EP0241030A2 - Kraftstoffsteuerungsmethode und Vorrichtung zu diesem Zweck - Google Patents

Kraftstoffsteuerungsmethode und Vorrichtung zu diesem Zweck Download PDF

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Publication number
EP0241030A2
EP0241030A2 EP87105268A EP87105268A EP0241030A2 EP 0241030 A2 EP0241030 A2 EP 0241030A2 EP 87105268 A EP87105268 A EP 87105268A EP 87105268 A EP87105268 A EP 87105268A EP 0241030 A2 EP0241030 A2 EP 0241030A2
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EP
European Patent Office
Prior art keywords
running status
pulse width
area address
fuel
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP87105268A
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English (en)
French (fr)
Other versions
EP0241030A3 (de
Inventor
Kiyomi Morita
Junji Miyake
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0241030A2 publication Critical patent/EP0241030A2/de
Publication of EP0241030A3 publication Critical patent/EP0241030A3/de
Withdrawn legal-status Critical Current

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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2419—Non-linear variation along at least one coordinate
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F02D41/2445—Methods of calibrating or learning characterised by the learning conditions characterised by a plurality of learning conditions or ranges
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2487—Methods for rewriting

Definitions

  • the present invention relates to a method and an apparatus for controlling fuel in an engine, and particularly relates to a method and an apparatus suitable for basic air-fuel ratio learning control to control the optimum mixture ratio in response to an O2 sensor signal.
  • the air-fuel ratio of an air-fuel mixture sucked into an engine is controlled by feed­back of the output of the O2 sensor so as to be a theoretical air-fuel ratio with which three way catalyst can act most effectively.
  • the object to be controlled is the injection-valve opening time, that is the basic fuel-injection pulse width T p .
  • the basic fuel-injection pulse width T p corresponds to a load of the engine and is determined on the basis of a suction flow rate and an engine speed.
  • the basic fuel-injection pulse width is multiplied by a feedback factor derived from the output of the O2 sensor to thereby obtain a final fuel-injection pulse width which is the theoretical air-fuel ratio.
  • the range of change of this feedback factor may vary owing to the time aging of the O2 sensor. If the feedback changes in a range largely shifted from the initial range of change, the width of change of the feedback factor becomes so large that control becomes impossible to follow the change of engine status. Accordingly, it becomes necessary to properly correct the quantity of change of the feedback factor due to the time aging so as to make the range of change of the feedback factor minimum.
  • the output of the O2 sensor is always monitored to correct the quantity of correction.
  • the feedback factor is multiplied by the quantity of correction and the resultant product is further multiplied by the basic fuel-injection pulse width to thereby determine the final fuel-injection pulse width. This is the brief of the air-fuel ratio learning control.
  • each of two parameters, the engine speed N and the basic fuel-injection pulse width T p is sectioned into a plurality of, for example, eight, regions.
  • the map is stored in a storage such as a random access memory (RAM).
  • the width of each region of the respective parameter (definition of a lower and an upper limit) may be suitably established. Addresses are assigned to the respective areas of the map and the quantity of correction is written in the respective area address.
  • the quantity of correction in the respective area address is renewed at fixed intervals of time by the above-mentioned air-fuel ratio learning control.
  • a certain region of the engine speed N-axis has a range of from 800 rpm to l,200 rpm
  • a certain region of the basic fuel-injection pulse width T p has a range of from 2.0 msec to 3.0 msec
  • one address and one quantity of correction are assigned to one map area encircled by the engine speed region of 800-l,200 rpm and the fuel-injection pulse width region of 2.0-3.0 msec, the lower limit portion of 800 rpm and 2.0 msec being inclusive in the one address area while the upper limit portion of l,200 rpm and 3.0 msec being exclusive in the address area but inclusive in an adjacent one address area.
  • the renewal of the quantity of correction is performed when not only all the five conditions as shown below are satisfied but the engine running status (the region of each of the engine speed N-axis and the basic fuel-­injection pulse width T p -axis) is changing within one area during a period in which the output of the O2 sensor has changed a plurality of times.
  • the conditions of the air-fuel ratio learning control are as follows:
  • An air-fuel ratio control method with learning control is, for example, disclosed in the Japanese Patent Application JP-A-60-lll034 filed by the same applicant as of the present application on November 2l, l983.
  • the boundary of the shifted area is enlarged by a predetermined value.
  • the quantity of correction is not altered, while if the current running status exists in another different area outside the area defined by the new boundary the final fuel-injection pulse width is determined by the quantity of correction indicated by the different area.
  • Fig. l shows a schematic diagram of an air-­fuel ratio correction quantity map l.
  • the X-axis, the Y-axis and the Z-axis represent the engine speed, the basic fuel-injection pulse width and the air-­fuel ratio correction quantity
