JP7202857B2 - internal combustion engine controller - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine control system, and more particularly to an internal combustion engine control system for controlling fuel injection in different modes for an injector of an internal combustion engine mounted on a vehicle such as a straddle-type vehicle having a dog clutch.

Conventionally, it has been applied to an internal combustion engine using an electromagnetic solenoid injector that injects fuel into the combustion chamber of a cylinder by driving a valve body with the electromagnetic force of an electromagnetic coil, and the internal combustion engine that controls the fuel injection of such an injector. Engine controls are known.

In recent years, in order to more precisely control the fuel injection amount in the fuel injection of the injector and to make the injected fuel more atomized, a configuration in which two injectors are provided for each cylinder of the internal combustion engine has been proposed. An internal combustion engine control device is applied to such an internal combustion engine for controlling fuel injection of two injectors provided for each cylinder.

In such a configuration in which two injectors are provided for each cylinder of the internal combustion engine, fuel is injected from each injector in a predetermined injection mode, and the injection mode is switched as necessary. Such switching of the injection mode may also be performed in a configuration in which one injector is provided for each cylinder of the internal combustion engine.

Under such circumstances, Patent Document 1 relates to a fuel injection control device, which includes a first intake passage and a second intake passage for each cylinder, a first fuel injection valve arranged in the first intake passage, and a second intake passage. is applied to an internal combustion engine in which a second fuel injection valve is arranged in a position to suppress the adhesion of injected fuel to the inner wall of a specific intake passage, thereby suppressing the imbalance of the equilibrium adhesion amount between the intake passages. In each combustion cycle, two injection timings are provided with a phase difference between the injection timing at which the first fuel injection valve injects fuel and the injection timing at which the second fuel injection valve injects fuel. A configuration is disclosed in which the injection pulse signals for the first fuel injector and the second fuel injector are set so as to be alternately switched every predetermined number of combustion cycles.

Further, Patent Document 2 relates to a fuel injection control device for an internal combustion engine. In order to remove deposits of unburned fuel components accumulated in the injection hole portion (nozzle portion) of the fuel injection valve on the injection stop side, every time the number of continuous injections of one fuel injection valve A exceeds a predetermined number of times, 2, a configuration is disclosed in which injection is switched to the other (injection stop side) fuel injection valve B and injection of the fuel injection valve B is executed once (or multiple times).

Further, Patent Document 3 relates to a fuel injection control device for an internal combustion engine, and in an injection mode using two fuel injection valves, the first fuel injection valve and the second fuel injection valve are alternately driven every set number of combustion cycles. It has an alternate injection mode and a combined injection mode in which the first fuel injection valve and the second fuel injection valve are used together for each combustion cycle. In the partial load range where the engine load is less than the set load, the alternate injection mode is selected when the engine is cold (during warming up), and the combined injection mode is selected when it is fully warmed up (after warming up). Disclose.

Further, Patent Document 4 relates to a fuel injection control device for an internal combustion engine, in which one injector is attached to the upper part of each cylinder of the engine for directly injecting fuel into the cylinder (combustion chamber), and the injector is changed according to the operating state of the engine. In order to improve the accuracy of the fuel injection amount when making the number of fuel injections variable by the basic injection so that the actual air-fuel ratio approaches the target air-fuel ratio for each injection number determined according to the operating state of the engine Disclosed is a configuration for individually calculating a learning value for correcting a pulse.

JP 2017-166388 A JP 2009-185741 A JP 2012-067638 A JP 2011-052670 A

According to the study of the present inventor, the configuration of Patent Document 1 is intended to suppress the adhesion of the injected fuel to the inner wall of a specific intake passage, thereby suppressing the imbalance of the balanced adhesion amount between the intake passages. The configuration of Patent Document 2 is intended to remove deposits of unburned fuel components deposited in the injection hole portion of the fuel injection valve on the injection stop side, but the configuration disclosed in Patent Document 1 It does not disclose or suggest a configuration for switching between a so-called combined injection mode such as the above and a so-called alternate injection mode such as the configuration disclosed in Patent Document 2.

Further, according to the study of the present inventor, the configuration of Patent Document 3 discloses a configuration for switching between the alternate (alternating) injection mode and the combined injection mode according to the load of the internal combustion engine. It is necessary to set the transitional injection mode and its configuration is complicated, and the driving force of the internal combustion engine is transferred to the driving wheels sequentially through the main clutch and a dog-type transmission having a dog clutch separate from the main clutch. It does not disclose or suggest a configuration that can be applied to a vehicle such as a straddle-type vehicle that is configured to transmit power so as to appropriately suppress the occurrence of unwanted vehicle behavior.

Further, according to the study of the present inventor, the configuration of Patent Document 4 is intended to improve the accuracy of the fuel injection amount when the number of fuel injections by the injector is made variable according to the operating state of the engine. However, for a vehicle such as a straddle-type vehicle configured to transmit the driving force of the internal combustion engine to the drive wheels through a main clutch and a dog-type transmission equipped with a dog clutch separate from the main clutch. , does not disclose or suggest any configuration that can be applied to appropriately suppress the occurrence of unwanted vehicle behavior.

The present invention has been made through the above studies, and when different modes of fuel injection control are applied to a vehicle such as a straddle-type vehicle equipped with a dog clutch, the mode of fuel injection control when the dog clutch is actuated is determined. It is an object of the present invention to provide an internal combustion engine control device capable of appropriately suppressing the occurrence of unnecessary vehicle behavior while eliminating an additional transition mode by switching between .

In order to achieve the above objects, the present invention provides an internal combustion engine mounted on a vehicle in which driving force is transmitted between an internal combustion engine and driving wheels via a dog clutch, and which causes a fuel injection device of the internal combustion engine to inject fuel. In the engine control device, the dog clutch has a dog on the side of the internal combustion engine and a dog on the side of the drive wheel, and the relative positional relationship between the dog on the side of the internal combustion engine and the dog on the side of the drive wheel is such that the A driving state in which the driving force from the dog on the internal combustion engine side is transmitted to the dog on the driving wheel side and the dog on the internal combustion engine side drives the dog on the driving wheel side; a driven state in which a driving force from a dog is transmitted to the dog on the internal combustion engine side and the dog on the internal combustion engine side is driven by the dog on the driving wheel side; backlash between the dog on the side of the engine and the dog on the side of the drive wheel interrupts the transmission of driving force between the dog on the side of the internal combustion engine and the dog on the side of the drive wheel. is defined, and in a combustion cycle of one cylinder of the internal combustion engine, a first injection control that causes the fuel injection device to inject the fuel a first predetermined number of times, and in the combustion cycle of the one cylinder, and a second injection control that causes the fuel injection device to inject the fuel a second predetermined number of times that is greater than the first predetermined number of times. a control unit capable of switching between injection control or from the second injection control to the first injection control, the control unit controlling the relative positional relationship between the driving state and the driven state A first aspect is to switch between the first injection control and the second injection control when changing across the cut-off state between.

Further, in addition to the first aspect, the present invention is such that the control unit executes the second injection control when the relative positional relationship is in the driving state, A second aspect is to execute the first injection control in the driving state.

Further, according to the present invention, in addition to the first or second aspect, the control unit changes the relative positional relationship from the blocking state to the driving state, or changes the relative positional relationship from the blocking state to the driving state. A third aspect is switching between the first injection control and the second injection control when the state changes to the driven state.

Further, in addition to any one of the first to third aspects of the present invention, the shut-off state has a predetermined width of the operating state defined by the rotational speed of the internal combustion engine and the throttle opening of the internal combustion engine. A fourth aspect is to be set in correspondence with the region having.

In addition to any one of the first to fourth aspects of the present invention, the fuel injection device includes a first injector and a second injector for the one cylinder, and the control unit includes , in the first injection control, by injecting the fuel from only one of the first injector and the second injector, the fuel is injected at the first predetermined number of times; In the injection control of 2, the fuel is injected in the second predetermined number of times by cooperating with both the first injector and the second injector to inject the fuel. Make it a situation.

In addition to the fifth aspect of the present invention, in the first injection control, the control unit uses one of the first injector and the second injector as an injection injector. The first injector and the second injector are set so that the fuel injection is performed, and the injector that is not the injecting injector among the first injector and the second injector is set as a resting injector and is rested without executing the fuel injection. The second injector is controlled, and in the second injection control, one of the first injector and the second injector is set as a preceding injector, and the first injector and the second injector are selected. of the injectors, the injectors that are not the preceding injectors are designated as the following injectors, the preceding injectors are caused to start preceding fuel injection, and after the preceding fuel injection is started, the succeeding injectors start following fuel injection. A sixth aspect is controlling the first injector and the second injector so as to cause

According to the internal combustion engine control apparatus according to the first aspect of the present invention, the control unit controls the relative positional relationship between the internal combustion engine side dog and the drive wheel side dog in the dog clutch so that the internal combustion engine side dog The driving force from the engine is transmitted to the dog on the driving wheel side, and the dog on the internal combustion engine side drives the dog on the driving wheel side. and a driven state in which the dog on the side of the internal combustion engine is driven by the dog on the side of the drive wheel, and a disconnected state in which the transmission of driving force between the dog on the side of the internal combustion engine and the dog on the side of the drive wheel is cut off. A first injection control that causes the fuel injection device to inject fuel a first predetermined number of times in the combustion cycle of one cylinder of the internal combustion engine when changing across, and a first predetermined number of times in the combustion cycle of one cylinder. The second injection control causes the fuel injection device to inject fuel at a second predetermined number of times, which is greater than the number of times. To appropriately suppress the occurrence of unnecessary vehicle behavior such as hunting while eliminating an additional transition mode by switching the mode of fuel injection control when a dog clutch is actuated when control is applied. can be done.

