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JPS6090934A - Method of controlling fuel supply when internal- combustion engine is operated with its throttle valve being fully opened - Google Patents

Method of controlling fuel supply when internal- combustion engine is operated with its throttle valve being fully opened

Info

Publication number
JPS6090934A
JPS6090934A JP58199637A JP19963783A JPS6090934A JP S6090934 A JPS6090934 A JP S6090934A JP 58199637 A JP58199637 A JP 58199637A JP 19963783 A JP19963783 A JP 19963783A JP S6090934 A JPS6090934 A JP S6090934A
Authority
JP
Japan
Prior art keywords
engine
throttle valve
value
basic fuel
fully open
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP58199637A
Other languages
Japanese (ja)
Inventor
Akihiko Koike
明彦 小池
Osamu Goto
治 後藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP58199637A priority Critical patent/JPS6090934A/en
Publication of JPS6090934A publication Critical patent/JPS6090934A/en
Pending legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/24Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425Particular ways of programming the data
    • F02D41/2429Methods of calibrating or learning
    • F02D41/2451Methods of calibrating or learning characterised by what is learned or calibrated
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002Controlling intake air
    • F02D41/0007Controlling intake air for control of turbo-charged or super-charged engines
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

PURPOSE:To improve the accelerating performance of an engine and to purify the exhaust gas of the same, by storing a plurality of groups of base fuel quantity according to parameters relating to particular conditions of engine operation, and reading out a base fuel quantity that differs depending on whether the engine is operated with its throttle valve being fully. CONSTITUTION:In an engine control unit (ECU) 5, which controls operation of a fuel injection valve 4 according to the conditions of engine operation detected from the output signals of means such as a sensor 9 for detecting the absolute pressure in an intake pipe, a water-temperature sensor 11 and an engine-speed sensor 12 for detecting parameters representing the conditions of engine operation, a base injection period is calculated at first in calculating the valve opening period of the fuel injection valve 4. The base injection period is read out, according to the engine speed and the absolute pressure in the intake pipe, from either of a base map or a map selected through detection of whether the engine is operated with its throttle valve being fully opened, and a required valve opening period is obtained by correcting the base injection period by use of parameters such as the temperature of engine cooling water.

Description

【発明の詳細な説明】 本発明は内燃エンジンのスロットル弁全開運転時の燃料
供給制御方法に関し、特にスロットル弁全開運転時にエ
ンジンに供給する燃料fftエンジン運転状態に応じて
加速特性、排気ガス特性、燃費特性等全最適にし、ノン
キング等を防止するに好適な所要量に制御する燃料供給
制御方法に関する。
DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel supply control method for an internal combustion engine when the throttle valve is fully open, and in particular, the acceleration characteristics, exhaust gas characteristics, The present invention relates to a fuel supply control method for fully optimizing fuel consumption characteristics and controlling the required amount to a value suitable for preventing non-king and the like.

内燃エンジン、特にガソリンエンジンの燃料噴射装置の
開弁時間を少(とも吸気管内の絶対圧に応じた基準値に
、エンジンの作動状態を表わす諸元、例えば、エンジン
回転数、吸入空気温度、エンジン水温、スロットル弁開
度、排気濃度(酸素濃度)、大気圧力等に応じた定数お
よび/または係数全電子的手段により加算および/また
は乗算することにより決定して燃料噴射址ヲ制御し、も
ってエンジンに供給される混合気の空燃比を制御するよ
うにした燃料供給制御方法が知られている。
Reduce the valve opening time of the fuel injection system of internal combustion engines, especially gasoline engines (in both cases, the reference value according to the absolute pressure in the intake pipe and the specifications representing the operating state of the engine, such as engine speed, intake air temperature, engine Constants and/or coefficients corresponding to water temperature, throttle valve opening, exhaust gas concentration (oxygen concentration), atmospheric pressure, etc. are determined by addition and/or multiplication by all-electronic means to control the fuel injection position, thereby controlling the engine. A fuel supply control method is known in which the air-fuel ratio of the air-fuel mixture supplied to the fuel tank is controlled.

かかる燃料供給制御方法において、従来、例えば特冊昭
57−137633号に開示されるようにスロットル弁
が全開位置近傍に開弁されエンジンが高負荷運転状態で
あるスロットル弁全開運転状態にあること全検出したと
き、エンジンに供給する燃料量全上述の基準値に一定値
の増量係数を乗算することによシ決定し、加速特性等の
運転性能の向上を図っている。
In such a fuel supply control method, conventionally, as disclosed in, for example, special issue No. 137633/1980, the throttle valve is opened near the fully open position and the engine is in a high load operating state, that is, the throttle valve is fully opened. When detected, the total amount of fuel to be supplied to the engine is determined by multiplying the above-mentioned reference value by a constant increase coefficient, in order to improve driving performance such as acceleration characteristics.

一方、エンジンのスロットル弁全開運転時において広い
作動領域を有するエンジン、特に過給機を備える内燃エ
ンジンに供給される燃料量はスロットル弁全開運転時の
エンジン運転状態に最適な空燃比となるように設定する
必要がある。
On the other hand, when the engine is operating with the throttle valve fully open, the amount of fuel supplied to an engine that has a wide operating range, especially an internal combustion engine equipped with a supercharger, is adjusted so that the air-fuel ratio is optimal for the engine operating condition when the throttle valve is fully open. Must be set.

第1図の斜線で示す運転領域は過給機を備える内燃エン
ジンのスロットル弁全開運転領域全例示し、該スロット
ル弁全開運転領域の区分された各運転領域に示される数
字はエンジンが当該運転領域にあるとき、最適な加速性
能、排気ガス性能、燃費性能等が得られしかもノンキン
グの防止等のために設定された供給混合気の空燃比を表
わしている。
The operating range indicated by diagonal lines in FIG. 1 indicates all the throttle valve fully open operating ranges of an internal combustion engine equipped with a supercharger. , the air-fuel ratio of the supplied air-fuel mixture is set to obtain optimal acceleration performance, exhaust gas performance, fuel efficiency, etc., and to prevent non-king.

然るに、スロットル弁全開運転時にエンジンに供給され
る燃料量を、上述のように基準値に一定値である増量係
数を乗算して決定する方法ではスロットル弁全開運転領
域の全域に亘ってエンジン運転状態に応じた所要の燃料
量を正確に設定することが困離である。
However, in the method described above, in which the amount of fuel supplied to the engine when the throttle valve is fully open is determined by multiplying the reference value by a constant value increase coefficient, the amount of fuel supplied to the engine when the throttle valve is fully open is It is difficult to accurately set the required amount of fuel depending on the amount of fuel.

