JP2007187072A - Fuel injection control device attached to the rear of the vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately correct fuel injection control performed by an ECU for a tuned engine by a fuel injection control device attached later.
SOLUTION: A fuel injection control device 20 that is attached to the rear of a vehicle, and corrects a fuel injection signal from the engine control device 10 so that a learning fuel adjustment amount in the engine control device 10 becomes constant during closed-loop control. The corrected fuel injection signal is output to the injector of the engine 1, and the above correction during the closed loop control is prohibited during the open loop control, and the fuel injection signal from the engine control device 10 depends on the characteristic factor of the engine 1. Is corrected by adding a predetermined fuel correction amount, and this corrected fuel injection signal is output to the injector of the engine 1.
[Selection] Figure 1

Description

  The present invention relates to a fuel injection control device attached to a vehicle afterward.

  A vehicle-advanced engine control device (hereinafter referred to as ECU) receives detection results of various sensors such as a throttle opening sensor and a crank angle sensor, and performs a fuel injection control operation based on the detection results.

  In the fuel injection control operation by the ECU, as described in Patent Document 1, the basic fuel in each operating state of the engine (for example, determined by the crank rotational speed and the intake air amount) so that the engine operating efficiency and exhaust conditions are optimized. The injection amount (basic fuel injection time) is set. However, because the air-fuel ratio of the engine deviates from the target air-fuel ratio such as the theoretical air-fuel ratio (14.7) or the output air-fuel ratio due to individual differences between engines and catchers or changes in the external environment, the fuel injection control operation by the ECU In order to eliminate the deviation amount of the air-fuel ratio, learning control as shown in FIG. 6 is performed.

  The fuel injection control operation of FIG. 6 by the ECU learns the fuel adjustment amount that eliminates the deviation amount of the air-fuel ratio from the stoichiometric air-fuel ratio during closed-loop control performed on the low load side, and sends the fuel injection signal based on this learned fuel adjustment amount to the engine. Output to the injector. At the time of open loop control performed on the high load side, the learning fuel adjustment amount at the time of closed loop control immediately before shifting to the open loop control is used as an estimated correction value, and a fuel injection signal based on this estimated correction value is output to the injector of the engine. The above-mentioned fuel injection signal output from the ECU is obtained by adding the learned fuel adjustment amount (estimated correction value during open loop control) in the operating state to the basic fuel injection amount determined in each operating state of the engine. The fuel injection amount from the injector is feedback-controlled so that the air-fuel ratio of the engine approaches the stoichiometric air-fuel ratio during closed-loop control, and the air-fuel ratio of the engine is set as the output air-fuel ratio during open-loop control. The fuel injection amount from the injector is estimated and controlled so as to be close to, and as a result, the fuel injection controllability is improved.

On the other hand, in order to improve the engine output of a genuine (normal) vehicle, when replacing engine parts, installing an air cleaner or a muffler later, or adding a trap such as a turbocharger (hereinafter referred to as Tuning) greatly changes the characteristic factors for performing fuel injection control of the engine, such as an increase in the amount of intake air to the engine, a change in the output characteristics of the air flow meter, and a decrease in exhaust pressure. Therefore, even if the fuel injection control by the ECU achieves the target control accuracy by only the control by the ECU because of feedback control during closed-loop control, it is described in Patent Document 2 in order to improve the control accuracy during open-loop control. As shown, a retrofitted fuel injection control device is used. The retrofit fuel injection control device corrects the fuel injection control operation during the open loop control by the ECU according to the characteristic factor of the engine.
JP 9-79072 A JP-A-8-189449

  In a tuned engine, when the fuel control operation during open-loop control by the ECU is corrected by a fuel injection control device attached later, the fuel injection control device attached later is a fuel injection signal (open The fuel correction determined by a three-dimensional map or the like according to the characteristic factor of the engine tuned to the fuel adjustment signal (estimated correction value) at the time of closed loop control immediately before shifting to the loop control The amount is corrected by adding the amount, and the corrected fuel injection signal is output to the injector of the engine.

