JPS63124843A - Electronic control fuel control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent an air-fuel ratio from being brought into a lean state during acceleration running from all rotation area even if a delay in detection response occurs during the initial stage of acceleration and to improve acceleration performance, by a method wherein the number of interruption injection times is increased along with an increase in the number of revolutions. CONSTITUTION:A control device 9 computes a fundamental fuel injection based on an intake air amount from an airflow meter 10 and the number of revolutions from a crank angle sensor 11, and performs various kinds of correction based on detecting values from a throttle sensor 12 and a water temperature sensor 13. When the change rate per a unit hour of the opening of a throttle valve is positive, it is decided that acceleration is in progress, and an increase correction factor is read in response to each of a rate of change of a throttle, the number of revolutions, a cooling water temperature, and a fundamental fuel injection amount to compute an injection amount of an acceleration interruption injection amount. By means of an interruption pulse signal responding to an interruption injection amount during acceleration, interruption injection is effected in synchronism with the number of revolutions of an engine.

Description

【発明の詳細な説明】 〈産業上の利用分野〉 本発明は内燃機関の電子制御燃料噴射装置に関し、特に
加速性能の改善に関する。DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to an electronically controlled fuel injection device for an internal combustion engine, and particularly to improving acceleration performance.

〈従来の技術〉 内燃機関の電子制御燃料噴射装置の従来例として以下の
ようなものがある（実開昭６０−０６６５５８号参照）
。<Prior art> The following is a conventional example of an electronically controlled fuel injection device for an internal combustion engine (see Utility Model Application No. 60-066558).
.

即ち、吸気通路に介装された熱線抵抗の出力電圧により
吸入空気流量を検出するエアフロメータの検出吸入空気
流量Ｑと、機関回転速度Ｎとから基本噴射量Ｔｐ＝ＫＸ
Ｑ／Ｎ　（Ｋは定数）を演算すると共に、主として水温
に応じた各種補正係数Ｃ０ＥＦ、空燃比フィードバック
補正係数α７バツテリ電圧による補正係数Ｔ３とを演算
した後、燃料量Ｔ　ｉ　＝　Ｔ　ｐ　Ｘ　ＣＯＥ　Ｆ　
Ｘ　（ｒ　＋　Ｔ　ｓを演算する。That is, from the detected intake air flow rate Q of an air flow meter that detects the intake air flow rate based on the output voltage of a hot wire resistor installed in the intake passage, and the engine rotational speed N, the basic injection amount Tp=KX
After calculating Q/N (K is a constant), various correction coefficients C0EF mainly depending on water temperature, air-fuel ratio feedback correction coefficient α7 and correction coefficient T3 due to battery voltage, fuel amount T i = T p X COE F
Compute X (r + T s.

そして、点火信号等に同期して燃料噴射弁に対し、前記
燃料量Ｔｉに対応するパルス巾の駆動パルス信号を出力
し、機関に燃料を供給する。Then, in synchronization with the ignition signal, etc., a drive pulse signal having a pulse width corresponding to the fuel amount Ti is outputted to the fuel injection valve, thereby supplying fuel to the engine.

また、加速運転時にはスロットル弁開度の変化率等から
得られた加速増量係数を前記燃料量Ｔｉに乗算して加速
増量燃料量を設定し、該増量燃料量に対応するパルス巾
の割込みパルス信号を所定タイミングで前記駆動パルス
信号の間に割込ませて加速初期に加速増量燃料を噴射す
るいわゆる割込み噴射により加速増量を図る。In addition, during acceleration operation, an acceleration increase fuel amount is set by multiplying the fuel amount Ti by an acceleration increase coefficient obtained from the rate of change of the throttle valve opening, etc., and an interrupt pulse signal with a pulse width corresponding to the increase fuel amount is set. The acceleration amount is increased by so-called interrupt injection in which the fuel is inserted between the drive pulse signals at a predetermined timing and the acceleration increased amount of fuel is injected at the beginning of acceleration.

