較し、ΔTVO≧所定値の
ときは加速とみなしてステップ８へ進み、ΔTVO＜所定
値のときは非加速とみなしてステップ６へ進む。In step 5, the change amount ΔTVO of the throttle valve opening is compared with a predetermined value (equivalent to 1.6 ° / 30 ms), and when ΔTVO ≧ predetermined value, it is regarded as acceleration and the process proceeds to step 8. When ΔTVO <predetermined value, Considered as non-acceleration and proceed to step 6.
非加速と判定されたときは、ステップ６で、Ｉ（カウン
タ）を０にする。そして、ステップ７で、マップによ
り、基本燃料噴射量Tpから加速初期状態補正係数TpACC
を検索して、このルーチンを終了する。When it is determined that the vehicle is not accelerated, the I (counter) is set to 0 in step 6. Then, in step 7, the map is used to calculate the acceleration initial state correction coefficient TpACC from the basic fuel injection amount Tp.
To end this routine.
加速と判定されたときは、ステップ８で、Ｉを１アップ
する。従って、このＩは非加速からの加速初回に１とな
り、以降連続して加速と判定される毎に１アップされる
加速判定回数を表すものとなる。If it is determined to be accelerated, I is incremented by 1 in step 8. Therefore, I becomes 1 at the first acceleration from non-acceleration, and represents the number of times of acceleration determination that is incremented by 1 each time it is continuously determined as acceleration thereafter.
次に、ステップ９では、Ｉが１であるか否かを判定し、
Ｉ＝１（非加速からの加速初回）のときはステップ10〜
12に進む。Next, in step 9, it is determined whether I is 1,
When I = 1 (acceleration first time from non-acceleration), step 10-
Go to 12.
ステップ10では、マップにより、スロットル弁開度の変
化量ΔTVOと冷却水温Twとから基本割込み噴射量TRINJ0
を検索する。In Step 10, the basic interrupt injection amount TRINJ0 is calculated from the change amount ΔTVO of the throttle valve opening and the cooling water temperature Tw according to the map.
To search.
ステップ11では、基本割込み噴射量TRINJ0と加速初期状
態補正係数TpACCとから、第１の割込み噴射量TRINJ1＝T
RINJ0・TpACCを演算する。In step 11, from the basic interrupt injection amount TRINJ0 and the acceleration initial state correction coefficient TpACC, the first interrupt injection amount TRINJ1 = T
Calculate RINJ0 / TpACC.
ステップ12では、第１の割込み噴射量TRINJ1に対応する
パルス幅の駆動パルス信号を全気筒の燃料噴射弁７に出
力して、割込み噴射を行わせ、このルーチンを終了す
る。In step 12, a drive pulse signal having a pulse width corresponding to the first interrupt injection amount TRINJ1 is output to the fuel injection valves 7 of all cylinders to cause interrupt injection, and this routine is ended.
ステップ９での判定でＩ≠１のときは、ステップ13へ進
んで、Ｉが２であるか否かを判定し、Ｉ＝２のとき（割
込み噴射直後に再び加速と判定されたとき）はステップ
14〜17に進む。If I ≠ 1 in the determination in step 9, the process proceeds to step 13, and it is determined whether or not I is 2, and when I = 2 (when it is determined to accelerate again immediately after interrupt injection), Step
Proceed to 14-17.
ステップ14では、ステップ10と同様に、マップにより、
スロットル弁開度の変化量ΔTVOと冷却水温Twとから基
本割込み噴射量TRINJ0を検索する。In step 14, as in step 10, by the map,
The basic interrupt injection amount TRINJ0 is searched from the change amount ΔTVO of the throttle valve opening and the cooling water temperature Tw.
ステップ15では、基本割込み噴射量TRINJ0と加速初期状
態補正係数TpACCとから、第２の割込み噴射量TRINJ2＝T
RINJ0・TpACCを演算する。In step 15, the second interrupt injection amount TRINJ2 = T is calculated from the basic interrupt injection amount TRINJ0 and the acceleration initial state correction coefficient TpACC.
Calculate RINJ0 / TpACC.
ステップ16では、第２の割込み噴射量TRINJ2から第１の
割込み噴射量TRINJ1を減算して、追加割込み噴射量TRIN
J3＝TRINJ2−TRINJ1を演算する。In step 16, the first interrupt injection amount TRINJ1 is subtracted from the second interrupt injection amount TRINJ2 to obtain the additional interrupt injection amount TRIN.
