JP3839503B2 - Control method for internal combustion engine after starting - Google Patents

Description

であり、Ｑ０〜Ｑ６はｍｓｅｃ，Ｃ０は％で表わされる。また、
Ｑ１：基本噴射時間、Ｑ２：補正噴射時間、Ｑ３：無効噴射時間、Ｑ４：始動後補正噴射時間、Ｑ５：気筒別補正噴射時間、Ｑ６：過渡時補正噴射時間、Ｃ０：噴射時間補正係数、Ｃ１：エンジン温度による補正係数、Ｃ２：大気圧による補正係数、Ｃ３：吸気温度による補正係数、Ｃ４：トリム角による補正係数である。
【００８６】
このように通常運転モードに移行した始動後の所定期間に燃料を増量補正し、この補正量を徐々に減少させることにより、始動時の増量運転から通常運転に移行した際の急激な噴射量減少変化がなくなり円滑な運転モードの移行が達成される。
【００８７】
図１５は、本発明の実施例に係る始動後の補正点火時期を示すグラフである。図示したように、始動後の制御開始時点（通常運転モードに移行した時点）からの時間経過とともに、点火時期の下限値を変化させる。図では２段階に変化させているが３段階以上に変化させてもよい。この場合、時間経過とともにあるいはエンジン温度上昇とともに、遅角側への変化を大きくすることが可能なように下限値を設定する。即ち、通常運転モードに移行直後においては、遅角側への設定を制限して始動時の進角値からの変化量を抑制し、急激な変化を防止して円滑な運転モードの移行を図るものである。
【００８８】
図１６は本発明に係る始動後補正制御のフローチャートである。図示したように、まず始動後の状態かどうかが判断される（ステップＳ１２０１）。始動後であれば、即ち、スタータスイッチＯＦＦやエンジン回転数が所定値以上になる等の前記始動時の運転判断条件が解除され通常運転モードに移行した後の所定時間内であれば、前述のように、始動後の補正噴射時間を演算し（ステップＳ１２０２）、さらに始動後の補正点火時期を演算する（ステップＳ１２０３）。
【００８９】
図１７は、始動後の補正制御状態の判断フローの詳細を示す。まず、ステップＳ１２０４において、通常運転モードの運転状態に移行したかどうかが判別される。 通常運転モード条件になっていない始動時モードであればステップＳ１２０５に進み、始動時状態のフラグをセットするとともに、通常運転移行後の各種制御演算のベースとなる初期値をセットする。通常運転モード条件になっていれば、始動時のクランキングが終了した直後かどうかが判別される（ステップＳ１２０６）。クランキング終了後の最初のメインルーチン（図６、図７）のループ処理中であれば、即ち始動モード状態から通常運転モード状態に移行した直後であれば、始動後制御開始のフラグをセットするとともに、クランキングのフラグ（始動時のフラグ）を降ろす（ステップＳ１２０７）。
【００９０】
一方、ステップＳ１２０６でクランキング終了直後でない場合、即ち、既に通常運転モードに移行した後であれば、移行後の始動後噴射制御を行っているかどうかを判別する（ステップＳ１２０８）。これは、前記ステップＳ１２０７の始動後の制御開始のフラグの有無および移行時点からの経過時間により判別することができる。始動後状態の噴射制御を行っている場合には始動後制御中のフラグをセットするとともに前回のルーチンでセットした始動後制御開始のフラグを降ろす（ステップＳ１２０９）。始動後の噴射制御が終了している場合には、ステップＳ１２１０に進み、始動後の点火時期制御を行っているかどうかが判別される。始動後の点火時期制御を行っている場合にはそのままこれを続行し、始動後制御中のフラグが降りている場合にはこれをセットする（ステップＳ１２０９）。始動後の点火時期制御が終了すれば、始動後制御中のフラグをクリアする（ステップＳ１２１１）。
【００９１】
図１８は、始動後の補正噴射時間の演算処理（図１６のステップＳ１２０２）の詳細を示すフローチャートである。まずステップＳ１２１２で、始動後制御を開始すべきかどうか、即ち始動時制御から通常運転制御に移行したかどうかが判別される。始動後制御を新たに開始するのであれば、ステップＳ１２１３において、前述の補正噴射量の初期値ＱＳをマップ演算するとともに、始動後の噴射制御中であることを示すフラグをセットしてこのルーチンを抜ける。このように初期値設定後の次回にこのルーチンを実行する場合には、ステップＳ１２１２の判断は既に始動後制御が開始されているためＮＯとなり、ステップＳ１２１４に進む。ここで始動後制御中かどうかがフラグの有無により判別され、始動後制御中であれば、前述のように、経過時間に応じた補正噴射量Ｑ４を算出する（ステップＳ１２１５）。この時点で所定の制御時間（図１４のｔ１）を経過したかどうかが判別され（ステップＳ１２１６）、経過していなければ始動後の噴射制御中であることを示すフラグをセットする（ステップＳ１２１７）。所定の制御時間ｔ１を経過していれば、補正噴射量Ｑ４をゼロにするとともに、始動後の噴射制御中のフラグを降ろす（ステップＳ１２１８）。これにより、始動後の燃料噴射の補正制御を終了する。
【００９２】
図１９は、始動後の補正による点火時期の下限値演算のフローチャートである。まずステップＳ１２１９で、始動後制御を開始すべきかどうかが判別される。始動後の点火時期制御を新たに開始するのであれば、前述のように（図１５参照）、点火時期の下限値を設定するとともに、始動後の点火時期制御中であることを示すフラグをセットし（ステップＳ１２２３）、このルーチンを抜ける。このように始動後の点火時期制御が開始された後次回にこのルーチンを実行する場合には、既に始動後制御が開始されているため、ステップＳ１２１９の判断がＮＯとなり、ステップＳ１２２０に進む。ここで始動後の点火時期制御中かどうか、即ち、所定の始動後制御時間が経過したかどうかが判別される。所定時間経過前の制御中であれば、ステップＳ１２２２で、前述のように、経過時間またはエンジン温度に応じて点火時期の下限値を演算し、これを設定するとともに始動後の点火時期制御中であることを示すフラグをセットする（ステップＳ１２２３）。点火時期制御中はこのルーチンを繰り返し、始動後期間となる所定時間が経過または点火時期下限値設定の終了時間または終了温度に達して始動後制御が終了すると、始動後点火時期制御中のフラグを降ろし下限値設定処理を終了する（ステップＳ１２２１）。
【００９３】
上記始動後の燃料噴射および点火時期の補正制御において、噴射量の補正制御時間は、点火時期の補正制御時間と等しいか又はこれより長く設定する。なお、噴射量の補正制御時間を、点火時期の補正時間より長く設定する場合、始動モードから通常運転モードへの切り換えに当って緩やかな変化をさせる過渡制御の終期において、なおさらに緩やかに通常運転モードへ切り換え可能とする。
【００９４】
このようにして、始動後の燃料噴射および点火時期の補正制御を行い、所定の時間が経過してこれを終了すると、通常の運転モードに従って燃料噴射および点火時期が制御される。
【００９５】
【発明の効果】
以上説明したように、本発明においては、始動モードから通常運転モードに移行した時点から所定時間経過するまでの間、燃料増量補正を行っているため運転モード移行時の急激な噴射量減少変化が抑制される。したがって、運転モード遷移時の燃料供給量変化による空燃比の急激なリーン化に起因する回転数の落込みやエンジンストールを防止して安定した燃焼を達成し、円滑な運転モード移行を行うことができる。
【００９６】
さらに、始動後に点火時期の下限値設定を行うことにより、点火時期の遅角側への変化が抑制される。これにより、運転モード移行時の点火時期の急激で大幅な遅角側への変化に起因する回転数の落込みやエンジンストールを防止して安定した燃焼を達成し、さらに円滑な運転モード移行を行うことができる。
【図面の簡単な説明】
【図１】 本発明が適用される２機掛け船外機の外観図である。
【図２】 本発明が適用される船外機のスロットルレバーの構成説明図である。
【図３】 本発明の船外機の燃料系統を含む構成図である。
【図４】 ２機掛け船外機の駆動制御系の構成説明図である。
【図５】 図３の制御系の制御ブロック図である。
【図６】 本発明が適用される内燃機関の制御シーケンスにおけるメインルーチンのフローチャートである。
【図７】 図５のフローチャートの続き部分である。
【図８】 図５のフローチャートにおけるタイマー割込みルーチンのフローチャートである。
【図９】 図５のフローチャートにおけるＴＤＣ割込みルーチンのフローチャートである。
【図１０】 点火パルスのセットルーチンのフローチャートである。
【図１１】 タイマーオーバーフロー割込みルーチンのフローチャートである。
【図１２】 バンクごとのタイマー割込みルーチンのフローチャートである。
【図１３】 本発明の実施例に係る内燃機関の運転モード遷移図である。
【図１４】 本発明の実施例に係る始動後の補正噴射量のグラフである。
【図１５】 本発明の実施例に係る始動後の補正点火時期の下限値を示すグラフである。
【図１６】 本発明の実施例に係る始動後の補正制御のフローチャートである。
【図１７】 本発明の実施例に係る始動後の補正制御状態判断のフローチャートである。
【図１８】 本発明の実施例に係る始動後の補正噴射時間演算処理のフローチャートである。
【図１９】 本発明の実施例に係る始動後の補正点火時期の下限値演算処理のフローチャートである。
【符号の説明】
２０１：気筒判別手段、２０３：エンジン回転数算出手段、２０５：トリム角度読み込み手段、２１０：基本点火時期算出手段、２１１：基本燃料噴射量算出手段、２１４：点火時期補正手段、２１５：燃料噴射量補正手段、２１８：点火出力手段、２１９：燃料出力手段。[0001]
[Industrial application fields]
The present invention relates to control of an electronically controlled multi-cylinder internal combustion engine. About method In particular, the present invention relates to ignition timing and fuel injection control in the post-startup operation immediately after shifting from the start to the normal operation.
[0002]
[Prior art]
When cranking to start an internal combustion engine, because the intake pipe wall and cylinder inner wall are cold, the fuel adhering to the wall surface does not vaporize and is used to simply increase the fuel adhering to the wall surface even if fuel is supplied. It becomes dilute and combustion becomes unstable.
[0003]
