EP0398903A1 - Method for acceleration enrichment in fuel injection systems. - Google Patents

Method for acceleration enrichment in fuel injection systems.

Info

Publication number
EP0398903A1
EP0398903A1 EP19890901062 EP89901062A EP0398903A1 EP 0398903 A1 EP0398903 A1 EP 0398903A1 EP 19890901062 EP19890901062 EP 19890901062 EP 89901062 A EP89901062 A EP 89901062A EP 0398903 A1 EP0398903 A1 EP 0398903A1
Authority
EP
European Patent Office
Prior art keywords
rtiba
engine
injection
injections
initial
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
EP19890901062
Other languages
German (de)
French (fr)
Other versions
EP0398903B1 (en
Inventor
Willi Rosenau
Heinz Schnier
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0398903A1 publication Critical patent/EP0398903A1/en
Application granted granted Critical
Publication of EP0398903B1 publication Critical patent/EP0398903B1/en
Expired legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor

Definitions

  • the present invention relates to fuel injection systems having acceleration enrichment (BA), of the kind described in the precharacterising clause of claim 1.
  • BA acceleration enrichment
  • FBA acceleration enrichment factor
  • ti t L .FBA. ⁇ F korr + ts (1)
  • t L is a basic injection value proportional to air flow quantity (Q L )
  • FBA is the acceleration enrichment factor
  • ⁇ F k orr is a combination of other correcting factors, well known in the art.
  • ts is a battery voltage correction factor.
  • acceleration enrichment factor is applied to a value of t L (basic load) which is too small, so that the excess quantity required at that instant is therefore not produced.
  • t L basic load
  • RTIBA ignition-synchronous intermediate injection
  • the value of this intermediate injection (RTIBA) is dependent on the prevailing value of the engine temperature ( ⁇ Mot ) so that
  • RTIBA f ( ⁇ Mot )
  • the acceleration enrichment factor (FBA) in this known system is increased once by a preselectable constant y, such that:
  • FBAUE FBA. y
  • RTIBA additional injection pulses
  • a further known system (U.S. 3 673 989) provides, upon detection of an acceleration enrichment
  • the intermediate injections RTIBA achieve an excess quantity of injected fuel.
  • both the excess quantity as well as the break-off criterion, after fulfilment of which only normally calculated T L periods are output, are formed by relatively rough methods in this known technique, which do not adapt the fuel enrichment sufficiently accurately to the acceleration demanded.
  • Fig.1 is a graphical representation of the operation of one known arrangement for achieving acceleration enrichment (BA);
  • Fig.2 is a graphical representation of the
  • Fig.3 is a graphical representation of the
  • initial injection pulses RTIBA are output in synchronism with the ignition pulses # .
  • the lengths of these initial pulses RTIBA are independent of engine load T L but are arranged to be dependent upon "load substitute
  • the load replacement variable RTIBA - f ( ⁇ Mot , n, ULHM, ⁇ ULHM). It will be noted that the latter variables are available at the instant of acceleration enrichment detection.
  • the length of the initial injection pulses is obtained in the simplest way in that the values of tables, which are dependent on ⁇ mot , n, ULHM, AULHM and are filed in the data region of the system, are traced (in part without interpolation) and linked to one another. In this way, long calculations of the load are avoided.
  • the maximum number of initial injection pulses RTIBA determined in this way is freely selectable.
  • the length of the initial injections RTIBA, which are dependent on the motor temperature ⁇ mot , as well as on the "load substitute variables" of the speed n, ULHM, ⁇ ULHM, can be determined very quickly by accessing the table. Thus, such initial injections can be provided for the next X 180° crankshaft rotations or X 360° crankshaft rotations (X being freely selectable).
  • crankshaft angle in the normal manner in accordance with equation (1), i.e.:
  • ti norm t L .FBA. ⁇ F korr + ts
  • ⁇ /F korr is a mathematical expression for the product of all other correction factors.
  • the first X acceleration enrichment output values are clearly defined and applicable virtually immediately. They are not dependent on load t L , but on "load substitute variables", which are available more rapidly.
  • RTIBA initial injections
  • RTIBA f (ULHM, ⁇ Mot )
  • RTIBA (ULHM).a for ⁇ Mot > ⁇ threShold

