US3575146A - Fuel injection system for an internal combustion engine - Google Patents

Fuel injection system for an internal combustion engine Download PDF

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Publication number
US3575146A
US3575146A US797175A US3575146DA US3575146A US 3575146 A US3575146 A US 3575146A US 797175 A US797175 A US 797175A US 3575146D A US3575146D A US 3575146DA US 3575146 A US3575146 A US 3575146A
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engine
voltage
responsive
fuel injection
cylinder
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John Rogers Creighton
Cormac Garrett O'neill
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Physics International Co
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Physics International Co
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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
    • F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
    • F02D41/365—Controlling fuel injection of the low pressure type with means for controlling distribution with means for controlling timing and distribution
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load

Definitions

  • a fuel injection system for diesel engines comprising an electronic control system for controlling fuel injection pumps made with electrostrictive material, to provide proper pilot injection of fuel followed by main fuel injection.
  • the total fuel that has been injected during the delay period tends to ignite instantly giving a high rate of rise of cylinder pressure and a high peak pressure, producing a characteristic diesel knock and heavily stressing components of the engine such as the piston, wrist pin, connecting rod, largeand small-end bearings and the crankshaft.
  • peak cylinder pressure achieved dictates the strength and weight of the engine components mentioned above. These components have a cumulative influence on operating limitations since, for example, a stiffer piston pin boss will increase piston weight demanding increases in small end diameter, connecting rod section, big-end bearing area, and a heavier crankshaft.
  • the increased reciprocating weight requires heavy crankshaft balance weights which in turn reduce the natural frequency of torsional vibration of the crankshaft and reduce the limit of rotational speed at which it may be operated.
  • peak cylinder pressure and rate of pressure rise are parameters that presently set the design boundaries for diesel engine operation, limit the specific power output that may be obtained, and restrict application to vehicles where noise and roughness may be tolerated.
  • crank angle Factors influencing the crank angle that was rotated whilst ignition delay occurred, such as speed, fuel cetane rating, cylinder head temperature, etc., had little or no effect on the desired timing of the main injection which was dependent principally on theinjection pressure and degree of atomization achieved. Consequently, whilst the first or pilot injection required to be variable in relation to crank angle, the second or main injection was preferably fixed in relation to crank angle.
  • a second method utilized a fuel pump cam having two lift periods. Jerk pumps are typically driven by cams which must accelerate the pump plunger to a working velocity and a spring mechanism is arranged to decelerate the plunger to zero velocity at full stroke, then to accelerate it again, while the cam form provides final deceleration to zero at the completion of the return stroke.
  • the pump discharges fuel only after attaining maximum (or close to maximum) velocity. This provision is effected by the plunger edge occluding a spill-port at about a quarter of the stroke and reopening it upon completion of pumping, by the coincidence of a helical pressure relief groove cut in the plunger.
  • a third method of pilot injection which was used to employ a two-stage spill-cutoff by providing two relief grooves, one circumferential and one helical, thus producing one injection of a fixed quantity of fuel followed by a second injection of a variable quantity spaced from the first by a crank angle dependent upon the width of the first relief groove.
  • This method also suffered from the disadvantage described above, of having a pilot to main injection spacing fixed in crank angle and not in time. Applied to a fixed speed engine it gave good results but for vehicle applications it was inadequate.
  • This invention provides a novel and practical arrangement for injecting a pilot quantity of fuel with independent control of timing, duration and quantity of the pilot injection and of the lead or spacing of the pilot injection from the main injection. These parameters may be progressively and independently varied, if necessary, while the engine is operating, in response to combustion requirements.
  • This invention utilizes a pump employing an electroexpansive driver element, which may use piezoelectric material, and is exemplified in, for example, US. Pat. Nos. 3,354,327, 3,l50,592 or 3,l94,l 62. Such a pump is operated electrically and has the ability to respond to voltage pulses with delay periods typically varying down to I00 microseconds.
  • Operation of such a pump is controlled by circuitry which is operated to provide the correct timing of signals which establish pilot injection and the timing between pilot injection and main injection.
  • the basic timing requirements are that main injection should occur at approximately a fixed crank angle, and that pilot injection occur at approximately a fixed time, but a varying crank angle, before main injection.
  • the timing signal for main injection can be obtained by a means exemplified by a cam, driven from the engine camshaft, and a switch means to initiate main injection at the desired crank angle.
  • pilot timing cannot be obtained directly from a cam on a variable speed engine because the switch means will operate at a given crank angle, and the time between pilot injection and main injection would vary with engine speed.
  • this invention includes a Pilot Leadtime Computer, described below, which predicts the time of main injection and causes pilot injection to occur at a fixed time period before the predicted time of main injection.
  • Pilot Leadtime Computer herein exemplified by but not limited to analog electronic circuitry
  • Basic timing is obtained from a cam attached to the engine camshaft and three switch means, which may be mechanically operated, optically operated, or operated in any desired manner, herein designated Start Switch, Main Switch, and Reset Switch.
  • the switches are located so that a predetermined crank angle is rotated between closure of the start switch means and the main switch means and a possibly different crank angle is rotated between closure of the main switch means and the reset switch means. Closure of the main switch means initiates main injection.
  • Pulse shaping circuits generate pulses at the moment of closure of the switch means and these pulses are used to initiate action in the computer circuitry.
  • the leadtime computer on a given cycle, generates, by means of a first voltage ramp generator, a voltage proportional to the time between closure of the start switch means and the main switch means. This voltage is stored in a sample and hold circuit to be used on the next cycle of the engine. This stored voltage is used to predict on the next cycle the time interval between closure of the start switch means and main injection (i.e. of main switch closure).
