EP0164125A2 - Verfahrung zur Steuerung der Kraftstoffeinspritzung für Brennkraftmaschinen - Google Patents

Verfahrung zur Steuerung der Kraftstoffeinspritzung für Brennkraftmaschinen Download PDF

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Publication number
EP0164125A2
EP0164125A2 EP85107023A EP85107023A EP0164125A2 EP 0164125 A2 EP0164125 A2 EP 0164125A2 EP 85107023 A EP85107023 A EP 85107023A EP 85107023 A EP85107023 A EP 85107023A EP 0164125 A2 EP0164125 A2 EP 0164125A2
Authority
EP
European Patent Office
Prior art keywords
fuel
acceleration
valve opening
internal combustion
opening pulse
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP85107023A
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English (en)
French (fr)
Other versions
EP0164125B1 (de
EP0164125A3 (en
Inventor
Takeshi Atago
Masami Nagano
Masahide Sakamoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
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Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0164125A2 publication Critical patent/EP0164125A2/de
Publication of EP0164125A3 publication Critical patent/EP0164125A3/en
Application granted granted Critical
Publication of EP0164125B1 publication Critical patent/EP0164125B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/105—Introducing corrections for particular operating conditions for acceleration using asynchronous injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • the present invention relates to a fuel injection controlling method for an internal combustion engine, and more particularly to a fuel injection controlling method for an internal combustion engine for automobiles using a hot wire air flow meter wherein the rate of fuel injection ⁇ can be adjusted during acceleration.
  • valve opening pulse generating means for the fuel increment independently of the basic valve opening pulse for causing the injectors to inject fuel normally during the normal condition, and the valve opening pulse for the fuel increment is determined the duration dependent on the water temperature of the internal combustion engine.
  • the above electronic fuel injector employs a vane air flow meter. Therefore, it can not abruptly increase the rate of air intake into an engine during acceleration. From this reason, a relatively rich mixture is supplied at the beginning of acceleration.
  • a hot wire air flow meter employed in the air flow meter requires fine adjustment during acceleration, because it includes no member interrupting air intake as seen in the vane type air flow meter; hence, it causes an instantaneous flow of air into the engine.
  • the hot wire air flow meter which detects the volume of air is advantageous in that it allows air to be supplied to the engine more rapidly during acceleration because it has no throttle component. It does, however, have the problem of delayed fuel feed, that is, a lag in response time. This delay in fuel feed response time requires fine adjustment based on acceleration and other parameters.
  • An object of the present invention is to provide a fuel injection controlling method for an internal combustion engine wherein optimal acceleration characteristics can be obtained.
  • Another object of the present invention is to provide a fuel injection controlling method for an internal combustion engine wherein fuel increment depending on the state of a running engine excepting the water temperature can be adjusted.
  • Another object of the present invention is to provide a fuel injection controlling method for an internal com- bustion engine wherein delayed fuel feed can be adjusted.
  • Another object of the present invention is to provide a fuel injection controlling method for an internal combustion engine wherein acceleration matching between the state after deceleration and the state after normal becomes possible.
  • Another object of the present invention is to provide a fuel injection controlling method for an internal combustion engine wherein speed up revolution time of acceleration from idling to the fully open state under no load can be shortened.
  • Another object of the present invention is to provide a fuel injection controlling method for an internal combustion engine wherein inadequate acceleration during rapid acceleration uhich is to be effected after fuel reduction for deceleration can be improved.
  • the present invention is to provide a fuel injection control method for internal combustion engines including the steps of: controlling the opening time of fuel injector in accordance with the control content previously programmed based on various operational parameters including air intake volume, the number of revolutions and temperature of the engine; measuring the air intake volume by a hot wire air flow meter; generating a signal of an idle switch for detecting a closed state of a throttle valve adapted to control the intake air amount; and generating a valve opening pulse for fuel increment independent of a basic valve opening pulse which causes the injector to inject fuel normally during the normal condition; and is characterized in that the duration of the valve opening pulse for a fuel increment is controlled dependent on at least one of selected from variations in the air intake volume per unit time, a closing signal for the throttle valve, a signal indicating the number of revolutions of the internal combustion engine, etc., and independent of the duration of the basic valve opening pulse.
  • FIG. 1 shows an engine system to which the present invention is applied.
  • An engine 1 has intake pipes 2 which are provided with the fuel injection valves (injectors) 3 corresponding to the number of cylinders. These intake pipes 2 are brought into a single pipe at a collector 4 in the upstream side, and have a throttle valve 5 for determining the amount of intake for the engine further upstream.
  • a control unit CU 12 also receives a signal 11 from engine temperature, an exhaust gas signal from an oxygen concentration measuring sensor 10, and a signal from an idle switch li, etc.
