EP0026643A2 - Kraftstoffzuteilungssystem für eine Brennkraftmaschine - Google Patents

Kraftstoffzuteilungssystem für eine Brennkraftmaschine Download PDF

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Publication number
EP0026643A2
EP0026643A2 EP80303376A EP80303376A EP0026643A2 EP 0026643 A2 EP0026643 A2 EP 0026643A2 EP 80303376 A EP80303376 A EP 80303376A EP 80303376 A EP80303376 A EP 80303376A EP 0026643 A2 EP0026643 A2 EP 0026643A2
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EP
European Patent Office
Prior art keywords
fuel
engine
metering system
rate
intake
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
EP80303376A
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English (en)
French (fr)
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EP0026643A3 (en
EP0026643B1 (de
Inventor
Laszlo Hideg
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.)
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
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Publication date
Application filed by Ford Werke GmbH, Ford France SA, Ford Motor Co Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Publication of EP0026643A2 publication Critical patent/EP0026643A2/de
Publication of EP0026643A3 publication Critical patent/EP0026643A3/en
Application granted granted Critical
Publication of EP0026643B1 publication Critical patent/EP0026643B1/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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber

Definitions

  • This invention relates to a fuel metering system for internal combustion engines.
  • the rate at which fuel is metered to the engine varies during engine operation. Changes in engine load cause the engine's fuel metering apparatus to increase or to decrease the rate at which fuel is metered to the engine. As a result, the engine must change from a first state, where engine operation and fuel flow rate is quite stable, to a second state, where these conditions again become stable.
  • the conditions in between the stable states are of a transient character in that the rate of fuel flow varies continuously and can produce undesirable air/fuel ratios. For example, with carburetion or other central location of the fuel metering apparatus, there is an intake manifold passage that the vaporized or atomized fuel must traverse in order to reach the engine's combustion chamber or chambers.
  • the amount of fuel metered by the fuel metering apparatus on the engine is not the amount of fuel that actually reaches the engine's combustion chambers within the charge transport time (air/fuel delivery time) applicable to the particular engine speed and load conditions at the time.
  • the engine speed and load under stable engine operating conditions are the factors primarily determinative of the transport time of the air/fuel mixture from the fuel metering apparatus to the engine's respective combustion chambers.
  • Central point fuel systems include both the conventional carburetion system and the recently developed central point fuel injection system that has two electromagnetic fuel injectors positioned in a throttle body (air valve) to inject fuel into the incoming airstream.
  • the multipoint system is exemplified by electronic fuel injection systems that provide an electromagnetic fuel injector for each of the engine's combustion chambers, with each injector injecting fuel into the intake passage immediately upstream of the intake valve for the associated combustion chamber.
  • a fuel metering system for an internal combustion engine having a passage through which a mixture of air and fuel is inducted into the combustion chamber of chambers of the engine, the fuel metering system comprising:-
  • the preferred fuel metering system of the invention is particularly suitable for use with a spark ignition internal combustion engine.
  • the principles of the improvement may, however, be extended to other engine designs, such as Diesel, external combustion and turbine.
  • Each of these other engine types requires an air/fuel mixture and may need the transient control provided by the invention.
  • a diesel engine involves the direct injection of fuel into the engine's combustion chamber or prechamber (indirect injection Diesel), but the quantity of fuel that remains on the walls of the combustion chamber or prechamber and the variation of such quantity may be of considerable importance in the adequate control of Diesel engine exhaust emissions and fuel economy.
  • Continuous combustion engines do not require the degree of fuel control required by internal combustion engines because combustion is continuous and an excess of air is always available.
  • the improved fuel control system of the invention is designed to take into account the variations that occur in the quantity of fuel that is deposited in the liquid state in the intake passage or passages of an engine.
  • the air/fuel ratio of the mixture in the intake passages varies depending upon the initial metering of fuel in proportion to the incoming air and also as a function of the net transfer of fuel from the surfaces of the intake passages to the inducted air/fuel mixture or vice versa.
  • the incoming air after being mixed with fuel at some point or points in the intake passage, flows into the engine's combustion chambers. Liquid fuel on the walls of the combustion chambers may be included in the net transfer.
  • the liquid fuel on the walls of the intake passage is transferred into and removed from the air/fuel mixture that flows through the intake passages into the combustion chambers. This transfer and removal occurs at a rate which varies both locally within the passage and also on an overall basis. The variations of rate are a function of engine speed, load on the engine, engine and intake air and fuel temperatures, and some other less significant parameters.
  • the basic fuel metering system has an engine 16 that produces certain operational conditions that are sensed via an engine sensor system 14, as is indicated by the arrow 15.