〈発明が解決しようとする問題点〉 ところで、従来の割込み噴射は、加速運転状態に拘わら
ず一定回数行うようにしているので、以下の問題点があ
る。<Problems to be Solved by the Invention> By the way, in the conventional interrupt injection, the interrupt injection is performed a fixed number of times regardless of the acceleration driving state, and therefore, there are the following problems.

すなわち、加速運転時には実際の吸入空気流量は第７図
中破線で示すようにスロットル弁の開度変化に略対応し
て変動する。これに対し、第５図中実線で示すようにエ
アフロメータにより検出された吸入空気流量は検出応答
遅れにより加速運転初期において実際の吸入空気流量よ
り大巾に減少する。ここで、検出された吸入空気流量が
実際の吸入空気流量を下回る期間（以下、応答遅れ期間
と呼ぶ）は第７図に示すように機関回転速度に拘わらず
略一定になっている。That is, during acceleration operation, the actual intake air flow rate varies approximately in accordance with changes in the opening degree of the throttle valve, as shown by the broken line in FIG. On the other hand, as shown by the solid line in FIG. 5, the intake air flow rate detected by the air flow meter decreases by a large margin than the actual intake air flow rate at the beginning of acceleration operation due to the detection response delay. Here, the period during which the detected intake air flow rate is lower than the actual intake air flow rate (hereinafter referred to as a response delay period) is approximately constant regardless of the engine rotation speed, as shown in FIG.

したがって、低回転域からの加速運転時に対応させて一
定の割込み噴射回数（たとえば３回）を設定すると、低
回転域（例えば１２００ｒ、ｐ、ｍ、　）からの加速運
転時には第７図に示すように前記応答遅れ期間の間一定
の割合いで割込み噴射がなされるため、空燃比のリーン
化は第７図に示すように最小限に抑制され加速性能の低
下を抑制できる。Therefore, if a certain number of interrupt injections (for example, 3 times) is set to correspond to the acceleration operation from the low rotation range (for example, 1200r, p, m, Since interrupt injection is performed at a constant rate during the response delay period, lean air-fuel ratio is suppressed to a minimum as shown in FIG. 7, and deterioration in acceleration performance can be suppressed.

しかし、高回転域（例えば２４００ｒ、ｐ、ｍ　）から
の加速運転時には、第７図に示すように応答遅れ期間の
後期に対応する気筒（第５図中破線位置）に割込み噴射
がなされないので、空燃比が第７図破線で示すように大
巾にリーン化するため、加速性能が悪化するという問題
点がある。However, when accelerating from a high rotation range (e.g. 2400r, p, m2), as shown in Fig. 7, interrupt injection is not performed in the cylinder corresponding to the latter half of the response delay period (dotted line position in Fig. 5). , as the air-fuel ratio becomes significantly leaner as shown by the broken line in FIG. 7, there is a problem that acceleration performance deteriorates.

本発明は、このような実状に鑑みてなされたもので、全
ゆる回転域からの加速運転時にも最適な加速性能を確保
できる内燃機関の電子制御燃料噴射装置を提供すること
を目的とする。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an electronically controlled fuel injection device for an internal combustion engine that can ensure optimal acceleration performance even during acceleration operation from all rotation ranges.

