US3782338A

US3782338A - Fuel injection control arrangement for internal combustion engines

Info

Publication number: US3782338A
Application number: US00113268A
Authority: US
Inventors: F Hayashi; Y Mori
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 1970-02-06
Filing date: 1971-02-08
Publication date: 1974-01-01
Anticipated expiration: 1991-01-01
Also published as: DE2105394B2; DE2105394A1

Abstract

A fuel injection control arrangement for internal combustion engines, wherein a calculating circuit is triggered in response to a signal produced by the fuel-supply timing of the internal combustion engine, which determines the time required for injecting fuel in accordance with the engine operating condition at that time, and at the same time a plurality of gate circuits for controlling the electromagnetic valves associated with the cylinders to be supplied with fuel are selectively controlled in sequence by the signal, characterized in that, when the rotating speed of the engine exceeds a predetermined value, each of the gate circuits is controlled collectively by said signal and the duration for which the gate circuits are actuated is increased.

Description

mite States atent I 1 Hayashi et al. Jan. 1, 1974 FUEL INJECTION CONTROL 3,522,794 8/1970 Reichardt 123/32 EA ARRANGEMENT FOR INTERNAL COMBUSTION ENGINES Primary Examiner-Laurence M. Goodridge [75] Inventors: Fusao Hayashi; Yasunori Mori, both Attorney-Crag Antonen" Stewart &

of Hitachi, Japan [73] Assignee: Hitachi, Ltd., Tokyo, Japan [57] ABSTRACT [22] Filed: 8, 1971 A fuel injection control arrangement for internal cornbustlon engines, wherem a calculating clrcuit 1s mg- [21] PP N05 113,268 gered in response to a signal produced by the fuelsupply timing of the internal combustion engine, [30] Foreign Application Priority Data which determines the time required for injecting fuel Feb 6 970 1a an 45/9942 1n accordance with the engine operating cond1t1on at p that time, and at the same time a plurality of gate circuits for controlling the electromagnetic valves asso- 123/32 123/119 gg i f ciated with the cylinders to be supplied with fuel are I selectively controlled in Sequence y the signal, chap [58] Field of Search 123/32 EA, 119 acterized in that, when the rotating speed of the em [56] References Cited gine exceeds a predetermined value, each of the gate circuits is controlled collectively by said signal and the UNITED STATES PATENTS duration for which the gate circuits are actuated is in- 3,699,932 lO/l972 Aono et al l23/32 EA creased, 3,587,536 6/l97l Inoue et al 3,566,846 3/1971 Glockler 123/32 EA 16 Claims, 6 Drawing Figures 2o, l6 CALCULAT- ING CKT i: l?

IA AVAL 37 I8 [9 9 PATENTED 1 3. 782 338 CALCULAT- ING CKT INVENTORS FusAo HAYASHI AND lAsuNom Mom Craig, Hn/bnelll Stewart 1 1 MT!) R N 75 FUEL INJECTION CONTROL ARRANGEMENT FOR INTERNAL COMBUSTION ENGINES The present invention relates to a so-called fuel injection device in which the quantity of fuel to be supplied to an internal combustion engine is electrically controlled, the fuel being supplied by selectively opening an electromagnetic valve in accordance with the required operation.

In this type of device, the quantity of fuel to be supplied to the internal combustion engine is determined by the load on the engine, and the number of revolutions per minute, temperature, etc., of the engine. Accordingly, it is possible to control the-quantity of fuel to be supplied as a function of time by generating electric signals corresponding to such engine parameters under predetermined relations and detecting the signals by means of a calculating circuit, producing electric pulses from the detected signals having a time width corresponding to the required fuel supply, and controlling an electromagnetic valve in response to the electric pulses to regulate the supply of fuel.

In general, such a fuel injection device is used in multi-cylinder internal combustion engines, but it is difficult and costly to provide separate calculating circuits for each of the cylinders,'hence a measure is taken in which an output signal from the calculating circuit is distributed to a control circuit of the electromagnetic valve corresponding to the cylinders in which fuel is to be injected. Furthermore, if the distribution is effected for each of the cylinders respectively, the time width of injection is restricted athigh-speed rotation, so that steps are usually taken by which two or three cylinders with the electromagnetic valves corresponding to each of the cylinders are controlled in one lot, thus avoiding the time restriction due to the control responsibility of the electromagnetic valves. However, if it is desired to run the internal combustion engine at higher speed, or to reduce the production cost by reducing the control responsibility of the electromagnetic valves, the effect of time width appears. Due to this effect, the distributing time becomes shorter than the injection time width, so that the maximum injection time width cannot be larger than the distributing time, which may cause a lack in fuel supply.