Further, according to the internal combustion engine control device according to the second aspect of the present invention, the control unit executes the second injection control when the relative positional relationship is in the driving state, and the relative positional relationship is in the driven state. Since the first injection control is executed when the engine is in the state of can do.

Further, according to the internal combustion engine control device according to the third aspect of the present invention, the control unit changes the relative positional relationship from the cutoff state to the drive state, or changes the relative positional relationship from the cutoff state to the driven state. When this occurs, the first injection control and the second injection control are switched. Therefore, it is possible to appropriately suppress the occurrence of unnecessary vehicle behavior such as hunting.

Further, according to the internal combustion engine control device according to the fourth aspect of the present invention, the cutoff state corresponds to a region having a predetermined width of the operating state defined by the rotational speed of the internal combustion engine and the throttle opening of the internal combustion engine. Therefore, it is possible to set the disengagement state suitable for the characteristics of the dog clutch, and it is possible to appropriately suppress the occurrence of unnecessary vehicle behavior such as hunting.

Further, according to the internal combustion engine control device according to the fifth aspect of the present invention, the control unit causes only one of the first injector and the second injector to inject fuel in the first injection control, thereby , the fuel is injected a first predetermined number of times, while in the second injection control, the fuel is injected cooperatively from both the first injector and the second injector, thereby injecting the fuel a second predetermined number of times. Therefore, the required amount of fuel can be appropriately supplied for these fuel injection controls, and the occurrence of unwanted vehicle behavior such as hunting can be appropriately suppressed.

In addition, according to the internal combustion engine control apparatus according to the sixth aspect of the present invention, the control unit controls one of the first injector and the second injector to be the injection injector in the first injection control. and the first injector and the second injector are made to pause without executing the fuel injection as the rest injector, which is not the injection injector among the first injector and the second injector. In the second injection control, either one of the first injector and the second injector is set as the leading injector, and among the first injector and the second injector, the injector that is not set as the leading injector is selected. As the trailing injector, the first injector and the second injector are controlled to cause the leading injector to start the leading fuel injection and, after starting the leading fuel injection, to cause the trailing injector to start the trailing fuel injection. Therefore, the required amount of fuel can be more appropriately supplied to these fuel injection controls, and the occurrence of unnecessary vehicle behavior such as hunting can be appropriately suppressed while suppressing unnecessary fuel adhesion. can do.

FIG. 1(a) is a schematic diagram showing the configuration of an internal combustion engine and an internal combustion engine control device applied thereto according to an embodiment of the present invention, and FIG. 1(b) is a partially enlarged view of FIG. 1(a). It is a Z arrow view shown schematically. FIG. 2(a) shows an injection section during execution of steady injection control of the leading injector of the internal combustion engine to which the internal combustion engine control device is applied when fuel injection control is executed in the combined fuel injection control mode (combined mode) in this embodiment. and a schematic diagram of a crank angle for explaining an example of a valve opening interval in chronological order, and FIG. 2 ( c) shows an example of an injection interval and a valve opening interval when steady injection control is executed for the trailing injector of the internal combustion engine to which the internal combustion engine control device is applied when fuel injection control is executed in the combined mode according to the present embodiment. FIG. 2D is a schematic diagram of the crank angle for the purpose of explanation, and FIG. 2D shows the following injector of the internal combustion engine to which the internal combustion engine control device is applied when executing the fuel injection control in the combined mode according to the present embodiment. Fig. 2(e) is a schematic diagram of a crank angle for explaining in chronological order an example of an injection interval and a valve opening interval when increasing injection control is executed, which is added after execution of steady injection control; An example of an injection interval and a valve opening interval during execution of steady injection control of an injector of an internal combustion engine to which an internal combustion engine control device is applied during execution of fuel injection control in an alternating fuel injection control mode (alternating mode) will be described in chronological order. FIG. 2( f ) is a schematic diagram of the crank angle for performing the fuel injection control in the alternation mode according to the present embodiment, and FIG. FIG. 4 is a schematic diagram of a crank angle for explaining an example of an injection interval and a valve opening interval during the execution of additional injection control to be added in chronological order; FIG. 3 is a schematic diagram showing fuel injection control modes applied to the fuel injection control process executed by the internal combustion engine control device according to the present embodiment. FIG. 4 is a chart with respect to the crank angle for explaining in chronological order an example of the fuel injection control process executed by the internal combustion engine control device according to the present embodiment. FIG. FIG. 4B shows a chart when switching from the combined mode fuel injection control to the alternate mode fuel injection control. FIGS. 5(a) to 5(e) show the configuration of the internal combustion engine used in the first to fifth modifications of the present embodiment. FIG. 4 is a corresponding cross-sectional view; FIG. 6(a) shows a small-time fuel injection executed by an internal combustion engine control device applied to an internal combustion engine having one injector for one cylinder in the fourth and fifth modifications of the present embodiment. FIG. 6 is a schematic diagram of a crank angle for explaining in chronological order an example of an injection interval and a valve opening interval during execution of steady injection control when fuel injection control is executed in an injection control mode (few injection mode); FIG. (b) shows multiple fuel injection control executed by an internal combustion engine control device applied to an internal combustion engine having one injector for one cylinder in the fourth and fifth modifications of the present embodiment; FIG. 4 is a schematic diagram of a crank angle for explaining an example of an injection interval and a valve opening interval during execution of steady injection control when fuel injection control is executed in a mode (multiple injection mode) in chronological order; FIG. 7 is a diagram showing a fuel injection control process for a crank angle for explaining in chronological order an example of a fuel injection control process executed by an internal combustion engine control device applied to an internal combustion engine having one injector in a fourth modification of the present embodiment. 7(a) shows a chart when switching from fuel injection control in a small injection mode to fuel injection control in a multiple injection mode, and FIG. 7(b) shows fuel injection in a multiple injection mode. FIG. 4 shows a chart when switching from control to fuel injection control in a small number of times injection mode; FIG.

Hereinafter, an internal combustion engine control system according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Configuration of Internal Combustion Engine]
First, with reference to FIGS. 1(a), 1(b), and 2(a) to 2(f), the configuration of an internal combustion engine to which the internal combustion engine control apparatus according to the present embodiment is applied will be described.

FIG. 1(a) is a schematic diagram showing the configuration of an internal combustion engine and an internal combustion engine control device applied thereto according to the present embodiment, and FIG. 1(b) is an enlarged view of a part of FIG. 1(a). It is a Z arrow view shown typically. FIG. 2(a) shows an injection interval and a valve opening when the preceding injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied when executing the fuel injection control in the combined mode according to the present embodiment. FIG. 2B is a schematic diagram of a crank angle CA for explaining an example of an interval in chronological order, and FIG. FIG. 2 is a schematic diagram with respect to the crank angle CA for explaining in chronological order an example of an injection interval and a valve opening interval when increasing injection control is executed, which is added after execution of steady injection control of the leading injector of the internal combustion engine 1; (c) is an example of an injection interval and a valve opening interval when steady injection control is executed for the trailing injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied when fuel injection control is executed in the combined mode according to the present embodiment. FIG. 2D is a schematic diagram for the crank angle CA for explaining in chronological order, FIG. FIG. 2 is a schematic diagram for crank angle CA for explaining in chronological order an example of an injection interval and a valve opening interval during execution of increased injection control that is added after execution of steady injection control of the trailing injector of No. 1; ) shows an example of an injection interval and a valve opening interval when the steady injection control of the injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied when executing the fuel injection control in the alternation mode in this embodiment is performed in chronological order. Fig. 2(f) is a schematic diagram of the injector of the internal combustion engine 1 to which the internal combustion engine control device 100 is applied when executing fuel injection control in the alternation mode according to the present embodiment. FIG. 5 is a schematic diagram of a crank angle CA for explaining in chronological order an example of an injection interval and a valve opening interval during execution of increased injection control that is added after execution of steady injection control;

As shown in FIG. 1(a), an internal combustion engine 1 to which an internal combustion engine control apparatus 100 according to the present embodiment is applied is typically driven through a main clutch and a dog-type transmission (not shown) in order. An internal combustion engine mounted on a vehicle such as a saddle-type vehicle, typically a motorcycle, having a configuration for transmitting driving force to drive wheels, and a cylinder block 2 typically having only one illustrated cylinder 2a. It has A coolant passage 3 through which a coolant for cooling the cylinder block 2 flows is formed in a side wall of the cylinder block 2 corresponding to the cylinder 2a. The internal combustion engine 1 to which the internal combustion engine control device 100 of the present embodiment is applied is typically a 4-stroke 1-cycle internal combustion engine. good. Further, as shown in FIG. 3, which will be described later, the dog-type transmission connects the internal combustion engine 1 and the drive wheels by bringing the dogs into an engaged state in which the dogs are engaged with each other, and at the same time, the dogs are engaged with each other. This transmission mechanism is provided with a dog clutch DC that disengages the internal combustion engine 1 from the drive wheels by disengaging the disengagement state, thereby enabling gear shifting while the main clutch remains in the connected state. . In such a dog clutch DC, the dog D1 on the side of the internal combustion engine 1 pushes the dog D2 on the side of the driving wheels, and the dog D2 on the side of the driving wheels pushes the dog D2 on the side of the driving wheels to transmit the driving force. and a driven state in which the internal combustion engine 1 side is driven by the driving force of the driving wheel side, and a predetermined gap (backlash) exists between the dogs D1 and D2. When the driving state and the driven state are switched in this way, these dogs D1 and D2 rotate relative to each other by the amount of backlash, so that the dog D1 on the internal combustion engine 1 side and the dog D2 on the drive wheel side rotate. A transient cutoff state is defined in which no driving force is transmitted between Such a transient cutoff state can correspond to a no-load line, which will be described later in detail.