本発明は斯かる問題点km決せんがためになされたもの
で、内燃エンジンの特定のエンジン運転パラメータ値に
応じて決定した基本燃料it他のエンジン運転パラメー
タ値に応じてエンジン運転状態に好適な所要値に補正し
、該補正した燃料量をエンジンに供給する燃料供給制御
方法において、前記特定のエンジン運転パラメータ値に
応じた第1及び第2の複数の基本燃料量群を記憶手段に
予め記憶し、エンジンが所定のスロットル弁全開運転領
域にあるか否かを検出し、エンジンが該所定スロットル
弁全開運転領域にあるとき、前記記憶手段に記憶された
第1の基本燃料量群から前記特定のエンジン運転パラメ
ータ値に応じた基本燃料量を読出し、エンジンが前記所
定スロン辛%全開運転領域以外の領域にあるとき前記記
憶手段に記憶された第2の基本燃料量群から前記特定の
エンジン運転パラメータ値に応じた基本燃料量を読出す
ようにしてスロットル弁全開運転時の供給燃料量全エン
ジン運転状態に応じた所要量に正確に制御する内燃エン
ジンのスロットル弁全開運転時の燃料供給制御方法を提
供するものである。
The present invention has been made in order to solve such problems, and the present invention has been made to solve this problem. In the fuel supply control method for correcting the fuel amount to a required value and supplying the corrected fuel amount to the engine, a plurality of first and second basic fuel amount groups corresponding to the specific engine operating parameter value are stored in advance in a storage means. detecting whether or not the engine is in a predetermined throttle valve fully open operating region, and when the engine is in the predetermined throttle valve fully open operating region, the specified amount is determined from the first basic fuel amount group stored in the storage means; A basic fuel amount corresponding to the engine operating parameter value is read out, and when the engine is in a region other than the predetermined throttle dry % full-throttle operating region, the specific engine operating parameter value is read out from the second basic fuel amount group stored in the storage means. Fuel supply control method during fully open throttle valve operation of an internal combustion engine, in which the amount of fuel supplied during fully open throttle valve operation is precisely controlled to the required amount according to all engine operating conditions by reading out a basic fuel amount according to a parameter value It provides:

更に、エンジン冷間時には前述の基準値にエンジン水温
増量係数を乗算して、エンジンに供給される混合気が理
論空燃比より燃料過濃例のエンジン水温に応じた所定空
燃比になるように供給燃料量を決定するようにしている
。然るに、上述の第1の発明のようにエンジンがスロッ
トル弁全開運転状態にあるとき、混合気の空燃比が前記
第1図に示した空燃比となるよう、即ち燃料過濃となる
ように設定された基準値に更にエンジン水温増量係数を
乗算するとエンジンに供給される混合気の空燃比は極め
て燃料過濃となり所謂アフタファイヤ(未燃混合気が排
気系で爆発的に燃焼する現象)等の不都合な現象が生じ
る。
Furthermore, when the engine is cold, the above-mentioned reference value is multiplied by the engine water temperature increase coefficient, so that the air-fuel mixture supplied to the engine is supplied to a predetermined air-fuel ratio corresponding to the engine water temperature in an example of richer fuel than the stoichiometric air-fuel ratio. I am trying to determine the amount of fuel. However, as in the first invention described above, when the engine is operating with the throttle valve fully open, the air-fuel ratio of the air-fuel mixture is set to be the air-fuel ratio shown in FIG. 1, that is, the fuel is rich. When the reference value is further multiplied by the engine water temperature increase coefficient, the air-fuel ratio of the air-fuel mixture supplied to the engine becomes extremely rich, resulting in so-called afterfire (a phenomenon in which unburned air-fuel mixture explodes in the exhaust system). An inconvenient phenomenon occurs.

第2の発明は斯る問題点を解決するためになされたもの
で、エンジンが所定のスロットル弁全開運転領域にある
か否か全検出し、エンジンが該所定スロットル弁全開運
転領域にあう且つエンジン温度検出値が所定値以上であ
る特定の運転条件が成立したとき前記記憶手段に記憶さ
れた第1の基本燃料量群から前記特定のエンジン運転パ
ラメータ値に応じた基本燃料量を読出し、前記特定の運
転条件が成立しないとぎ、前記記憶手段に記憶された第
2の基本燃料量群から前記特定のエンジン運転パラメー
タ値に応じた基本燃料量を読出すようにしてエンジンが
冷間状態にあり、且つスロットル弁全開運転時にエンジ
ンに供給される混合気のオーバリッチ化の防止を図った
内燃エンジンのスロットル弁全開運転時の燃料供給制御
方法を提供するものである。
The second invention has been made to solve this problem, and it is possible to completely detect whether or not the engine is in a predetermined throttle valve fully open operating region, and to detect whether the engine is in the predetermined throttle valve fully open operating region and the engine is in the predetermined throttle valve fully open operating region. When a specific operating condition in which the detected temperature value is equal to or greater than a predetermined value is established, a basic fuel amount corresponding to the specific engine operating parameter value is read out from the first basic fuel amount group stored in the storage means, and the specified when the engine is in a cold state, a basic fuel amount corresponding to the specific engine operating parameter value is read out from a second basic fuel amount group stored in the storage means, unless the operating condition is satisfied; Another object of the present invention is to provide a fuel supply control method for an internal combustion engine when the throttle valve is fully open, which prevents over-richness of the air-fuel mixture supplied to the engine when the throttle valve is fully open.

以下本発明の実施例を添付図面全参照して説明する。Embodiments of the present invention will be described below with reference to all the accompanying drawings.

第2図は本発明の方法が適用される燃料供給制御装置の
全体の構成図であシ、符号1は例えば4気筒の内燃エン
ジンを示す。エンジン1には吸気管2が接続され、吸気
管2の途中にはスロットル弁3が設けられている。吸気
管2のエンジン1とスロットル弁3間には燃料噴射弁4
が設けられ、この燃料噴射弁4は吸気管2の図示しない
吸気弁の少し上流側に各気筒ごとに設けられ、図示しな
い燃料ポンプに接続されていると共に電子コントロール
ユニット(以下「EcUJという)5に電気的に接続さ
れている。
FIG. 2 is an overall configuration diagram of a fuel supply control system to which the method of the present invention is applied, and reference numeral 1 indicates, for example, a four-cylinder internal combustion engine. An intake pipe 2 is connected to the engine 1, and a throttle valve 3 is provided in the middle of the intake pipe 2. A fuel injection valve 4 is located between the engine 1 and the throttle valve 3 in the intake pipe 2.
This fuel injection valve 4 is provided for each cylinder slightly upstream of an intake valve (not shown) in the intake pipe 2, is connected to a fuel pump (not shown), and is connected to an electronic control unit (hereinafter referred to as "EcUJ") 5. electrically connected to.