  • the computer also generates a pilot lead voltage proportional to the desired fixed time interval between pilot and main injection. This pilot lead voltage is subtracted from the stored voltage by electronic or other means to give a resultant voltage proportional to the computed time between closure of the start switch means and the instant at which pilot injection should occur.
  • the pilot lead voltage is derived from a circuit having a number of input settings both manually and automatically regulated.
  • a setting is provided for adjustment, at the engine manufacturers plant, of the basic pilot leadtime found suitable for quiet operation of the engine on a fuel of known cetane value. This setting adjusts by resistive or other means, the voltage level obtained from the vehicle's voltage regulator to produce a voltage proportional to the desired pilot leadtime.
  • a further circuit provides adjustment for fuels of different cetane number and manual selection is provided for a range of cetane values commonly encountered in vehicle fuels. The voltage output of this output is proportional to the change in pilot leadtime that is desirable with fuels differing in cetane value from a datum test fuel.
  • a further circuit is provided for adjustment of pilot leadtime with the engine's cylinder head temperature.
  • a temperature sensitive element fitted to the cylinder head automatically modifies the voltage obtained from the vehicle's voltage regulator to produce a voltage adjustment proportional to the change in desired pilot leadtime that occurs with cylinder head temperature changes.
  • a further circuit is provided to accept signals from any engine parameter found from tests to influence ignition delay time. Such an influence may, for example, be produced by engine speed, as a secondary effect, owing to the reduction in air charge heat loss as speed increases.
  • a second ramp voltage generator generates a voltage proportional to the time elapsed since closure of the start switch means, the constant of proportionally being the same as that of the first ramp voltage generator.
  • This second ramp voltage, proportional to time since closure of the start switch means is continuously compared with the resultant voltage proportional to the computed time between closure of the start switch means and the required instant of pilot injection.
  • a pilot, high voltage, pulse generator is actuated which enables the electroexpansive material pump to provide pilot injection to the cylinder.
  • Voltage comparison is performed by means of known voltage comparator circuits or other desired means.
  • a pilot suppression switch is included to suppress pilot injection during starting or at any other time that pilot injection suppression is desired.
  • Closure of the reset switch means occurs after main injection, and causes the output of the first and second voltage ramp generators to be reset to zero volts and to remain at zero volts until the next closure of the start switch means.
  • pilot injection suppression switch When starting, a pilot injection suppression switch is opened to prevent pilot injection from occurring because the pilot computer on first starting would signal injection at the point of closure of the start switch means and might cause a reverse kick on the crankshaft whilst the starter is engaged.
  • the main fuel injection will, at all times except when starting the engine, occur at the same crank angle.
  • the crank angle relative to the main fuel injection at which the pilot fuel injection should occur varies in accordance with the speed of the engine and other factors.
  • FIG. 1 is a block schematic diagram exemplary of an arrangement in accordance with this invention for fuel injection control.
  • a four cylinder engine is taken by way of example, and not by way of a limitation.
  • FIGS. 1A and 1B are a block schematic diagram of the fuel injection control circuit required for each cylinder in accordance with this invention.
  • FIG. 2 is a timing chart showing the sequence of events in FIG. 2. The engine is shown accelerating to show how voltage levels change with speed.
  • FIG. 3 is a block schematic diagram illustrating a fuel control governor which may be used with this invention.
  • FIG. 4 is a block schematic diagram illustrating, by way of example, a four cylinder embodiment of the invention.
  • FIG. 5 is a block schematic diagram illustrating a simplified arrangement of a four cylinder embodiment of the invention.
  • FIG. 2 shows a timing chart which should also be considered.
  • An engine-driven cam 30 is assigned to each fuel injection control circuit. Associated with the cam is a start switch 32, a main switch 34, and a reset switch 35. These are cam-driven switches. Switch 32 is shown in its operated position and switches 34 and 35 are shown in the unoperated position. Closure occurs on the trailing edge of the cam lobe.
  • the cam surface and the positioning therealong of the cam switches for operation thereby is determined as follows.
  • the main cam switch 34 is positioned so that it is operated substantially at the proper and customary crankshaft angle for obtaining the main fuel injection.
  • the start cam switch is positioned in advance of the main cam switch a distance which will provide the largest crank angle desired for the pilot fuel injection to occur before main fuel injection at the fastest engine speed.
  • the reset cam switch 35 is positioned to operate after main injection and before closure of the start switch on the next cycle.
  • start switch 32 When operated, start switch 32 applies a voltage from a voltage regulated power supply 33 taking current from the vehicle's electrical system, to a pulse shaping circuit 40, which respectively generates a pulse at the moment of switch closure. This is represented as waveform 40A in FIG. 2. This pulse is applied to a first ramp voltage generator 42 and also to a second ramp voltage generator 44. In response both the first ramp voltage generator 42 and the second ramp voltage generator 44 are triggered into starting the generation of a ramp voltage. See waveforms 42A and 44A in H6. 2.
  • the main switch 34 is operated by the cam 30 and applies a voltage from the voltage regulated power supply 33 to a pulse shaping circuit 46, which applies a pulse (see waveform 46A in H0. 2) to the ramp voltage generator 42 causing it to stop. lts output is now a voltage proportional to the time between closure of start switch 32 and closure of main switch 34.
  • the pulse from the main pulse shaping circuit 46 is applied, with a short delay (up to microseconds), by delay circuit 48, to a sample and hold circuit 50, commanding it to sample.