A piston 4 is arranged inside the cylinder 2a. Piston 4 is connected to crankshaft 6 via connecting rod 5 . The crankshaft 6 is provided with a reluctor 7 that rotates coaxially therewith. The outer peripheral surface of the reluctor 7 is provided with a plurality of teeth 7a juxtaposed in a predetermined pattern in the circumferential direction.

A cylinder head 8 is attached to the upper portion of the cylinder block 2 . The inner wall surface of the cylinder block 2, the upper surface of the piston 4, and the inner wall surface of the cylinder head 8 cooperate to define the combustion chamber 9 of the cylinder 2a.

The cylinder head 8 is provided with a spark plug 10 that ignites a mixture of fuel and air in the combustion chamber 9 . The number of spark plugs 10 corresponding to the combustion chambers 9 may be plural.

An intake pipe 11 is attached to the cylinder head 8 and communicates with the combustion chamber 9 . In the cylinder head 8, two intake passages 11a and 11b are formed that branch into two and extend in the intake pipe 11 on the combustion chamber 9 side.

As shown in FIGS. 1(a) and 1(b), two intake openings 11c and 11d corresponding to the two intake passages 11a and 11b and opening to the combustion chamber 9 have corresponding Intake valves 12a, 12b are provided for opening and closing two intake openings 11c, 11d. Reference numerals 11e and 11f in the drawing denote inner walls corresponding to the two intake passages 11a and 11b.

The two intake passages 11a, 11b have two injectors 13a, 13b that inject fuel correspondingly into the two intake passages 11a, 11b via nozzle portions 13c, 13d to supply fuel to the combustion chamber 9. are provided correspondingly. The injectors 13a and 13b may be attached to the head 8.

Here, the fuel injection amount (the amount of fuel to be injected) of the injectors 13a and 13b is typically determined by setting the fuel pressure applied to the injectors 13a and 13b by a fuel pump (not shown) to a constant value. , 13b are opened to inject fuel, i.e., the valve opening interval 1 and the valve opening interval 2 shown with respect to the crank angle as shown in FIGS. is controllable by setting the length of For example, in order to double the fuel injection amount of the injectors 13a and 13b, the fuel pressure is set to a constant value, and only the valve opening interval 1 is set. It is sufficient to change to a state in which both of the equal valve opening sections 2 are set. 2(e) and 2(f), one of the injectors 13a and 13b is shown as an injection injector that executes fuel injection, and the other of the injectors 13a and 13b is a fuel injection injector. The illustration is omitted as a rest injector that does not perform injection.

As shown in FIG. 1(a), the intake pipe 11 is provided with a throttle valve 14 upstream of the injectors 13a and 13b. The throttle valve 14 is a component of a throttle device (not shown), and the body of the throttle device is assembled to the intake pipe 11 .

Also, an exhaust pipe 15 that communicates with the combustion chamber 9 is attached to the cylinder head 8 . Two exhaust passages 15 a and 15 b are formed in the cylinder head 8 so as to branch into two and extend in the exhaust pipe 15 on the side of the combustion chamber 9 . Note that the inside of the exhaust pipe 15 may not be branched into two, and only one exhaust passage may be provided.

As shown in FIGS. 1(a) and 1(b), two exhaust openings 15c and 15d corresponding to the two exhaust passages 15a and 15b and opening to the combustion chamber 9 are provided with corresponding Exhaust valves 16a, 16b are provided for opening and closing two exhaust openings 15c, 15d. Reference numerals 15e and 15f in the drawing denote inner walls corresponding to the two exhaust passages 15a and 15b.

[Configuration of Internal Combustion Engine Control Device]
Next, with reference to FIGS. 1(a) and 2(a) to 2(f), the configuration of the internal combustion engine control device 100 according to the present embodiment will be described.

As shown in FIG. 1( a ), the internal combustion engine control device 100 in this embodiment electrically connects a water temperature sensor 101 , a crank angle sensor 102 , an intake air temperature sensor 103 , a throttle opening sensor 104 and an intake pressure sensor 105 . It has an ECU (Electronic Control Unit) 106 connected thereto.

The water temperature sensor 101 is attached to the cylinder block 2 in such a manner as to enter the coolant passage 3, and detects the temperature of the coolant flowing through the coolant passage 3 as the temperature of the internal combustion engine 1. is input to the ECU 106.

The crank angle sensor 102 is attached to a lower case (not shown) assembled to the lower portion of the cylinder block 2 so as to face the teeth 7 a formed on the outer peripheral surface of the reluctor 7 . The rotation speed of the crankshaft 6 is detected as the rotation speed of the internal combustion engine 1 (rotation speed: engine rotation speed) by detecting the tooth portion 7a that rotates. The crank angle sensor 102 inputs to the ECU 106 an electric signal indicating the rotational speed of the internal combustion engine 1 thus detected.

The intake air temperature sensor 103 is attached to the intake pipe 11 in such a manner as to penetrate into the intake pipe 11, detects the temperature of the air flowing into the intake pipe 11 as the intake air temperature, and outputs an electric signal indicating the detected intake air temperature. is input to the ECU 106 .

The throttle opening sensor 104 is mounted on the body of the throttle device, detects the opening of the throttle valve 14 as the throttle opening, and inputs an electric signal indicating the detected throttle opening to the ECU 106 .

The intake pressure sensor 105 is attached to the intake pipe 11 in such a manner as to enter the intake pipe 11 between the throttle valve 14 and the two intake passages 11a and 11b, and detects the intake pressure (intake negative pressure) in the intake pipe 11. An electric signal indicating the detected intake pressure is input to the ECU 106 .

The ECU 106 operates using power from a battery provided in the vehicle. The ECU 106 includes a microcomputer 107 , and the microcomputer 107 includes a ROM (Read Only Memory) 108 , a RAM (Random Access Memory) 109 , a counter 110 and a CPU (Central Processing Unit) 111 . Note that the counter 110 is provided as necessary when counting a count value that is used when replacing the injectors 13a and 13b, which will be described later.

The ROM 108 is configured by a non-volatile storage device, and stores control programs and control data for fuel injection control processing, etc., which will be described later.

A RAM 109 is configured by a volatile storage device and functions as a working area for the CPU 111 .

The counter 110 performs various timing processes such as counting the number of injections of fuel by each of the injectors 13a and 13b in accordance with a control signal from the CPU 111 . The counter 110 counts the number of times of injection by one or both of the injectors 13a and 13b according to the injection operation of each of the injectors 13a and 13b injecting fuel according to the control signal from the CPU 111 . For example, the counter 110 indicates the starting phase (starting phase angle) of the valve-opening section 1 and the valve-opening section 2 in which the valve elements of the injectors 13a and 13b are opened to inject fuel according to the control signal from the CPU 111. Depending on the appearance of a particular phase, one or both of the injectors 13a, 13b will count the number of injections.

The CPU 111 controls the overall operation of the ECU 106 according to electrical signals from the water temperature sensor 101 , the crank angle sensor 102 , the intake air temperature sensor 103 , the throttle opening sensor 104 and the intake pressure sensor 105 . Further, the CPU 111 functions as a fuel injection amount calculator 112 and a fuel injection controller 113 by executing control programs stored in the ROM 108 .

The fuel injection amount calculation unit 112 calculates the amount of fuel injected into the internal combustion engine 1 based on electrical signals from the water temperature sensor 101, the crank angle sensor 102, the intake air temperature sensor 103, the throttle opening sensor 104, and the intake pressure sensor 105. Calculate quantity.

