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EP0206485A1 - Brennstoffzuführungssteuerungssystem für eine Brennkraftmaschine während des Starts - Google Patents

Brennstoffzuführungssteuerungssystem für eine Brennkraftmaschine während des Starts Download PDF

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Publication number
EP0206485A1
EP0206485A1 EP86303498A EP86303498A EP0206485A1 EP 0206485 A1 EP0206485 A1 EP 0206485A1 EP 86303498 A EP86303498 A EP 86303498A EP 86303498 A EP86303498 A EP 86303498A EP 0206485 A1 EP0206485 A1 EP 0206485A1
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EP
European Patent Office
Prior art keywords
fuel
engine
pressure
feed pump
fuel injection
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Granted
Application number
EP86303498A
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English (en)
French (fr)
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EP0206485B1 (de
Inventor
Hisashi Igarashi
Tadashi Umeda
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of EP0206485A1 publication Critical patent/EP0206485A1/de
Application granted granted Critical
Publication of EP0206485B1 publication Critical patent/EP0206485B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting

Definitions

  • This invention relates to a fuel supply control method for internal combustion engines at start.
  • a conventional fuel supply control method has been proposed, e.g. by Japanese Provisional Patent Publication (Kokai) No. 57-137633, wherein when the engine is in a starting condition, a valve opening period TOUT for the fuel injection valves is set to a value obtained by adding to or deducting from a basic valve opening period TiCR set, e.g., based upon engine temperature in a manner decreasing with an increase in the engine temperature, a correction value TV ,dependent on supply voltage supplied from an electric power source such as a battery and a generator to the fuel injection valves to drive same, and the fuel injection valves are controlled to open over a period of time according to the thus set valve opening period TOUT.
  • a valve opening period TOUT for the fuel injection valves is set to a value obtained by adding to or deducting from a basic valve opening period TiCR set, e.g., based upon engine temperature in a manner decreasing with an increase in the engine temperature, a correction value TV ,dependent on supply voltage supplied from an electric power source
  • the correction value TV according to the proposed method is employed for compensation for a delay in the response of the fuel injection valves due to low supply voltage supplied thereto from the electric power source, e.g. during starting of the engine.
  • the present invention provides a method for controlling fuel supply to an internal combustion engine at start, the engine having at least one fuel injection valve and a feed pump for pressurizing fuel and supplying pressurized fuel to the fuel injection valve, the fuel injection valve being adapted to be opened over a valve opening period of time set at least based upon a temperature of the engine so as to supply a required quantity of fuel to the engine at start thereof.
  • the method according to the invention is characterized by comprising the following steps: (I) detecting a value of a parameter indicative of the pressure of fuel pressurized by the feed pump to be supplied to the fuel injection valve; (2) determining a correction value corresponding to the parameter value thus detected; and (3) correcting the valve opening period of time by means of the correction value thus determined.
  • the correction value is set to increase the valve opening period with decrease in the pressure of fuel pressurized by the feed pump.
  • the engine includes an electric power source connected with the feed pump for supplying supply voltage thereto, and fuel pressure regulating means for supplying the fuel injection valve with fuel pressure regulated to a predetermined constant pressure when the pressure of fuel pressurized by the feed pump and supplied therefrom to the fuel pressure regulating means is higher than a predetermined value, the above-mentioned parameter value indicative of the pressure of fuel pressurized by the feed pump being the supply voltage from the electric power source.
  • the correction value is set to increase the valve opening period with decrease in the supply voltage insofar as the supply voltage is lower than a predetermined value corresponding to the predetermined value of the pressure of fuel pressurized by the feed pump.
  • the step (3) comprises multiplying. the valve opening period of time by the determined correction value.
  • the fuel injection quantity Qf per injection of the fuel injection valves varies as a function of the pressure difference ⁇ P (hereinafter referred to as "the fuel pressure difference" unless otherwise specified ) between the fuel pressure supplied to the fuel injection valves from the fuel tank through fuel pressurizing means such as a feed pump, and the internal pressure within the intake passage of the engine prevailing in the vicinity of the fuel injection valves, and also as a function of the valve opening period value TOUT, and can be expressed as follows:
  • the valve opening period value TOUT for the fuel injection valves is set on the presumption that the fuel pressure difference 4P remains constant and assumes a certain value, and accordingly, the set value TOUT does not correspond to fluctuations in the fuel pressure difference ⁇ P. However, under certain operating conditions of the engine, the fuel pressure difference ⁇ P does not assume the certain value.
  • the fuel pressure supplied from the feed pump to the fuel injection valves is low and accordingly the fuel pressure difference ⁇ P is small, resulting in an insufficient fuel injection quantity Qf per injection of the fuel injection valves even if they are opened over a period of time according to the set valve opening period TOUT, which can deteriorate the startability and driveability of the engine.
  • the invention is capable of supplying a required quantity of fuel to the engine at start thereof even when the fuel pressure supplied to fuel injection valves of the engine from a feed pump is so low due to low supply voltage from an electric power source at the start of the engine that the fuel pressure difference between the supplied fuel pressure and the internal pressure within the intake passage in the vicinity of the fuel injection valves is smaller than a predetermined constant value, to thereby improve the startability and driveability of the engine at start.
  • FIG. 1 there is illustrated the whole arrangement of a fuel supply control system to which is applied the method according to the invention.
  • Reference numeral 1 denotes an internal combustion engine of a four-cylinder type for instance, only one cylinder being shown, to which is connected one end of an intake pipe 3, the other end of which communicates with the atmosphere via an air cleaner 4.
  • a throttle valve 5 is arranged in the intake pipe 3, and a throttle valve opening ( 9th) sensor 6 is connected to the throttle valve 5 for detecting its opening and supplying an electrical signal indicative of the detected throttle valve opening to an electronic control unit (hereinafter called "the ECU") 7.
  • the ECU electronice control unit
  • An absolute pressure (PBA) sensor 9 communicates through a conduit 8 with the interior of the intake pipe 3 at a location downstream of the throttle valve 5, and an electrical output signal indicative of the detected absolute pressure is supplied to the ECU 7. Further, an intake air temperature (TA) sensor 10 projects into the interior of the intake pipe 3 at a location downstream of the conduit 8, for supplying the ECU 7 with an electrical signal indicative of the detected intake air temperature.
  • PBA absolute pressure
  • TA intake air temperature
  • An engine cooling water temperature (TW) sensor 11 is mounted on the main body of the engine 1 in a manner embedded in the peripheral wall of an engine cylinder, for applying an electrical output signal indicative of the detected water temperature TW as representative of the engine temperature to the ECU 7.
  • a starter (starting motor) 12 is provided for the engine 1 for driving the engine during cranking.
  • the input side of the starter 12 is connected to a terminal 13a of a key switch 13.
  • the key switch 13 has a further terminal 13b connected to a feed pump 14 as well as to fuel injection valves 19, hereinafter referred to, and another terminal 13c connected to an electric power supply source 15 such as a generator and a battery.
  • the terminal 13a of the key switch 13 is connected to the ECU 7 to supply same with an electrical signal indicative of on and off states of the starter 12.
  • the terminal 13b is connected to the ECU 7 to supply same with an electrical signal indicative of supply voltage VB to be supplied from the power supply source 15 to the feed pump 14 as well as to the fuel injection valves 19.
  • Reference numeral 16 denotes an engine rotational speed (Ne) sensor arranged in face-to-face relation to, e.g., a camshaft, not shown, of the engine for supplying the ECU 7 with an electrical signal indicative of predetermined crank angles detected thereby.
  • Ne engine rotational speed
  • sensors 17 Further electrically connected to the ECU 7 are other sensors 17 such as an atmospheric pressure (PA) sensor and an exhaust 0 2 sensor to supply the ECU with respective electrical signals indicative of detected parameter values.
  • PA atmospheric pressure
  • Fuel injection valves 19 are arranged in the intake pipe 3 each at a location slightly upstream of an intake valve 18 of a corresponding one of the engine cylinders, and connected with a fuel tank 22 through a conduit 20, a fuel filter 21, and the feed pump 14 to be supplied with fuel pressurized by the feed pump 14.