エンジンlの排気管6には過給機7のタービン7aが配
設されており、このタービン7aはエンジン1からの排
気ガスによってスロットル弁3上流の吸気管2に配設さ
れたコンプレッサ7bi駆動するようにしている。
A turbine 7a of a supercharger 7 is disposed in the exhaust pipe 6 of the engine 1, and this turbine 7a is driven by the exhaust gas from the engine 1 to a compressor 7bi disposed in the intake pipe 2 upstream of the throttle valve 3. That's what I do.

前記スロットル弁3の直ぐ下流の吸気管2には管8を介
して絶対圧PBAセンサ9が設けられ、該センサ9は吸
気管内絶対圧信号yEcU5に供給する。更に、吸気管
2には吸気温センサlOが取シ付けられており、この吸
気温センサ10もECU3に吸気温信号を供給する。前
記スロットル弁3にはスロットル弁開度センサ13が連
設されてスロットル弁3の弁開度信号2ECU5に供給
する。
An absolute pressure PBA sensor 9 is provided in the intake pipe 2 immediately downstream of the throttle valve 3 via a pipe 8, and the sensor 9 supplies an intake pipe absolute pressure signal yEcU5. Further, an intake temperature sensor 10 is attached to the intake pipe 2, and this intake temperature sensor 10 also supplies an intake temperature signal to the ECU 3. A throttle valve opening sensor 13 is connected to the throttle valve 3 and supplies a valve opening signal 2 of the throttle valve 3 to the ECU 5.

エンジン1本体にはエンジン水温センサ11が設けられ
、このセンサ11はサーミスタ等から成シ、冷却水が充
満したエンジン気筒周壁内に挿着されて、その検出水温
信号音EcU5に供給する。
The main body of the engine 1 is provided with an engine water temperature sensor 11, which is made of a thermistor or the like, and is inserted into the circumferential wall of the engine cylinder filled with cooling water, and supplies the detected water temperature signal sound EcU5.

エンジン回転数センサ(以下rNeセンセンサいう)1
2がエンジンの図示しないカム軸周囲又はクランク軸周
囲に取シ付けられており、Neセンサ12はエンジンの
所定回転位置を検出してこの回転位置信号Ne1ECU
5に供給する。前記過給機7のタービン7aとエンジン
1との間の排気管6には02センサ14が挿着されこの
センサ14は排気中の酸素濃度を検出し、その検出値信
号をECU3に供給する。
Engine speed sensor (hereinafter referred to as rNe sensor) 1
2 is attached around the camshaft or crankshaft (not shown) of the engine, and the Ne sensor 12 detects a predetermined rotational position of the engine and outputs this rotational position signal Ne1ECU.
Supply to 5. An 02 sensor 14 is inserted into the exhaust pipe 6 between the turbine 7a of the supercharger 7 and the engine 1, and this sensor 14 detects the oxygen concentration in the exhaust gas and supplies the detected value signal to the ECU 3.

更に、ECU3には他のエンジンパラメータセンサ15
、例えは大気圧上ンザ、背圧センサ等が接続されて、こ
のセンサ15は他のエンジンパラメータ4B月をECU
3に供給する。
Furthermore, the ECU 3 includes other engine parameter sensors 15.
, for example, an atmospheric pressure sensor, a back pressure sensor, etc. are connected, and this sensor 15 transmits other engine parameters to the ECU.
Supply to 3.

ECU3は上述の各種エンジンパラメータ信号ニ基いて
エンジンのスロットル弁全開運転状態等の運転状態全判
別し、判別した運転状態に好適な所要の燃料相がエンジ
ンに供給されるように次式に基いて燃料噴射弁4の開弁
時間TOUT f演算する。
The ECU 3 determines all operating conditions of the engine, such as the throttle valve fully open operating condition, based on the various engine parameter signals mentioned above, and supplies the required fuel phase suitable for the determined operating condition to the engine based on the following equation. The valve opening time TOUT f of the fuel injection valve 4 is calculated.

TOUT=Ti XKTWXKWOT XKI −1−
に2ここにTiは燃料噴射弁4の基本噴射時間を示し、
このTi値は、後述するようにエンジンがスロットル弁
全開運転領域にあるか否かに応じて基本マツプ及び全開
域(WOT)マツプのいずれか一方のマツプを選択し、
選択したマツプから吸気管内絶対圧値PBA及びエンジ
ン回転数値Neに応じて読み出される。KTWは実際の
エンジン水温Wによってテーブルよ請求められる第1の
燃料増量係数、Kwo Tは後述するようにスロットル
弁全開運転時にエンジン水温に応じて所定値に設定され
る第2の燃料増量係数である。Kl及びに2は他の補正
係数又は補正変数であってその値Kl、に2は夫々前述
の各種センサ、すなわち吸気管内絶対圧センサ9.吸気
温センサ10.ニンジン水温センサ11゜Neセンサ1
2.スロットル弁開度センサ13,02センサ14及び
他のエンジンパラメータセンサ15からのエンジンパラ
メータ信号に応じて所定の演算式に基いて演算される。
TOUT=Ti XKTWXKWOT XKI -1-
2 Here, Ti indicates the basic injection time of the fuel injection valve 4,
This Ti value is determined by selecting either a basic map or a wide open range (WOT) map depending on whether or not the engine is in a fully open throttle valve operating range, as will be described later.
It is read out from the selected map according to the intake pipe absolute pressure value PBA and the engine speed value Ne. KTW is the first fuel increase coefficient determined from a table according to the actual engine water temperature W, and Kwo T is the second fuel increase coefficient that is set to a predetermined value according to the engine water temperature when the throttle valve is fully open, as will be described later. be. Kl and 2 are other correction coefficients or correction variables, and the values Kl and 2 are the values of the various sensors described above, that is, the intake pipe absolute pressure sensor 9. Intake temperature sensor 10. Carrot water temperature sensor 11°Ne sensor 1
2. It is calculated based on a predetermined calculation formula according to engine parameter signals from the throttle valve opening sensor 13, 02 sensor 14 and other engine parameter sensors 15.

ECU 5は上述のようにしてめた燃料噴射時間TOU
Tに基いて燃料噴射弁4全開弁させる駆動信号を該噴射
弁4に供給する。
ECU 5 is the fuel injection time TOU set as described above.
Based on T, a drive signal is supplied to the fuel injection valve 4 to fully open the fuel injection valve 4.