In order to stabilize such combustion at the time of starting, conventionally, in an electronically controlled multi-cylinder internal combustion engine, control is performed so as to increase the amount of fuel or advance the ignition in the operation mode at the time of starting. In this case, the cylinder is detected at a predetermined crank angle for each cylinder, the injection amount is calculated for each cylinder, and the increased amount of fuel is injected in synchronization with the cylinder detection signal.
[0004]
Such a multi-cylinder internal combustion engine includes a control means for calculating a basic control amount of the ignition timing and the fuel injection amount and a correction amount for the basic control amount in accordance with an engine operating state parameter. In the start operation state by cranking, calculation processing is performed according to the start mode, and when the start operation state is released, calculation processing is performed according to the normal operation mode.
[0005]
[Problems to be solved by the invention]
However, in a conventional multi-cylinder internal combustion engine, when shifting to normal operation from the start (the state immediately after this transition is referred to as “after start”), the amount of fuel supplied to the engine changes from the increased state at the start to the normal control state. Since it changes suddenly, the air-fuel ratio becomes lean, and there is a risk that a lean spike or the like will cause a drop in engine rotation or, in the worst case, engine stall.
[0006]
As for the ignition timing, it is set to the advance side to improve the explosive power in the combustion chamber due to early ignition at the start, but after the start, the intake air amount is increased to stabilize the combustion and the rotation is rotated accordingly. In order to suppress the rise, the ignition timing is set to a considerably retarded side. Therefore, when shifting from the operation mode at the start to the operation mode after the start, the ignition timing is suddenly changed to the retard side, so that the engine stall is more likely to occur.
[0007]
The present invention has been made in view of the above-described problems of the prior art, and in a post-startup operation immediately after shifting from the engine start to the normal operation, a rapid change in fuel supply amount and ignition timing is suppressed and stabilized. Post-start control of internal combustion engines that can achieve combustion Providing a method With the goal.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, according to the present invention, ignition and fuel injection are performed by calculating the basic control amount of the ignition timing and the fuel injection amount and the correction amount for the basic control amount in accordance with the engine operating state parameter. An electronically controlled internal combustion engine, in which a predetermined amount of fuel increase is performed in a predetermined start operation state after engine operation starts, and the predetermined amount of fuel increase in which the start operation state is released is stopped A control method for an internal combustion engine having a normal operation mode, wherein the correction amount is calculated so as to increase the fuel for a predetermined time from the time when the start mode is shifted to the normal operation mode. In the post-startup control method, the basic ignition timing and basic fuel injection amount of the reference cylinder are calculated based on the throttle opening and the engine speed. The correction values for the remaining cylinders are calculated, the basic ignition timing and the basic fuel injection amount of the reference cylinder are corrected, the ignition timing and the fuel injection control amount of the reference cylinder are calculated, and the corrected reference cylinder ignition By adding a control correction amount for the remaining cylinders to the timing and fuel injection amount, the ignition timing and fuel injection amount of the remaining cylinders are reduced. To calculate and advance the ignition timing in the start mode from that in the normal operation mode, and to suppress the change amount of the ignition timing to the retard side for a predetermined time from the time when the start mode is shifted to the normal operation mode. Ignition timing lower limit value is provided, and the ignition timing lower limit value is changed according to the elapsed time from the transition from the start mode to the normal operation mode. A post-startup control method for a multi-cylinder internal combustion engine is provided.
[0019]
[Action]
With respect to the fuel injection amount, the fuel increase correction is performed for a predetermined time after the start, so that a rapid decrease in the fuel supply amount is eliminated and a smooth transition from the start mode to the normal operation mode is achieved. In addition, the ignition timing has a lower limit value set to the retarded angle side, so that a rapid change to the retarded angle side is prevented when shifting from the advance control at the start to the normal control, and stable combustion is achieved. .