  However, in a tuned engine, the amount of deviation of the air-fuel ratio from the stoichiometric air-fuel ratio in the closed-loop control of the ECU, and thus the learned fuel adjustment amount, fluctuates greatly due to large fluctuations in the characteristic factors due to tuning, resulting in open-loop control. The learning fuel adjustment amount used for the estimation learning also varies greatly, and the fuel injection signal based on the learning fuel adjustment amount also varies greatly in the long term.

  Therefore, for a tuned engine, the fuel injection signal output from the fuel injection control device attached later depends on the fuel injection signal that fluctuates greatly due to ECU estimation learning, making it difficult to perform appropriate fuel injection control. there were.

  An object of the present invention is to appropriately correct fuel injection control performed by an ECU for a tuned engine using a fuel injection control device attached later.

  The first aspect of the present invention learns a fuel adjustment amount that eliminates the deviation amount of the air-fuel ratio with respect to the stoichiometric air-fuel ratio when the fuel injection control operation by the engine control device in front of the vehicle performs closed-loop control performed on the low load side. When the fuel injection signal based on the fuel adjustment amount is output and the fuel injection signal based on the learning fuel adjustment amount at the time of closed loop control immediately before the transition to the open loop control is output at the time of open loop control performed on the high load side, the above A fuel injection control device attached to the rear of a vehicle for correcting a fuel injection control operation by the engine control device, wherein fuel injection from the engine control device is performed so that a learning fuel adjustment amount in the engine control device is constant during closed-loop control. The signal is corrected and this corrected fuel injection signal is output to the engine injector. The above correction during closed-loop control is prohibited, the fuel injection signal from the engine control device is corrected by adding a fuel correction amount determined according to the engine characteristic factor, and the corrected fuel injection signal is Output to the injector of the engine.

  According to a second aspect of the present invention, in addition to the first aspect of the invention, the fuel injection signal output from the engine control device is such that the basic fuel injection amount determined in each operating state of the engine is equal to the learned fuel in the operating state. This corresponds to the fuel injection amount obtained by adding the adjustment amount.

  According to a third aspect of the present invention, in addition to the first or second aspect of the present invention, an air-fuel ratio conversion control device is attached to the engine control device and the retrofit fuel injection control device, and the air-fuel ratio conversion control device detects an air-fuel ratio sensor. Taking in the air-fuel ratio, taking in the air-fuel ratio conversion width input to the post-fuel injection control device, and sending the converted air-fuel ratio obtained by converting the detected air-fuel ratio by the air-fuel ratio conversion width to the engine control device, The fuel adjustment amount is learned so as to eliminate the deviation amount of the converted air-fuel ratio with respect to the theoretical air-fuel ratio.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the detected air-fuel ratio can be confirmed and the air-fuel ratio conversion width can be input by a personal computer connected to the retrofit fuel injection control device. It is a thing.

(Claim 1)
(a) At the time of closed-loop control of fuel injection control by the ECU performed on the low load side, the ECU learns by feedback control of the fuel adjustment amount that eliminates the deviation amount of the air-fuel ratio from the theoretical air-fuel ratio, and based on this learned fuel adjustment amount Outputs a fuel injection signal.

  The retrofit fuel injection control device corrects the fuel injection signal from the ECU so that the learned fuel adjustment amount in the ECU becomes constant during the closed-loop control, and outputs the corrected fuel injection signal to the engine injector. .

  In this closed loop control, the target control accuracy can be achieved only by the control by the ECU because the fuel injection control by the ECU is the feedback control.

  (b) At the time of open loop control of fuel injection control by the ECU performed on the high load side, a fuel injection signal based on the learned fuel adjustment amount (estimated correction value) at the time of closed loop control immediately before shifting to the open loop control is output. . This learned fuel adjustment amount is made constant by the correction operation by the after-mentioned fuel injection control device (a).

  The retrofit fuel injection control device prohibits the correction during the closed loop control described in (a) at the time of the open loop control, and the fuel injection signal from the ECU is determined according to the characteristic factor of the engine. The correction amount is added and corrected, and the corrected fuel injection signal is output to the injector of the engine.

