Air/fuel ratio control system for internal combustion engine and method therefor

• US 4,543,934 A
• Filed: 12/16/1983
• Issued: 10/01/1985
• Est. Priority Date: 12/21/1982
• Status: Expired due to Term

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Morita, Tatsuo, Sawamoto, Kunifumi
• Primary Examiner(s): Argenbright, Tony M.
• Application Number:
  US06/562,089
• Time in Patent Office: 655 Days
• Field of Search: 123/435, 123/436, 123/478
• US Class Current: 123/435
• CPC Class Codes: F02D 2200/1015 Engines misfires
• CPC Class Codes: F02D 41/1406 with use of a optimisation method, e.g. iteration
• CPC Class Codes: F02D 41/1498 measuring engine roughness

Abstract

An air/fuel ratio control system is applicable to lean mixture combustion internal combustion engines. The control system determines the value of the mixture ratio at which engine stability can switch between stable and unstable conditions. As long as the engine continues to run in a stable condition in which the engine roughness is within an acceptable range, the mixture is intermittently leaned out by a given proportion. On the other hand, when engine roughness in an unacceptable range is detected, the mixture ratio is enriched by a given proportion to overcome the unacceptable engine roughness. Enrichment of the mixture is continued until engine roughness within the acceptable range is detected.

Claims

1. An air/fuel ratio control system for an internal combustion engine having a plurality of engine cylinders comprising:

a first detector for detecting engine operating conditions to produce an engine operating condition indicative signal representative of a basic fuel delivery parameter;

a second detector for detecting cycle-to-cycle fluctuations of the output of each of the engine cylinders to produce a detector signal when the engine fluctuation rate is outside of a given allowable range;

a counter means for counting occurrences of the non-allowable engine fluctuations in each engine cylinder and outputting a first counter signal representative of the number of engine cylinders in which non-allowable engine fluctuations are detected; and

a controller unit responsive to said engine operating condition indicative signal for deriving a fuel delivery amount based thereon, and deriving an air/fuel ratio which varies in the direction of a leaner mixture at a first given rate as long as the first counter signal value remains less than a given threshold and in the direction of a richer mixture at a second given rate when the first counter signal value is equal to or greater than said given threshold.

2. The control system as set forth in claim 1, wherein said counter means further counts occurrences of non-acceptable fluctuations in each engine cylinder to output second counter signals, each of which is representative of occurrences of non-allowable fluctuations in a corresponding engine cylinder, and said control unit is responsive to said second counter signals to modify the mixture ratio in the richer direction when one of the second counter signal values is equal to or greater than a given value.

3. The control system as set forth in claim 1, wherein said second detector means is adapted to detect the crankshaft angular position at which a maximum engine output torque is obtained, and has means for comparing said crankshaft angular position with an angular threshold to judge whether said crankshaft angular position is within said allowable range and to produce said detector signal when said crankshaft angular position is outside of said allowable range.

4. The control system as set forth in claim 3, wherein said second detector means comprises a pressure sensor adapted to detect the internal pressure in the engine in order to detect variation of the engine output torque.

5. The control system as set forth in claim 4, wherein said second detector comprises a plurality of pressure sensors respectively adapted to detect variations in the internal presure in each of the engine cylinders.

6. The control system as set forth in claim 5, which further comprises a crank angle sensor adapted to produce a pulse signal after every predetermined increment of crankshaft rotation.

7. The control system as set forth in claim 6, wherein said second detector means is adapted to determine the crankshaft angular position at which a pressure signal value outputted by said pressure sensor is maximized.

8. The control system as set forth in claim 7, wherein said second detector means further comprises a selector means which is adapted to select one of said pressure sensors to transmit the output of the selected pressure sensor in synchronism with the engine revolution.

9. The control system as set forth in claim 8, wherein said selector means selects the one of the pressure sensors which is adapted to mesure the internal pressure in the corresponding engine cylinder which is currently in its combustion stroke to measure the variation of the internal pressure therein.