[0024]
【Example】
FIG. 1 is an external view of a two-board marine outboard motor to which the present invention is applied. As shown in the figure, outboard motors 406-1 and 406-2 including two engines are mounted on the stern of the hull 405. This is a configuration for obtaining a sufficient propulsive force on the sea or the like, and enabling navigation even if one of the outboard motors breaks down to ensure a return port.
[0025]
When two such outboard motors are sailing, the engine is operated in a two-running state. When performing drive control of these two-running engines, each engine needs to be able to operate independently, and therefore each engine has a drive control device. Each control unit detects various operating conditions such as engine speed, throttle opening, accelerator position, intake pipe negative pressure, and other so-called loads, intake air temperature, exhaust gas oxygen concentration, shift position, and the like. According to a predetermined control program, the optimal air-fuel ratio, fuel injection amount, injection timing, ignition timing, and the like at that time are calculated, and the engine is driven and controlled based on the calculated values. In this case, the control program includes a main routine in which a detection information reading routine and a plurality of calculation routines for calculating each control amount based on the read detection information are arranged according to a predetermined sequence. Arithmetic processing is performed.
[0026]
FIG. 2 is a block diagram of the drive operation system for the throttle and gear shift of one of the two outboard motors. The outboard motor main body 38 is attached to the hull 36 via the bracket 37a and the clamp bracket 37b so that the trim angle θ can be changed around the tilt shaft 305. Reference numeral 306 denotes a trim angle variable actuator, and 39 denotes a trim angle sensor. The trim angle θ indicates how much the direction of the central axis of the propeller 10 is inclined from the ship bottom. When the trim angle is 0 °, that is, when the central axis of the propeller 10 is parallel to the bottom of the ship, the outboard motor is generally formed so that the front edge of the outboard motor body 38 coincides with the vertical line. The relative angle θ with respect to the line may be called a trim angle.
[0027]
A shift lever 50 having a cam 51 at its end is connected to a link bar 53 via a pivot piece 52 in the cowling. The cam 51 is for shifting a clutch that connects the engine and the propeller shaft. A pin 55 protrudes from the end of the link bar 53. The pin 55 is slidably mounted as shown by an arrow A in the long hole guide 54 fixed in the cowling.
[0028]
On the other hand, two remote control boxes 56 for gear shifting and throttle operation are provided for the outboard motors 406-1 and 406-2 on the ship. The remote control box 56 is connected to the outboard motor main body 38 through three cables: a shift cable 57, a throttle cable 58, and an electric signal cable 59. The shift cable 57 is coupled to the pin 55 of the link bar 53 described above in the cowling. The remote control box 56 is provided with an operation lever 60, which is driven to move forward or backward from the neutral position (N) to slide the pin 55 in the long hole ring 54 via the shift cable 57. As a result, the link bar 53 moves in parallel, and the pivot piece 52 at the base portion is rotated as indicated by the arrow B. As a result, the shift lever 50 rotates about its axis, and the cam 51 rotates to connect the crankshaft and the forward gear or reverse gear via the dog clutch. By moving the operation lever 60 further from the forward or reverse shift operation completion position, that is, the throttle valve fully closed position, to the F direction (forward) or the R direction (reverse), the inside of the outboard motor 38 is connected via the throttle cable 58. The engine throttle valve operates in the fully open direction. The shift cable 57 is provided with a shift cut switch (not shown). This is because when the dog clutch is to be disconnected from the gear during high load operation, the meshing surface pressure between the clutch and the gear becomes very large, so that a large load is applied to the cable. The shift cut switch detects an excessive clutch engagement pressure by detecting the amount of elastic deformation of the cable due to the load, and makes it easy to switch the clutch by lowering the engine rotation. Such a shift cut switch may be provided in the cowling or in the remote control box.
[0029]
The remote control box 56 is further provided with a water fall detection switch (not shown). This water fall detection switch is for connecting a switch to a wire tied to the body of an occupant, for example, and when the occupant falls, the switch is operated to stop the engine and immediately stop the ship. The remote control box 56 is also provided with an independent engine stop operation switch (not shown).
[0030]
FIG. 3 is a detailed view of the engine around one cylinder among the V-type 6-cylinder engines mounted on the two-board outboard motor described above.
[0031]
As shown in FIG. 3, an intake port 80 communicating with the intake manifold 24 is opened in the crank chamber 22. A reed valve 23 is provided in the intake port 80. The intake manifold 24 is provided with an injector 26 and a throttle valve 25. The intake manifold 24 is provided with an intake air temperature sensor 32. Further, outside the intake manifold 24, the throttle valve 25 is provided with a throttle opening sensor 15 (see FIG. 4).
[0032]
The fuel supplied to the injector 26 is stored in the fuel tank 63. The fuel in the fuel tank 63 is sent to the sub tank 67 by the bottom pressure fuel pump 64 through the water separation and dust removal filter 66. The fuel in the sub-tank 67 is sent to the injector 26 of each cylinder through the distribution pipe by the high-pressure fuel pump 65, and the fuel is injected into the intake manifold 24 at a controlled injection amount and injection timing as will be described later. To form a mixture. The high-pressure fuel that has not been injected by the injector 26 is collected in the sub tank 67 through the return pipe 70. A pressure regulator 69 is provided on the return pipe 70 to keep the injection pressure of the injector 26 constant. Thereby, the fuel injection amount can be controlled by controlling the injection time by opening the injector 26.
[0033]
FIG. 4 shows details of a drive control system including detection means for detecting various operating states of the outboard motor including the engine and means for driving fuel injection and ignition. This example represents one control system of an outboard motor equipped with a two-boat marine 6-cylinder engine.
[0034]
Cylinder detection means # 1 to # 6 are arranged around the crankshaft and generate a trigger signal for executing an event interruption (TDC interruption) for each cylinder executed in the main routine. For example, a signal is generated at a moment when the piston of each cylinder is located at a top dead center or a predetermined angle (crank angle) before that. Accordingly, in this embodiment, one cylinder detection signal (TDC signal) is sent to the arithmetic processing unit in order from each cylinder # 1 to # 6 every 60 degrees during one rotation of the crankshaft. In this event interruption flow, ignition and fuel injection are performed based on the control calculation results for each cylinder obtained during the main routine.
[0035]
The crank angle detection means generates an angle pulse that is a base for ignition timing control, and generates a pulse signal corresponding to the number of teeth of the ring gear engaged with the crankshaft. For example, if it is configured to generate 448 pulses during one rotation corresponding to 112 gear teeth, the crankshaft rotates 0.8 degrees for each pulse.
[0036]
The throttle opening degree detection means 15 generates an analog voltage signal according to the opening degree of the throttle valve 25 provided in the intake manifold 24. The arithmetic processing unit performs arithmetic processing such as map reading by A / D converting the analog signal.
