EP0184626A2 - Control method for a fuel injection engine - Google Patents
Control method for a fuel injection engine Download PDFInfo
- Publication number
- EP0184626A2 EP0184626A2 EP85112425A EP85112425A EP0184626A2 EP 0184626 A2 EP0184626 A2 EP 0184626A2 EP 85112425 A EP85112425 A EP 85112425A EP 85112425 A EP85112425 A EP 85112425A EP 0184626 A2 EP0184626 A2 EP 0184626A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- film mass
- engine
- fuel injection
- intake manifold
- 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
Links
Images
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
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
-
- 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
Definitions
- the present invention relates to a control method for fuel injection engines of the type used in vehicles such as automobiles and more particularly to a fuel injection control method so designed that the film mass deposited on the wall of the intake manifold is estimated and the desired fuel injection quantity is determined on the basis of the estimated film mass.
- the fuel injected from the fuel injection valve is partly deposited on the intake manifold wall or the fuel deposited as the film mass is vaporized and fed into each cylinder thus failing to wholly supply the injected fuel into the cylinder and in particular the quantity of fuel supplied to the engine deviates considerably from the fuel quantity required from moment during the engine acceleration or deceleration.
- Conventional techniques heretofore proposed for solving this problem include methods in which the quantity of deposited fuel is estimated and the desired fuel injection quantity is determined on the basis of the estimated deposited fuel (e.g., a fuel injection quantity control method for fuel injection engines disclosed in Japanese Patent Publication No. 58-8238 by Toyota Jidosha Co., Ltd.).
- a basic fuel injection pulse width to injector is determined in accordance with the manifold pressure and the engine speed and the quantity of film mass in the intake manifold is estimated on the assumption that the fuel is injected for the duration of the pulse width.
- the actual quantity of fuel injected into the intake manifold is the quantity of fuel injected during the time that the injection valve or injector is opened for the duration of an actual fuel injection pulse width calculated in accordance with the fuel quantity carried over to the engine cylinder, the deposited fuel quantity, a feedback correction factor, etc., as well as the basic fuel injection pulse width.
- the method of estimating the quantity of film mass deposited in the intake manifold is such that the actually injected fuel quantity is fed back and a part of the injected fuel quantity is deposited on the intake manifold wall.
- the conventional estimating method cannot accurately estimate the quantity of film mass and therefore there is a disadvantage that the quantity of fuel supplied to the engine deviates from the required fuel quantity at the moment despite the fact that the fuel injection quantity also takes the quantity of film mass into consideration.
- Also included among the conventional fuel injection quantity control methods of controlling the fuel injection quantity by estimating the quantity of film mass are methods in which the desired fuel injection quantity is determined by subtracting the quantity delivered to the cylinder or the carry-over quantity from the quantity of film mass and adding the deposited quantity on the manifold wall to the basic fuel injection quantity (e.g., Japanese Patent Publication No. 58-8238).
- the quantity of fuel injected the quantity of fuel deposition on the manifold wall is of such a nature that it can be accurately determined only after the actual fuel injection quantity has been determined.
- the quantity of injected fuel entering the cylinder of an engine without depositing on the intake manifold wall is added to the quantity of fuel entering the cylinder as a result of the vaporization of the deposited film mass and this fuel quantity is injected as the actual fuel supply to the cylinder to attain the desired air-fuel ratio in accordance with the mass of air flow to the engine.
- the calculated value of a carry-over fuel quantity delivered to the engine cylinder during the current cycle is subtracted from the intake manifold wall film mass fuel quantity estimated during the preceding cycle and then the value of an intake manifold wall fuel deposition per cycle calculated on the basis of the actual injection quantity per stroke of the engine injected at the latest moment during the preceding cycle is added to the remaining film mass fuel quantity.
- Fig. 1A illustrates a schematic diagram of a fuel injection control apparatus.
- the mass of air flow in the intake manifold of an engine is detected by a hot-wire air flow meter 2 and applied to a computer 1.
- the computer 1 receives the throttle position from a throttle position sensor 3, the intake manifold pressure from a manifold pressure sensor 4, the cooling water temperature from a water temperature sensor 5, the engine speed from a crank angle sensor 6 and the binary air-fuel ratio signal from an 0 2 sensor 7.
- the computer 1 directs the desired fuel injection quantity to an injector 8.
