CA2043206C - Engine protecting system against battery failure - Google Patents
Engine protecting system against battery failureInfo
- Publication number
- CA2043206C CA2043206C CA 2043206 CA2043206A CA2043206C CA 2043206 C CA2043206 C CA 2043206C CA 2043206 CA2043206 CA 2043206 CA 2043206 A CA2043206 A CA 2043206A CA 2043206 C CA2043206 C CA 2043206C
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- Prior art keywords
- engine
- value
- battery voltage
- signal
- reference value
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- Expired - Fee Related
Links
- 208000032953 Device battery issue Diseases 0.000 title claims description 3
- 239000000446 fuel Substances 0.000 claims abstract description 52
- 238000002347 injection Methods 0.000 claims abstract description 50
- 239000007924 injection Substances 0.000 claims abstract description 50
- 230000000593 degrading effect Effects 0.000 claims abstract description 15
- 238000001514 detection method Methods 0.000 claims description 26
- 230000007257 malfunction Effects 0.000 claims 1
- 238000009877 rendering Methods 0.000 claims 1
- 230000002159 abnormal effect Effects 0.000 description 17
- 230000015556 catabolic process Effects 0.000 description 5
- 238000006731 degradation reaction Methods 0.000 description 5
- 230000006870 function Effects 0.000 description 4
- 238000012937 correction Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Disclosed is a system for protecting an engine equipped with an electronically controlled fuel injection apparatus, in which a battery voltage is detected, and when the detected battery voltage is smaller than a predetermined reference value, a control of degrading the operability of the engine, a control of stopping the engine, or a control of degrading the operability of the engine and then, stopping the engine is performed.
Description
Title of the Invention ENGINE PROTECTING SYSTEM AGAINST BATTERY FAILURE
Background of the Invention (1) Field of the Invention The present invention relates to a protecting system for an engine equipped with an electronically controlled fuel injection apparatus. More particularly, the present invention relates to a system for protecting an engine by preventing occurrence of an abnormal revolution such as an overrun at abnormal reduction of a battery voltage caused, for example, by a trouble in a charging system of a battery.
Background of the Invention (1) Field of the Invention The present invention relates to a protecting system for an engine equipped with an electronically controlled fuel injection apparatus. More particularly, the present invention relates to a system for protecting an engine by preventing occurrence of an abnormal revolution such as an overrun at abnormal reduction of a battery voltage caused, for example, by a trouble in a charging system of a battery.
(2) Description of the Related Art As the 2-cycle engine for a two-wheeled vehicle or a snow mobile, there has been adopted an engine of the fuel supply system where injection of a fuel is electronically controlled by using a fuel injection valve (see, for example, Japanese Unexamined Patent Publication No. 63-255543). For example, there can be mentioned a system in which a fuel injection valve is arranged in an intake manifold zone of each cylinder and injection is simultaneously effected in all of the cylinders.
In such a two-wheeled vehicle of the electronically controlled fuel injection system, in the case where the voltage is abnormally reduced because of a trouble in a charging system of a battery or the like, although the electronically controlled fuel injection apparatus is operated for a while by the voltage of the battery, if the voltage is gradually reduced and becomes lower than the rated voltage of a control unit, there is a possibility of occurrence of an abnormal operation in this fuel injection apparatus, and it is apprehended that an abnormal state, for example, an overrun of the engine per se, will be caused by this abnormal operation.
Summary of the Invention The present invention has been completed to overcome the above disadvantage of the conventional technique, and it is a primary object of the present invention to protect an engine by preventing occurrence of an abnormal state such as an overrun of the engine by informing a driver of abnormal reduction of the battery voltage caused by a trouble in the charging system of the battery or the like.
Another object of the present invention is to inform a driver assuredly of generation of abnormal reduction of the battery voltage.
If a mere display device alone is used as the information means, for example, when a snow mobile or the like is running on snow, it is apprehended that the display device will be frozen or will not be seen because of snow smokes. Accordingly, this assured information is important.