  • the air-fuel ratio correction quantity is calculated by the above-mentioned air-fuel ratio learning control corresponding to the running status of the engine and is written into the map.
  • Fig. 2 shows the map l of Fig. l when viewed in the direction of the Z-axis, together with an engine speed table 2 and a basic fuel-injection pulse width table 3 respectively for defining boundaries of the areas in the map l.
  • each of the tables 2 and 3 defines four boundaries and the map l is divided into twenty five areas for the sake of convenience, the present invention is not limited to those numerical values but the number of the boundaries and areas may take any values desiredly. It is a matter of course that the larger the number of division of the map areas is selected, the more precisely the air-fuel ratio control can be effected.
  • N1, N2, N3 and N4 in the engine speed table 2 represent the boundary values of the engine speed N (rpm) of the respective areas in the map l
  • T p1 , T p2 , T p3 and T p4 in the basic fuel-­injection pulse width table 3 represent the boundary values of the basic fuel-injection pulse width T p (msec) of the respective areas in the map l.
  • Area addresses (0,l), (l,0), (2,0) .... are assigned to the respective areas of the map l. A quantity of correction of the air-­fuel ratio is written in each area address.
  • FIG. 3 shows an outline of an engine 5 provided with an air-fuel ratio feedback control apparatus employ­ing an O2 sensor.
  • a control unit 4 includes: a memory for storing the map l, the engine speed table 2, and the basic fuel-injection pulse width table 3, and other data; a CPU for controlling the operation of the air-fuel ratio feedback control; and a memory for storing programs for the control.
  • the flow rate of air passed through an air cleaner 6 is measured by an airflow meter 7.
  • the engine speed is detected by an engine speed pickup 8.
  • the data about the current air flow rate and the current engine speed are applied to the control unit 4 which determines the respective regions of the engine speed table 2 and the basic fuel-injection pulse width 3 relevant to the applied data.
  • the reference numerals 9 and l0 designate a throttle valve and a valve for control­ling the quantity of suction air. These members 9 and l0 are not directly relevant to the present invention and therefore no explanation about them is made here.
  • the reference numeral ll designates an igniter for generating a high voltage ignition pulse in response to an ignition timing signal from the control unit 4.
  • the reference numeral l2 designates a distributor for distributing the ignition pulse to ignition plugs of respective cylinders.
  • the reference numeral l3 designates a fuel injector responsive to a fuel-injection pulse width signal from the control unit 4 to open its valve to jet fuel into an inlet port l4 for a time corresponding to the pulse width.
  • An O2 sensor l6 is disposed in an exhaust gas flowing in an exhaust manifold l5 so as to detect the air-fuel ratio of a suction air-fuel mixture, and a detection signal of the O2 sensor l6 is applied to the control unit 4.
  • ⁇ N and ⁇ T p represent the respective quantities of expansion of the boundary setting values of the region of the engine speed table and the basic fuel-injection pulse width table.
  • the second tables 2 ⁇ and 3 ⁇ for setting the boundaries of the expanded region are stored in another memory different from the memory where the first tables 2 and 3 are stored.
  • Fig. 5 shows a flowchart for executing the air-fuel ratio correction quantity control according to the present invention.
  • a step l00 the first engine speed table 2 and the first basic fuel-injection pulse width table 3 are referred to on the basis of the current engine speed N and the current basic fuel-injection pulse width T p to thereby obtain the current area address in the map l.
  • a step l0l the preceding area address stored in the RAM corresponding to the preceding engine running status is read out.
  • the current area address and the preceding area address are compared with each other. If the current and preceding area addresses are not coincident with each other, the operation is shifted to a step l03.
  • step l03 the preceding area address in the RAM is changed to a new area address.
  • step l04 each of the respective boundaries of the lower and upper limits of the first basic fuel-injection pulse width table 3 is expended by ⁇ T p and each of the respective boundaries of the lower and upper limits of the first engine speed table 2 is expanded by ⁇ N, and the expanded values are written into the second basic fuel-injection pulse width table 3 ⁇ and the second engine speed table 2 ⁇ respectively.
  • step l05 the second tables 2 ⁇ and 3 ⁇ are referred to on the basis of the current engine speed N and the current basic fuel-injection pulse width T p to thereby obtain the area address in the map l.
  • a step l06 the air-­fuel ratio correction quantity stored in the thus obtained area address is read out. If the current and preceding area addresses are coincident with each other in the step l02, the operation is shifted to the step l06 by by-passing the steps l02 through l05. After the step l06, a final fuel-injection pulse width is calculated on the basis of the read-out air-fuel ratio correction quantity so that the control is made to open the value of the fuel injector for the time of the thus obtained final fuel-injection pulse width.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Nonlinear Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP87105268A 1986-04-09 1987-04-09 Kraftstoffsteuerungsmethode und Vorrichtung zu diesem Zweck Withdrawn EP0241030A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP81647/86 1986-04-09
JP61081647A JPS62240447A (ja) 1986-04-09 1986-04-09 燃料制御装置