- the computer 1 calculates the rate of deposition of the fuel injection quantity on the intake manifold wall and the rate of vaporization of the film mass deposited on the intake manifold wall from the following equations (1) and (2), respectively, according to the inputted data. If the deposition rate is represented by X and the vaporization rate by 1/ T , the deposition rate X is simply given for example as a function of the throttle position ⁇ th as follows
- the vaporization rate 1/ ⁇ is given as a function of the water temperature T W as follows
- the current film mass quantity is calculated from the film mass quantity obtained during the preceding cycle and the actually injected fuel quantity as follows where AT is the computing cycle period, M f is the film mass quantity, G f is the fuel injection quantity and G f ⁇ T is the actually injected fuel quantity in terms of the fuel quantity per unit time.
- the fuel injection quantity per unit time is determined in accordance with the deposition rate and the film mass quantity in the following manner.
- the fuel injection quantity of the engine must correspond to the intake air flow and therefore the desired value of the fuel quantity to be supplied to each cylinder is given as follows.
- Q a is the intake air flow
- (A/F) is the desired air-fuel ratio
- G fe * is the desired value of the quantity of fuel injected into the engine cylinder.
- Fig. 2 shows the behavior within the intake manifold of the fuel quantity entering the engine cylinder.
- G f represents the injected fuel quantity
- X ⁇ G f represents the quantity of the fuel deposited on an intake manifold wall 21
- (I - X)G f represents the quantity of the fuel supplied to the cylinder without deposition.
- M f/T represents the quantity of fuel supplied to the cylinder by the vaporization of the previously deposited fuel quantity (film mass quantity) on the intake manifold wall 21.
- the equation (7) is obtained as follows.
- the fuel quantity Q a /(A/F) to be supplied to the cylinder to attain the desired air-fuel ratio is obtained in accordance with the intake air flow Q a and the fuel quantity M f to be carried over to the cylinder is obtained in accordance with the vaporization rate 1/ T and the film mass quantity M f .
- the fuel quantity M f is subtracted from the fuel quantity Q a/ (A/F) and the difference is divided by the non-deposition rate (1 - X) of the injection fuel to be supplied to the cylinder without deposition thereby determining the desired fuel quantity per unit time.
- G f obtained at the step 103 is the fuel injection quantity per unit time, it is then converted to a fuel injection pulse width per stroke of the engine at a step 104, as follows where N is the engine speed, k i is a coefficient determined by the characteristics of the injector, T is the correction factor fed back by the 0 2 sensor signal and T is a dead fuel injection time.
- the fuel injection pulse width per stroke T is renewed at intervals of the computing cycle and therefore the actual fuel injection takes place for the duration of the fuel injection pulse width T i existing at the time of arrival of an interrupt signal generated for every stroke. Therefore, as the fuel injection quantity data required for the computer to calculate the quantity of film mass during the next cycle, the actual fuel injection pulse width in terms of the following quantity corresponding to the fuel quantity per unit time is fed back
- the expression (9) is used during the next computing cycle as shown by the equation (3).
- Fig. 3 illustrates a block diagram of the fuel injection control system in the computer 1 of Fig. lA.
- a fuel injection quantity per unit time G f is calculated by computing means 12 in accordance with the film mass estimated by computing means 13 for estimating the film mass quantity M f deposited on the intake manifold wall and the mass of air flow.
- Computing means 11 calculates the quantity of fuel injected per stroke as shown by the following equation where k is a coefficient which is used in the conversion to the fuel injection quantity per stroke and dependent on the injector characteristics and T S is a dead injection time.
- the computing means 13 computes the quantity of film mass in the intake manifold as follows
- the right member M f represents the film mass quantity for the preceding cycle and the left member M f is the newly estimated film mass quantity.
- 1/ T represents the rate of vaporization of the film mass
- X represents the rate of fuel deposition on the intake manifold wall to the injected fuel quantity (referred to as a deposition rate).
- Represented by AT is one cycle period of the computation by the blocks of Fig. 3.
- the following in the right member represents the quantity of fuel delivered to the cylinder by the vaporization of the film mass during one cycle period
- the quantity of fuel deposition during the cycle period is given by the second term of the right member in the equation (11) or the following expression While a description will be made later of T ⁇ G f in consideration of the time relationship between the time per stroke and the cycle period of computation, the fuel injection quantity per unit time T -G f resulting from the integration of the feedback correction factor T represents the quantity of fuel injected per unit time which is renewed in response to the application of a stroke start signal from the crank angle sensor.
- the deposition rate X and the vaporization rate 1/ T are obtained by experiments in accordance with the throttle position 6th, the water temperature T W , the manifold pressure P, the mass air flow Q a , etc., in this embodiment the deposition rate X is given as a function of the throttle position for purposes of simplicity, as follows
- a feature of the construction of the control system resides, as will also be seen from Fig. 3, in the fact that the feedback loop for feeding back the correction factor T in response to the 0 2 sensor signal and the loop of the fuel injection quantity T ⁇ G f for calculating the deposited quantity or the deposited part of the injected fuel overlap doubly.
