US3742919A - Injection type fuel feeder - Google Patents

Injection type fuel feeder Download PDF

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Publication number
US3742919A
US3742919A US00097885A US3742919DA US3742919A US 3742919 A US3742919 A US 3742919A US 00097885 A US00097885 A US 00097885A US 3742919D A US3742919D A US 3742919DA US 3742919 A US3742919 A US 3742919A
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timing
signal
condition
engine
value
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US00097885A
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English (en)
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S Suda
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Hitachi Ltd
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Hitachi Ltd
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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

Definitions

  • ABSTRACT I An injection type fuel feeder for automotive vehicles in [52] [1.8. CL... 123/32 EA, 123/119 R, 123/140 M which the injection time of the fuel is computed on the [51] Int. Cl.
  • FIG 7b E OUT fat! INVENTOR.
  • This invention relates to injection type fuel feeders for automotive vehicle engines and more specifically to injection fuel feeders capable of effectively adjusting the fuel feed from an economical output region to the high output region of such engines to compensate for various engine conditions.
  • the injection fuel feeder associated with electrical control means is operated in such a manner that the conditions for determining the fuel feed to an internal combustion engine are converted into electric signals, from which an output signal having a time width corresponding to the amount of fuel to be supplied to the engine is derived through computation, the fuel injection valve then being opened by said output signal to insure that an adequate amount of fuel is sup plied to the engine based on a function of time.
  • the present invention provides such an injection fuel feeder arrangement which serves to control the amount of fuel supplied to the engine as a function of time in accordance with such engine conditions as engine speed in revolutions per minute, engine temperature and manifold pressure. More particularly, the present invention provides such control over the fuel injection by relatively simple and reliable means which effect a smooth control on a continuous basis between respective feed rates based on manifold pressure.
  • FIG. 1 is a block diagram showing a conventional electric control system for an injection type fuel feeder
  • FIG. 2 is a schematic circuit diagram showing a conventional control computing means
  • FIGS. 3(a) and 3(b) are characteristic diagrams explaining the operation of the circuit of FIG. 2;
  • FIG. 4 is a diagram showing the characteristics of fuel feed versus engine manifold negative pressure
  • FIG. 5 is a schematic circuit diagram showing another conventional control computing means
  • FIG. 6 is a diagram showing the fuel feed characteristics of an injection fuel feeder embodying this invention.
  • FIG. 7(a) and 7( b) are diagrams which aid in explanation of the control operation characteristics of the present invention.
  • FIG. 8 is a schematic circuit diagram of a control arrangement in accordance with the present invention.
  • a fuel feeder including a plurality of engine condition detectors comprising a negative pressure detector 1 for converting the engine manifold negative pressure P into an electric condition signal; an engine speed detector 2 for converting the number of engine revolutions per minute (r.p.m.) N into an electric condition signal; a temperature detector 3 for converting the engine temperature T into an electric condition signal; a trigger pulse generator 4 for generating a signal at a desired time for triggering the condition signals of detectors 1, 2 and 3 to start fuel injection into the engine; and a time signal generator 5 actuated by the trigger signal of generator 4 to generate a sawtooth wave time signal.
  • a negative pressure detector 1 for converting the engine manifold negative pressure P into an electric condition signal
  • an engine speed detector 2 for converting the number of engine revolutions per minute (r.p.m.) N into an electric condition signal
  • a temperature detector 3 for converting the engine temperature T into an electric condition signal
  • a trigger pulse generator 4 for generating a signal at a desired time for triggering the condition signals
  • An adding signal level detector 6 receives the outputs from the detectors 1, 2 and 3, and is also supplied with the time signal from the generator 5, thus producing an output with a time width starting from the time at which the trigger signal is generated to the time at which the sum of the condition signals and time signal reaches a particular detection level.
  • a fuel injection valve 7 is opened in response to the output signal from the detector 6, whereby the necessary amount of fuel is supplied to the engine.
  • a circuit comprising an Esaki diode 8 and a transistor 9, as shown in FIG. 2, is effectively used for said level detector 6.
  • the Esaki diode 8 is connected in parallel between the base and emitter of the grounded-emitter transistor 9 with the same polarity direction.
  • the collector of transistor 9 is connected to an output terminal 10 and also to a power source circuit 12 via a resistor 11; and, the base of the transistor is connected to an input terminal 13, to which a negative detection signal voltage E revolution number detection signal voltage E temperature detection signal voltage E and time signal voltage E, are applied via resistors 14, 15, 16, and 17.
  • a trigger signal terminal 4' receiving the output of pulse generator 4 is connected to the input terminal 13.
  • the duration of the fuel feeding period depends on the level of the conditional signal current, and hence, the amount of the injected fuel supply can be controlled according to the conditions of the engine. This operation will be more specifically described with reference to FIGS. 3(a) and 3(b).
  • I denotes the signal current flowing for the period t from the time at which the fuel injection is desired to be started, and I, indicates the conditional signal current.
  • I indicates the conditional signal current.