In order to avoid such a disadvantage, if a certain number of electromagnetic valves for specific cylinders are to be collectively controlled, the distributing time is widened and the restriction of the injection time is avoided, but with the fuel injection by such a method of distribution, the timing is regulated for the suction stroke of a single cylinder corresponding to a plurality of electromagnetic valves which are collected together, and it follows that a fuel injection with a favorable timing for the other cylinders cannot be effected. Such a timing problem can be neglected for intermediate-or high-speed rotation, but when the rotation is effected at low speed or at lower temperatures, it can not be neglected because a phenomenon appears which causes an instability of rotation of the internal combustion engine affected by the vaporization factor.

The object of the present invention is to provide a device which eliminates the inconvenient fuel shortage which causes problems during high-speed operation especially in multicylinder internal combustion engines and which can appropriately respond to a broad range of operating characteristics.

Other objects, features and advantages of the invention will become apparent from the following description on an embodiment of the invention illustrated in the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIGS. la through 1d are fuel control time charts of the present invention.

FIG. 2 is a block diagram of the fuel injection control arrangement according to the invention; and

FIG. 3 is a schematic circuit diagram of the invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT The present invention will be described in detail with reference to the accompanying drawings. With respect to the fuel injection time charts shown in FIG. 1, an explanation will be made for the case of a four-cylinder internal combustion engine. In a fuel injection method relating to a four-cylinder internal combustion engine in which the ignition order of the cylinders is 1-3-4-2 (cylinders), for example, the electromagnetic valves corresponding to the first and the third cylinders are operated by the suction timing of the first cylinder, and the electromagnetic valves corresponding to the fourth and the second cylinders are operated by the suction timing of the fourth cylinder. The distributing signals D, and D are produced by switches operable in synchronism with the crank shaft, and are as shown in FIG. 1a. The distributing signal D opens a gate circuit of the electromagnetic valve corresponding to the first and the third cylinders with a pulse G1, as shown in FIG. 1b, and the distributing signal D opens a gate circuit of the electromagnetic valves corresponding to the fourth and the second cylinders with a pulse G4. At the same time, build-up voltages of both of the distributing signals D and D are differentiated and applied to the calculating circuit to excite it so as to form output signal P shown in FIG. 1c. The output signal P is divided into an output P,, which operates the electromagnetic valve corresponding to the first and the third cylinders, and an output P.,, which operates the electromagnetic valves corresponding to the fourth and the second cylinders. The operational output signal P, when it is made to have a constant time width (actually it varies) for the rotating speed of the internal combustion engine, falls within the time width of pulses G and G4 derived from distributing signals D and D in the intermediate or low speed region (I). However, in practice the time width of the distributing signals D and D increases or decreases in inverse proportion to the rotating speed of the engine, so that it becomes too small for the time width of the operational time signal P in the high speed region (ll). Accordingly, with this condition alone, a fuel injection time greater than the time width of the distributing signals D, and D cannot be obtained.

It is therefore provided in accordance with the present invention, to utilize a distributing means for control in the high speed region (II), by which means the distributing signal D and the gate signals G and G for example, are generated synchronously, and the gate pulses G, and G are widened by an amount G, and G greater than the time width of the distributing signal D,.

An example of such a control system will be explained with reference to the block diagram shown in FIG. 2. The output terminal of the calculating circuit l is connected to the input terminals of the gate circuits 2 and 3. The calculating circuit l is a conventional arrangement in fuel injection systems, providing a control output whose duration depends on various engine conditions. The output P, of gate circuit 2 is applied to transistor 6 operating the first and the third