- Fig. 3 The computational operations shown in Fig. 3 are performed at intervals of a given period T and the injection pulse width is renewed by injection timing adjusting means 16 of Fig. 3 at a step 31 of Fig. 4 for every period.
- the actual injection is initiated by an interrupt signal INT generated for every stroke.
- the fuel is actually injected for the duration of the most lately calculated injection pulse width T i as shown in Figs. 5A to 5C.
- Figs. 5A to 5C respectively show interrupt signals each generated for every stroke, injection pulse widths and calculated T-G f with the lapse of time.
- the timely existing T-G f is stored in a T ⁇ G f memory.
- This operation is performed by injection synchronizing means 15 of Fig. 3 and its timing corresponds to the application of the interrupt signal as shown at a step 32 of Fig. 4.
- the actually injected fuel quantity is fed back and used for the accurate estimation of the quantity of film mass.
- the occurrence of lean spikes during the engine acceleration and the occurrence of rich spikes during the engine deceleration are eliminated as compared with the conventional method in which a basic fuel injection quantity is determined in accordance with the flow of intake air.
- This has the effect of improving the engine performance during the acceleration and ensuring effective removal of the harmful gases during the deceleration.
- the desired acceleration and deceleration corrections can be provided by matching only the deposition rate of the fuel injection and the vaporization rate of the film mass in accordance with the acceleration and deceleration air-fuel ratios and thus the invention has the effect of providing more efficient manufacturing steps.
- the quantity of the film mass deposited on the intake manifold wall is estimated by newly estimating the film mass quantity by using the actually injected fuel quantity, it is possible to estimate an accurate film mass quantity closer to the actual film mass quantity.
- the air-fuel ratio of the mixture supplied to the engine can be controlled at around the stoichiometric air-fuel ratio even during the engine acceleration and deceleration.
- the invention has the effect of improving the exhaust gas purification and the engine performance.
Landscapes
- 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)
Abstract
Description
- The present invention relates to a control method for fuel injection engines of the type used in vehicles such as automobiles and more particularly to a fuel injection control method so designed that the film mass deposited on the wall of the intake manifold is estimated and the desired fuel injection quantity is determined on the basis of the estimated film mass.
- The fuel injected from the fuel injection valve is partly deposited on the intake manifold wall or the fuel deposited as the film mass is vaporized and fed into each cylinder thus failing to wholly supply the injected fuel into the cylinder and in particular the quantity of fuel supplied to the engine deviates considerably from the fuel quantity required from moment during the engine acceleration or deceleration.
- Conventional techniques heretofore proposed for solving this problem include methods in which the quantity of deposited fuel is estimated and the desired fuel injection quantity is determined on the basis of the estimated deposited fuel (e.g., a fuel injection quantity control method for fuel injection engines disclosed in Japanese Patent Publication No. 58-8238 by Toyota Jidosha Co., Ltd.). In this method, a basic fuel injection pulse width to injector is determined in accordance with the manifold pressure and the engine speed and the quantity of film mass in the intake manifold is estimated on the assumption that the fuel is injected for the duration of the pulse width. However, the actual quantity of fuel injected into the intake manifold is the quantity of fuel injected during the time that the injection valve or injector is opened for the duration of an actual fuel injection pulse width calculated in accordance with the fuel quantity carried over to the engine cylinder, the deposited fuel quantity, a feedback correction factor, etc., as well as the basic fuel injection pulse width. As a result, it is impossible to correctly estimate the actual quantity of film mass unless the method of estimating the quantity of film mass deposited in the intake manifold is such that the actually injected fuel quantity is fed back and a part of the injected fuel quantity is deposited on the intake manifold wall. For these reasons, the conventional estimating method cannot accurately estimate the quantity of film mass and therefore there is a disadvantage that the quantity of fuel supplied to the engine deviates from the required fuel quantity at the moment despite the fact that the fuel injection quantity also takes the quantity of film mass into consideration.
- Also included among the conventional fuel injection quantity control methods of controlling the fuel injection quantity by estimating the quantity of film mass are methods in which the desired fuel injection quantity is determined by subtracting the quantity delivered to the cylinder or the carry-over quantity from the quantity of film mass and adding the deposited quantity on the manifold wall to the basic fuel injection quantity (e.g., Japanese Patent Publication No. 58-8238). In this case, of the quantity of fuel injected the quantity of fuel deposition on the manifold wall is of such a nature that it can be accurately determined only after the actual fuel injection quantity has been determined. While this conventional method determines the deposition quantity of fuel supposed to deposit on the manifold wall on the basis of a basic fuel injection pulse width, there is a disadvantage that the fuel deposited on the intake manifold wall does not represent a part of the actually injected fuel quantity and therefore it is impossible to accurately determine the quantity of film mass (the quantity of fuel deposition).