The fuel injection control unit 113 performs fuel injection control processing for controlling fuel injection from the injectors 13a and 13b so that the fuel injection amount calculated by the fuel injection amount calculation unit 112 is injected from the injectors 13a and 13b into the internal combustion engine 1. to run. Specifically, in the present embodiment, the fuel injection control unit 113 selects and switches between the combined mode and alternate mode of the injectors 13a and 13b in the fuel injection control process. Determination of the start phase (start phase angle) and end phase (end phase angle) of the fuel injection section for realizing the fuel injection amount, and execution of fuel injection by the injectors 13a and 13b in the valve open section within the injection section , etc., and sends control signals to the injectors 13a and 13b to realize them.

Here, within a predetermined stroke section in the combustion cycle of the internal combustion engine 1, the number of fuel injections in which the injectors 13a and 13b inject fuel in the combined mode and the number of fuel injections in which the injectors 13a and 13b inject fuel in the alternation mode. , the number of fuel injections in the combined mode is relatively large, so it can be said that the combined mode is the multiple injection mode. It can be said that it is an injection mode. Specifically, the combined mode refers to a mode in which fuel is injected from both the injectors 13a and 13b within the exhaust stroke and the intake stroke, which are typically adjacent to each other. Specifically, it is a mode in which one of the injectors 13a and 13b injects fuel but the other does not inject fuel in the exhaust stroke and intake stroke sections adjacent to each other. When the combined mode is selected, the fuel injection control unit 113 determines which injector (preceding injector) starts fuel injection earlier and which injector (following injector) delays the start of fuel injection. If necessary, determine whether to replace the leading injector and the trailing injector (set the current leading injector to the new trailing injector, and set the current trailing injector to the new leading injector), and The fuel injection of the injectors 13a and 13b is controlled according to the order. Further, when the alternation mode is selected, the fuel injection control unit 113 determines an injector to inject fuel (injection injector) and an injector to pause without injecting fuel (rest injector). A determination is made as to whether to replace the injection injector and the rest injector (set the current injection injector as a new rest injector, and set the current rest injector as a new injection injector), and the injector 13a is changed depending on whether the injection or the rest is performed. , 13b. In the combined mode, when there is no need to set the start of fuel injection by the injectors 13a and 13b, the distinction between the preceding injector and the following injector is eliminated, and the injectors 13a and 13b are allowed to inject fuel at the same time. can also

Further, the fuel injection control unit 113 switches the injection mode of the fuel injection control between the alternation mode and the combined mode in response to the no road line. As a result, when switching the fuel injection control mode between the alternation mode and the combined mode, it is possible to appropriately suppress the occurrence of unnecessary vehicle behavior while eliminating the additional transition mode. Such a no-load line indicates an operating state of the internal combustion engine 1 in which the driving force of the internal combustion engine 1 is in balance with the resistance of the internal combustion engine 1 (mechanical frictional force, viscoelastic force of lubricating oil, etc.). has engine speed and throttle opening as parameters, and is made up of characteristic data indicating the operational state of the internal combustion engine in which engagement between the dogs of the dog-type transmission can be released. there is Specifically, the no-load line defines the boundary of the operating state of the internal combustion engine where the engagement state of the dogs of the dog-type transmission switches between the engagement state during deceleration and the engagement state during acceleration. A state in which the dogs are separated from each other due to backlash (separated state), a state in which the dogs are simply in contact with each other without pressing (simple abutment state), and a state in which the dogs can be separated from each other and gently press each other. It defines the relationship between the engine speed and the throttle opening in the state of being pressed (gentle pressing state). In these three conditions of the no-load line, the driving force transmitted from one of the dogs of the dog-type transmission to the other is zero or practically negligible. It can be considered as a transient cutoff state in which no driving force is transmitted. Further, the no-load line may be not only a simple line but also an area including the line and extending with a certain vertical width in an orthogonal coordinate system whose coordinate axes are the engine speed and the throttle opening. Such a region may be set as a hysteresis region when switching the fuel injection control mode between the alternate mode and the combined mode.
stomach.

Further, when switching the injection mode of fuel injection control from the alternation mode to the combined mode, the fuel injection control unit 113 causes the injector 13a and the injector 13b to execute fuel injection last in the alternation mode at the time of switching. It is preferable to start fuel injection in the combined mode from the injector that has been paused with respect to the injector that has been stopped. As a result, when the alternation mode fuel injection control is switched to the combined mode fuel injection control, the fuel adhering to the inner wall surfaces of the intake passages 11a and 11b is vaporized, and the amount of fuel adhering to the inner wall surfaces of the intake passages 11a and 11b is reduced. , 12b, the fuel adhering to the valve body is vaporized and the amount of fuel adhering to it is reduced. Among the intake valves 12a and 12b, the amount of fuel adhering to the valve body is large, and the vaporization time of the adhering fuel is sufficiently ensured for the injector that has the greater amount of fuel adhering to the valve body to promote vaporization, thereby preventing a sudden change in the air-fuel ratio. can be suppressed. Also, during such switching, an increase in the amount of fuel adhering to the inner wall surfaces of the intake passages 11a and 11b and the valve elements of the intake valves 12a and 12b can be suppressed more appropriately.

Further, when switching the injection mode of fuel injection control from the combined mode to the alternating mode, the fuel injection control unit 113 causes the injector 13a and the injector 13b to emit fuel during the last exhaust stroke in the combined mode at the time of switching. It is preferable to start the fuel injection in the alternation mode from the injector with the short interval length in which the injection was performed. As a result, when the fuel injection control in the combined mode is switched to the fuel injection control in the alternation mode, the amount of fuel adhering to the inner wall surfaces of the intake passages 11a and 11b is small, and the amount of fuel adhering to the valve elements of the intake valves 12a and 12b is small. Since fuel injection can be started from the injector that has been injecting fuel mainly in the intake stroke, the amount of fuel adhering to the inner wall surfaces of the intake passages 11a and 11b is large, and the amount of fuel adhering to the intake valves 12a and 12b is large. Of the two injectors, the injector with the larger amount of fuel adhering to the valve body can be sufficiently secured for vaporization time of the adhering fuel to promote vaporization, thereby suppressing a sudden change in the air-fuel ratio. Also, during such switching, an increase in the amount of fuel adhering to the inner wall surfaces of the intake passages 11a and 11b and the valve elements of the intake valves 12a and 12b can be suppressed more appropriately.

Further, the fuel injection control unit 113, as necessary, controls the number of valve opening sections within the injection section during acceleration, typically including sudden acceleration, in addition to steady injection during normal running including gentle acceleration. The total valve opening interval length may be set longer than the injection valve opening interval, and the increased amount injection may be executed in which the fuel injection is performed with the fuel amount increased from the injection fuel amount at the time of the steady injection. The fuel injection control process of the fuel injection control unit 113 does not matter whether the intake valves 12a, 12b and the exhaust valves 16a, 16b overlap.

Here, in the combined mode fuel injection control, as shown in FIGS. In order to realize the fuel injection amount, that is, in order to set the valve opening section 1 and the valve opening section 2 of a predetermined length u respectively corresponding to the injectors 13a and 13b, the injection section has a predetermined length. The length W1 of the injection section set to W1, W2, and typically, of the injectors 13a, 13b that will be the leading injector that injects fuel first, is the length W1 of the injectors 13a, 13b that inject fuel after the leading injector. It is preferable that the trailing injector is set to be longer than the length W2 of the injection section. In addition, the valve opening section 1 and the valve opening section 2 of the injectors 13a and 13b are set so as not to protrude from the respective corresponding predetermined injection sections. By setting the position of the starting phase (starting phase angle) of the injection interval of the preceding injector within the exhaust stroke in this way, the preceding injector can ensure a long injection interval length in order to inject the required fuel. In addition, by making the injection interval length W1 of the leading injector longer than the injection interval length W2 of the trailing injector, the interval between injection intervals chronologically adjacent in the same injector (after becoming the leading injector and then switching to the trailing injector). Since it is possible to ensure a long interval between the injection sections when there is no gas, it is possible to ensure a long section for vaporization. It should be noted that the predetermined lengths W1 and W2 can be set equal to each other when there is no need to provide such a difference between the injection section lengths.

Among the injectors 13a and 13b, the leading injector typically performs only one fuel injection when the steady-state injection control of the injector shown in FIG. 2A is executed during steady operation of the internal combustion engine. One opening interval 1 in the figure corresponds to this, and only one opening interval 1 is set in the injection interval, while, if necessary, acceleration of the internal combustion engine During operation, in addition to the one fuel injection when the steady injection control is executed, the one fuel injection when the fuel injection control for increasing the amount of injector shown in FIG. 2B is executed is the one time when the steady injection control is executed. Since one valve opening section 2 in the drawing corresponds to this added after only fuel injection, a total of two valve opening sections 1 and 2 are set within the injection section.

Similarly, for the injectors 13a and 13b that become the trailing injectors, typically, during the steady operation of the internal combustion engine, the injector injection control shown in FIG. Only one fuel injection is executed and one valve opening section 1 in the figure corresponds to this, and only one valve opening section 1 is set within the injection section. During accelerating operation of the internal combustion engine, in addition to the single fuel injection for executing the steady injection control, the single fuel injection for executing the increasing injection control of the injector shown in FIG. Since one valve opening section 2 in the figure corresponds to this added after only one fuel injection at time, a total of two valve opening sections 1 and 2 are set within the injection section. become.