第3図は第2図のi弓CU 5内部の回路構成を示す図
で、Hr、 2図のNeセンサ12からのエンジン回転
数信号は波形整形回路501で波形整形された後、TI
)C信号として中央処理装置(以下「CPU」という)
503に供給されると共にMeカウンタ502にも供給
される。Meカウンタ502はNeセンサ12からの前
回所定位置信号の入力時から今回D[定位置信号の人力
時までの時間間隔を計数するもので、計数値Meはエン
ジン回転数Neの逆数に比例する。Meカウンタ502
はこの計数値Meをデータノくス510を介してCPU
503に供給する。
FIG. 3 is a diagram showing the circuit configuration inside the i-bow CU 5 of FIG.
) C signal as a central processing unit (hereinafter referred to as "CPU")
503 and is also supplied to the Me counter 502. The Me counter 502 counts the time interval from the previous input of the predetermined position signal from the Ne sensor 12 to the current manual input of the D[fixed position signal, and the count value Me is proportional to the reciprocal of the engine rotation speed Ne. Me counter 502
sends this count value Me to the CPU via the data node 510.
503.

第2図の絶対圧PBAセンサ9.吸気温センサ10゜エ
ンジン水温センサ11.Ozセンサ14及び他のエンジ
ンパラメータセ/す15の各出力調号はレベル修正回路
504で所定電圧レベルに修正された後、マルチプレク
サ505により順次A/Dコンバータ506に供給され
る。A/Dコンバータ506は前述の各センサからの出
力信号全順次デジタル信号に変換して該デジタル信号を
データバス510を介してCPU503に供給する。
Absolute pressure PBA sensor 9 in FIG. Intake temperature sensor 10° Engine water temperature sensor 11. Each output key signature of the Oz sensor 14 and other engine parameter sets 15 is corrected to a predetermined voltage level by a level correction circuit 504, and then sequentially supplied to an A/D converter 506 by a multiplexer 505. The A/D converter 506 sequentially converts all of the output signals from the aforementioned sensors into digital signals and supplies the digital signals to the CPU 503 via the data bus 510.

CPU503は、更に、データバス510を介してリー
ドオンメモリ(以下r)tOMJという)507、ラン
ダムアクセスメモリ(l(AM ) 50g及び駆動回
路509に接続されておシ、托AM508はCPU50
3での演算結果等全一時的に記憶し、R,0M507に
はCPU503で実行される制御プログラム、後述する
燃料噴射弁40基本及びWOTマツプ等が記憶されてい
る。CPU503はROM507に記憶されている制御
プログラムに従って前述の各種エンジンパラメータ信号
に応じた燃料噴射弁4の燃料噴射時間TOUTを演算し
てこれらの演算値全データバス510を介して駆動回路
509に供給する。駆動回路509は前記演算値に応じ
て燃料噴射弁4全開弁させる駆動信号を該噴斜弁4に供
給する。
The CPU 503 is further connected to a read-on memory (hereinafter referred to as tOMJ) 507, a random access memory (l(AM)) 50g, and a drive circuit 509 via a data bus 510.
3, and the R,0M 507 stores therein the control program executed by the CPU 503, the basics of the fuel injection valve 40 to be described later, a WOT map, etc. The CPU 503 calculates the fuel injection time TOUT of the fuel injection valve 4 according to the various engine parameter signals mentioned above according to the control program stored in the ROM 507 and supplies all these calculated values to the drive circuit 509 via the data bus 510. . The drive circuit 509 supplies the injection slope valve 4 with a drive signal to fully open the fuel injection valve 4 in accordance with the calculated value.

第4図は第3図のCPU503内で前記TDC信号のパ
ルス発生毎に実行される燃料噴射弁4の開弁時間TOU
Tを演算する手順を示すフローチャートである。
FIG. 4 shows the valve opening time TOU of the fuel injection valve 4, which is executed in the CPU 503 of FIG. 3 every time a pulse of the TDC signal is generated.
It is a flowchart which shows the procedure of calculating T.

先ず、ステップ1乃至3においてエンジンがスロットル
弁全開運転状態にあるか否かを判別する。
First, in steps 1 to 3, it is determined whether the engine is operating with the throttle valve fully open.

このスロットル弁全開運転状態の判別は実エンジン回転
数Neと吸気管内絶対圧値PBAによって判別するもの
で、実エンジン回転数Neが所定判別回転数NKWOT
(例えば3000rpm)よシ小さい場合、即ちステッ
プ10判別結果が否定(NO)の場合ステップ2に進み
、吸気管内絶対圧PBAが第1の所定値PBAWOTI
(例えば710肛Hg )より大きいか否かを判別する
。ステップ2の判別結果が肯定(Ye s )の場合、
即ち吸気管内絶対圧PBAが第1の所定値PBAWOT
Iよシ大きい場合、エンジンはスロットル弁全開運転状
態にあると判断し、後述する第2の水温増量係数KWO
Tを値1.0に設定した後(ステップ6)、ステップ7
に進む。一方、ステップ20判別結果が否定(NO)の
場合、即ち吸気管内絶対圧PBAが第1の所定値PBA
WOTIよシ小さい場合、エンジンはスロットル弁全開
運転状態以外の状態にあると判断して後述するステップ
11に進む。
This throttle valve fully open operating state is determined based on the actual engine speed Ne and the intake pipe absolute pressure value PBA, and the actual engine speed Ne is the predetermined determination speed NKWOT.
(for example, 3000 rpm), that is, if the determination result in step 10 is negative (NO), the process proceeds to step 2, and the intake pipe absolute pressure PBA is set to the first predetermined value PBAWOTI.
(for example, 710 anal Hg). If the determination result in step 2 is positive (Yes),
That is, the intake pipe absolute pressure PBA is at the first predetermined value PBAWOT.
If it is larger than I, it is determined that the engine is operating with the throttle valve fully open, and the second water temperature increase coefficient KWO, which will be described later, is determined.
After setting T to the value 1.0 (step 6), step 7
Proceed to. On the other hand, if the determination result in step 20 is negative (NO), that is, the intake pipe absolute pressure PBA is equal to the first predetermined value PBA.
If it is smaller than WOTI, it is determined that the engine is in a state other than the throttle valve fully open operating state, and the process proceeds to step 11, which will be described later.

実エンジン回転数Neが前記所定判別回転数NKWOT
よシ大きい場合、即ちステップ1の判別結果が肯定(Y
e s )の場合、ステップ3に進み、吸気管内絶対圧
PBAが第2の所定値PBAWOT2(例えば6som
mHg)よシ大きいか否かを判別する。
The actual engine rotation speed Ne is the predetermined determination rotation speed NKWOT.
If the difference is larger, that is, the determination result in step 1 is affirmative (Y
e s ), the process proceeds to step 3, where the intake pipe absolute pressure PBA is set to the second predetermined value PBAWOT2 (for example, 6som
mHg).