- It is a first object of the present invention to provide a control method for a fuel injection engine which controls the quantity of fuel injected in such a manner that the air-fuel ratio of the mixture supplied to each cylinder attains a desired value when the quantity of film mass deposited on the intake manifold wall, the deposition rate or the rate of the film mass deposited on the manifold wall to the injected fuel and the vaporization rate or the rate of vaporization of the film mass from the manifold wall have been calculated from various sensor data.
- It is a second object of the invention to provide a method of accurately estimating the quantity of film mass deposited on the intake manifold wall of an engine so as to control the quantity of fuel injected such that the quantity of fuel supplied to the engine always coincides with the required fuel quantity.
- To accomplish the first object, the quantity of injected fuel entering the cylinder of an engine without depositing on the intake manifold wall is added to the quantity of fuel entering the cylinder as a result of the vaporization of the deposited film mass and this fuel quantity is injected as the actual fuel supply to the cylinder to attain the desired air-fuel ratio in accordance with the mass of air flow to the engine. Also, to accomplish the second object, the calculated value of a carry-over fuel quantity delivered to the engine cylinder during the current cycle is subtracted from the intake manifold wall film mass fuel quantity estimated during the preceding cycle and then the value of an intake manifold wall fuel deposition per cycle calculated on the basis of the actual injection quantity per stroke of the engine injected at the latest moment during the preceding cycle is added to the remaining film mass fuel quantity.
-
- Fig. 1A is a schematic diagram showing the construction of a fuel injection control apparatus to which the present invention is applied.
- Fig. 1B is a flow chart showing the fuel injection control procedure of the
computer 1. - Fig. 2 is a diagram showing the behavior of the inducted air and fuel in the intake manifold.
- Fig. 3 is a block diagram of the fuel injection control system.
- Fig. 4 is a flow chart of the ordinary computing processing and interrupt processing.
- Figs. 5A to 5C are time charts illustrating the time relationship between the strokes and the cycle periods.
- An embodiment of a control method for a fuel injection engine according to the invention will now be described with reference to Figs. 1A to 2. Fig. 1A illustrates a schematic diagram of a fuel injection control apparatus. In the Figure, the mass of air flow in the intake manifold of an engine is detected by a hot-wire air flow meter 2 and applied to a
computer 1. Thecomputer 1 receives the throttle position from athrottle position sensor 3, the intake manifold pressure from amanifold pressure sensor 4, the cooling water temperature from a water temperature sensor 5, the engine speed from a crank angle sensor 6 and the binary air-fuel ratio signal from an 02 sensor 7. Thecomputer 1 directs the desired fuel injection quantity to an injector 8. - As shown in Fig. 1B, at a
step 1, thecomputer 1 calculates the rate of deposition of the fuel injection quantity on the intake manifold wall and the rate of vaporization of the film mass deposited on the intake manifold wall from the following equations (1) and (2), respectively, according to the inputted data. If the deposition rate is represented by X and the vaporization rate by 1/T, the deposition rate X is simply given for example as a function of the throttle position θth as follows -
- Here, it is assumed so that 1/T = 0.026 when TW ≦ 23°C.