electromagnetic valve coils

4 and 5, and the output P of gate circuit 3 is applied to transistor 9 operating the fourth and the second electromagnetic valve coils 7 and 8. Switching devices 10 and 11 produce the distributing signals D and D respectively, which signals are connected to the input terminals of the distributing circuit 12..This distributing circuit 12 receives the output signal of a speed detector 13 which detects the rotating speed of the internal combustion engine. When the value of the output of the detection 13 exceeds a predetermined value, the distributing circuit 12 receives an output signal from the voltage detector 14, and when the rotating speed of the engine is below a predetermined value, the distributing circuit merely converts the distributing signals D and D of the switches 10 and 11 into the gate signals G and 6,. However, when the speed of the engine is above said predetermined value, the circuit 12 generates only the gate signal 6,, and at the same time is switched to extend the time width by G',. Also at the moment of such a switching, the pulse generator 15 receives an output signal from the voltage detector 14 and generates a correcting signal P, and applies this signal to the transistor 9, independent of the gate circuit 3, to operate the electromagnetic valve coils 7 and 8. This is done, when the stage of the distributing circuit is changed immediately after the issue of the distributing signal D of the switch device 10, to ensure that the gate circuit 3 is not opened until the next distributing signal D is generated, and accordingly, fuel injection for the fourth and the second cylinders are omitted for one time, as seen in FIG. 1b.

An exemplary embodiment will be described with respect to an electrical circuit diagram shown in FIG. 3. The output terminal of the calculating circuit 1 is connected to the base of a PNP type transistor 6 through 1 series connected resistor 16 and diode l7 successively, and is further connected to the base of an NPN type transistor 9 through a resistor 18 and a diode 19. The emitters of both of the transistors 6 and 9 are grounded, and the collectors are connected respectively to the

electromagnetic valve coils

4 and 5 and the electromagnetic valve coils 7 and 8 through

resistors

20 and 21 thus forming a switching circuit for a current flowing therein.

A switch 10 is inserted between the resistor 23 connected to the power source line 22 and ground, the connecting point of the resistor 23 of the switch 10 is connected as a trigger input of the calculating circuit 1 through a differential circuit, comprising a condenser 24 and a resistor 25, and a diode 26, and at the same time is connected to the base of an NPN type transistor 29 through a diode 27 and a resistor 28. This transistor 29, which is used for reversing the characteristic, has its emitter grounded and its collector connected to the source line 22. At the same time the collector of transistor 29 is connected to the base of an NPN type transistor 32 through a resistor 31; The emitter of this transistor 32 is grounded, and the collector is connected to the power source line 22 through a resistor 33 and to the intermediate point between the resistor 16 and the diode 17 through a diode 34. During the conducting state of this transistor 32, the base circuit of the transistor 6 is grounded thereby to close the gate.

Another switch 11 for providing a distributing signal is inserted between the emitter of an NPN type transistor 35 and ground, and the common connecting point with the emitter is connected as a trigger input of said calculating circuit 1 through a differential circuit consisting of a condenser 36, a resistor 37 and a diode 38. The collector of the transistor 35 is connected to the power source line 22 through a resistor 39, and at the same time is connected to an intermediate connecting point between the resistor 18, said diode 19 and the diode 57 through a diode 40 so as to constitute a gate circuit for the base circuit of the transistor 9. The base of the transistor 35 is connected to the collector of a PNP type transistor 42 through a resistor 41, and when the rotating speed of the internal combustion engine is within the predetermined value, it is biased forwardly.

With such a circuit, when the switching devices 10 and 11 are closed, the

transistors

32 and 35 are in the conductive state respectively, the base circuit of the transistors 6 and 9 are in a grounded state through the

diodes

34 and 40 and the gate is closed. When, for example, the switching device 10 is opened, the transistor 29 becomes conductive, and the transistor 32 becomes non-conductive, and the gate of the transistor 6 is opened. At the same time the calculating circuit 1 is triggered through the differential circuit consisting of the condenser 24 and the condenser 25; thus, an operational output is produced, providing for conducting of the transistor 6 whose gate is opened, thereby passing a current through

electromagnetic valve coils

4 and 5 to inject fuel.

When the switch 10 is closed, and then the switch 11 is opened, the emitter of the transistor 35 is separated from ground, so that it becomes non-conductive. Accordingly, the gate of the transistor 9 is opened, and at the same time, the calculating circuit 1 is triggered through the differential circuit consisting of the condenser 36 and the resistor 37. Thus, an output is generated from calculating circuit 1, transistor 9 becomes conductive and the electromagnetic valve coils 7 and 8 are energized. Such fuel injection control is a fundamental to the operation in the region (I) controlling the first and the third cylinders, as well as the fourth and the second cylinders separately when the rotating speed of the internal combustion engine is below the predetermined value.