  During this open loop control, the learning fuel adjustment amount used by the ECU for estimation learning is made constant as described above. In other words, even if the characteristic factor of the tuned engine fluctuates greatly, it becomes constant. The fuel injection signal based on the adjustment amount is also fixed without fluctuation. Accordingly, for the tuned engine, the fuel injection signal output from the retrofit fuel injection control device is not affected by the fluctuation of the fuel injection signal due to the estimation learning of the ECU, and appropriate fuel injection control can be performed.

(Claim 2)
(c) In each of the closed loop control (a) and the open loop control (b) described above, the fuel injection signal output by the ECU corresponds to the basic fuel injection amount determined in each operating state of the engine. This corresponds to the fuel injection amount obtained by adding the learning fuel adjustment amount in the operating state (estimated correction value in open loop control). During closed loop control, from the injector to bring the engine air-fuel ratio closer to the stoichiometric air-fuel ratio. The fuel injection amount is feedback-controlled, and during the open loop control, the fuel injection amount from the injector is estimated and controlled so that the air-fuel ratio of the engine approaches the output air-fuel ratio, and as a result, the fuel injection controllability is improved.

(Claim 3)
(d) The air-fuel ratio conversion control device captures the air-fuel ratio detected by the air-fuel ratio sensor, and also captures the air-fuel ratio conversion width input to the post-fuel injection control device, and converts the detected air-fuel ratio by the air-fuel ratio conversion width. The converted air-fuel ratio is transmitted to the ECU. The ECU learns the fuel adjustment amounts (a) to (c) described above so as to eliminate the deviation amount of the converted air-fuel ratio with respect to the theoretical air-fuel ratio. Thereby, according to the fuel injection control of the ECU using the learning fuel adjustment amount, the air-fuel ratio of the engine is made deeper by the air-fuel ratio conversion width than the target air-fuel ratio (theoretical air-fuel ratio or output air-fuel ratio) set in the ECU. Therefore, it is possible to realize fuel injection control that achieves a target air-fuel ratio characteristic that matches the desired tuning.

(Claim 4)
(e) With the personal computer connected to the post-installation fuel injection control device, the detected air-fuel ratio in (d) can be confirmed, and the air-fuel ratio conversion width can be input.

  1 is a schematic diagram illustrating a control system of a vehicle control device according to a first embodiment, FIG. 2 is a block diagram illustrating the vehicle control device according to the first embodiment, and FIG. 3 is a control system of the vehicle control device according to the second embodiment. FIG. 4 is a block diagram showing the vehicle control device of the second embodiment, FIG. 5 is an explanatory diagram showing the air-fuel ratio conversion control device, and FIG. 6 is a schematic diagram showing the fuel injection control mode of the ECU.

Example 1 (FIGS. 1, 2, and 6)
As shown in FIGS. 1 and 2, the vehicle control device 100 includes a vehicle-advanced ECU (engine control device) 10, and is determined by a fuel injection operation (fuel injection timing and fuel injection time) of an injector provided in the engine 1. (Fuel injection amount) is controlled. The ECU 10 is connected with a linear A / F sensor (air-fuel ratio sensor) (or an O ₂ sensor) 2 and takes in the actual air-fuel ratio (current value) of the engine 1 detected by the A / F sensor.

  The ECU 10 sets a basic fuel injection amount (basic fuel injection time) in each operating state of the engine 1 (determined by the crank rotational speed and the intake air amount), and the air-fuel ratio of the engine 1 is the target air-fuel ratio (theoretical air-fuel ratio). In order to eliminate a deviation amount with respect to the output air-fuel ratio), learning control as shown in FIG. 6 is performed.