  • Reference numeral 23 denotes a pressure regulating valve, a casing of which has its interior divided by a diaphragm 23b into a vacuum chamber 23c and a fuel chamber 23d.
  • the vacuum chamber 23c communicates through a vacuum passage 24 with the interior of the intake pipe 3 at a location downstream of the throttle valve 5, so as to be supplied with a vacuum or negative pressure developed in the intake pipe 3 at a zone downstream of the throttle valve 5, i.e. a negative pressure prevailing in the vicinity of the fuel injection valves 19, through the vacuum passage 24.
  • the fuel chamber 23d communicates through a conduit 26 with the interior of the conduit 20 extending between the fuel tank 22 and the fuel injection valves 19, at a location between the fuel filter 21 and the fuel injection valves 19, whereby the pressure of fuel being supplied to the fuel injection valves 19 is introduced into the fuel chamber 23d.
  • a valve body 23a of the pressure regulating valve 23 is secured to the diaphragm 23b at its substantially central portion and urged via the diaphragm 23b by a spring 23e in a valve closing direction.
  • the valve body 23a is seated against a valve seat 23f formed at an open end of a conduit 25 communicating with the fuel tank 22, by the force of the spring 23e urging the valve body 23a via the diaphragm 23b, to close the open end, thereby rendering the pressure regulating valve 23 inoperative. Therefore, so long as the supply voltage VB of the power supply source 15 is lower than the predetermined value, the fuel pressure within the conduit 20, i.e. the pressure of fuel being supplied to the fuel injection valves 19 varies with changes in the supply voltage VB supplied from the power supply source 15 to the feed pump 14.
  • the resulting increased fuel supply pressure to the fuel injection valves 19, i.e. increased fuel pressure within the conduit 20, is introduced to the fuel chamber 23d through the conduit 26, to displace the valve body 23a away from the valve seat 23f against the urging force of the spring 23e.
  • the valve seat 23f has its opening area increased to thereby increase the amount of fuel returned to the fuel tank 22 through the valve 23.
  • the pressure regulating valve 23 operates to maintain constant the fuel pressure difference between the fuel pressure supplied to the fuel injection valves from the fuel tank and the internal pressure within the intake passage of the engine prevailing in the vicinity of the fuel injection valves.
  • Each of the fuel injection valves 19, formed of an on-off type solenoid valve, has its solenoid, not shown, connected to the ECU 7 so that when energized by a driving signal from the ECU 7, it opens with its valve body, not shown, lifted through a constant stroke and for a period of time corresponding to the duration of the driving signal, as hereinafter referred to.
  • the engine is supplied with an amount of fuel corresponding to the time period for which the driving signal is applied to the fuel injection valves 19 from the ECU 7, i.e. the duration of the driving signals (the valve opening period).
  • the engine is supplied with a correspondingly decreased amount of fuel so long as the valve opening period remains constant.
  • the ECU 7 comprises an input circuit 7a having functions of shaping waveforms of pulses of input signals from the aforementioned sensors indicative of various operating parameters of the engine 1, shifting voltage levels of the input signals, and converting analog values of the input signals into digital signals, etc., a central processing unit (hereinafter called “the CPU”)7b, memory means 7c for storing various calculation programs to be executed within the CPU 7b, calculated data from the CPU 7b, and calculation data such as a TiCR - TW table, KNe - Ne table, and KPV - VB table, all hereinafter described, and an output circuit 7d for supplying driving signals to the fuel injection valves 19.
  • the CPU central processing unit
  • the fuel supply control system constructed as above operates as follows:
  • the ECU 7 determines operating conditions of the engine such as a starting condition on the basis of output signals from the various sensors indicative of engine operating parameters such as engine coolant temperature TW, supply voltage VB, and on and off states of the starter 12, and calculates the valve opening period TOUT for the fuel injection valves 19 in accordance with the determined operating conditions of the engine 1.
  • the ECU 7 calculates the valve opening period TOUT by the use of the following equation (1): wherein TiCR represents a basic value of the valve opening period TOUT which is applied at the start of the engine, and determined, e.g. based upon the engine coolant temperature TW detected by the TW sensor 11.