Still another object of the present invention is to protect an engine on occurrence of abnormal reduction of the battery voltage by informing a driver assuredly of this abnormal reduction and simultaneously, controlling the revolution speed of the engine.
A further object of the present invention is to protect an engine on occurrence of abnormal reduction of the battery voltage by informing a driver of this abnormal reduction and forcibly stopping the engine.
In accordance with the present invention, there is provided a protecting system for an engine equipped with an electronically controlled fuel injection apparatus, which comprises means for detecting a battery voltage value, judging means for comparing a detection value signal outputted from the battery voltage value-detecting means with a preliminarily set reference value signal of the battery voltage and judging whether or not the detection value is smaller than the reference value, and control means for performing the control of degrading the operability of the engine when it is judged by the judging means that the detection value is smaller than the reference value.
As the control means for degrading the operability of the engine, there can be adopted means for controlling the electronically controlled fuel injection apparatus to perform excessive increase or excessive decrease of the fuel injection quantity according to the degree of degradation of the operability of the engine, the air-fuel ratio is rendered too rich or too lean.
Furthermore, there can be used means for excessively delaying or advancing the ignition timing of the engine according to the degree of degradation of the operability of the engine.
Since the operability of the engine is degraded by this control, a driver can feel this degradation while driving the vehicle, and the driver can know occurrence of a trouble and cope with the trouble.
As one embodiment of degradation of the operability of the engine at occurrence of a trouble in the battery, or as the substitution for this disintegration, there can be adopted a method in which the engine is forcibly stopped . In this case, as the engine-stopping means, there can be adopted as means for stopping injection of a fuel to the engine or stopping ignition on the engine.
According to the present invention, in the case where the battery is abnormally reduced, a driver is in~ormed of abnormal reduction of the battery voltage by forcibly stopping the engine.
More specifically, in accordance with the present invention, there is provided a protecting system for an engine equipped with an electronically controlled fuel injection apparatus, which comprises means for detecting a battery voltage value, ~irst judging means for comparing a detection value signal outputted from the battery voltage value-detecting means with a preliminarily set first reference value signal of the battery voltage and judging whether or not the detection value is smaller than the reference value, second judging means for comparing the detection value signal outputted from the battery voltage value-detecting means with a second reference value signal smaller than the ~irst reference value signal and judging whether or not the detection value is smaller than the second reference value, first control means for performing the control of degrading theoperability of the engine when it is judged by the first judging means that the detection value is smaller than the first reference value, and second control means for performing the control of stopping the engine when it is judged by the second judging means that the detection value is smaller than the second reference value.
If this engine protecting system is adopted, since the operability of the engine is first degraded on occurrence of a trouble, a driver can feel this degradation while driving the vehicle, and the driver can know the trouble in the battery system and cope with this trouble. Then, by forci~ly stopping the engine, occurrence of an overrun or other trouble of the engine by an abnormal operation of a control unit can be prevented.
The present invention will now be described in detail with reference to embodiments illustrated in the accompanying drawings. However, the present invention is not limited by these embodiments and various modifications can be freely made within the scope defined in the claims.
Brief Description of the Drawincs Figs. 1A, 1B and 1C are functional block diagrams showing the structure of the present invention.
Fig. 2 is a system diagram illustrating one embodiment of the present invention.
Fig. 3 is a flow chart showing the contents of the fuel injection control in one embodiment of the present invention.
Fig. 4 is a flow chart showing the contents of the control concerning injection among the contents of the engine control.
Fig. 5 is a flow chart showing the contents of the control c~n~Prn;ng ignition among the contents of the engine control.
Fig. 6 is a flow chart showing the contents of the control of degrading the operability of the engine among the contents of the engine control.
Fig. 7 is a flow chart showing the contents of the control of stopping the engine among the contents of the engine control.
Detailed Description of the Preferred Embodiments The present invention is so constructed as shown in Fig. lA, Fig. lB and Fig. lC.
Fig. 2 is a diagram of a control system of a two-cycle engine equipped with an electronically controlled fuel injection system as an example of the engine of the present invention. Air is sucked into this engine through an intake manifold 13 through an air cleaner not shown in the drawings via a throttle valve 12 operating with an accelerator pedal.