  The fuel injection control operation of FIG. 6 by the ECU 10 learns the fuel adjustment amount that eliminates the deviation amount of the air-fuel ratio from the stoichiometric air-fuel ratio during closed-loop control performed on the low load side, and outputs a fuel injection signal based on this learned fuel adjustment amount To do. At the time of open loop control performed on the high load side, the learning fuel adjustment amount at the time of closed loop control immediately before shifting to the open loop control is used as an estimated correction value, and a fuel injection signal based on this estimated correction value is output. The fuel injection signal output from the ECU is obtained by adding the learning fuel adjustment amount (estimated correction value at the time of open loop control) in the operating state to the basic fuel injection amount determined in each operating state of the engine 1. This corresponds to the obtained fuel injection amount. During closed-loop control, the fuel injection amount from the injector is feedback controlled so that the air-fuel ratio of the engine 1 approaches the stoichiometric air-fuel ratio, and during open-loop control, the air-fuel ratio of the engine 1 is controlled. The fuel injection amount from the injector is estimated and controlled so as to approach the output air-fuel ratio, and as a result, the fuel injection controllability is improved.

  Here, in order to improve the engine output of a genuine vehicle, the engine 1 of this embodiment replaces engine parts, attaches an air cleaner or a muffler afterwards, or installs a catcher such as a turbocharger. It is assumed that tuning such as additional installation has been performed. As a result of tuning, the engine 1 has characteristics for performing fuel injection control of the engine 1, such as an increase in the amount of intake air to the engine 1, a change in output characteristics of the air flow meter, and a decrease in exhaust pressure. Factors will change greatly. Therefore, in the vehicle control device 100, the fuel injection control by the ECU 10 can achieve the target control accuracy only by the control of the ECU 10 because of the feedback control during the closed loop control, and the control accuracy during the open loop control. In order to improve this, the retrofitted fuel injection control device 20 is used. The retrofit fuel injection control device 20 corrects the fuel injection control operation during open loop control by the ECU 10 according to the characteristic factor of the engine 1.

  The retrofit fuel injection control device 20 includes an input unit 21, an output unit 22, a calculation unit 23, and an interface 24. Each of the input unit 21 and the output unit 22 of the retrofit fuel injection control device 20 is connected to each of the ECU 10 and the injector of the engine 1 via a harness of the OBDII communication standard, and the engine 1 such as an injector drive signal and an ignition signal. Get information needed to control

  The retrofit fuel injection control device 20 connects an information output terminal 30 such as a failure diagnosis terminal connected to the ECU 10 to the interface 24 by LIN or CAN communication, and the fuel injection control state by the ECU 10 is closed loop control. Information on whether the ECU 10 is in an open loop control state is obtained, and the fuel adjustment amount that the ECU 10 is learning is obtained.

  In addition, the retrofitted fuel injection control device 20 connects an external monitor 40 such as an in-vehicle television to the interface 24, and various kinds of information such as the rotational speed of the engine 1, fuel information, ignition information, diagnostic communication data, and output information of various sensors. Engine operation information can be displayed on the external monitor 40.

  The retrofit fuel injection control device 20 connects an external control device 50 (for example, an oil temperature meter to which the oil temperature sensor 51 is connected) that drives and controls external meters to the interface 24 by LIN communication. Sensor data such as the oil temperature sensor 51 connected to the external control device 50 can be displayed on the external monitor 40.

  Further, the retrofit fuel injection control device 20 can connect the personal computer 60 to the interface 24 by serial communication, and can perform data editing work in the retrofit fuel injection control device 20 and screen editing of the external monitor 40. Reference numeral 70 denotes an external operation unit such as a dedicated controller connected to the interface 24.

  The retrofit fuel injection control device 20 corrects the above-described fuel injection control operation by the ECU 10 as follows.

(1) Closed loop control The retrofit fuel injection control device 20 obtains the fuel adjustment amount learned by the ECU 10 based on the information taken in via the interface 24 from the information output terminal 30 and the like, and the ECU 10 When it is determined that the engine is in the closed-loop control state, the calculation unit 23 receives the fuel injection signal transmitted from the ECU 10 to the input unit 21 so that the learned fuel adjustment amount in the ECU 10 is constant (or 0). The corrected fuel injection signal is output from the output unit 22 to the injector of the engine 1.

  For example, when the retrofit fuel injection control device 20 performs control so that the learned fuel adjustment amount in the ECU 10 becomes zero, when the current learned fuel adjustment amount in the ECU 10 is −10%, the injector of the engine 1 By correcting the fuel injection signal of the ECU 10 so that the fuel is reduced by 10%, it is not necessary to correct the fuel adjustment amount by -10% in the ECU 10, and as a result of learning the fuel adjustment amount by the ECU 10, The learned fuel adjustment amount converges toward zero.

(2) Open loop control state The retrofit fuel injection control device 20 obtains the fuel adjustment amount learned by the ECU 10 from the information taken in via the interface 24 from the information output terminal 30 and the like, and the ECU 10 When it is determined that the load side is in the open loop control state, the correction operation of the fuel injection signal during the closed loop control of (1) is prohibited, and the fuel injection signal transmitted from the ECU 10 to the input unit 21 is A fuel correction amount determined according to the characteristic factor of the engine 1 is added and corrected by the calculation unit 23, and the corrected fuel injection signal is output from the output unit 22 to the injector of the engine 1. The retrofit fuel injection control device 20 sets a correction value map (fuel correction amount) of the fuel injection amount around the engine speed, an airflow signal, and the like in the calculation unit 23.

  Thereby, in the vehicle control device 100 to which the retrofitted fuel injection control device 20 is added for the tuned engine 1, the influence of the learning correction in the closed loop control of the ECU 10 even when the ECU 10 is in the open loop control state. Therefore, the fuel injection control during the open loop control at the time of high load can be adjusted appropriately, and the output air-fuel ratio characteristic suitable for the tuning can be obtained.

According to the present embodiment, the following operational effects can be obtained.
(a) At the time of closed-loop control of fuel injection control by the ECU 10 performed on the low load side, the ECU 10 learns by feedback-controlling the fuel adjustment amount that eliminates the deviation amount of the air-fuel ratio from the theoretical air-fuel ratio, and based on this learned fuel adjustment amount Outputs a fuel injection signal.

  The retrofit fuel injection control device 20 corrects the fuel injection signal from the ECU 10 so that the learned fuel adjustment amount in the ECU 10 becomes constant during the closed loop control, and the corrected fuel injection signal is supplied to the injector of the engine 1. Output.

  At the time of this closed loop control, since the fuel injection control by the ECU 10 is feedback control, the target control accuracy can be achieved only by the control by the ECU 10.

  (b) At the time of open loop control of fuel injection control by the ECU 10 performed on the high load side, a fuel injection signal based on the learned fuel adjustment amount (estimated correction value) at the time of closed loop control immediately before shifting to the open loop control is output. . The learned fuel adjustment amount is made constant by the correction operation by the after-mentioned fuel injection control device 20 (a).

  The retrofit fuel injection control device 20 prohibits the correction during the closed loop control (a) during the open loop control, and is determined in the fuel injection signal from the ECU 10 according to the characteristic factor of the engine 1. The corrected fuel injection amount is added and corrected, and the corrected fuel injection signal is output to the injector of the engine 1.

  During this open loop control, the learning fuel adjustment amount that the ECU 10 uses for estimation learning is made constant as described above. In other words, it is made constant even if the characteristic factor of the tuned engine 1 fluctuates greatly. The fuel injection signal based on the fuel adjustment amount is also made constant without fluctuation. Therefore, for the tuned engine 1, the fuel injection signal output from the retrofit fuel injection control device 20 is not affected by the fluctuation of the fuel injection signal due to the estimation learning of the ECU 10, and appropriate fuel injection control can be performed. .

  (c) In each of the closed loop control (a) and the open loop control (b) described above, the fuel injection signal output from the ECU 10 is set to the basic fuel injection amount determined in each operation state of the engine 1. This corresponds to the fuel injection amount obtained by adding the learning fuel adjustment amount (estimated correction value in the open loop control) in the operation state, so that the air / fuel ratio of the engine 1 approaches the stoichiometric air / fuel ratio during the closed loop control. The fuel injection amount from the injector is feedback controlled, and during the open loop control, the fuel injection amount from the injector is estimated and controlled so that the air-fuel ratio of the engine 1 approaches the output air-fuel ratio, and as a result, the fuel injection controllability is improved.