Publications (2)

Publication Number Publication Date
EP0241030A2 true EP0241030A2 (de) 1987-10-14
EP0241030A3 EP0241030A3 (de) 1987-12-09

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ID=13752129

Family Applications (1)

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EP87105268A Withdrawn EP0241030A3 (de) 1986-04-09 1987-04-09 Kraftstoffsteuerungsmethode und Vorrichtung zu diesem Zweck

Country Status (3)

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EP (1) EP0241030A3 (de)
JP (1) JPS62240447A (de)
KR (1) KR870010286A (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995033132A1 (de) * 1994-05-28 1995-12-07 Robert Bosch Gmbh Verfahren zur steuerung/regelung von prozessen in einem kraftfahrzeug
GB2517164A (en) * 2013-08-13 2015-02-18 Gm Global Tech Operations Inc Method of controlling a fuel injection
WO2015090495A1 (de) * 2013-12-19 2015-06-25 Mtu Friedrichshafen Gmbh Verfahren und steuereinrichtung zum überwachen eines kurbelgehäusedrucks
US20190285021A1 (en) * 2018-03-13 2019-09-19 Denso Corporation Control device

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2066513A (en) * 1979-12-28 1981-07-08 Honda Motor Co Ltd Automatic control of i c engines
JPS58110838A (ja) * 1981-12-25 1983-07-01 Mitsubishi Motors Corp エンジン用燃料供給装置
GB2116333A (en) * 1982-03-01 1983-09-21 Honda Motor Co Ltd Fuel supply control system for internal combustion engines
US4413602A (en) * 1980-09-16 1983-11-08 Honda Giken Kogyo Kabushiki Kaisha Fuel injection control apparatus for internal combustion engine
US4466411A (en) * 1982-06-09 1984-08-21 Honda Giken Kogyo Kabushiki Kaisha Air/fuel ratio feedback control method for internal combustion engines
EP0145992A2 (de) * 1983-11-21 1985-06-26 Hitachi, Ltd. Luft/Kraftstoffverhältnissteuermethode

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0243900B2 (ja) * 1985-11-06 1990-10-02 Japan Electronic Control Syst Nainenkikannogakushuseigyosochi

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2066513A (en) * 1979-12-28 1981-07-08 Honda Motor Co Ltd Automatic control of i c engines
US4413602A (en) * 1980-09-16 1983-11-08 Honda Giken Kogyo Kabushiki Kaisha Fuel injection control apparatus for internal combustion engine
JPS58110838A (ja) * 1981-12-25 1983-07-01 Mitsubishi Motors Corp エンジン用燃料供給装置
GB2116333A (en) * 1982-03-01 1983-09-21 Honda Motor Co Ltd Fuel supply control system for internal combustion engines
US4466411A (en) * 1982-06-09 1984-08-21 Honda Giken Kogyo Kabushiki Kaisha Air/fuel ratio feedback control method for internal combustion engines
EP0145992A2 (de) * 1983-11-21 1985-06-26 Hitachi, Ltd. Luft/Kraftstoffverhältnissteuermethode

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, vol. 7, no. 217 (M-245)[1362], 27th September 1983; & JP-A-58 110 838 (MITSUBISHI JIDOSHA KOGYO K.K.) 01-07-1983; *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995033132A1 (de) * 1994-05-28 1995-12-07 Robert Bosch Gmbh Verfahren zur steuerung/regelung von prozessen in einem kraftfahrzeug
GB2517164A (en) * 2013-08-13 2015-02-18 Gm Global Tech Operations Inc Method of controlling a fuel injection
US9644565B2 (en) 2013-08-13 2017-05-09 GM Global Technology Operations LLC Method of controlling a fuel injection
WO2015090495A1 (de) * 2013-12-19 2015-06-25 Mtu Friedrichshafen Gmbh Verfahren und steuereinrichtung zum überwachen eines kurbelgehäusedrucks
CN106030059A (zh) * 2013-12-19 2016-10-12 Mtu 腓特烈港有限责任公司 用于监控曲轴箱压力的方法和控制装置
US10221797B2 (en) 2013-12-19 2019-03-05 Mtu Friedrichshafen Gmbh Method and control device for monitoring pressure in a crankcase
CN106030059B (zh) * 2013-12-19 2020-04-17 Mtu 腓特烈港有限责任公司 用于监控曲轴箱压力的方法和控制装置
US20190285021A1 (en) * 2018-03-13 2019-09-19 Denso Corporation Control device
US11346298B2 (en) * 2018-03-13 2022-05-31 Denso Corporation Control device

Also Published As

Publication number Publication date
KR870010286A (ko) 1987-11-30
JPS62240447A (ja) 1987-10-21
EP0241030A3 (de) 1987-12-09

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