Electronic fuel injection control system for an internal combustion engine

• US 4,383,515 A
• Filed: 03/16/1981
• Issued: 05/17/1983
• Est. Priority Date: 03/18/1980
• Status: Expired due to Term

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Hosoya, Katsumi, Higashiyama, Kazuhiro, Yano, Tsuneomi, Kadowaki, Shyunichi
• Primary Examiner(s): Nelli, Raymond A.
• Application Number:
  US06/244,227
• Time in Patent Office: 792 Days
• Field of Search: 123/489, 123/478, 123/480, 123/484, 123/440, 60/276, 60/285
• US Class Current: 123/692
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/1443 with one sensor per cylinder or group of cylinders
• CPC Class Codes: F02D 41/182 for the control of a fuel injection device
• CPC Class Codes: F02D 41/345 Controlling injection timing F02D41/365 takes precedence
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A fuel injection control system that controls the quantity of injected fuel for an internal combustion engine of the type such as a V-8 engine is disclosed. Such fuel injection control system first calculates a basic amount of fuel to be injected per engine revolution T_p (T_p =Q/N ×Constant Q: intake air flow rate N: engine revolution speed, e.g., rpm), then calculates correction coefficients (COEF, α_L and α_R) on a basis of other various engine operating parameters (e.g., cooling water temperature) and the air-fuel mixture ratio of each bank of cylinders as sensed by exhaust gas detectors and combines either of their numerical results with the numerical result T_p to obtain a pulse width representing an amount of fuel per revolution T_i, and lastly opens either or both groups of fuel injectors whereby when the intake air flow rate Q is more than a predetermined value Q_o, the fuel injectors of both groups are simultaneously opened to inject the fuel during an interval determined by T_i =1/2×T_p ×COEF in synchronism with one half of engine rotation; when Q is less than Q_o, the fuel injectors of either group are alternatingly opened to inject the fuel during an interval determined by T_i =T_p ×COEF×(α_L or α_R).

Claims

1. A fuel injection control system for an internal combustion engine having two banks of cylinders, a fuel injector located at an intake of each cylinder, and an exhaust manifold for each bank of cylinders having a catalytic converter positioned therein, said system comprising:

(a) a first circuit for calculating a pulse width representing an amount of fuel to be injected into the engine in synchronism with engine speed on a basis of two input signals, one signal representing an intake air flow rate and the other signal representing the instantaneous engine revolution speed, and for producing a signal corresponding to one of tri-state logic signals depending upon whether the intake air flow rate exceeds a predetermined value to thereby enable the fuel injectors of both banks of engine cylinders to be simultaneously actuated or for the fuel injectors of either bank of cylinders to be alternatingly actuated;

(b) a second circuit for converting the calculated result from said first circuit into an actual pulse of a corresponding width;

(c) a driving circuit for operating the fuel injectors of both banks of cylinders simultaneously or for operating the fuel injectors of each bank of cylinders alternatingly during an interval of time corresponding to the pulse width of the pulse signal from said second circuit depending on the state of said tristate logic signals from said first circuit; and

(d) a third circuit for actuating said driving circuit according to the level of the tri-state logic signal fed from said first circuit.

2. A fuel injection control system as set forth in claim 1, wherein said first circuit performs independent arithmetic calculations of the pulse width representing an amount of fuel to be injected into the two cylinder banks during each engine revolution, when said intake and flow rate does not exceed said predetermined value said calculations include consideration of separate correction values derived from two feedback signals representing a deviation of an intake air-fuel mixture ratio from that of a stoichiometric ratio, said feedback signals being obtained from oxygen sensors provided in each of the exhaust manifolds.

3. A fuel injection control system as set forth in claim 2, wherein said third circuit sends one of two logic output signals every half engine revolution to said driving circuit to alternatingly drive, during every half engine revolutions one of the two groups of fuel injectors according to the level of the tri-state signal fed from said first circuit.

4. A fuel injection control system as set forth in claim 1, wherein, when the intake air flow rate exceeds the predetermined value, said first circuit performs arithmetic calculations of the pulse width representing an amount of fuel to be injected into the two cylinder banks per engine revolution without consideration of correction values derived from two air-fuel mixture ratio signals generated from oxygen sensors provided in each of said exhaust manifolds.

5. A fuel injection control system as set forth in claim 4, wherein said first circuit performs arithmetic calculations of the pulse width representing a fuel amount to be injected into the two cylinder banks with feedback control from the oxygen sensors suspended.