Further, the starting phase (starting phase angle) of each of the injection section and the valve opening section 1 when executing the steady injection control of the preceding injector shown in FIG. The phase differences ΔCA and Δca lead the corresponding start phases (start phase angles) of the injection section and the valve opening section 1 when the control is executed. Furthermore, when the increased injection is executed, the start phase (start phase angle) of each of the injection section and the valve opening section 1 when the increased injection control of the preceding injector shown in FIG. d) is preceded by the phase differences ΔCA and Δca from the start phases (start phase angles) corresponding to each of the injection section and the valve opening section 1 when the injection control for increasing the amount of injection of the following injector is executed. 2(b), the starting phase (starting phase angle) of the valve opening section 2 during execution of the injection injection control for the preceding injector shown in FIG. It precedes the corresponding starting phase (starting phase angle) of the valve opening section 2 by the phase difference Δca. The start of fuel injection by each of the injectors 13a and 13b may be delayed from the start phase (start phase angle) of the injection section, and fuel injection may not be performed throughout the entire injection section. In each of these injection sections, it is convenient to match the end phase of each of them with the end phase of the corresponding intake stroke. may Further, the injection period of the leading injector and the injection period of the trailing injector need not overlap with respect to the crank angle CA. Also, the phase differences ΔCA and Δca can each be set to zero if there is no need to provide such a phase difference.

Further, when the fuel injection control unit 113 determines that the count value of the number of injections of the preceding injector obtained by the timing processing of the counter 110 has reached a predetermined threshold value (count threshold value), the fuel injection control unit 113 performs the subsequent fuel injection in the next combustion cycle. Preferably, the injector is the leading injector and the leading injector is the trailing injector, and these are interchanged. This is because, if the fuel injection execution time lengths of the two injectors 13a and 13b, that is, the total lengths of the valve opening sections do not match, there is a tendency for the adhesion amount of these fuels to become uneven. , it is significant to switch the leading and trailing sides of the two injectors 13a, 13b in order to suppress the occurrence of such bias. In the exhaust stroke, since the intake valve is closed, the fuel injected by the preceding injector tends to adhere to the inner wall of the intake passage and the intake valve. Considering that it is set so that the preceding injector and the following injector are switched, the count number of injections is increased when increasing injection control is executed in which the fuel injection amount increases in the valve opening section of the preceding injector. By increasing the frequency, it is possible to secure a long vaporization time as a whole. It should be noted that the counting of the number of injections by the following injector may be omitted for simplification.

Here, it is preferable that the predetermined threshold value (count threshold value) used for determining the number of injections of the preceding injector is set in advance according to the operating state of the internal combustion engine 1 . Specifically, the amount of fuel that adheres to the inside of the internal combustion engine increases as the engine temperature decreases or as the intake pressure approaches atmospheric pressure. Therefore, the predetermined threshold is typically the intake pressure (negative pressure absolute value), the engine load (e.g., the number of revolutions of the internal combustion engine and the It is preferable that it is preset according to the throttle opening as a parameter) and the cooling water temperature. When these values change, the predetermined threshold values also change appropriately, so it is possible to appropriately switch the preceding injector and the succeeding injector, or to appropriately inject fuel continuously using the same injector. As a result, although it cannot be realized with the configuration of Patent Document 1, by appropriately replacing the leading injector and the trailing injector, it is possible to appropriately suppress the adhesion of the injected fuel to the inner wall of the intake passage and the intake valve. By appropriately injecting fuel continuously with the same injector, the frequency of replacement of injectors for injecting fuel can be reduced, and appropriate fuel injection can be realized while ensuring required injection responsiveness of the injector.

Next, in the alternation mode fuel injection control, as shown in FIGS. 2(e) and 2(f), each of the injectors 13a and 13b is In order to realize the required fuel injection amount of , that is, to make it possible to set the valve opening section 1 and the valve opening section 2 of a predetermined length u respectively corresponding to the injectors 13a and 13b, the injection section is a predetermined is set to have a length W3 (for example, exhibiting a magnitude relationship represented by W1>W3>W2). In addition, it is preferable that the valve opening section 1 and the valve opening section 2 of the injectors 13a and 13b are set so as not to protrude from the corresponding predetermined injection sections. By setting the position of the starting phase (starting phase angle) of the injection section of the injection injector within the exhaust stroke in this way, it is possible to secure a long injection section length with the injection injector in order to inject the required fuel. It should be noted that the predetermined lengths W1, W2, and W3 can be set to equal lengths when there is no need to provide such a difference between the injection interval lengths.

Among the injectors 13a and 13b, the injection injector typically performs only one fuel injection during the steady operation of the internal combustion engine when the steady injection control of the injector shown in FIG. 2(e) is executed. One opening interval 1 in the figure corresponds to this, and only one opening interval 1 is set in the injection interval, while, if necessary, acceleration of the internal combustion engine During operation, in addition to the one fuel injection when the steady injection control is executed, the one fuel injection when the increase injection control of the injector shown in FIG. Since one valve opening section 2 in the drawing corresponds to this added after only fuel injection, a total of two valve opening sections 1 and 2 are set within the injection section. Also in the alternation mode, the start of fuel injection of each of the injectors 13a and 13b may be delayed from the start phase (start phase angle) of the injection interval, or even if fuel injection is not performed throughout the injection interval. good. In each of these injection sections, it is convenient to match the end phase of each of them with the end phase of the corresponding intake stroke. may

Further, when the fuel injection control unit 113 determines that the count value of the number of injections of the injection injector obtained by the timing processing of the counter 110 has reached a predetermined threshold value (count threshold value), the injection injector is are the dormant injectors and the dormant injectors are the injection injectors and are preferably interchanged. This is because, if the fuel injection execution time lengths of the two injectors 13a and 13b, that is, the total lengths of the valve opening sections do not match, there is a tendency for the adhesion amount of these fuels to become uneven. , there is significance in interchanging injection and pause in each of the two injectors 13a, 13b in order to suppress the occurrence of such bias. In the exhaust stroke, since the intake valve is closed, the fuel injected by the injector tends to adhere to the inner wall of the intake passage and the intake valve. Considering that the injection amount is increased in the valve opening section of the injector, the number of times of injection is increased when the fuel injection amount is increased in the valve opening section of the injector, and the number of times of injection is increased. By increasing the frequency of replacement, it is possible to secure a long vaporization time as a whole.

Here, even in the alternation mode, it is preferable that a predetermined threshold value (count threshold value) used for determining the number of times of injection by the injector is set in advance according to the operating state of the internal combustion engine 1 . Specifically, the amount of fuel adhering to the inside of the internal combustion engine increases as the engine temperature decreases or as the intake pressure approaches atmospheric pressure. , the predetermined threshold is typically an intake pressure (negative pressure absolute value) that can be an index of the operating state of the internal combustion engine 1, an engine load (e.g., rotation of the internal combustion engine and the throttle opening as parameters) and the cooling water temperature.

In the internal combustion engine control device 100 having such a configuration, the fuel injection control unit 113 executes the following fuel injection control process, so that when the fuel injection control mode is switched between the alternate mode and the combined mode, the additional To appropriately suppress the occurrence of unnecessary vehicle behavior while eliminating a typical transition mode. 3 and 4, the operation flow of the internal combustion engine control device 100 when executing this fuel injection control process will be described below.

[Fuel injection control process]
First, with reference to FIG. 3, a specific example of the fuel injection control mode (fuel injection mode) applied to the fuel injection control process executed by the internal combustion engine control device 100 in the present embodiment and the switching thereof will be described.

FIG. 3 is a schematic diagram showing fuel injection control modes applied to the fuel injection control process executed by the internal combustion engine control device 100 in this embodiment. In FIG. 3, the horizontal axis is the engine speed NE, the vertical axis is the throttle opening TH, the symbol NLL is the no-road line, the symbol H is the hysteresis area given to the no-road line NLL, and the symbol HUL is the throttle opening TH in the hysteresis area H. Boundary line on the large side (upper side in the figure), symbol HLL is the boundary line on the small side (lower side in the figure) of the throttle opening TH of the hysteresis area H, symbol M1 is the area in which alternate mode fuel injection control is executed. , M2 indicates a region in which the combined mode fuel injection control is executed, and B indicates a boundary line between the regions M1 and M2. Here, the region M1 is set to correspond to the high load region of the internal combustion engine 1, and when a relatively high load is applied to the internal combustion engine 1, the load is relatively large so that the load can be dealt with. is a region where the amount of fuel can be supplied. Further, the region M2 is set corresponding to the low-to-middle load region of the internal combustion engine 1, and is relatively small so that when a relatively low load is applied to the internal combustion engine 1, the load can be coped with. This is the area where the amount of fuel can be supplied.

