• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY OF THE INVENTION An object of the present invention is to provide a fuel injection control apparatus for an internal combustion engine that suppresses an unbalance of air-fuel ratio even in over-the-air to improve exhaust gas, and injects controller 120B for controlling the fuel injection amount to a target fuel injection amount Fm. Is a predicted engine speed calculating means 9 for calculating the predicted engine speed Nf in a predetermined section based on the engine speed Ne, and a predicted throttle opening degree for calculating the throttle opening degree θf. The calculation means 10, the predicted intake air amount calculating means 11 for calculating the predicted intake air amount Qf in a predetermined section based on the predicted engine speed and the predicted throttle opening degree, and the target fuel injection amount based on the predicted intake air amount. And target fuel injection amount calculating means 12 for calculating (Fm).
    公开号:KR19990036472A
    申请号:KR1019980014630
    申请日:1998-04-24
    公开日:1999-05-25
    发明作者:아츠코 하시모토；시로 요네자와；히로후미 오우치；다츠히코 다카하시
    申请人:다니구찌 이찌로오, 기타오카 다카시；미쓰비시덴키 가부시키가이샤；
    IPC主号:
    专利说明:

    Fuel injection control device of internal combustion engine
    BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection control apparatus for an internal combustion engine, and more particularly, to a fuel injection control apparatus for an internal combustion engine having improved exhaust gas by performing fuel injection in accordance with an actual amount of intake air.
    (Conventional technology)
    7 is a configuration diagram showing a conventional fuel injection control apparatus for an internal combustion engine, and illustrates a case where drive control of the throttle is mechanically linked with Excel.
    In FIG. 7, the engine 101 used as the main body of an internal combustion engine is comprised by six cylinders, for example. The air cleaner 102 is provided in the intake port of the intake passage 103 and purifies the intake air supplied to the engine 101.
    The accelerator pedal 104 operated by the driver is mechanically connected to the throttle valve 106 in the intake passage 103 via a wire spanning the Excel ring 105. Thereby, the throttle valve 106 is linked with the operation of the accelerator pedal 104, and the amount of intake air to the engine 101 is adjusted.
    The throttle opening sensor 107 detects the position of the throttle valve 106, that is, the throttle opening degree θ.
    The intake manifold 108 is provided on the intake side of the engine 101 and equalizes the amount of intake air to each cylinder.
    The intake air amount sensor 109 detects the intake air amount Q passing through the intake passage 103.
    The crank angle sensor 110 is provided on the crankshaft of the engine 101, and generates a crank angle signal SGT corresponding to the crank angle reference position for each cylinder # 1- # 6. The cylinder identification sensor 111 is provided in the camshaft of the engine 101, and produces | generates the cylinder identification signal SGC corresponding to a specific cylinder (for example, # 1 cylinder).
    The injector 112 for injection fuel is provided in each cylinder of the engine 101.
    The igniter 113, the ignition coil 114, the distributor 115, and the spark plug 116 constitute an ignition device of the engine 101.
    Since the executor 113 and the ignition coil 114 are excited, they are comprised by the power transistor. The ignition coil 114 has a transformer configuration, and outputs a high voltage signal from the secondary coil by blocking the energization of the primary coil. The distributor 115 distributes a high voltage signal from the ignition coil 114 to each ignition plug 116.
    The spark plug 116 is installed in the combustion chamber of each cylinder, generates a discharge spark by a high voltage signal applied through the distributor 115, and drives the engine 101 by burning the mixer in each cylinder.
    The exhaust passage 117 guides and exhausts the exhaust gas after combustion in the engine 101 to the atmosphere. The catalytic converter 118 is provided at the outlet of the exhaust passage 117 to purify the exhaust gas.
    The throttle opening degree sensor 107, the intake air amount sensor 109, the crank angle sensor 110, and the cylinder identification sensor 111 constitute various sensors for detecting the operating state of the engine 101.
    In addition, as other various sensors, the rotation speed sensor (to be described later) that detects the engine speed based on the crank angle signal (SGT), the water temperature sensor that detects the cooling water temperature of the engine 101, and the accelerator step amount are used as the Excel opening degree. An Excel opening degree sensor (not shown) to detect is installed as needed.
    The control unit 120 made of a microcomputer includes a fuel injection (injector) control device and an ignition control device, and an appropriate fuel injection amount and ignition for the engine 101 based on detection information (operation state) from various sensors. It calculates timing and the like and outputs a control signal according to the control amount of various parameters.
    The injector control device in the control unit 120 selects an appropriate fuel based on the intake air amount Q in the intake air amount sensor 109 and the crank angle signal SGT (engine revolution speed) in the crank angle sensor 110. Calculate the injection amount. Then, the fuel injection target cylinder is determined based on the cylinder identification signal SGC in the cylinder identification sensor 111, and the fuel is injected by outputting the injection signal J to the injector 112 of the cylinder.
    In addition, the ignition control device in the control unit 120 outputs the ignition signal P to the igniter 113 to excite the ignition coil 114, and to ignite the ignition plug 116 through the distributor 115. The engine 101 is driven.
    FIG. 8 is a block diagram showing the functional configuration of the control unit 120 in FIG. 7 and shows the basic configuration of the injector control device.
    In Fig. 8, the intake air amount detecting means 1 functions as an input I / F relating to the intake amount Q in the intake air amount sensor 109, and the actual intake from the signal representing the intake air amount Q is shown. Calculate the value of air volume.
    The crank angle detection means 2 functions as an input I / F for the crank angle signal SGT in the crank angle sensor 110, and the crank angle reference position for each cylinder based on the crank angle signal SGT. Detect.
    The engine speed detecting means 3 functions as an input I / F related to the speed sensor, and calculates the engine speed Ne based on the crank angle signal SGT (cycle of the crank angle reference position).
    The basic fuel injection amount calculating means 4 is based on the intake air amount Q through the intake air amount detecting means 1 and the engine speed Ne calculated by the engine speed detecting means 3 to perform the basic combustion. Calculate the fuel injection amount Fo.
    The fuel injection amount correcting means 5 determines the acceleration / deceleration operation state of the engine 101 based on sensor information indicating the operation state (cooling water temperature, engine load, etc.) of the engine 101 including the intake air amount Q. It detects and calculates the corrected fuel injection amount Fa which correct | amended the basic fuel injection amount Fo.