  • the engine operating conditions may be used in a computer calculation of the rate at which it is desired that fuel be metered to the engine 16 at a particular instant in time. This rate is calculated by the basic fuel metering system 10.
  • Fuel is supplied to the engine with the use of a fuel system 18 that delivers fuel to the engine, as indicated by arrow 17, in response to a suitable signal appearing on the electrical or mechanical path represented by the arrow 19.
  • the basic fuel metering system 10 preferably includes a digital computer of the type employed in the fuel metering system described in U.S. Patent 3,969,614 to Moyer et al and preferably is capable of calculating a fuel injection pulse width to provide a desired air/fuel ratio.
  • the pulse width may be determined by the use of a computer calculation that determines the quantity of fuel to be delivered to the engine per injection in response to the mass air flow into the engine's intake passages at the time of injection.
  • a mass air flow meter or other device may be used to determine directly the mass air flow.
  • a speed-density type of indirect determination of mass air flow into the engine may be made, as is done with the improved fuel metering system described in commonly-assigned U.S. Patent 4,086,884 to Moon et al.
  • the system of the Moon et al patent now has been further improved in the manner described in our European Patent application Ser ial No. à, (Case US-1092E).
  • the transient fuel metering compensation system 12 is intended to modify the basic rate of fuel metering calculated by the digital computer.
  • the compensation takes into account the rate at which fuel is removed from or added to the liquid residing on the surfaces of the engine's intake passages. This transfer rate, if necessary, may include variations in the quantity of liquid fuel that remains within the combustion chamber of the engine as a deposit on its walls.
  • the fuel metering rate (a fuel injector pulse width multiplied by the number of injections per unit time and the fuel delivery rate during injection) is calculated by the basic fuel metering system 10
  • the rate of mass air flow into the engine must first be determined as indicated at 30 in Figure 1.
  • a desired air/fuel ratio is determined based upon the engine operating conditions prevailing as of the time the rate of mass air flow is determined.
  • the digital computer determines a desired rate of mass fuel flow into the engine by dividing the rate of mass air flow by the desired air/fuel ratio.
  • the result, on electrical or computer path 37, then is used in the computation of a fuel flow demand, that is, a fuel flow rate that takes into account the transfer of fuel onto and from the quantity of liquid fuel residing on the surfaces of the engine's intake passages.
  • This fuel flow demand appears on electrical or mechanical path 19 and controls the metering of fuel by the fuel system 18.
  • the fuel system 18 may be a conventional carburetor or a set of electromagnetic fuel injectors.
  • the fuel system is a throttle body mounted on the engine's intake manifold.
  • the throttle body has two electromagnetic fuel injectors positioned to inject liquid fuel into the airstream entering the intake manifold through the throttle body.
  • the injectors may be pointed downwardly at a location just above the throttle plate or plates mounted within the throttle body to control the rate of mass air flow into the engine.
  • the fuel flow demand is determined at point 20 in the system depicted in Figure 1.
  • This signal is a combination of the desired fuel mass flow rate with a second rate term, identified (TRISF n ) (constant).
  • the second term accounts for variation in the quantity of liquid fuel residing on the surfaces of the engine's intake passages.
  • the constant in this term is a scaling factor.
  • the factor TRISF n is the transfer rate of the fuel on the surfaces of the engine's intake passages. This factor, along with other quantities used in the description below, is defined as follows:
  • the transfer rate is expressed in units of mass per unit time.
  • Actual and equilibrium intake surface fuel is expressed in mass units, and the intake surface time constant is in units of time.
  • the intake surface time constant is a measure of the actual time required for fuel leaving the liquid state on the intake surfaces to become a gas or vapor in the intake mixture moving toward the engine's combustion chamber or chambers and vice versa.
  • the product of the transfer rate of the intake surface fuel and the time constant is equal to the difference between the equilibrium intake surface fuel and the actual intake surface fuel, or, stated mathematically:
  • This is a differential equation.
  • d(AISF)/dt is equal to zero and the actual intake surface fuel AISF is the equilibrium intake surface fuel.
  • the differential equation above may be solved for the purpose of allowing the engine's fuel metering system to take into account the quantity of fuel entering and leaving the induction stream due to changing EISF states.
  • the fuel flow demand is a fuel flow rate equal to the desired fuel flow rate less the net transfer rate from the intake surfaces to the inducted mixture.
  • the desired fuel flow rate is calculated as previously described, but the TRISF compensation of the basic fuel metering system computation is accomplished separately by the digital computer preferably used to handle both the basic fuel metering and TRISF computations.
  • the EISF N is calculated or is found in computer tabular memory and is available as a number applicable to the particular engine operating conditions prevailing at the time the fuel metering computation is being made.
  • the subscript "n” denotes the current EISF, AISF and TRISF values and the subscript "(n-1)" denotes the values thereof at a prior time, such as the immediately preceding computer computation cycle.
  • the EISF may be expressed as a function of one or more engine operating parameters, such as engine speed and engine load.