Fuel injection valves 14 for respective cylinders are arranged at a branch portion of the intake manifold 13. Each fuel injection valve 14 is an electromagnetic fuel injection valve which is opened by application of electricity to a solenoid and is closed by stopping of application of electricity to the solenoid. Namely, when the solenoid is actuated by a driving pulse signal from a control unit 15, the valve 14 is opened, and while the valve 14 is opened, a fuel fed under pressure from a fuel pump and having a pressure adjusted to a predetermined level by a pressure regulator is injected and supplied to the engine.
Output signals from various sensors are inputted into the control unit 15, and an operation of input data is performed by a microcomputer built in the control unit 15 to determine a fuel injection quantity (injection time ) Ti and an injection timing and a driving pulse signal is outputted to the fuel injection valve 14 according to the det~rm;~ed fuel injection quantity and injection timing. The control unit 15 outputs an operation control signal to an igniting apparatus 22 to control the ignition timing. The above-mentioned mi~Loc ,_Ler comprises a central processing unit, an input-output processing unit, a memory and the like.
These Sensors include an air flow meter 16 for outputting a signal corresponding to an intake air flow quantity Q and an engine crank angle sensor 17 built in a distributor not shown in the drawings to output a reference signal at every 120~. The revolution speed of the engine can be detected by measuring the frequency of this reference signal.
2 ~
A throttle sensor 18 of the potentiometer type is disposed in the throttle valve 12 to output a signal corresponding to the opening degree a of the throttle valve 12. Furthermore, a water temperature sensor 19 is arranged in a water jacket of the engine 11 to output a signal corresponding to a cooling water temperature Tw. A voltage of a battery 20 as the operation power source or for detection of a power source voltage VB is applied to the control unit 15.
The routine of setting the injection of the fuel by the microcomputer in the control unit 15 will now be described in detail with reference to the flow chart of Fig. 3.
At step 1 (referred to as "S1" in the drawings; subsequent steps are similarly indicated), informations of the driving state of the engine detected by the sensors are inputted in the microcomputer.
At step 2, the basic fuel injection quantity Tp (= K x C:/N: K is a constant) is computed based dn the sucked air flow quantity Q and the engine revolution number N.
At step 3, various correction coefficients COEF are set by the cooling water temperature Tw representing the engine temperature and the like.
At step 4, a voltage correction value Ts is set according to the voltage VB of the battery 20. This voltage correction value Ts is to correct the change of the effective opening time of the fuel injection valve 14 caused by the change of the battery voltage VB.
At step 5, the actual fuel injection quantity is computed from obtained Tp, COEF and Ts according to the following equation:
Ti=TpxCOEF+Ts In the control unit 15, there are disposed first judging means for comparing a detection value signal outputted from the battery voltage-detecting means 21 for detecting the battery voltage value with a preliminarily set first reference value signal of the battery voltage and judging whether or not the detection value is smaller than the first reference value, second judging means for comparing the detection value signal outputted from the battery voltage value-detecting means with a second reference value signal smaller than the first reference value signal and judging whether or not the detection value is smaller than the second reference value, first control means for performing the control of degrading the operability of the engine when it isjudged that the detection value is smaller than the first reference value, and second control means for performing the control of stopping the engine when it is judged that the detection value is smaller than the second ~e~ce value .
Operations of the respective means will now be described in detail with reference to the flow chart of Fig. 4.
At step 11, the battery voltage VB is detected, and the routine goes into step 12 where the detected voltage VB is averaged. Namely, the voltage detection data are rounded by the average weighting or the like. At step 13, the mean value (VB) of the battery voltage is compared with the first reference value (for example, 8 V) and it is judged whether or not the mean value is smaller than the reference value. When the mean value is smaller than the first reference value, the routine goes into step 14, and when the mean value is not smaller than the first reference value, the routine returns. At step 14, as the control of degrading the operability of the engine, for example, the controlof increasing the fuel injection quantity Ti is performed. At step 15, the mean value (VB) of the battery voltage is compared with the second reference value (for example, 7 V), and it is judged whether or not the mean value is smaller than the reference value, When the mean value is smaller than the second reference value, the routine goes into step 16, and when the mean value is not smaller than the second reference value, the routine return. At step 16, as the control of stopping the engine, for example, the control of stopping the fuel injection is performed.