- Then, at a step 102, in accordance with the resulting deposition rate X and
vaporization rate 1/T, the current film mass quantity is calculated from the film mass quantity obtained during the preceding cycle and the actually injected fuel quantity as follows - Then, at a
step 103, the fuel injection quantity per unit time is determined in accordance with the deposition rate and the film mass quantity in the following manner. The fuel injection quantity of the engine must correspond to the intake air flow and therefore the desired value of the fuel quantity to be supplied to each cylinder is given as follows.intake manifold wall 21 and (I - X)Gf represents the quantity of the fuel supplied to the cylinder without deposition. Also, Mf/T represents the quantity of fuel supplied to the cylinder by the vaporization of the previously deposited fuel quantity (film mass quantity) on theintake manifold wall 21. As a result, if the quantity of fuel supplied to the cylinders is represented by Gfe' then the following equation holds -
- The equation (7) is obtained as follows. The fuel quantity Qa/(A/F) to be supplied to the cylinder to attain the desired air-fuel ratio is obtained in accordance with the intake air flow Qa and the fuel quantity Mf to be carried over to the cylinder is obtained in accordance with the
vaporization rate 1/T and the film mass quantity Mf. The fuel quantity Mf is subtracted from the fuel quantity Qa/(A/F) and the difference is divided by the non-deposition rate (1 - X) of the injection fuel to be supplied to the cylinder without deposition thereby determining the desired fuel quantity per unit time. - Since the value of Gf obtained at the
step 103 is the fuel injection quantity per unit time, it is then converted to a fuel injection pulse width per stroke of the engine at astep 104, as follows - The fuel injection pulse width per stroke T is renewed at intervals of the computing cycle and therefore the actual fuel injection takes place for the duration of the fuel injection pulse width Ti existing at the time of arrival of an interrupt signal generated for every stroke. Therefore, as the fuel injection quantity data required for the computer to calculate the quantity of film mass during the next cycle, the actual fuel injection pulse width in terms of the following quantity corresponding to the fuel quantity per unit time is fed back
- Fig. 3 illustrates a block diagram of the fuel injection control system in the
computer 1 of Fig. lA. In the Figure, a fuel injection quantity per unit time Gf is calculated by computing means 12 in accordance with the film mass estimated by computing means 13 for estimating the film mass quantity Mf deposited on the intake manifold wall and the mass of air flow. In response to the signal generated from the 02 sensor 7, computing means 14 calculates an air-fuel ratio feedback correction factor δ = f(O2) aiming at a stoichiometric air fuel ratio. Computing means 11 calculates the quantity of fuel injected per stroke as shown by the following equation - The computing means 13 computes the quantity of film mass in the intake manifold as follows
- Also, of the quantity of fuel actually injected per unit time the quantity of fuel deposition during the cycle period is given by the second term of the right member in the equation (11) or the following expression
vaporization rate 1/T (T is a vaporization time constant) are obtained by experiments in accordance with the throttle position 6th, the water temperature TW, the manifold pressure P, the mass air flow Qa, etc., in this embodiment the deposition rate X is given as a function of the throttle position for purposes of simplicity, as follows -
- As described hereinabove, a feature of the construction of the control system resides, as will also be seen from Fig. 3, in the fact that the feedback loop for feeding back the correction factor T in response to the 02 sensor signal and the loop of the fuel injection quantity T·Gf for calculating the deposited quantity or the deposited part of the injected fuel overlap doubly.
- Next, the timing of the injection per stroke and the timing of the computing cycle will be described. The computational operations shown in Fig. 3 are performed at intervals of a given period T and the injection pulse width is renewed by injection timing adjusting means 16 of Fig. 3 at a
step 31 of Fig. 4 for every period. The actual injection is initiated by an interrupt signal INT generated for every stroke. As a result, the fuel is actually injected for the duration of the most lately calculated injection pulse width Ti as shown in Figs. 5A to 5C. Figs. 5A to 5C respectively show interrupt signals each generated for every stroke, injection pulse widths and calculated T-Gf with the lapse of time. In accordance with the embodiment, when an interrupt signal is applied, the timely existing T-Gf is stored in a T·Gf memory. This operation is performed by injection synchronizing means 15 of Fig. 3 and its timing corresponds to the application of the interrupt signal as shown at astep 32 of Fig. 4. By performing these operations, the actually injected fuel quantity is fed back and used for the accurate estimation of the quantity of film mass. - In accordance with the present invention, the occurrence of lean spikes during the engine acceleration and the occurrence of rich spikes during the engine deceleration are eliminated as compared with the conventional method in which a basic fuel injection quantity is determined in accordance with the flow of intake air. This has the effect of improving the engine performance during the acceleration and ensuring effective removal of the harmful gases during the deceleration. Thus, it is possible to reduce the amount of the three-way catalyst by this method making it also effective economically. Further, while it has been necessary in the past to prepare various memory maps for providing acceleration and deceleration corrections on the basis of changes in the throttle position, etc., and search for the corresponding map values, in accordance with the present invention the desired acceleration and deceleration corrections can be provided by matching only the deposition rate of the fuel injection and the vaporization rate of the film mass in accordance with the acceleration and deceleration air-fuel ratios and thus the invention has the effect of providing more efficient manufacturing steps.
- Further, in accordance with the invention, by virtue of the fact that the quantity of the film mass deposited on the intake manifold wall is estimated by newly estimating the film mass quantity by using the actually injected fuel quantity, it is possible to estimate an accurate film mass quantity closer to the actual film mass quantity. By using the method which determines the desired fuel injection quantity in consideration of such estimated film mass, the air-fuel ratio of the mixture supplied to the engine can be controlled at around the stoichiometric air-fuel ratio even during the engine acceleration and deceleration. Thus, the invention has the effect of improving the exhaust gas purification and the engine performance.