As shown in FIG. 3, in the fuel injection control process executed by the internal combustion engine control device 100 in this embodiment, the no-road line NLL is preset corresponding to the engine speed NE and the throttle opening TH. Such a no-load line NLL indicates the operating state of the internal combustion engine in which the driving force of the internal combustion engine is balanced with the resistance force of the internal combustion engine (mechanical friction force, viscoelastic force of lubricating oil, etc.), typically , the engine speed NE and the throttle opening TH as parameters, and characteristic data indicating the operational state of the internal combustion engine in which the engagement between the dogs of the dog type transmission can be released. there is Specifically, the no-load line NLL defines the boundary of the operating state of the internal combustion engine where the engagement state of the dogs of the dog-type transmission switches between the engagement state during deceleration and the engagement state during acceleration. Defines the relationship between the engine speed NE and the throttle opening TH in a state in which the dogs are simply in contact with each other without separating or pressing each other, and in a state in which the dogs are gently pressed against each other in a separable state. It is something to do.

In other words, as shown in the upper left schematic diagram in FIG. 3, in the region above the no-load line NLL, the internal combustion engine 1 drives the drive wheels, so the dog clutch DC of the dog type transmission does not operate on the internal combustion engine 1 side. The dog D1 is in a state of pushing the dog D2 on the driving wheel side. Further, as shown in the schematic diagram at the lower left in FIG. 3, in the region below the no-load line NLL, the drive wheels drive the internal combustion engine 1, so the dog clutch DC of the dog type transmission has The dog D2 is in a state of pushing the dog D1 on the internal combustion engine 1 side. On the other hand, as shown in the schematic diagram in the middle left of FIG. The dog D1 and the dog D2 on the drive wheel side are separated. The no-road line NLL is not only the line NLL but also has a predetermined vertical width in FIG. It may be an extended region, and such a region may be treated in the same manner as the no-load line NLL, or may be set as a hysteresis region H exhibiting hysteresis characteristics.

Further, as an example, the boundary line B enters the hysteresis region H from the boundary line HUL at the operating point P1 (NE1, TH2) when the engine speed NE is increased from the operating point P0 (0, TH1). , is in contact with the no-load line NLL at the operating point P2 (NE2, TH2) and is on the no-load line NLL until the operating point P3 (NE3, TH3), and leaves the no-load line NLL at the operating point P3 and passes through the boundary line HUL in the hysteresis region. It is shown as a line emerging from H and extending upward on a straight line through NE3. In addition, FIG. 3 shows the magnitude relationships of NE3>NE2>NE1 and TH3>TH2>TH1.

Here, the fuel injection control unit 113 determines that at least one of the engine speed NE and the throttle opening TH has changed, and the value after the change has changed from the value before the change across the no-road line NLL. At times, the fuel injection control mode is switched between a combined mode and an alternating mode. Further, when the no-load line NLL is set as a hysteresis region H having a predetermined vertical width, the fuel injection control unit 113 detects that at least one of the engine speed NE and the throttle opening TH changes, and the change Between the combined mode and the alternate mode when the subsequent value changes from within the hysteresis region H to outside the hysteresis region H with respect to the value before the change, straddling the boundary line HUL or HLL of the hysteresis region H. to switch the fuel injection control mode. In such a case, the fuel injection control unit 113 operates in such an operating state transition route that the engine speed NE increases or the throttle opening TH increases, and the value after the change is changed from the value before the change. When it changes from inside the hysteresis region H to outside the hysteresis region H across the boundary line HUL of the hysteresis region H, the fuel injection control mode is switched from the alternate mode to the combined mode, and the engine speed NE becomes low. In the operating state transition path in which the throttle opening TH becomes small, the value after the change is within the hysteresis region H to the outside of the hysteresis region H with respect to the value before the change. , the fuel injection control mode is switched from the combined mode to the alternating mode. By switching the fuel injection control mode between the alternation mode and the combined mode in this way, it is possible to suppress the occurrence of unnecessary vehicle behavior caused by the contact between the dogs D1 and D2 of the dog clutch DC at a high relative speed. can. On the no-load line NLL, the boundary line HUL, and the boundary line HLL, the fuel injection control mode is not switched between the alternate mode and the combined mode, and the same fuel injection control mode as before is maintained.

For example, in FIG. 3, in the operating state transition route R1 in which the engine speed NE increases and the throttle opening TH increases, the fuel injection control unit 113 switches the fuel injection control mode at the no-road line NLL. When switching the fuel injection control mode in C0 and the hysteresis region H, the operating point C2 is used as a boundary point, and the region M1 is shifted to the region M2. Therefore, the fuel injection control is switched from the alternation mode to the combined mode. On the other hand, in the operating state transition route R2 in which the engine speed NE becomes low and the throttle opening TH becomes small, the fuel injection control unit 113 switches the fuel injection control mode at the no-load line NLL, the operating point C1, and the hysteresis When the fuel injection control mode is switched in the region H, the operating point C3 is used as a boundary point, and the region M2 is shifted to the region M1. Therefore, the fuel injection control is switched from the combined mode to the alternative mode. However, when the engine speed NE is lower (when the no-load line NLL is applied, the engine speed NE is lower than NE1, and when the hysteresis region H is applied, the engine speed NE is lower than NE2 case), the fuel injection control is switched between the combined mode and the alternative mode at the boundary line B located on the side of the throttle opening TH larger than the no-load line NLL or the hysteresis region H (upper side in the figure). Further, when the engine speed NE is higher (higher than NE3), only the region M1 exists, so the fuel injection control mode is not switched.

Next, a specific example of fuel injection control processing executed by the internal combustion engine control device 100 based on the fuel injection control mode shown in FIG. 3 will be described with reference to FIG.

FIG. 4 is a chart for the crank angle CA for explaining in chronological order an example of the fuel injection control process executed by the internal combustion engine control device according to the present embodiment. FIG. FIG. 4B shows a chart when switching from control to combined mode fuel injection control, and FIG. 4B shows a chart when switching from combined mode fuel injection control to alternation mode fuel injection control. 4(a) and 4(b), (A) is the injection section of the injector 13a, (B) is the injection section of the injector 13b, and (C) is the crank angle CA of the fuel injection mode. , respectively.

In the lowermost part of FIG. 4(a), the crank angle CA that changes in time series of the internal combustion engine 1 of 4-stroke 1-cycle is shown by CA1 to CA19 as a representative example, and FIG. 4(b). In the lowermost part, the chronologically varying crank angles CA of the four-stroke, one-cycle internal combustion engine 1 are indicated by CA1 to CA18 as representative examples. 4(a) and 4(b), the chronologically changing combustion cycle of the internal combustion engine 1 is shown in the uppermost part of FIG. 4(a) and FIG. 4(b). It is shown as a cycle (corresponding to a 720 degree interval of crank angle CA). Here, each one combustion cycle is shown as a representative example corresponding to the intervals CA2 to CA5, CA5 to CA8, CA8 to CA11, CA11 to CA15 and CA15 to CA18 per crank angle. In the figure, the fuel injection control in the alternate mode shows an example in which the injecting injector and the resting injector are exchanged for each combustion cycle. An example in which the trailing injector is exchanged is shown.

As shown in FIG. 4A, as an example, in the section where the crank angle CA is before CA10, the alternate mode fuel injection control is executed, and in the section where the crank angle CA is after CA10, the combined mode fuel injection control is executed. Fuel injection control is being executed. Taking the operating state transition path R1 described above as an example, the fuel injection control unit 113 switches the fuel injection control mode at the operating point C0 when switching the fuel injection control mode at the no-load line NLL, and when switching the fuel injection control mode at the hysteresis region H. Since the region M1 is shifted to the region M2 with the operating point C2 as a boundary point, the fuel injection control is switched from the alternate mode to the combined mode, but the crank angle CA10 corresponds to the operating point C0 and the operating point C2. become.

On the other hand, as shown in FIG. 4(b), as an example, in the section where the crank angle CA is before CA10, fuel injection control in the combined mode is executed, and in the section where the crank angle CA is after CA10, the alternation mode is executed. mode fuel injection control is being executed. Taking the above-described operating state transition route R2 as an example, the fuel injection control unit 113 switches the fuel injection control mode at the operating point C1 when switching the fuel injection control mode at the no-load line NLL, and at the hysteresis region H when switching the fuel injection control mode. With the operating point C3 as a boundary point, the region M2 is shifted to the region M1, so the fuel injection control is switched from the combined mode to the alternate mode, but the crank angle CA10 corresponds to the operating point C1 and the operating point C3. It will be.

Next, the internal combustion engine control apparatus 100 according to the present embodiment can be applied mainly to various internal combustion engines 1 having different intake system configurations and injector arrangement positions. The internal combustion engine control device 100 in the first to fifth modifications will be further described in detail with reference to FIGS. 5 to 7. FIG.