  • the combined current (I, I,) flowing into the Esaki diode 8 form the input terminal 13 should become I,,.
  • an output signal voltage E is delivered at the output terminal 10 as shown in FIG. 3(b), in the region wherein the combined current I is smaller than the peak value I,,.
  • the amount of fuel supply can be determined as a function of time t,.
  • conditional signal current T When the conditional signal current T, is changed to a conditional signal current I, due to a condition change of the engine, the combined current I is accordingly changed to I,,.
  • time t taken for the Esaki diode 8 to reach its peak value I, is changed to and the amount of fuel supply is also changed due to the resulting variation in the period of opening of the injection valve 7.
  • the fuel feed is controlled according to engine conditions.
  • the fuel feed Q at an engine manifold negative pressure P should be controlled so as to be increased in the region of small engine manifold negative pressure P, as seen in FIG. 4. More specifically, the region in which the engine manifold negative pressure P is relatively large represents the medium output region or, in other words, this region is the normal operating region of the motor vehicle engine. In this region, the fuel feed Q is determined from an economical point of view. On the other hand, the region in which the engine manifold negative pressure is small is indicative of the need for a large output form the engine. In this region, therefore Q is determined so as to be able to deliver the maximum output without taking requirements of economy into consideration.
  • the desired characteristics for a fuel feed operation as described above can be obtained through the arrangement as illustrated in FIG. 5, wherein the resistors 14 and for applying a negative pressure detection signal voltage [3,, and revolution number detection signal voltage E to the input terminal 13 are changed over to the resistors 14' and 15', respectively, by the switching contacts 18 and I9 actuated in accordance with the engine manifold negative pressure P, and the fuel feed is controlled according to the resistance values of the resistors 14 and 15'.
  • the conversion coefficient of the conditional signal current can be changed by changing said resistance values.
  • the absolute value of the conversion coefficient is inevitably changed abruptly with this arrangement to thereby cause a skip in the control and introduce a shock into the normal flow of fuel.
  • the fuel feed characteristics which have been described by referring to FIG. 4 are ones determined from design requirements. Substantially, the fuel feed characteristics at the engine manifold negative pressure P for the maximum output is indicated by the dotted line 1 and for the economical output by the dotted line 12, as shown in FIG. 6. Therefore, to change over the operating characteristics from for the maximum output to another for economical output at the engine manifold negative pressure P, it is ideal to employ the characteristic shown by the full line It is desirable that the characteristic change-over from the dotted lines 1 to 12 be done continuously with a certain time lag so as not to cause an operating shock.
  • This fuel feed characteristic change-over can be realized by suitably deterrnining the conversion coefficient of the time signal versus time lapse in the manner described above with reference to FIGS. 1 through 3.
  • the conversion coefficient of the time signal is changed over at the engine manifold negative pressure P, so that the time signal current I, is switched to I, as shown in FIG. 7(a), and the conversion coefficient of the time signal current I, is determined so that the fuel feed characteristics at the engine manifold negative pressure P take the form of the dotted line 1 and that of I, is determined so that the fuel feed characteristics take the form of 12.
  • the reference 22 denotes a PNP transistor controlled at a constant current.
  • the emitter of this transistor is connected to a power source line 24 via a resistor 23, and the collector is connected to an output terminal 25 and also to ground via a capacitor 26.
  • the base of transistor 22 is connected to the power source line 24 via a resistor 27 and also to the voltage dividing point between voltage dividing resistors 29 and 30 via a zener diode 28, the resistors 29 and 30 being connected in series between the power line 24 and ground.
  • a compensating resistor 31 is connected in parallel to the voltage dividing resistor 29 through switch 32, which is closed when the engine manifold negative pressure P is below the value P, by a diaphragm 33 operated by the engine manifold negative pressure P.
  • a delay capacitor 34 is connected in parallel to the voltage dividing resistor 30. The purpose of this delay capacitor is to prevent abrupt voltage variation produced at the voltage dividing point when the switch 32 is actuated.
  • the numeral 35 represents an NPN transistor for returning the voltage at the time signal output terminal to zero at a desired time so as to start fuel injection again; the collector is connected to the power line 24 via a resistor 36 and is connected in the forward direction to the collector of the transistor 22 via a diode 37. The base of the transistor is connected to a trigger input terminal 39 via a resistor 38.
  • the base potential of the transistor 22 to which the voltage divided through the resistor 27 and zener diode 28 is applied is kept constant at a relatively small value.
  • the collector current takes the form of a constant current from which the capacitor 26 is charged.
  • the transistor 35 is rendered conductive and the charge across the capacitor 26 is discharged to ground via the diode 37 and the transistor 35.
  • the time signal voltage E at the output terminal 25 becomes zero.
  • the transistor 35 becomes nonconducting, the capacitor 26 is charged by the constant collector current of the transistor 22, the terminal voltage is increased, and the time signal voltage E is delivered as a function of time from the time signal output terminal 25.
  • the diaphragm device 33 is actuated to close the switch 32, the resistor 31 is connected in parallel to the voltage dividing resistor 29, and the terminal voltage of the resistor 31 is reduced.