Abstract

Après la détection d'une condition d'enrichissement à l'accélération dans un système d'injection de carburant du type ayant un détecteur de quantité d'air à fil chaud, plusieurs injections d'enrichissement initiales (RTIBA) remplacent les injections normales (ti) fondées sur la charge du moteur. Ces injections initiales sont appliquées pour les X prochaines rotations de 180° ou de 360° du vilebrequin et sont d'une durée qui est indépendante de la charge du moteur (TL) mais qui dépend de certaines variables du moteur (telles que la vitesse du moteur (n), la tension du fil chaud ULHM et la variation de la tension du fil chaud DELTAULHM) lesquelles sont disponibles au moment de la détection du besoin d'enrichissement d'accélération. Une fois terminées les X rotations de 180° ou de 360° du vilebrequin ou si la période d'injection normalement calculée (ti) fondée sur la charge du moteur a dépassé la durée des injections initiales (RTIBA), alors la valeur normalement calculée (ti) est à nouveau adoptée. La durée de l'injection initiale ou les durées des injections initiales (RTIBA), qui dépendent de la température du moteur ainsi que des variables de substitution de la charge que sont la vitesse (n), la tension du fil chaud ULHM et la variation du fil chaud DELTAULHM, sont déterminées à partir de tables de consultation gardées en mémoire.After the detection of an acceleration enrichment condition in a fuel injection system of the type having a hot wire air quantity detector, several initial enrichment injections (RTIBA) replace the normal injections ( ti) based on the engine load. These initial injections are applied for the next X rotations of 180 ° or 360 ° of the crankshaft and are of a duration which is independent of the engine load (TL) but which depends on certain engine variables (such as the speed of the motor (n), the ULHM hot wire tension and the variation of the DELTAULHM hot wire tension) which are available when the need for acceleration enrichment is detected. Once the X rotations of 180 ° or 360 ° of the crankshaft are complete or if the normally calculated injection period (ti) based on the engine load has exceeded the duration of the initial injections (RTIBA), then the normally calculated value ( ti) was adopted again. The duration of the initial injection or the durations of the initial injections (RTIBA), which depend on the engine temperature as well as on the load substitution variables such as speed (n), ULHM hot wire tension and variation DELTAULHM hot wire, are determined from consultation tables kept in memory.