  • Fuel is supplied to the engine 1 by opening a valve on each of the fuel injector 3, and the amount of fuel is measured based on valve opening time. Fuel is pressurized and regulated by a fuel pump 8 and a regulator 9.
  • Fig. 2 is a block diagram showing the relationship between input and output depicted in Fig. 1.
  • the left side includes sensors and the right side includes actuators.
  • wave shaping circuits and AD converters are arranged on the left side, an I/O LSI section for implementing therein exchange of input/output and arithmetic processing and a CPU for giving instructions to the I/O LSI section are at the center, and a circuit for driving the output actuators on the right side.
  • injection timing for example in a 4-cylinder, 4-cycle engine, will be described with reference to Fig. 3.
  • fuel is usually injected once per revolution, i.e., at the timing of A and C, for all four cylinders.
  • the sections A and C are respectively the basic valve opening pulses for causing the injector to inject fuel normally during the normal condition.
  • a fuel increment pulse (interrupt pulse) described in the present invention is a pulse shown in the section of B which is generated immediately upon detection of acceleration, so as to inject fuel at that time.
  • acceleration may be detected based on, for example, an ON ⁇ OFF signal of the idle switch 14 or a closing signal of the idle switch 14 indicating that a throttle valve 5 has been opened from an idle state, and the rate of variation (AQa) of the air intake volume Qa per unit time.
  • the magnitude of acceleration can be detected based on the value (AQa/Qa) of the rate of variation of the air intake volume Qa during a predetermined time ( ⁇ t).
  • Table 1 shows an example of setting the fuel increment pulse (interrupt pulse) to a running vehicle in response to the magnitude of acceleration.
  • the process after acceleration is divided depending on the condition before acceleration. More specifically, after reducing fuel feed during deceleration, a large amount of fuel must be supplied to compensate for drying-up in the intake system during fuel reduction. Also after the normal condition, adjusting acceleration requires changes to correspond to the fully closed state of the throttle valve and other states thereof.
  • acceleration is detected as a combination of the rate of variation (AQa) in the air intake volume per unit time and the idle switch setting.
  • AQa rate of variation
  • idle switch setting the "after idling" indicates an interrupt pulse based on detection of acceleration using the idle switch.
  • the reason for detecting acceleration based on both the idle switch and the rate of variation (AQa) in the air intake volume per unit time is in that detection with the idle switch always occurs earlier than detection with the rate of variation (AQa) in the air intake volume per unit time.
  • this is attributable to a delay in the intake system accompanying detection of the rate of variation (AQa) in the air intake volume per unit time. Though this delay is relatively short, it is still longer than that accompanying the opening of the throttle valve.
  • the process is divided into slow acceleration (under light load. 5% ⁇ A Q a ⁇ 37.5%) and rapid acceleration ( ⁇ Qa ⁇ 37.5%).
  • slow acceleration an interrupt pulse of 3 ms is generated; for rapid acceleration, interrupt pulses of 9 ms are generated, (one for each detected acceleration rate).
  • the magnitudes of the above interrupt pulses are set preferably to have about 1.5-5 ms duration for slow acceleration and to have about 6-12 ms duration for rapid acceleration, respectively.
  • An interrupt pulse based on the idle switch is set to , have, by way of example, a relatively long duration of 9 ms.
  • the magnitude of the above interrupt pulse by the after idling is set preferably to have about 6-12 ms duration.
  • An interrupt pulse based on the rate of variation (AQa) in the air take volume per unit time in normal condition is set to have a 3 ms duration for slow acceleration (5% ⁇ AQa ⁇ 10%) and is set to have a 6 ms duration for rapid acceleration ( ⁇ Qa ⁇ 10%) respectively, and the fuel is injected.
  • the magnitutes of the above interrupt pulses are set preferably to have about 1.5-5 ms duration for slow acceleration and to have above 4-8 ms duration for rapid acceleration, respectively.
  • an interrupt pulse based on the idle switch may be set to a shorter duration, e.g., 3 ms, than that during deceleration.
  • the magnitude of the above interrupt pulse is set preferably to have 1.5-5 ms duration.
  • Fig. 4 shows the experimental results obtained from application of the above-mentioned adjustment.
  • the graph of Fig. 4 represents an example of rapid acceleration from idling to the fully open state under no load. It is evident from Fig. 4 that, as a result of adjusting with the additional interrupt pulses during acceleration, revolution time is speeded up from To of about 200 ms in the prior art to T of about 120 ms in the present invention.
  • Fig. 5 shows a flow chart sheet for realizing the adjustment described in connection with Table 1.
  • an interrupt pulse TA2 (3 ms) due to the condition after idling is set and thereafter an interrupt pulse TA3, also herein inherently divided into two types.
  • -interrupt pulses TA3', 3 ms in Table 1, and TA3", 6 ms in Table 1 - is set based on ⁇ Qa.
  • the left-hand loop represents acceleration from the decelerated state.
  • an interrupt pulse TA4 (9 ms) is issued due to the state after idling and acceleration is then determined on the basis of AQa. If A5 > AQa > A6, an interrupt pulse TA6 (3 ms) is issued and adjustment is completed therewith.
  • the present invention is to overcome this problem. Namely, when AQa > A5, an interrupt pulse TA5 is set.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP85107023A 1984-06-08 1985-06-07 Verfahrung zur Steuerung der Kraftstoffeinspritzung für Brennkraftmaschinen Expired EP0164125B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP59116475A JPS60261947A (ja) 1984-06-08 1984-06-08 燃料噴射装置の加速補正方法
JP116475/84 1984-06-08