  • the reduced value of this terminal voltage serves to increase the base potential of the transistor 22. Consequently, the set value of the constant current flowing in the collector of the transistor 22 is reduced, the voltage charge across the capacitor 26 (namely, the output voltage E at the output terminal 25) is also reduced, and thus the time signal current conversion from I, to I, occurs, as shown in FIG. 7(a).
  • an Esaki diode and transistors are used as the adding level detector 6.
  • a circuit such as an operational amplifier circuit, capable of adding a plurality of input signals, such as a conditional signal or signals and a time signal, may be used as the level detecting circuit 6 with the present invention, or a circuit in which either the time signal or conditional signal is used for biasing the detected level may be used.
  • time signal generating means used for the above-described embodiment may be modified according to the requirements of a particular application other than the one mentioned herein.
  • the conversion coefficient of the time signal versus time lapse is changed by the use of a specific engine manifold negative pressure, and thus the fuel feed characteristics can be compensated by simple procedures.
  • a fuel feed control system for controlling the supply of fuel fed to an engine in accordance with at least one engine operating condition, comprising condition detecting means for generating an electrical condition signal corresponding to the level of engine manifold pressure,
  • timing means for periodically generating a timing signal having a linearly increasing amplitude with time
  • level detecting means responsive to the sum of said condition and timing signals for generating a fuel control signal whose duration equals the time required for the sum of said condition and timing signals to reach a prescribed value
  • timing means including control means responsive to one given value of engine manifold pressure forming a critical point between the economical output region and the high output region of the engine operating characteristic for adjusting the rate of change of said timing signal from a first value to a second value.
  • level detecting means includes summing means for summing said condition signal and said timing signal and switching means responsive to said summed signal value for providing said fuel control signal for all levels of said summed signal value below a given limit.
  • condition detecting means generates a plurality of condition signals relating to different engine conditions and said summing means sums all of said condition signals with said timing signal.
  • control means in said timing means includes delay means for gradually adjusting the rate of change of said timing signal upon detection of said given value of engine manifold pressure.
  • timing means includes a pulse generator and a timing signal generating circuit responsive to the output of said pulse generator for generating a sawtooth wave timing signal.
  • timing signal generating circuit includes a timing capacitor connected to a constant current source and means responsive to the output of said pulse generator for periodically discharging said timing capacitor, said control means including means responsive to said change'in engine manifold pressure for changing the level of the current generated by said constant current source.
  • level detecting means includes summing means for summing said condition signal and said timing signal and switching means responsive to said summed signal value for providing said fuel control signal for all levels of said summed signal value below a given limit.
  • condition detecting means generates a plurality of condition signals relating to different engine conditions and said summary means sums all of said condition signals with said timing signal.
  • said level detecting means comprises a plurality of resistances connecting a plurality of input terminals to a common summing point, an Esaki diode connected between said summing point and ground, and a transistor having its base connected to said summing point, its collector connected through a resistance to a power source and its emitter connected to ground, said timing means being connected to apply said timing signal to one of said input terminals and said condition detecting means applying a plurality of condition signals relating to different engine conditions to the remaining input terminals.
  • timing means comprises a timing capacitor connected in series with a transistor constant current source, a pulse generator, a transistor switch connected to said pulse generator and said timing capacitor for periodically discharging said timing capacitor, and means for changing the level of said constant current source including a delay capacitor for effecting a delay in the change of current level of said constant current source.
  • a fuel feed control system for controlling the supply of fuel fed to an engine in accordance with at least one engine operating condition, comprising condition detecting means for generating an electrical condition signal corresponding to said engine operating condition, said condition signal corresponding to a condition selected from the group consisting of manifold pressure, engine temperature and engine speed,
  • timing means for periodically generating a timing signal having a linearly increasing amplitude with time, said timing means including a pulse generator and a timing signal generating circuit responsive to the output of said pulse generator for generating a sawtooth wave timing signal, and
  • level detecting means responsive to the sum of said condition and timing signals for generating a fuel control signal whose duration equals the time required for the sum of said condition and timing signals to reach a prescribed value
  • said timing means further including control means responsive to one given value of engine manifold pressure forming a critical point between the economical output region and the high output region of the engine operating characteristic for adjusting the rate of change of said timing signal from a first value for said economical output region to a second value for said high output region, said control means including delay means for gradually transferring the rate of said timing signal upon detection of said critical point from said first value for said economical output region to said second value for said high output region.