In the embodiment shown in Fig. 4, steps 11 and 12 correspond to the battery voltage-detecting means, steps 13 and 15 correspond to the judging means, and steps 14 and 16 correspond to the control means for performing the control of degrading the operability of the engine and the control of stopping the engine.
When the above-mentioned structure is adopted, in the case where the battery voltage is abnormally reduced by a trouble in the charging system or like of the battery, by excessively increasing the fuel injection quantity, the air-fuel mixing ratio is excessively enriched to degrade the combustion state and reduce the output of the engine, whereby the operability of the engine is degraded to inform a driver of occurrence of the trouble. Finally, the injectionof the fuel is stopped and further execution of the injection of the fuel is inhibited, and as the result, occurrence of an abnormal state such as an overrun by the abnormal operation of the control unit can be prevented and the engine can be protected.
In the above-mentioned embodiment, for example, the control of excessively increasing the fuel injection quantity Ti can be performed as the 2~'~ 320~
control of degrading the operability of the engine. Furthermore, the control of stopping the fuel injection is performed as the control of stopping the engine, but other control can be adopted. For example, the following controls can be considered as the control of degrading the operability of the engine.
(a) The fuel injection quantity is excessively decreased.
(b) Excessive increase of the fuel injection quantity and excessive decrease of the fuel injection quantity are carried out alternately.
(c) The ignition timing is excessively delayed.
(d) Excessive advance of the ignition timing and excessive delay of the ignition timing are carried out alternately.
(e) At a revolution speed exceeding a certain level, the air-fuel ratio is made too rich, or the fuel injection or ignition is cut so that the revolution speed does not exceed the certain level.
The contents of the controls of excessively delaying or advancing the ignition timing and cutting the ignition will now be described with reference tothe flow chart of Fig. 5.
In this flow chart, steps 21 through 23 and step 25 are the same as steps 11 through 13 and 15 in Fig. 4, respectively. At step 24, excessive delay or excessive advance of the ignition timing is performed, and cutting of the ignition is performed at step 26.
In combination with the above-mentioned control method, there can be adopted a method in which a trouble such as abnormal reduction of the battery voltage is informed by a lamp or an alarming device.
Furthermore, the function of the control of degrading the operability of the engine and the function of the control of stopping the engine can be independently disposed.
The contents of the control by an apparatus equipped only with the function of the control of degrading the operability of the engine are illustrated in the flow chart of Fig. 6.
The contents of the control by an apparatus equipped only with the function of the control of stopping the engine are illustrated in the flow chart of Fig. 7
In such a two-wheeled vehicle of the electronically controlled fuel injection system, in the case where the voltage is abnormally reduced because of a trouble in a charging system of a battery or the like, although the electronically controlled fuel injection apparatus is operated for a while by the voltage of the battery, if the voltage is gradually reduced and becomes lower than the rated voltage of a control unit, there is a possibility of occurrence of an abnormal operation in this fuel injection apparatus, and it is apprehended that an abnormal state, for example, an overrun of the engine per se, will be caused by this abnormal operation.
Summary of the Invention The present invention has been completed to overcome the above disadvantage of the conventional technique, and it is a primary object of the present invention to protect an engine by preventing occurrence of an abnormal state such as an overrun of the engine by informing a driver of abnormal reduction of the battery voltage caused by a trouble in the charging system of the battery or the like.
Another object of the present invention is to inform a driver assuredly of generation of abnormal reduction of the battery voltage.
If a mere display device alone is used as the information means, for example, when a snow mobile or the like is running on snow, it is apprehended that the display device will be frozen or will not be seen because of snow smokes. Accordingly, this assured information is important.