[0037]
More specifically, a throttle wire link connected to the throttle lever 60 (FIG. 2) is connected to one end of the valve shaft of the throttle valve 25. A resistance sliding sensor is attached to the opposite end of the valve shaft. The valve shaft rotates according to the opening of the throttle valve, and the resistance value of the sensor changes. This change in resistance value is taken out as a voltage change and used as a detection signal for the throttle opening.
[0038]
The next trim angle detecting means to intake air temperature detecting means is for correcting the control amount in accordance with the change in the environment when the engine operating condition changes. The trim angle detection means detects an attachment angle of the outboard motor. The E / G temperature detection means detects the temperature of a cylinder by attaching a temperature sensor to the cylinder block of each cylinder (or a specific reference cylinder). The atmospheric pressure detecting means is provided at an appropriate position in the cowling. The intake air temperature detecting means 32 is provided at an appropriate position on the intake passage. The atmospheric pressure and the intake air temperature directly affect the volume of the air, and the arithmetic processing unit performs a correction operation for the control amount such as the air-fuel ratio according to the detected values of the atmospheric pressure and the intake air temperature.
[0039]
The burned gas detection means is an oxygen concentration sensor (O2 sensor) provided in a predetermined cylinder, for example, the # 1 cylinder. Feedback control of the fuel injection amount and the like is performed according to the detected oxygen concentration.
[0040]
The knock detection means 34 detects abnormal combustion of each cylinder, and when knocking occurs, the ignition is shifted to the retard side or the fuel is set to the rich side to eliminate knocking and damage the engine. Prevent occurrence.
[0041]
The oil level detection means is provided with level sensors in both the sub tank 67 in the cowling and the main tank 63 in the ship.
[0042]
The thermoswitches, one on each of the left and right banks of the V-type bank, consist of sensors with fast response, such as bimetal temperature sensors, to detect engine temperature rise due to cooling system abnormalities and prevent burn-in. Perform misfire control. The engine temperature detection means described above is provided in the cylinder block and used for correcting the control amount of fuel injection. However, this thermo switch is required to have a quick response in order to immediately cope with the engine temperature rise. .
[0043]
The shift cut switch detects the tension of the shift cable for switching the clutch and facilitates switching of the dog clutch directly connected to the propeller.
[0044]
The operating state detecting means is for detecting the operating state of the other outboard motor. The means includes DES detection means. The DES detection means detects DES, which is a signal for notifying when another engine is in a misfire operation state due to an abnormality in the case of two-machine operation. That is, in the case of a type of ship having two outboard motors arranged in parallel at the stern, if the engine of one outboard motor is misfired due to lack of oil or temperature rise, the engine DES is output from the DES output means for detecting the DES and detecting the misfire operation state. By detecting this DES, the other engine also performs misfire control in the same manner, and keeps the running balance by making the operating states of both engines the same.
[0045]
The battery voltage detecting means is used for detecting the battery voltage and correcting and correcting the injection amount based on the voltage because the valve opening / closing operation speed changes due to the change in the drive power supply voltage of the injector and the discharge amount changes. .
[0046]
The starter switch detection means is for detecting whether the engine is in a starting operation. If the engine is in the starting state, the control for starting operation is performed by enriching the fuel.
[0047]
The two types of E / G stop switch detection means are an engine stop operation switch and a water fall detection switch. Of these, the water fall detection switch detects when an occupant falls, and immediately stops the engine. To control. These two types of E / G stop switch detection means are displayed as one E / G stop switch detection means for convenience in the drawing.
[0048]
Based on the input signals from the detection means as described above, the control amounts are calculated in the arithmetic processing unit, and the fuel injection means # 1 to # 6 on the output side (right side in FIG. 4) are calculated based on the calculation results. The ignition means # 1 to # 6, the fuel pump and the oil pump are driven and controlled. The fuel injection means and the ignition means are an injector and a spark plug, respectively, and are controlled in turn independently for each cylinder.
[0049]
In order to execute the calculation in such an arithmetic processing unit, as shown in the figure, the arithmetic processing unit includes a nonvolatile memory including a ROM storing a control program, a map, and the like, each detection signal, and an operation based on the detection signal. A volatile memory including a RAM for storing temporary data is provided.
[0050]
Next, the ignition timing control and fuel injection control of the outboard motor engine to which the present invention is applied will be described with reference to FIG. FIG. 5 is a block diagram showing a configuration for executing such a control flow. Each block is incorporated as an arithmetic processing circuit in the arithmetic processing apparatus shown in FIG.
[0051]
The cylinder discriminating means 201 corresponds to the cylinder detecting means # 1 to # 6 (FIG. 4), and discriminates the cylinder number based on the input signal from each cylinder. The cycle measuring means 1000 measures the time interval of the input signal from each cylinder based on the detection signal from the cylinder detecting means, and calculates the time (cycle) of one rotation by multiplying it by 6. The engine speed calculation means 203 calculates the reciprocal speed by calculating the reciprocal of this cycle. The throttle opening degree reading means 204 reads the opening degree by an analog voltage signal corresponding to the throttle opening degree.
[0052]
The throttle opening signal from the throttle opening reading means 204 is A / D converted, and the rotation speed signal from the E / G rotation speed calculation means 203 and the starting information from the starter switch are the basic ignition timing calculation means 210 and the basic fuel. It is sent to the injection calculation means 211, and the ignition timing and fuel injection amount of the # 1 cylinder, which is the reference cylinder, are calculated using a three-dimensional map in each of the normal operation mode and the start mode. The engine speed signal and the throttle opening signal are further sent to the cylinder specific ignition timing correction value calculation means 208 and the cylinder specific fuel injection amount correction value calculation means 209, and the basic ignition timing for the remaining cylinders # 2 to # 6. Further, a correction value for the basic injection amount is obtained by map calculation for each cylinder.
[0053]
On the other hand, the trim angle reading means 205, the engine temperature reading means 206, and the atmospheric pressure reading means 207 read the detection signals from the respective detection means (FIG. 4), and use them to detect the ignition timing correction value calculation means 212 and the fuel injection amount correction. It sends to the coefficient calculation means 213, and the correction value and correction coefficient according to each driving | running state are calculated. In this case, for the ignition timing correction value, the number of correction advance angles (or retardation angles) to be added to the basic ignition advance value is obtained from a map stored in advance for each type of read data. As for the fuel injection amount correction coefficient, a value corresponding to the driving state is obtained from map data stored in advance.
[0054]
Although ignition timing correction and fuel injection amount correction are not shown in the drawings, correction based on the intake air temperature may be performed by inputting intake air temperature detection data to the respective calculation means 212 and 213. The fuel injection amount correction value / correction coefficient calculation means 213 normally starts from the start operation mode based on the start start information from the starter SW and the engine speed information or further the temperature information from the E / G (engine) temperature detection means. The elapsed time information of the timer that starts from the time of transition to the operation mode is also input. In the fuel injection amount correction value / correction coefficient calculation means 213, the correction coefficient multiplied by the basic injection amount and the correction value other than the cylinder specific correction value, that is, the post-startup correction value and the time point when the start operation mode is shifted to the normal operation mode. A transition period correction value corresponding to the passage of time from is calculated.