く問題点を解決するための手段〉 このため、本発明は第１図に示すように機関Ａの少なく
とも加速運転状態を含む運転状態を検出する運転状態検
出手段Ｂと、該検出信号に基づいて燃料量を設定する燃
料量設定手段Ｃと、設定された燃料量に対応する駆動パ
ルス信号を燃料噴射弁りに出力する駆動パルス出力手段
Ｅと、加速運転時の割込み燃料噴射量を設定する割込み
燃料噴射量設定手段Ｆと、加速運転時若しくは加速運転
開始直前の機関回転速度の増大に伴って割込み噴射回数
が増大するように加速運転初期の一定時間内の割込み噴
射回数を設定する割込み噴射回数設定手段Ｇと、該設定
された割込み噴射、回数に基づいて前記割込み燃料噴射
量に対応する割込みパルス信号を前記駆動パルス信号の
間に割込ませて前記燃料噴射弁りに出力する割込みパル
ス出力手段Ｈと、を備えるようにした。Means for Solving Problems> For this reason, the present invention, as shown in FIG. A fuel amount setting means C for setting the fuel amount, a drive pulse output means E for outputting a drive pulse signal corresponding to the set fuel amount to the fuel injection valve, and an interrupt for setting the interrupt fuel injection amount during acceleration operation. A fuel injection amount setting means F, and an interrupt injection number for setting the number of interrupt injections within a certain period of time at the beginning of acceleration operation so that the number of interrupt injections increases as the engine rotation speed increases during acceleration operation or immediately before the start of acceleration operation. a setting means G, and an interrupt pulse output for interpolating an interrupt pulse signal corresponding to the interrupt fuel injection amount between the drive pulse signals and outputting the interrupt pulse signal to the fuel injection valve based on the set interrupt injection number. Means H is provided.

〈作用〉 このようにして、機関回転速度の増大に伴って割込み噴
射回数を増大させ、加速運転初期に例えば吸入空気流量
の検出応答遅れが発生しても空燃比のリーン化を防止で
きるようにした。<Function> In this way, the number of interrupt injections is increased as the engine rotational speed increases, and even if, for example, there is a delay in the intake air flow rate detection response at the beginning of acceleration operation, it is possible to prevent the air-fuel ratio from becoming leaner. did.

〈実施例〉 以下に本発明の一実施例を説明する。<Example> An embodiment 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．吸気マニホールド５及び
吸気弁６を介して空気が吸入される。In FIG. 2, an engine 1 includes an air cleaner 2° intake duct 3. Throttle chamber 4. Air is taken in through an intake manifold 5 and an intake valve 6.

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７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 7 that operates in conjunction with an accelerator pedal (not shown) to control the flow rate of intake air.

吸気マニホールド５　（又は吸気ボート）には各気筒毎
に燃料噴射弁８が設けられている。この燃料噴射弁８は
ソレノイドに通電されて開弁じ通電停止されて閉弁する
電磁式燃料噴射弁であって、制御装置９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じ、図示しな
い燃料ポンプから圧送され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 intake boat) is provided with a fuel injection valve 8 for each cylinder. The fuel injection valve 8 is an electromagnetic fuel injection valve whose solenoid is energized to open the valve, and whose energization is stopped to close the valve.The solenoid is energized by a drive pulse signal from the control device 9 to open the valve, and a fuel pump (not shown) The engine 1 is injected with fuel that is pressure-fed from the engine and adjusted to a predetermined pressure by a pressure regulator.

制御装置９は、各種のセンサからの人力信号を受け、後
述の如く演算処理して、燃料噴射量（噴射時間）と噴射
開始時期とを定め、これに従って駆動パルス信号を燃料
噴射弁８に出力する。The control device 9 receives human input signals from various sensors, performs arithmetic processing as described below, determines the fuel injection amount (injection time) and injection start timing, and outputs a drive pulse signal to the fuel injection valve 8 in accordance with this. do.

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１０が設けられていて、吸入空気流量に
応じた信号を出力する。また、図示しないディストリビ
ュータに内蔵させてクランク角センサ１１が設けられて
いて、クランク角２＠毎の単位信号と、１８０　°毎（
４気筒の場合）の基準信号とを出力する。したがって、
クランク角７２０°で４個の基準信号が出力されるが、
そのうち１つは他と識別可能で、これをもとに各基準信
号を各気筒の行程に対し特定可能である。また、スロッ
トル弁７にポテンショメータ式のスロットルセンサ１２
が設けられていて、スロットル弁７の開度に応じた信号
を出力する。また、機関１のウォータシャケ、ットに水
温センサ１３が設けられていて、水温に応じた信号を出
力する。更に制御装置９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１４の電圧がエンジンキー
スイッチ１５を介して印加されている。As the various sensors mentioned above, a hot wire type air flow meter 10 is provided in the intake duct 3, and outputs a signal corresponding to the intake air flow rate. In addition, a crank angle sensor 11 is provided built into the distributor (not shown), and it outputs a unit signal every 2 @ crank angle, and every 180 degrees (
(in the case of a 4-cylinder engine). therefore,
Four reference signals are output at a crank angle of 720°,
One of them is distinguishable from the other, and each reference signal can be specified for each cylinder stroke based on this. In addition, a potentiometer-type throttle sensor 12 is attached to the throttle valve 7.
is provided and outputs a signal according to the opening degree of the throttle valve 7. Further, a water temperature sensor 13 is provided in the water bucket of the engine 1, and outputs a signal corresponding to the water temperature. Furthermore, the voltage of a battery 14 is applied to the control device 9 via an engine key switch 15 as its operating power source and for detecting the power supply voltage.