Still another object of the present invention is to protect an engine on occurrence of abnormal reduction of the battery voltage by informing a driver assuredly of this abnormal reduction and simultaneously, controlling the revolution speed of the engine.
A further object of the present invention is to protect an engine on occurrence of abnormal reduction of the battery voltage by informing a driver of this abnormal reduction and forcibly stopping the engine.
In accordance with the present invention, there is provided a protecting system for an engine equipped with an electronically controlled fuel injection apparatus, which comprises means for detecting a battery voltage value, judging means for comparing a detection value signal outputted from the battery voltage value-detecting means with a preliminarily set reference value signal of the battery voltage and judging whether or not the detection value is smaller than the reference value, and control means for performing the control of degrading the operability of the engine when it is judged by the judging means that the detection value is smaller than the reference value.
As the control means for degrading the operability of the engine, there can be adopted means for controlling the electronically controlled fuel injection apparatus to perform excessive increase or excessive decrease of the fuel injection quantity according to the degree of degradation of the operability of the engine, the air-fuel ratio is rendered too rich or too lean.
Furthermore, there can be used means for excessively delaying or advancing the ignition timing of the engine according to the degree of degradation of the operability of the engine.
Since the operability of the engine is degraded by this control, a driver can feel this degradation while driving the vehicle, and the driver can know occurrence of a trouble and cope with the trouble.
As one embodiment of degradation of the operability of the engine at occurrence of a trouble in the battery, or as the substitution for this disintegration, there can be adopted a method in which the engine is forcibly stopped . In this case, as the engine-stopping means, there can be adopted as means for stopping injection of a fuel to the engine or stopping ignition on the engine.
According to the present invention, in the case where the battery is abnormally reduced, a driver is in~ormed of abnormal reduction of the battery voltage by forcibly stopping the engine.
More specifically, in accordance with the present invention, there is provided a protecting system for an engine equipped with an electronically controlled fuel injection apparatus, which comprises means for detecting a battery voltage value, ~irst judging means for comparing a detection value signal outputted from the battery voltage value-detecting means with a preliminarily set first reference value signal of the battery voltage and judging whether or not the detection value is smaller than the reference value, second judging means for comparing the detection value signal outputted from the battery voltage value-detecting means with a second reference value signal smaller than the ~irst reference value signal and judging whether or not the detection value is smaller than the second reference value, first control means for performing the control of degrading theoperability of the engine when it is judged by the first judging means that the detection value is smaller than the first reference value, and second control means for performing the control of stopping the engine when it is judged by the second judging means that the detection value is smaller than the second reference value.
If this engine protecting system is adopted, since the operability of the engine is first degraded on occurrence of a trouble, a driver can feel this degradation while driving the vehicle, and the driver can know the trouble in the battery system and cope with this trouble. Then, by forci~ly stopping the engine, occurrence of an overrun or other trouble of the engine by an abnormal operation of a control unit can be prevented.
The present invention will now be described in detail with reference to embodiments illustrated in the accompanying drawings. However, the present invention is not limited by these embodiments and various modifications can be freely made within the scope defined in the claims.
Brief Description of the Drawincs Figs. 1A, 1B and 1C are functional block diagrams showing the structure of the present invention.
Fig. 2 is a system diagram illustrating one embodiment of the present invention.
Fig. 3 is a flow chart showing the contents of the fuel injection control in one embodiment of the present invention.
Fig. 4 is a flow chart showing the contents of the control concerning injection among the contents of the engine control.
Fig. 5 is a flow chart showing the contents of the control c~n~Prn;ng ignition among the contents of the engine control.
Fig. 6 is a flow chart showing the contents of the control of degrading the operability of the engine among the contents of the engine control.
Fig. 7 is a flow chart showing the contents of the control of stopping the engine among the contents of the engine control.
Detailed Description of the Preferred Embodiments The present invention is so constructed as shown in Fig. lA, Fig. lB and Fig. lC.
