EP0241008A2 - Système de commande de moteur - Google Patents

Système de commande de moteur Download PDF

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Publication number
EP0241008A2
EP0241008A2 EP87105193A EP87105193A EP0241008A2 EP 0241008 A2 EP0241008 A2 EP 0241008A2 EP 87105193 A EP87105193 A EP 87105193A EP 87105193 A EP87105193 A EP 87105193A EP 0241008 A2 EP0241008 A2 EP 0241008A2
Authority
EP
European Patent Office
Prior art keywords
engine
control unit
fuel
engine speed
operative
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.)
Withdrawn
Application number
EP87105193A
Other languages
German (de)
English (en)
Other versions
EP0241008A3 (fr
Inventor
Kiyomi Morita
Junji Miyake
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.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0241008A2 publication Critical patent/EP0241008A2/fr
Publication of EP0241008A3 publication Critical patent/EP0241008A3/fr
Withdrawn legal-status Critical Current

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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
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1508—Digital data processing using one central computing unit with particular means during idling

Definitions

  • the present invention relates to a system for controlling an internal combustion engine of the type that has an intake manifold, a throttle valve disposed in the intake valve for movement between an idle position and a fully open position, an electrically actuated fuel injector disposed upstream of the throttle valve and operative to inject a fuel into an air flow through the intake manifold so that the injected fuel is mixed with the air in the intake manifold to form an air-fuel mixture to be sucked into engine cylinders, and an ignition system including spark plugs for igniting charges of the mixture in respective engine cylinders.
  • An engine control system has been known in the art which system includes an electrical control unit electrically connected to a fuel injection system and an ignition system, a throttle position sensor electrically connected to the control unit and operative to detect positions of a throttle valve in an intake manifold of the engine and including an idle switch for detecting the throttle valve in its idle position, an air flow meter electrically connected to the control unit and operative to detect a rate of air flow through the intake manifold into the engine, and an engine speed sensor electrically connected to the control unit and operative to detect the engine speed.
  • the control unit is operative normally to determine the rate of fuel supply to the engine based on an engine intake air flow rate detected by the air flow sensor and an engine speed detected by the engine speed sensor to electrically energize the fuel injection system so that the fuel is supplied into the engine at a rate determined by the control unit.
  • the control unit is operative during an engine deceleration to deenergize the fuel injection system to interrupt the fuel supply to the engine when the throttle valve has been moved from an open position to the idle position (see “ON" position of idle switch in Fig. 4) and the engine speed is above a first predetermined r.p.m. level N1 (Fig. 4). When a condi­tion is reached that the throttle valve is still in the idle position represented by "ON" in Fig.
  • control unit is operative to again energize the fuel injection system to supply the fuel into the engine to recover the fuel-combustion operation of the engine.
  • the engine control system discussed in the preceding paragraph is effective to improve the emission control and minimize the fuel consumption in the case where the engine is of the type that is provided with a plurality of injectors disposed adjacent to and just upstream of intake valves of respective engine cylinders.
  • the engine controlling system which operates in a manner discussed in the preceding paragraph causes a problem that, when the engine speed has been lowered during an engine decelera­tion from the first predetermined r.p.m. level N1 to the second predetermined r.p.m.
  • the control unit again energizes the fuel injector or injectors to resume the fuel supply into the intake mani­fold, the engine is not capable of immediately recovering its fuel combustion operation. This is because the fuel injector or injectors are far remote from the intake valves of respective engine cylinders and, accordingly, there occurs a time lag from the moment when the injector or injectors are again energized to inject the fuel into the intake manifold to the moment when the engine cylinders are supplied with air-fuel mixture charges.