[0055]
The calculated outputs of the ignition timing correction value calculation means 212 and the fuel injection amount correction value / correction coefficient calculation means 213 are input to the ignition timing correction means 214 and the fuel injection amount correction means 215, respectively. The calculated value of basic fuel injection is multiplied by a correction coefficient, and the post-startup correction value and the transient correction value are added to calculate the ignition timing of the # 1 cylinder and the control amount of fuel injection.
[0056]
The ignition timing and fuel injection control amount of the reference cylinder # 1 are input to the cylinder specific ignition timing correction means 216 and the cylinder specific fuel injection amount correction means 217, where the corrected ignition timing and fuel injection for the cylinder # 1 are corrected. By adding control correction amounts by cylinder-specific ignition timing correction amount calculation means 208 and cylinder-by-cylinder fuel injection amount correction value calculation means 209 for cylinders # 2 to # 6, the cylinders # 2 to # 6 are added. The ignition timing and the control amount of the fuel injection amount are calculated.
[0057]
Based on the ignition timing and the fuel injection control amount for each of the cylinders # 1 to # 6 calculated in this way, the ignition output means 218 is calculated with the value of the ignition advance angle for each cylinder. The control amount is set as a timer, and the fuel output means 219 sets the crank angle corresponding to the valve opening time as a timer.
[0058]
6 and 7 are flowcharts showing the overall control of the respective engines of the two-board outboard motor according to the embodiment of the present invention. This flowchart is a main routine flow showing a sequence program for the entire control process incorporated in the CPU of the control device (arithmetic processing device) of each engine.
[0059]
When the main switch is turned on and the power supply is turned on to start engine operation, first, after a predetermined reset time, each processing circuit in the control processing device is initialized (step S11).
[0060]
Next, in step S12, the operating state is determined and the result is stored in the memory. Here, the engine speed calculated from the ON / OFF information of the main switch, the ON / OFF information of the starter SW read using the starter SW detecting means of FIG. 4, and the crank angle pulse train read from the crank angle detecting means. Start determination that determines whether or not the engine is in the start state based on information, throttle opening information read from the throttle opening detection means, engine speed information, and operation state information of the other outboard motor read by the operation state detection means Cylinder deactivation determination based on information, abnormal state information such as overheating and oil shortage described below, or sudden acceleration / deceleration information calculated from time variation of throttle opening information, etc., mainly throttle opening Feedback control of oxygen concentration based on temperature information and engine speed information Judgment of whether or not the control data is to be learned and stored in the case of specific control conditions mainly based on the same two information, over-revo judgment of whether or not the engine is in excessive rotation based on engine speed information, throttle opening Overheat determination as to whether the engine is overheated based on temperature information, engine speed information, and engine (E / G) temperature detection means or temperature information by thermo SW as a more specific means, throttle opening information, engine speed Based on the information and residual oil amount information by the oil level detection means, an oil empty judgment is made as to whether the residual oil amount is small. In the case of an excessive rotation state, an overheat state, and a low residual oil amount state, misfire control is performed as described below. Further, in step S12, based on throttle information, crank angle information, O2 sensor information, or pulsar information from a pulsar coil which is a kind of crank angle detecting means, whether or not a failure state in which such information is missing or abnormal is determined. Fail judgment, judgment of whether or not another outboard motor is in operation based on the operating state information, judgment of whether the other outboard motor is in cylinder resting operation state based on the cylinder resting state signal , And a DES (signal for notifying the misfire control state corresponding to the abnormality), the two-engine operating state judgment including the judgment of whether the other outboard motor is in the misfire control state corresponding to the abnormality, the throttle opening described above Shift cut SW that operates at the time of shift operation from the high speed rotation state The shift cut is determined whether or not the shift cut state is based on the ON / OFF information.
[0061]
Such a determination is made based on various information such as detection information from the sensor read in the previous routine and calculation results.
[0062]
Next, in step S13, it is determined whether or not the loop 1 routine work is performed. If YES, the process proceeds to step S14 and the switch information is read. Here, information from the E / G stop switch detecting means, the main switch, the starter switch detecting means and the thermo SW is read. Subsequently, in step S15, information from the knock sensor (knock detecting means) and the throttle sensor (throttle opening detecting means) is read. After the information reading by the loop 1 is completed, the process proceeds to step S16 to determine whether or not to perform the routine work of the loop 2.
[0063]
The arithmetic processing unit sets the processing flag 1 of the loop 1 to 1 at intervals of 4 ms in hardware or software, and sets the processing flag 2 of the loop 2 to 1 at intervals of 8 ms.
[0064]
FIG. 8 is a flowchart of timer interruption for executing such loop 1 and loop 2. Such a timer is set in the initialization step S11. During execution of the routines of loops 1 and 2, the flag is set and the timer for the next routine is set.
[0065]
Returning to FIG. 6, in step S13, flag 1 is checked. If it is 1, steps S14 and S15 are executed. At the same time as the process proceeds to step S14, the flag 1 is cleared and becomes zero. In step S13, when it is confirmed that the flag 1 is 0, the process proceeds to step S16 to check whether the flag 2 is 1. If the flag 2 is 1, the process proceeds to step S17 and the flag 2 is cleared to 0 at the same time. If flag 2 is 0 in step S16, the process returns to step S12.
[0066]
In step S17, detection of the oil level, detection of the ON / OFF state of the shift cut switch that operates according to the tension of the shift cable that becomes large when shifting from a high rotation state, and is ON when the tension increases, In addition, detection of the engine two-engine running signal, cylinder deactivation state signal, and DES signal is performed. Further, in step S18, atmospheric pressure information, intake air temperature information, trim angle information, engine temperature information, battery voltage information, and oxygen concentration information in the exhaust gas are converted into atmospheric pressure detection means, intake air temperature detection means, trim angle detection means, E / G (engine) temperature detection means, battery voltage detection means, and O ₂ Each is read by a sensor. Note that the A / F information before combustion is calculated based on the oxygen concentration information.
[0067]
Next, in step S19, misfire control is performed. This is because, from the read information, in the operation state determination of the step S12, the engine is in an abnormal state such as overspeed, overheating at a predetermined throttle opening and engine speed, oil empty, or other engine is in an abnormal state. When the determination result is detected, fuel control is performed so that a specific cylinder is misfired. Further, in the cylinder-by-cylinder correction described below in step S24, misfire fuel control is performed to output to the memory that the misfire control state is in order to halve the fuel injection amount of the cylinder to be misfired from the other cylinders. Next, the fuel pump and the oil pump are driven and controlled based on the determination whether the engine is rotating and the information from the level sensor of the oil tank (step S20). For the fuel, the fuel pump is driven when the engine is rotating, the fuel pump is stopped when the engine is stopped, and the oil is driven by driving the pump when the amount in the oil tank is small. The oil is replenished from the oil tank or the engine speed is reduced to reduce the oil consumption.