Fig. 2 is a diagram of a control system of a two-cycle engine equipped with an electronically controlled fuel injection system as an example of the engine of the present invention. Air is sucked into this engine through an intake manifold 13 through an air cleaner not shown in the drawings via a throttle valve 12 operating with an accelerator pedal.
Fuel injection valves 14 for respective cylinders are arranged at a branch portion of the intake manifold 13. Each fuel injection valve 14 is an electromagnetic fuel injection valve which is opened by application of electricity to a solenoid and is closed by stopping of application of electricity to the solenoid. Namely, when the solenoid is actuated by a driving pulse signal from a control unit 15, the valve 14 is opened, and while the valve 14 is opened, a fuel fed under pressure from a fuel pump and having a pressure adjusted to a predetermined level by a pressure regulator is injected and supplied to the engine.
Output signals from various sensors are inputted into the control unit 15, and an operation of input data is performed by a microcomputer built in the control unit 15 to determine a fuel injection quantity (injection time ) Ti and an injection timing and a driving pulse signal is outputted to the fuel injection valve 14 according to the det~rm;~ed fuel injection quantity and injection timing. The control unit 15 outputs an operation control signal to an igniting apparatus 22 to control the ignition timing. The above-mentioned mi~Loc ,_Ler comprises a central processing unit, an input-output processing unit, a memory and the like.
These Sensors include an air flow meter 16 for outputting a signal corresponding to an intake air flow quantity Q and an engine crank angle sensor 17 built in a distributor not shown in the drawings to output a reference signal at every 120~. The revolution speed of the engine can be detected by measuring the frequency of this reference signal.
2 ~
A throttle sensor 18 of the potentiometer type is disposed in the throttle valve 12 to output a signal corresponding to the opening degree a of the throttle valve 12. Furthermore, a water temperature sensor 19 is arranged in a water jacket of the engine 11 to output a signal corresponding to a cooling water temperature Tw. A voltage of a battery 20 as the operation power source or for detection of a power source voltage VB is applied to the control unit 15.
The routine of setting the injection of the fuel by the microcomputer in the control unit 15 will now be described in detail with reference to the flow chart of Fig. 3.
At step 1 (referred to as "S1" in the drawings; subsequent steps are similarly indicated), informations of the driving state of the engine detected by the sensors are inputted in the microcomputer.
At step 2, the basic fuel injection quantity Tp (= K x C:/N: K is a constant) is computed based dn the sucked air flow quantity Q and the engine revolution number N.
At step 3, various correction coefficients COEF are set by the cooling water temperature Tw representing the engine temperature and the like.
At step 4, a voltage correction value Ts is set according to the voltage VB of the battery 20. This voltage correction value Ts is to correct the change of the effective opening time of the fuel injection valve 14 caused by the change of the battery voltage VB.
At step 5, the actual fuel injection quantity is computed from obtained Tp, COEF and Ts according to the following equation:
Ti=TpxCOEF+Ts In the control unit 15, there are disposed first judging means for comparing a detection value signal outputted from the battery voltage-detecting means 21 for detecting the battery voltage value with a preliminarily set first reference value signal of the battery voltage and judging whether or not the detection value is smaller than the first reference value, second judging means for comparing the detection value signal outputted from the battery voltage value-detecting means with a second reference value signal smaller than the first reference value signal and judging whether or not the detection value is smaller than the second reference value, first control means for performing the control of degrading the operability of the engine when it isjudged that the detection value is smaller than the first reference value, and second control means for performing the control of stopping the engine when it is judged that the detection value is smaller than the second ~e~ce value .
Operations of the respective means will now be described in detail with reference to the flow chart of Fig. 4.
At step 11, the battery voltage VB is detected, and the routine goes into step 12 where the detected voltage VB is averaged. Namely, the voltage detection data are rounded by the average weighting or the like. At step 13, the mean value (VB) of the battery voltage is compared with the first reference value (for example, 8 V) and it is judged whether or not the mean value is smaller than the reference value. When the mean value is smaller than the first reference value, the routine goes into step 14, and when the mean value is not smaller than the first reference value, the routine returns. At step 14, as the control of degrading the operability of the engine, for example, the controlof increasing the fuel injection quantity Ti is performed. At step 15, the mean value (VB) of the battery voltage is compared with the second reference value (for example, 7 V), and it is judged whether or not the mean value is smaller than the reference value, When the mean value is smaller than the second reference value, the routine goes into step 16, and when the mean value is not smaller than the second reference value, the routine return. At step 16, as the control of stopping the engine, for example, the control of stopping the fuel injection is performed.