  • EISF is related to intake manifold absolute pressure, a quantity that is closely related to the load on the engine. Other parameters indicative of intake air or mixture flow rate or indicative of engine torque also may be used.
  • a family of curves is shown to indicate that EISF also is a function of engine speeds indicated by RPM numbers that appear at the right-hand side of each curve. The variables could be interchanged if a different family of curves were. to be used. Points 93 and 97 on the 1000 RPM curve designate two different engine power output requirements at the same engine speed.
  • Line 98 in Figure 2 designates an actual intake surface fuel (AISF) that necessarily occurs at some time betweeen equilibrium engine operation at points 97 and 93.
  • AISF intake surface fuel
  • the AISF value or values occurring between equilibrium points are used in determining the transfer rate of the intake surface fuel and determination therefrom of the fuel flow demand as indicated in block 20. In this way, transient compensation of the fuel metering rate calculated by the basic system 10 may be achieved to take into account the liquid fuel transferred from the engine's intake passages to its induction mixture and vice versa.
  • the intake surface fuel at equilibrium engine operation is not changing and can be ignored. During changes or transients occurring in engine operation, however, accurate fuel metering requires that allowance be made for the contribution of the inducted air/fuel mixture to the quantity of liquid fuel residing on the intake passage surfaces or the contribution of fuel to the air/fuel mixture from the intake surface deposits.
  • the fuel leaving the intake surfaces becomes an aerosol or vapor or gas and mixes with the air and fuel moving along the intake passage. This intake surface fuel is added to the metered quantity of fuel as determined by the current fuel setting.
  • gaseous fuel that is deposited on the intake passage surfaces undergoes a change in state and subtracts from the quantity of fuel that actually reaches the engine's combustion chamber.
  • fuel that is removed from the walls of the intake passages and added to the inducted mixture is given an opposite mathematical sign as compared to the desired fuel flow so that, when combined in an additive process, the result is a value that represents the actual fuel flow demand, that -is, the quantity of fuel that must be metered to provide the desired air/fuel ratio, taking into account the transient fuel addition provided by the fuel removed from the intake passage surfaces and inducted into the engine's combustion chambers.
  • fuel removed from the air/fuel mixture moving toward the combustion chambers is given the same mathematical sign as the desired fuel flow so that, when combined in additive fashion therewith, the fuel flow demand will include an extra allowance for that fuel which is removed from the inducted mixture and deposited on the intake passage surfaces.
  • the air/fuel ratio of the air/fuel mixture inducted into the engine under transient conditions is a combination of the metered fuel and the quantity of fuel obtained from or added to that deposited previously on the intake passage surfaces. This latter quantity is obtained as a result of changes in the pressure within the intake manifold under the various conditions of engine operation. If the pressure increases as a result of increased throttle opening or reduced load on the engine, then the partial pressure of oxygen and noncombustible gases in the intake mixture increases correspondingly and the partial pressure of the fuel vapor decreases. Fuel removed from the mixture of gases deposits as a liquid on the surfaces of the intake passages.
  • the fuel metering device or system 18 employed may not be as effective in thoroughly mixing the air and fuel inducted into the engine. For these reasons, it conventionally has been necessary to employ fuel enrichment devices and techniques (the general equivalent of the choke function conventionally employed on spark ignition engines) in order to compensate for operation at lower temperatures.
  • the temperature of the intake system or its constituents is of significance with respect to the quantity of liquid fuel that can be deposited on the intake surfaces of the engine.
  • the engine's intake passages may contain air, air and fuel in mixture, or air, fuel and exhaust gas in mixture.
  • the temperature of any of these, or of the engine and its intake conduit, may be used in the determination of the rate at which fuel is transferred to and from the intake mixture from and to the intake passage surfaces.
  • the physical properties of the fuel itself also are of importance and vary both geographically and seasonally.
  • the value of the current transfer rate of intake surface fuel TRISF n appears on path 46 leading to block 20 in the basic fuel metering system 10.
  • the TRISF n value is a number that is repeatedly calculated and updated based upon changes in various engine operating parameters.
  • the current transfer rate of the engine's intake surface fuel is a function f 4 of variables that may be related to one another as follows:
  • the TRISF n value cannot be calculated in the block 44 computer step until the EISF n , AISF n and ISTC n values are known on a real-time basis, that is, while the engine is operating and being controlled by the basic and transient compensation fuel metering systems 10 and 12.
  • EISF n can be determined from the engine operating parameters illustrated in Figure 2, but in reality is a function f l of engine intake manifold absolute pressure, engine speed, engine intake air or mixture temperature, engine intake system temperature (here partially represented by the engine coolant temperature TC n ), time and air/fuel ratio (A/F n ). Fuel physical properties also may be considered.
  • the A/F n is, of course, the ratio of air to fuel within the gaseous mixture adjacent the surfaces of the intake passage and varies with position within the intake passage.