絶対圧PBAが第2の所定値PnAwoTzよシ小さい
とき、即ちステップ3の判別結果が否定(NO)のとき
、エンジンはスロットル弁全開運転状態以外の状態にあ
ると判断して前記ステップ11に進む一方、第2の所定
値PnAwoTzよシ大きいとき、即ちステップ3の判
別結果が肯定(Yes)のときエンジンはスロットル弁
全開運転状態にあると判断して後述するステップ8乃至
10で前記第2の水温増量係数KwoTを値1.0又は
XwoTに設定した後、前記ステップ7に進む。
When the absolute pressure PBA is smaller than the second predetermined value PnAwoTz, that is, when the determination result in step 3 is negative (NO), it is determined that the engine is in a state other than the throttle valve fully open operating state, and the process proceeds to step 11. On the other hand, when the second predetermined value PnAwoTz is greater than the second predetermined value PnAwoTz, that is, when the determination result in step 3 is affirmative (Yes), it is determined that the engine is in a fully open throttle valve operation state, and the second predetermined value is determined in steps 8 to 10 described later. After setting the water temperature increase coefficient KwoT to the value 1.0 or XwoT, the process proceeds to step 7.

ステップ8乃至10はエンジンがスロットル弁全開運転
状態にあシ且つ高エンジン回転数運転域にあるとき、過
早着火等を防止するためにエンジン水温Twがす[定温
度TWWOT (例えば1008C)以上のとき(ステ
ップ8の判別結果が肯定(Yes)のとき)、第2の水
温増量係数KWOT f所定値XWOT (例えば1.
25)に設定しくステップ9)、所定温度TWWOT以
下のとき(ステップ8の判別結果が否定(No )のと
き)、値1.0に設定する(ステップ10)。値XWO
Tに設定された第2の水温増量係数KWOTによって増
量される燃料は例えば点火栓等の過熱し易い部拐端部を
冷却する効果を有し、これにより過早着火、ノンキング
等を防止することが出来る。
In steps 8 to 10, when the engine is operating with the throttle valve fully open and in a high engine speed operating range, the engine water temperature Tw is adjusted to prevent premature ignition, etc. (when the determination result in step 8 is affirmative (Yes)), the second water temperature increase coefficient KWOT f predetermined value XWOT (for example, 1.
25), and when the temperature is below the predetermined temperature TWWOT (when the determination result in step 8 is negative), the value is set to 1.0 (step 10). value
The fuel increased by the second water temperature increase coefficient KWOT set to T has the effect of cooling the end of the spark plug, etc., which tends to overheat, thereby preventing premature ignition, non-king, etc. I can do it.

次ニ、エンジンがスロットル弁全開運転状態にあると判
断したときに進むステップ7において、第1の水温増量
係数KTW が山定値KWOT (例えばi、is)よ
シ大きいか否かを判別する。
Next, in step 7, which is proceeded when it is determined that the engine is in a fully open throttle valve operating state, it is determined whether the first water temperature increase coefficient KTW is larger than the peak value KWOT (for example, i, is).

第5図はエンジン水温Twと@1の水温増量係数KTW
 との関係金示すKTW テーブル図である。
Figure 5 shows the engine water temperature Tw and the water temperature increase coefficient KTW of @1.
It is a KTW table diagram showing the relationship between

先ず、水温Tw カ5)る一定値’I’ws(例えば6
0℃)以上のときはKTW は1.0であるが、 ’I
’ws以下になった場合にはキャリブレーション変数と
して設けられた5段階の温度TW1〜Tws に対して
それぞれ5点のKTW が設定されており、水温Twが
6変数値TWI乃至Tws以外の値をとるとき係数値K
TW は補間計算によってめられる。
First, the water temperature Tw is a constant value 'I'ws (for example, 6
0℃) or higher, KTW is 1.0, but 'I
'ws or below, 5 points of KTW are set for each of the 5 levels of temperature TW1 to Tws provided as calibration variables, and the water temperature Tw is set to a value other than the 6 variable values TWI to Tws. When taking the coefficient value K
TW is determined by interpolation calculation.

ステップ7の判別結果が否定(No)のとき、即ちエン
ジンがスロットル弁全開運転状態にあシ、且つ、エンジ
ン水温が係数値KTW として所定値KWOTR’(j
与える温度以上であるとき、第1の水温増量係数KTW
 によって供給燃料量を増量する必要がないとしてKT
W 値を値1.0に設定すると共に(ステップ13)、
第3図のROM507に記憶されているWOTマツプよ
り吸気管内絶対圧値PnA とエンジン回転数Neとに
応じた基本噴射時間Ti値を読み出す(ステップ14)
When the determination result in step 7 is negative (No), that is, the engine is operating with the throttle valve fully open, and the engine water temperature is set to the predetermined value KWOTR'(j
When the temperature is equal to or higher than the given temperature, the first water temperature increase coefficient KTW
KT assumes that there is no need to increase the amount of fuel supplied.
Setting the W value to a value of 1.0 (step 13),
The basic injection time Ti value corresponding to the intake pipe absolute pressure value PnA and the engine speed Ne is read from the WOT map stored in the ROM 507 in FIG. 3 (step 14).
.

第6図はWOTマツプを示し、絶対圧PBA は例えば
650〜1760mmHgの範囲でPB1〜Pnsとし
て8段階設けられ、また、回転数Neは例えtf500
〜6000 rpm (D範囲でNe1〜Nesとして
8段階設けられておシマツブ格子点以外のエンジン回転
数Ne及び絶対圧PBAに対応する基本噴射局間T”i
値は補間計算でめられる。
FIG. 6 shows a WOT map, in which the absolute pressure PBA is set in 8 stages as PB1 to Pns in the range of 650 to 1760 mmHg, and the rotational speed Ne is set to tf500, for example.
~6000 rpm (8 stages are provided as Ne1 to Nes in the D range, and the basic injection station T"i corresponds to the engine rotation speed Ne and absolute pressure PBA other than the Oshimatsubu lattice points.
The value is determined by interpolation calculation.

又、エンジン回転数Ne及び絶対圧PBAに対応する基
本噴射面L!1 ’I’ i値は前記第1図の該当する
運転領域に対して設定されている所定空燃比が得られる
ような値に設定されている。
Also, the basic injection surface L corresponding to the engine speed Ne and absolute pressure PBA! 1 'I' The i value is set to a value such that a predetermined air-fuel ratio set for the corresponding operating region shown in FIG. 1 can be obtained.

