CA1210112A - Fuel flow monitor for an electronic fuel injection circuit - Google Patents
Fuel flow monitor for an electronic fuel injection circuitInfo
- Publication number
- CA1210112A CA1210112A CA000431725A CA431725A CA1210112A CA 1210112 A CA1210112 A CA 1210112A CA 000431725 A CA000431725 A CA 000431725A CA 431725 A CA431725 A CA 431725A CA 1210112 A CA1210112 A CA 1210112A
- Authority
- CA
- Canada
- Prior art keywords
- signal
- fuel
- fuel flow
- engine
- flow rate
- 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.)
- Expired
Links
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
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/3005—Details not otherwise provided for
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
- G01F9/00—Measuring volume flow relative to another variable, e.g. of liquid fuel for an engine
- G01F9/001—Measuring volume flow relative to another variable, e.g. of liquid fuel for an engine with electric, electro-mechanic or electronic means
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0614—Actual fuel mass or fuel injection amount
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- General Physics & Mathematics (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Measuring Volume Flow (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
FUEL FLOW MONITOR FOR
AN ELECTRONIC FUEL INJECTION CIRCUIT
ABSTRACT OF THE DISCLOSURE
The invention contemplates fuel flow monitoring apparatus used in conjunction with an electronic fuel injection circuit for an internal-combustion engine. Electronic fuel injection circuits have vastly improved engine performance and efficiency, but their effectiveness has been hampered by the fact that fuel flow has in the past been monitored by mechanical fuel flow sending units. The instant invention eliminates the need for a mechanical fuel flow sending unit and replaces it with electronic circuitry which provides both an indication of fuel flow rate and total fuel consumption.
The system also provides the diagnostic capability of monitoring fuel flow rate while the engine is not running.
AN ELECTRONIC FUEL INJECTION CIRCUIT
ABSTRACT OF THE DISCLOSURE
The invention contemplates fuel flow monitoring apparatus used in conjunction with an electronic fuel injection circuit for an internal-combustion engine. Electronic fuel injection circuits have vastly improved engine performance and efficiency, but their effectiveness has been hampered by the fact that fuel flow has in the past been monitored by mechanical fuel flow sending units. The instant invention eliminates the need for a mechanical fuel flow sending unit and replaces it with electronic circuitry which provides both an indication of fuel flow rate and total fuel consumption.
The system also provides the diagnostic capability of monitoring fuel flow rate while the engine is not running.
Description
FUEL FLOW MONITOR FOR
AN ELECTRONIC FUEL INJECTION CIRCUIT
Background of the_Invention This invention relates to fuel flow monitoring apparatus used in conjunction with an electronic fuel-injection control circuit for an internal-combustion engine of the type described in my co-pending Cdn. patent application, Serial No. 369l891 filed February 2, 1981 and my U. S. Patent No. 4,280,465 issued July 28, 1981. Reference is made io said application and to said United States Patent for greater descriptive detail of a fuel injection engine, to which the present invention is illustratively applicable.
Typically, in fuel-injection control circuits of the character indicated, fuel flow to the engine and total fuel consumption are monitored by a mechanical fuel flow sending unit. Such units, although in wide use, have all of the inherent disadvantages of mechanical systems, are inoperable when the engine is not running and have none of the flexibility and attendent low costs associated wi-th electronic monitoring systems. More particularly, mechanical fuel flow sending units require that a turbine be inserted in the fuel line, risking blockage if the turbine does not operate. The turbine has inherent mechanical inertia which prohibits the in-stantaneous response charac~eristic of electronic units.
Also, mechanical fuel flow sending units are typically non-linear at low fuel flow rates and must be sized for a particular fuel line.
~3 Brief Sta-tement of the Inven-tion Generally the invention seeks to provide an electronic fuel flow monitor circuit for an electronic fuel-injection control circuit.
The invention disclosed provides an electronic fuel flow monitoring unit in which control pulses generated by an electronic fuel-injection control circuit are used to provide a first signal whose amplitude is indicative of fuel flow rate. The first signal in turn drives a freguency generator whose output fre~uency is dependent on the amplitude of the first signal. The output of the frequency generator is in turn counted and decoded to provide a signal indicative of total fuel consumption. Fuel flow rate can be monitored even when the associated internal combustion engine is not operating which is a valuable diagnostic feature in evaluation of engine performance.
