Fuel control method and system for engine with variable cam timing

• US 5,357,932 A
• Filed: 04/08/1993
• Issued: 10/25/1994
• Est. Priority Date: 04/08/1993
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: Kochen, Scott C., Hardy, Larry A., Clinton, Eric L.
• Primary Examiner(s): ARGENBRIGHT, TONY MICHAEL
• Application Number:
  US08/043,707
• Time in Patent Office: 565 Days
• Field of Search: 123/478, 123/480, 123/488, 123/494, 73/118.2
• US Class Current: 123/488
• CPC Class Codes: F02D 13/0219 by shifting the phase, i.e. the opening periods of the valves are constant
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2200/0402 the parameter being determined by using a model of the engine intake or its components
• CPC Class Codes: F02D 41/182 for the control of a fuel injection device
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

The amount of fuel injected in an engine with variable cam timing is more accurately reflective of engine operating conditions by accounting for the phase angle of the camshaft relative to the crankshaft in the calculation of the cylinder air charge. The cam phase angle for the existing engine speed is sensed and used in the calculation of a manifold filling coefficient which modifies the leakage compensated air flow data obtained from a mass air flow meter. A predicted final cylinder air charge is calculated based on the modified air charge from the manifold filling model and the required fuel for a desired air/fuel ratio is based on the calculated cylinder air charge.

Claims

1. A method of determining the amount of fuel to be injected into a cylinder of an internal combustion engine having means for varying the phase angle of at least one camshaft of the engine relative to the crankshaft of the engine, comprising the steps of:

(a) calculating an air charge value based on measured air flow into the engine;

(b) sensing the engine speed and the phase angle of the camshaft relative to said crankshaft at the engine speed sensed;

(c) calculating a manifold filling coefficient as a function of the engine speed and phase angle sensed in step (b);

(d) modifying the air charge calculated in step (a) by the manifold filling coefficient calculated in step (c);

(e) calculating a cylinder air charge utilizing the modified air charge produced by step (d); and

(f) calculating a cylinder fuel charge to achieve a desired air/fuel ratio.

2. The method defined in claim 1 wherein the step of calculating an air charge value includes the step of integrating the mass air flow measured by an air meter over at least two sample periods and adding an amount equal to air leakage.

3. The method defined in claim 1 wherein the engine has means for varying the phase of a left bank camshaft and a right bank camshaft and the phase angle used in step (c) is the more retarded one of the left or right bank camshafts relative to the crankshaft.

4. The method defined in claim 3 wherein the engine speed and cam phase angle sensed in step (b) are used to access a first and second look-up tables to obtain a first and second calibration constants representing respectively the slope and the offset of the cylinder air charge versus manifold absolute pressure curve for the engine speed and cam phase angle sensed, the calibration constant being used in the calculation of the manifold filling coefficient in step (c).

5. The method defined in claim 4 wherein the look-up table data is used to infer a manifold absolute pressure.

6. A system for controlling the operation of an internal combustion engine having at least one camshaft and a crankshaft comprising;

means including computer means for controlling the phase angle of the camshaft relative to the crankshaft,

means for sensing said phase angle and the speed of said engine,

means for measuring mass air flow inducted into said engine,

said computer means being programmed to calculate an air charge value based on measured mass air flow, modify the calculated air charge value by a manifold filling coefficient related to said engine speed and said phase angle, calculate a cylinder air charge based on the modified air charge and calculate a fuel injector pulse width value, based on the calculated cylinder air charge, for controlling the operation of the engine at a desired air/fuel ratio.

7. The system defined in claim 6 wherein the calculated air charge represents the integration of measured mass air flow data over at least two samples periods plus an amount equal to air leakage.

8. The system defined in claim 6 wherein the engine includes a left bank camshaft and a right bank camshaft and the phase angle used by said computer means is the more retarded one of the left or right bank camshafts relative to the crankshaft.

9. A method of determining the amount of fuel to be injected into a cylinder of an internal combustion engine having means for varying the phase angle of at least one camshaft of the engine relative to the crankshaft of the engine, comprising the steps of:

(a) measuring the mass air flow being inducted into the engine;

(b) sensing the engine speed;

(c) sensing the phase angle of the camshaft relative to said crankshaft at the engine speed sensed;

(d) sensing the engine coolant temperature;

(e) sensing the temperature of the air entering the engine

(f) calculating an air charge value based on said measured air flow;

(g) calculating a manifold filling coefficient as a function of the engine speed, camshaft phase angle, coolant temperature and air temperature,

(h) modifying the air charge calculated in (f) by the manifold filling coefficient calculated in (g);

(i) calculating a cylinder air charge utilizing the modified air charge produced by step (h); and

(j) calculating a cylinder fuel charge to achieve a desired air/fuel ratio.