斯<L”1(WO1’マツプより読出したTi値値組第
1び第2水温増址係数値KTW、KWOTと共に前記演
算式に適用して燃料噴射弁4の開弁時間Tourをめ(
ステップ15)、本プログラム金終了する。
<L"1 (The Ti value set read from the WO1' map is applied to the above calculation formula together with the first and second water temperature increase coefficient values KTW and KWOT to determine the valve opening time Tour of the fuel injection valve 4 (
Step 15), this program ends.

前記ステップ7の判別結果が肯定(Yes)のとき、即
ちエンジンがスロットル弁全開運転状態にあるがエンジ
ン水温が係数値1(TWとして所定値KWOTRを与え
る温度以下、即ち、燃料増量を行う必要のある低温状態
にあるとき、第2の係数値KWOTを値1.0に設定し
た後(ステップ11)、ステップ12に進み、第3図の
ROM507に記憶されている基本マツプよル吸気管内
絶対圧舒BAとエンジン回転1dNeとに応じた基本噴
射時間Ti値を読み出す(ステップ12)。
When the determination result in step 7 is affirmative (Yes), that is, the engine is operating with the throttle valve fully open, but the engine water temperature is below the temperature that gives the coefficient value 1 (TW, which is the predetermined value KWOTR), that is, it is necessary to increase the amount of fuel. In a certain low temperature state, after setting the second coefficient value KWOT to a value of 1.0 (step 11), the process proceeds to step 12, and the absolute pressure in the intake pipe according to the basic map stored in the ROM 507 in FIG. A basic injection time Ti value corresponding to the engine rotation angle 1 dNe is read out (step 12).

このTi値を読み出す基本マツプは第6図のWOTマツ
プと同じ様に適宜数の段階の絶対圧PBA及びエンジン
回転数Neの各格子点に対応して基本噴射時間Ti値が
設定されておシ、第6図のWOTマツプの絶対圧PBA
及びエンジン回転数Neの各格子点に対応する基本マツ
プのTi値はエンジンに供給される混合気の空燃比が、
例えば、理論壁燃比(14,7)になるように設定され
ている。
The basic map for reading this Ti value is similar to the WOT map shown in Fig. 6, in which the basic injection time Ti value is set corresponding to each lattice point of the absolute pressure PBA and the engine speed Ne at an appropriate number of stages. , the absolute pressure PBA of the WOT map in Figure 6
The Ti value of the basic map corresponding to each lattice point of the engine speed Ne and the air-fuel ratio of the air-fuel mixture supplied to the engine is
For example, it is set to the stoichiometric wall fuel ratio (14,7).

ステップ12で読み出されたIll i値は第5図のテ
ーブルからめられる水温増量係数値Krw及び第2水温
増量係数値KWOTと共に前記演算式に適用され、燃料
噴射弁4の開弁時間’I’OUTがめられる(ステップ
15)−。
The Ill i value read in step 12 is applied to the above calculation formula together with the water temperature increase coefficient value Krw and the second water temperature increase coefficient value KWOT determined from the table in FIG. OUT is detected (step 15).

エンジンがスロットル弁全開運転状態以外の状態にある
とき、前記ステップ1工で第2の水温増量係数値KWO
T ’ii値、0に設定し、前述と同様に基本マツプか
らTi値を読出しくステップ12)、該Ti値及び水温
増量係数値KTW、KWOTf前記演算式に適用して開
弁時間TOUT 請求め(ステップ15)、本プログラ
ムを終了する。
When the engine is in a state other than the throttle valve fully open operating state, the second water temperature increase coefficient value KWO is determined in step 1.
Set the T'ii value to 0, and read the Ti value from the basic map in the same manner as described above.Step 12) Apply the Ti value and water temperature increase coefficient values KTW, KWOTf to the above calculation formula to request the valve opening time TOUT. (Step 15), this program ends.

尚、上述の実施例ではエンジンがスロットル弁全開運転
状態にあるか否かの判別を吸気管内絶対圧PIIA及び
エンジン回転数Neによって行ったが(第4図ステップ
1乃至3)、これに代えて第4図のステップ2及び3の
各判別をスロットル弁13の弁開度0THが所定開度θ
WOT以上であるか否かによって判別してもよい。
In the above embodiment, whether or not the engine is operating with the throttle valve fully open is determined based on the intake pipe absolute pressure PIIA and the engine speed Ne (steps 1 to 3 in FIG. 4). Each determination in steps 2 and 3 in FIG.
The determination may be made based on whether or not it is equal to or higher than WOT.

又、エンジンがスロットル弁全開運転状態にあるか否か
の判別に使用するステップエ乃至30判別値NKWOT
、 PBAWOTI及びP BAWOT 2ハエ7ジン
のスロットル弁全開運転領域への突入時と離脱時とで異
る値に設定してヒステリシス特性金持たせエンジンの作
動を安定させるようにしてもよい。
In addition, step E to 30 discriminant values NKWOT are used to determine whether or not the engine is operating with the throttle valve fully open.
, PBAWOTI and PBAWOT 2 may be set to different values when entering and exiting the throttle valve fully open operation range to stabilize the operation of the engine with the hysteresis characteristic.

以上詳述したように本発明の内燃エンジンのスロットル
弁全開運転時の燃料供給制御方法に依れば、特定のエン
ジン運転パラメータ値に応じfc第1及び第2の複数の
基本燃料量群を記憶手段に予め記憶し、エンジンが所定
のスロットル弁全開運転領域にあるか否かを検出し、エ
ンジンが該所定スロットル弁全開運転領域にあるとき、
前記記憶手段に記憶された第1の基本燃料量群から前記
特定のエンジン運転パラメータ値に応じた基本燃料量を
読出し、エンジンが前記所定スロットル弁全開運転領域
以外の領域にあるとき前記記憶手段に記憶された第2の
基本燃料量群から前詰特定のエンジン運転パラメータ値
に応じた基本燃料量を読出すようKしたのでスロットル
弁全開運転時にエンジンに供給される燃料量をエンジン
の運転状態に応じた所要値に正確に設定することが出来
、スロットル弁全開運転時の加速性能、排気ガス特性。
As described in detail above, according to the fuel supply control method of the present invention during throttle valve fully open operation of an internal combustion engine, a plurality of fc first and second basic fuel quantity groups are stored in accordance with specific engine operating parameter values. storing in advance in the means, detecting whether or not the engine is in a predetermined throttle valve fully open operating range, and when the engine is in the predetermined throttle valve fully open operating range;
A basic fuel amount corresponding to the specific engine operating parameter value is read from a first basic fuel amount group stored in the storage means, and when the engine is in a region other than the predetermined throttle valve fully open operation region, Since the basic fuel amount corresponding to the pre-packed specific engine operating parameter value is read out from the stored second basic fuel amount group, the amount of fuel supplied to the engine when the throttle valve is fully open is adjusted to the engine operating state. Acceleration performance and exhaust gas characteristics when operating the throttle valve fully open can be set accurately to the required values.