Publications (3)

Publication Number Publication Date
EP0164125A2 true EP0164125A2 (de) 1985-12-11
EP0164125A3 EP0164125A3 (en) 1986-03-12
EP0164125B1 EP0164125B1 (de) 1988-09-21

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP85107023A Expired EP0164125B1 (de) 1984-06-08 1985-06-07 Verfahrung zur Steuerung der Kraftstoffeinspritzung für Brennkraftmaschinen

Country Status (4)

Country Link
EP (1) EP0164125B1 (de)
JP (1) JPS60261947A (de)
KR (1) KR900000149B1 (de)
DE (1) DE3565151D1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0258837A3 (en) * 1986-09-01 1988-10-12 Hitachi, Ltd. Fuel control apparatus in internal combustion engine
EP0167839B1 (de) * 1984-06-15 1989-01-04 Hitachi, Ltd. Kraftstoffeinspritzungssteuergerät für eine Innenbrennkraftmaschine
FR2721658A1 (fr) * 1994-06-16 1995-12-29 Bosch Gmbh Robert Système de commande pour le dosage du carburant d'un moteur à combustion interne.

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62182453A (ja) * 1985-12-27 1987-08-10 Japan Electronic Control Syst Co Ltd 電子制御燃料噴射式内燃機関の加速時割込み増量制御装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS54108127A (en) * 1978-02-13 1979-08-24 Toyota Motor Corp Electronically-controlled fuel injector
US4424568A (en) * 1980-01-31 1984-01-03 Hitachi, Ltd. Method of controlling internal combustion engine
JPS56124637A (en) * 1980-03-07 1981-09-30 Hitachi Ltd Method of controlling acceleration of engine
DE3276383D1 (en) * 1982-08-30 1987-06-25 Toyota Motor Co Ltd Electronically controlled fuel injection apparatus
DE3376995D1 (en) * 1982-10-20 1988-07-14 Hitachi Ltd Control method for internal combustion engines

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0167839B1 (de) * 1984-06-15 1989-01-04 Hitachi, Ltd. Kraftstoffeinspritzungssteuergerät für eine Innenbrennkraftmaschine
EP0258837A3 (en) * 1986-09-01 1988-10-12 Hitachi, Ltd. Fuel control apparatus in internal combustion engine
FR2721658A1 (fr) * 1994-06-16 1995-12-29 Bosch Gmbh Robert Système de commande pour le dosage du carburant d'un moteur à combustion interne.

Also Published As

Publication number Publication date
DE3565151D1 (en) 1988-10-27
EP0164125B1 (de) 1988-09-21
EP0164125A3 (en) 1986-03-12
KR900000149B1 (ko) 1990-01-20
KR860000467A (ko) 1986-01-29
JPS60261947A (ja) 1985-12-25

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