  • the EISF n also may be obtained from a computer memory which has stored within it constants that define the slope and EISF axis intercepts of a family of curves that can represent one or more of the curves illustrated in Figure 1. If this is the case, engine speed RPM n may be used to select the proper set of constants and a single value of the intake manifold absolute pressure (MAP) may be used to obtain a value for the current equilibrium intake surface fuel EISF n .
  • MAP intake manifold absolute pressure
  • the variables may be interchanged if desired.
  • the current EISF n is determined from values of one or more engine operating parameters.
  • the TRISF n value of equation (1) cannot be determined until the AISF n and ISTC n values have been obtained; the former is subtracted from the EISF n value obtained as described in the preceding paragraph and the difference between the EISF n and AISF n values is divided by ISTC n , the current intake surface time constant.
  • AISF n is approximately equal to the previous actual intake surface fuel AISF( n-1 ) modified to account for changes that may have occurred during the time elapsed since AISF( n - l ) was determined. If AISF n is regarded as a function f 3 of the elapsed time ⁇ t just mentioned, of AISF (n-1) and of TRISF (n-1) , the following equation results; From equation (2) above, it is clear that AISF n can be determined, at least to a good approximation, from previous values of TRISF and AISF used to effect compensation of the basic fuel metering system 10 for variations in the quantity of liquid fuel on the engine's intake passage surfaces.
  • the ISTC n is a time constant that represents the current or instantaneous rate at which fuel is being transferred from the liquid state on the intake surfaces to the vapor or gaseous state in the inducted mixture or vice versa.
  • the ISTC n may be described as a function of one or more engine operating parameters that influence this rate of transfer.
  • ISTC n is a function f 2 of intake manifold absolute pressure, engine speed, engine air or intake mixture temperature, engine intake system temperature, time, A/F n , and the physical properties of the fuel.
  • the intake surface time constant is not a constant in the sense that it does not change, but rather is variable under some engine operating conditions.
  • the ISTC is a measure of the time required for a fraction of the fuel that will be transferred, in response to a difference between the equilibrium intake surface fuel EISF n and the actual intake surface fuel AISF n existing during the transient engine operation, to be transferred. Variation in the ISTC results primarily from variations in the engine intake system temperature and the temperature TIn of the intake air or gaseous mixture; there may be other engine operating parameters, such as the intake manifold absolute pressure, engine speed, or time in the engine cycle, that affect the ISTC.
  • the ISTC variation is analogous to the variation of an RC time constant in an electrical circuit as a result of temperature or other variations that cause the resistance and capacitance values to change.
  • the ISTC may be regarded as a constant, but for more accurate fuel metering capability, it is desirable to use a plurality of values for the ISTC.
  • the values may be selected for a particular temperature range in which the engine is operating or some other parameter of engine operation may be selected for the determination of which value for ISTC will be used.
  • the ISTC value is selected from a table or if it is calculated from an equation programmed into the digital computer, then the ISTC becomes a variable that takes into account variations in the physical properties of the engine's intake manifold and its contents. This is analogous, mathematically, to the variations in an RC time constant of an electrical circuit which variations would be due to changes in the resistance R and capacitance C values that determine the time constant.
  • the ISTC changes that result from variation of engine intake system physical properties are primarily due to engine operating and intake air temperature variations. These variations are quite minor after engine warm-up.
  • the digital computer After the ISTC has been selected, the digital computer is allowed to calculate the current transfer rate of the intake surface fuel TRISF n from equations (1) and (2) above.
  • the TRISF n is applied via path 46 to the determination of the fuel flow demand in the basic system 10, as shown in block 20.
  • the value is provided via path 47 to a memory update of the previous value. Otherwise stated, the latest or most current value TRISF n replaces the previous value TRISF( n-1 ), as indicated by block 50 in Figure 1, and the updated value is applied to a memory 52 over path 51.
  • the memory uses the updated value as the value for TRISF (n-1) in equation (2) above for the calculation of what is to become the next TRISF n , which again causes the memory 52 to be updated.
  • AISF n the value for AISF n , determined with the use of equation (2) above, is calculated repeatedly.
  • a clock 60 or pulse generator conventionally required by a digital computer engine control system to update the fuel-metering control setting, is used in the computer determination of the time elapsed since the last update of the AISF n calculation.
  • the current AISF n value is via line 63 to the calculation of the TRISF n value and also is made available, as indicated in block 65, for the update via path 66 of a memory 67 containing the AISF (n-1) value used in the calculation of a new AISF n from equation (2). This process preferably is repeated at the same rate at which the TRISF n calculations are made.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP19800303376 1979-09-27 1980-09-26 Kraftstoffzuteilungssystem für eine Brennkraftmaschine Expired EP0026643B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US7929479A 1979-09-27 1979-09-27
US79294 1998-03-25