Claims (2)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP248127/84 | 1984-11-26 | ||
JP59248127A JP2550014B2 (en) | 1984-11-26 | 1984-11-26 | Engine fuel injection control method |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0184626A2 true EP0184626A2 (en) | 1986-06-18 |
EP0184626A3 EP0184626A3 (en) | 1986-08-27 |
EP0184626B1 EP0184626B1 (en) | 1990-01-10 |
Family
ID=17173630
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP85112425A Expired - Lifetime EP0184626B1 (en) | 1984-11-26 | 1985-10-01 | Control method for a fuel injection engine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0184626B1 (en) |
JP (1) | JP2550014B2 (en) |
KR (1) | KR930012226B1 (en) |
DE (1) | DE3575331D1 (en) |
Cited By (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3636810A1 (en) * | 1985-10-29 | 1987-04-30 | Nissan Motor | FUEL INJECTION CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
EP0295650A2 (en) * | 1987-06-17 | 1988-12-21 | Hitachi, Ltd. | Engine control apparatus |
EP0301548A2 (en) * | 1987-07-29 | 1989-02-01 | Toyota Jidosha Kabushiki Kaisha | Fuel injection system of an internal combustion engine |
EP0345524A1 (en) * | 1988-05-23 | 1989-12-13 | Toyota Jidosha Kabushiki Kaisha | Apparatus for estimating intake air amount |
EP0352657A2 (en) * | 1988-07-29 | 1990-01-31 | Hitachi, Ltd. | Method and apparatus for controlling throttle valve opening degree of internal combustion engines |
EP0360193A2 (en) * | 1988-09-19 | 1990-03-28 | Hitachi, Ltd. | Method for controlling air-fuel ratio for use in internal combustion engine and apparatus for controlling the same |
WO1990012958A1 (en) * | 1989-04-26 | 1990-11-01 | Siemens Aktiengesellschaft | Device for maintaining a given fuel/air ratio in the combustion chamber of a piston engine |
EP0404071A1 (en) * | 1989-06-20 | 1990-12-27 | Mazda Motor Corporation | Fuel control system for internal combustion engine |
EP0416511A1 (en) * | 1989-09-04 | 1991-03-13 | Hitachi, Ltd. | Fuel injection control method in an engine |
EP0539241A1 (en) * | 1991-10-24 | 1993-04-28 | Honda Giken Kogyo Kabushiki Kaisha | Control system for internal combustion engines with gas recirculation systems |
FR2760045A1 (en) * | 1997-02-25 | 1998-08-28 | Renault | METHOD FOR REGULATING THE RICHNESS OF A THERMAL ENGINE WITH INDIRECT INJECTION |
DE4040637C2 (en) * | 1990-12-19 | 2001-04-05 | Bosch Gmbh Robert | Electronic control system for metering fuel in an internal combustion engine |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01182552A (en) * | 1988-01-18 | 1989-07-20 | Hitachi Ltd | Device for controlling adaption of air-fuel ratio |
JP2941282B2 (en) * | 1988-03-25 | 1999-08-25 | 株式会社日立製作所 | Fuel injection control method and device |
JPH02227532A (en) * | 1989-02-28 | 1990-09-10 | Fuji Heavy Ind Ltd | Fuel injection control device |
JP2825920B2 (en) * | 1990-03-23 | 1998-11-18 | 株式会社日立製作所 | Air-fuel ratio control device |
US5307276A (en) * | 1991-04-25 | 1994-04-26 | Hitachi, Ltd. | Learning control method for fuel injection control system of engine |
CA2077068C (en) * | 1991-10-03 | 1997-03-25 | Ken Ogawa | Control system for internal combustion engines |
US5261370A (en) * | 1992-01-09 | 1993-11-16 | Honda Giken Kogyo Kabushiki Kaisha | Control system for internal combustion engines |
JPH05312072A (en) * | 1992-05-07 | 1993-11-22 | Honda Motor Co Ltd | Air-fuel ratio controller of internal combustion engine |
CA2136908C (en) * | 1993-11-30 | 1998-08-25 | Toru Kitamura | Fuel injection amount control system for internal combustion engines and intake passage wall temperature-estimating device used therein |
DE4447868B4 (en) * | 1993-11-30 | 2004-04-22 | Honda Giken Kogyo K.K. | Fuel injection control system for IC engine |
JPH07208249A (en) * | 1994-01-12 | 1995-08-08 | Honda Motor Co Ltd | Control device of internal combustion engine |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0026643A2 (en) * | 1979-09-27 | 1981-04-08 | Ford Motor Company Limited | Fuel metering system for an internal combustion engine |
EP0069219A2 (en) * | 1981-07-06 | 1983-01-12 | Toyota Jidosha Kabushiki Kaisha | A method and a device of controlling an internal combustion engine comprising a fuel injection system |