6. A fuel control system as set forth in claim 4, wherein said third signal outputs a signal every half revolution to said driving circuit to simultaneously drive the fuel injectors of both groups of cylinders.

7. A fuel injection control system as set forth in claim 1, wherein said first circuit comprises a microprocessor and said second circuit comprises:

(a) a fuel injection time register for storing the numerical result calculated by said microprocessor;

(b) a clock generator generating pulses at a regular time interval;

(c) a counter, operable to be reset to zero by a signal from the crank angle sensor indicating that the crankshaft has rotated through 180°

, for counting the number of pulses from said clock generator;

(d) a comparator connected to said fuel injection time register and counter for comparing the contents of said fuel injection time register with the contents of said counter and outputting a signal when the values coincide; and

(e) a set/reset flip-flop set by the crank angle sensor signal and reset by the output signal from said comparator, whereby the set/reset flip-flop terminal is turned to a high level during the set time.

8. A fuel injection control system as set forth in claim 1 or 7, wherein said first circuit comprises a microprocessor, and said driving circuit comprises fifth and sixth transistors both bases of which are connected to said second circuit via resistors, each collector of which is connected through a corresponding group of fuel injectors to a DC power supply, and both emitters of which are grounded, said third circuit further comprising four transistors, wherein the bases of a first transistor and a second transistor of said four transistors are of different polarity and are connected to an output terminal of said microprocessor, and the collector of the first transistor and the emitter of the second transistor are grounded, and the emitter of the first transistor is connected to the base of a third transistor of said four transistors and via a resistor to the power supply, and the collector of said second transistor is connected to the base of a fourth transistor of said four transistors and via a resistor to the power supply, and the collector of said third transistor is connected to the base of said fifth transistor, and the collector of said fourth transistor is connected to the base of said sixth transistor, and the emitters of said third and fourth transistors grounded, whereby said fifth and sixth transistors of said driving circuit are turned on independently of each other according to one of the output tri-state logic signals from said microcomputer.

9. A fuel injection control system as set forth in claim 1, wherein said first circuit calculates correction coefficients and is operable to combine numerical values of said coefficients with the pulse width representing the amount of injected fuel into the engine on a basis of input signals representing various engine operating parameters.

10. A fuel injection control system for an internal combustion engine having two banks of cylinders, two groups of fuel injectors, each group having fuel injectors equal in number to the cylinders of the corresponding bank, and each fuel injector having a variable open interval, and two exhaust manifolds each provided at the corresponding bank of cylinders, comprising:

(a) a first sensing means for producing a first signal with a numerical value representing an engine operating parameter, the numerical value of the first signal being a nonlinear function of the engine fuel requirement;

(b) a second sensing means for producing a second signal with a numerical value representing another engine operating parameter, the numerical value of the second signal being a nonlinear function of the engine fuel requirement;

(c) a first calculating means for arithmetically operating on the numerical values of the first and second signals from said first and second sensing means respectively so as to calculate a basic amount of fuel to be injected per engine revolution from the fuel injectors of each group;

(d) A second calculating means for arithmetically operating on numerical values of other sensed signals, the numerical values of the other sensed signals representing various engine operating parameters other than those of the first and second signals so as to calculate correction coefficients to correct the numerical result of said first calculating means and for additively combining correction coefficients according to the fuel requirement with the numerical result from said first calculating means;

(e) a means for converting the numerical result from said first calculating means additively combined with the numerical result from said second calculating means into a first pulse signal having a width corresponding to a combination of said numerical results;

(f) a means for driving the fuel injectors of each group to open to inject a required amount of fuel to respective cylinders during an interval of time corresponding to the width of the first pulse signal outputted from said pulse converting means; and

(g) a means for selectively switching the first pulse signal outputted from said pulse converting means to said driving means according to a numerical result from said second calculating means so as to open either of the two groups of the fuel injectors alternatingly or simultaneously in synchronism with one half of an engine revolution.

11. A fuel injection control system for an internal combustion engine as set forth in claim 10, wherein said first sensing means comprises means for producing a first signal with an amplitude representing an intake air flow rate and means for converting the amplitude of the first signal into a corresponding numerical value.

12. A fuel injection control system for an internal combustion engine as set forth in claim 11, wherein said second sensing means comprises means for producing a second signal with a numerical value representing a number of engine revolutions in a fixed interval of time.