In the embodiment shown in Fig. 4, steps 11 and 12 correspond to the battery voltage-detecting means, steps 13 and 15 correspond to the judging means, and steps 14 and 16 correspond to the control means for performing the control of degrading the operability of the engine and the control of stopping the engine.
When the above-mentioned structure is adopted, in the case where the battery voltage is abnormally reduced by a trouble in the charging system or like of the battery, by excessively increasing the fuel injection quantity, the air-fuel mixing ratio is excessively enriched to degrade the combustion state and reduce the output of the engine, whereby the operability of the engine is degraded to inform a driver of occurrence of the trouble. Finally, the injectionof the fuel is stopped and further execution of the injection of the fuel is inhibited, and as the result, occurrence of an abnormal state such as an overrun by the abnormal operation of the control unit can be prevented and the engine can be protected.
In the above-mentioned embodiment, for example, the control of excessively increasing the fuel injection quantity Ti can be performed as the 2~'~ 320~
control of degrading the operability of the engine. Furthermore, the control of stopping the fuel injection is performed as the control of stopping the engine, but other control can be adopted. For example, the following controls can be considered as the control of degrading the operability of the engine.
(a) The fuel injection quantity is excessively decreased.
(b) Excessive increase of the fuel injection quantity and excessive decrease of the fuel injection quantity are carried out alternately.
(c) The ignition timing is excessively delayed.
(d) Excessive advance of the ignition timing and excessive delay of the ignition timing are carried out alternately.
(e) At a revolution speed exceeding a certain level, the air-fuel ratio is made too rich, or the fuel injection or ignition is cut so that the revolution speed does not exceed the certain level.
The contents of the controls of excessively delaying or advancing the ignition timing and cutting the ignition will now be described with reference tothe flow chart of Fig. 5.
In this flow chart, steps 21 through 23 and step 25 are the same as steps 11 through 13 and 15 in Fig. 4, respectively. At step 24, excessive delay or excessive advance of the ignition timing is performed, and cutting of the ignition is performed at step 26.
In combination with the above-mentioned control method, there can be adopted a method in which a trouble such as abnormal reduction of the battery voltage is informed by a lamp or an alarming device.
Furthermore, the function of the control of degrading the operability of the engine and the function of the control of stopping the engine can be independently disposed.
The contents of the control by an apparatus equipped only with the function of the control of degrading the operability of the engine are illustrated in the flow chart of Fig. 6.
The contents of the control by an apparatus equipped only with the function of the control of stopping the engine are illustrated in the flow chart of Fig. 7
Claims (12)
1. An engine protecting system equipped with an electronically controlled fuel injection apparatus, which comprises a battery voltage-detecting means for detecting a battery voltage value, judging means for comparing a detection value signal outputted from the battery voltage value-detecting means with a preliminarily set reference value signal of the battery voltage and judging whether or not the detection value is smaller than the reference value, and control means for performing the control of degrading the operability of the engine when it is judged by the judging means that the detection value is smaller than the reference value and for warning a driver of lowering of the battery voltage.
2. An engine protecting system as set forth in claim 1, wherein the battery voltage value-detecting means is means for computing a mean value of the actual battery voltage and outputting the mean value.
3. An engine protecting system as set forth in claim 1, wherein the control means is means for controlling the electronically controlled fuel injection apparatus to perform at least one of excessive increase and excessive decrease of the fuel injection quantity.
4. An engine protecting system as set forth in claim 1, wherein the control means is means for performing at least one of excessive delay and excessive advance of the ignition timing of the engine.