Calculate J3 = TRINJ2-TRINJ1.
ステップ17では、追加割込み噴射量TRINJ3に対応するパ
ルス幅の駆動パルス信号を全気筒の燃料噴射弁７に出力
して、割込み噴射を行わせ、このルーチンを終了する。
但し、追加割込み噴射量TRINJ3が負の値のときは、噴射
がなされないことは言うまでもない。In step 17, a drive pulse signal having a pulse width corresponding to the additional interrupt injection amount TRINJ3 is output to the fuel injection valves 7 of all the cylinders to cause interrupt injection, and this routine ends.
However, it goes without saying that the injection is not performed when the additional interrupt injection amount TRINJ3 is a negative value.
尚、ステップ13での判定でＩ≧３のときは、そのままこ
のルーチンを終了する。If the determination in step 13 is I ≧ 3, this routine is finished as it is.
ここで、ステップ１がスロットルセンサ11と共にスロッ
トル弁開度検出手段に相当し、ステップ３がスロットル
弁開度変化量演算手段に相当し、ステップ5,9,13が加速
判定手段に相当する。ステップ10,11が第１の割込み噴
射量演算手段に相当し、ステップ12が第１の割込み噴射
手段に相当する。また、ステップ14,15が第２の割込み
噴射量演算手段に相当し、ステップ16が差演算手段に相
当し、ステップ17が第２の割込み噴射手段に相当する。Here, step 1 corresponds to the throttle valve opening detection means together with the throttle sensor 11, step 3 corresponds to the throttle valve opening change amount calculation means, and steps 5, 9 and 13 correspond to the acceleration determination means. Steps 10 and 11 correspond to the first interruption injection amount calculation means, and step 12 corresponds to the first interruption injection means. Further, steps 14 and 15 correspond to the second interruption injection amount calculation means, step 16 corresponds to the difference calculation means, and step 17 corresponds to the second interruption injection means.
これにより、非加速からの加速初回と判定されたとき
に、第１の割込み噴射を行い、その直後に再び加速と判
定されたときに、第１の割込み噴射量で不足した分を追
加割込み噴射量として第２の割込み噴射をして補うの
で、加速時の燃料の不足を防止し、運転性の向上を図る
ことができる。As a result, when it is determined that acceleration from non-acceleration is the first time, the first interrupt injection is performed, and immediately after that, when it is determined to be accelerated again, the amount of shortage in the first interrupt injection amount is added to the additional interrupt injection. Since the second interrupt injection as the amount is made up for, the lack of fuel during acceleration can be prevented and the drivability can be improved.
〈考案の効果〉 以上説明したように、本考案によれば、加速開始時の割
込み噴射システムにおいて、第１の割込み噴射量の不足
分を追加割込み噴射量として第２の割込み噴射により補
うので、加速時の燃料の不足を防止でき、運転性の向上
を図ることができる。<Effect of Device> As described above, according to the present invention, in the interrupt injection system at the start of acceleration, the shortage of the first interrupt injection amount is supplemented by the second interrupt injection as the additional interrupt injection amount. It is possible to prevent a shortage of fuel during acceleration and improve drivability.