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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)
US00097885A 1969-12-12 1970-12-14 Injection type fuel feeder Expired - Lifetime US3742919A (en)

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3919981A (en) * 1970-12-28 1975-11-18 Bendix Corp Circuit for providing electronic enrichment fuel compensation in an electronic fuel control system
US3971348A (en) * 1974-05-08 1976-07-27 International Harvester Company Computer means for sequential fuel injection
USRE29060E (en) * 1970-01-20 1976-12-07 The Bendix Corporation Circuit for providing electronic warm-up enrichment fuel compensation which is independent of intake manifold pressure in an electronic fuel control system
US4015563A (en) * 1974-09-23 1977-04-05 Robert Bosch G.M.B.H. Stabilized fuel injection system
US4157701A (en) * 1977-06-15 1979-06-12 Hewitt John T Diesel engine control means
US4314538A (en) * 1972-02-15 1982-02-09 The Bendix Corporation Electronic fuel control system including electronic means for providing a continuous variable correction factor
US4811231A (en) * 1984-04-27 1989-03-07 Mazda Motor Corporation Apparatus for controlling fuel injection and swirl motion of air in internal combustion engine

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2644094A (en) * 1949-04-27 1953-06-30 Kellogg M W Co Pulse generator
US3272187A (en) * 1963-09-09 1966-09-13 Ass Eng Ltd Fuel injection systems for internal combustion engines
US3314407A (en) * 1964-09-28 1967-04-18 Holley Carburetor Co Electronic advance for engine ignition systems
US3372680A (en) * 1965-02-11 1968-03-12 Bosch Gmbh Robert Time control circuit for fuel injection system
US3456628A (en) * 1966-04-13 1969-07-22 Sopromi Soc Proc Modern Inject High-speed fuel injection system
US3464396A (en) * 1966-08-31 1969-09-02 Bosch Gmbh Robert Impulse generator
US3612009A (en) * 1968-08-28 1971-10-12 Toyota Motor Co Ltd Fuel injection synchronizing system
US3645240A (en) * 1969-02-26 1972-02-29 Sopromi Soc Proc Modern Inject Electronic control system for internal combustion engine injectors

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2644094A (en) * 1949-04-27 1953-06-30 Kellogg M W Co Pulse generator
US3272187A (en) * 1963-09-09 1966-09-13 Ass Eng Ltd Fuel injection systems for internal combustion engines
US3314407A (en) * 1964-09-28 1967-04-18 Holley Carburetor Co Electronic advance for engine ignition systems
US3372680A (en) * 1965-02-11 1968-03-12 Bosch Gmbh Robert Time control circuit for fuel injection system
US3456628A (en) * 1966-04-13 1969-07-22 Sopromi Soc Proc Modern Inject High-speed fuel injection system
US3464396A (en) * 1966-08-31 1969-09-02 Bosch Gmbh Robert Impulse generator
US3612009A (en) * 1968-08-28 1971-10-12 Toyota Motor Co Ltd Fuel injection synchronizing system
US3645240A (en) * 1969-02-26 1972-02-29 Sopromi Soc Proc Modern Inject Electronic control system for internal combustion engine injectors

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USRE29060E (en) * 1970-01-20 1976-12-07 The Bendix Corporation Circuit for providing electronic warm-up enrichment fuel compensation which is independent of intake manifold pressure in an electronic fuel control system
US3919981A (en) * 1970-12-28 1975-11-18 Bendix Corp Circuit for providing electronic enrichment fuel compensation in an electronic fuel control system
US4314538A (en) * 1972-02-15 1982-02-09 The Bendix Corporation Electronic fuel control system including electronic means for providing a continuous variable correction factor
US3971348A (en) * 1974-05-08 1976-07-27 International Harvester Company Computer means for sequential fuel injection
US4015563A (en) * 1974-09-23 1977-04-05 Robert Bosch G.M.B.H. Stabilized fuel injection system
US4157701A (en) * 1977-06-15 1979-06-12 Hewitt John T Diesel engine control means
US4811231A (en) * 1984-04-27 1989-03-07 Mazda Motor Corporation Apparatus for controlling fuel injection and swirl motion of air in internal combustion engine

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Publication number Publication date
DE2061242B2 (de) 1973-08-02
DE2061242C3 (de) 1974-03-07
DE2061242A1 (de) 1971-08-26

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