10. The control system as set forth in claim 9, wherein said second detector means includes a register adapted to sample an instantaneous pressure signal value at each crankshaft rotational angle, said register having storage addresses adapted to store the pressure signal values sampled at each of a plurality of crankshaft angular positions.

11. The control system as set forth in claim 10, wherein said angular threshold includes an upper threshold component and a lower threshold component which cooperatively define said allowable range.

12. The control system as set forth in claim 11, wherein said upper and lower threshold components are derived from an average crankshaft angular position obtained by averaging a predetermined number of previously obtained crankshaft angular positions.

13. An air/fuel ratio control system for a multicylinder internal combustion engine having a plurality of engine cylinders with combustion chambers and an induction system for introducing an air/fuel mixture into each of said combustion chamber, which control system comprising:

a first detector means for detecting engine operating conditions to produce an engine operating condition indicative signal representative of a basic fuel delivery parameter;

a second detector means for detecting engine roughness in each of said engine cylinders during its combustion stroke, and for judging if the detected engine roughness is within a predetermined acceptable range and producing a detector signal when said detected engine roughness is outside of said acceptable range;

a counter means for counting the number of cylinders in which unacceptable engine roughness is detected, said counter means producing an enrichment demand signal when said counted number of cylinders becomes greater than a predetermined first threshold; and

a controller unit responsive to said engine operating condition indicative signal to derive a fuel delivery amount based thereon, said control unit controlling the air/fuel ratio of an air/fuel mixture to make the mixture leaner at a given first rate and responsive to said enrichment demand signal to enrich the mixture at a given second rate.

14. The control system as set forth in claim 13, wherein said second detector means is adapted to detect the rate of fluctuation of peak torque in order to detect engine roughness.

15. The control system as set forth in claim 14, wherein said second detector comprises means for detecting an internal pressure in each combustion chamber and means for detecting the crankshaft angular position at which the internal pressure is maximized.

16. The control system as set forth in claim 15, wherein said second detector further comprises means for comparing said detected crankshaft angular position with a predetermined threshold defining said acceptable range of engine roughness and producing said detector signal when said crankshaft angular position is out of said acceptable range.

17. The control system as set forth in claim 13, wherein said counter means also produces said enrichment demand signal when the number of occurrences of engine roughness in any one cylinder exceeds a predetermined second threshold.

18. The control system as set forth in claim 16, wherein said counter means also produces said enrichment demand signal when the number of occurrences of unacceptable engine roughness in any one cylinder exceeds a predetermined second threshold.

19. The control system as set forth in claim 17, wherein said counter means is reset after a given number of cycles of engine revolution.

20. The control system as set forth in claim 18, wherein said predetermined thresholds defining said acceptable range of the engine roughness includes an upper threshold component and a lower threshold component which cooperate to define said acceptable range, and said upper and lower threshold components vary in accordance with engine operating conditions.

21. The control system as set forth in claim 20, wherein said upper and lower threshold components are adjusted by varying their intermediate value which corresponds to the average of said crankshaft angular positions over a given number of preceding engine revolution cycles.

22. The control system as set forth in claim 21, wherein the oldest crankshaft angular position value used to obtain said average crankshaft angular position is replaced by an instantaneous crankshaft position value in each cycle of engine revolution.

23. The control system as set forth in claim 18, wherein said pressure detecting means in said second detector means comprises a plurality of pressure sensors, each of which detects the internal pressure in a corresponding engine cylinder.

24. The control system as set forth in claim 23, wherein said control unit detects the crankshaft angular position in order to select the one of the engine cylinders which is in its combustion stroke and outputs a selector signal indicative of said selected one of the engine cylinders, and said second detector means is responsive to said selector signal to transmit the output signal of the pressure sensor adapted to measure the internal pressure of said selected engine cylinder.

25. The control system as set forth in claim 19, in which said internal combustion engine includes a fuel injection valve, the duty cycle of which is controlled to inject fuel by a fuel injection pulse from said control unit, and said control unit reduces the duration of said fuel injection pulse at said first given rate as long as said enrichment demand signal is absent and increases the duration of the fuel injection pulse at said second given rate in response to said enrichment demand signal.

