System for controlling an engine and method therefor

• US 4,625,690 A
• Filed: 08/02/1985
• Issued: 12/02/1986
• Est. Priority Date: 08/03/1984
• Status: Expired due to Term

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Morita, Tatsuo
• Primary Examiner(s): Dolinar, Andrew M.
• Application Number:
  US06/761,842
• Time in Patent Office: 487 Days
• Field of Search: 123/340, 123/350, 123/399, 123/435, 123/478, 123/425, 123/421
• US Class Current: 123/350
• CPC Class Codes: F02B 1/04 with fuel-air mixture admission into cylinder
• CPC Class Codes: F02D 11/105 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• CPC Class Codes: F02D 35/023 by determining the cylinder pressure
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/1497 With detection of the mechanical response of the engine
• CPC Class Codes: F02D 43/00 Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
• CPC Class Codes: F02P 5/045 combined with electronic control of other engine functions, e.g. fuel injection in general F02D37/02
• CPC Class Codes: F02P 5/1455 by using a second control of the closed loop type dependent on pinking F02P5/152
• CPC Class Codes: F02P 5/1502 using one central computing unit
• CPC Class Codes: F02P 5/1504 with particular means during a transient phase, e.g. acceleration, deceleration, gear change during starting F02P5/1506
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A system and method for controlling an engine, in which a value correlative to an engine output is detected, a target value of the engine output correlative value is calculated on the basis of an angular displacement of an accelerator pedal and engine speed, the detected value correlative to the engine output is compared with the target value, an opening angle of a throttle valve located within a throttle chamber of the engine for adjusting an intake air quantity supplied to the engine according to its opening angle is calculated on the basis of the comparison result, and the throttle valve is actuated to adjust the intake air quantity according to the calculated opening angle so that the detected value correlative to the engine output coincides with the target value.

Claims

1. A system for controlling an engine, comprising:

(a) first means for adjusting an intake air quantity supplied to the engine according to an opening angle thereof;

(b) second means for actuating said first means to adjust the opening angle according to an angular displacement thereof;

(c) third means for detecting a characteristic value corelative to an engine output;

(d) fourth means for detecting the angular displacement of said second means;

(e) fifth means for detecting an engine speed;

(f) sixth means for calculating a target value of the engine output corelative value from the angular displacement of said second means and engine speed detected by said fourth and fifth means;

(g) seventh means for comparing the calculated target value of the engine output corelative value by said sixth means with the detected value of engine output corelative value by said third means;

(h) eighth means for calculating the opening angle value of said first means on the basis of a comparison result of said seventh means; and

(i) ninth means for further actuating said first means to adjust the opening angle of said first means according to the calculated opening angle of said eighth means in addition to the adjustment of the opening angle of said first means by means of said second means so that the detected value of the engine output corelative value by said third means coincides with the calculated target value thereof by said sixth means.

2. The engine control system according to claim 1, wherein said third means detects a maximum pressure in any one of engine cylinders as the engine output corelative value.

3. The engine control system according to claim 1, wherein said third means detects an indicated average mean effective pressure as the engine output corelative value.

4. The engine control system according to claim 1, wherein said third means detects a maximum pressure in each engine cylinder and calculates an average value of the maximum pressure in each engine cylinder for each of two engine revolutions as the engine output corelative value.

5. The engine control system according to claim 2, which further comprises:

(a) tenth means for detecting the intake air quantity supplied to the engine the intake air quantity being adjusted by said second and ninth means;

(b) eleventh means for calculating a fuel quantity supplied to the engine on the basis of the detected engine speed by said fifth means and detected intake air quantity by said tenth means; and

(c) twelveth means for supplying fuel to the engine the quantity of which is calculated by said eleventh means.

6. The engine control system according to claim 1, wherein said sixth means comprises:

(a) tenth means for calculating a basic target value of the engine output corelative value according to the detected angular displacement of said second means by said fourth means and detected engine speed by said fifth means; and

(b) eleventh means for correcting the calculated basic target value of the engine output corelative value by aid tenth means according to at least one correction coefficient based on an engine operating variable to produce the target value.

7. The engine control system according to claim 6, wherein said engine operating variable is an engine cooling water temperature.

8. The engine control system according to claim 6, wherein the correction coefficient includes a correction coefficient based on a change rate of the angular displacement of said second means with respect to time.

9. The engine control system according to claim 2, wherein said seventh means compares the target value of the maximum pressure in the engine cylinder calculated by said sixth means with the detected value of the maximum pressure in the engine cylinder by said third means to calculate a ratio of the target value of the maximum pressure to the detected maximum pressure and said eighth means calculates the present opening angle of said first means on the basis of the ratio calculated by said seventh means and the previous opening angle of said first means before a predetermined interval and calculates the opening angle of said first means to be actuated by said ninth means from a difference between the present opening angle and previous opening angle of said first means.