More particularly the invention as claimed pertains to a multi-cylinder internal-combustion engine having an electronically controlled fuel-injection system wherein a pulse generator provides fuel-injection control pulses of time duration proportioned to engine speed and to other factors including desired thxottle se-tting, the pulses each having a duration which is a-t all times a small fraction of the duration of a full cycle of operation of a given cylinder of the engine. An electronic fuel flow rate monitor provides indications of fuel flow rate and total engine fwel consumpt.ion, the electronic fuel flow rate monitor comprising pulse shaper means responsive to the fuel injection control pulses for generating an output pulse having a constant amplitude and a predetermined duration for each of the fuel injection controI pulses and accumulator means responsive ~..
to the output pulses for providing a first signal having an amplitude which is indicative of fuel flow rate. Means responsive to the first signal generate a second signal having a frequency which is dependent on the amplitude of the first signal, and means responsive to the frequency-dependent second signal provide a third signal having an amplitude which is indicative of to-tal engine fuel consumption.
De-tailed Description The invention will be described in detail, in conjunction with the accompanying drawings in whicho Fig. 1 is a diagram schematically showing componen-ts of an electronic fuel-injection control system for an internal combustion engine; and Fig. 2 is a diagram schematically showing the electronic fuel flow monitor circuit of the instant invention.
In my issued U.S. patent No. 4,280,465, a fuel-injection control circuit is described in which one or more square-wave pulse generators drive solenoid operated injectors unique to each cylinder, there being a single control system whereby the pulse generator means is modulated as necessary to accommodatethrottle demands in the context oE engine speed and other factors. Fig. 1 herein is adopted from said U.S.
patent for purposes of simplified contextual explanation.
The control system of F'ig. 1 is shown in illustrative application to a two-cycle six-cylinder 60~degree V~engine wherein injectors for cylinders ~2, #3, and #4 (Bank "A") are operated simultaneously and (v.ia line 48) under the control of the pulse output oE a firs-t square-wave generator 46, while the remaining injectors for cylinders #5, #6 and #1 (Bank "B") are operated simultaneously and (via line ~9) under the control of the pulse output of a second such generator 47. The base or crankshaft angle for which pulses generated at ~6 are timed is determined by ignition-Eiring at cylinder #1, and pulses generated at 47 are similarly based upon ignition-firing at cylinder #4, i.e., at 180 crankshaft degrees from cylinder #l firing~ The actual time duration of all such generated pulses will vary in response to the amplitude of a control signal (EMoD ), supp]ied in line 45 to both generators 46-47 wi-th a greater amplitude resulting in a pulse of greater duration.
The circuit to produce the modulating-voltage EMoD
opexates on various input parameters, in the form of analog voltages which reflect air-mass flow for the current engine speed, and a correction is made for volumetric efficiency of the particular engine. More specifically, for the circuit shown, a first electrical sensor 50 of manifold absolute pressure is a source of a first voltage EMAp which is linearly related to such pressure, and a second electrical sensor 51 of manifold absolute temperature may be a thermistor which is linearly related to such tempexature through a resistor network 52. The voltage EMAp is divided by the network 52 to produce an output voltage EM', which is a linear function of instantaneous air mass or density at inlet of air to the engine. A first amplifier Al provides a corresponding output voltage EM at the high-impedance level needed for regulation-free application to the relatively low impedance of potentiometer means 53, having a selec-tively variable control that is symbolized by a throttle knob 54. The voltage ~%~ z output EMF, of potentiometer means 53, reflects a "throttle" -positioned pick-off voltage and reflects instantaneous air-mass flow, for the instantaneous throttle (54) setting, and a second amplifier A2 provides a corresponding output voltage EMF for regulation-free applicatlon to one of the voltage-mul-tiplier inputs of a pulse-width modulator 55, which is the source of EMoD already referred to.
The other voltage-multiplier input of modulator 55 receives an input voltage EE which is a function o~ engine speed and volumetric efficiency. More specifically, a tachometer 56 generates a voltage ET which is linearly related to engine speed ~e.g., crankshaft speed, or reptition rate of one of the spark plugs), and a summing network 57 operates upon the voltage ET and certain other factors (which may be empirically determined and which reflect volumetric efficiency of the particular engine size and design) to develop the voltage EE for the multiplier of modulator 55. It is to be understood that although the fuel injection control circuit of Fig. 1 has been illustrated in connection with a two-cycle engine, the same circuit can be used in connection with a four-cycle engine, to which the instant invention is particularly applicab]e.