5. An engine protecting system as set forth in claim 1, wherein the control means is means for controlling the revolution number of the engine below a predetermined revolution speed of the engine by rendering the air-fuel mixing ratio too rich at an engine revolution speed exceeding the predetermined revolution speed.
6. An engine protecting system as set forth in claim 1, wherein the control means is means for controlling the revolution speed of the engine below a predetermined revolution speed of the engine by performing stopping of the fuel injection in the engine at an engine revolution speed exceeding the predetermined revolution speed.
7. An engine protecting system as set forth in claim 1, wherein the control means is means for controlling the revolution speed of the engine below a predetermined revolution speed of the engine by performing stopping of the ignition at an engine revolution speed exceeding the predetermined revolution speed.
8. An engine protecting system against battery failure having a battery which generates a battery voltage, battery voltage detecting means responsive to said battery voltage for producing a voltage signal, and an electronically controlled fuel injection apparatus for injection of a fuel injection quantity into an intake manifold of said engine, comprising:
(a) first judging means responsive to said voltage signal for comparing said voltage signal with a predetermined value and for outputting a first signal when said voltage signal is lower than said predetermined value;
(b) second judging means responsive to said voltage signal for comparing said voltage signal with a reference value and for outputting a second signal when said voltage signal is lower than said reference value, wherein said reference value is smaller than a predetermined value;
(c) first control means responsive to said first signal for detrimentally changing an operating condition of said engine such that said engine does not function properly thereby warning that malfunction of said engine has occurred;
and (d) second control means responsive to said second signal for immediately stopping said engine so as to prevent said engine from being damaged.
(a) first judging means responsive to said voltage signal for comparing said voltage signal with a predetermined value and for outputting a first signal when said voltage signal is lower than said predetermined value;
(b) second judging means responsive to said voltage signal for comparing said voltage signal with a reference value and for outputting a second signal when said voltage signal is lower than said reference value, wherein said reference value is smaller than a predetermined value;
(c) first control means responsive to said first signal for detrimentally changing an operating condition of said engine such that said engine does not function properly thereby warning that malfunction of said engine has occurred;
and (d) second control means responsive to said second signal for immediately stopping said engine so as to prevent said engine from being damaged.
9. An engine protecting system as set forth in claim 8, wherein the battery voltage-detecting means is means for computing a mean value of the actual battery voltage and outputting the mean value.
10. An engine protecting system as set forth in claim 8, wherein the control means is means for performing stopping of the fuel injection by controlling the electronically controlled fuel injection apparatus.
11. An engine protecting system as set forth in claim 8, wherein the control means is means for performing stopping of the ignition in the engine.
12. A protecting system for an engine equipped with an electronically controlled fuel injection apparatus, which comprises battery voltage-detecting means for detecting a battery voltage value, first judging means for comparing a detection value signal outputted from the battery voltage value-detecting means with a preliminarily set first reference value signal of the battery voltage and judging whether or not the detection value is smaller than the reference value, second judging means for comparing the detection value signal outputted from the battery voltage value-detecting means with a second reference value signal smaller than the first reference value signal and judging whether or not the detection value is smaller than the second reference value, first control means for performing the control of degrading the operability of the engine when it is judged by the first judging means that the detection value is smaller than the first reference value, and second control means for performing the control of stopping the engine when it is judged by the second judging means that the detection value is smaller than the second reference value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2043206 CA2043206C (en) | 1991-05-24 | 1991-05-24 | Engine protecting system against battery failure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2043206 CA2043206C (en) | 1991-05-24 | 1991-05-24 | Engine protecting system against battery failure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2043206A1 CA2043206A1 (en) | 1992-11-25 |
| CA2043206C true CA2043206C (en) | 1998-06-16 |
Family
ID=4147655
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2043206 Expired - Fee Related CA2043206C (en) | 1991-05-24 | 1991-05-24 | Engine protecting system against battery failure |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2043206C (en) |
-
1991
- 1991-05-24 CA CA 2043206 patent/CA2043206C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2043206A1 (en) | 1992-11-25 |
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| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |