EP0184626A2 - Méthode de commande pour moteur à injection de carburant - Google Patents

Méthode de commande pour moteur à injection de carburant Download PDF

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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
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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
Application number
EP85112425A
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German (de)
English (en)
Other versions
EP0184626A3 (en
EP0184626B1 (fr
Inventor
Teruji Sekozawa
Makoto Shioya
Motohisa Funabashi
Mikihiko Onari
Masami Shida
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Hitachi Ltd
Original Assignee
Hitachi Ltd
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Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0184626A2 publication Critical patent/EP0184626A2/fr
Publication of EP0184626A3 publication Critical patent/EP0184626A3/en
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    • 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.

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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)
EP85112425A 1984-11-26 1985-10-01 Méthode de commande pour moteur à injection de carburant Expired - Lifetime EP0184626B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP59248127A JP2550014B2 (ja) 1984-11-26 1984-11-26 エンジンの燃料噴射制御方法
JP248127/84 1984-11-26

Publications (3)

Publication Number Publication Date
EP0184626A2 true EP0184626A2 (fr) 1986-06-18
EP0184626A3 EP0184626A3 (en) 1986-08-27
EP0184626B1 EP0184626B1 (fr) 1990-01-10

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ID=17173630

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85112425A Expired - Lifetime EP0184626B1 (fr) 1984-11-26 1985-10-01 Méthode de commande pour moteur à injection de carburant

Country Status (4)

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EP (1) EP0184626B1 (fr)
JP (1) JP2550014B2 (fr)
KR (1) KR930012226B1 (fr)
DE (1) DE3575331D1 (fr)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3636810A1 (de) * 1985-10-29 1987-04-30 Nissan Motor Kraftstoffeinspritzregelsystem fuer eine brennkraftmaschine
EP0295650A2 (fr) * 1987-06-17 1988-12-21 Hitachi, Ltd. Appareil de commande de moteur
EP0301548A2 (fr) * 1987-07-29 1989-02-01 Toyota Jidosha Kabushiki Kaisha Système d'injection de carburant de moteur à combustion interne
EP0345524A1 (fr) * 1988-05-23 1989-12-13 Toyota Jidosha Kabushiki Kaisha Dispositif pour l'évaluation dela quantité d'air aspiré
EP0352657A2 (fr) * 1988-07-29 1990-01-31 Hitachi, Ltd. Méthode et dispositif pour le réglage du degré d'ouverture de la soupape d'étranglement d'un moteur à combustion interne
EP0360193A2 (fr) * 1988-09-19 1990-03-28 Hitachi, Ltd. Méthode de commande du rapport air/carburant dans un moteur à combustion interne et appareil de commande
WO1990012958A1 (fr) * 1989-04-26 1990-11-01 Siemens Aktiengesellschaft Dispositif pour le maintien d'un rapport carburant-air predefini dans la chambre de combustion d'un moteur a piston
EP0404071A1 (fr) * 1989-06-20 1990-12-27 Mazda Motor Corporation Système de commande de carburant pour moteur à combustion interne
EP0416511A1 (fr) * 1989-09-04 1991-03-13 Hitachi, Ltd. Méthode d'injection de carburant dans un moteur
EP0539241A1 (fr) * 1991-10-24 1993-04-28 Honda Giken Kogyo Kabushiki Kaisha Système de commande de moteur à combustion interne avec dispositif de recirculation de gaz d'échappement
FR2760045A1 (fr) * 1997-02-25 1998-08-28 Renault Procede de regulation de la richesse d'un moteur thermique a injection indirecte
DE4040637C2 (de) * 1990-12-19 2001-04-05 Bosch Gmbh Robert Elektronisches Steuersystem für die Kraftstoffzumessung bei einer Brennkraftmaschine

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01182552A (ja) * 1988-01-18 1989-07-20 Hitachi Ltd 空燃比適応制御装置
JP2941282B2 (ja) * 1988-03-25 1999-08-25 株式会社日立製作所 燃料噴射制御方法および装置
JPH02227532A (ja) * 1989-02-28 1990-09-10 Fuji Heavy Ind Ltd 燃料噴射制御装置
JP2825920B2 (ja) * 1990-03-23 1998-11-18 株式会社日立製作所 空燃比制御装置
US5307276A (en) * 1991-04-25 1994-04-26 Hitachi, Ltd. Learning control method for fuel injection control system of engine
CA2077068C (fr) * 1991-10-03 1997-03-25 Ken Ogawa Systeme de regulation pour moteurs a combustion interne
US5261370A (en) * 1992-01-09 1993-11-16 Honda Giken Kogyo Kabushiki Kaisha Control system for internal combustion engines
JPH05312072A (ja) * 1992-05-07 1993-11-22 Honda Motor Co Ltd 内燃エンジンの空燃比制御装置
CA2136908C (fr) * 1993-11-30 1998-08-25 Toru Kitamura Systeme de regulation du volume de carburant injecte pour moteurs a combustion interne et dispositif d'evaluation de la temperature utilise dans ce systeme
DE4447868B4 (de) * 1993-11-30 2004-04-22 Honda Giken Kogyo K.K. Kraftstoffeinspritzmengen-Steuersysstem für Verbrennungsmotoren und dabei benutzte Bestimmungseinrichtung für die Ansaugkanal-Wandtemperatur
JPH07208249A (ja) * 1994-01-12 1995-08-08 Honda Motor Co Ltd 内燃エンジンの制御装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0026643A2 (fr) * 1979-09-27 1981-04-08 Ford Motor Company Limited Système de dosage de carburant pour moteur à combustion interne
EP0069219A2 (fr) * 1981-07-06 1983-01-12 Toyota Jidosha Kabushiki Kaisha Procédé et appareil pour commander un moteur à combustion interne comprenant un système d'injection de combustible
EP0152019A2 (fr) * 1984-02-01 1985-08-21 Hitachi, Ltd. Méthode de commande de l'injection de carburant pour un moteur