  • the intake manifold does not contain any amount of fuel and only air is sucked through the intake manifold into respective cylinders.
  • the ignition plugs are energized to produce sparks, no combustion takes place in the com­bustion chambers.
  • the injector or injectors are again energize to resume its fuel injection operation, jets of fuel injected immediately after the resumption of the injection operation are adhered to the inner peri­pheral walls of the intake manifold, with a result that the engine cylinders are not charged with air-fuel mixture until after a certain period of time passes. For the reason, the engine speed is further lowered below the r.p.m.
  • the engine controlling system is designed to be used with an internal combustion engine of the type specified in the first paragraph of this specification and has a control unit which includes a judgement means operative, after the fuel supply through a fuel injector or injectors has been interrupted during an engine deceleration, to judge as to (a) whether the throttle valve is still in the idle posi­tion and (b) whether the ending speed has been lowered to a second predetermined r.p.m. level lower than the first predetermined r.p.m. level.
  • the control unit is operative to again energize the fuel injector or injectors to resume the fuel supply into the intake manifold at a rate increased relative to an engine intake air flow rate and an engine speed both detected at this time and, at the same time, retard the ignition timing.
  • the increase in the resumed fuel supply rate and the retardation of the ignition timing are gradually cancelled in a predetermined time period.
  • the increase in the resumed fuel supply rate is effective to advantageously minimize the time period from the moment when the fuel supply through the injector or injectors is resumed to the moment when the engine resumes its combustion operation.
  • the retardation of the ignition timing advantageously decreases the torque generated by the resumed combustion operation of the engine to thereby eliminate or at least minimize the shock imparted to the vehicle and to occupants therein when the engine resumes the combustion operation.
  • an internal combustion engine 10 has an intake manifold 12 with a throttle valve 14 mounted therein for movement between an idle position and a fully closed position.
  • a single electrically actuated fuel injector 16 is mounted on the engine to inject a fuel into the intake manifold 12 upstream of the throttle valve 14, so that the injected fuel is mixed with air in the intake manifold to form an air-fuel mixture to be sucked into engine cylinders one of which is shows as at 18.
  • a conventional ignition system includes an ignition coil 20 and spark plugs (not shown) for igniting charges of the air-fuel mixture fed into respective engine cylinders 18.
  • a controlling system generally designated by 30 includes an electrical control unit 32 electrically con­nected to the fuel injector 16.
  • a conventional throttle position sensor 34 is mounted to detect positions of the throttle valve 14.
  • the throttle position sensor 34 is electrically connected to the control unit 32 so that the throttle position sensor emits to the control unit an electrical signal representing a position of the throttle valve detected.
  • the throttle position sensor includes a conventional idle switch which is not shown in the draw­ings but is so arranged as to be closed or switched on when the throttle valve is in its closed position to thereby emit a throttle-closed signal to the control unit 32.
  • the controlling system 30 further includes a conventional air flow meter 36 electrically connected to the control unit 32 and mounted to detect a rate of the air flow through the intake manifold into the engine cylinders 18.
  • An electrical signal representing the detected rate of air flow is emitted by the air flow meter 36 to the control unit 32.
  • An engine speed sensor in the form of a crank angle sensor 38 is electrically connected to the control unit 32 and detects the engine speed and emits to the control unit 32 an electrical signal repre­senting the detected speed of the engine.
  • the engine controlling system may be provided with any further conventional sensors for detecting other engine operating parameters, such as temperature sensor 40 for detecting the temperature of the engine cooling water, an 02 sensor 42.
  • temperature sensor 40 for detecting the temperature of the engine cooling water
  • 02 sensor 42 for detecting the temperature of the engine cooling water
  • further sensors are well known, in the art and, thus, are not described herein for the pur­pose of simplification of the description.