EP0152019A2 (en) * | 1984-02-01 | 1985-08-21 | Hitachi, Ltd. | Method for controlling fuel injection for engine |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS60201042A (en) * | 1984-03-27 | 1985-10-11 | Aisan Ind Co Ltd | Method of controlling air-fuel ratio of engine |
-
1984
- 1984-11-26 JP JP59248127A patent/JP2550014B2/en not_active Expired - Fee Related
-
1985
- 1985-09-30 KR KR1019850007221A patent/KR930012226B1/en not_active IP Right Cessation
- 1985-10-01 DE DE8585112425T patent/DE3575331D1/en not_active Expired - Lifetime
- 1985-10-01 EP EP85112425A patent/EP0184626B1/en not_active Expired - Lifetime
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0026643A2 (en) * | 1979-09-27 | 1981-04-08 | Ford Motor Company Limited | Fuel metering system for an internal combustion engine |
EP0069219A2 (en) * | 1981-07-06 | 1983-01-12 | Toyota Jidosha Kabushiki Kaisha | A method and a device of controlling an internal combustion engine comprising a fuel injection system |
EP0152019A2 (en) * | 1984-02-01 | 1985-08-21 | Hitachi, Ltd. | Method for controlling fuel injection for engine |
Non-Patent Citations (1)
Title |
---|
SAE-paper 810494 * |
Cited By (24)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3636810A1 (en) * | 1985-10-29 | 1987-04-30 | Nissan Motor | FUEL INJECTION CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
US4919094A (en) * | 1987-06-17 | 1990-04-24 | Hitachi, Ltd. | Engine control apparatus |
EP0295650A2 (en) * | 1987-06-17 | 1988-12-21 | Hitachi, Ltd. | Engine control apparatus |
EP0295650A3 (en) * | 1987-06-17 | 1989-02-08 | Hitachi, Ltd. | Engine control apparatus |
EP0301548A2 (en) * | 1987-07-29 | 1989-02-01 | Toyota Jidosha Kabushiki Kaisha | Fuel injection system of an internal combustion engine |
EP0301548A3 (en) * | 1987-07-29 | 1989-03-15 | Toyota Jidosha Kabushiki Kaisha | Fuel injection system of an internal combustion engine |
US4903668A (en) * | 1987-07-29 | 1990-02-27 | Toyota Jidosha Kabushiki Kaisha | Fuel injection system of an internal combustion engine |
EP0345524A1 (en) * | 1988-05-23 | 1989-12-13 | Toyota Jidosha Kabushiki Kaisha | Apparatus for estimating intake air amount |
US4974563A (en) * | 1988-05-23 | 1990-12-04 | Toyota Jidosha Kabushiki Kaisha | Apparatus for estimating intake air amount |
EP0352657A2 (en) * | 1988-07-29 | 1990-01-31 | Hitachi, Ltd. | Method and apparatus for controlling throttle valve opening degree of internal combustion engines |
EP0352657A3 (en) * | 1988-07-29 | 1992-03-11 | Hitachi, Ltd. | Method and apparatus for controlling throttle valve opening degree of internal combustion engines |
EP0360193A2 (en) * | 1988-09-19 | 1990-03-28 | Hitachi, Ltd. | Method for controlling air-fuel ratio for use in internal combustion engine and apparatus for controlling the same |
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 |
WO1990012958A1 (en) * | 1989-04-26 | 1990-11-01 | Siemens Aktiengesellschaft | Device for maintaining a given fuel/air ratio in the combustion chamber of a piston engine |
EP0404071A1 (en) * | 1989-06-20 | 1990-12-27 | Mazda Motor Corporation | Fuel control system for internal combustion engine |
US5080071A (en) * | 1989-06-20 | 1992-01-14 | Mazda Motor Corporation | Fuel control system for internal combustion engine |
EP0593101A2 (en) * | 1989-06-20 | 1994-04-20 | Mazda Motor Corporation | Fuel control system for internal combustion engine |
EP0593101A3 (en) * | 1989-06-20 | 1994-06-15 | Mazda Motor | Fuel control system for internal combustion engine |
EP0416511A1 (en) * | 1989-09-04 | 1991-03-13 | Hitachi, Ltd. | Fuel injection control method in an engine |
DE4040637C2 (en) * | 1990-12-19 | 2001-04-05 | Bosch Gmbh Robert | Electronic control system for metering fuel in an internal combustion engine |
EP0539241A1 (en) * | 1991-10-24 | 1993-04-28 | Honda Giken Kogyo Kabushiki Kaisha | Control system for internal combustion engines with gas recirculation systems |
US5383126A (en) * | 1991-10-24 | 1995-01-17 | Honda Giken Kogyo Kabushiki Kaisha | Control system for internal combustion engines with exhaust gas recirculation systems |
FR2760045A1 (en) * | 1997-02-25 | 1998-08-28 | Renault | METHOD FOR REGULATING THE RICHNESS OF A THERMAL ENGINE WITH INDIRECT INJECTION |
WO1998038424A1 (en) * | 1997-02-25 | 1998-09-03 | Renault | Method for controlling the richness of an indirect injection thermal engine |