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60201042A (ja) * 1984-03-27 1985-10-11 Aisan Ind Co Ltd エンジンの空燃比制御方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0026643A2 (fr) * 1979-09-27 1981-04-08 Ford Motor Company Limited Système de dosage de carburant pour moteur à combustion interne
EP0069219A2 (fr) * 1981-07-06 1983-01-12 Toyota Jidosha Kabushiki Kaisha Procédé et appareil pour commander un moteur à combustion interne comprenant un système d'injection de combustible
EP0152019A2 (fr) * 1984-02-01 1985-08-21 Hitachi, Ltd. Méthode de commande de l'injection de carburant pour un moteur

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
SAE-paper 810494 *

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3636810A1 (de) * 1985-10-29 1987-04-30 Nissan Motor Kraftstoffeinspritzregelsystem fuer eine brennkraftmaschine
US4919094A (en) * 1987-06-17 1990-04-24 Hitachi, Ltd. Engine control apparatus
EP0295650A2 (fr) * 1987-06-17 1988-12-21 Hitachi, Ltd. Appareil de commande de moteur
EP0295650A3 (en) * 1987-06-17 1989-02-08 Hitachi, Ltd. Engine control apparatus
EP0301548A2 (fr) * 1987-07-29 1989-02-01 Toyota Jidosha Kabushiki Kaisha Système d'injection de carburant de moteur à combustion interne
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 (fr) * 1988-05-23 1989-12-13 Toyota Jidosha Kabushiki Kaisha Dispositif pour l'évaluation dela quantité d'air aspiré
US4974563A (en) * 1988-05-23 1990-12-04 Toyota Jidosha Kabushiki Kaisha Apparatus for estimating intake air amount
EP0352657A2 (fr) * 1988-07-29 1990-01-31 Hitachi, Ltd. Méthode et dispositif pour le réglage du degré d'ouverture de la soupape d'étranglement d'un moteur à combustion interne
EP0352657A3 (fr) * 1988-07-29 1992-03-11 Hitachi, Ltd. Méthode et dispositif pour le réglage du degré d'ouverture de la soupape d'étranglement d'un moteur à combustion interne
EP0360193A2 (fr) * 1988-09-19 1990-03-28 Hitachi, Ltd. Méthode de commande du rapport air/carburant dans un moteur à combustion interne et appareil de commande
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 (fr) * 1989-04-26 1990-11-01 Siemens Aktiengesellschaft Dispositif pour le maintien d'un rapport carburant-air predefini dans la chambre de combustion d'un moteur a piston
EP0404071A1 (fr) * 1989-06-20 1990-12-27 Mazda Motor Corporation Système de commande de carburant pour moteur à combustion interne
US5080071A (en) * 1989-06-20 1992-01-14 Mazda Motor Corporation Fuel control system for internal combustion engine
EP0593101A2 (fr) * 1989-06-20 1994-04-20 Mazda Motor Corporation Système de commande de carburant pour moteur à combustion interne
EP0593101A3 (en) * 1989-06-20 1994-06-15 Mazda Motor Fuel control system for internal combustion engine
EP0416511A1 (fr) * 1989-09-04 1991-03-13 Hitachi, Ltd. Méthode d'injection de carburant dans un moteur
DE4040637C2 (de) * 1990-12-19 2001-04-05 Bosch Gmbh Robert Elektronisches Steuersystem für die Kraftstoffzumessung bei einer Brennkraftmaschine
EP0539241A1 (fr) * 1991-10-24 1993-04-28 Honda Giken Kogyo Kabushiki Kaisha Système de commande de moteur à combustion interne avec dispositif de recirculation de gaz d'échappement
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 (fr) * 1997-02-25 1998-08-28 Renault Procede de regulation de la richesse d'un moteur thermique a injection indirecte
WO1998038424A1 (fr) * 1997-02-25 1998-09-03 Renault Procede de regulation de la richesse d'un moteur thermique a injection indirecte

Also Published As

Publication number Publication date
EP0184626A3 (en) 1986-08-27
JPS61126337A (ja) 1986-06-13
EP0184626B1 (fr) 1990-01-10
KR930012226B1 (ko) 1993-12-24
JP2550014B2 (ja) 1996-10-30
DE3575331D1 (de) 1990-02-15
KR860004235A (ko) 1986-06-18

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