JPH05141329A - Startup promotion control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To promote atomization of fuel supplied to an internal combustion engine at a low temperature time by providing a heater in a part where a fuel passing cross sectional area of an injector is small, and providing a heater function to carry out heating control on the injector in a control section. CONSTITUTION:There is provided a control section 66 to control a fuel injection quantity from an injector 30 to supply fuel to an internal combustion engine. A heater 64 is provided in a part where a fuel passing cross sectional area of the injector 30 is small. A temperature sensor to detect a fluid temperature of the internal combustion engine is provided in the internal combustion engine, and there is also provided a sensor group to detect an engine operating condition. The control section 66 is provided with a heater function 66A which controls to heat the injector 30 by supplying an electric current to the heater 64 when the detected temperature detected by the temperature sensor is lower than a preset temperature. Thereby, atomization of fuel supplied to the internal combustion engine can be promoted at a low temperature time, so that startability of the internal combustion engine can be improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a start promotion control system for an internal combustion engine, and more particularly to a start promotion control system for an internal combustion engine having a control unit for controlling a fuel injection amount from an injector for supplying fuel to the internal combustion engine.

[0002]

2. Description of the Related Art Some internal combustion engines mounted on vehicles have an air-fuel ratio control device. The air-fuel ratio control device is provided with an exhaust sensor for detecting the exhaust gas component value in the exhaust passage, and the fuel amount and / or the air amount is adjusted based on the exhaust gas component value detected by the exhaust gas to adjust the air-fuel ratio of the air-fuel mixture to a target value. The feedback control is performed so that the exhaust purification performance by the catalyst body and the output performance and operation performance of the internal combustion engine are improved.

In addition, as a fuel injection valve, the actual Japanese Kokoku Sho 58-
As disclosed in Japanese Patent No. 56374, in an injection valve in which fuel is injected from an injection hole formed in a tip portion of a valve body, the valve body is made of ceramic and a heating element is embedded in the ceramic valve body. There was something I did.

Further, in a fuel injection valve of a diesel engine, as disclosed in Japanese Utility Model Publication No. 61-2304,
The injection port member facing the combustion chamber is made of a ceramic body, and the injection port is made up of a small diameter hole opened and closed by a needle valve and a large diameter hole connected to the outlet side of the small diameter hole. In some cases, the nozzle member is equipped with a heater that is electrically heated when the temperature is below a predetermined value.

[0005]

By the way, in the conventional injector, the needle valve having the conical valve portion in the space formed in the main body is constantly pressed by the spring against the valve seat provided in the space. It had been. When the solenoid is energized, the needle valve moves against the urging force of the spring, and the conical valve portion separates from the valve seat to inject fuel into the internal combustion engine.

However, when the temperature is low, the atomization of the fuel cannot be promoted, which deteriorates the startability of the internal combustion engine and increases the exhaust amount of harmful components in the exhaust gas. Therefore, there is a disadvantage that it is disadvantageous in practical use.

[0007]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides an internal combustion engine having a control unit for controlling the fuel injection amount from an injector for supplying fuel to the internal combustion engine. A heater is provided in a portion where the fuel passage cross-sectional area is small, a temperature sensor for detecting the fluid temperature of the internal combustion engine is provided in the internal combustion engine, and a sensor group for detecting the engine operating state is provided, and the detected temperature detected by the temperature sensor Is lower than a preset set temperature, a heater function for controlling the heater to be energized to heat the injector is added to the control unit.

[0008]

According to the invention as described above, when the internal combustion engine is operated, the temperature sensor detects the intake air temperature, the cooling water temperature or the fuel temperature, and the detected temperature detected by this temperature sensor is lower than the set temperature. When the temperature is low, the control section energizes the heater provided in the injector to heat the injector, thereby promoting atomization of the fuel supplied to the internal combustion engine.

[0009]

Embodiments of the present invention will be described in detail below with reference to the drawings.

1 to 6 show an embodiment of the present invention. In FIG. 6, 2 is an internal combustion engine, 4 is an intake passage,
6 is an exhaust passage.

The intake passage 4 of the internal combustion engine 2 is divided from the upstream side into first to third intake passages 4-1 to 4-3, and between the first and second intake passages 4-1 and 4-2. The air cleaner 8 and the air flow meter 10 are connected. A throttle body 12 and an intake manifold 14 are connected to the downstream side of the second intake passage 4-2.

An intake throttle valve 16 is provided in the throttle body 12. In addition, the intake manifold 14
Has a surge tank section 4-A which is an intake collecting section, and a third intake passage 4-3 which connects the surge tank section 4-A and the combustion chamber 18.

Further, the exhaust passage 6 of the internal combustion engine 2 is formed by an exhaust manifold 20, an upstream exhaust pipe 22, a catalytic converter 24 and a downstream exhaust pipe 26 which are sequentially connected from the upstream side. Exhaust passage 6 in the catalytic converter 24
A catalyst body 28 is provided in the.