  • the engine speed sensor in the form of the crack angle sensor 38 produces electrical pulses which are fed into the control unit 32 so that the control unit counts the pulses to calculate the engine speed N (r.p.m.).
  • the control unit 32 is also operative to calculate the rate of air flow QA through the intake manifold into the engine on the basis of the electrical signal from the air flow meter 36.
  • the fuel injector 16 is of conventional struc­ture and operative to inject the fuel for a time period determined by the width Tp of each electrical pulse received from the control unit 32.
  • the amount of fuel supply through the injector 16 to the engine per each engine rotation, i.e., rate of fuel supply Tpi, is dependent on the pulse width Tp.
  • the energization of the spark plugs does not cause any combustion in any of the engine cylinders 18 because no fuel is contained in the air sucked into the engine cylinders after the fuel supply has been interrupted. Accordingly, the engine speed is further lowered.
  • the control unit When the engine speed N is lowered to a second predetermined r.p.m. level N2 (for example, 1500 r.p.m.) lower than the first predetermined r.p.m. level and the throttle valve is still in the closed idle position to keep the idle switch in the "ON" state, the control unit operates to again electrically energize the fuel injector to resume the fuel supply into the intake manifold at an increased rate.
  • a second predetermined r.p.m. level N2 for example, 1500 r.p.m.
  • control unit 32 of the engine controlling system 30 does not simply resume the fuel supply through the injector 16 but imparts to the injector electrical pulses of widened widths in an early or beginning stage of the resumed fuel supplying operation so that, in this stage of operation, the fuel is supplied through the injector 16 into the intake manifold 12 at a rate Tpi which is increased compared with the rate of engine intake air flow and the engine speed both detected at this moment, as will be seen from the curve B in Fig. 3.
  • the control unit 32 also operates to retard the ignition timing of the ignition system 20 in the early stage of the resumed fuel supplying operation, as will be seen from the curve C in Fig. 3.
  • the chart shown in Fig. 2 illustrates the characterized part of the operation of the electrical control unit 32, i.e., the judgement operation thereof after the fuel supply has been interrupted during the engine deceleration.
  • the control unit 32 judges in a step 101 as to whether the throttle valve 14 is still in the closed idle position. This judgement is conducted on the basis of a signal from the idle switch. If the idle switch is in "ON" state, it is judged that the throttle position is in the closed idle position. In this case, the operation proceeds to a next step 102 at which the control unit 32 judges as to whether the engine speed has been lowered to the second predetermined r.p.m. level (for example, 1500 r.p.m.).
  • the second predetermined r.p.m. level for example, 1500 r.p.m.
  • the operation proceeds to a further step 103 in which the control unit 32 operates to imparts electrical pulses of increased widths so that the injector 16 is again electrically energized to inject the fuel at a rate which is increased compared with the engine intake air flow rate and engine r.p.m. both detected at this time. Simultaneously, the control unit 32 also operates in a further step 104 to retard the ignition timing.
  • the resumed fuel supply at the increased rate greatly shortens or minimizes the time period from the moment when the fuel supply into the intake manifold 12 is resumed to the moment when the air-fuel mixture sucked into the engine cylinders after the resumption of the fuel supply becomes to be rich enough to be spark-ignited.
  • the retarded ignition timing is effective to decrease the magnitude of torque produced by the com­bustion of fuel charges fed into the engine cylinders by the resumed fuel supply. Accordingly, the engine speed smoothly varies after the fuel charge is resumed, as will be clearly seen from the curve A in Fig. 3. This is in sharp contrast with the prior art shown by the solid line in Fig. 4. It will, therefore, be appreciated that the engine controlling system according to the present invention advantageously eliminates or at least minimize such a shock as was experienced with the conventional engine controlling system.
  • the increase in the resumed fuel supply rate and the retardation of the ignition timing are both gradually cancelled in a predetermined time period from the resumption of the fuel supply.
  • the fuel supply rate is controlled on the basis of QA/N and the ignition timing is controlled in accordance with a map predetermined on the basis of QA/N.