  • the sample and hold circuit 50 receives a sample command pulse, it rapidly sets itself at a voltage equal to the output voltage of ramp generator 42 and remains at that voltage until commanded to sample again. (See waveform 50A in FIG. 2.)
  • the output of the main pulse shaping circuit 46 is also used to initiate main fuel injection in a manner to be described below.
  • the output of the sample and hold circuit 50 which has an amplitude proportional to the time between closures of the start switch 32 and main switch 34, is applied to a subtractor circuit 52 which subtracts from it a voltage proportional to the desired time between pilot and main injection giving resultant (waveform 52A shown in H6. 2 and designated V,,).
  • This voltage is established by adding voltages from a factory set voltage source 54, a fuel cetane number voltage source 56, a voltage established by an engine temperature sensor 58, and a voltage representing any other engine variable, from a source 60, which can be converted to an electrical signal by means of a transducer and which it may be desired to have considered.
  • the above voltage sources 54, 56, 58 and 60 may be derived from resistors, fixed or variable, connected to voltage regulated power supply 33; or may be derived from any other transducer with an electrical output. These voltages are applied to summing amplifier 62, whose output, designated as V;,, is the sum of the input voltages.
  • V the output of the summing amplifier 62
  • the system is designed such that the output of the summing amplifier 62 is a voltage proportional to the proper time between pilot and main injection for the engine variables at that instant.
  • This voltage is applied to the subtractor 52 which subtracts if from the voltage proportional to the time between closure of the start switch 32 and the main switch 34 which is designated as V
  • the subtractor 52 applies its output voltage, V,,, proportional to the difference between the input voltages V, and V to a comparator circuit 62, of a known type.
  • the comparator circuit compares the output voltage of ramp generator 44, designated as V,, with the output voltage V of the subtractor 52 such that when voltage V is less than voltage V, the output voltage V, will be at some preset low or negative voltage, but when voltage V, is greater than voltage V, the output voltage V of the comparator circuit will be some preset high value. At the point when voltage V increases to equal voltage V, the output voltage V will change rapidly from the preset low to the preset high voltage.
  • a pulse shaping circuit 64 shapes the comparator output voltage into a pulse to trigger pilot injection in a manner described below.
  • avoltage is applied to the pulse shaping circuit 46, which in response, delivers a pulse to a cold start switch 66, as well as to ramp generator 42, and to sample and hold circuit 50, as described above.
  • the applied pulse is transmitted to an amplifier 68, of the main power supply unit.
  • the pulse may be applied to time delay circuits 72 and 74 by the operation of an ambient temperature sensitive switch element as well as by time delay circuit 70.
  • Time delays 70, 72 and 74 have fixed delay times set to provide retardation of injection to produce injection closer to piston top dead center under cold starting conditions. Time delays 72, 74, etc., are
  • a temperature sensitive switch 110 to provide for multiple main injections on a single cycle of the engine at cranking speed.
  • the delay time of time delays 72,74 are set to the shortest interval required for the main power supply unit to recharge its capacitor after the previous injection.
  • the outputs of time delay circuits 70, 72, 74 are all applied to amplifier 68.
  • the reset switch 35 is operated by the cam 30 such that it closes after both pilot and main injections are completed, but before closure of the start switch 32 on the next cycle. Closure of the reset switch 35 applied a voltage from the voltage regulated power supply 33 to the reset pulse shaping circuit 80, which generates a reset pulse in response thereto. This pulse is applied to ramp generators 42 and 44 to reset their respective outputs to zero volts, in preparation for the next cycle.
  • Timing signals are generated by the pilot time computer, which has been described above. These timing signals are applied to the switch 92, which actually switches electrical energy from the pilot power supply into the electroexpansive pump 82.
  • the pilot power supply unit obtains electrical power from the vehicle's electrical power system (not shown). This power is converted to the proper voltage and power level for pilot injection by the pilot power supply 84.
  • the actual voltage level of the pilot power supply 84 is set by the pilot quantity adjust circuit 86, which may be preset at the factory with possible corrections for engine operating conditions.
  • the pilot quantity adjust 86 may be a voltage regulator of a type suitable for operation with automobile engines.
  • the output of the pulse shaping circuit 64 is applied to an amplifier 88.
  • This amplifier amplifies the trigger signal to the proper voltage level to trigger an electronic switch 92.
  • the pulse from the amplifier 88 is applied through a pilot suppression switch 90 to the electronic switch 92 and a pilot pulse width control circuit 94.
  • This pilot suppression switch 90 When the pilot suppression switch 90 is open there will be no pilot fuel injection.
  • This pilot suppression switch may be connected to the starter solenoid or to the operator's controls in such a manner that it will be operated to suppress pilot injection when such suppression is found desirable; for example, during starting as already described.
  • the pilot pulse width control circuit is a fixed time delay circuit of a well-known type, such as a one shot circuit, and applies the trigger pulse after time delay to the trigger of an electronic switch 96.
  • the electronic switch 92 receives a trigger pulse, the switch is made conductive and enables voltage from the pilot power supply to charge the electroexpansive element pump to approximate the voltage generated in the pilot power supply. This causes pilot fuel injection to occur. After the electroexpansive element pump 82 is charged to the voltage of the pilot power supply 84, the electronic switch 92 is automatically turned off.
  • pilot pulse width control 94 The delayed pilot trigger from pilot pulse width control 94 is then applied to electronic switch 96, causing it to conduct.
  • This switch serves the function of discharging the electrical charge from the electroexpansive pump 82, thus ending pilot injection.
  • the electronic switches may be thyratrons or silicon-controlled rectifiers, for example.
  • Power from the vehicle's electrical system feeds a main injection power supply 100, which converts this power to the proper voltage and current for the main injection phase of the electroexpansive element pump.