26. The control system as set forth in claim 22, in which said internal combustion engine has a fuel injection valve opening and closing to control the fuel delivery amount according to a fuel injection pulse having a pulse width corrresponding to the determined fuel delivery amount, and said control unit modifies the fuel delivery amount by reducing the amount as long as said enrichment demand is absent and is responsive to said enrichment demand to modify the fuel delivery amount such that the air/fuel mixture is enriched at said second rate.

27. The control system as set forth in claim 24, which control system is applicable for controlling the air/fuel mixture in a fuel injection internal combustion engine, and said controller unit controls the air/fuel mixture by adjusting the fuel delivery amount depending on the detected engine roughness.

28. A method for controlling an air/fuel ratio for an internal combustion engine comprising the steps of:

detecting engine operating conditions to derive a fuel delivery amount depending thereupon;

detecting engine roughness in each engine cylinder;

judging if the detected engine roughness is within a predetermined acceptable range;

counting occurrences of an unacceptable range of engine roughness in each cylinder;

comparing the number of the engine cylinders in which unacceptable engine roughness is detected within a given duration with a predetermined first threshold; and

30. The control method as set forth in claim 28, in which said mixture is enriched when the number of occurrences of unacceptable engine roughness in one of the cylinders is greater than a predetermined second threshold.

29. controlling the air/fuel mixture so as to lean out the mixture at a first given rate as long as the number of cylinders is less than said first threshold and to enrich the mixture at a second given rate when said number of cylinder is greater than said first threshold.

31. The control method as set forth in claim 29, in which the engine roughness is detected by detecting cycle-to-cycle fluctuations in the output of each engine cylinder.

32. The control method as set forth in claim 29, in which the engine roughness is detected by detecting the crankshaft angular position at which peak torque is obtained.

33. The control method as set forth in claim 29, in which the engine roughness is detected by detecting the crankshaft angular position at which the internal pressure in the engine combustion chamber is maximized.

34. The control method as set forth in claim 32, in which said crankshaft angular position is compared with upper and lower thresholds which define said acceptable engine roughness range to judge that the engine roughness condition is in unacceptable range when the crankshaft angular position is greater than said upper threshold or less than said lower threshold.

35. The control method as set forth in claim 33, in which said upper and lower thresholds are adjusted by varying their intermediate fundamental value which corresponds to the average of a given number of said crankshaft angular positions in the given number of preceding engine revolution cycles.

36. The control method as set forth in claim 34, in which the oldest crankshaft angular position value used to derive the average crankshaft angular position is replaced with an instantaneous crankshaft angular position value in each cycle of engine revolution.

37. The control method as set forth in claim 29, in which the air/fuel ratio is controlled by adjusting the fuel delivery amount by reducing the amount at said first given rate as long as the engine roughness remains within said acceptable range and by increasing the amount at said second given rate when the engine roughness is in said unacceptable range.

38. The control method as set forth in claim 35, in which the air/fuel ratio is controlled by modifying the fuel delivery amount determined on the basis of an engine operating condition other than engine roughness, in such a manner that when the engine roughness remains in said acceptable range, the air/fuel mixture is leaned out at said first given rate, and when the detected engine roughness is in said unacceptable range, the air/fuel mixture is enriched at said second given rate.

40. The control method as set forth in claim 38, which further comprises the step of detecting a correction parameter for modifying the fuel injection amount depending upon the value thereof.

41. The control method as set forth in claim 38, which further comprises a step of detecting an instantaneous engine operating condition to identify the engine cylinder in which combustion of the mixture is currently occurring, and selecting the the identified cylinder for measurement of the internal pressure.

42. The control method as set forth in claim 40, in which the internal pressure in the selected cylinder is repeatedly sampled over a given range of rotation of the crankshaft, and the peak value of the internal pressure and the corresponding crankshaft angular position is derived from the sampled values.

43. The control method as set forth in claim 41, in which said counted value is cleared after a predetermined number of cycles of engine revolution.