ここでは、制御装置９が燃料量設定手段と割込み燃料噴
射量設定手段と割込み噴射回数設定手段と駆動パルス出
力手段と割込みパルス出力手段とを構成する。また、エ
アフロメータ１０とクランク角センサ１１とスロットル
センサ１２と水温センサ１３とが運転状態検出手段を構
成する。Here, the control device 9 constitutes a fuel amount setting means, an interrupt fuel injection amount setting means, an interrupt injection number setting means, a drive pulse output means, and an interrupt pulse output means. Further, the air flow meter 10, the crank angle sensor 11, the throttle sensor 12, and the water temperature sensor 13 constitute a driving state detection means.

次に作用を第３図〜第６図のフローチャートに従って説
明する。Next, the operation will be explained according to the flowcharts shown in FIGS. 3 to 6.

ある気筒について、特定の基準信号がクランク角センサ
１１から出力されると、これにより第３図のフローチャ
ートに示すルーチンが実行される。When a specific reference signal is output from the crank angle sensor 11 for a certain cylinder, the routine shown in the flowchart of FIG. 3 is executed.

先ず、ＳｌでタイマをＯスタートさせる。First, the timer is started at O using Sl.

次に、Ｓ２で今回の基準信号とその１つ前の基準信号と
の間の周期Ｔ□、に所定の係数Ａを乗じて特定の基準信
号（タイマ・スタート）から吸気弁６の開弁までの時間
ｔ＋＝Ｔ□、・Ａを演算する。これは、特定の基準信号
から吸気弁６の開弁までのクランク角は一定であり、こ
の期間を基準信号間のクランク角に対する比率で表し、
前記周期Ｔ　＋ｔｉｙにその比率Ａを乗算して時間に換
算するのである。Next, in S2, the period T□ between the current reference signal and the previous reference signal is multiplied by a predetermined coefficient A, and the period from the specific reference signal (timer start) to the opening of the intake valve 6 is calculated. The time t+=T□, ·A is calculated. This means that the crank angle from a specific reference signal to the opening of the intake valve 6 is constant, and this period is expressed as a ratio to the crank angle between the reference signals.
The period T+tiy is multiplied by the ratio A to convert it into time.

次に８４でエアフロメータ１０により検出される吸入空
気流ＩＱと機関回転速度の逆数に相当する周期Ｔ□、と
から下記（１）式により基本燃料噴射量Ｔｐを演算し、
更にＳ５でスロットルセンサ１２により検出されるスロ
ットル弁７の開度や水温センサ１３により検出される水
温に基づいて設定される各種補正係数Ｃ０ＥＦとバッテ
リ１４の電圧値に基づいて設定される電圧補正分子、と
を用いて下記（２）式により燃料噴射量（噴射時間）Ｔ
ｉを演算する。Next, in step 84, a basic fuel injection amount Tp is calculated from the intake airflow IQ detected by the airflow meter 10 and a period T□ corresponding to the reciprocal of the engine rotational speed using the following formula (1),
Furthermore, in S5, various correction coefficients C0EF are set based on the opening degree of the throttle valve 7 detected by the throttle sensor 12 and the water temperature detected by the water temperature sensor 13, and a voltage correction numerator is set based on the voltage value of the battery 14. , and the fuel injection amount (injection time) T according to the following equation (2).
Calculate i.