  • a pulse is received by the amplifier 68 from the main pulse shaping circuit 46.
  • the amplifier 68 amplifies this trigger pulse to the proper level to trigger electronic switch 102 and to drive the main pulse width control circuit 104.
  • This is a time delay circuit of a known type similar to the circuit 94, and may be preset at the factory.
  • main pulse width control circuit 104 applies a trigger pulse to an electronic switch 106 which then conducts and removes the electrical charge from the pump 82 terminating main fuel injection.
  • the system described above is for a single cylinder engine but may be extended to a multicylinder engine by having one such system for each cylinder of the engine. This does not exclude the possibility that some components of the system may be shared by a number of cylinders and need not be duplicated.
  • the quantity of fuel which is injected by the electroexpansive pump may be determined either by the amplitude of the voltage applied thereto from the main injection power supply, on the length of time this voltage is applied. This is true whether the pump is operated in response to a single pulse or in response to a plurality of pulses supplied during the main fuel injection interval. Since with different conditions of engine speed and load, it is necessary to vary the amount of fuel supplied a fuel control governor apparatus 108 is provided. Normally the amount of fuel supplied to the engine is controlled by a foot pedal which is represented by operator's control 109.
  • the operators control apparatus may be a potential source across which is a potentiometer, or voltage divider which can be varied in response to a foot pedal, to produce an output signal in response to which the fuel control governor 108 can determine the main injector power supply output voltage or the delay interval of the main pulse width control circuit or both.
  • the fuel control and governor apparatus can include linkages which vary potentiometer values within the main injection power supply or main pulse width control circuit itself, whereby these are controlled for the purposes intended.
  • Such controlled power supplies and variable delay circuits are known and commercially purchasable.
  • the fuel control governor 108 may have an additional input from the main pulse shaping circuit 46 for the purpose of smoke limitation.
  • This input is a voltage proportional to the speed of the engine and is used to program the quantity of fuel to be supplied to the engine.
  • the function of such programming is to provide speed governing or to prevent the emission of exhaust smoke by limiting maximum fuel in a predetermined relationship with engine speed.
  • Such governing is performed with presenbday diesel engines in which the maximum amount of fuel for a given engine speed is limited or governed.
  • FIG. 3 The details of a preferred arrangement for a fuel control governor 108, which has smoke control capability are shown in FIG. 3.
  • start switch 32 and main switch 34 are spaced to be operated responsive to the cam 30, so that the time interval therebetween at maximum engine speed is slightly larger than the maximum time interval desired between pilot and main fuel injection.
  • the time interval between switches grows larger with diminishing engine speed since the start and main switch positions are fixed.
  • Ramp generator 42 is used to generate a voltage, the amplitude of which represents the time interval between closures of switches 32 and 34. This voltage is diminished by another voltage whose amplitude represent the desired time interval between pilot and main injection and is the net output of a pilot fuel injection control constants circuit. The resultant voltage represents the predicted desirable time lapse between closure of switch 32 and the instant of pilot injection on the next engine cycle.
  • the second ramp generator 44 together with the comparator 62 cooperate to identify the point in time at which this time interval has elapsed and to signal initiation of pilot injection. Since one cannot compute the pilot leadtime and then go back in time before a main injection to produce a pilot fuel injection at the interval computed, the computed pilot injection lead interval is converted to a computed pilot injection lag interval after the next closure in sequence of the start switch 32. Since there is essentially no large time difference between adjacent cycles of engine operation, the fact that the pilot injection lagtime is computed from a time interval measured in the preceding cycle of engine operation has no significant effect upon the accuracy of the computatton.
  • the aschematic circuit illustrative of a fuel control and governor 108 is shown in FIG. 3.
  • a pulse from main pulse shaping circuit 46 is applied to an electronic tachometer 110.
  • This may be a well-known type of tachometer such as a monostable multivibrator and averaging circuit in accordance with tachometers which are commercially available. Other types of electrical or electronic tachometers may be used.
  • the output of this tachometer is a voltage proportional to actual engine speed. This voltage is applied to a comparator circuit 112 which compares this with a voltage from a source 114 which is proportional to the maximum desired engine speed.
  • the comparator output goes negative and therefore a negative voltage is applied to an amplifier 116 through a diode 117 and resistor 118.
  • Diode 117 becomes conductive and the resulting voltage drop at the input to the amplifier 116 is determined by the relative values of series connected resistances I18 and 120 and the gain of comparator 112.
  • the drop in voltage at the input to amplifier 116 as the speed approaches the maximum value limits the quantity of fuel so that the engine will not exceed the preset maximum speed.
  • the output of the comparator 112 is positive. Diode 117 does not conduct and the comparator output does not affect the amplifier.
  • the voltage proportional to speed from the tachometer is also applied to a programmed nonlinear network 122 of a well-known type, such as the resistor diode networks commonly used in analog computers for producing an output voltage having a predetermined amplitude relationship with an input voltage amplitude.
  • the programmed nonlinear network 102 is programmed so that the amount of fuel injected per stroke will not be so much as to cause smoke. This limit is a function of engine speed and is programmed at the factory.
  • the voltage out of the programmed nonlinear network 122 is connected through a diode to the output of the amplifier 116, thus limiting the output so that it can be less than the programmed limit but never greater.
  • the diode 125 becomes conductive causing a voltage drop across resistor 124 and thus reducing voltage to the main injection power supply.
  • the amount of fuel injected will be proportional to the output of amplifier 116.
  • the primary control of the output of amplifier 116 is the operator's control 109 which is applied to the input of amplifier 116.
  • the output of the amplifier, and therefore the quantity of fuel injected will be proportional to the operator's control unless the speed approaches closely to the preset maximum or the quantity of fuel approaches the programmed limit. In either of these two cases, the output will be limited by the governor or the programmed smoke limit control.
  • the operator's control may be connected to control speed rather than quantity of fuel.
  • the operator's control can be connected to comparator 112 in place of the maximum speed setting in such a way that maximum speed will never be exceeded.
  • Fuel quantity is automatically increased until the engine reaches the smoke limit.
  • the gain of the comparators can be set to give a smooth control.
  • FIG. 4! An embodiment of the pilot leadtime computer showing the specific structure required for a four cylinder engine is shown in FIG. 4!.
  • the numbering in FIG. 41 is the same as the numbering in FIGS. 1A and 1B for identically functioning structures except that the duplicated devices are shown with a, b and c following the numbers.
  • the power handling part of the circuit consisting of the pilot and main injection power suppl' ies, the electronic switches and the pulse width controls are not shown in FIG. 4.
  • the components of the power unit which must be duplicated for each cylinder are electronic switches 92, 96, 102 and 166; amplifiers 66 and 5%; pilot pulse width control QMmain pulse width control 166, and the electroexpansive pump 82.
  • the pilot power supply 64, the pilot quantity adjust 66 and the main injection power supply 106 and the fuel control 166 need not be duplicated for each cylinder.
  • pilot leadtime computer Certain components of the pilot leadtime computer are duplicated for each cylinder. They are: the main switch 5 the pulse shaping circuit 46, the ramp generator M, the comparator 62 and the pulse shaping circuit 641. The other components of the pilot leadtime computer are not duplicated. A separate pilot suppression switch 9 0 is required for each cylinder.
  • the switches Ma, 34b, 34k and 36d serve as main injection switches for the corresponding cylinders. These switches are disposed at equal angular intervals, 360 divided by the number of cylinders, apart (i.e. 90 on a four cylinder engine) and are operated by cam 36 driven by a A crank speed shaft. These switches also serve the function of the start switch (switch 32 in FIG. 2) for the next cylinder in the firing order. That is, switch serves as the start switch for the first cylinder and also as the main and the reset switch for the preceeding cylinder in the firing sequence. Because these switch closures are spaced at equal angular intervals of crank rotation, the time intervals between the first pair and the last pair in the firing sequence in any one cycle of the engine will be substantially equal.
  • Switches which now has the same function as switch 32 in FIG. 11A, causes pulse shaping circuit 46d to emit a pulse which starts ramp generator 42.
  • a later closure of switch Ma causes the ramp generator to stop and commands the sample and hold circuit 50 to sample the output of the ramp generator.
  • the factory preset voltage proportional to the desired lead time, coming out of amplifier 62 is subtracted from the voltage out of the sample and hold circuit 56 by the subtractor circuit 52 giving a resulting voltage V which is proportional to the time interval between closure of the start switch and the computed instant of pilot injection.
  • This voltage V is applied to the comparators 62a, 62b, 62c and 62d for all four cylinders.
  • the computing cycle is completed by closure of switch 34b which causes the ramp generator 36 to be reset.
  • the voltage V is computed once per cycle of the engine and is used to fix the instant of pilot injection for each of the four cylinders.
  • the timing of pilot injection for the first cylinder is determined in the following manner. Closure of switch 34d applies a voltage to pulse shaping circuit 6611 which in turn applies a pulse to ramp generator Ma and this pulse starts the voltage ramp operation.
  • the voltage output of ramp generator M0 is proportional to the time elapsed since closure of switch 34d and is applied to a comparator 62a. When this voltage reaches the level of voltage V. out of the subtractor, the output of the comparator 62a goes from a low level to a high level. This high level voltage is applied to the pulse shaping circuit 641a which forms a trigger pulse to initiate pilot fuel injection in cylinder No. 1.
  • the cam 30 causes switch 34a to close applying a voltage level to pulse shaping circuit 46a which generates a pulse which then initiates main fuel injection for cylinder No. 1.
  • This pulse which occurs upon closure of switch 34a, is also used to start the ramp generator 44b for the cylinder next in firing order, and to reset the ramp generator 44a in preparation for the next start signal on cylinder No. 1.
  • the ramp generators Mb, 46c, 44d, comparators 62b, 62c, 62d, and pulse shaping circuits 64b, 64c, 64d follow, for each cylinder, the same operation cycle as described for cylinder No. 1.
  • Each cylinder uses the computed voltage V, which is computed to be proportional to the time interval between closure of a start switch corresponding to that cylinder and the desired instant for pilot injection for that cylinder at the prevailing speed and operating conditions of the engine. 7
  • Switches 1341a, 134b, 134a and 134:! are single-pole doublethrow switches each having a front contact respectively connected to pulse shaping circuits 146a, 146b, 1460, 146d respectively and a back contact connected to AND gates 148a, b, 1484: and 14811 respectively. Closure of switch 1360 to its front contact applies a voltage level to pulse shaping circuit ll.
  • the output pulse from the pulse shaping circuit is used to initiate main fuel injection for the corresponding cylinder and is also applied to the OR gate 149.
  • a pulse is derived from the OR gate whenever there is a pulse on any of its four inputs (from any one of pulse shaping circuits 14611,...146d).
  • the pulse out of the OR gate 149 is applied to the sample and hold circuit 156 in response to which it samples the voltage of ramp generator 152, and holds this voltage level.
  • the output of the OR gate 150 is also applied to a time delay circuit 154 which has a time delay (of a few microseconds) long enough for the sample and hold circuit 150 to complete its sample before the ramp generator 152 is reset.
  • the ramp generator 152 is reset by the output from the time delay circuit 154 and this output is also applied to time delay circuit 156, which has a time delay longer than the time required to reset the ramp generator (less than 1 millisecond).
  • the ramp generator 152 is enabled to start a new ramp voltage which will be proportional to the time interval elapsed since the closure of switches 136a, minus the sum of the time delay intervals established by delay circuits.
  • the output of the ramp generator is sampled and stored again. This sample voltage is now proportional to the time interval between closure of two adjacent switches (134a, 1341b) minus the sum of the time delay intervals.
  • This voltage is applied to subtractor 156.
  • the voltage proportional to the computed leadtime derived from summing amplifier 62 is subtracted and the resultant is the voltage V...
  • the voltage V is then l l compared, by comparator lot) with the output voltage of ramp generator 152.
  • a voltage is applied to pulse shaper 162 which can provide a pilot trigger pulse at the instant that the two voltages are equal (i.e. at the computed instant for pilot injection).
  • the process of comparison eliminates the effects of the time delays on the output of the ramp generator 152, so long as the time delays remain constant from cycle to cycle.
  • a pilot trigger pulse is generated at a common connection for each closure of one of the switches 1340, 134b, 1340, 134d.
  • This pulse must be applied to the correct cylinder, which is the function of the AND gates, 148a, 148b, 148e, 148d.
  • the voltage level to select the proper cylinder is obtained by a cam 130 that rotates at half crankshaft speed and has a dwell duration slightly less than the angular spacing between switches 1340, 134b, 1346, 134d.
  • the cam lobe is adjusted so that only one switch is lifted by the cam at any given time to close to its back contact thus selecting a corresponding one of the AND gates to emit a pulse when a signal appears at its other input.
  • FIG. shows the cam 130 in such a position that the back contacts of switch 13 3b are closed selecting and opening AND gate M8b.
  • the pilot pulse would pass through AND gate 148! to initiate pilot injection in the corresponding cylinder, but the pilot pulse would be blocked by the other AND gates which are still closed.
  • switch l34b will close to the front contacts and switch 1340 will close its back contacts. It will then be the only switch with its back contacts closed and only AND gate 148c will be opened so that the next pilot pulse will be steered to the cylinder corresponding to AND gate Mfic.
  • the operation of the remaining switches to generate main injection pulses and to enable the correct one of the AND gates should now be apparent.
  • a fuel injection system for an internal combustion engine of the compression ignition type which drives a crankshaft comprising:
  • an electroexpansive fuel injection pump for each cylinder first means operated responsive to said engine for generating, independently of any crankshaft angle but at a substantially fixed time prior to the time of generating a second control signal, a first control signal timed for and representative of a pilot fuel injection for each cylinder,
  • said second means includes a second switch means and there are cam means driven responsive to said engine for successively operating said first and second switch means,
  • a fuel injection system for an internal combustion engine as recited in claim 2 wherein said means operative responsive to operation of said first and second switch means for generating said first voltage is a first ramp voltage generator
  • said means for stopping operation of said first ramp voltage generator responsive to operation of said second switch means, said means for converting said resultant voltage to a first control signal includes a second ramp voltage generator
  • comparator means for comparing said resultant voltage amplitude with said second ramp voltage amplitude and providing a first control signal as an output when the amplitudes are equal.
  • a fuel injection system as recited in claim 1 wherein there is included means for disabling said first means during engine startup time, and means operative upon engine startup and responsive to the temperature of said engine for delaying the application of said second control signal to said means for operating said electroexpansive pump by an interval required to compensate for the effects of said engine temperature.
  • a fuel injection system as recited in claim 1 wherein said second means operated responsive to said engine for generating a second control signal timed for and representative of a main fuel injection for each cylinder includes a switch means for and associated with each cylinder,
  • each said switch means operated responsive to operation of each said switch means for generating a second control signal for the associated cylinder.
  • each second ramp voltage generator responsive to the operation of a switch means associated with the same cylinder as said second ramp voltage generator
  • comparator means for each cylinder for comparing the amplitude of said voltage difference signal with the output of each said second ramp voltage generator and generating a first control signal for the cylinder when said amplitudes are substantially equal.
  • a fuel injection system as recited in claim 7 including switch means operative responsive to engine startup for preventing application of the first control signal to each serial means for operating said electroexpansive pump for each cylinder during engine startup time.
  • a fuel injection system as recited in claim 7 wherein said means for generating an engine constant voltage includes means for generating a first voltage responsive to engine temperature, a second means for generating a second voltage responsive to fuel cetane number, means for generating a third voltage responsive to engine constants and means for combining said first, second and third voltages to produce said engine constant voltage.
  • each said first means operated responsive to said engine for generating a first controlled signal timed for and representative of a pilot fuel injection for each cylinder includes:
  • OR gate means to the input of which each of said second control signals are applied
  • a second delay circuit having its input connected to the first delay circuit output and having a longer delay time than said first delay circuit
  • a fuel injection system as recited in claim lll wherein said means for directing said first control signal to a selected one of said means for operating an electroexpansive pump responsive to a first control signal for a cylinder includes:
  • a fuel injection system for an internal combustion engine of the compression ignition type comprising:
  • comparator means for each cylinder for comparing said resultant voltage with the output of the second ramp generator for each cylinder and providing a pilot injection pulse signal when they have substantially the same amplitude
  • a fuel injection system for an internal combustion engine of the compression ignition type comprising:
  • each switch means having a first and second contact and swinger means for making connection with either said first or said second contact
  • sample and hold means responsive to said first pulse to sample and hold the output of said ramp voltage generator
  • first time delay means for resetting the ramp generator responsive to a first pulse after a first predetermined time delay
  • second time delay means for initiating operation of said ramp generator responsive to the output of said first time delay means after a second predetermined time delay
  • comparing means for comparing the output of said ramp volta e generator with said resultant volta e and provi mg a pilot lead pulse signal output w en the amplitudes are substantially the same,

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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)
US797175A 1969-02-06 1969-02-06 Fuel injection system for an internal combustion engine Expired - Lifetime US3575146A (en)

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Cited By (31)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3707950A (en) * 1968-10-25 1973-01-02 Bosch Gmbh Robert Electronic control system for internal combustion engines
US3710766A (en) * 1970-05-14 1973-01-16 Acf Ind Inc Electronic fuel injection system
US3731664A (en) * 1971-03-10 1973-05-08 Nippon Denso Co Control voltage generator for electrical fuel control system
US3759231A (en) * 1970-05-07 1973-09-18 Nippon Denso Co Electrical fuel injection control system for internal combustion engines
US3796197A (en) * 1970-03-12 1974-03-12 Bosch Gmbh Robert Electronic regulator with fuel injection control for diesel engines
US3800749A (en) * 1970-08-14 1974-04-02 Sofredi Apparatus for regulating the duration of a square-wave signal in an electronic injection control installation for diesel engines
US3990412A (en) * 1969-04-05 1976-11-09 Robert Bosch G.M.B.H. Injection control system for an internal combustion engine
US4331119A (en) * 1979-04-09 1982-05-25 Chrysler Corporation Fuel injection system and control valve for multi-cylinder engines
US4333434A (en) * 1977-10-31 1982-06-08 Chrysler Corporation Fuel injection system, control valve and electronic control circuit
US4351295A (en) * 1978-02-15 1982-09-28 Centro Ricerche Fiat S.P.A. Fuel injection method
WO1982003888A1 (en) * 1981-05-04 1982-11-11 Alexander Goloff Adjustable pilot injection for fuel injection apparatus
US4372273A (en) * 1981-04-01 1983-02-08 The Bendix Corporation Quadrature trigger system for sequential fuel injection
DE3437053A1 (de) * 1983-12-08 1985-06-20 Toyota Jidosha K.K., Toyota, Aichi Diesel-brennstoffeinspritzpumpe
US4542725A (en) * 1983-08-17 1985-09-24 Nissan Motor Company, Limited Fuel injection rate control system for an internal combustion engine
US4576137A (en) * 1981-06-19 1986-03-18 Yanmar Diesel Engine Co., Ltd. Gas-diesel dual fuel engine
US4603674A (en) * 1981-06-19 1986-08-05 Yanmar Diesel Engine Co., Ltd. Gas-diesel dual fuel engine
US4688536A (en) * 1985-06-28 1987-08-25 Toyota Jidosha Kabushiki Kaisha Drive circuit for an electrostrictive actuator in a fuel injection valve
US4704999A (en) * 1985-06-04 1987-11-10 Nippon Soken, Inc. Fuel injection control for diesel engine
US5058537A (en) * 1989-04-21 1991-10-22 Paul Marius A Optimized high pressure internal combustion engines
US5165373A (en) * 1991-05-24 1992-11-24 Cheng Dah Y Electro-thermal pulsed fuel injector and system
US5462030A (en) * 1994-05-31 1995-10-31 Caterpillar Inc. Encapsulated adjustable rate shaping device for a fuel injection system
US5622053A (en) * 1994-09-30 1997-04-22 Cooper Cameron Corporation Turbocharged natural gas engine control system
US6125816A (en) * 1997-09-01 2000-10-03 Suzuki Motor Corporation Cylinder injection system engine
US6279538B1 (en) * 1998-08-22 2001-08-28 Daimlerchrysler Ag Method for evaluating an ion current signal of a self-igniting internal combustion engine
US6516773B2 (en) * 2001-05-03 2003-02-11 Caterpillar Inc Method and apparatus for adjusting the injection current duration of each fuel shot in a multiple fuel injection event to compensate for inherent injector delay
US20030164166A1 (en) * 2002-03-01 2003-09-04 Katsuhiko Takeuchi Fuel injection control system for engine
US6644280B2 (en) * 2000-10-17 2003-11-11 Robert Bosch Gmbh Method for injection fuel, with multiple triggering of a control valve
US20100023240A1 (en) * 2008-07-22 2010-01-28 Gm Global Technology Operations, Inc. Method for controlling combustion noise in a compression-ignition engine
US20100030453A1 (en) * 2006-06-02 2010-02-04 Yanmar Co., Ltd. Cetane Number Detection Means and Engine Having the Cetane Number Detection Means
CN1982676B (zh) * 2005-12-13 2010-11-24 日产自动车株式会社 发动机燃料喷射控制方法和设备
US20150090217A1 (en) * 2013-09-30 2015-04-02 Kabushiki Kaisha Toyota Jidoshokki Fuel injection control apparatus and compression ignition type internal combustion engine

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Cited By (39)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3707950A (en) * 1968-10-25 1973-01-02 Bosch Gmbh Robert Electronic control system for internal combustion engines
US3990412A (en) * 1969-04-05 1976-11-09 Robert Bosch G.M.B.H. Injection control system for an internal combustion engine
US3796197A (en) * 1970-03-12 1974-03-12 Bosch Gmbh Robert Electronic regulator with fuel injection control for diesel engines
US3759231A (en) * 1970-05-07 1973-09-18 Nippon Denso Co Electrical fuel injection control system for internal combustion engines
US3710766A (en) * 1970-05-14 1973-01-16 Acf Ind Inc Electronic fuel injection system
US3800749A (en) * 1970-08-14 1974-04-02 Sofredi Apparatus for regulating the duration of a square-wave signal in an electronic injection control installation for diesel engines
US3731664A (en) * 1971-03-10 1973-05-08 Nippon Denso Co Control voltage generator for electrical fuel control system
US4333434A (en) * 1977-10-31 1982-06-08 Chrysler Corporation Fuel injection system, control valve and electronic control circuit
US4351295A (en) * 1978-02-15 1982-09-28 Centro Ricerche Fiat S.P.A. Fuel injection method
US4331119A (en) * 1979-04-09 1982-05-25 Chrysler Corporation Fuel injection system and control valve for multi-cylinder engines
US4372273A (en) * 1981-04-01 1983-02-08 The Bendix Corporation Quadrature trigger system for sequential fuel injection
WO1982003888A1 (en) * 1981-05-04 1982-11-11 Alexander Goloff Adjustable pilot injection for fuel injection apparatus
US4576137A (en) * 1981-06-19 1986-03-18 Yanmar Diesel Engine Co., Ltd. Gas-diesel dual fuel engine
US4603674A (en) * 1981-06-19 1986-08-05 Yanmar Diesel Engine Co., Ltd. Gas-diesel dual fuel engine
US4542725A (en) * 1983-08-17 1985-09-24 Nissan Motor Company, Limited Fuel injection rate control system for an internal combustion engine
DE3437053C3 (de) * 1983-12-08 1999-02-25 Toyota Motor Co Ltd Diesel-Kraftstoffeinspritzpumpe
DE3437053A1 (de) * 1983-12-08 1985-06-20 Toyota Jidosha K.K., Toyota, Aichi Diesel-brennstoffeinspritzpumpe
US4704999A (en) * 1985-06-04 1987-11-10 Nippon Soken, Inc. Fuel injection control for diesel engine
US4688536A (en) * 1985-06-28 1987-08-25 Toyota Jidosha Kabushiki Kaisha Drive circuit for an electrostrictive actuator in a fuel injection valve
US5058537A (en) * 1989-04-21 1991-10-22 Paul Marius A Optimized high pressure internal combustion engines
US5165373A (en) * 1991-05-24 1992-11-24 Cheng Dah Y Electro-thermal pulsed fuel injector and system
US6213089B1 (en) * 1991-05-24 2001-04-10 Dah Yu Cheng Electro-thermal pulsed fuel injector and system
US5462030A (en) * 1994-05-31 1995-10-31 Caterpillar Inc. Encapsulated adjustable rate shaping device for a fuel injection system
US5622053A (en) * 1994-09-30 1997-04-22 Cooper Cameron Corporation Turbocharged natural gas engine control system
US5791145A (en) * 1994-09-30 1998-08-11 Cooper Cameron Corporation Natural gas engine control system
US6125816A (en) * 1997-09-01 2000-10-03 Suzuki Motor Corporation Cylinder injection system engine
US6279538B1 (en) * 1998-08-22 2001-08-28 Daimlerchrysler Ag Method for evaluating an ion current signal of a self-igniting internal combustion engine
US6644280B2 (en) * 2000-10-17 2003-11-11 Robert Bosch Gmbh Method for injection fuel, with multiple triggering of a control valve
US6516773B2 (en) * 2001-05-03 2003-02-11 Caterpillar Inc Method and apparatus for adjusting the injection current duration of each fuel shot in a multiple fuel injection event to compensate for inherent injector delay
US20030164166A1 (en) * 2002-03-01 2003-09-04 Katsuhiko Takeuchi Fuel injection control system for engine
US6755176B2 (en) * 2002-03-01 2004-06-29 Denso Corporation Fuel injection control system for engine
CN1982676B (zh) * 2005-12-13 2010-11-24 日产自动车株式会社 发动机燃料喷射控制方法和设备
US20100030453A1 (en) * 2006-06-02 2010-02-04 Yanmar Co., Ltd. Cetane Number Detection Means and Engine Having the Cetane Number Detection Means
US8060292B2 (en) * 2006-06-02 2011-11-15 Yanmar Co., Ltd. Cetane number detection means and engine having the cetane number detection means
CN101490398B (zh) * 2006-06-02 2012-11-28 洋马株式会社 十六烷值检测机构及设有该十六烷值检测机构的发动机
US20100023240A1 (en) * 2008-07-22 2010-01-28 Gm Global Technology Operations, Inc. Method for controlling combustion noise in a compression-ignition engine
US7904231B2 (en) * 2008-07-22 2011-03-08 GM Global Technology Operations LLC Method for controlling combustion noise in a compression-ignition engine
US20150090217A1 (en) * 2013-09-30 2015-04-02 Kabushiki Kaisha Toyota Jidoshokki Fuel injection control apparatus and compression ignition type internal combustion engine
US9677497B2 (en) * 2013-09-30 2017-06-13 Kabushiki Kaisha Toyota Jidoshokki Fuel injection control apparatus and compression ignition type internal combustion engine

Also Published As

Publication number Publication date
FR2033965A5 (enrdf_load_stackoverflow) 1970-12-04
ES375391A1 (es) 1972-05-01
SE368602B (enrdf_load_stackoverflow) 1974-07-08
DE2005484B2 (de) 1973-01-25
DE2005484A1 (de) 1970-08-20
GB1298763A (en) 1972-12-06

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