  • the basic valve opening period value TiCR is read from a TiCR - TW table shown in Fig. 2, for example. As shown in Fig. 2, predetermined values TCR1 - TCR5 as the basic valve opening period value are stored and correspond, respectively, to predetermined values TWCR1 - TWCR5 of the engine coolant temperature TW, which are set to larger values as the engine coolant temperature TW decreases.
  • the basic valve opening period value TiCR is calculated by an interpolation method.
  • KPV represents a supply voltage-dependent correction coefficient according to the invention which is determined in dependence on the supply voltage VB to be supplied from the power source 15 to the feed pump 14, e.g., by reading a value of the coefficient KPV corresponding to the supply voltage VB from a KPV - Vb table shown in Fig. 5, hereinafter described.
  • KNe represents an engine rotational speed-dependent correction coefficient applicable at the start of the engine, which is determined in dependence on the engine rotational speed Ne detected by the Ne sensor'16.
  • the coefficient KNe is read from a KNe - Ne table shown in Fig. 3 showing an example of the relationship between the correction coefficient KNe and the engine rotational speed Ne.
  • the value of the correction coefficient KNe is calculated by an interpolation method.
  • TV represents a supply voltage-dependent correction variable for increasing and decreasing the basic valve opening period value TiCR in response to changes in the supply voltage VB supplied from the power source 15 to the fuel injection valves 19 to drive same, the value of which is, for example, read from a TV - VB table shown in Fig. 4, in response to the supply voltage VB.
  • the correction variable TV is set to smaller values as the supply voltage VB increases. For example, when the supply voltage VB is 8, 13, and 16 volts, the correction variable TV is set to 1.75, 0.9, and 0.3 ms, respectively.
  • the supply voltage-dependent correction variable TV is employed to compensate for a delay in the response of the fuel injection valves 19 due to low supply voltage VB supplied from the power source 15 to the valves 19.
  • the correction variable TV By employing the correction variable TV, the actual valve opening time period of the fuel injection valves 19 can be made equal to the first term (TiCR X KNe X KPV) at the right side of the equation (1) which is obtained when the supply voltage VB has a normal value.
  • the supply voltage-dependent correction coefficient KPV is employed to compensate for a shortage of the fuel injection quantity Qf due to a small fuel pressure difference ⁇ P caused by a change in the supply voltage VB supplied from the power supply source 15 to the feed pump 14 at the start of the engine, by increasing the valve opening period of the fuel injection valves 19.
  • the supply voltage-dependent correction variable TV and the supply voltage-dependent correction coefficient KPV the fuel injection quantity Qf per injection of the fuel injection valves 19 can be controlled to a value required at the start of the engine.
  • Fig. 5 shows a KPV - VB table showing an example of the relationship between the supply voltage-dependent correction coefficient KPV and the supply voltage VB.
  • KPVl e.g. 1.2
  • KPV2 e.g. 1.15
  • KPV3 e.g. 1.07
  • KPV4 e.g. 1.0
  • VBP1 e.g. 6v
  • VBP2 e.g. 7v
  • VBP3 e.g. 8v
  • VBP4 e.g.
  • the set value of the correction coefficient KPV is applied to the equation (1) whereby the basic valve opening period value TiCR is multiplied by the correction coefficient KPV, thus making it possible to obtain a valve opening period TOUT value appropriate for supplying a required quantity of fuel to the engine at start.
  • the ECU 7 supplies the fuel injection valves 19 with driving signals corresponding to the thus calculated valve opening period TOUT, to open same over the time period TOUT.
  • the basic valve opening.period TiCR is set based upon the engine coolant temperature TW, this is not limitative, but the basic valve opening period may be set based upon the engine coolant temperature TW, and one or more operating parameters of the engine such as the engine rotational speed Ne, intake air quantity, and intake pipe absolute pressure PBA, to be corrected by means of the supply voltage-dependent correction coefficient KPV of the invention.
  • the parameter value VB indicative of the pressure of fuel supplied to the fuel injection valves 19 is detected, the correction value KPV corresponding to the detected parameter value VB is determined, and the basic valve opening period TiCR set at least based upon the engine temperature TW is corrected by means of the thus determined correction value KPV. Therefore, it is possible to supply a required quantity of fuel to the engine at start even when the fuel pressure difference AP is small between the fuel pressure supplied to the fuel injection valves 19 and the intake passage pressure in the vicinity of the fuel injection valves 19, which is caused by low supply voltage VB supplied from the fuel supplying means 14, to thereby improve the startability and driveability of the engine.