Example 2 (FIGS. 3 to 6)
The vehicle control device 100 according to the second embodiment is different from the vehicle control device 100 according to the first embodiment in that an air-fuel ratio conversion control device 80 is attached to the ECU 10 and the retrofit fuel injection control device 20.

  The air-fuel ratio conversion control device 80 takes in the detected air-fuel ratio of the A / F sensor 2 and also takes in the air-fuel ratio conversion width input to the retrofitted fuel injection control device 20, and converts the detected air-fuel ratio by the air-fuel ratio width. The converted air-fuel ratio is transmitted to the ECU 10. The ECU 10 learns the aforementioned fuel adjustment amount so as to eliminate the deviation amount of the converted air-fuel ratio with respect to the theoretical air-fuel ratio. Specifically, it is as follows.

  (1) As shown in FIG. 5, the user confirms the actual air-fuel ratio of the vehicle (the detected air-fuel ratio of the A / F sensor 2) with the personal computer 60 connected to the retrofitted fuel injection control device 20, and the desired The air / fuel ratio conversion width is input to the interface 24 using the program software of the personal computer 60. It is intended to obtain a desired air-fuel ratio (increasing fuel) suitable for the tuned engine 1.

  (2) The air-fuel ratio conversion width (offset width, voltage value) input from the personal computer 60 to the retrofit fuel injection control device 20 is transmitted from the interface 24 to the air-fuel ratio conversion control device 80. As shown in FIG. 5 (B), the air-fuel ratio conversion control device 80 makes the air-fuel ratio of the engine 1 lean by a predetermined air-fuel ratio conversion width according to the operating state of the engine 1 based on the air-fuel ratio conversion width. The air-fuel ratio offset to the lean side is transmitted to the ECU 10.

  Specifically, the air-fuel ratio conversion control device 80 transmits to the ECU 10 a signal corresponding to the converted air-fuel ratio obtained by multiplying the actual air-fuel ratio taken in from the A / F sensor 2 by the offset width +1. For example, when the characteristic of the voltage value (offset width) of the air-fuel ratio conversion width is defined as offset width = (voltage value [V] −1) / 10, a voltage of 2 [V] is supplied from the post-installation fuel injection control device 20. When captured, the offset width is 0.1. When the actual air-fuel ratio indicated by the A / F sensor 2 is 14.7, a signal corresponding to 14.7 × (0.1 + 1) = 16.17 is transmitted to the ECU 10.

  (3) According to the above (2), when the air-fuel ratio transmitted to the ECU 10 is offset to the lean side, the air-fuel ratio is offset to the lean side by the air-fuel ratio conversion control device 80 when the ECU 10 is in the closed loop control state. The ECU 10 appropriately performs fuel injection control so that the signal becomes the target air-fuel ratio that is determined in advance by the ECU 10. Therefore, the air-fuel ratio indicated by the A / F sensor as a result after the fuel injection control becomes deeper by the air-fuel ratio conversion width than the target air-fuel ratio previously determined by the ECU 10. It is possible to perform the fuel injection control so that the output air-fuel ratio characteristic suitable for the desired tuning is obtained.

  When the ECU 10 changes the actual air-fuel ratio during closed loop control using the air-fuel ratio conversion control device 80, the difference between the fuel injection control amount of the ECU 10 and the basic fuel injection amount stored in advance in the ECU 10 is large. Thus, the learning fuel adjustment amount required inside the ECU 10 increases. In this embodiment, the fuel injection control device 20 is used to correct the fuel injection amount so that the learned fuel adjustment amount in the ECU 10 becomes 0 (constant), and the estimation is used inside the ECU 10 during the open loop. The learning value is not changed.

  The air-fuel ratio conversion control device 80 generates a voltage corresponding to the air-fuel ratio so that the air-fuel ratio detected by the A / F sensor 2 can be confirmed by the external monitor 40 or the like via the post-installation fuel injection control device 20. Output is enabled.

According to the present embodiment, the following operational effects can be obtained.
(a) The air-fuel ratio conversion control device 80 takes in the detected air-fuel ratio of the A / F sensor 2 and also takes in the air-fuel ratio conversion width input to the retrofit fuel injection control device 20, and converts the detected air-fuel ratio into air-fuel ratio conversion The converted air-fuel ratio converted by the width is transmitted to the ECU 10. The ECU 10 learns the aforementioned fuel adjustment amount so as to eliminate the deviation amount of the converted air-fuel ratio with respect to the theoretical air-fuel ratio. As a result, according to the fuel injection control of the ECU 10 using the learned fuel adjustment amount, the air-fuel ratio of the engine 1 is greater than the target air-fuel ratio (theoretical air-fuel ratio or output air-fuel ratio) set in the ECU 10 by the air-fuel ratio conversion width. Therefore, it is possible to realize fuel injection control that achieves a target air-fuel ratio characteristic that matches the desired tuning.

  (b) The personal computer 60 connected to the retrofit fuel injection control device 20 makes it possible to confirm the detected air-fuel ratio described in (a) above and input the air-fuel ratio conversion width.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration of the present invention is not limited to this embodiment, and even if there is a design change or the like without departing from the gist of the present invention. It is included in the present invention.

FIG. 1 is a schematic diagram illustrating a control system of the vehicle control apparatus according to the first embodiment. FIG. 2 is a block diagram illustrating the vehicle control apparatus according to the first embodiment. FIG. 3 is a schematic diagram illustrating a control system of the vehicle control device according to the second embodiment. FIG. 4 is a block diagram illustrating the vehicle control apparatus according to the second embodiment. FIG. 5 is an explanatory view showing an air-fuel ratio conversion control device. FIG. 6 is a schematic diagram showing a fuel injection control mode of the ECU.

Explanation of symbols

1 Engine 2 A / F sensor (air-fuel ratio sensor)
10 ECU (Engine Control Unit)
20 Retrofit Fuel Injection Control Device 60 Personal Computer 80 Air-fuel Ratio Conversion Control Device

Claims (4)

When the fuel injection control operation by the engine control device in front of the vehicle is closed-loop control performed on the low load side, the fuel adjustment amount that eliminates the deviation amount of the air-fuel ratio from the theoretical air-fuel ratio is learned, and the fuel injection based on the learned fuel adjustment amount When outputting a fuel injection signal based on the learned fuel adjustment amount at the time of closed loop control immediately before shifting to the open loop control at the time of open loop control performed on the high load side,
A fuel injection control device attached to the rear of a vehicle for correcting a fuel injection control operation by the engine control device,
During closed-loop control, the fuel injection signal from the engine control device is corrected so that the learned fuel adjustment amount in the engine control device is constant, and the corrected fuel injection signal is output to the engine injector,
During open loop control, the above correction during closed loop control is prohibited, and the fuel injection signal from the engine control device is corrected by adding a fuel correction amount determined according to engine characteristic factors. A fuel injection control device attached to the rear of a vehicle for outputting a fuel injection signal to an injector of an engine.   The fuel injection signal output from the engine control device corresponds to a fuel injection amount obtained by adding a learned fuel adjustment amount in the operating state to a basic fuel injection amount determined in each operating state of the engine. Item 4. A fuel injection control device attached to a vehicle afterwards. An air-fuel ratio conversion control device is attached to the engine control device and the retrofit fuel injection control device,
The air-fuel ratio conversion control device takes in the air-fuel ratio detected by the air-fuel ratio sensor, and also takes in the air-fuel ratio conversion width input to the retrofit fuel injection control device, and converts the detected air-fuel ratio by the air-fuel ratio conversion width. To the engine control unit,
3. The fuel injection control device attached to the rear of the vehicle according to claim 1, wherein the engine control device learns the fuel adjustment amount so as to eliminate a deviation amount of the converted air-fuel ratio with respect to the theoretical air-fuel ratio.   The vehicle fuel injection control device according to claim 3, wherein the detected air fuel ratio can be confirmed and the air fuel ratio conversion width can be input by a personal computer connected to the fuel injection control device.

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