[0068]
Next, in step S21, the cylinder deactivation determination result is determined. This is a determination step for selecting a calculation processing map when it is determined in the above-described operation state determination step S12 that the idle cylinder operation is performed in a predetermined low load low rotation state. If the cylinder is not idle, the basic calculation of the ignition timing and the injection time and the correction calculation for each cylinder are performed using the normal operation map for the normal all cylinder operation (step S22). It is also determined whether or not the misfire control state is set. If the misfire control state is set, the injection time is supplied to the misfire cylinder so as to supply the same amount of fuel as the fuel injection amount to the other ignition cylinders or a reduced ratio. Is set. As a result, fuel is supplied even in misfire control from the time of throttle opening and engine speed exceeding a predetermined level, so that the piston can be cooled by heat of vaporization and damage can be prevented. If the cylinder is in the idle cylinder operation state, the ignition timing and the injection time are calculated and the cylinder-by-cylinder correction calculation is performed using the cylinder idle map for cylinder idle operation in which the specific cylinder is deactivated (step S24).
[0069]
Next, in step S23 of FIG. 7, the basic ignition timing and the correction value for the fuel injection are calculated according to the operating state such as the atmospheric pressure and the trim angle. Subsequently, in step S25, a correction value associated with the feedback control of the oxygen concentration is calculated. At this time, the learning determination of the calculation information and the determination of the activation of the O2 sensor are performed. Further, in step S26, a control amount correction value is calculated based on the detection signal from the knock sensor in order to prevent engine burn-in and the like.
[0070]
Next, in step S27, the optimal ignition timing, injection time, and injection timing are calculated by multiplying the basic ignition timing and the control amount of fuel injection by a correction coefficient and adding a correction value or multiplying the correction coefficient. Thereafter, in step S290, calculation for pre-engine stop control is performed. This is because, in step S12, when the main switch or the engine stop switch or the like is turned off and it is determined that the engine is stopped, only the ignition is stopped in consideration of restart and the fuel injection is continued for a predetermined time. It is a routine. Thus, the loop 2 routine is completed, and the process returns to the original operation state determination step S12.
[0071]
FIG. 9 shows the flow of the TDC interrupt routine. A marker is attached to the crankshaft so as to output a signal from each cylinder detecting means informing that the piston is at the top dead center in each cylinder when passing in the vicinity of each cylinder detecting means. The TDC interruption is a routine interrupted at any time in the main routine based on the input of TDC signals from the cylinders by the cylinder detecting means # 1 to # 6.
[0072]
First, the number of the cylinder to which the signal is input is determined (step S28). Next, by comparing the cylinder number with the cylinder number of the previous input signal, forward / reverse rotation of the engine with respect to the rotation direction to be operated is determined (step S29). If it is reversed, the engine is immediately stopped (step S33). If the engine is rotating normally, for example, the time interval between the # 1 and # 2 cylinders is counted and multiplied by 6 to calculate the engine rotation cycle (step S30). Subsequently, the rotational speed is calculated by calculating the reciprocal of this cycle (step S31). When this rotational speed is smaller than a predetermined rotational speed, the engine is stopped (steps S32 and 33).
[0073]
Next, in step S34, it is determined whether or not the input TDC interrupt signal is from a specific reference cylinder # 1. If the signal is from the reference cylinder # 1, it is determined whether or not the cylinder is in the idle cylinder operation (step S35). If the cylinder is in the idle cylinder operation, it is determined whether or not the pattern of the cylinder to be deactivated should be changed (step S37). ), The pattern is switched (step S38) or the process proceeds to step S39 without switching, and the cylinder resting operation information by the ignition control is set. When the interrupt signal is not from # 1 (step S34) or when the cylinder is not idle (step S35), the cylinder idle information is cleared or cleared (step S36), and the process proceeds to step S39, where the cylinder is closed by ignition control. Set driving information. Based on the ignition deactivation information, the ignition pulse of the cylinder to be ignited is set (step S40).
[0074]
Details of this ignition pulse set are shown in FIG. In the V-type 6-cylinder engine, the ignition timing obtained by the calculation is converted to a crank angle 60 degrees before the TDC, that is, how many times the reference is obtained, and divided by 0.8 to be rounded to the number of pulses. When a TDC signal of a cylinder that becomes TDC 60 degrees before is inputted, the data of the number of pulses rounded by the timer constituting the ignition output means 218 is held, and at the same time, the pulses from the crank angle detection means are subsequently changed to the timer. The number of pulses to be held is decremented by 1 every time the number of pulses reaches, and when the number of held pulses becomes zero, the ignition output means 218 sparks the spark plug 19.
[0075]
This embodiment is directed to, for example, a 6-cylinder V-type 2-bank engine, and odd-numbered cylinders (# 1, 3, 5) are arranged in the left bank, and even-numbered cylinders (# 2, 4, 6) is arranged in the right bank. In order to control these cylinders for each bank, a separate timer is provided for each bank. When setting the number of crank angle pulses corresponding to the ignition timing in these timers, first, as shown in the figure, it is determined whether the cylinder number is even or odd, and depending on whether the cylinder number is even or odd, the corresponding ignition timing data is stored in each bank. (In the figure, the odd-numbered bank is timer 3 and the even-numbered bank is timer 4), and the ignition cylinder number is set.
[0076]
Thereafter, a cylinder that reduces the fuel injection amount in the fuel injection control for the idle cylinder that misfires in the ignition control is set as cylinder idle information in the fuel injection control (step S41 in FIG. 9), and the idle cylinder that misfires in the ignition control is calculated. The injection pulse corresponding to each cylinder is set to the injection time corresponding to the fuel injection amount reduced from the controlled fuel injection amount and the injection time corresponding to the fuel injection control amount calculated for the other cylinders. (Step S42).
[0077]
When measuring the engine cycle described above, if there is an input signal (TDC signal) from one cylinder, the TDC interrupt of FIG. 9 is performed in response to this, and the TDC cycle measurement timer is constant when the TDC signal is input. Counting of the number of frequency pulses is started, and when the TDC signal of the next cylinder is input, it is reset and starts counting the next cylinder. In this case, when the count value exceeds a predetermined value, an overflow occurs and the count is reset. A timer overflow interrupt is executed when this overflow occurs, that is, when it is detected that the rotation is a low-speed rotation in which the cycle of the crank angle of 60 degrees is a predetermined time or more.
[0078]
FIG. 11 shows this overflow interrupt. When an overflow occurs, the number of times is first stored, and it is determined whether or not the engine is in a starting operation state. If the operation mode is in the starting state, the overflow is because the engine speed is low, and the operation is continued as it is. If it is not in the start mode, it is determined whether or not the TDC signal pulse has been lost, that is, it is an overflow because the TDC signal pulse has not been transmitted due to some trouble. If the engine is low, stop the engine. If there is a missing pulse, it is determined whether or not the overflow detection is the second time, and if it is the second time, the engine is stopped because the rotation is too low. As a result, the engine is always stopped when there is an abnormality in the signal transmission system at low speed.