Ｔ　ｐ　＝に−Ｑ−Ｔ＊ｔｒ　　（Ｋは定数）　・”（
１１Ｔ　ｉ　−Ｔ　ｐ−ＣＯＥ　Ｆ　＋　Ｔ　ｓ　　　
　　・・・（２）次に３６で吸気弁６開弁までの時間ｔ
、から噴射時間Ｔｉを減じて、特定の基準信号から噴射
開始までの時間ｔ、＝ｔ、−Ｔｉを演算する。T p = −Q−T*tr (K is a constant) ・”(
11T i −T p−COE F + T s
...(2) Next, at 36, the time t until intake valve 6 opens
By subtracting the injection time Ti from , the time t,=t,-Ti from a specific reference signal to the start of injection is calculated.

一方、所定時間（例えば１　ｍｓ）毎に第４図のフロー
チャートに示すルーチンが実行され、そのＳ１１でタイ
マがカウントアツプされる。そして、Ｓ１２でそのタイ
マの計時が前記噴射開始までの時間ｔ２に一致したか否
かを判定し、不一致の場合はこのルーチンを終了する。On the other hand, a routine shown in the flowchart of FIG. 4 is executed at predetermined time intervals (for example, 1 ms), and a timer is counted up in step S11. Then, in S12, it is determined whether or not the time measured by the timer matches the time t2 until the injection start, and if the time does not match, this routine is ended.

そして、一致したときに３１３へ進んで、噴射時間Ｔｌ
のパルス巾をもつ駆動パルス信号を燃料噴射弁８に出力
して通常の燃料噴射を開始させる。Then, when they match, the process advances to 313 and the injection time Tl
A drive pulse signal having a pulse width of is output to the fuel injection valve 8 to start normal fuel injection.

すると、吸気弁６の開弁時期近傍で噴射が終了する。Then, the injection ends near the opening timing of the intake valve 6.

第５図のフローチャートに示すルーチンは所定時間（例
えば１０ｍ５）毎に実行される。The routine shown in the flowchart of FIG. 5 is executed at predetermined intervals (for example, every 10 m5).

Ｓ２１ではスロ７　＋−ルセンサ１２により検出される
スロットル、弁７の開度αを検出し、Ｓ２２では前回の
検出値との差（単位時間当たりの変化率）Δαを演算し
、かつΔαのレベルをメモリする。そして、Ｓ２３では
加速判定すなわちΔα〉０か否かの判定を行い、加速と
判定された場合は、Ｓ２４へ進んで加速初回か否かを判
定する。そして、加速初回の場合のみ、割込み噴射のた
め、Ｓ２５へ進む。In S21, the opening degree α of the throttle and valve 7 detected by the throttle sensor 12 is detected, and in S22, the difference (rate of change per unit time) Δα from the previous detected value is calculated, and the level of Δα is calculated. to memory. Then, in S23, an acceleration determination is made, that is, it is determined whether Δα>0, and if it is determined that acceleration is occurring, the process proceeds to S24, and it is determined whether or not it is the first acceleration. Then, only in the case of the first acceleration, the process proceeds to S25 for interrupt injection.

Ｓ２５ではＣＹ　Ｌカウンタの値を予め決められた値（
例えば５、これは最大５回の割込み噴射を行うことを意
味する。）にセットする。次に５２６では加速状態を表
すΔαに応じた割込みパルス信号の時間巾Ｔ、Ｉを検索
する。そして、Ｓ２７でその時間巾Ｔ、の割込みパルス
信号を出力し、割込み噴射を行わせる。これは通常の燃
料噴射の終了時期（Ｔｉ−ＥＮＤ）とは無関係の割込み
噴射となる。In S25, the value of the CYL counter is set to a predetermined value (
For example, 5, which means that a maximum of 5 interrupt injections are performed. ). Next, at 526, the time widths T and I of the interrupt pulse signal corresponding to Δα representing the acceleration state are searched. Then, in S27, an interrupt pulse signal having the time width T is outputted to cause interrupt injection to be performed. This becomes an interrupt injection unrelated to the normal fuel injection end timing (Ti-END).

第６図のフローチャートに示すルーチンは通常の燃料噴
射の終了時期（Ｔｉ−ＥＮＤ）に実行される割込みルー
チンである。The routine shown in the flowchart of FIG. 6 is an interrupt routine executed at the end of normal fuel injection (Ti-END).

Ｓ３１では、各種信号を入力させ、Ｓ３２では検出され
たスロットル弁７０開度αからその変化率Δαを演算す
る。In S31, various signals are inputted, and in S32, the rate of change Δα of the throttle valve 70 opening degree α is calculated from the detected throttle valve 70 opening degree α.

Ｓ３３では、演算された変化率Δαから加速操作か否か
を判定しＹＥＳの場合にはＳ３４に進みＮ。In S33, it is determined whether or not it is an acceleration operation based on the calculated rate of change Δα, and if YES, the process advances to S34 (N).

の場合にはＳ３１に戻る。In this case, the process returns to S31.

３３４では、割込み噴射用タイマのカウントを開始させ
る。At 334, the interrupt injection timer starts counting.

３３５では、割込み噴射用タイマのカウント時間が加速
運転初期の応答遅れ期間（第７図ＴＬ）内か否かを判定
し、ＹＥＳのときにはＳ３６に進みＮＯのときにはＳ３
１に戻る。ここで、前記応答遅れ期間Ｔ、は機関回転速
度の大小に拘わらす略一定となる。At 335, it is determined whether or not the count time of the interrupt injection timer is within the response delay period (TL in FIG. 7) at the beginning of acceleration operation. If YES, the process advances to S36, and if NO, the process advances to S3.
Return to 1. Here, the response delay period T is substantially constant regardless of the magnitude of the engine rotational speed.

３３６では、前記変化率Δαに基づいて変化率依存増量
係数α１をＲＯＭ　（又はＲＡＭ）から検索し、Ｓ３７
に進む。この変化率依存増量係数α１は前記変化率Δα
の増大に伴って大きくなるように設定されている。In step 336, the rate-of-change dependent increase coefficient α1 is retrieved from the ROM (or RAM) based on the rate of change Δα, and the process is performed in step S37.
Proceed to. This rate of change dependent increase coefficient α1 is the rate of change Δα
It is set to increase as the value increases.

Ｓ３７では、検出された回転速度に基づいて回転依存増
量係数Ｎ１を検索し、３３８に進む。この回転依存増量
係数Ｎ、は回転速度の増大に伴って小さくなるように設
定されている。In S37, the rotation dependent increase coefficient N1 is searched based on the detected rotation speed, and the process proceeds to 338. This rotation-dependent increase coefficient N is set to decrease as the rotation speed increases.

３３８では、検出された冷却水温度に基づいて水温依存
増量係数Ｔ１を検索し、Ｓ３９に進む。この水温依存増
量係数Ｔ’ｗ＋は冷却水温の上昇に伴って小さくなるよ
うに設定されている。In step 338, a water temperature dependent increase coefficient T1 is searched based on the detected cooling water temperature, and the process proceeds to step S39. This water temperature dependent increase coefficient T'w+ is set to become smaller as the cooling water temperature rises.

Ｓ３９では、前記Ｓ４にて演算された基本噴射量’ｒｐ
に基づいて基本噴射量依存増量係数Ｔ、１を検索し、３
４０に進む。この基本噴射量依存増量係数Ｔ□は基本噴
射量の増大に伴って小さくなるように設定されている。In S39, the basic injection amount 'rp calculated in S4 is
Search for the basic injection amount dependent increase coefficient T, 1 based on 3
Proceed to 40. This basic injection amount dependent increase coefficient T□ is set to decrease as the basic injection amount increases.