The present invention is concerned with the nature and performance of the electronic fuel Elow monitor shown in Fig. 20 More particularly, the apparatus illustrated in Fig. 2, is designed to interface with the electronic fuel-injection system of Fig. 1 (or an e~uivalent electronic fuel-injection system) to monitor the fuel flow rate, ~2~
whether or not the engine is operating, and -to provide an indication of total fuel flow consumption when the engine is operating.
The electronic fuel flow monitor of FigO 2 can be divided into two main portions, the flow rate circuit and the total fuel consumption circuit. The flow rate circuit consists of pulse shaper and stretcher 58, 58', integrator 58, 59' and summing network 60. The output of summing network 60 is a discrete voltage which represents the flow rate of the associated internal combusion engine. The total fuel consumption circuit consists of a Voltage Controlled Oscillator (VCO) and ampliEier 61, an up-counter and decoder 62 and a buffer stage 63. This circuit utilizes the discrete voltage from the flow rate circuit -to produce a voltage signal indicative of total fuel consumption.
More particularly, the voltage pulses from square wave pulse generator ~6 and 47 (Fig. 1) are applied to pulse shaper and stretcher circuits 58 and-58' respectively.
The shape of the waveform is shown in Fig. 2 and the deviation from a standard square wave is a result of the inductive loading imposed by the fuel injector units (not shown). Pulse shaper and stretcher circuits 58, 58' transform the injector pulses into a constant amplitude pulse applied to integrator 58, 59' and the pulse is stretched by approximately 500 microseconds to compensate for the inherent offset of the injector circuit in Fig. 1, as described above. The constant amplitude pulses are integrated by integrators 58, 59' and applied to summing network 60 which sums the signal from the Bank A and Bank B injector pulses. The output of the summing network is a discrete voltage representative of fuel Elow ~2~ 2 rate and this discrete voltage can be utilized by auxiliary instrumen-tation (not shown) to provide a visual readout of fuel flow rate.
The flow rate output signal is applied to VCO and amplifier 61. The VCO is designated such that its output frequency is directly dependen-t on the voltage level of the fuel flow rate output signal and the output of the VCO is amplified and applied to up-counter and decoder 62. The VCO also contains an inhibit terminal which is utilized to shut down the VCO when the engine is not running.
Up-counter and decoder 62 counts the output frequency of the VCO. The decoder consists of a resister network which decodes the output of the up-counter into a D .C. voltage which is applied to buffer stage 63. The buffer stage can then be used to drive a digital panel meter or analog meter (not shown) to give a visual indication of total fuel consumption. The up-counter is also provided with a reset terminal which can be used to reset the up-counter to zero.
The described invention will be seen to meet the stated objectives of providing an electronic fuel flow monitor circuit which gives both an indication of fuel flow rate and total fuel consumption. Moreover, the fuel flow rate circuit of the instant invention will operate when the associated internal combustion engine is not operating which provides a diagnostic tool of great value in evaluating engine performance.
While the invention has been described in detail for preferred and illustrative embodiments, it will be understood that modifications ma~ be made without de2arting from the spirit and claimed scope of the invention.
AN ELECTRONIC FUEL INJECTION CIRCUIT
Background of the_Invention This invention relates to fuel flow monitoring apparatus used in conjunction with an electronic fuel-injection control circuit for an internal-combustion engine of the type described in my co-pending Cdn. patent application, Serial No. 369l891 filed February 2, 1981 and my U. S. Patent No. 4,280,465 issued July 28, 1981. Reference is made io said application and to said United States Patent for greater descriptive detail of a fuel injection engine, to which the present invention is illustratively applicable.
Typically, in fuel-injection control circuits of the character indicated, fuel flow to the engine and total fuel consumption are monitored by a mechanical fuel flow sending unit. Such units, although in wide use, have all of the inherent disadvantages of mechanical systems, are inoperable when the engine is not running and have none of the flexibility and attendent low costs associated wi-th electronic monitoring systems. More particularly, mechanical fuel flow sending units require that a turbine be inserted in the fuel line, risking blockage if the turbine does not operate. The turbine has inherent mechanical inertia which prohibits the in-stantaneous response charac~eristic of electronic units.