燃費特性等を最適にすることが出来る。Fuel efficiency characteristics etc. can be optimized.

又、第2の発明に依ればエンジンが所定のスロットル弁
全開運転領域にあるか否かを検出し、エンジンが該所定
スロットル弁全開運転領域にあシ且つエンジン温度検出
値が所定値以上である特定の運転条件が成立したとき前
記記憶手段に記憶された第1の基本燃料量群から前記特
定のエンジン運転パラメータ値に応じた基本燃料量t−
読出し、前記特定の運転条件が成立しないとき、前記記
憶手段に記憶された第2の基本燃料量群から前記特定の
エンジン運転パラメータ値に応じた基本燃料量を読出す
ようにしたので、エンジンが冷間状態にあり且つスロッ
トル弁全開運転状態にあるときにエンジンに供給される
混合気のオーバリッチ化を防止し、所謂点火栓の(すぶ
9やアフタファイヤ等を回避することが出来る。
Further, according to the second invention, it is detected whether or not the engine is in a predetermined throttle valve fully open operating range, and when the engine is in the predetermined throttle valve fully open operating range and the engine temperature detection value is equal to or higher than a predetermined value. When a certain specific operating condition is established, a basic fuel amount t- is determined according to the specific engine operating parameter value from the first basic fuel amount group stored in the storage means.
When the specific operating condition is not satisfied, the basic fuel amount corresponding to the specific engine operating parameter value is read out from the second basic fuel amount group stored in the storage means, so that the engine It is possible to prevent over-richness of the air-fuel mixture supplied to the engine when the engine is in a cold state and operating with the throttle valve fully open, and to avoid so-called ignition plug (sub9), afterfire, etc.

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

第1図はエンジンのスロットル弁全開運転時にエンジン
の作動域に応じてエンジンに供給すべき混合気の空燃比
の値を示すグラフ、第2図は本発明が適用された過給1
33 ’fC備える内燃エンジンの燃料供給制御装置の
全体構成図、第3図は第2図のS子コントロールユニッ
ト(BCU)の内部構成金示す回路図、第4図はIJC
U内で実行される燃料噴射弁の燃料噴射時間TOUTを
演算するための手順を示すフローチャート、第5図はエ
ンジノ水温Twと第1の水温増量係数KTW との関係
を示すテーブル図、第6図はエンジンのスロットル弁全
開運転時に吸気通路内絶対圧PBAとエンジン回転数N
eとに応じて読出される基本燃料噴射時間Ti値のWO
Tマツプ図である。 1・・・内燃エンジン、2・・・吸気通路、3・・・ス
ロットル弁、4・・・燃料噴射弁、5・・・電子コント
ロールユニット、7・・・過給機、9・・・吸気道路内
絶対圧センサ、11・・・エンジン水温センサ、12・
・・エンジン回転数センサ、503・・・CPU、50
7・・−ROM0出願人 本田技研工業株式会社 代理人 弁理士 渡 部 敏 産 児1図 エンジン回転殻 尾2図 毘4図 篤5区 エンジン水温 児6図
Figure 1 is a graph showing the air-fuel ratio of the air-fuel mixture that should be supplied to the engine depending on the operating range of the engine when the engine's throttle valve is fully open.
33' An overall configuration diagram of the fuel supply control device for an internal combustion engine equipped with fC. Figure 3 is a circuit diagram showing the internal configuration of the S control unit (BCU) in Figure 2. Figure 4 is a circuit diagram showing the internal configuration of the S control unit (BCU) in Figure 2.
Flowchart showing the procedure for calculating the fuel injection time TOUT of the fuel injection valve executed in U, FIG. 5 is a table diagram showing the relationship between the engine water temperature Tw and the first water temperature increase coefficient KTW, and FIG. is the absolute pressure PBA in the intake passage and the engine speed N when the engine throttle valve is fully open.
WO of the basic fuel injection time Ti value read according to e.
It is a T map diagram. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 2... Intake passage, 3... Throttle valve, 4... Fuel injection valve, 5... Electronic control unit, 7... Supercharger, 9... Intake Road absolute pressure sensor, 11... Engine water temperature sensor, 12.
...Engine speed sensor, 503...CPU, 50
7...-ROM0 Applicant Honda Motor Co., Ltd. Agent Patent Attorney Satoshi Watabe Child 1 Diagram Engine rotation tail 2 Diagram 4 Atsushi 5 Section Engine water temperature Diagram 6

Claims (1)

