System for controlling a fuel injection quantity and method therefor

• US 4,901,699 A
• Filed: 07/07/1988
• Issued: 02/20/1990
• Est. Priority Date: 07/10/1987
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Company Limited 2 Takara-Cho Kanagawa-Ku Yokohama-Shi Kanagawa-Ken Japan
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Kawamura, Yoshihisa, Uchida, Masaaki, Miwa, Hiromichi
• Primary Examiner(s): NELLI, RAYMOND A
• Application Number:
  US07/216,041
• Time in Patent Office: 593 Days
• Field of Search: 123/478, 123/492, 123/425, 73/702
• US Class Current: 123/435
• CPC Class Codes: F02D 35/023 by determining the cylinder pressure
• CPC Class Codes: F02D 41/008 Controlling each cylinder individually
• CPC Class Codes: F02D 41/045 Detection of accelerating or decelerating state detection thereof in general G01P
• CPC Class Codes: F02D 41/10 for acceleration

Abstract

A system and method for controlling a fuel injection quantity for an internal combustion engine are disclosed in which upon start of the engine acceleration, a quantity corresponding to an air quantity sucked into an engine cylinder (for example, a pressure in an intake air passage downstream of a throttle valve) is detected, an indicated mean effective pressure (P_i) is detected, gains and phases of both detected values are matched with each other, respectively, so that an expected value of the indicated mean effective pressure is derived from the detected value of the air quantity corresponding quantity, a deviation between the expected value and detected value of the indicated mean effective pressure is derived, a correction quantity for a basic injection quantity at the time of an acceleration of a vehicle through the engine is derived on the basis of the deviation, and a fuel injection quantity outputted from a fuel injection valve is determined on the basis of the corrected fuel injection quantity.

Claims

1. A system for controlling a fuel supply for an internal combustion engine, comprising:

(a) first means for detecting engine operating conditions;

(b) second means for determining whether a request to increase an engine torque occurs from said first means;

(c) third means for calculating a basic fuel supply quantity to be supplied when the second means determines that the request of the engine torque increase occurs;

(d) fourth means for detecting from said first means a detected variable which has a close correlation to the engine power output;

(e) fifth means for calculating from said first mean an expected variable which has a close correlation to the engine power output;

(f) sixth means for matching gains and phases between said fourth means detected value and said fifth means expected value;

(g) seventh means for deriving from the sixth means a basic fuel supply correction quantity;

(h) eighth means for calculating a learning value based upon said basic fuel injection correction quantity of the seventh means; and

(i) ninth means adding said third means basic fuel supply quantity, seventh means basic fuel supply correction quantity, and eighth means learning value and for outputting a quantity of fuel to the engine based upon the result.

2. A system for controlling a fuel injection quantity for an internal combustion engine, comprising:

(a) first means for detecting engine operating conditions;

(b) second means for determining whether an engine acceleration is carried out on the basis of said first means;

(c) third means for calculating a basic injection quantity when the second means determines that acceleration occurs;

(d) fourth means for detecting air quantity sucked into an engine cylinder;

(e) fifth means for detecting an indicated mean effective pressure of the engine cylinder;

(f) sixth means for matching gains and phases of both detected values of the air quantity and of the indicated mean effective pressure and calculating an expected value of the indicated mean effective pressure therefrom;

(g) seventh means for calculating a deviation between the expected value and detected value of the indicated mean effective pressure;

(h) eighth means for calculating a correction quantity for the basic injection quantity on the basis of the deviation calculated by the seventh means; and

(i) ninth means for correcting the basic injection quantity on the basis of the calculated correction quantity of the eighth means to derive an output injection quantity.

3. A system as set forth in claim 2, wherein the fourth means includes tenth means for detecting a boost pressure of the cylinder.

4. A system as set forth in claim 3, wherein the sixth means derives the boost pressure before and after the acceleration is carried out and the indicated mean effective pressures so that both gains are matched to derive the expected value of the indicated mean effective pressure.