FIGS. 5(a) to 5(e) show the configuration of the internal combustion engine used in the first to fifth modifications of the present embodiment. FIG. 4 is a corresponding cross-sectional view; FIG. 6(a) shows a small-time fuel injection executed by an internal combustion engine control device applied to an internal combustion engine having one injector for one cylinder in the fourth and fifth modifications of the present embodiment. FIG. 6 is a schematic diagram of a crank angle for explaining in chronological order an example of an injection interval and a valve opening interval during execution of steady injection control when fuel injection control is executed in an injection control mode (few injection mode); FIG. (b) shows multiple fuel injection control executed by an internal combustion engine control device applied to an internal combustion engine having one injector for one cylinder in the fourth and fifth modifications of the present embodiment; FIG. 4 is a schematic diagram of a crank angle for explaining an example of an injection interval and a valve opening interval during execution of steady injection control when fuel injection control is executed in a mode (multiple injection mode) in chronological order; FIG. 7 is a crank for explaining in chronological order an example of fuel injection control processing executed by an internal combustion engine control device applied to an internal combustion engine having one injector in the fourth modification of the present embodiment. 7(a) shows a chart when switching from fuel injection control in a small injection mode to a fuel injection control in a multiple injection mode, and FIG. FIG. 4 shows a chart when fuel injection control is switched to fuel injection control in a few-time injection mode; FIG.

First, as shown in FIG. 5(a), in the internal combustion engine 1a used in the first modified example, the configuration of the intake pipe 11 and the exhaust pipe 15 in the internal combustion engine 1 shown in FIG. 1 in this embodiment is mainly changed. ing. Specifically, in the internal combustion engine 1a, the intake pipe 211 is provided with a single intake passage 211a, and correspondingly, a single intake opening 211c is provided as an opening opening to the combustion chamber 9. . Two injectors 213a and 213b are attached to the intake pipe 211 correspondingly to the downstream side and the upstream side of the intake passage 211a to inject fuel into the intake passage 211a. On the other hand, the exhaust pipe 215 is provided with a single exhaust passage 215a, and a corresponding single exhaust opening 215c as an opening opening to the combustion chamber 9 is provided. An intake valve and an exhaust valve (not shown) are provided corresponding to the intake opening 211c and the exhaust opening 215c. The rest of the configuration of the internal combustion engine 1a is the same as that of the internal combustion engine 1. FIG.

Here, the fuel injection control unit 113 controls the fuel injection of the injectors 213a and 213b so that the fuel injection amount calculated by the fuel injection amount calculation unit 112 is injected from the injectors 213a and 213b into the internal combustion engine 1a. Execute injection control processing. Specifically, in this modification, the fuel injection control unit 113 selects and switches between the few injection mode and the multiple injection mode of the injectors 213a and 213b in the fuel injection control process. Determination of the start phase (start phase angle) and end phase (end phase angle) of the fuel injection section for realizing each required fuel injection amount, and the injectors 213a and 213b in the valve opening section within the injection section It determines execution of fuel injection, etc., and sends out control signals for realizing them to the injectors 213a and 213b. The small injection mode refers to a mode in which the number of fuel injections from the injectors 213a and 213b is relatively small within a predetermined stroke section in the combustion cycle of the internal combustion engine 1a. , indicates a mode in which the number of fuel injections from the injectors 213a and 213b is relatively large. In (b), a total of two injection intervals including one valve opening interval are set as an example) is the number of fuel injections from the injectors 213a and 213b in the small injection mode (in FIG. 6(a) , as an example, a total of only one injection interval including one valve opening interval is set). It should be noted that such a predetermined stroke section is typically an exhaust stroke section and an intake stroke section that are adjacent to each other.

The few-time injection mode and multiple-time injection mode can basically be handled in the same manner as the alternation mode and the combined mode in the present embodiment, but only the single intake passage 211a is provided in the intake pipe 211. In this modified example, since it is not necessary to suppress unevenness in the amount of adhered fuel between the intake passages, the injection section and the valve opening section can be set more simply especially in the multiple injection mode.

Specifically, in the multiple injection mode, it is no longer essential to distinguish between the leading injector and the trailing injector shown in FIGS. 2(a) and 2(c) in this embodiment. , the injectors 213a and 213b will simultaneously inject fuel, and it will be sufficient to set the phase difference .DELTA.CA for the valve opening interval and the phase difference .DELTA.ca for the injection interval to zero. . In such a case, it is not essential to provide a difference between the injection section lengths W1 and W2, so it is sufficient to set the injection section lengths of the injectors 213a and 213b to be equal to each other. Such circumstances are the same not only in the steady injection control but also in the increase injection control.

Switching between the small injection mode and the multiple injection mode is the same as that of the present embodiment as shown in FIGS. 3 and 4. For example, in FIG. Such switching is performed when at least one of the degrees TH changes and the value after the change changes from the value before the change across the no-load line NLL. In (b), such switching is performed at the crank angle CA10.

Next, as shown in FIG. 5B, in the internal combustion engine 1b used in the second modification, one of the injectors 213a and 213b in the internal combustion engine 1a in the first modification is replaced with an injector 213c. The figure shows an example in which the injector 213b is replaced with an injector 213c. The rest of the configuration of the internal combustion engine 1b is the same as that of the internal combustion engine 1a.

Here, the injector 213 c is attached to the cylinder head 8 or the like and directly injects fuel into the combustion chamber 9 . The fuel injection control for the injector 213a by the fuel injection control unit 113 is the same as that of the first modification, and the fuel injection control for the injector 213c by the fuel injection control unit 113 is for the injector 213b of the first modification. , but the injection interval and the valve opening interval are preferably set during the compression stroke.

Next, as shown in FIG. 5(c), in the internal combustion engine 1b used in the third modification, the injector 213b in the internal combustion engine 1b of the second modification is replaced with an injector 213d. The rest of the configuration of the internal combustion engine 1c is the same as that of the internal combustion engine 1b.

Here, the injector 213 d is attached to the cylinder block 2 or the like and injects fuel directly into the combustion chamber 9 . The fuel injection control for injector 213c by fuel injection control section 113 is the same as in the second modification, and the fuel injection control for injector 213d by fuel injection control section 113 is the same as for injector 213c.

Next, as shown in FIG. 5(d), in the internal combustion engine 1d used in the fourth modification, one of the injectors 213a and 213b in the internal combustion engine 1a in the first modification is omitted. 2 shows an example in which the injector 213b is omitted and only the injector 213a is attached to the intake pipe 211 to inject fuel into the intake passage 211a. The rest of the configuration of the internal combustion engine 1d is the same as that of the internal combustion engine 1a.

Here, the fuel injection control unit 113 performs fuel injection control processing for controlling the fuel injection of the injector 213a so that the fuel injection amount calculated by the fuel injection amount calculation unit 112 is injected from the injector 213a into the internal combustion engine 1d. Run. Specifically, in the present modification, the fuel injection control unit 113 selects and switches between the few injection mode and the multiple injection mode of the injector 213a in the fuel injection control process, and performs the required fuel injection of the injector 213a. Determination of the start phase (start phase angle) and end phase (end phase angle) of the fuel injection section for realizing the amount, determination of execution of fuel injection of the injector 213a in the valve open section within the injection section, etc. and sends a control signal to the injector 213a to realize them.

The few-time injection mode and multiple-time injection mode can basically be handled in the same manner as the alternation mode and the combined mode in the present embodiment, but only the single intake passage 211a is provided in the intake pipe 211. In this modification, in which only a single injector 213a is provided, there is no need to suppress unevenness in the amount of adhered fuel between the intake passages, and there is no need to operate the two injectors in cooperation. can be set more simply.

Specifically, in the small injection mode, as shown in FIG. 6A, one injection interval W4 for a required number of times, for example, one injection, is provided within a predetermined stroke interval in the combustion cycle of the internal combustion engine 1d. In the multiple injection mode, as shown in FIG. , it is sufficient to set a total of two injection intervals W4 for a required number of times, for example, two times, and to set one valve opening interval 1 in each of the injection intervals W4. In addition, in the increase injection control, the number of the valve opening sections 1 in the injection section W4 may be increased, for example, from one to two.

Switching between the small injection mode and the multiple injection mode is the same as that of the present embodiment as shown in FIGS. 3 and 4. For example, in FIG. Such switching is performed when at least one of the degrees TH changes and the value after the change changes from the value before the change across the no-load line NLL. In FIGS. 7A and 7B, which are shown by replacing (b) with a configuration in which only a single injector 213a is provided, such switching is performed at the crank angle CA10.

Next, as shown in FIG. 5(e), in the internal combustion engine 1e used in the fifth modification, the injector 213a in the internal combustion engine 1b in the second modification is omitted, and only the injector 213c is used in the cylinder. It is attached to the head 8 or the like and injects fuel into the combustion chamber 9 . The remaining configuration of the internal combustion engine 1e is the same as that of the internal combustion engine 1b. Also, the fuel injection control for the injector 213c by the fuel injection control unit 113 is basically the same as that for the injector 213a in the fourth modification, but the injection interval and the valve opening interval are set during the compression stroke. preferably.