[0079]
FIG. 12 shows an interrupt routine of the timers 3 and 4 corresponding to the aforementioned banks for setting the ignition timing of each cylinder. When an engine rotation signal (TDC signal) is input from each cylinder, the timers 3 and 4 are interrupted. First, the cylinder rest information for determining whether or not to perform the ignition cylinder closing operation because the engine is under a predetermined low speed and the misfire information regarding whether or not the ignition is misfired by detecting overheat or overrevo (over rotation) are read. Thereafter, a timer value corresponding to the ignition timing is set in the timer 3 or 4 corresponding to the cylinder number. After that, in the case of misfire due to dead-cylinder information or misfire information, the ignition process routine is not performed, so that the discharge to the spark plug is not performed even at the timing set by the timer, and the phase is delayed by 120 °. The cylinder ignition timing is read from the memory, the timing is set in the timer, and the process returns to the main flow. When not misfiring, the number of the cylinder to be ignited is read, and at the timing set by the timer, a pulse (HI) is output from the ignition output port of the ignition drive circuit of that cylinder to discharge the spark plug. The ignition time is set by a timer corresponding to the pulse width, or a loop that requires a predetermined time for execution is executed a predetermined number of times to obtain a required pulse width. After the predetermined ignition time has elapsed, the signal from the ignition output port is set to LOW, and the discharge of the spark plug is completed. If the ignition drive circuit is LOW active, the logic is reversed.
[0080]
The above is the structural configuration of the outboard motor engine to which the present invention is applied, the system configuration of the entire control system, and the flow of its operation.
[0081]
FIG. 13 is an operation mode state transition diagram of the marine internal combustion engine according to the present invention. When the main switch is turned on, each arithmetic unit is initialized after a predetermined reset time, and enters a standby mode. When the starter switch is turned ON, the start mode is set. If the predetermined number of revolutions (N1) is not reached due to the cranking in the start mode, or if it once reaches the prescribed number of revolutions and then falls below the prescribed number of revolutions again, the operation returns to the stop mode. If the starter switch is turned on again after returning to the stop mode, the mode is again shifted to the start mode. Here, the condition of the switch information in the start mode is that the main switch is ON, the stop switch is OFF, and the starter switch is ON. The CPU of the control device (arithmetic processing device in FIG. 3) reads the switch information recorded in the RAM (step S14 in FIG. 6), and determines whether or not it is a start time. In this case, a flag may be set in advance based on the switch information, and it may be determined based on this flag whether or not the engine is starting.
[0082]
In the start mode, fuel injection control is performed in accordance with the operation state, and when the engine speed increases to a predetermined value (N2) or more, the operation mode is shifted to the normal operation mode. The post-startup control according to the present invention is performed in a post-startup period of a predetermined time after the transition to the normal operation mode. In the normal operation mode, when the engine speed decreases to N1 or less, when the stop switch is turned on, or when the main switch is turned off, the operation returns to the stop mode. The stop switch is turned on when the engine stop switch is turned on or the water fall switch is turned on.
[0083]
FIG. 14 is a graph of the corrected injection time of the fuel injection control after starting according to the embodiment of the present invention. As shown in the figure, the corrected injection time gradually decreases with time as the initial value QS at the time of switching to the control after starting (at the time of shifting to the normal operation mode), and becomes zero when the time t1 elapses. This initial value QS is obtained by interpolation from a two-dimensional map using the illustrated engine temperature as a parameter. If the corrected injection time is Q4 and the elapsed time after the transition is t,
Q4 = QS−QS × t / t1 (Q4 ≧ 0, t ≦ t1)
It is represented by This equation is an equation representing the illustrated straight line graph.
[0084]
The final fuel injection time Q0 using the corrected injection time Q4 can be obtained from the following formula.
[0085]

Q0 to Q6 are expressed in msec, and C0 is expressed in%. Also,
Q1: basic injection time, Q2: correction injection time, Q3: invalid injection time, Q4: post-startup correction injection time, Q5: cylinder-specific correction injection time, Q6: transient correction injection time, C0: injection time correction coefficient, C1 : Correction coefficient based on engine temperature, C2: correction coefficient based on atmospheric pressure, C3: correction coefficient based on intake air temperature, and C4: correction coefficient based on trim angle.
[0086]
In this way, the fuel is increased during the predetermined period after the transition to the normal operation mode, and the correction amount is gradually decreased, so that the injection amount is rapidly decreased when the increase operation at the start is shifted to the normal operation. There is no change and smooth transition of the operation mode is achieved.
[0087]
FIG. 15 is a graph showing the corrected ignition timing after start according to the embodiment of the present invention. As shown in the figure, the lower limit value of the ignition timing is changed with the passage of time from the control start time after starting (the time when the operation mode is shifted to the normal operation mode). Although it is changed in two steps in the figure, it may be changed in three steps or more. In this case, the lower limit value is set so that the change to the retard side can be increased as time elapses or the engine temperature rises. That is, immediately after the transition to the normal operation mode, the setting to the retard side is limited to suppress the amount of change from the advance value at the start, and a rapid transition is prevented by preventing a sudden change. Is.
[0088]
FIG. 16 is a flowchart of the post-startup correction control according to the present invention. As shown in the figure, it is first determined whether or not the engine is in a state after starting (step S1201). If it is after the start, that is, if it is within a predetermined time after the start-up operation determining condition such as the starter switch OFF or the engine speed is equal to or higher than the predetermined value is released and the mode is shifted to the normal operation mode, Thus, the corrected injection time after the start is calculated (step S1202), and the corrected ignition timing after the start is further calculated (step S1203).
[0089]
FIG. 17 shows the details of the correction control state determination flow after startup. First, in step S1204, it is determined whether or not the operation state has shifted to the normal operation mode. If it is the start mode that is not in the normal operation mode condition, the process proceeds to step S1205 to set a start state flag and set an initial value as a base for various control calculations after transition to the normal operation. If the normal operation mode condition is satisfied, it is determined whether or not the cranking at the start has just ended (step S1206). If the first main routine (FIG. 6, FIG. 7) after the end of cranking is being looped, that is, immediately after shifting from the start mode state to the normal operation mode state, the control start flag after start is set. At the same time, the cranking flag (starting flag) is lowered (step S1207).
[0090]
On the other hand, if it is not immediately after the end of cranking in step S1206, that is, after having already shifted to the normal operation mode, it is determined whether or not post-startup injection control after the shift is being performed (step S1208). This can be determined by the presence or absence of a control start flag after the start in step S1207 and the elapsed time from the transition point. When the injection control in the post-start state is being performed, the post-start control flag is set and the post-start control start flag set in the previous routine is lowered (step S1209). When the injection control after the start is finished, the process proceeds to step S1210, and it is determined whether or not the ignition timing control after the start is performed. If the ignition timing control after the start is being performed, this is continued as it is, and if the post-start control flag is off, this is set (step S1209). When the ignition timing control after the start is completed, the flag under the control after the start is cleared (step S1211).