5. A system as set forth in claim 4, wherein the sixth means shifts the value of the indicated mean effective pressure by a time corresponding to a delay required for the detection of the indicated mean effective pressure so as to match the phase of the indicated mean pressure with that of the detected boost pressure.

6. A system as set forth in claim 5, wherein the fifth means includes eleventh means for detecting an inner pressure of the cylinder within a predetermined crank angle range before and after a top dead center in a compression stroke of the cylinder and calcualting the indicated mean effective pressure using an equation expressed as follows:

space="preserve" listing-type="equation">Σ

P.sub.i =Σ

P.sub.i-1 +(P.sub.j -P.sub.1)×

Δ

V.sub.j

wherein Σ

P_i denotes an accumulated value of a minute workload, j=1-k, Δ

V_j denotes a change rate of a cylinder volume, and Σ

P_i-1 denotes the accumulated value of a previous minute workload.

7. A system as set forth in claim 6, wherein the seventh means calculates the deviation in such a way that a maximum deviation in a single acceleration is derived from an n number of data on the deviations, n being the number of data on the deviation for covering the single acceleration, and an average value of the maximum deviations for a predetermined number of times the acceleration is carried out is derived.

8. A system as set forth in claim 7, wherein the eighth means calculates the correction quantity from the average value of the maximum deviations derived by the seventh means multiplied by a control gain.

9. A system as set forth in claim 8, wherein the ninth means derives the output injection quanitity from the basic injection quantity plus the average value of the maximum deviations multiplied by the control gain and plus a learning value of the output injection quantity.

10. A system as set forth in claim 9, which further comprises twelfth means for detecting an air-fuel mixture ratio for each predetermined crank angle after the fuel injection for the acceleration correction is carried out, thirteenth means for selecting a minimum value of the sampled data derived by the twelfth means;

fourteenth means for determining whether the minimum value of the sampled data indicates a richer air-fuel mixture ratio than a limit value; and

fifteenth means for inhibiting the adoption of the learning value fro the output injection quantity derived by the ninth means when the fourteenth means determines that the minimum value indicates the richer air-fuel mixture ratio exceeds the limit value.

11. A system as set forth in claim 10, wherein a sampling interval of the twelfth means is determined with an exhaust response delay taken into account.

12. A system as set forth in claim 2, wherein the first means comprises tenth means for detecting an engine speed and eleventh means for detecting an engine coolant temperature and the third means calculates the basic injection quantity from the detected engine speed and engine coolant temperature.

13. A system as set forth in claim 12, wherein the first means comprises twelfth means for detecting whether a throttle idle switch which switches off when a throttle valve installed on an intake air passage is opened and wherein the second means determines that the acceleration is carried out and when the twelfth means detects the throttle idle switch is changed from an on state to an off state.

14. A system as set forth in claim 13, wherein the second means determines that the acceleration is carried out when the basic fuel injection quantity exceeds a predetermined value.

15. A system as set forth in claim 2, wherein the ninth means outputs the output injection quantity immediately after the acceleration is carried out without synchronization with the engine revolution.

16. A system as set forth in claim 8, wherein the control gain is a proportional control gain.

17. A system as set forth in claim 2, which further comprises a fuel injection valve located in an intake air passage of the engine for injecting the output fuel injection quantity derived by the ninth means therethrough.

18. A method for controlling a fuel injection quantity, comprising the steps of:

(a) detecting engine operating conditions;

(b) determing whether the engine is accelerated from said first means;

(c) calculating a basic injection quantity for an acceleration correction determined in step (b);

(d) detecting an air quantity sucked into an engine cylinder;

(e) detecting an indicated mean effective pressure of the engine cylinder

(f) matching both gains and phases of the detected values of the air quantity and the indicated mean effective pressure to derive a target value;

(g) calculating the deviation between the target value and detected value of the indicated mean effective value;

(h) calculating a correction quantity on the basis of the diviation;

(i) correcting the basic injection quantity for the acceleration correction on the basis of the calculated correction quantity to derive an output injection quantity.