Also, mechanical fuel flow sending units are typically non-linear at low fuel flow rates and must be sized for a particular fuel line.
~3 Brief Sta-tement of the Inven-tion Generally the invention seeks to provide an electronic fuel flow monitor circuit for an electronic fuel-injection control circuit.
The invention disclosed provides an electronic fuel flow monitoring unit in which control pulses generated by an electronic fuel-injection control circuit are used to provide a first signal whose amplitude is indicative of fuel flow rate. The first signal in turn drives a freguency generator whose output fre~uency is dependent on the amplitude of the first signal. The output of the frequency generator is in turn counted and decoded to provide a signal indicative of total fuel consumption. Fuel flow rate can be monitored even when the associated internal combustion engine is not operating which is a valuable diagnostic feature in evaluation of engine performance.
More particularly the invention as claimed pertains to a multi-cylinder internal-combustion engine having an electronically controlled fuel-injection system wherein a pulse generator provides fuel-injection control pulses of time duration proportioned to engine speed and to other factors including desired thxottle se-tting, the pulses each having a duration which is a-t all times a small fraction of the duration of a full cycle of operation of a given cylinder of the engine. An electronic fuel flow rate monitor provides indications of fuel flow rate and total engine fwel consumpt.ion, the electronic fuel flow rate monitor comprising pulse shaper means responsive to the fuel injection control pulses for generating an output pulse having a constant amplitude and a predetermined duration for each of the fuel injection controI pulses and accumulator means responsive ~..
to the output pulses for providing a first signal having an amplitude which is indicative of fuel flow rate. Means responsive to the first signal generate a second signal having a frequency which is dependent on the amplitude of the first signal, and means responsive to the frequency-dependent second signal provide a third signal having an amplitude which is indicative of to-tal engine fuel consumption.
De-tailed Description The invention will be described in detail, in conjunction with the accompanying drawings in whicho Fig. 1 is a diagram schematically showing componen-ts of an electronic fuel-injection control system for an internal combustion engine; and Fig. 2 is a diagram schematically showing the electronic fuel flow monitor circuit of the instant invention.
In my issued U.S. patent No. 4,280,465, a fuel-injection control circuit is described in which one or more square-wave pulse generators drive solenoid operated injectors unique to each cylinder, there being a single control system whereby the pulse generator means is modulated as necessary to accommodatethrottle demands in the context oE engine speed and other factors. Fig. 1 herein is adopted from said U.S.
patent for purposes of simplified contextual explanation.
The control system of F'ig. 1 is shown in illustrative application to a two-cycle six-cylinder 60~degree V~engine wherein injectors for cylinders ~2, #3, and #4 (Bank "A") are operated simultaneously and (v.ia line 48) under the control of the pulse output oE a firs-t square-wave generator 46, while the remaining injectors for cylinders #5, #6 and #1 (Bank "B") are operated simultaneously and (via line ~9) under the control of the pulse output of a second such generator 47. The base or crankshaft angle for which pulses generated at ~6 are timed is determined by ignition-Eiring at cylinder #1, and pulses generated at 47 are similarly based upon ignition-firing at cylinder #4, i.e., at 180 crankshaft degrees from cylinder #l firing~ The actual time duration of all such generated pulses will vary in response to the amplitude of a control signal (EMoD ), supp]ied in line 45 to both generators 46-47 wi-th a greater amplitude resulting in a pulse of greater duration.
The circuit to produce the modulating-voltage EMoD
opexates on various input parameters, in the form of analog voltages which reflect air-mass flow for the current engine speed, and a correction is made for volumetric efficiency of the particular engine. More specifically, for the circuit shown, a first electrical sensor 50 of manifold absolute pressure is a source of a first voltage EMAp which is linearly related to such pressure, and a second electrical sensor 51 of manifold absolute temperature may be a thermistor which is linearly related to such tempexature through a resistor network 52. The voltage EMAp is divided by the network 52 to produce an output voltage EM', which is a linear function of instantaneous air mass or density at inlet of air to the engine. A first amplifier Al provides a corresponding output voltage EM at the high-impedance level needed for regulation-free application to the relatively low impedance of potentiometer means 53, having a selec-tively variable control that is symbolized by a throttle knob 54. The voltage ~%~ z output EMF, of potentiometer means 53, reflects a "throttle" -positioned pick-off voltage and reflects instantaneous air-mass flow, for the instantaneous throttle (54) setting, and a second amplifier A2 provides a corresponding output voltage EMF for regulation-free applicatlon to one of the voltage-mul-tiplier inputs of a pulse-width modulator 55, which is the source of EMoD already referred to.