Now the fuel injection in the high-speed region (II) will be described. The numeral 43 designates a rotating speed detector associated with the internal combustion engine, in which an output voltage is generated which is proportional to the rotating speed by means of a tacho-generator, or the like, and is so connected that said voltage is applied to the emitter of the NPN type transistor 45 through a diode 44, and at the same time this emitter is grounded through a resistor 46. The numeral 47 designates a potentiometer-type resistor connected between the power source line 22 and ground, and the voltage-dividing terminal is connected to the base of said transistor 45 through a resistor 48, thereby supplying a forward biassing voltage thereto. The emitter of said transistor 42 is connected to the power source line 22, the base is connected to the collector of the transistor 45 through a resistor 49, and the collector is connected to the base of the transistor 45 through a resistor 50. At the same time the collector of transistor 42 is grounded through a series combination of resistors 51 and 52. The emitter of said transistor 45 is backwardly biassed by a voltage proportional to the rotating speed of the internal combustion engine, and the base is forwardly biassed by the divided voltage of the resistor 47, so that a level detecting circuit is formed.

When the rotating speed of the engine is lower than the predetermined value, the transistor 45 is in a conductive state, and when the speed is higher than the predetermined value, it is in a non-conductive state. The transistor 42 is in the same conductive state as the transistor 45; the resistor 50 connected between the collector and the base of the transistor 45 serves to regulate the hysteresis characteristics of the detecting circuit. The numeral 53 designates an NPN type transistor, and the base is connected to the intermediate point between the resistors 51 and 52. The emitter of transistor 53 is grounded, andthe collector is connected to the power source line 22 through a resistor 54; and at the same time the collector is connected to the base of an NPN type transistor 56 through a diode 55.

The emitter of this transistor 56 is connected to the collector of the transistor 32, and the collector is connected to the intermediate connecting point between the resistor 18 connected to the base of the transistor 9 and the diode 19 through a diode 57. Thus, when the base of this transistor 56 is in a forwardly biassed state, the gate circuit of the transistor 9 operates in synchronism with the operation of the transistor 32. The collector of the transistor 53 is connected as a discharge circuit fora condenser 60 for extending the gate time width through a diode58 and a resistor 59. One end of this condenser 60 is grounded, and the other end is connected to the base of the transistor 29 through

resistors

61 and 28. In this example, condenser 60 is connected to the output terminal of the diode 27, but by selecting the value of the resistor 59 to have a small value, and by selecting the value of the resistor 61 to be large, thus to quicken the discharge of the condenser 69 in the conductive state of the transistor 53, when the transistor 53 is in a non-conductive state, the discharge is prolonged by the base current (small) of the transistor 29. On the other hand for the period during which the transistor 29 is non-conductive (period when the gate is closed), when the transistor 53 is in a non-conductive state, the discharge of condenser 60 is a little more prolonged than the closing period of the switching device 10.

With such a circuit, when the rotating speed of an internal combustion engine is below a predetermined value, the output voltage of the rotating speed detector 43 is also small, so that the emitter-base of the transistor 45 is biassed forwardly and is in a conductive state, and therefore the

transistors

42 and 53 are in the conductive state. Thus the discharging time constant of the condenser 60 is sufficiently small, and the operation of the transistor follows the switching device 10. Also, the base of the transistor 56 is grounded and is in a nonconductive state, and further, the base of the transistor 35 is in the conductive state since it is forwardly biassed by the collector potential of the transistor 42, so that the transistor 35 also follows with the operation of the switching device 11.

However, when the rotating speed of the internal combustion engine exceeds the predetermined value, the emitter potential of the transistor 45 becomes high, causing it to become non-conductive, so that the

transistors

42 and 53 are biased to the non-conductive state. Consequently, a part of the discharge circuit of the condenser (the part where the time constant is small) is separated, so that the discharge forms the base current of the transistor 29. Thus, the period when the transistor 29 is non-conductive is prolonged with respect to the closing of the switching device 10. This prolonged time is the above-said gate time width G',, G'.,. Further, the base bias of the transistor 35 disappears as the transistor 42 becomes non-conductive, so that it also is biased to the non-conductive state, and the divided signal D, from the switch 11 cannot be obtained anymore. But at the same time with this, the

transistor 56 becomes conductive, and the gate in the gate circuit of the transistor 9 is controlled by the switch 10 together with the other transistor 6.