Description

Method for acceleration enrichment in fuel injection systems
State of the Art
The present invention relates to fuel injection systems having acceleration enrichment (BA), of the kind described in the precharacterising clause of claim 1.
During acceleration conditions, it is conventional practice for the lengths of the injection pulses applied to the injection valves to be increased by an acceleration enrichment factor (FBA) in accordance with the expression:
ti = tL.FBA. π Fkorr + ts (1) where tL is a basic injection value proportional to air flow quantity (QL )
engine speed (n)
FBA is the acceleration enrichment factor
π Fk orr is a combination of other correcting factors, well known in the art, and
ts is a battery voltage correction factor.
In conventional injection systems, it is often possible to respond to rapid dynamic transition conditions by outputting a correspondingly increased injection time (ti) only after a relatively long delay. This can be true even when a value for the acceleration enrichment factor (FBA) is actually available at the instant an acceleration enrichment requirement is detected and is taken into account in the next injection pulse. The reason for this is that, as a result of time delays in detecting the engine speed and the hot wire signal, as well as a result of program running times, the required
acceleration enrichment factor is applied to a value of tL (basic load) which is too small, so that the excess quantity required at that instant is therefore not produced. One known system, constructed in accordance with the precharacterising clause of claim 1, and having ignition pulses every 180° of crankshaft rotation, attempts to overcome this problem by providing a single ignition-synchronous intermediate injection (RTIBA) between the last normal injection without acceleration enrichment (FBA) and the first enriched injection ti = tL.FBA+ ts. This known example is illustrated in Figure 1 of the accompanying drawings. The value of this intermediate injection (RTIBA) is dependent on the prevailing value of the engine temperature (℧ Mot) so that
RTIBA = f (℧Mot)
In the event that the engine has ignition pulses at 360 crank angles, then the acceleration enrichment factor (FBA) in this known system is increased once by a preselectable constant y, such that:
FBAUE = FBA. y
In either case, after the single intermediate injection has taken place, the normal enrichment factor in accordance with equation (1) applies.
In another known system, a single intermediate injection is output in asynchronism with ignition immediately upon detection of an acceleration
enrichment requirement. Should the detection of an acceleration enrichment requirement occur within the course of an existing injection period (ti), then that period is extended by RTIBA = f (℧ Mot).
A problem with the latter arrangements is that the program running time of the asynchronous main program controlling the fuel injection system varies
considerably. It can therefore happen that the
"FBAUE" is connected to a relatively high actual value of tL and can thus lead in this case to a value for ti which is too high. The length of an "increased" injection pulse ti is thus dependent on detection and program running times. On the other hand it is conceivable that cases could arise in which the
"normally" calculated output ti remains too small because of extremely long program running times. The length of the first injection pulses (ti) following acceleration enrichment detection can thus be more dependent on the widely varying dynamics of the program than on the desired prescribed values of the practical application.
It is also known (U.S. 4 126 107) to provide, upon detection of an acceleration enrichment condition, one or more additional injection pulses (RTIBA) of fixed length, independently of the primary injection pulses (ti). A disadvantage of this arrangement is that the additional injection pulses are of fixed length and do not take account of prevailing operating conditions.
A further known system (U.S. 3 673 989) provides, upon detection of an acceleration enrichment
condition, a plurality of extra fixed length pulses in between normally calculated injection periods, the number of these pulses depending upon the demanded level of engine acceleration. Such a system has the disadvantage that it does not take into account the prevailing engine load and/or engine speed.
In a further known system, illustrated in Fig.3 of the accompanying drawings, a plurality of intermediate injections RTIBA are output in between and in addition to normally calculated injection periods ti (= tL .FBA + ts) until the rotational speed of the engine has exceeded a threshold, which can be freely selected per datum. During this time, the intermediate injections RTIBA achieve an excess quantity of injected fuel. However, both the excess quantity as well as the break-off criterion, after fulfilment of which only normally calculated TL periods are output, are formed by relatively rough methods in this known technique, which do not adapt the fuel enrichment sufficiently accurately to the acceleration demanded.
It is an object of the present invention to provide an acceleration enrichment arrangement which improves on the known arrangements and which is particularly suitable for use with injection systems of the type equipped with hot-wire air quantity detectors where the reaction times between hot-wire voltage (air requirement) and the calculation of the associated load tL, as well as the calculated tL and the output of ti using this value of tL, are
considerable, sometimes perhaps of the order of 120 ms so that, in the event of rapid transition operations, this can lead to driving errors, or depending on the dimensioning of the acceleration enrichment data, to poor exhaust gas emission conditions.
Advantages of the Invention
The above object is achieved by adopting the features set forth in the characterising part of claim 1. This has the advantage that the first X
acceleration enrichment injections are clearly
defined, being dependent not on load (TL) which takes some time to calculate, but rather on "load substitute variables" (such as engine speed n, hot wire voltage ULHM and change of hot wire voltage ΔULHM) which are available much more rapidly. X is a freely
programmable datum. The initial injections do of course also depend, as in previous cases, on the engine temperature℧mot.
Drawings
The invention is described further, by way of example only, with reference to the accompanying drawings, in which:-
Fig.1 is a graphical representation of the operation of one known arrangement for achieving acceleration enrichment (BA); Fig.2 is a graphical representation of the
operation of an embodiment in accordance with the present invention; and
Fig.3 is a graphical representation of the
operation of a second known arrangement.
In systems in accordance with the present
invention, the reaction times which a computer
requires to detect an actual basic duration of
injection (= load) tL are eliminated in that, once an acceleration requirement has been detected, initial injection pulses RTIBA are output in synchronism with the ignition pulses # . The lengths of these initial pulses RTIBA are independent of engine load TL but are arranged to be dependent upon "load substitute
variables" such as the prevailing hot-wire voltage
(ULHM), change in hot-wire voltage (ΔULHM) and engine speed (n). Thus, the load replacement variable RTIBA - f (℧Mot, n, ULHM, ΔULHM). It will be noted that the latter variables are available at the instant of acceleration enrichment detection. The length of the initial injection pulses is obtained in the simplest way in that the values of tables, which are dependent on℧mot, n, ULHM, AULHM and are filed in the data region of the system, are traced (in part without interpolation) and linked to one another. In this way, long calculations of the load are avoided.
The maximum number of initial injection pulses RTIBA determined in this way is freely selectable. The length of the initial injections RTIBA, which are dependent on the motor temperature℧mot , as well as on the "load substitute variables" of the speed n, ULHM, ΔULHM, can be determined very quickly by accessing the table. Thus, such initial injections can be provided for the next X 180° crankshaft rotations or X 360° crankshaft rotations (X being freely selectable).
Subsequently, following completion of X crankshaft revolutions (180 or 360°), the "normally calculated" injection period ti is output again every 360°
(crankshaft angle) in the normal manner in accordance with equation (1), i.e.:
tinorm = tL.FBA. πFkorr + ts
where π/Fkorr is a mathematical expression for the product of all other correction factors.
However, should the "normally calculated" value of ti become larger than the "initial injections RTIBA" (load replacement variables), then tinorm is
immediately adapted, even if the preselected number of initial injections has not been reached. The dynamics of the control system is then once again able to cope with the external dynamic requirements.
Thus, the first X acceleration enrichment output values are clearly defined and applicable virtually immediately. They are not dependent on load tL, but on "load substitute variables", which are available more rapidly.
Referring to Fig.2 of the drawings, in the
illustrated case, three initial injections RTIBA occur before the normally calculated value of ti becomes greater than the initial pulses RTIBA, i.e.
ti > RTIBA = f (℧Mot, n, ULHM, Δ ULHM) The fourth injection pulse is then a "normally calculated" enrichment pulse in accordance with equation (1).
In practice the following initial injections (RTIBA) have been found appropriate:
RTIBA = f (ULHM, ℧Mot)
(ULHM) for ℧Mot < ℧threshold
RTIBA = (ULHM).a for ℧Mot > ℧threShold
where a < 1. ....................................................................................................