Publications (3)

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EP0026643A2 true EP0026643A2 (de) 1981-04-08
EP0026643A3 EP0026643A3 (en) 1982-01-27
EP0026643B1 EP0026643B1 (de) 1985-03-20

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EP (1) EP0026643B1 (de)
JP (1) JPS5647638A (de)
CA (1) CA1154121A (de)
DE (1) DE3070319D1 (de)

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0044537A1 (de) * 1980-07-18 1982-01-27 Nippondenso Co., Ltd. Verfahren zur Steuerung der Kraftstoffinjektion in einer Brennkraftmaschine
EP0069219A2 (de) * 1981-07-06 1983-01-12 Toyota Jidosha Kabushiki Kaisha Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine mit einer Brennstoffeinspritzanlage
EP0106366A2 (de) * 1982-10-20 1984-04-25 Hitachi, Ltd. Steuermethode für Brennkraftmaschine
GB2136499A (en) * 1983-03-15 1984-09-19 Solex Supplying gaseous fuel to internal combustion engines
EP0134547A2 (de) * 1983-08-08 1985-03-20 Hitachi, Ltd. Verfahren um Kraftstoffeinspritzung in einen Motor zu steuern
EP0152019A2 (de) * 1984-02-01 1985-08-21 Hitachi, Ltd. Methode zur Steuerung der Kraftstoffeinspritzung in einen Motor
EP0162469A2 (de) * 1984-05-23 1985-11-27 Honda Giken Kogyo Kabushiki Kaisha Steuerungsmethode der Kraftstoffzuspeisung einer Innenbrennkraftmaschine
EP0184626A2 (de) * 1984-11-26 1986-06-18 Hitachi, Ltd. Steuerverfahren für einen Motor mit Kraftstoffeinspritzung
AU579509B2 (en) * 1986-04-23 1988-11-24 Mitsubishi Denki Kabushiki Kaisha Fuel supply control apparatus for internal combustion engine
AU580211B2 (en) * 1986-04-23 1989-01-05 Mitsubishi Denki Kabushiki Kaisha Fuel supply control apparatus for internal combustion engine
EP0360193A2 (de) * 1988-09-19 1990-03-28 Hitachi, Ltd. Verfahren, um ein Luft/Kraftstoffverhältnis in einer Innenbrennkraftmaschine zu steuern und Einrichtung, um dasselbe zu steuern
EP0594318A1 (de) * 1992-10-23 1994-04-27 Lucas Industries Public Limited Company Verfahren und Vorrichtung zur Versorgung einer Brennkraftmaschine mit Kraftstoff
ES2073375A2 (es) * 1992-12-22 1995-08-01 Bosch Gmbh Robert Sistema de gobierno electronico para la dosificacion de combustible en un motor de combustion interna.
EP0752522A2 (de) * 1995-07-06 1997-01-08 Ford Motor Company Limited Luft-/Ktaftstoffverhältnis-Steuereinrichtung für Brennkraftmaschine
EP3147487A1 (de) * 2015-09-25 2017-03-29 Nikki Co., Ltd. Brennstoffflusserkennungsverfahren eines fahrzeuginternen motors