Next, a description will be made of the fuel injection correction in such a switching operation. The transistor 62 forms a switching element for producing a correcting signal P'.,. This transistor 62 is of the NPN type, the emitter is grounded, and the collector is connected to the power source line 22 through a resistor 63. At the same time the collector of transistor 62 is connected to the base of the transistor 9 through a diode 64. The base is connected to the power source line 22 through a resistor 65 to provide a forward biassing, and at the same time is connected to the collector of the transistor 42 through a condenser 66, thus causing the transistor 62 to become non-conductive temporarily at the switching whereby the transistor 9 is made conductive.

Namely, in the region (I), since the transistor 42 is in a conductive state, the condenser 66 is charged with a polarity as indicated, and the transistor 62 is forwardly biased through the resistor 65, so that it is in a conductive state. But when the operation is transferred to region (II), and as the transistor 42 becomes nonconductive, the lowering of voltage at the collector lowers the base potential of the transistor 62 through the condenser 66 and makes it non-conductive. The period of this non-conductive state is the period during which the condenser 66 is discharged and the base potential is restored to the original state. When the transistor 62 becomes non-conductive, the collector potential is increased and it is applied to the base of the transistor 9 through the diode 64 causing it to become con ductive.

In the above-described example, the switching of the region (II) is used only for detecting the rotating speed of the internal combustion engine, but in practice, variation in the injecting quantity due to the load of the 'internal combustion engine, and the variation in the injecting quantity due to the temperature of the internal combustion engine are the factors determining the time width of the operating output P, so that when such conditions are put into the condition of the switching, more appropriate control can be expected.

We claim:

1. In a fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine in response to engine conditions comprising calculating means for generating gating pulses having a duration corresponding to the fuel injection time required under detected engine conditions,

a plurality of injection valves, each injection valve controlling the fuel injection of a respective engine cylinder,

a plurality of gates, each gate applying said gating pulses to a respective group of injection valves so as to actuate said injection valves in groups in response to said calculating means,

distributing means responsive to the speed and timing of said engine for actuating said gates sequentially when the rotating speed of said internal combustion engine is below a predetermined value and collectively with the same timing when said rotating speed exceeds said predetermined value, and

speed detecting means coupled to said distributing means, having a hysteresis characteristic characterized in that said arrangement is provided with a pulse generator for supplying pulses into a group of injection valves independent of the gating pulses from the calculating means, in response to the speed detecting means when the engine rotating speed changes from a value below said predetermined level to a value exceeding said predetermined value.

2. A fuel injection control arrangement according to claim 1, wherein said gates are actuated by said distributing means for given time periods which are of greater duration than the duration of said gating pulses when said rotating speed is below said predetermined value, said distributing means including means for increasing the duration of said given time periods during which said gates are actuated by said distributing means when said rotating speed exceeds said predetermined value.

3. A fuel injection control arrangement according to claim 1, wherein said distributing means includes timing means responsive to the engine timing for generating cycle timing signals for each of said gates, a distributing circuit for normally applying said cycle timing signals to the respective gates to which they pertain in sequential order, and said speed detecting means includes speed responsive control means for actuating said distributing circuit to apply each of said cycle timing signals to all of the gates when said rotating speed exceeds said predetermined value.

4. A fuel injection control arrangement according to claim 3, wherein said timing means includes a plurality of switching devices responsive to engine rotation for generating said cycle timing signals in a sequential order.

5. A fuel injection control arrangement according to claim 4, wherein said speed responsive control means includes a speed detector providing a signal having a level proportional to the rotating speed of said engine and a level detector providing a control output when the output level of said speed detector exceeds a predetermined value.

6. A fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine in response to engine conditions comprising calculating means for generating gating pulses having a duration corresponding to the fuel injection time required under detected engine conditions,

a plurality of gates, each gate applying said gating pulses to a respective group of injection valves so as to actuate said injection valves in groups in response to said calculating means, and

than the duration of said gating pulses when said rotating speed is below said predetermined value, said distributing means including means for in-" creasing the duration of said given time periods during which said gates are actuated by said distributing means when said rotating speed exceeds said predetermined value wherein said distributing means includes pulse generating means for supplying pulses into a selected group of injectionvalues independent of the gating pulses from said calculating means when said engine speed changes from a value below said predetermined value to a value exceeding said predetermined value.

