Electronically controlled fuel injection method and apparatus

• US 4,401,079 A
• Filed: 12/05/1980
• Issued: 08/30/1983
• Est. Priority Date: 09/05/1980
• Status: Expired due to Term

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kogyo Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Ikeda, Shinji, Aoki, Keiji
• Primary Examiner(s): Cox, Ronald B.
• Application Number:
  US06/213,334
• Time in Patent Office: 998 Days
• Field of Search: 123/425, 123/435, 123/436, 123/440, 123/179 G, 123/179 L
• US Class Current: 123/435
• CPC Class Codes: F02D 2200/1002 Output torque
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 41/068 for warming-up
• CPC Class Codes: F02D 41/1406 with use of a optimisation method, e.g. iteration

Abstract

An electronically controlled, fuel injection method and apparatus, wherein fuel is supplied by an electromagnetic fuel injection valve into an intake system. The rate of fuel injection when the engine is cold is increased or decreased in relation to a difference between a detected engine torque and a predetermined optimum torque. Consequently, good operational performance of the engine at low engine temperature is ensured, irrespective of variations in ambient factors such as atmospheric pressure, etc. and variations in engine characteristics.

Claims

1. A method of electronically controlling the rate of fuel being injected at low engine temperatures into an engine having a combustion chamber and a crank-shaft comprising the steps of:

(a) monitoring a pressure P in said combustion chamber;

(b) determining said P at a plurality of predetermined intervals during compression and explosion strokes from 180°

before top dead center to 180°

after top dead center;

(c) generating, in response to said determining step, an integrated pressure value Pi related to the integral of the product of P and the incremental change in combustion chamber volume per incremental change in crank-shaft angle over the range of crank-shaft angles from 180°

before top dead center to 180°

after top dead center during the compression and explosion strokes;

(d) generating a pumping means effective pressure value P_p related to the difference between combustion chamber pressures during an intake stroke and an exhaust stroke of said engine;

(e) generating a torque value T related to said Pi less Pf and said P_p where Pf is related to a frictional average effective pressure; and

(f) adjusting said fuel injection rate so that T approaches a predetermined optimum torque,

said steps (d), (e) and (f) occurring during one of an exhaust stroke and an intake stroke of said engine,

said steps (c), (d) and (e) being performed by a microcomputer.

3. A method as defined in claim 1, wherein said step (b) includes the step of determining P during a compression stroke and an explosion stroke at every change through a predetermined angle of the crank-shaft.

4. A method as defined in claim 3, wherein said step (a) includes the step of determining P only a single point respectively during an intake stroke and an exhaust stroke of said engine.

5. A method as defined in claim 1, wherein said step (f) includes the step of adjusting said fuel injection rate so that a mean torque of said T averaged over 5 cycles approaches said optimum torque.

6. A method as defined in claim 3, wherein said predetermined angle is 3°

.

2. Apparatus for electronically controlling the rate of fuel being injected at low engine temperatures into an engine having a combustion chamber and a crank-shaft comprising:

means for monitoring a pressure P in said combustion chamber;

microcomputer processing means for (1) determining said P at a plurality of predetermined intervals during compression and explosion strokes from 180°

before top dead center to 180°

after top dead center and during each intake stroke and exhaust stroke, (2) generating, in response to said determining step, an integrated pressure value Pi related to the integral of the product of P and the incremental change in combustion chamber volume per incremental change in crank-shaft angle over the range of crank-shaft angles from 180°

before top dead center to 180°

after top dead center during the compression and explosion strokes, (3) generating a pumping means effective pressure value P_p related to the difference between combustion chamber pressures during an intake stroke and an exhaust stroke of said engine, (4) generating a torque value T related to said Pi less Pf and said P_p where Pf is related to a frictional average effective pressure, and (5) determining the amount by which said fuel injection rate should be adjusted so that T approaches a predetermined optimum torque, said microcomputer processing means functions (3), (4) and (5) occurring during one of an exhaust stroke and an intake stroke of said engine; and

means, responsive to said microcomputer processing means for adjusting said fuel injection rate.

7. Apparatus as in claim 2 wherein said microcomputer processing means determines said P during said compression and explosion strokes each time said crank-shaft rotates a predetermined angle.

8. Apparatus as in claim 7 wherein said predetermined angle is 3°

.

9. Apparatus as in claim 2 wherein said microcomputer processing means determines said P only once during each intake stroke and each exhaust stroke.

10. Apparatus as in claim 2 wherein said microcomputer processing means averages said T over five cycles and determines the amount by which said fuel injection rate should be adjusted so that said averages approaches said optimum value.