[0091]
FIG. 18 is a flowchart showing details of the calculation process of the corrected injection time after startup (step S1202 in FIG. 16). First, in step S1212, it is determined whether or not the control after starting should be started, that is, whether or not the control at the time of starting has shifted to the normal operation control. If the control after the start is newly started, in step S1213, the initial value QS of the corrected injection amount is calculated as a map, and a flag indicating that the injection control after the start is in progress is set. Exit. Thus, when this routine is executed next time after the initial value is set, the determination in step S1212 is NO because the control after the start has already been started, and the process proceeds to step S1214. Here, whether or not the control after starting is being performed is determined by the presence or absence of the flag, and if the control after starting is being performed, the corrected injection amount Q4 corresponding to the elapsed time is calculated as described above (step S1215). At this time, it is determined whether or not a predetermined control time (t1 in FIG. 14) has elapsed (step S1216). If it has not elapsed, a flag indicating that the injection control after starting is in progress is set (step S1217). . If the predetermined control time t1 has elapsed, the correction injection amount Q4 is set to zero, and the flag during the injection control after starting is lowered (step S1218). Thus, the fuel injection correction control after the start is finished.
[0092]
FIG. 19 is a flowchart for calculating the lower limit value of the ignition timing by the correction after the start. First, in step S1219, it is determined whether the control after starting should be started. If the ignition timing control after the start is newly started, as described above (see FIG. 15), the lower limit value of the ignition timing is set and the flag indicating that the ignition timing control after the start is in progress is set. (Step S1223), the routine is exited. Thus, when this routine is executed next time after the ignition timing control after the start is started, since the control after the start has already been started, the determination in step S1219 is NO and the process proceeds to step S1220. Here, it is determined whether the ignition timing control after the start is in progress, that is, whether a predetermined post-start control time has elapsed. If the control before the predetermined time has elapsed, in step S1222, as described above, the lower limit value of the ignition timing is calculated according to the elapsed time or the engine temperature, and this is set and the ignition timing is being controlled after the start. A flag indicating the presence is set (step S1223). During ignition timing control, this routine is repeated.When the predetermined time, which is the period after starting, has elapsed or when the end time or end temperature of the ignition timing lower limit value setting is reached and the control after starting is completed, the flag for ignition timing control after starting is set. The lowering lower limit setting process is terminated (step S1221).
[0093]
In the fuel injection and ignition timing correction control after starting, the injection amount correction control time is set equal to or longer than the ignition timing correction control time. If the injection amount correction control time is set to be longer than the ignition timing correction time, the normal operation is performed more gradually at the end of the transient control in which a gradual change is made when switching from the start mode to the normal operation mode. The mode can be switched.
[0094]
In this way, the fuel injection and ignition timing correction control after starting is performed, and when a predetermined time has passed and this is finished, the fuel injection and ignition timing are controlled according to the normal operation mode.
[0095]
【The invention's effect】
As described above, in the present invention, since the fuel increase correction is performed from the time when the start mode is shifted to the normal operation mode until the predetermined time elapses, there is a sudden change in the injection amount when the operation mode is shifted. It is suppressed. Therefore, it is possible to achieve a stable combustion by preventing a drop in the number of revolutions and engine stall due to a sudden leaning of the air-fuel ratio due to a change in the fuel supply amount at the time of operation mode transition, and a smooth operation mode transition can be achieved. it can.
[0096]
Further, by setting the lower limit value of the ignition timing after the start, the change of the ignition timing to the retard side is suppressed. As a result, stable combustion is achieved by preventing a drop in engine speed and engine stall due to a sudden and significant change in the ignition timing at the time of operation mode transition, and smoother operation mode transition is achieved. It can be carried out.
[Brief description of the drawings]
FIG. 1 is an external view of a two-board outboard motor to which the present invention is applied.
FIG. 2 is a configuration explanatory view of an outboard motor throttle lever to which the present invention is applied.
FIG. 3 is a configuration diagram including a fuel system of an outboard motor according to the present invention.
FIG. 4 is a diagram illustrating the configuration of a drive control system for a two-board outboard motor.
FIG. 5 is a control block diagram of the control system of FIG. 3;
FIG. 6 is a flowchart of a main routine in a control sequence of the internal combustion engine to which the present invention is applied.
FIG. 7 is a continuation of the flowchart of FIG.
FIG. 8 is a flowchart of a timer interrupt routine in the flowchart of FIG.
FIG. 9 is a flowchart of a TDC interrupt routine in the flowchart of FIG.
FIG. 10 is a flowchart of an ignition pulse setting routine.
FIG. 11 is a flowchart of a timer overflow interrupt routine.
FIG. 12 is a flowchart of a timer interrupt routine for each bank.
FIG. 13 is an operation mode transition diagram of the internal combustion engine according to the embodiment of the present invention.
FIG. 14 is a graph of a corrected injection amount after startup according to an embodiment of the present invention.
FIG. 15 is a graph showing a lower limit value of the corrected ignition timing after start according to the embodiment of the present invention.
FIG. 16 is a flowchart of correction control after startup according to the embodiment of the present invention.
FIG. 17 is a flowchart of correction control state determination after start according to the embodiment of the present invention.
FIG. 18 is a flowchart of a corrected injection time calculation process after startup according to an embodiment of the present invention.
FIG. 19 is a flowchart of a lower limit value calculation process of the corrected ignition timing after start according to the embodiment of the present invention.
[Explanation of symbols]
201: cylinder discrimination means, 203: engine speed calculation means, 205: trim angle reading means, 210: basic ignition timing calculation means, 211: basic fuel injection amount calculation means, 214: ignition timing correction means, 215: fuel injection amount Correction means, 218: ignition output means, 219: fuel output means.

Claims (1)

An electronically controlled internal combustion engine that performs ignition and fuel injection by calculating a basic control amount of an ignition timing and a fuel injection amount and a correction amount for the basic control amount according to an engine operating state parameter. Control of an internal combustion engine having a start mode in which a predetermined amount of fuel increase is performed in a predetermined start operation state after starting and a normal operation mode in which the predetermined amount of fuel increase is canceled when the start operation state is canceled In the method, in the post-startup control method for a multi-cylinder internal combustion engine, the calculation of the correction amount is performed so as to increase the fuel for a predetermined time from the time when the start mode is shifted to the normal operation mode.
Based on the throttle opening and the engine speed, the basic ignition timing and basic fuel injection amount of the reference cylinder are calculated, and correction values for the remaining cylinders are calculated,
Correcting the basic ignition timing and basic fuel injection amount of the reference cylinder to calculate the ignition timing and fuel injection control amount of the reference cylinder;
By adding the control correction amount for the remaining cylinders to the corrected ignition timing and fuel injection amount of the reference cylinder, the ignition timing and fuel injection amount of the remaining cylinders are calculated,
Ignition timing for advancing the ignition timing in the start mode from that in the normal operation mode and for suppressing a change amount of the ignition timing to the retard side for a predetermined time from the time when the start mode is shifted to the normal operation mode. Set a lower limit,
The post-startup control method for a multi-cylinder internal combustion engine, wherein the ignition timing lower limit value is changed according to an elapsed time from the time when the start mode is shifted to the normal operation mode .

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