An injector 30 is attached to each combustion chamber 18 of the internal combustion engine 2. This injector 3
0 is communicated with the fuel tank 36 by the fuel supply passage 34 through the fuel distribution passage 32. A fuel pump 38 is provided in the fuel tank 36. Fuel pump 3
The fuel to be pressure-fed at 8 is dust removed by the fuel filter 40, is supplied to the fuel distribution passage 32 by the fuel supply passage 34, and is distributed and supplied to the injector 30 by the fuel distribution passage 32.

The fuel distribution passage 32 is provided with a fuel pressure adjusting section 42 for adjusting the fuel pressure. The fuel pressure adjusting unit 42 adjusts the fuel pressure to a constant value by the intake pressure introduced from the pressure guiding passage 44 communicating with the intake passage 4,
Excess fuel is returned to the fuel tank 36 through the fuel return passage 46.

The fuel tank 36 is provided so as to communicate with the intake passage 4 of the throttle body 12 by an evaporated fuel passage 48, and the fuel tank 36 is provided in the middle of the evaporated fuel passage 48.
A two-way valve 50 and a canister 52 are sequentially provided from the side.

A bypass passage 54, which bypasses the intake throttle valve 16 of the throttle body 12 and communicates with the intake passage 4, is provided, and an idle air amount control valve 56 is provided in the middle of the bypass passage 54.

The idle air amount control valve 56 opens / closes the bypass passage 54 to increase / decrease the air amount when the idling speed needs to be adjusted at the time of starting or at a high temperature or when the electric load is increased. It stabilizes the rotation speed.

Reference numeral 58 is an air regulator, reference numeral 60 is a power steering switch, and reference numeral 62 is a power steering air amount control valve.

A heater 64 is provided at a portion of the injector 30 where the fuel passage cross-sectional area is small, and the internal combustion engine 2
An air flow meter 10 having an intake air temperature sensor function which is a temperature sensor for detecting a fluid temperature of the internal combustion engine 2, for example, an intake air temperature, a cooling water temperature or a fuel temperature, a water temperature sensor 96 and a fuel temperature sensor 100 are provided in the engine. A sensor group for detecting an operating state is provided, and when the detected temperature T detected by the temperature sensor, for example, the air flow meter 10 is lower than a preset temperature T1, a heater 64 is energized to inject the injector 30.
A heater function for controlling the heating is added to the control unit 66.

More specifically, the injector 30 is provided with a space 68 for supplying fuel therein. The space 68 is formed by the fuel inlet 68a on the upstream side and the injection port 6 on the downstream side.
I am in contact with 8b. A filter 70, a fixed iron core 72, a movable iron core 74, a needle valve 7 are arranged in this space 68 from the upstream side.
6 are sequentially arranged, and a solenoid 78 is arranged around the fixed iron core 72 and the movable iron core 74.

A heater 64 is provided at a portion of the injector 30 where the fuel passage cross-sectional area is small, for example, at the injection port 68b portion of the injector 30.

The heater 64 corresponds to the injector 30.
The electric connector 80 is connected to the heater electric control unit 66A added to the control unit 66 via the first relay 82-1. An injector warm-up lamp 84 is connected to the control unit 66. A battery 86 is connected to the electric connector 80 via a second relay 82-2.

Further, the control unit 66 includes an air flow meter 10 having an intake air temperature sensor function, an injector 30, a water temperature sensor 96, a fuel temperature sensor 100,
The idle air amount control valve 56, the power steering air amount control valve 62, the distributor 90, the crank angle sensor 88 which is a sensor group, the opening sensor 92 of the intake throttle valve 16, the knock sensor 94, and the vehicle speed sensor 98. Etc. are connected to each other. In addition, distributor 90
Is connected to the control unit 66 via the ignition coil 102 and the ignition power unit 104.

Reference numeral 106 is a dash pot, 10
8 is a battery, 110 is a thermofuse, 112 is an alarm relay, 114 is a warning light, and 116 is a main switch.

Next, the operation of the start promotion control device will be described with reference to the flowchart of FIG.

The program is started (202), and thereafter the ignition switch is turned on (204) to read the intake air temperature, the cooling water temperature or the fuel temperature (2
06).

Next, it is judged whether the intake air temperature, the cooling water temperature or the fuel temperature, for example, the intake air temperature T exceeds the set temperature T1 (208). If the judgment (208) is YES, the heater is determined. This program is ended (212) by turning off 64 (210).

When the judgment (208) is NO, the heater 64 built in the injector 30 is energized (21
4) Do. Then, as shown in FIG. 2, the injector warm-up lamp 84 is turned on for a time of a value that is inversely proportional to the intake air temperature or the cooling water temperature, which is the fluid temperature, to inform the driver of the warm-up state of the heater 64 in the injector 30. (216).

Thereafter, the starter is turned on (218) to start the internal combustion engine 2 (220), the intake air temperature, the cooling water temperature or the fuel temperature is read again (222), and the intake air temperature T exceeds the set temperature T1. Judgment whether or not (22
4) is performed, and if this determination (224) is YES,
The heater 64 is turned off (210) and the program is ended (212).

When the judgment 224 is NO, the heater 64 is turned on (226), and then the process returns to the judgment (224).

At this time, the heater current A is A = AH1 ×
It is represented by x + AH2. AH1 in the above formula
Is a value due to the characteristic of the heater current that is inversely proportional to the intake air temperature, the cooling water temperature, or the fuel temperature, as shown in FIG. 3, and AH2 is the slope of the heater current with respect to the engine speed and the engine load, as shown in FIG. The value to be shown, x
Is a fixed value (a value of 0 to 1.0) or a variable value (variable range is 0 to 1.0) with parameters such as engine speed (Ne), engine load, intake air temperature, and cooling water temperature.

As a result, the heater current control unit 66A of the control unit 66 energizes the heater 64 to heat the injector 30 when the intake air temperature T is lower than the preset temperature T1. It is possible to promote atomization of the fuel supplied to the engine, improve the startability of the internal combustion engine, and reduce the exhaust amount of harmful components in the exhaust gas at low temperatures, which is practically advantageous. ..

Further, since the heater is provided at the portion where the fuel passage cross-sectional area of the injector is small, the injector can be efficiently heated even with a small current.

The present invention is not limited to the above-mentioned embodiment, but various application modifications are possible.

For example, in the embodiment of the present invention, only the intake air temperature is used as the fluid temperature, and the intake air temperature and the set temperature are compared, but it is also possible to make a determination by combining the intake air temperature, the cooling water temperature, and the fuel temperature. It is possible.

[0037]

As described in detail above, according to the present invention, a heater is provided at a portion of the injector where the fuel passage cross-sectional area is small, and a temperature sensor for detecting the fluid temperature of the internal combustion engine is provided in the internal combustion engine, and the engine is operated. A sensor group that detects the state is provided, and if the detected temperature detected by the temperature sensor is lower than the preset temperature, a heater function is added to the control unit to control to energize the heater and heat the injector. Since it is provided, the atomization of the fuel supplied to the internal combustion engine at low temperature can be promoted, the startability of the internal combustion engine can be improved, and the exhaust amount of harmful components in the exhaust gas at low temperature can be reduced. Therefore, it is practically advantageous. Also,
Since the heater is provided at the portion where the fuel passage cross-sectional area of the injector is small, the injector can be efficiently heated even with a small current.

[Brief description of drawings]

FIG. 1 is a flowchart of a start promotion control device for an internal combustion engine showing an embodiment of the present invention.

FIG. 2 is a diagram showing a relationship between a warm-up ON time of a heater and an intake air temperature or a cooling water temperature.

FIG. 3 is a diagram showing a relationship between a heater current and an intake air temperature, a cooling water temperature, or a fuel temperature.

FIG. 4 is a diagram showing a relationship between a heater current and an engine speed.

FIG. 5 is an enlarged view of a main part of a startup promotion control device for an internal combustion engine.

FIG. 6 is a schematic explanatory diagram of a start promotion control device for an internal combustion engine.

[Explanation of symbols]

 2 Internal Combustion Engine 10 Air Flow Meter 14 Intake Manifold 20 Exhaust Manifold 24 Catalytic Converter 30 Injector 36 Fuel Tank 40 Fuel Filter 52 Canister 58 Air Regulator 64 Heater 66 Control Part 66A Heater Electric Control Part 68 Space Part 70 Filter 72 Fixed Iron Core 74 Movable Iron Core 76 Needle valve 78 Solenoid 80 Electrical connector 82 Relay 84 Injector warm-up lamp 86 Battery 88 Crank angle sensor 90 Distributor 92 Opening sensor 94 Knock sensor 96 Water temperature sensor 98 Vehicle speed sensor 100 Fuel temperature sensor 102 Ignition coil 104 Ignition power unit 106 Dash Pot 108 Thermofuse 110 Alarm relay 112 Warning light 114 Main switch

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[Procedure amendment]

[Submission date] January 14, 1992

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 1]

[Fig. 2]

[Figure 3]

[Figure 4]

[Figure 5]

[Figure 6]

Continuation of front page (51) Int.Cl. ⁵ Identification code Office reference number FI technical display location 8923-3G F02M 31/12 321 E

Claims (1)

[Claims] 1. An internal combustion engine having a control unit for controlling a fuel injection amount from an injector for supplying fuel to the internal combustion engine, wherein a heater is provided at a portion where the fuel passage cross section of the injector is small, and the internal combustion engine is provided with the internal combustion engine. A temperature sensor that detects the fluid temperature of the engine is provided, and a sensor group that detects the engine operating state is provided.If the detected temperature detected by this temperature sensor is lower than the preset temperature, turn on the heater. A startup promotion control device for an internal combustion engine, wherein a heater function for controlling to heat the injector is added to the control unit.