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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)
EP86303498A 1985-05-08 1986-05-08 Brennstoffzuführungssteuerungssystem für eine Brennkraftmaschine während des Starts Expired - Lifetime EP0206485B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP96034/85 1985-05-08
JP60096034A JPS61255234A (ja) 1985-05-08 1985-05-08 内燃エンジンの始動時の燃料供給制御方法

Publications (2)

Publication Number Publication Date
EP0206485A1 true EP0206485A1 (de) 1986-12-30
EP0206485B1 EP0206485B1 (de) 1990-04-11

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EP86303498A Expired - Lifetime EP0206485B1 (de) 1985-05-08 1986-05-08 Brennstoffzuführungssteuerungssystem für eine Brennkraftmaschine während des Starts

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EP (1) EP0206485B1 (de)
JP (1) JPS61255234A (de)
DE (2) DE3670343D1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100405682B1 (ko) * 2000-12-30 2003-11-14 현대자동차주식회사 가솔린 직접분사 엔진의 전자 제어 시스템 및 그의 연료압보상 제어방법

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3011486A (en) * 1956-09-24 1961-12-05 Bendix Corp Fuel injection system for internal combustion engines
FR1555024A (de) * 1967-02-07 1969-01-24
US4445483A (en) * 1981-02-20 1984-05-01 Honda Motor Co., Ltd. Fuel supply control system for internal combustion engines, having a function of leaning mixture in an engine low load region
EP0121028A1 (de) * 1981-09-28 1984-10-10 The Bendix Corporation Direkte flüssige Einspritzung von verflüssigtem Petroleumgas

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5153125A (ja) * 1974-11-05 1976-05-11 Nippon Denso Co Denshishikinenryofunshaseigyosochino denatsuhoseikairo
JPS5944494B2 (ja) * 1979-12-06 1984-10-30 日産自動車株式会社 内燃機関の電子制御燃料噴射装置
JPS5791343A (en) * 1980-11-28 1982-06-07 Mikuni Kogyo Co Ltd Electronically controlled fuel injector for ignition internal combustion engine
JPS6040756A (ja) * 1983-08-12 1985-03-04 Mikuni Kogyo Co Ltd 内燃機関の燃料噴射装置
DE3434339A1 (de) * 1984-09-19 1986-03-27 Robert Bosch Gmbh, 7000 Stuttgart Elektronische einrichtung zum erzeugen eines kraftstoffzumesssignals fuer eine brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3011486A (en) * 1956-09-24 1961-12-05 Bendix Corp Fuel injection system for internal combustion engines
FR1555024A (de) * 1967-02-07 1969-01-24
US4445483A (en) * 1981-02-20 1984-05-01 Honda Motor Co., Ltd. Fuel supply control system for internal combustion engines, having a function of leaning mixture in an engine low load region
EP0121028A1 (de) * 1981-09-28 1984-10-10 The Bendix Corporation Direkte flüssige Einspritzung von verflüssigtem Petroleumgas

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENTS ABSTRACTS OF JAPAN, vol. 7, no. 110 (M-214)[1255], 13th May 1983; & JP-A-58 30 422 (MITSUBISHI DENKI K.K.) 22-02-1983 *

Also Published As

Publication number Publication date
JPS61255234A (ja) 1986-11-12
DE206485T1 (de) 1987-08-13
EP0206485B1 (de) 1990-04-11
DE3670343D1 (de) 1990-05-17

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