The other voltage-multiplier input of modulator 55 receives an input voltage EE which is a function o~ engine speed and volumetric efficiency. More specifically, a tachometer 56 generates a voltage ET which is linearly related to engine speed ~e.g., crankshaft speed, or reptition rate of one of the spark plugs), and a summing network 57 operates upon the voltage ET and certain other factors (which may be empirically determined and which reflect volumetric efficiency of the particular engine size and design) to develop the voltage EE for the multiplier of modulator 55. It is to be understood that although the fuel injection control circuit of Fig. 1 has been illustrated in connection with a two-cycle engine, the same circuit can be used in connection with a four-cycle engine, to which the instant invention is particularly applicab]e.
The present invention is concerned with the nature and performance of the electronic fuel Elow monitor shown in Fig. 20 More particularly, the apparatus illustrated in Fig. 2, is designed to interface with the electronic fuel-injection system of Fig. 1 (or an e~uivalent electronic fuel-injection system) to monitor the fuel flow rate, ~2~
whether or not the engine is operating, and -to provide an indication of total fuel flow consumption when the engine is operating.
The electronic fuel flow monitor of FigO 2 can be divided into two main portions, the flow rate circuit and the total fuel consumption circuit. The flow rate circuit consists of pulse shaper and stretcher 58, 58', integrator 58, 59' and summing network 60. The output of summing network 60 is a discrete voltage which represents the flow rate of the associated internal combusion engine. The total fuel consumption circuit consists of a Voltage Controlled Oscillator (VCO) and ampliEier 61, an up-counter and decoder 62 and a buffer stage 63. This circuit utilizes the discrete voltage from the flow rate circuit -to produce a voltage signal indicative of total fuel consumption.
More particularly, the voltage pulses from square wave pulse generator ~6 and 47 (Fig. 1) are applied to pulse shaper and stretcher circuits 58 and-58' respectively.
The shape of the waveform is shown in Fig. 2 and the deviation from a standard square wave is a result of the inductive loading imposed by the fuel injector units (not shown). Pulse shaper and stretcher circuits 58, 58' transform the injector pulses into a constant amplitude pulse applied to integrator 58, 59' and the pulse is stretched by approximately 500 microseconds to compensate for the inherent offset of the injector circuit in Fig. 1, as described above. The constant amplitude pulses are integrated by integrators 58, 59' and applied to summing network 60 which sums the signal from the Bank A and Bank B injector pulses. The output of the summing network is a discrete voltage representative of fuel Elow ~2~ 2 rate and this discrete voltage can be utilized by auxiliary instrumen-tation (not shown) to provide a visual readout of fuel flow rate.
The flow rate output signal is applied to VCO and amplifier 61. The VCO is designated such that its output frequency is directly dependen-t on the voltage level of the fuel flow rate output signal and the output of the VCO is amplified and applied to up-counter and decoder 62. The VCO also contains an inhibit terminal which is utilized to shut down the VCO when the engine is not running.
Up-counter and decoder 62 counts the output frequency of the VCO. The decoder consists of a resister network which decodes the output of the up-counter into a D .C. voltage which is applied to buffer stage 63. The buffer stage can then be used to drive a digital panel meter or analog meter (not shown) to give a visual indication of total fuel consumption. The up-counter is also provided with a reset terminal which can be used to reset the up-counter to zero.
The described invention will be seen to meet the stated objectives of providing an electronic fuel flow monitor circuit which gives both an indication of fuel flow rate and total fuel consumption. Moreover, the fuel flow rate circuit of the instant invention will operate when the associated internal combustion engine is not operating which provides a diagnostic tool of great value in evaluating engine performance.
While the invention has been described in detail for preferred and illustrative embodiments, it will be understood that modifications ma~ be made without de2arting from the spirit and claimed scope of the invention.
