Fuel injection timing control system for internal combustion engine and control method therefor

• US 4,562,817 A
• Filed: 11/30/1982
• Issued: 01/07/1986
• Est. Priority Date: 12/22/1981
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Ito, Teruyuki
• Primary Examiner(s): Dolinar, Andrew M.
• Application Number:
  US06/445,552
• Time in Patent Office: 1,134 Days
• Field of Search: 123/478, 123/472, 123/432, 123/445, 123/492, 123/476, 123/491
• US Class Current: 123/478
• CPC Class Codes: F02D 41/345 Controlling injection timing F02D41/365 takes precedence
• CPC Class Codes: F02M 69/042 Positioning of injectors with respect to engine, e.g. in the air intake conduit mounting of injectors F02M61/14
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A fuel injection control system for an internal combustion engine having a fuel injection valve located near an intake port can control the timing of fuel injection in synchronism with engine revolution. The fuel injection control system improves fuel atomization characteristics and uniformity of air/fuel mixture entering the engine cylinders. The control system controls the fuel injection timing so that the fuel injection occurs within a valve-overlap period during which an intake valve and an exhaust valve are both open. In order to precisely control the fuel injection timing, the piston stroke of each engine cylinder is detected with reference to the crank shaft angular position.

Claims

1. A fuel injection control system for a multi-cylinder fuel injection internal combustion engine having an intake and exhaust port for each cylinder and a fuel injection valve disposed adjacent the intake port of each cylinder and directed towards the intake port, and an intake and exhaust valve for opening and closing the intake and exhaust ports respectively of each cylinder, and a crank shaft, said control system comprising:

first means for detecting engine load and for producing a first signal indicative of said engine load;

second means for detecting the angular position of said crank shaft and for producing a second signal each time the crank shaft passes a predetermined angular position;

third means for operating the intake and exhaust valves in synchronism with the crank shaft angular position, said intake and exhaust valves being operated with a predetermined valve overlap period during which both the intake and exhaust valves are open;

fourth means for determining a fuel injection amount based on said first signal and for producing a control signal for controlling the fuel injection valves of each cylinder to inject said fuel injection amount, said fourth means being further operable for determining a timing of said control signal based on said second signal to normally effect fuel injection at the injection valve of each cylinder during the valve overlap period of each cylinder said fourth means also being responsive to said first signal to advance the timing of said control signal to a time prior to said valve-overlap period when the engine load exceeds a predetermined threshold and, otherwise, to maintain the timing of said control signal within said valve overlap period.

2. The control system as set forth in claim 1, wherein said second signal has a unique signal value at said predetermined angular position of said crank shaft which corresponds to a predetermined position of a specific one of the cylinders to distinguish the specific cylinder from the remaining cylinders with respect to timing said control signal.

3. The control system as set forth in claim 1, wherein said engine has an air induction passage and further comprising means for preheating intake air flowing in said air induction passage.

4. The control system as set forth in claim 3, wherein said preheating means comprises an engine coolant passage formed in an intake manifold of said air induction passage for flowing heated engine coolant therethrough.

5. The control system as set forth in claim 3, wherein said preheating means comprises a heater unit in said air induction passage.

6. The control system as set forth in claim 5, wherein said air induction passage comprises a primary passage and secondary passage, said heater unit being in said primary passage, and further comprising primary and secondary throttle valves disposed in said primary and secondary passages respectively, said secondary throttle valve being closed during relatively low engine load conditions.

7. A fuel injection control system for a multi-cylinder fuel injection internal combustion engine having an intake and exhaust port for each cylinder and a fuel injection valve disposed adjacent the intake port of each cylinder and directed towards the intake port, and an intake and exhaust valve for opening and closing the intake and exhaust ports respectively of each cylinder, and a crank shaft, said control system comprising:

first means for detecting engine load and for producing a first signal indicative of said engine load

second means for detecting the angular position of said crank shaft and for producing a second signal each time the crank shaft passes a predetermined angular position;

third means for operating the intake and exhaust valves in synchronism with the crank shaft angular position, said intake and exhaust valves being operated with a predetermined valve overlap period during which both the intake and exhaust valves are open;

fourth means for determining a fuel injection amount based on said first signal and for producing a control signal for controlling the fuel injection valves of each cylinder to inject said fuel injection amount, said fourth means being further operable for determining a timing of said control signal based on said second signal to normally effect fuel injection at the injection valve of each cylinder during the valve overlap period of each cylinder;

said fourth means being operable to change the timing of said control signal for each cylinder to time said control signal with the valve-overlap period of each cylinder said fourth means also being responsive to said first signal exceeding a predetermined threshold indicative of a high load condition to advance the timing of said control signal to a time prior to said valve overlap period and, otherwise, to maintain the timing of said control signal within said valve overlap period.

8. The control system as set forth in claim 7, wherein said second signal has a predetermined signal value for identifying a predetermined angular position of said crank shaft which corresponds to a predetermined position of a specific cylinder.

9. The control system as set forth in claim 7, wherein said fourth means advances the timing of said control signal to a crank shaft angular position corresponding to a combustion stroke of an engine cylinder when the engine load exceeds the predetermined threshold.

10. The control system as set forth in claim 7, wherein said fourth means advances the timing of the control signal to a crank shaft angular position corresponding to a compression stroke of an engine cylinder during engine warm-up.

11. A method for controlling fuel injection timing in a multi-cylinder fuel injection internal combustion engine having an intake port for each cylinder and a fuel injection valve for injecting fuel directly toward the intake port of each cylinder, and an intake and an exhaust valve for each cylinder, and a crank shaft, comprising the steps of:

detecting crank shaft angular position;

detecting, with reference to the crank shaft angular position, a valve-overlap period during which said intake and exhaust valves of a cylinder are both open;

determining a fuel injection amount based on a preselected control parameter;

producing, based on the determined fuel injection amount, a fuel injection valve control signal; and

determining a timing of said control signal to effect fuel injection in each cylinder during the valve-overlap period of that cylinder.

12. The method as set forth in claim 11, wherein said control signal timing is different for each cylinder so that the control signal to the fuel injection valve of each cylinder corresponds to the valve-overlap period of that cylinder.

13. The method as set forth in claim 12, wherein said control signal timing is advanced when a load on the engine exceeds a predetermined load level.

14. The method as set forth in claim 13, wherein said control signal to the injector valve of each cylinder is timed to occur during the valve-overlap period whenever the engine is idling and the engine load does not exceed said predetermined load level.

15. The method as set forth in claim 13, wherein said control signal timing to the fuel injector of a cylinder is advanced to occur during a combustion stroke of the cylinder when the engine load exceeds said predetermined level.

16. The method as set forth in claim 13, wherein said control signal timing to the fuel injector of a cylinder is advanced to occur after the bottom dead center of a suction stroke of the cylinder when the engine load exceeds said predetermined level.

17. The method as set forth in claim 12, wherein the step of detecting crank shaft angular position further compress detecting a compression stroke top dead center position of a specific one of the cylinders for determining a correct control signal timing for each of the engine cylinders.