Also Published As
Publication number | Publication date |
---|---|
EP0184626B1 (en) | 1990-01-10 |
DE3575331D1 (en) | 1990-02-15 |
KR860004235A (en) | 1986-06-18 |
JPS61126337A (en) | 1986-06-13 |
KR930012226B1 (en) | 1993-12-24 |
JP2550014B2 (en) | 1996-10-30 |
EP0184626A3 (en) | 1986-08-27 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP0184626A2 (en) | Control method for a fuel injection engine | |
US4939658A (en) | Control method for a fuel injection engine | |
EP0536001B1 (en) | Control system for internal combustion engines | |
EP0069219B1 (en) | A method and a device of controlling an internal combustion engine comprising a fuel injection system | |
US6363316B1 (en) | Cylinder air charge estimation using observer-based adaptive control | |
EP0345524B1 (en) | Apparatus for estimating intake air amount | |
US6718822B2 (en) | Feed-forward observer-based control for estimating cylinder air charge | |
EP0286104B1 (en) | Method of controlling fuel supply to engine by prediction calculation | |
US4905653A (en) | Air-fuel ratio adaptive controlling apparatus for use in an internal combustion engine | |
US5224452A (en) | Air-fuel ratio control system of internal combustion engine | |
US4481928A (en) | L-Jetronic fuel injected engine control device and method smoothing air flow meter overshoot | |
EP0589517A1 (en) | Method of predicting air flow into a cylinder | |
EP0352657A2 (en) | Method and apparatus for controlling throttle valve opening degree of internal combustion engines | |
EP0142856A2 (en) | Air-fuel ratio control apparatus for internal combustion engines | |
GB2333377A (en) | Determining cylinder-charged air quantity in an engine with variable valve control | |
JPS63314339A (en) | Air-fuel ratio controller | |
EP0551207B1 (en) | Control system for internal combustion engines | |
US5743244A (en) | Fuel control method and system with on-line learning of open-loop fuel compensation parameters | |
JPH01211633A (en) | Fuel injection amount control device for internal combustion engine | |
EP0156356B1 (en) | Method for controlling the supply of fuel for an internal combustion engine | |
US5517970A (en) | Fuel feeding system and method for internal combustion engine | |
JPS60249645A (en) | Fuel feed control in internal-combustion engine | |
EP0391385B1 (en) | Method and apparatus for controlling supply of fuel in internal combustion engine | |
JPS6161940A (en) | Prediction of liquid film fuel on intake tube wall face | |
JPH09287494A (en) | Controller for internal combustion engine having electronically controlled throttle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): DE GB |
|
PUAL | Search report despatched |
Free format text: ORIGINAL CODE: 0009013 |
|
AK | Designated contracting states |
Kind code of ref document: A3 Designated state(s): DE GB |
|
17P | Request for examination filed |
Effective date: 19870213 |
|
17Q | First examination report despatched |
Effective date: 19870723 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE GB |
|
REF | Corresponds to: |
Ref document number: 3575331 Country of ref document: DE Date of ref document: 19900215 |
|
PLBI | Opposition filed |
Free format text: ORIGINAL CODE: 0009260 |
|
26 | Opposition filed |
Opponent name: ROBERT BOSCH GMBH Effective date: 19901010 |
|
APAC | Appeal dossier modified |
Free format text: ORIGINAL CODE: EPIDOS NOAPO |
|
PLBO | Opposition rejected |
Free format text: ORIGINAL CODE: EPIDOS REJO |
|
PLBN | Opposition rejected |
Free format text: ORIGINAL CODE: 0009273 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: OPPOSITION REJECTED |
|
APAU | Communication from the board of appeal sent |
Free format text: ORIGINAL CODE: EPIDOS OBAP |
|
27O | Opposition rejected |
Effective date: 19960217 |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: IF02 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20030924 Year of fee payment: 19 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20031203 Year of fee payment: 19 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20041001 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20050503 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20041001 |
|
APAH | Appeal reference modified |
Free format text: ORIGINAL CODE: EPIDOSCREFNO |