Ｓ４０では、現在、燃料供給停止中若しくはその終了直
後か否かを判定し、ＹＥＳのときには燃料供給停止中若
しくはその終了直後からの加速運転と判定しＳ４１に進
みＮＯのときには燃料供給制御を連続して行っている時
からの加速運転と判定し３４２に進む。In S40, it is determined whether or not the fuel supply is currently being stopped or immediately after the end of the fuel supply. If YES, it is determined that the fuel supply is being stopped or the acceleration operation has started immediately after the end. The process proceeds to S41, and if NO, the fuel supply control is continued. It is determined that the acceleration operation is from when the vehicle is moving forward, and the process proceeds to step 342.

Ｓ４１では、燃料供給停止時若しくはその直後からの加
速運転時に燃料供給再開時増量係数Ｑ、を１．３に設定
し、それ以外のときにはＳ４２でＱ、を１．０に設定す
る。In S41, the fuel supply restart increase coefficient Q is set to 1.3 when the fuel supply is stopped or when acceleration is started immediately after the fuel supply is stopped, and in other cases, Q is set to 1.0 in S42.

Ｓ４３では、加速時割込み噴射量Ｔ、ｌＩを次式により
演算する。In S43, the acceleration interruption injection amounts T and lI are calculated using the following equations.

Ｔ）１１＝ＫＸ（’ｒ＋　ｘＮ、ＸＴｗ＋ＸＴｐｉＸＱ
＋　　（Ｋは定数） Ｓ４４では、演算された加速時割込み噴射ｆｔ　Ｔ　＊
　Ｉに対応する割込みパルス信号を機関回転速度に同期
して燃料噴射弁８に出力し割込み噴射Ｔｉを行う。した
がって、割込みパルス信号の出力時期が機関回転速度に
同期して設定され、この部分が割込み噴射時期設定手段
に相当する。T) 11=KX('r+ xN, XTw+XTpiXQ
+ (K is a constant) In S44, the calculated acceleration interruption injection ft T *
An interrupt pulse signal corresponding to I is output to the fuel injection valve 8 in synchronization with the engine rotational speed to perform interrupt injection Ti. Therefore, the output timing of the interrupt pulse signal is set in synchronization with the engine rotation speed, and this portion corresponds to interrupt injection timing setting means.

このようにして、前記応答遅れ期間Ｔ８．が経過するま
で各気筒に対し点火順序に従って通常の燃料噴射Ｔｉに
割込ませて割込み噴射Ｔ、Ｉを行う。In this way, the response delay period T8. Interrupt injections T and I are performed for each cylinder by interrupting the normal fuel injection Ti according to the ignition order until the time period elapses.

ここで、応答遅れ期間Ｔｔは第７図に示すように機関回
転速度の如何に拘わらす略一定であるため、機関回転速
度の増大に伴って割込み噴射回数が増大し、高回転域で
は第７図中破線位置でも割込み噴射Ｔ、が行われる。Here, since the response delay period Tt is approximately constant regardless of the engine rotation speed as shown in FIG. 7, the number of interrupt injections increases as the engine rotation speed increases, and in the high rotation range Interrupt injection T is also performed at the position shown by the broken line in the figure.

したがって、機関回転速度の如何に拘わらず応答遅れ期
間Ｔ、の間は割込み噴射’ｒｐが行なわれるので、エア
フロメータ１０の検出応答遅れが加速運転初期に発生し
ても割込み噴射Ｔ、Ｉにより燃料増量を図れるため、加
速運転初期の空燃比のり−ン化を防止でき、全ゆる回転
域からの加速運転時に最適な加速性能を確保できる。Therefore, regardless of the engine speed, the interrupt injection 'rp is performed during the response delay period T, so even if the detection response delay of the air flow meter 10 occurs at the beginning of acceleration operation, the interrupt injections T and I will cause the fuel to be injected. Since the amount can be increased, it is possible to prevent the air-fuel ratio from becoming too steep at the beginning of acceleration operation, and it is possible to ensure optimal acceleration performance during acceleration operation from all rotation ranges.