7. A fuel injection control arrangement according to claim 6, wherein said pulse from said pulse generating means operate at least one of said gates for up to one gate operating period when said rotating speed changes from a value below said predetermined value to a value exceeding said predetermined value.

8. A fuel injection control arrangement according to claim 6, wherein said distributing means includes timing means responsive to the engine timing for generating cycle timing signals for each of said gates, a distributing circuit for normally applying said cycle timing signals to the respective gatesto which they pertain in sequential order, and speed responsive control means for actuating said distributing circuit to apply each of said cycle timing signals to all of the gates when said rotating speed exceeds said predetermined value.

9. A fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine having a plurality of injection valves and associated valve actuator means for controlling the supply of fuel to said cylinders in response to engine conditions comprising:

first means for generating gating pulses having a duration corresponding to fuel injection time re quired under detected engine conditions;

a plurality of gates coupled to said injection valve actuator means for applying said gating pulses to a respective group of injection valve actuator means, so as to actuate said injection valves in groups in response to said first means; and

second means, responsive to the speed and timing of said engine, for actuating said gates sequentially for respective periods of time corresponding to the duration of said gate pulses when the rotating speed of said internal combustion engine is below a predetermined value and collectively with the same timing of a duration longer than the duration of said gate pulses when said rotating speed is at least equal to said predetermined value characterized in that said arrangement is provided with a pulse generator for supplying pulses into a group of injection valves independent of the gating pulses, in response to the speed detecting means when the engine speed changes from a value below said predetermined level to a value at least equal to said predetermined value.

10. A fuel injection control arrangement according to claim 9, wherein said second means includes a gate control circuit coupled to said gates for enabling the supply of said gating pulses from said first means to said gates when said engine speed is below said predetermined speed and for supplying a prolonged gate actuating signal, having a duration longer than the duration of said gating pulses, to said gates, simultaneously, when said rotation speed has reached a value at least equal to said predetermined value.

11. A fuel injection control arrangement according to claim 10, wherein said gate control circuit includes a variable time constant circuit for generating a first gate control signal of a first prescribed duration for enabling said gating pulses to be supplied to said gates and for generating a second gate control signal of a second prescribed duration for enabling said prolonged gate actuating signal to be supplied to said gates.

12. A fuel injection control arrangement according to claim 11, wherein said gate control circuit includes a first switching circuit, responsive to the speed of said engine lying within one of first and second prescribed engine speed ranges, for enabling the generation of said first gate control signal when said engine speed is below said predetermined speed and for enabling the generation of said second gate control signal when said engine speed has reached a value at least equal to said predetermined speed.

13. A fuel injection control arrangement according to claim 12, wherein said gate control circuit further includes a second switching circuit, responsive to the state of said first switching circuit, for enabling the supply of said prolonged gate actuating signal to all of said gates simultaneously, when said engine speed has reached a value at least equal to said predetermined speed.

14. A fuel injection control arrangement according to claim 13, wherein said first means further includes first and second timing circuits responsive to the rotation of said engine for generating first and second timing signals for initiating the generation of said gating pulses.

15. A fuel injection control arrangement according to claim 14 wherein said gate control circuit further includes third and fourth switching circuits, responsive to the outputs of respective ones of said timing circuits and the speed of said engine, for coupling gate pulses and said prolonged gate actuating signal to said gates.

16. In a fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine in response to engine conditions 1 comprising calculating means for generating gating pulses having a duration corresponding to the fuel injection time required under detected engine conditions,

distributing means responsive to the speed and timing of said engine for actuating said gates sequentially when the rotating speed of said internal combustion engine is below .a predetermined value, said gates being actuated bysaid distributing means for given time periods which are of greater duration than the duration of said gating pulses when said rotating speed is below said predetermined value, said distributing means including means for increasing the duration of said given time periods during which said gates are actuated by said distributing means when said rotating speed exceeds said predetermined value,

characterized in that a speed detecting means having a hysteresis characteristic is coupled to said distn'buting means to control the speed respective input thereto and said arrangement is provided with a pulse generator for supplying pulses into a group of injection valves independent of the gating pulses, in response to the speed detecting means when the engine speed changes from a value below said predetermined level to a value exceeding said predetermined value.