As is clear from the above description, according to the internal combustion engine control device 100 of the present embodiment, including the modifications, the fuel injection control unit 113 controls the dog clutch DC on the internal combustion engine side and the dog wheel side on the drive wheel side. A driving state in which the driving force from the dog D1 on the side of the internal combustion engine is transmitted to the dog D2 on the side of the driving wheels, and the dog D1 on the side of the internal combustion engine drives the dog D2 on the side of the driving wheels, Between the driven state in which the driving force from the dog D2 on the driving wheel side is transmitted to the dog D1 on the internal combustion engine side and the dog D1 on the internal combustion engine side is driven by the dog D2 on the driving wheel side, the internal combustion engine side When the transmission of driving force between the dog D1 on the side of the driving wheel and the dog D2 on the drive wheel side changes over the cutoff state in which the transmission of the driving force is cut off, the first A first injection control that causes the fuel injection devices 13a, 13b, 213a to 213d to inject fuel at a predetermined number of times, and a second predetermined number of times that is greater than the first predetermined number of times in the combustion cycle of one cylinder 2a. Since the second injection control causes the devices 13a, 13b, 213a to 213d to inject fuel, different modes of fuel injection control are applied to a vehicle such as a straddle-type vehicle having a dog clutch DC. In this case, by switching the fuel injection control mode when the dog clutch DC is activated, it is possible to appropriately suppress the occurrence of unnecessary vehicle behavior such as hunting while eliminating the additional transition mode.

Further, according to the internal combustion engine control device 100 of the present embodiment, including each modified example, the fuel injection control unit 113 executes the second injection control when the relative positional relationship is in the driving state. Since the first injection control is executed when the relationship is in the driven state, the load applied to the internal combustion engines 1, 1a to 1e is suppressed while appropriately suppressing the occurrence of unnecessary vehicle behavior such as hunting. An appropriate amount of fuel can be supplied according to the

Further, according to the internal combustion engine control device 100 of the present embodiment including each modification, the fuel injection control unit 113 changes the relative positional relationship from the cutoff state to the drive state, or changes the relative positional relationship from the cutoff state to the drive state. Since the first injection control and the second injection control are switched when the vehicle changes to the driven state, it is possible to appropriately suppress the occurrence of unnecessary vehicle behavior such as hunting.

Further, according to the internal combustion engine control device 100 of the present embodiment, including each modified example, the cutoff state is defined by the rotational speed NE of the internal combustion engines 1, 1a to 1e and the throttle opening TH of the internal combustion engines 1, 1a to 1e. Therefore, it is possible to set a disengaged state that matches the characteristics of the dog clutch, thereby preventing unnecessary vehicle behavior such as hunting from occurring. can be appropriately suppressed.

Further, according to the internal combustion engine control device 100 of the present embodiment including each modification, the fuel injection control unit 113 controls the first injectors 13a, 13b, 213a to 213d and the second injectors 13a, 13b, 213a to 213d in the first injection control By injecting fuel from only one of the injectors 13a, 13b, 213a to 213d, the fuel is injected a first predetermined number of times, while in the second injection control, from the first injectors 13a, 13b, 213a 213d and the second injectors 13a, 13b, 213a to 213d cooperate to inject fuel, thereby injecting fuel at the second predetermined number of times. An appropriate amount of fuel can be supplied, and the occurrence of unnecessary vehicle behavior such as hunting can be appropriately suppressed.

Further, according to the internal combustion engine control device 100 of the present embodiment including each modification, the fuel injection control unit 113 controls the first injectors 13a, 13b, 213a to 213d and the second injectors 13a, 13b, 213a to 213d in the first injection control Any one of the injectors 13a, 13b, 213a to 213d is used as an injection injector to perform fuel injection, and the first injectors 13a, 13b, 213a to 213d and the second injectors 13a, 13b, 213a to 213d The first injectors 13a, 13b, 213a to 213d and the second injectors 13a, 13b, 213a to 213d are controlled so that the injectors that are not injection injectors and those that are not injection injectors are paused without performing fuel injection, and In injection control 2, one of the first injectors 13a, 13b, 213a to 213d and the second injectors 13a, 13b, 213a to 213d is set as the preceding injector, and the first injectors 13a, 13b, Among the injectors 213a to 213d and the second injectors 13a, 13b, 213a to 213d, the injectors that are not the leading injectors are set as the trailing injectors, and the leading injectors are caused to start leading fuel injection. Since the first injector and the second injector are controlled so as to cause the row injector to start the trailing fuel injection, the required fuel amount for these fuel injection controls can be supplied more appropriately, It is possible to appropriately suppress the occurrence of unnecessary vehicle behavior such as hunting while suppressing adhesion of unnecessary fuel.

It should be noted that the present invention is not limited to the above-described embodiments in terms of the types, shapes, arrangements, numbers, etc. of the members, and the gist of the invention can be changed by appropriately replacing the constituent elements with those having equivalent effects. Needless to say, it can be changed as appropriate within a range that does not deviate.

INDUSTRIAL APPLICABILITY As described above, according to the present invention, when different modes of fuel injection control are applied to a vehicle such as a straddle-type vehicle equipped with a dog clutch, the fuel injection control mode can be switched when the dog clutch is activated. It is possible to provide an internal combustion engine control device that can appropriately suppress the occurrence of unnecessary vehicle behavior while eliminating the typical transition mode. It is expected to be widely applied to internal combustion engine control systems for vehicles.

DESCRIPTION OF SYMBOLS 1, 1a to 1e... Internal combustion engine 2... Cylinder block 2a... Cylinder 3... Coolant passage 4... Piston 5... Connecting rod 6... Crankshaft 7... Reluctor 7a... Tooth part 8... Cylinder head 9... Combustion chamber 10... Spark plug 11, 211... Intake pipe 11a, 11b, 211a... Intake passage 11c, 11d, 211c... Intake opening 11e, 11f... Inner wall 12a, 12b... Intake valve 13a, 13b, 213a to 213d... Injector 13c, 13d... Nozzle part 14... Throttle valve DESCRIPTION OF SYMBOLS 15, 215... Exhaust pipe 15a, 15b, 215a... Exhaust passage 15c, 15d, 215c... Exhaust opening 15e, 15f... Inner wall 16a, 16b... Exhaust valve 100... Internal combustion engine control device 101... Water temperature sensor 102... Crank angle sensor 103... Intake air temperature sensor 104 Throttle opening sensor 105 Intake pressure sensor 106 ECU
107... Microcomputer 108... ROM
109 RAM
110... Counter 111... CPU
112... Fuel injection amount calculation unit 113... Fuel injection control unit

Claims (6)

In an internal combustion engine control device mounted on a vehicle in which driving force is transmitted between an internal combustion engine and driving wheels via a dog clutch and injecting fuel into a fuel injection device of the internal combustion engine,
The dog clutch has a dog on the side of the internal combustion engine and a dog on the side of the driving wheel. A driving state in which the driving force from the dog is transmitted to the dog on the driving wheel side and the dog on the internal combustion engine side drives the dog on the driving wheel side, and a driving force from the dog on the driving wheel side. is transmitted to the dog on the side of the internal combustion engine, and the dog on the side of the internal combustion engine is driven by the dog on the side of the drive wheel, and the dog on the side of the internal combustion engine and A backlash existing between the dog on the drive wheel side and the dog on the drive wheel side defines a cutoff state in which transmission of driving force between the dog on the internal combustion engine side and the dog on the drive wheel side is cut off,
a first injection control that causes the fuel injection device to inject the fuel a first predetermined number of times in a combustion cycle of one cylinder of the internal combustion engine;
a second injection control that causes the fuel injection device to inject the fuel a second predetermined number of times that is greater than the first predetermined number of times in the combustion cycle of the one cylinder;
from the first injection control to the second injection control or from the second injection control to the first injection control,
The control unit performs the first injection control and the second injection control when the relative positional relationship changes between the driving state and the driven state, straddling the cut-off state. An internal combustion engine control device characterized by switching. The control unit executes the second injection control when the relative positional relationship is in the driving state, and executes the first injection control when the relative positional relationship is in the driven state. The internal combustion engine control system according to claim 1, characterized in that: The control unit performs the first injection control when the relative positional relationship changes from the blocking state to the driving state or when the relative positional relationship changes from the blocking state to the driven state. 3. The internal combustion engine control device according to claim 1, wherein the second injection control is switched. 4. The method according to claim 1, wherein said shut-off state is set corresponding to a region having a predetermined width of an operating state defined by the rotational speed of said internal combustion engine and the throttle opening degree of said internal combustion engine. The internal combustion engine control device according to any one of the above. The fuel injection device includes a first injector and a second injector for the one cylinder,
In the first injection control, the control unit injects the fuel only from one of the first injector and the second injector, thereby injecting the fuel at the first predetermined number of times. and, in the second injection control, by injecting the fuel from both the first injector and the second injector in cooperation, the fuel is injected at the second predetermined number of times. 5. The internal combustion engine control device according to any one of claims 1 to 4, characterized by: In the first injection control, the control unit causes one of the first injector and the second injector to perform the fuel injection, and the first injector and the second injector perform the fuel injection. controlling the first injector and the second injector so that the injector that is not the injection injector among the second injectors is regarded as a resting injector and the fuel injection is not executed and the second injector is stopped; In the control, either one of the first injector and the second injector is set as the leading injector, and the injectors other than the leading injector among the first injector and the second injector are set as the trailing injector. As injectors, the first injector and the second injector are configured to cause the preceding injector to start preceding fuel injection, and after starting the preceding fuel injection, cause the succeeding injector to start succeeding fuel injection. 6. The internal combustion engine control device according to claim 5, wherein the control device controls an injector.

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