Claims (5)
1. In a multi-cylinder internal-combustion engine having an electronically controlled fuel-injection system wherein a pulse generator provides fuel-injection control pul-ses of time duration proportioned to engine speed and to other factors including desired throttle setting, the pulses each having a duration which is at all times a small fraction of the duration of a full cycle of operation of a given cylinder of the engine, and wherein an electronic fuel flow rate monitor provides indications of fuel flow rate and total engine fuel consumption, the electronic fuel flow rate monitor comprising: pulse shaper means responsive to the fuel injection control pulses for generating an output pulse having a constant amplitude and a predetermined duration for each of the fuel injection control pulses, accumulator means responsive to said output pulses for providing a first signal having an amplitude which is indicative of fuel flow rate, means responsive to said first signal for generating a second signal having a frequency which is dependent on the amplitude of said first signal, and means responsive to said frequency-dependent second signal for providing a third signal having an amplitude which is indicative of total engine fuel consumption.
2. In a multi-cylinder internal-combustion engine in accordance with Claim 1 wherein the pulse generator comprises first and second square wave generators each of which provides a separate set of fuel injection control pulses, said pulse shaper means being coupled to said first square wave generator, there being further provided second pulse shaper means coupled to said second square wave generator, and a second accumulator means for providing a second first signal and wherein there is further included summing means for summing said first signal and said second first signal provided in response to each set of fuel injection control pulses and providing the indications of fuel flow rate.
3. In a multi-cylinder internal-combustion engine in accordance with Claim 1 wherein said means responsive to said frequency-dependent second signal includes means for accumulating a count of said frequency-dependent signal, and means for decoding said accumulated count into said third signal.
4. In a multi-cylinder internal combustion engine in accordance with Claim 1 wherein said accumulator means for providing said first signal includes an integrator.
5. In a multi-cylinder internal combustion engine in accordance with Claim 1 wherein said means for generating said frequency-dependent second signal includes means for inhibiting generating of said frequency dependent second signal when the internal combustion engine is not operating.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US41488182A | 1982-09-03 | 1982-09-03 | |
| US414,881 | 1982-09-03 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1210112A true CA1210112A (en) | 1986-08-19 |
Family
ID=23643387
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000431725A Expired CA1210112A (en) | 1982-09-03 | 1983-07-04 | Fuel flow monitor for an electronic fuel injection circuit |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS5965719A (en) |
| CA (1) | CA1210112A (en) |
| DE (1) | DE3330883A1 (en) |
| GB (1) | GB2126728B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61202024U (en) * | 1985-06-10 | 1986-12-18 | ||
| DE19901532B4 (en) * | 1999-01-16 | 2007-02-08 | Daimlerchrysler Ag | Device and method for detecting and diagnosing increased fuel consumption of a vehicle |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5432584B2 (en) * | 1974-04-30 | 1979-10-15 | ||
| US3983372A (en) * | 1975-02-03 | 1976-09-28 | Chevron Research Company | Apparatus and method for a digital readout of distance traveled, fuel consumed and miles per gallon of a moving motor vehicle |
| JPS5272027A (en) * | 1975-12-12 | 1977-06-16 | Japan Electronic Control Syst | Fuel cost meter for electronics fuel injection device |
| JPS5414511U (en) * | 1977-07-04 | 1979-01-30 | ||
| JPS54103375A (en) * | 1978-02-01 | 1979-08-14 | Kanji Satake | Fuel consumption display method for automobile |
| JPS5853847B2 (en) * | 1978-10-30 | 1983-12-01 | 日産自動車株式会社 | Fuel consumption measuring device |
-
1983
- 1983-07-04 CA CA000431725A patent/CA1210112A/en not_active Expired
- 1983-07-05 GB GB08318127A patent/GB2126728B/en not_active Expired
- 1983-08-26 DE DE19833330883 patent/DE3330883A1/en not_active Withdrawn
- 1983-08-31 JP JP16021883A patent/JPS5965719A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5965719A (en) | 1984-04-14 |
| GB2126728A (en) | 1984-03-28 |
| GB2126728B (en) | 1985-12-18 |
| GB8318127D0 (en) | 1983-08-03 |
| DE3330883A1 (en) | 1984-03-08 |
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