【特許請求の範囲】 1、内燃エンジンの判、定のエンジン運転パラメータ値
に応じて決定した基本燃料量を他のエンジン運転パラメ
ータ値に応じてエンジン運転状態に好適な所要値に補正
し、該補正した燃料量をエンジンに供給する燃料供給制
御方法において、前記特定のエンジン運転パラメータ値
に応じた第し&び第2のM数の基本燃料量群を記憶手段
に予め記憶し、エンジンが所定のスロットル弁全開運転
領域にあるか否かを検出し、エンジンが該所定スロット
ル弁全開運転領域にあるとき、前記記憶手段に記憶され
た第1の基本燃料量群から前記特定のエンジン運転パラ
メータ値に応じた基本燃料量を読出し、エンジンが前記
所定スロットル弁全開運転領域以外の領域にある。とき
前記記憶手段に記憶された第2の基本燃料量群から前記
特定のエンジン運転パラメータ値に応じた基本燃料量を
読出すことを特徴とする内燃エンジンのスロットル弁全
開運転時の燃料供給制御方法。 2、前記記憶手段に記憶された第1の基本燃料量群の基
本燃料1′Lは第2の基本燃料量群の対応する同一特定
エンジン運転パラメータ値の基本燃料量より大きい値に
設定されて成ることを特徴とする特許請求の範囲第1項
記載の内燃エンジンのスロットル弁全開運転時の燃料供
給制御方法。 3、前記特定エンジン運転パラメータはエンジンの吸気
通路内のスロット、71/弁下流側圧力及びエンジン回
転数であることを特徴とする特許請求の範囲第1項又は
第2項記載の内燃エンジンのスロットル弁全開運転時の
燃料供給制御方法。 4、内燃エンジンの特定のエンジン運転パラメータ値に
応じて法定した基本燃料量をエンジン温度に応じて補正
し、該補正した燃料量をエンジンに供給する燃料供給制
御方法において、前記特定のエンジン運転パラメータ値
に応じた第1及び第2の複数の基本燃料量群を記憶手段
に予め記憶し、エンジンが所定のスロットル弁全開運転
領域にあるか否かを検出し、エンジンが該所定スロット
ル弁全開運転領域にあシ且つエンジン温度検出値が所定
値以上である特定の運転条件が成立したとき前記記憶手
段に記憶された第1の基本燃料量群から前記特定のエン
ジン運転パラメータ値に応じた基本燃料量を読出し、前
記特定の運転条件が成立しないとき、前記記憶手段に記
憶された第2の基本燃料量群から前記特定のエンジン運
転パラメータ値に応じた基本燃料量を読出ずことを特徴
とする内燃エンジンのスロットル弁全開運転時の燃料供
給制御方法。 5、前記記憶手段に記憶された第1の基本燃料量群の基
本燃料量は第2の基本燃料量群の対応する同一特定エン
ジン運転パラメータ値の基本燃料量よシ大きい値に設定
されて成ることを特徴とする特許請求の範囲第4項記載
の内燃エンジンのスロットル弁全開運転時の燃料供給制
御方法。 6、前記特定の運転条件が成立したとき、前記エンジン
温度に応じた基本燃料量の補正を行なわないことを特徴
とする特許請求の範囲第4項又は第5項記載の内燃エン
ジンのスロットル弁全開運転時の燃料供給制御方法。 7、前記特定の運転条件が成立し、更にエンジン温度検
出値が前記最初の所定値より大きい第2の所定値よシ大
きいとき、エンジン温度検出値に応じた増量補正値を設
定し、該増量補正値によシ前記第1の基本燃料量群から
読出した基本燃料量を補正することを特徴とする特許請
求の範囲第4項乃至第6項のいずれかに記載の内燃エン
ジンのスロットル弁全開運転時の燃料供給制御方法。
[Claims] 1. Internal combustion engine determination, correcting the basic fuel amount determined according to a certain engine operating parameter value to a required value suitable for the engine operating condition according to other engine operating parameter values, In the fuel supply control method for supplying a corrected fuel amount to an engine, a first and second M number of basic fuel amount groups corresponding to the specific engine operating parameter value are stored in advance in a storage means, and the engine is operated at a predetermined level. detecting whether or not the engine is in the predetermined throttle valve fully open operating range, and when the engine is in the predetermined throttle valve fully open operating range, the specific engine operating parameter value is determined from the first basic fuel amount group stored in the storage means. A basic fuel amount corresponding to the engine is read, and the engine is in a range other than the predetermined throttle valve fully open operating range. A fuel supply control method during throttle valve fully open operation of an internal combustion engine, characterized in that the basic fuel amount corresponding to the specific engine operating parameter value is read out from a second basic fuel amount group stored in the storage means. . 2. The basic fuel 1'L of the first basic fuel quantity group stored in the storage means is set to a value larger than the basic fuel quantity of the same specific engine operating parameter value corresponding to the second basic fuel quantity group. A fuel supply control method for an internal combustion engine during operation with a throttle valve fully open according to claim 1. 3. The throttle for an internal combustion engine according to claim 1 or 2, wherein the specific engine operating parameters are a slot in the intake passage of the engine, a pressure on the downstream side of the valve 71, and an engine speed. Fuel supply control method during valve fully open operation. 4. A fuel supply control method for correcting a legal basic fuel amount according to a specific engine operating parameter value of an internal combustion engine according to engine temperature, and supplying the corrected fuel amount to the engine, wherein the specific engine operating parameter A plurality of first and second basic fuel quantity groups corresponding to the values are stored in advance in a storage means, and it is detected whether or not the engine is in a predetermined throttle valve fully open operating range, and the engine is operated in the predetermined throttle valve fully open operating range. When a specific operating condition in which the engine temperature is within the range and the detected engine temperature value is equal to or higher than a predetermined value is established, the basic fuel corresponding to the specific engine operating parameter value is selected from the first basic fuel amount group stored in the storage means. The basic fuel amount corresponding to the specific engine operating parameter value is not read out from the second basic fuel amount group stored in the storage means when the specific operating condition is not satisfied. A fuel supply control method when operating an internal combustion engine with the throttle valve fully open. 5. The basic fuel amount of the first basic fuel amount group stored in the storage means is set to a larger value than the basic fuel amount of the corresponding same specific engine operating parameter value of the second basic fuel amount group. A fuel supply control method for an internal combustion engine during operation with a throttle valve fully open according to claim 4. 6. Fully opening the throttle valve of an internal combustion engine according to claim 4 or 5, wherein when the specific operating condition is satisfied, the basic fuel amount is not corrected according to the engine temperature. Fuel supply control method during operation. 7. When the specific operating condition is satisfied and the detected engine temperature value is larger than a second predetermined value that is larger than the first predetermined value, set an increase correction value according to the detected engine temperature value, and set the increase correction value according to the detected engine temperature value. The fully open throttle valve of an internal combustion engine according to any one of claims 4 to 6, characterized in that the basic fuel amount read from the first basic fuel amount group is corrected by a correction value. Fuel supply control method during operation.
JP58199637A 1983-10-25 1983-10-25 Method of controlling fuel supply when internal- combustion engine is operated with its throttle valve being fully opened Pending JPS6090934A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58199637A JPS6090934A (en) 1983-10-25 1983-10-25 Method of controlling fuel supply when internal- combustion engine is operated with its throttle valve being fully opened

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58199637A JPS6090934A (en) 1983-10-25 1983-10-25 Method of controlling fuel supply when internal- combustion engine is operated with its throttle valve being fully opened

Publications (1)

Publication Number Publication Date
JPS6090934A true JPS6090934A (en) 1985-05-22

Family

ID=16411156

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58199637A Pending JPS6090934A (en) 1983-10-25 1983-10-25 Method of controlling fuel supply when internal- combustion engine is operated with its throttle valve being fully opened

Country Status (1)

Country Link
JP (1) JPS6090934A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6388237A (en) * 1986-10-02 1988-04-19 Japan Electronic Control Syst Co Ltd Electronically controlled fuel injection device for internal combustion engine
JP2015227667A (en) * 2015-09-18 2015-12-17 トヨタ自動車株式会社 Control unit and control method of internal combustion engine with turbocharger
US10458310B2 (en) 2012-02-06 2019-10-29 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS55156223A (en) * 1979-05-25 1980-12-05 Hitachi Ltd Map reference method of engine control system

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS55156223A (en) * 1979-05-25 1980-12-05 Hitachi Ltd Map reference method of engine control system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6388237A (en) * 1986-10-02 1988-04-19 Japan Electronic Control Syst Co Ltd Electronically controlled fuel injection device for internal combustion engine
US10458310B2 (en) 2012-02-06 2019-10-29 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine
JP2015227667A (en) * 2015-09-18 2015-12-17 トヨタ自動車株式会社 Control unit and control method of internal combustion engine with turbocharger

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