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)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP87105193A 1986-04-09 1987-04-08 Système de commande de moteur Withdrawn EP0241008A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP81650/86 1986-04-09
JP61081650A JPS62240452A (ja) 1986-04-09 1986-04-09 燃料制御装置

Publications (2)

Publication Number Publication Date
EP0241008A2 true EP0241008A2 (fr) 1987-10-14
EP0241008A3 EP0241008A3 (fr) 1987-11-19

Family

ID=13752209

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87105193A Withdrawn EP0241008A3 (fr) 1986-04-09 1987-04-08 Système de commande de moteur

Country Status (3)

Country Link
EP (1) EP0241008A3 (fr)
JP (1) JPS62240452A (fr)
KR (1) KR870010297A (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0816659A1 (fr) * 1993-08-19 1998-01-07 Ekkardt Czub Procédé pour actionner un moteur à combustion interne véhiculaire
US7367322B2 (en) * 2005-09-21 2008-05-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Controller of an internal combustion engine
WO2008114118A2 (fr) * 2007-03-19 2008-09-25 Toyota Jidosha Kabushiki Kaisha Unité de commande et procédé de commande pour moteur à combustion interne de type dépendant du couple
WO2009087843A1 (fr) 2008-01-09 2009-07-16 Toyota Jidosha Kabushiki Kaisha Appareil de commande de la phase de transition d'un état de coupure du carburant d'un moteur à combustion interne

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2033615A (en) * 1978-09-29 1980-05-21 Hitachi Ltd Apparatus and method for controlling fuel injection and ignition timing in internal combustion engines
GB2060063A (en) * 1979-09-28 1981-04-29 Nissan Motor Spark timing control system
EP0055482A2 (fr) * 1980-12-29 1982-07-07 Hitachi, Ltd. Dispositif d'injection de combustible pour moteurs à combustion interne
US4452212A (en) * 1981-01-26 1984-06-05 Nissan Motor Co., Ltd. Fuel supply control system for an internal combustion engine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS54145819A (en) * 1978-05-04 1979-11-14 Nippon Denso Co Ltd Engine control
JPS5746032A (en) * 1980-09-03 1982-03-16 Toyota Motor Corp Method of control right after stoppage of fuel cut-off
JPS57188736A (en) * 1981-05-08 1982-11-19 Honda Motor Co Ltd Fuel supply controller for internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2033615A (en) * 1978-09-29 1980-05-21 Hitachi Ltd Apparatus and method for controlling fuel injection and ignition timing in internal combustion engines
GB2060063A (en) * 1979-09-28 1981-04-29 Nissan Motor Spark timing control system
EP0055482A2 (fr) * 1980-12-29 1982-07-07 Hitachi, Ltd. Dispositif d'injection de combustible pour moteurs à combustion interne
US4452212A (en) * 1981-01-26 1984-06-05 Nissan Motor Co., Ltd. Fuel supply control system for an internal combustion engine

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0816659A1 (fr) * 1993-08-19 1998-01-07 Ekkardt Czub Procédé pour actionner un moteur à combustion interne véhiculaire
US7367322B2 (en) * 2005-09-21 2008-05-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Controller of an internal combustion engine
WO2008114118A2 (fr) * 2007-03-19 2008-09-25 Toyota Jidosha Kabushiki Kaisha Unité de commande et procédé de commande pour moteur à combustion interne de type dépendant du couple
WO2008114118A3 (fr) * 2007-03-19 2008-11-13 Toyota Motor Co Ltd Unité de commande et procédé de commande pour moteur à combustion interne de type dépendant du couple
US8251042B2 (en) 2007-03-19 2012-08-28 Toyota Jidosha Kabushiki Kaisha Control unit and control method for torque-demand-type internal combustion engine
CN101641509B (zh) * 2007-03-19 2013-01-02 丰田自动车株式会社 用于转矩需求型内燃机的控制单元和控制方法
WO2009087843A1 (fr) 2008-01-09 2009-07-16 Toyota Jidosha Kabushiki Kaisha Appareil de commande de la phase de transition d'un état de coupure du carburant d'un moteur à combustion interne
CN101910590A (zh) * 2008-01-09 2010-12-08 丰田自动车株式会社 控制内燃发动机的燃料切断状态的过渡阶段的装置
KR101226321B1 (ko) * 2008-01-09 2013-01-24 도요타 지도샤（주） 내연 기관의 연료 컷 오프 상태의 전이 단계를 제어하는 장치
CN101910590B (zh) * 2008-01-09 2013-02-27 丰田自动车株式会社 控制内燃发动机的燃料切断状态的过渡阶段的装置
US8762033B2 (en) 2008-01-09 2014-06-24 Toyota Jidosha Kabushiki Kaisha Internal combustion engine control device

Also Published As

Publication number Publication date
EP0241008A3 (fr) 1987-11-19
KR870010297A (ko) 1987-11-30
JPS62240452A (ja) 1987-10-21

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