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Publication number Priority date Publication date Assignee Title
JPS588239A (ja) * 1981-07-06 1983-01-18 Toyota Motor Corp 燃料噴射式エンジンの燃料噴射量制御方法
JPH06100117B2 (ja) * 1984-02-01 1994-12-12 株式会社日立製作所 エンジンの燃料噴射制御方法
DE3636810A1 (de) * 1985-10-29 1987-04-30 Nissan Motor Kraftstoffeinspritzregelsystem fuer eine brennkraftmaschine
JP2514627B2 (ja) * 1986-04-07 1996-07-10 日産自動車株式会社 内燃機関の空燃比制御装置
JP2973418B2 (ja) * 1987-03-05 1999-11-08 トヨタ自動車株式会社 内燃機関の吸気管圧力検出方法
JP2716596B2 (ja) * 1991-03-25 1998-02-18 株式会社日立製作所 エンジン制御装置

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GB1164747A (en) * 1967-05-24 1969-09-17 Bosch Gmbh Robert Device for cold Starting for Internal Combustion Engines
US3628510A (en) * 1970-06-10 1971-12-21 Gen Motors Corp Fuel supply system for an internal combustion engine providing timed cranking enrichment
US3982519A (en) * 1975-05-27 1976-09-28 Ford Motor Company Electronic-fuel-injection-system enrichment circuit for use during engine cranking
US3986006A (en) * 1974-06-05 1976-10-12 Nippon Soken, Inc. Fuel injection controlling system for an internal combustion engine
US4086884A (en) * 1976-06-14 1978-05-02 Ford Motor Company Method and apparatus for controlling the amount of fuel metered into an internal combustion engine
US4148282A (en) * 1975-03-19 1979-04-10 Robert Bosch Gmbh Method and apparatus for cold starting fuel injected internal combustion engines

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1164747A (en) * 1967-05-24 1969-09-17 Bosch Gmbh Robert Device for cold Starting for Internal Combustion Engines
US3628510A (en) * 1970-06-10 1971-12-21 Gen Motors Corp Fuel supply system for an internal combustion engine providing timed cranking enrichment
US3986006A (en) * 1974-06-05 1976-10-12 Nippon Soken, Inc. Fuel injection controlling system for an internal combustion engine
US4148282A (en) * 1975-03-19 1979-04-10 Robert Bosch Gmbh Method and apparatus for cold starting fuel injected internal combustion engines
US3982519A (en) * 1975-05-27 1976-09-28 Ford Motor Company Electronic-fuel-injection-system enrichment circuit for use during engine cranking
US4086884A (en) * 1976-06-14 1978-05-02 Ford Motor Company Method and apparatus for controlling the amount of fuel metered into an internal combustion engine

Cited By (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0044537A1 (de) * 1980-07-18 1982-01-27 Nippondenso Co., Ltd. Verfahren zur Steuerung der Kraftstoffinjektion in einer Brennkraftmaschine
EP0069219A2 (de) * 1981-07-06 1983-01-12 Toyota Jidosha Kabushiki Kaisha Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine mit einer Brennstoffeinspritzanlage
EP0069219A3 (en) * 1981-07-06 1985-09-11 Toyota Jidosha Kabushiki Kaisha Fuel injected engine control device and method performing wall-adhered fuel accounting
EP0106366A2 (de) * 1982-10-20 1984-04-25 Hitachi, Ltd. Steuermethode für Brennkraftmaschine
EP0106366A3 (en) * 1982-10-20 1984-12-19 Hitachi, Ltd. Fuel injection control apparatus for internal combustion engine
GB2136499A (en) * 1983-03-15 1984-09-19 Solex Supplying gaseous fuel to internal combustion engines
EP0134547A2 (de) * 1983-08-08 1985-03-20 Hitachi, Ltd. Verfahren um Kraftstoffeinspritzung in einen Motor zu steuern
EP0134547A3 (en) * 1983-08-08 1985-12-27 Hitachi, Ltd. Method of fuel injection control in engine
EP0152019A2 (de) * 1984-02-01 1985-08-21 Hitachi, Ltd. Methode zur Steuerung der Kraftstoffeinspritzung in einen Motor
EP0152019A3 (en) * 1984-02-01 1986-03-26 Hitachi, Ltd. Method for controlling fuel injection for engine
EP0162469A3 (en) * 1984-05-23 1986-03-19 Honda Giken Kogyo Kabushiki Kaisha A method for controlling the fuel supply of an internal combustion engine
EP0162469A2 (de) * 1984-05-23 1985-11-27 Honda Giken Kogyo Kabushiki Kaisha Steuerungsmethode der Kraftstoffzuspeisung einer Innenbrennkraftmaschine
EP0184626A2 (de) * 1984-11-26 1986-06-18 Hitachi, Ltd. Steuerverfahren für einen Motor mit Kraftstoffeinspritzung
EP0184626A3 (en) * 1984-11-26 1986-08-27 Hitachi, Ltd. Control method for a fuel injection engine
AU579509B2 (en) * 1986-04-23 1988-11-24 Mitsubishi Denki Kabushiki Kaisha Fuel supply control apparatus for internal combustion engine
AU580211B2 (en) * 1986-04-23 1989-01-05 Mitsubishi Denki Kabushiki Kaisha Fuel supply control apparatus for internal combustion engine
EP0360193A2 (de) * 1988-09-19 1990-03-28 Hitachi, Ltd. Verfahren, um ein Luft/Kraftstoffverhältnis in einer Innenbrennkraftmaschine zu steuern und Einrichtung, um dasselbe zu steuern
EP0360193A3 (en) * 1988-09-19 1990-06-27 Hitachi, Ltd. Method for controlling air-fuel ratio for use in internal combustion engine and apparatus for controlling the same
EP0594318A1 (de) * 1992-10-23 1994-04-27 Lucas Industries Public Limited Company Verfahren und Vorrichtung zur Versorgung einer Brennkraftmaschine mit Kraftstoff
ES2073375A2 (es) * 1992-12-22 1995-08-01 Bosch Gmbh Robert Sistema de gobierno electronico para la dosificacion de combustible en un motor de combustion interna.
EP0752522A2 (de) * 1995-07-06 1997-01-08 Ford Motor Company Limited Luft-/Ktaftstoffverhältnis-Steuereinrichtung für Brennkraftmaschine
EP0752522A3 (de) * 1995-07-06 1999-03-03 Ford Motor Company Limited Luft-/Ktaftstoffverhältnis-Steuereinrichtung für Brennkraftmaschine
EP3147487A1 (de) * 2015-09-25 2017-03-29 Nikki Co., Ltd. Brennstoffflusserkennungsverfahren eines fahrzeuginternen motors

Also Published As

Publication number Publication date
EP0026643A3 (en) 1982-01-27
JPS6248053B2 (de) 1987-10-12
DE3070319D1 (en) 1985-04-25
CA1154121A (en) 1983-09-20
EP0026643B1 (de) 1985-03-20
JPS5647638A (en) 1981-04-30

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