    The fuel injection amount correcting means 5 is, for example, when the acceleration operation state is determined based on the change rate ΔQ of the intake air amount Q, the basic fuel injection amount Fo is made to compensate for the shortage of fuel during acceleration. Is corrected to increase the corrected fuel injection amount Fa. This makes it possible to achieve good fuel injection control even in over-exemplification such as acceleration and deceleration.
    The throttle opening degree detecting means 6 calculates the actual throttle opening degree based on a signal indicating the throttle opening degree θ from the throttle opening degree sensor 107.
    The asynchronous fuel injection amount calculating means 7 determines the rapid acceleration driving state based on the change amount Δθ of the throttle opening degree θ obtained by the throttle opening degree detecting means 6, and the asynchronous fuel injection amount asynchronously injected ( Fb) is calculated.
    The fuel injection control means 8 generates an injection signal J corresponding to the final fuel injection amount in accordance with the corrected fuel injection amount Fa and the asynchronous fuel injection amount Fb.
    Next, the operation of the fuel injection control device of the conventional internal combustion engine shown in FIGS. 7 and 8 will be described with reference to the timing charts of FIGS. 9 to 14.
    Fig. 9 shows the operation of the injector 112 in each cylinder during normal operation, and the stroke (four cycles of compression, combustion, exhaust and intake) of the cylinders # 1- # 6 of the engine 101 is shown. And the operation timing of the injection signal J1-J6 for each cylinder # 1- # 6.
    In Fig. 9, the cylinder identification signal SGC has a pulse corresponding to only the # 1 cylinder in order to determine the # 1 cylinder.
    The crank angle signal SGT is composed of a plurality of pulses having an engine corresponding to the crank angle reference position of each cylinder.
    In this case, it is shown that the crank angle position of the division of the crank angle signal SGT from the falling engine to the rising engine when the cylinder identification signal SGC is at the high level (H) is the ignition timing of the # 1 cylinder.
    Each stroke of the # 1 cylinder-the # 6 cylinder is synchronized with each edge of the crank angle signal SGT.
    10 and 11 show the operation of the fuel injection amount correcting means 5, and show an increase correction operation of the fuel injection amount at the time of acceleration.
    In this case, the throttle valve 106 is synchronously synchronized with the stepping amount operation of the accelerator pedal 104, but since the actual intake air amount Q is delayed than the operation of the throttle valve 106, the excel opening degree ( It is changed later than the change of α).
    When it is determined that the fuel injection amount correcting means 5 is in the acceleration operation state based on the change in the intake air amount Q, for example, the fuel injection amount is extended by extending the driving time of the injection signal J6 for the # 6 cylinder. By increasing the amount of fuel, the fuel injection amount required for combustion can be almost supplied.
    12 to 14 show the operation of the asynchronous fuel injection amount calculation means 7 and show the injection timing of the asynchronous fuel injection amount Fb at the time of rapid acceleration.
    12 and 14, when it is determined that the asynchronous fuel injection amount calculating means 7 is in the rapid acceleration operation state, for example, the driving time of the normal injection signal J4-J6 with respect to the # 4 cylinder-# 6 cylinder, for example. Apart from t4-t6, a certain amount of injection signals (see the hatched portion) of pulse width t are generated.
    In addition, in Fig. 13, when it is determined that the asynchronous fuel injection amount calculating means 7 is in the rapid acceleration operation state, for example, the injection signal of the pulse width t for the # 4 cylinder and the # 6 cylinder (refer to the hatched portion). )
    This makes it possible to supply the fuel amount corresponding to the predetermined pulse width t as the asynchronous fuel injection amount Fb.
    First, the intake air amount detecting means 1 detects the intake air amount Q (n) between the fall of the crank angle signal SGT at the fall time tn of the crank angle signal SGT, and the engine rotation. The number detecting means 3 detects the engine speed N (n) in the measurement period T (n) between the falling of the crank angle signal SGT.
    The basic intake air amount calculating means 4 calculates the basic fuel injection amount Fo based on the intake air amount Q and n and the engine speed N and n. In addition, the fuel injection control means 8 sequentially outputs the fuel injection amount corrected according to the driving state as the injection signals J1-J6 for the injectors 112 in each cylinder, as shown in FIG. 9.
    The injection signals J1-J6 are generated so as to start fuel injection in synchronization with the falling of the crank angle signal SGT in the exhaust stroke of each cylinder.
    At this time, the fuel injection amount is calculated based on the intake air amount and the engine speed at the time before the intake stroke of the corresponding cylinder to be fuel injected, but during normal operation, the fuel injection amount is larger than the intake air amount Q and the engine speed Ne. There is no change because there is no change.
    However, at the time of excessive operation such as acceleration and deceleration, the intake air amount Q and the engine rotation speed Ne differ depending on the intake stroke before and the intake stroke of the corresponding cylinder to be fuel injected.
    That is, the fuel injection amount calculated on the basis of the intake air amount Q and the engine speed Ne before the intake stroke becomes insufficient fuel at the time of acceleration, and becomes excessive fuel at the time of deceleration.
    Therefore, the fuel injection amount correcting means 5 determines the excessive driving state at the rate of change ΔQ of the intake air amount Q at the time of the fall of the crank angle signal SGT, and corrects the fuel injection amount shown in the excess. For example, when the acceleration operation state is determined, the fuel injection amount is increased to correct the fuel shortage, and when the deceleration operation state is determined, the injection signal J is controlled to reduce the fuel injection amount to avoid the fuel excess.
    For example, in Fig. 10, the Excel opening degree α is increased from the position immediately before the start of the intake stroke of the # 4 cylinder, and the intake air amount Q is the intake stroke of the # 4 cylinder in response to this acceleration operation. The onset is increased at about one-third of the position.
    On the other hand, in FIG. 11, the timing of the stepping of the accelerator pedal 104 is slightly delayed than in the case of FIG. 10, and the Excel opening degree α is increased from the position of the starting position of the intake stroke of the # 4 cylinder, and the amount of intake air (Q) is increased to the position of about 2/3 from the opening of the intake stroke of the # 4 cylinder.
    In FIGS. 10 and 11, the drop of the crank angle signal SGT, which is, for example, the fuel injection start timing for the # 6 cylinder, is determined to be acceleration from the change in the intake air amount. The fuel injection amount is increased and corrected by extending the injection signal J6.
    However, since this correction amount is determined by matching under a predetermined condition, the air-fuel ratio becomes unbalanced depending on the stepping timing and the stepping amount of Excel, and there is a fear that the exhaust gas deteriorates. In addition, in the falling of SGT which is the fuel injection start timing of cylinder # 5, since the acceleration operation state is determined without the change of intake air quantity Q, fuel amount is not corrected.
    10 and 11, the fuel injection amount of the # 5 cylinder is almost the same, and since the fuel injection is performed in the second half of the exhaust stroke, the fuel ratio of the # 5 cylinder is determined by the actual filling air amount of the # 5 cylinder.
    However, in the case of FIG. 10 and the case of FIG. 11, the timing of change of the intake air amount Q is also different because the accelerator step amount timing is different, and the air-fuel ratio is also different because the filling air amount of the # 5 cylinder is different.
    As described above, in the conventional apparatus, the throttle opening degree [theta] depends on the Excel operation, and since the amount of charge air of the engine 101 changes for each Excel operation, the air-fuel ratio and the exhaust gas are unbalanced, leading to deterioration of the exhaust gas.
    In the case of rapid acceleration, the supply of fuel (fuel suitable for the actual amount of filled air in the cylinder) required for combustion is not corrected even if the increase is corrected at the time of normal acceleration. As a temporary measure, asynchronous fuel injection is performed.
    That is, when the asynchronous fuel injection amount calculating means 7 determines the rapid acceleration driving state from the throttle opening degree θ, the injection signal corresponding to the asynchronous fuel injection amount Fb is independent of the fuel injection timing for each cylinder. Reference to the oblique pulse in Fig. 12).
    The asynchronous fuel injection amount calculating means 7 compensates for fuel shortage by performing fuel injection asynchronously with respect to the falling timing of the crank angle signal SGT in the cylinder in which the increase in the intake air amount Q is observed. .
    For example, if the change amount Δθ of the throttle opening degree θ is a predetermined value or more at a predetermined time, rapid acceleration is determined, and asynchronous fuel injection is performed to the cylinder in the exhaust stroke or the intake stroke at the time of rapid acceleration determination. Do it.
    Therefore, asynchronous fuel injection can consider various cases by timing of rapid acceleration determination.
    For example, FIG. 12 has shown the case where asynchronous fuel injection was performed by determining rapid acceleration at the position of the substantially midpoint of the section T1.
    Here, if the injection fuel amount by normal fuel injection (synchronous injection) and the injection fuel amount by asynchronous injection at the time of rapid acceleration determination are added, each injection signal (J4-J6) for # 4 cylinder-# 6 cylinder The fuel amount corresponding to the injector driving time t4 + t, t5 + t, t6 + t by this is filled.
    13 has shown the case where asynchronous fuel injection was performed by determining rapid acceleration in the position of the front half of the section T1.
    In this case, at the time point at which asynchronous injection is started, the asynchronous injection is not performed because the # 5 cylinder is performing normal fuel injection (synchronous injection). Therefore, fuels corresponding to the injector driving time (t4 + t, t5, t6 + t) by the respective injection signals (J4-J6) are filled in the # 4 cylinders # 6 cylinders. The fuel injection amount is low.
    14 has shown the case where asynchronous fuel injection was performed by determining rapid acceleration in the position of the latter half of the section T1.
    In this case, it is the same as in the case of Fig. 12 in which the rapid acceleration is determined at the midpoint of the section T1. Since the asynchronous injection is performed for the # 4 cylinders # 6, the # 4 cylinders # 6 cylinders have the respective injection signals ( The fuel amount corresponding to the injector driving time t4 + t and t5 + t <t6 + t by J4-J6) is filled.
    However, since the asynchronous fuel injection timing in FIG. 14 is in the process of terminating the intake stroke of the # 4 cylinder, it is also affected by the delay of returning the fuel. No. Therefore, fuel not filled in the # 4 cylinder is filled in the intake stroke of the next # 4 cylinder.
    In this way, even when paying attention to one fuel injection section, the filling amount of the cylinder varies depending on the timing of the air supply speed determination, so that the fuel is excessive and the air-fuel ratio is biased toward the rich side. have.
    Moreover, since the asynchronous injection control at the time of rapid acceleration is performed when the change amount (DELTA) (theta) of the throttle opening degree in predetermined time is more than a predetermined value, it depends on the stepping speed of the Excel pedal 104 and the stepping amount (Excel opening degree (alpha)). The difference in air-fuel ratio (different) also occurs.
    In addition, even if the stepping on the accelerator is the same, and the section for performing the stepping on the accelerator is different, the intake air amount Q of each cylinder is also different because of the structure of the intake portion of the engine 101 including the intake manifold 108. Too much fuel is generated.
    Incidentally, the asynchronous injection at the time of rapid acceleration is not only the predicted fuel injection to inject a certain fuel to a specific cylinder at the time of rapid acceleration determination.
    In addition, although the fuel amount correction by acceleration of fuel increase at the time of acceleration or the asynchronous fuel injection at the time of acceleration is determined by matching, it is difficult to set the optimum value in all driving conditions. Therefore, there is a fear that the air-fuel ratio becomes unbalanced due to the stepping timing and the stepping amount of the accelerator pedal 104, and the exhaust gas deteriorates.
    Therefore, a control method of changing the fuel injection ratio according to the accelerator stepping timing or changing the fuel injection amount according to the accelerator stepping speed is also considered, but in order to determine the optimum fuel amount for all the Excel stepping timing and the Excel stepping amount, matching data This is unrealistic because the number expands and becomes large, and the program control logic becomes complicated.
    In addition, although the acceleration time was demonstrated as an example here, also when deceleration, the imbalance of the intake air quantity Q will generate | occur | produce similarly to acceleration by the closing timing of the throttle valve 106.
    On the other hand, although not shown here, the throttle valve 106 is electronically adjusted in accordance with the excel opening degree α using a throttle actuator having a motor, without using a mechanical transmission mechanism to adjust the throttle opening degree θ. A throttle control device for driving control has also been developed.
    In this case, after the throttle valve 106 has elapsed for a predetermined time (delay time) from the operation timing of the accelerator pedal 104, the throttle opening degree θ is actually controlled in accordance with the target throttle opening degree, and the throttle valve 106 The following speed is limited by the maximum drive speed of the motor.
    The fuel injection timing is also considered to control the fuel injection amount at the present time in consideration of the timing at which the fuel after injection is actually sucked into the engine 101 and the throttle opening degree after a predetermined delay time has elapsed. It is not proposed that the fuel injection amount can be supplied with high reliability depending on the amount of intake air at the time of fuel intake into the fuel.
    Therefore, in response to the operation of the accelerator pedal 104, the injection signal J according to the intake air amount caused by the drive of the throttle valve 106 after a predetermined time has elapsed cannot be calculated with high accuracy, and in particular, the fuel injection amount in over-showing. It is extremely difficult to control optimally.
    Since the conventional fuel injection control device of the internal combustion engine cannot calculate the optimum fuel injection amount according to the actual intake air amount in the over-shown as described above, there is a problem that the exhaust gas is deteriorated due to an unbalanced air-fuel ratio.
    Further, even if the fuel injection amount is variably controlled according to the stepping timing and the stepping speed of the accelerator pedal 104, there is a problem that the program control logic is complicated because it requires expansion and large matching data.
    SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and despite the difference in the Excel operation in the overshown, it is always possible to suppress the fuel cost imbalance by calculating the optimum fuel injection amount according to the actual intake air amount. An object of the present invention is to obtain a fuel injection control device for an internal combustion engine with improved exhaust gas.
    (Means to solve the task)
    An apparatus for controlling fuel injection of an internal combustion engine according to the present invention includes a throttle actuator including a throttle valve for adjusting an amount of intake air to an internal combustion engine, an injector for adjusting an amount of fuel injection to an internal combustion engine, and an operating state of the internal combustion engine. And a control unit for calculating a control amount of the throttle actuator and the injector according to the operating state, and the various sensors include a throttle opening degree sensor which detects the driving amount of the throttle valve as the throttle opening degree, and And an crank angle sensor for detecting a stepping amount as an excel opening degree, and a crank angle sensor for detecting a crank angle signal indicating a crank angle reference position for each cylinder. The control unit includes a throttle actuator based on an excel opening degree. The target throttle opening degree corresponding to the control amount of A throttle control device for controlling the road, an engine speed detection means for calculating the engine speed based on the crank angle signal, a target fuel injection amount corresponding to the control amount of the injector based on the engine speed and the throttle opening degree, An injector control device for controlling the fuel injection amount of the injector to the target fuel injection amount, the injector control device comprising predicted engine speed calculating means for calculating a predicted engine speed in a predetermined section based on the engine speed, and a throttle A predictive throttle opening degree calculating means for calculating a predicted throttle opening degree in a predetermined section based on the opening degree, and a predicted suction calculating a predicted and intake air amount in a predetermined section based on the predicted engine speed and the predicted throttle opening degree. A target fuel injection amount for calculating a target fuel injection amount based on the air amount calculation means and the predicted intake air amount Intended to include the acid method.
    Further, the predictive throttle opening degree calculating means by the fuel injection control apparatus of the internal combustion engine according to the present invention calculates the predictive throttle opening degree based on the throttle opening degree and the target throttle opening degree.
    Further, the predictive throttle opening degree calculating means by the fuel injection control apparatus of the internal combustion engine according to the present invention calculates the predicted throttle opening degree at the midpoint of the intake stroke of each cylinder.
    Further, the predictive throttle opening degree calculating means by the fuel injection control apparatus of the internal combustion engine according to the present invention calculates an average value of the predicted throttle opening degrees at the start and end points of the intake stroke of each cylinder.
    Further, various sensors by the fuel injection control apparatus of the internal combustion engine according to the present invention include an intake air amount sensor for detecting an intake air amount, and the injector control device includes a predicted intake air amount for correcting the predicted intake air amount based on the intake air amount. And a target fuel injection amount calculating means for calculating a target fuel injection amount based on the predicted intake air amount corrected by the predicted intake air amount correction means.
    Further, the predicted intake air amount correcting means by the fuel injection control apparatus of the internal combustion engine according to the present invention outputs the value obtained by adding the change amount of the predicted intake air amount to the intake air amount as the predicted intake air amount after correction.
    The predicted intake air amount correcting means by the fuel injection control means of the internal combustion engine according to the present invention outputs a value obtained by multiplying the change rate of the predicted intake air amount by the intake air amount as the predicted intake air amount after correction.
    The target throttle opening degree calculation means by the fuel injection control apparatus of the internal combustion engine according to the present invention outputs the target throttle opening degree after a predetermined delay time elapses from the timing of detecting the Excel opening degree.
    In addition, the delay time by the fuel injection control apparatus of the internal combustion engine which concerns on this invention corresponds to a predetermined crank angle.
    In addition, the time by the fuel injection control apparatus of the internal combustion engine which concerns on this invention is set to the length equivalent to the period from the fuel injection start timing synchronized with the crank angle signal at least to the intermediate point of the next intake stroke.
    1 is a block diagram showing a first embodiment of the present invention.
    Fig. 2 is a block diagram showing the functional configuration of the main part of the first embodiment of the present invention.
    3 is a timing chart for explaining the operation according to the first embodiment of the present invention.
    4 is a timing chart for explaining the operation according to the first embodiment of the present invention.
    5 is a block diagram showing a second embodiment of the present invention.
    6 is a timing chart for explaining the operation according to the second embodiment of the present invention.
    7 is a configuration diagram showing a fuel injection control device of a conventional internal combustion engine.
    8 is a block diagram showing a functional configuration of a main part of a fuel injection control apparatus of a conventional internal combustion engine.
    9 is a timing chart for explaining the normal operation by the fuel injection control apparatus of the conventional internal combustion engine.
    10 is a timing chart for explaining an operation during acceleration by a fuel injection control apparatus of a conventional internal combustion engine.
    11 is a timing chart for explaining an operation during acceleration by a fuel injection control apparatus of a conventional internal combustion engine.
    12 is a timing chart for explaining an asynchronous fuel injection operation during rapid acceleration by a conventional fuel injection control apparatus of an internal combustion engine.
    Fig. 13 is a timing chart for explaining an asynchronous fuel injection operation during rapid acceleration by a conventional fuel injection control device of an internal combustion engine.
    14 is a timing chart for explaining an asynchronous fuel injection operation during rapid acceleration by a conventional fuel injection control device of an internal combustion engine.
    (Explanation of symbols for the main parts of the drawing)
    3: engine speed detecting means 9: predicted engine speed calculating means
    10: predictive throttle opening degree calculation means 11: predicted intake air amount calculation means
    12: target fuel injection amount calculation means 16: predicted intake air amount correction means
    101: engine 104: excel pedal
    106: Throttle Valve 107: Throttle Opening Sensor
    109: intake air flow rate sensor 110: crank angle sensor
    111: cylinder identification sensor 112: injector
    119: Excel opening degree sensor 120A, 120C: control unit
    120B: Throttle Control 121: Motor
    Fm: Target fuel injection amount J: Fuel injection signal
    Nf: predicted engine speed Ne: engine speed
    Q: Intake air volume Qf: Estimated intake air volume
    SGC: Cylinder Identification Signal SGT: Crank Angle Signal
    Td: delay time tj: fuel injection start timing
    α: Excel opening degree θ: Throttle opening degree
    θf: predicted throttle opening θm: target throttle opening
    Example 1
    Hereinafter, Embodiment 1 of the present invention will be described with reference to FIG.
    FIG. 1 is a configuration diagram showing a first embodiment of the present invention, in which the same components as those described above (see FIG. 7) are denoted by the same reference numerals, and detailed description thereof will be omitted.
    In FIG. 1, the Excel opening degree sensor 119 detects the operation position (stepping amount) of the Excel pedal 104 as Excel opening degree (alpha).
    The throttle control device 120B is made of a microcomputer in the same manner as the control unit 120A, generates a drive signal DM for the motor 121, and drives the throttle valve 106 through the motor 121. Are controlled.
    The motor 121 constitutes a throttle actuator together with the throttle valve 106, and electronically adjusts the throttle opening degree θ.
    The throttle control device 120B may be included as part of the function of the control unit 120A, calculates the target throttle opening degree θm according to the excel opening degree α in the excel opening sensor 119, The throttle opening degree θ is feedback controlled so as to match the target throttle opening degree θ m.
    Fig. 2 is a block diagram showing the basic functional configuration of the control unit 120A and the throttle control device 120B according to the first embodiment of the present invention, and the same reference numerals are given to the same components as those described above (see Fig. 8). The detailed description is omitted.
    In Fig. 2, the injector control device in the control unit 120A includes predictive engine speed calculating means 9 for calculating predicted engine speed Nf, and predictive throttle opening for calculating predicted throttle opening degree θf. FIG. 10 is provided with the figure calculating means 10, the predicted intake air quantity calculating means 11 which calculates the predicted intake air quantity Qf, and the target fuel injection quantity calculating means 12 which calculates the target fuel injection quantity Fm.
    The predicted engine speed calculating means 9 estimates and calculates the predicted engine speed Nf in a predetermined section (for example, an intake stroke described later) based on the engine speed Ne.
    The predictive throttle opening degree calculation unit 10 estimates and calculates the predicted throttle opening degree θf in the intake stroke of each cylinder based on the throttle opening degree θ and the target throttle opening degree θm.
    The predicted intake air calculating means 11 estimates and calculates the predicted intake air amount Qf in the intake stroke of each cylinder based on the predicted engine speed Nf and the predicted throttle opening degree θf.
    The target fuel injection amount calculating means 12 calculates the target fuel injection amount Fm corresponding to the control amount of the injector 112 based on the predicted intake air amount Qf.
    The fuel injection control means 8 generates the injection signal J corresponding to the target fuel injection amount Fm with respect to the injector 112.
    As a result, the injector 112 is controlled so that the fuel injection amount becomes the target fuel injection amount Fm.
    In addition, the throttle control device 120B obtained by being included in the control unit 120A is based on the Excel opening degree detecting means 13 which reads the Excel opening degree α as the detection destination, and the Excel opening degree α. The drive signal DM is generated based on the target throttle opening degree calculation means 14 for calculating the target throttle opening degree θm and the target throttle opening degree θm. Throttle valve control means 15 is provided.
    The Excel opening degree detecting means 13 functions as an input I / F relating to the Excel opening degree α from the Excel opening degree sensor 119, and the actual Excel opening from the signal indicating the Excel opening degree α. Calculate the value of degrees.
    The target throttle opening degree calculating means 14 controls the control amount of the throttle actuator after elapse of the predetermined delay time Td based on the excel opening degree α through the excel opening degree detecting means 13, that is, the throttle valve. The target throttle opening degree θm of 106 is calculated.
    In addition, the delay time Td is the time until the throttle valve 106 is actually controlled after the accelerator pedal 104 is operated as described above.
    The throttle valve control means 15 generates the drive signal DM of the motor 121 corresponding to the target throttle opening degree [theta] m.
    As a result, the throttle valve 106 is controlled so that the throttle opening degree θ becomes the target throttle opening degree θm.
    Next, the operation of Embodiment 1 of the present invention shown in FIGS. 1 and 2 will be described with reference to the timing charts of FIGS. 3 and 4.
    Fig. 3 shows the relationship between the stroke of each cylinder (# 1- # 6) and the change of each parameter at the time of the acceleration according to the first embodiment of the invention of the ball. Detailed description will be omitted.
    4 shows the operation of the predictive throttle opening degree calculating means 10 according to the first embodiment of the present invention, and shows the relationship between the target throttle opening degree θm and the predictive throttle opening degree θf.
    Although the target throttle opening degree [theta] m used as the control amount of the throttle valve 106 is computed immediately with respect to the Excel opening degree (alpha), the electronic delay time required for calculation and the mechanical following delay required for driving the motor 121 are calculated. It is generated after a predetermined delay time Td in consideration of the time.
    The throttle valve 106 is controlled after the delay time Td has elapsed from the operation of the accelerator pedal 104, and the throttle opening degree θ is controlled by the drive signal DM generated from the throttle control device 120B. It is set to the target throttle opening degree [theta] m.
    The predicted engine speed calculating means 9 in the injector control apparatus estimates the predicted engine speed Nf in the intake stroke of the corresponding cylinder of fuel injection as the timing (time tj) before the intake stroke, as shown in FIG. Is calculated.
    In FIG. 3, for example, when attention is paid to the # 6 cylinder, first, at the falling time tj of the crank angle signal SGT (fuel injection start timing of the # 6 cylinder), the crank angle signal SGT The next prediction period Tf (n + 1) is calculated based on the current measurement period T (n) and the previous measurement period T (n-1) between the falling edges.
    Subsequently, based on the current measurement period T (n) and the next prediction period Tf (n + 1), the next prediction period Tf (n + 2) corresponding to the intake stroke of the # 6 cylinder is calculated. The predicted engine speed Nf (n + 2) is calculated during the intake stroke of the # 6 cylinder by converting the engine speed to the prediction period Tf (n + 2).
    Similarly, the predictive throttle opening degree calculating means 10 in the injector control apparatus estimates and calculates the predicted throttle opening degree θf in the intake stroke of the corresponding cylinder of fuel injection at the time tj.
    That is, in Fig. 4, the latest throttle opening degree θ (k) detected at the present time (time tj) and the target throttle opening degree θm (k + s) for each predetermined time ts (a calculation cycle of about 10 msec). Based on (s = 0,1,2, ...), the predicted throttle opening degree θf (n) at the midpoint of the intake stroke of cylinder # 6 is calculated.
    Here, the target throttle opening degree [theta] m (k + s) is already calculated and calculated based on the Excel opening degree [alpha] detected before the delay time Td (see Fig. 3).
    Therefore, the predictive throttle opening degree calculation unit 10 predicts based on the throttle opening degree θ currently detected and the future target throttle opening degree θm according to the Excel opening degree α currently detected. The throttle opening degree θf is estimated.
    On the other hand, between the target throttle opening degree θm output from the target throttle opening degree calculation means 14 in the throttle control device and the throttle opening degree θ detected after the control by the throttle valve control means 15, For example, there is a certain mechanical delay time ta.
    Here, the delay time ta is described as satisfying ta = ts (about 10 msec).
    The predictive throttle opening degree calculating means 10 first calculates the predicted throttle opening degree θf (n) at the time n (intermediate point) to be the calculation target. The predicted throttle opening degree θf (k + s) for each predetermined time ts is calculated.
    That is, the relationship between the target throttle opening degree θm (k + s) at every predetermined time ts (every time k + s) and the throttle opening degree θ (k) actually detected as time k When θm (k + s)> θ (k) is satisfied, the predicted throttle opening degree θf (k) at time k and the predicted throttle opening degree θf (k + s) for each predetermined time ts are Is calculated by the following equation.
    θf (k) = θ (k)
    θf (k + s) = min {θm (k + s-1), θf (k + s-1) + Δθmax}
    However, in Equation 1, Δθ max is the maximum change amount of the throttle opening degree θ at the time of throttle actuator control. In addition, min {X, Y} means that the smaller value among X and Y is selected.
    Equation 1 is applied when the next target throttle opening degree θm (k + s) is larger than the currently detected throttle opening degree θ (k), that is, when the throttle valve 106 is opened. do.
    On the other hand, when the relationship between the target throttle opening degree θm (ks) and the actual throttle opening degree θ (k) taps θm (k + s) ≦ θ (k), at time k The predicted throttle opening degree θf (k) and the predicted throttle opening degree θf (k + s) for each predetermined time ts are calculated by the following expression (2).
    θf (k) = θ (k)
    θf (k + s) = max {θm (k + s-1), θf (k + s-1) -Δθmax}
    However, in Equation 2, max {X, Y} means that the larger value of X and Y is selected.
    Equation 2 is the case that the next target throttle opening degree θm (k + s) is equal to or less than the throttle opening degree θ (k) currently detected, that is, the throttle valve 106 is not closed or changed. Applies in the case.
    In either of the equations (1) and (2), the amount of change in the predicted throttle opening degree [theta] m is limited by the amount of change in the maximum opening degree [Delta] [theta] max of the actual throttle valve 106.
    Subsequently, the prediction throttle opening degree calculation unit 10 predicts the prediction period Tf (n + 1), Tf (n + 2) and the predetermined time ts by the falling time tj of the crank angle signal SGT. The predicted throttle opening degree θf at the midpoint of the intake stroke of the # 6 cylinder is calculated based on the predicted throttle opening degree θf (k + s) for each).
    Here, for the sake of convenience, note the # 6 cylinder, and the midpoint of the intake stroke of the # 6 cylinder (when fuel injection is actually reflected) is the midpoint of the next prediction period Tf (n + 2). do.
    For example, when the prediction throttle opening degree θf (k + s) is calculated every 10 ms, the prediction throttle opening degree θf (n) at time n is the mth prediction from the time k. The interpolation calculation between the throttle opening degree θf (k + m) and the m + 1th prediction throttle opening degree θf (k + m + 1) is obtained as shown in Equation 3 below.
    θf (n) = θf (k + m) + {θf (k + m + 1) -θf (k + m)} ×
    {(tk + Tf (n + 1) + Tf (n + 2) / 2} -10 · m} / 10
    In Equation 3, however, tk is the elapsed time from the detection time of the throttle opening degree θ (k) to the time tj (see Fig. 4).
    M is a value based on the prediction periods Tf (n + 1) and Tf (n + 2), and is expressed as in Equation 4 below.
    m = (tk + Tf (n + 1) + Tf (n + 2) / 2) / 10
    The predicted intake air amount calculating means 11 then predicts the throttle opening degree θf (n) and the predicted engine speed Nf (n + 2) at the falling time tj of the crank angle signal SGT. The estimated intake air amount Qf (n) of the corresponding cylinder to be fuel injected is calculated based on the above.
    Finally, the target fuel injection amount calculating means 12 calculates the target fuel injection amount Fm (n) based on the predicted intake air amount Qf (n), and the fuel injection control means 8 performs the target fuel injection amount. A fuel injection signal J corresponding to (Fm) (n) is output, and fuel injection control for the corresponding cylinder is performed.
    Thus, the target fuel injection quantity Fm is determined by calculating the estimated intake air quantity Qf of the fuel injection corresponding cylinder based on the predicted throttle opening degree θf of the fuel injection corresponding cylinder and the predicted engine speed Nf.
    This makes it possible to suppress the air-fuel ratio unevenness and improve the exhaust gas, even in oversight, without having to perform a control with low reliability such as fuel correction or asynchronous injection as in the conventional apparatus.
    In addition, the target throttle opening degree calculating means 14 in the first embodiment calculates and outputs the target throttle opening degree θm after the predetermined delay time Td has elapsed from the detection time of the Excel opening degree α. However, considering that the delay time Td is related to the engine speed Ne, the target throttle opening degree θm after the lapse of the following delay time corresponding to the predetermined crank angle may be calculated and output. Thereby, the optimum delay time Td can be set, regardless of the difference of the engine speed Ne.
    In addition, although the predictive throttle opening degree calculation means 10 calculated the predictive throttle opening degree θf at the midpoint of the intake stroke, the average value of the predicted throttle opening degree at the start point and the end point of the intake stroke is predicted throttle opening degree. You may calculate as ((theta) f).
    In addition, the delay time Td is set at least more than the length corresponding to the period from the fuel injection start timing tj to the intermediate point of the next intake stroke.
    Thereby, fuel injection can be surely started before the throttle opening degree (theta) actually rises in response to the Excel opening degree (alpha), regardless of the difference in the operation timing of the accelerator pedal 104.
    Further, the calculation of the target fuel injection amount Fm (n) based on the calculation of the predicted intake air amount Qf (n) and the predicted intake air amount Q (n) is performed in a very short time compared with the cycle of the engine stroke. Since it can be performed, it is performed at the timing of the fuel injection start timing tj. Thereby, the rotation speed Ne etc. at the fuel injection start time tj can be reflected, and high precision fuel injection control can be implement | achieved.
    Example 2
    Further, in the first embodiment, the prediction and intake air amount Qf was calculated based on only the predicted throttle opening degree θf and the predicted engine speed Nf, but the variation state of the predicted intake air amount Qf and the actual The corrected predicted intake air amount Qfa may be calculated based on the detected value of the intake air amount Q. FIG.
    Since the predicted intake air amount Qf and the actual intake air amount Q reflect the operating state at the time of detection, the predicted intake air is estimated based on the fluctuation state of the predicted intake air amount Qf and the intake air amount Q. By obtaining the air amount Qfa, it is also possible to determine the target fuel injection amount Fm with high accuracy.
    Fig. 5 is a block diagram showing the main configuration of Embodiment 2 of the present invention in which the predicted intake air amount Qf is corrected based on the intake air amount Q, and the same reference numerals are given to the same components as those described above (see Fig. 1). The detailed description is omitted.
    Similarly to the above, the control unit 120C may include a throttle control device 120B.
    In Fig. 5, the predicted intake air amount correcting means 16 corrects the predicted intake air amount Qf from the predicted intake air amount calculating means 11 based on the intake air amount Q through the intake air amount detecting means 1; The estimated intake air amount Qfa after the correction is output.
    The target fuel injection amount calculation unit calculates the target fuel injection amount Fm based on the predicted intake air amount Qfa after the correction.
    Next, operation of Embodiment 2 of the present invention will be described with reference to the timing chart of FIG.
    FIG. 6 shows the relationship between the stroke of each cylinder of the engine 101 and the target throttle opening degree [theta] m and the predicted intake air amount Qf together with the respective detection signals [alpha], [theta], and Q. Regarding the same waveform as the reference), the same reference numerals are used together, and detailed description thereof is omitted.
    In this case, the predicted intake air amount Qfa used for the calculation of the target fuel injection amount Fm is set as follows based on the predicted intake air amount correcting means 16 as well as the respective calculation means 9-11.
    First, at the falling time tj (see FIG. 6) of the crank angle signal SGT, which becomes the fuel injection start timing of the # 6 cylinder, the predicted intake air amount calculating means 11, as described above, predicts the intake air amount Qf. (n) is calculated.
    Further, the predicted intake air amount correcting means 16 corrects the predicted intake air amount Qf (n) from the intake air amount Q (n) detected at the time tj, and calculates the target fuel injection amount Fm. The predicted intake air amount Qfa (n) used for the calculation is corrected.
    In this case, the estimated intake air amount Qfa (n) after the correction is expressed by the following expression (5).
    Qfa (n) = Q (n) + {Qf (n) -Qf (n-2)}
    That is, the predicted intake air amount Qfa (n) is a value obtained by adding the amount of change {Qf (n) -Qf (n-2)} of the predicted intake air amount Qf to the detected intake air amount Q) (n). do.
    Hereinafter, at the fall time tj of the crank angle signal SGT, the target fuel injection amount calculation unit 12 is based on the corrected predicted intake air amount Qfa (n) and the target fuel injection amount Fm (n). The fuel injection control means 8 performs fuel injection of the target cylinder in accordance with the target fuel injection amount Fm (n).
    In this way, the predicted intake air amount Qf is calculated from the predicted throttle opening degree θf and the predicted engine speed Nf of the fuel injection corresponding cylinder, and the deviation of the predicted intake air amount Qf is added to the intake air amount Q. By calculating the corrected predicted intake air amount Qfa and determining the target fuel injection amount Fm from the predicted intake air amount Qfa, fuel injection control corresponding to fluctuation factors such as water temperature and intake temperature can be performed.
    Therefore, it is not necessary to perform fuel correction or asynchronous injection as in the conventional apparatus, and it is possible to suppress fuel imbalances even in the normal and over-the-counter, and to control the fuel more precisely and to improve the exhaust gas.
    In Equation 5, the detected intake air amount Q is corrected by adding the deviation between the present value Qf (n) and the previous value Qf (n-2) of the predicted intake air amount Qf. The estimated predicted intake air amount Qfa was calculated, but the ratio of the current value Qf (n) to the detected intake air amount Qf (n) to the previous value n-2 of the predicted intake air amount Qf. May be multiplied, and the predicted intake air amount Qfa (n) may be obtained as shown in Equation (6) below.
    Qfa (n) = Q (n) × {Qf (n) / Qf (n-2)}
    In this case, the predicted intake air amount Qfa (n) multiplies the detected intake air amount Q) (n) by the change ratio {Qf (n) / Qf (n-2)} of the predicted intake air amount Qf. It is a value.
    In this way, the predicted intake air amount Qfa is calculated by multiplying the ratio of the predicted intake air amount Qf by the intake air amount Q, and the water temperature is determined by determining the target fuel injection amount Fm from the predicted intake air amount Qfa. It is possible to control fuel corresponding to fluctuating elements such as air and intake temperature.
    The predicted intake air amount correcting means 16 may be included in the function of the predicted intake air amount calculating means 11. Or it may be included in the function of the target fuel injection amount calculation means 12.
    As described above, according to claim 1 of the present invention, a throttle actuator including a throttle valve for adjusting the amount of intake air to the internal combustion engine, an injector for adjusting the fuel injection amount to the internal combustion engine, and an operating state of the internal combustion engine Various sensors to detect, and a control unit for calculating the control amount of the throttle actuator and the injector in accordance with the operating state, the various sensors, the throttle opening degree sensor for detecting the drive amount of the throttle valve as the throttle opening degree, and stepping on the Excel And a crank angle sensor for detecting a crank angle signal indicative of a crank angle reference position for each cylinder, and the control unit includes a throttle actuator based on the excel opening. The target throttle opening degree corresponding to the control amount is calculated, and the opening of the throttle valve is determined by the target throttle opening degree. A throttle control device for controlling, an engine speed detection means for calculating the engine speed based on the crank angle signal, a target fuel injection amount corresponding to the control amount of the injector based on the engine speed and the throttle opening degree, and the injector An injector control device for controlling the fuel injection amount of the fuel to the target fuel injection amount, the injector control device comprising: predicted engine speed calculating means for calculating a predicted engine speed in a predetermined section based on the engine speed; Based on the figure, a predictive throttle opening degree calculating means for calculating a predicted throttle opening degree in a predetermined section, and a predicted intake air amount calculating a predicted and intake air amount in a predetermined section based on the predicted engine speed and the predicted throttle opening degree. Target fuel injection amount calculation for calculating a target fuel injection amount based on the calculation means and the predicted intake air amount As including a stage, there is an effect that even when the excessive fuel injection control of an internal combustion engine to improve the exhaust gas to suppress the imbalance of the air-fuel ratio obtained device.
    Furthermore, according to claim 2 of the present invention, the predictive throttle opening degree calculation unit according to claim 1 calculates the predicted throttle opening degree based on the throttle opening degree and the target throttle opening degree, thereby further reducing the air-fuel ratio imbalance. The fuel injection control apparatus of the internal combustion engine which suppressed and improved exhaust gas is obtained.
    According to claim 3 of the present invention, the sensor according to claim 1, wherein the various sensors include an intake air amount sensor for detecting an intake air amount, and the injector control device corrects the predicted intake air amount based on the intake air amount. And a predicted intake air amount correcting means, wherein the target fuel injection amount calculating means calculates a target fuel injection amount on the basis of the predicted intake air amount corrected by the predicted intake air amount correcting means, so that the target fuel injection amount calculating means can cope with fluctuation factors such as water temperature and intake temperature. It is possible to achieve a control, and also to obtain a fuel injection control device for an internal combustion engine which suppresses an unbalance in air-fuel ratio and improves exhaust gas.
    权利要求:
    Claims (3)
    [1" claim-type="Currently amended] A throttle actuator including a throttle valve for adjusting the amount of intake air to the internal combustion engine,
    An injector for adjusting a fuel injection amount to the internal combustion engine,
    Various sensors for detecting an operating state of the internal combustion engine;
    And a control unit for calculating a control amount of the throttle actuator and the injector according to the operation state,
    The various sensors,
    A throttle opening degree sensor for detecting the driving amount of the throttle valve as the throttle opening degree;
    Excel opening degree sensor which detects stepping amount of Excel as Excel opening degree,
    A crank angle sensor for detecting a crank angle signal indicative of a crank angle reference position for each cylinder;
    The control unit,
    A throttle control device for calculating a target throttle opening degree corresponding to a control amount of the throttle actuator based on the excel opening degree, and controlling the opening degree of the throttle valve to the target throttle opening degree;
    Engine speed detection means for calculating an engine speed based on the crank angle signal;
    An injector control device for calculating a target fuel injection amount corresponding to the control amount of the injector based on the engine speed and the throttle opening degree, and controlling the fuel injection amount of the injector to the target fuel injection amount,
    The injector control device,
    Predicted engine speed calculating means for calculating predicted engine speed in a predetermined section based on the engine speed;
    Predictive throttle opening degree calculation means for calculating a predicted throttle opening degree in the predetermined section based on the throttle opening degree;
    Predicted intake air amount calculating means for calculating a predicted intake air amount in the predetermined section based on the predicted engine speed and the predicted throttle opening;
    And a target fuel injection amount calculating means for calculating the target fuel injection amount based on the predicted intake air amount.
    [2" claim-type="Currently amended] The fuel injection control apparatus for an internal combustion engine according to claim 1, wherein the predictive throttle opening degree calculating means calculates the predictive throttle opening degree based on the throttle opening degree and a target throttle opening degree.
    [3" claim-type="Currently amended] According to claim 1, wherein the various sensors, the intake air amount sensor for detecting the intake air amount,
    The injector control device,
    A predicted intake air amount correcting means for correcting the predicted intake air amount based on the intake air amount,
    And the target fuel injection amount calculating means calculates the target fuel injection amount based on the predicted intake air amount corrected by the predicted intake air amount correcting means.
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    同族专利:
    公开号 | 公开日
    JP3442626B2|2003-09-02|
    JPH11117793A|1999-04-27|
    US6016794A|2000-01-25|
    DE19809010B4|2005-09-15|
    DE19809010A1|1999-04-22|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    1997-10-20|Priority to JP28700597A
    1997-10-20|Priority to JP97-287005
    1998-04-24|Application filed by 다니구찌 이찌로오, 기타오카 다카시, 미쓰비시덴키 가부시키가이샤
    1999-05-25|Publication of KR19990036472A
    2001-03-15|Application granted
    2001-03-15|Publication of KR100284733B1
    优先权:
    申请号 | 申请日 | 专利标题
    JP28700597A|JP3442626B2|1997-10-20|1997-10-20|Fuel injection control device for internal combustion engine|
    JP97-287005|1997-10-20|
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