尚、本実施例では、加速運転開始から応答遅れ期間ＴＬ
が経過するまで割込み噴射を行うようにしたが、加速運
転開始直前の機関回転速度の増大に伴って割込み噴射回
数が増大するように設定されたマツプから割込み噴射回
数を機関回転速度に応じて検索し、検索された割込み噴
射回数に基づいて割込み噴射を行うようにしてもよい。In this embodiment, the response delay period TL from the start of acceleration operation
The interrupt injection is performed until the engine rotation speed has elapsed, but the number of interrupt injections is set to increase as the engine rotation speed increases just before the start of acceleration operation.The number of interrupt injections is searched according to the engine rotation speed from the map. However, the interrupt injection may be performed based on the retrieved number of interrupt injections.

〈発明の効果〉 本発明は、以上説明したように、機関回転速度の増大に
伴って割込み噴射回数を増大させて割込み噴射を行うよ
うにしたので、加速運転初期に検出応答遅れが発生して
も全ゆる回転域からの加速運転時に空燃比のリーン化を
防止でき、最適な加速性能を確保できる。<Effects of the Invention> As explained above, the present invention performs interrupt injection by increasing the number of interrupt injections as the engine rotation speed increases, so that a detection response delay occurs at the beginning of acceleration operation. It is possible to prevent the air-fuel ratio from becoming lean during acceleration operation from all rotation ranges, ensuring optimal acceleration performance.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明のクレーム対応図、第２図は本発明の一
実施例を示す構成図、第３図〜第６図は夫々同上のフロ
ーチャート、第７図は従来例及び作用を説明するための
図である。 ８・・・燃料噴射弁　　９・・・制御装置　　１０・・
・エアフロメータ　　１１・・・クランク角センサ　　
１２・・・スロットルセンサ 特許出願人　日本電子機器株式会社 代理人　弁理士　笹　島　　冨二雄 第５図Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a configuration diagram showing an embodiment of the present invention, Figs. 3 to 6 are flowcharts of the above, respectively, and Fig. 7 explains a conventional example and its operation. This is a diagram for 8...Fuel injection valve 9...Control device 10...
・Air flow meter 11...Crank angle sensor
12...Throttle sensor patent applicant Fujio Sasashima, agent of Japan Electronics Co., Ltd., patent attorney Figure 5

Claims (1)

【特許請求の範囲】[Claims] 機関の少なくとも加速運転状態を含む運転状態を検出す
る運転状態検出手段と、該検出信号に基づいて燃料量を
設定する燃料量設定手段と、設定された燃料量に対応す
る駆動パルス信号を燃料噴射弁に出力する駆動パルス出
力手段と、加速運転時の割込み燃料噴射量を設定する割
込み燃料噴射量設定手段と、加速運転時若しくは加速運
転開始直前の機関回転速度の増大に伴って割込み噴射回
数が増大するように加速運転初期の一定時間内の割込み
噴射回数を設定する割込み噴射回数設定手段と、該設定
された割込み噴射回数に基づいて前記割込み燃料噴射量
に対応する割込みパルス信号を前記駆動パルス信号の間
に割込ませて前記燃料噴射弁に出力する割込みパルス出
力手段と、を備えたことを特徴とする内燃機関の電子制
御燃料噴射装置。an operating state detection means for detecting an operating state of the engine including at least an acceleration operating state; a fuel amount setting means for setting a fuel amount based on the detection signal; and a drive pulse signal corresponding to the set fuel amount for fuel injection. A driving pulse output means for outputting to the valve, an interrupt fuel injection amount setting means for setting an interrupt fuel injection amount during acceleration operation, and an interrupt injection amount setting means for setting the interrupt fuel injection amount during acceleration operation or when the engine rotation speed increases just before the start of acceleration operation. an interrupt injection number setting means for setting the number of interrupt injections within a certain period of time at the initial stage of acceleration operation; An electronically controlled fuel injection device for an internal combustion engine, comprising: interrupt pulse output means for outputting an interrupt pulse to the fuel injection valve by interrupting the signal.