Claims

1. In a fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine in response to engine conditions comprising calculating means for generating gating pulses having a duration corresponding to the fuel injection time required under detected engine conditions, a plurality of injection valves, each injection valve controlling the fuel injection of a respective engine cylinder, a plurality of gates, each gate applying said gating pulses to a respective group of injection valves so as to actuate said injection valves in groups in response to said calculating means, distributing means responsive to the speed and timing of said engine for actuating said gates sequentially when the rotating speed of said internal combustion engine is below a predetermined value and collectively with the same timing when said rotating speed exceeds said predetermined value, and speed detecting means coupled to said distributing means, having a hysteresis characteristic characterized in that said arrangement is provided with a pulse generator for supplying pulses into a group of injection valves independent of the gating pulses from the calculating means, in response to the speed detecting means when the engine rotating speed changes from a value below said predetermined level to a value exceeding said predetermined value.

6. A fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine in response to engine conditions comprising calculating means for generating gating pulses having a duration corresponding to the fuel injection time required under detected engine conditions, a plurality of injection valves, each injection valve controlling the fuel injection of a respective engine cylinder, a plurality of gates, each gate applying said gating pulses to a respective group of injection valves so as to actuate said injection valves in groups in response to said calculating means, and distributing means responsive to the speed and timing of said engine for actuating said gates sequentially when the rotating speed of said internal combustion engine is below a predetermined value, said gates being actuated by said distributing means for given time periods which are of greater duration than the duration of said gating pulses when said rotating speed is below said predetermined value, said distributing means including means for increasing the duration of said given time periods during which said gates are actuated by said distributing means when said rotating speed exceeds said predetermined value wherein said distributing means includes pulse generating means for supplying pulses into a selected group of injection values independent of the gating pulses from said calculating means when said engine speed changes from a value below said predetermined value to a value exceeding said predetermined value.

8. A fuel injection control arrangement according to claim 6, wherein said distributing means includes timing means responsive to the engine timing for generating cycle timing signals for each of said gates, a distributing circuit for normally applying said cycle timing signals to the respective gates to which they pertain in sequential order, and speed responsive control means for actuating said distributing circuit to apply each of said cycle timing signals to all of the gates when said rotating speed exceeds said predetermined value.

9. A fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine having a plurality of Injection valves and associated valve actuator means for controlling the supply of fuel to said cylinders in response to engine conditions comprising: first means for generating gating pulses having a duration corresponding to fuel injection time required under detected engine conditions; a plurality of gates coupled to said injection valve actuator means for applying said gating pulses to a respective group of injection valve actuator means, so as to actuate said injection valves in groups in response to said first means; and second means, responsive to the speed and timing of said engine, for actuating said gates sequentially for respective periods of time corresponding to the duration of said gate pulses when the rotating speed of said internal combustion engine is below a predetermined value and collectively with the same timing of a duration longer than the duration of said gate pulses when said rotating speed is at least equal to said predetermined value characterized in that said arrangement is provided with a pulse generator for supplying pulses into a group of injection valves independent of the gating pulses, in response to the speed detecting means when the engine speed changes from a value below said predetermined level to a value at least equal to said predetermined value.

16. In a fuel injection control arrangement for controlling the fuel supplied to plural cylinders of an internal combustion engine in response to engine conditions comprising calculating means for generating gating pulses having a duration corresponding to the fuel injection time required under detected engine conditions, a plurality of injection valves, each injection valve controlling the fuel injection of a respective engine cylinder, a plurality of gates, each gate applying said gating pulses to a respective group of injection valves so as to actuate said injection valves in groups in response to said calculating means, and distributing means responsive to the speed and timing of said engine for actuating said gates sequentially when the rotating speed of said internal combustion engine is below a predetermined value, said gates being actuated by said distributing means for given time periods which are of greater duration than the duration of said gating pulses when said rotating speed is below said predetermined value, said distributing means including means for increasing the duration of said given time periods during which said gates are actuated by said distributing means when said rotating speed exceeds said predetermined value, characterized in that a speed detecting means having a hysteresis characteristic is coupled to said distributing means to control the speed respective input thereto and said arrangement is provided with a pulse generator for supplying pulses into a group of injection valves independent of the gating pulses, in response to the speed detecting means when the engine speed changes from a value below said predetermined level to a value exceeding said predetermined value.