10. The engine control system according to claim 5, which further comprises:

(a) thirteenth means for detecting a crank angle position with respect to a top dead center in a compression stroke of the engine cylinder at which the pressure in the engine cylinder reaches maximum;

(b) fourteen means for comparing the detected crank angle position by said thirteenth means with both limit values of a predetermined crank angle range which is predefined as a stable region within which the engine stably operates and outputting a first signal when the detected crank angle position is within the predetermined crank angle range and a second signal when the detected crank angle position is out of the predetermined crank angle range; and

(c) fifteenth means for correcting the calculated fuel quantity supplied to the engine by said eleventh means on the basis of an air-fuel mixture ratio correction coefficient, said air-fuel mixture ratio correction coefficient being varied depending on whether said fourteenth means outputs the first signal or second signal, so that the crank angle position detected by said thirteenth means approaches to one of the limits values of the predetermined crank angle range at which the fuel consumption is seved at optimum.

11. The engine control system according to claim 10, wherein the value of said air-fuel mixture ratio correction coefficient is reduced so that the air-fuel mixture becomes thin when said fourteenth means outputs the first signal and the value of said air-fuel mixture ratio correction coefficient is increased so that the air-fuel mixture ratio becomes rich when said fourteenth means outputs the second signal.

12. The engine control system according to claim 10, wherein said air-fuel mixture ratio correction coefficient is zero when the engine has started, is in an idling state, in a armed-up state, and high load and high engine speed states wherein the engine output exceeding a predetermined engine output value requires.

13. The engine control system according to claim 5, which further comprises:

(a) thirteenth means for calculating an ignition timing angle value on the basis of the intake air quantity detected by tenth means and engine speed detected by said fifth means;

(b) fourteenth means for detecting a crank angle position with respect to a top dead center in a compression stroke of the engine cylinder at which the pressure in the engine cylinder reaches maximum;

(c) fifteenth means for correcting the ignition timing angle value calculated by said thirteenth means so that the detected crank angle position by said fourteenth means coincides with a target value of the crank angle position which gives an optimum ignition timing for best engine output torque; and

(d) sixteenth means for igniting each spark plug located within the corresponding to the engine cylinder according to a predetermined ignition order at an ignition timing angle, the value of which is calculated and corrected by said thirteenth means and fifteenth means.

14. The engine control system according to claim 13, wherein said fifteenth means corrects the ignition timing angle value calculated by said thirteenth means on the basis of a difference between a movable average value of each detected crank angle position by said fourteenth means for a predetermined number of times and the target value of the crank angle position.

15. The engine control system according to claim 13, wherein said fifteenth means corrects the ignition timing angle value calculated by said thirteenth means on the basis of a correction coefficient according to an engine cooling water temperature when the engine cooling water temperature is below a predetermined value.

16. The engine control system according to claim 1, wherein said third means detects an engine torque as the engine output corrective value.

17. A method for controlling an engine, comprising the steps of:

(a) detecting a value corelative to an engine output;

(b) detecting an angular displacement of an accelerator means according to which an opening angle of a throttle valve means located within a throttle chamber is varied;

(c) detecting an engine speed;

(d) calculating a target value of the characteristic corelative to the engine output from the detected angular displacement in said step (b) and detected engine speed in said step (c);

(e) comparing the calculated target value in said step (d) with the detected value corelative to the engine output in said step (a);

(f) calculating the opening angle value of the throttle valve means through which the throttle valve means is displaced so as to adjust an intake air quantity supplied to the engine on the basis of a comparison result in said step (e); and

(g) actuating the throttle valve means to adjust the opening angle of the throttle valve means according to the calculated opening angle of the throttle valve means in said step (f) so that the detected value correlative to the engine output in said step (a) coincides with the target value calculated in said step (f).

18. The engine control method according to claim 17, which further comprises the steps of:

(h) detecting an intake air quantity supplied to the engine, the intake air quantity being adjusted in said step (g);

(i) calculating a fuel supply quantity to the engine on the basis of the intake air quantity detected in said step (h) and engine speed detected in said step (c); and

(j) supplying fuel to the engine, the quantity of which is calculated in said step (i).

19. The engine control method according to claim 18, wherein said step (a) detects a maximum pressure in an engine cylinder and which further comprises the steps of:

(k) calculating an ignition timing angle value on the basis of the intake air quantity detected in said step (h) and engine speed detected in said step (c);

(l) correcting the calculated ignition timing angle value in said step (k) so that a crank angle position at which the maximum pressure in the engine cylinder is detected in said step (a) coincides with a target value of the crank angle position at which the fuel consumption is saved at optimum; and

(m) igniting each spark plug located within the corresponding engine cylinder according to a predetermined ignition order at an ignition timing calculated in said step (k) and corrected in said step (l).

20. The engine control method according to claim 18, which further comprises the steps of:

(k) setting an engine stable region within which the engine operates stably;

(l) comparing a limit value of the engine stable region with the detected value corelative to the engine output; and

(m) correcting a fuel mixture ratio of the engine on the basis of a comparison result of said step (l).