第１図は本考案の構成を示す機能ブロック図、第２図は
本考案の一実施例を示すシステム図、第３図は演算処理
内容を示すフローチャート、第４図はスロットル弁開度
変化量と割込みパルス幅との関係を示す図、第５図及び
第６図は従来の制御特性図である。 １……機関、７……燃料噴射弁、８……コントロールユ
ニット、９……エアフローメータ、10……クランク角セ
ンサ、11……スロットルセンサFIG. 1 is a functional block diagram showing the configuration of the present invention, FIG. 2 is a system diagram showing an embodiment of the present invention, FIG. 3 is a flow chart showing the contents of arithmetic processing, and FIG. 4 is a throttle valve opening change amount. And FIG. 5 and FIG. 6 are views showing the conventional control characteristic diagram showing the relationship between the pulse width and the interrupt pulse width. 1 ... Engine, 7 ... Fuel injection valve, 8 ... Control unit, 9 ... Air flow meter, 10 ... Crank angle sensor, 11 ... Throttle sensor
Claims (1)
に同期した所定のタイミングでの吸入空気の状態量に応
じた量の正規の燃料噴射とは別に、所定の加速条件で燃
料を割込み噴射させる内燃機関の電子制御燃料噴射装置
において、 所定時間毎に機関のスロットル弁開度を検出するスロッ
トル弁開度検出手段と、 該スロットル弁開度検出手段により検出されたスロット
ル弁開度の変化量を演算するスロットル弁開度変化量演
算手段と、 該スロットル弁開度変化量演算手段により演算されたス
ロットル弁開度の変化量から加速・非加速を判定する加
速判定手段と、 該加速判定手段により非加速からの加速初回と判定され
たときに前記スロットル弁開度変化量演算手段により演
算されたスロットル弁開度の変化量に基づいて第１の割
込み噴射量を演算する第１の割込み噴射量演算手段と、 該第１の割込み噴射量演算手段により演算された第１の
割込み噴射量の燃料を噴射する第１の割込み噴射手段
と、 該第１の割込み噴射手段による割込み噴射直後に前記加
速判定手段により再び加速と判定されたときに前記スロ
ットル弁開度変化量演算手段により最新に演算されたス
ロットル弁開度の変化量に基づいて第２の割込み噴射量
を演算する第２の割込み噴射量演算手段と、 該第２の割込み噴射量演算手段により演算された第２の
割込み噴射量から前記第１の割込み噴射量を差し引いて
追加割込み噴射量を演算する差演算手段と、 該差演算手段により演算された追加割込み噴射量の燃料
を噴射する第２の割込み噴射手段と、 を有することを特徴とする内燃機関の電子制御燃料噴射
装置。1. An engine intake system is provided with a fuel injection valve for injecting fuel under a predetermined acceleration condition in addition to regular fuel injection of an amount corresponding to a state quantity of intake air at a predetermined timing synchronized with engine rotation. In an electronically controlled fuel injection device for an internal combustion engine that performs interrupt injection, a throttle valve opening detection means for detecting a throttle valve opening of the engine at every predetermined time, and a throttle valve opening detected by the throttle valve opening detection means. A throttle valve opening change amount calculating means for calculating a change amount; an acceleration determining means for determining acceleration / non-acceleration based on the change amount of the throttle valve opening amount calculated by the throttle valve opening change amount calculating means; The first interrupt injection based on the change amount of the throttle valve opening degree calculated by the throttle valve opening change amount calculating means when it is determined by the determination means that the acceleration is the first acceleration from non-acceleration. First interrupt injection amount calculation means for calculating the amount, first interrupt injection means for injecting the fuel of the first interrupt injection amount calculated by the first interrupt injection amount calculation means, and the first interrupt injection amount calculation means Immediately after the interrupt injection by the interrupt injection means, the second interrupt is performed based on the change amount of the throttle valve opening calculated most recently by the throttle valve opening change amount calculating means when the acceleration determining means determines that the acceleration is again performed. Second interrupt injection amount calculation means for calculating an injection amount, and an additional interrupt injection amount by subtracting the first interrupt injection amount from the second interrupt injection amount calculated by the second interrupt injection amount calculation means. An electronically controlled fuel injection device for an internal combustion engine, comprising: a difference calculating means for calculating; and a second interrupt injection means for injecting the additional interrupt injection amount of fuel calculated by the difference calculating means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988033272U JPH0734193Y2 (en) | 1988-03-15 | 1988-03-15 | Electronically controlled fuel injection device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988033272U JPH0734193Y2 (en) | 1988-03-15 | 1988-03-15 | Electronically controlled fuel injection device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01136647U JPH01136647U (en) | 1989-09-19 |
| JPH0734193Y2 true JPH0734193Y2 (en) | 1995-08-02 |
Family
ID=31259928
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1988033272U Expired - Lifetime JPH0734193Y2 (en) | 1988-03-15 | 1988-03-15 | Electronically controlled fuel injection device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0734193Y2 (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58220934A (en) * | 1982-06-16 | 1983-12-22 | Honda Motor Co Ltd | Control method for supply of fuel at accelerating time of internal-combustion engine |
-
1988
- 1988-03-15 JP JP1988033272U patent/JPH0734193Y2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58220934A (en) * | 1982-06-16 | 1983-12-22 | Honda Motor Co Ltd | Control method for supply of fuel at accelerating time of internal-combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01136647U (en) | 1989-09-19 |
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