Claims

1. A method of acceleration enrichment in an internal combustion engine fuel injection system of the type having a plurality of injection valves for the injection of fuel into the inlet manifold of the engine and which are adapted to be opened for variable periods (ti) every 360° of crankshaft rotation in dependence upon engine load conditions, a hot-wire air quantity sensor for use in calculating prevailing engine load conditions, and means for providing fuel enrichment (BA) by extra operation of the injection valves when a predetermined acceleration condition of the engine is detected, characterised in that,
following detection of an acceleration enrichment requirement, one or more of the normal injections (ti) are replaced by initial injections (RTIBA) for the next X 180° or 360° crankshaft rotations, the or each of whose lengths (RTIBA) is independent of engine load (TL) but is dependent upon engine variables ( ℧Mot, n, ULHM, ΔULHM) which are available at the instant of detection of the acceleration enrichment requirement and wherein, following completion of said X 180° or 360° crankshaft rotations, or if the normally
calculated injection period (ti) based on engine load has become greater than the length of the initial injection or injections (RTIBA), then the normally calculated value (ti) is again adopted and used each 360°.
2. A method of acceleration enrichment as claimed in claim 1, wherein the length of the initial
injection or injections (RTIBA), dependent on the engine temperature as well as on the "load substitute variables" of the speed n, hot wire voltage ULHM, change in hot wire voltage Δ ULHM, are determined from stored look-up tables.
..............................................................................................................................
EP19890901062 1988-12-09 1988-12-09 Method for acceleration enrichment in fuel injection systems Expired EP0398903B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP1988/001131 WO1990006430A1 (en) 1988-12-09 1988-12-09 Method for acceleration enrichment in fuel injection systems

Publications (2)

Publication Number Publication Date
EP0398903A1 true EP0398903A1 (en) 1990-11-28
EP0398903B1 EP0398903B1 (en) 1992-06-17

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ID=8165350

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19890901062 Expired EP0398903B1 (en) 1988-12-09 1988-12-09 Method for acceleration enrichment in fuel injection systems

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EP (1) EP0398903B1 (en)
DE (1) DE3872260T2 (en)
WO (1) WO1990006430A1 (en)

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US6235313B1 (en) 1992-04-24 2001-05-22 Brown University Research Foundation Bioadhesive microspheres and their use as drug delivery and imaging systems
WO1995003035A1 (en) * 1993-07-23 1995-02-02 Massachusetts Institute Of Technology Polymerized liposomes with enhanced stability for oral delivery
US6004534A (en) * 1993-07-23 1999-12-21 Massachusetts Institute Of Technology Targeted polymerized liposomes for improved drug delivery
GB2309798A (en) * 1996-02-01 1997-08-06 Ford Motor Co Fuel metering system
US6060082A (en) 1997-04-18 2000-05-09 Massachusetts Institute Of Technology Polymerized liposomes targeted to M cells and useful for oral or mucosal drug delivery
US9492400B2 (en) 2004-11-04 2016-11-15 Massachusetts Institute Of Technology Coated controlled release polymer particles as efficient oral delivery vehicles for biopharmaceuticals
US9267937B2 (en) 2005-12-15 2016-02-23 Massachusetts Institute Of Technology System for screening particles
WO2007150030A2 (en) 2006-06-23 2007-12-27 Massachusetts Institute Of Technology Microfluidic synthesis of organic nanoparticles
WO2008098165A2 (en) 2007-02-09 2008-08-14 Massachusetts Institute Of Technology Oscillating cell culture bioreactor
WO2008124632A1 (en) 2007-04-04 2008-10-16 Massachusetts Institute Of Technology Amphiphilic compound assisted nanoparticles for targeted delivery
JP2011500569A (en) 2007-10-12 2011-01-06 マサチューセッツ インスティテュート オブ テクノロジー Vaccine nanotechnology
US8591905B2 (en) 2008-10-12 2013-11-26 The Brigham And Women's Hospital, Inc. Nicotine immunonanotherapeutics
US8277812B2 (en) 2008-10-12 2012-10-02 Massachusetts Institute Of Technology Immunonanotherapeutics that provide IgG humoral response without T-cell antigen

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JPS60104732A (en) * 1983-11-11 1985-06-10 Nec Corp Acceleration correcting apparatus for engine
JPH0765527B2 (en) * 1986-09-01 1995-07-19 株式会社日立製作所 Fuel control method

Non-Patent Citations (1)

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Title
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Also Published As

Publication number Publication date
WO1990006430A1 (en) 1990-06-14
EP0398903B1 (en) 1992-06-17
DE3872260T2 (en) 1992-12-24
DE3872260D1 (en) 1992-07-23

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