13. A fuel injection control system for an internal combustion engine as set forth in claim 10, which further comprises a third sensing means for producing a second pulse signal representing an engine rotation of one half of a revolution.

14. A fuel injection control system as set forth in claim 13, wherein the second pulse signal from said third sensing means is fed to said first and second calculating means and pulse converting means, to operate in synchronism therewith.

15. A fuel injection control system as set forth in claim 13 or 14, wherein the second signal and second pulse signal from said second and third sensing means are derived from a crank angle sensor which generates two pulse trains;

one pulse of one pulse train representing an engine rotation through an angle of one degree and one pulse of the other pulse train representing either of two pistons of the engine having reached an upper dead point, the one pulse train being fed to said second sensing means so as to generate the second signal and the other pulse train being fed to said third sensing means through a frequency dividing means so as to generate the second pulse signal.

16. A fuel injection control system for an internal combustion engine as set forth in claim 13, wherein said pulse converting means comprises:

(a) a register which stores numerical data representing the calculated result from said first calculating means combined with the correction coefficients derived from said second calculating means;

(b) a clock for generating clock pulses at every fixed interval of time;

(c) a counter operable to be reset to zero by the second pulse signal from said third sensing means for counting the number of clock pulses from said clock;

(d) a comparator connected to said register and counter for comparing the contents of said register and counter and for outputting a trigger pulse when the contents of said counter coincides with that of said register; and

(e) a set/reset flip-flop having a set terminal connected to said third sensing means and reset terminal to the output terminal of said comparator, and being set whenever the third signal is inputted from said third sensing means and reset whenever the trigger pulse is inputted from said comparator so that a pulse signal is produced whose width corresponds to an interval between set and reset time.

17. A fuel injection control system for an internal combustion engine as set forth in claim 10, wherein said driving means comprises two transistors each connected to a corresponding group of fuel injectors through a DC power supply and each of said two transistors having a base connected to said pulse converting means via a first or second resistor and to said switching means, wherein said switching means produces a signal corresponding to one state of a tri-state signal in synchronism with one half of an engine revolution to drive each of said two transistors.

18. A fuel injection control system for an internal combustion engine as set forth in claim 17, wherein said switching means comprises a microprocessor and four transistors including a first transistor and second transistor each of different polarity, said first and second transistors having bases connected to said microprocessor, a collector of said first transistor and an emitter of said second transistor being grounded, and an emitter of said first transistor being connected to a base of a fourth transistor and the power supply via a resistor, a third and said fourth transistors having collectors connected respectively to the bases of said two transistors constituting said driving means, and having grounded emitters.

19. A fuel injection control system for an internal combustion engine as set forth in claim 10, wherein said second calculating means comprises a fourth sensing means for producing a fourth signal with a numerical value representing a cooling water temperature of a water outlet in the engine to thereby calculate one of the correction coefficients to be combined with the numerical result from said first calculating means.

20. A fuel injection control system for an internal combustion engine as set forth in claim 19, wherein said second calculating means further comprises fifth and sixth sensing means, each positioned in one of the two exhaust manifolds, for producing first and second feedback signals each representing the proportion of fuel to intake air flow quantity in a mixture supplied to the cylinders of the corresponding bank and for indicating when said mixture does not have a stoichiometric ratio and a third calculating means for arithmetically operating on the numerical values from said fifth and sixth sensing means so as to calculate corresponding correction coefficients and to combine said coefficients with the fourth signal of the fourth sensing means.

21. A fuel injection control system for an internal combustion engine as set forth in claim 20, wherein said switching means is operable to produce a high or low level signal to said driving means alternatingly in synchronism with one half of an engine revolution, the level of the signal from said switching means being in accordance with either one of the correction coefficients derived from said fifth and sixth sensing means combined with the correction coefficient from the fourth signal of said fourth sensing means when the numerical value of the first signal from said first sensing means does not exceed a predetermined value.

22. A fuel injection control system for an internal combustion engine as set forth in claim 20, wherein said switching means produces a high impedance signal to said driving means in synchronization with one half of an engine revolution when the numerical value of the first signal from said first sensing means exceeds a predetermined value so as to simultaneously open the fuel injectors of both groups.

23. A fuel injection control system for an internal combustion engine as set forth in claim 22, wherein said second calculating means arithmetically calculates half of the numerical values of the correction coefficient without consideration of the numerical values of the correction coefficients calculated from the first and second feedback signals of said fifth and sixth sensing means.