44. The control method as set forth in claim 42, in which said upper and lower thresholds are adjusted by variation of the average of the crankshaft angular position at the peak pressure over a given number of preceding cycles of engine revolution.

45. The control method as set forth in claim 43, in which said upper threshold is derived by adding a given first constant to said average crankshaft angular position and said lower threshold is derived by subtracting a given second constant from said average crankshaft angular position.

47. The method of claim 45, wherein said adjusting step comprises the steps of decreasing the basic fuel supply quantity when the count of occurrences of engine roughness falls within an allowable range, and increasing the basic fuel supply quantity when the count of occurrences of engine roughness falls outside of the acceptable range.

49. The method of claim 47, wherein said counting step comprises the step of counting the occurrences of the determined angular position outside of the normal range and the adjusting step is carried out when the number of occurrences exceeds a predetermined number.

50. The method of claim 47, wherein said deriving step is performed for each of the engine combustion chambers, and the counting step comprises counting the number of engine combustion chambers in which said determined angular position falls outside of the normal range and the adjusting step is carried out when said number of combustion chambers exceeds a second predetermined number.

51. The method of claim 47, wherein said normal range of angular position varies with engine conditions, and further comprising the step of determining a lower threshold value and an upper threshold value on the basis of the measured engine parameters, said thresholds defining in conjunction the normal range of angular position.

52. The method of claim 47, wherein said normal range of angular position is from 10°

after top dead center to 25°

after top dead center in terms of degrees of crankshaft rotation after the top dead center position in the combustion chamber within which pressure is currently being measured.

54. The method of claim 49, wherein said predetermined number of combustion chambers is equal to half the total number of combustion chambers of the engine.

55. The method of claim 49, wherein said occurrences are counted for a predetermined number of engine revolutions before starting to count again from zero.

39. A control method for controlling an air/fuel mixture to be delivered in a multi-cylinder fuel injection internal combustion engine, comprising the steps of:

detecting engine revolution speed;

detecting the load condition on the engine;

detecting the engine crankshaft angular position;

detecting the internal pressure in each combustion chamber in each of the engine cylinders;

deriving a fuel injection amount based on said engine speed and the engine load to determine a fuel injection pulse width to control the duty cycle of a fuel injection valve in order to inject a controlled amount of fuel into the induction system of the engine;

detecting the peak value of the internal pressure in each cylinder and deriving the crankshaft angular position at the peak pressure;

comparing the derived crankshaft angular position at the peak pressure with upper and lower thresholds;

counting the occurrences of the crankshaft angular position at the peak pressure outside of the range defined by said upper and lower thresholds for each cylinder; and

modifying the fuel injection amount by reducing the amount as long as the number of cylinders in which the crankshaft angular position at the peak pressure falls outside of said normal range is less than a given first threshold and the number of occurrences of the crankshaft angular position outside of said normal range in each cylinder is less than a given second threshold, and by increasing the fuel injection amount when the number of cylinders is equal to or greater than said first threshold, or the number of occurrences in each cylinder is equal to or greater than said second threshold.

46. A fuel supply control method for an internal combustion engine comprising the steps of:

measuring a number of engine operating parameters including at least the pressure within the engine combustion chambers;

selecting a predetermined basic fuel supply quantity in accordance with the measured operating parameters from a plurality of empirically determined values;

deriving a measure of engine roughness from the measured combustion chamber pressure;

maintaining a count of the number of occurrences of engine roughness;

adjusting the basic fuel supply quantity in accordance with the count of occurrences of engine roughness; and

supplying an amount of fuel represented by the adjusted fuel supply quantity to the engine.

48. The method of claim 46, wherein said measured engine parameters also include crankshaft angular position and said deriving step includes the steps of determining the crankshaft angular position at which the combustion chamber pressure peaks, comparing the determined angular position with a normal range of angular position, and judging that the engine is running roughly when the determined angular position falls outside of the normal range.

53. The method of claim 48, wherein said predetermined number of occurrences is three.