Method and apparatus for operation of an internal combustion engine in a true closed loop fuel control

• US 6,098,605 A
• Filed: 01/21/1999
• Issued: 08/08/2000
• Est. Priority Date: 01/21/1999
• Status: Expired due to Fees

• Current Assignee: TJB Engineering, Inc.
• Original Assignee: TJB Engineering, Inc.
• Inventors: Brooks, Timothy J.
• Primary Examiner(s): Solis, Erick R.
• Application Number:
  US09/235,070
• Time in Patent Office: 565 Days
• Field of Search: 123/681, 123/704, 123/680
• US Class Current: 123/680
• CPC Class Codes: F02D 2041/1409 using at least a proportional, integral or derivative controller
• CPC Class Codes: F02D 41/0042 Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
• CPC Class Codes: F02D 41/1475 Regulating the air fuel ratio at a value other than stoichiometry
• CPC Class Codes: F02D 41/1481 Using a delaying circuit
• CPC Class Codes: F02D 41/18 by measuring intake air flow

Abstract

A true closed-loop air/fuel ratio control system for an internal combustion engine which uses a cylinder air charge percentage value also known as a cylinder or engine load value, is used to control the air/fuel ratio of said engine in response to the difference of said measured load value and a predetermined optimum load value. This process allows true closed-loop fuel control immediately following a cold or warm engine start without need of a traditional exhaust gas sensor. As this process automatically compensates for all fuel utilized by the engine, even during cold starting and idles, the problems associated with fuel vapor purge systems are eliminated. This process can reduce government regulated emissions from said engine considerably and improve fuel economy a significant percentage particularly when operated net lean of stoichiometric. Elimination of currently required engine hardware for traditional systems can allow for a considerable cost savings. The process allows for a significant calibration and control robustness increase without compromising emissions or causing an operational instability. The second mathematical derivative of the command control function is utilized to determine the control stability of operation with the corrections to the target load values. These values are then updated accordingly. Other modes of operation allow this use in special situations or in alternative conditions.

Claims

1. A method of controlling the fuel delivery rate at which fuel is supplied to the fuel intake of an internal combustion engine while the engine is operating at a desired angular speed, said method comprising, in combination, the steps of:

measuring a quantity of air being inducted into the internal combustion engine and then processing a resulting signal to determine a measured engine load value;

comparing said engine load value with a table of desired engine load values to produce an indication of when said load value is either less than or greater than a desired value;

responding to an onset of each indication of a load value greater than that desired by increasing fuel delivery to the engine intake until the load value is equal to or less than said desired load value; and

responding to an onset of each indication of a load value less than that desired by decreasing fuel delivery to the engine intake until the load value is equal to or greater than said desired load value.

2. The method set forth in claim 1, comprising the further step of increasing the fuel delivery to the engine intake in a stepwise manner proportional to a difference between said measured load value and said desired load value.

3. The method set forth in claim 1, comprising of the further step of increasing the fuel delivery to the engine intake in an increasing manner relating to a time based relationship of the continuing difference between said measured load value of said engine and said desired load value of said engine.

4. The method set forth in claim 1, comprising the further step of decreasing the fuel delivery to the engine intake in a stepwise manner proportional to the difference between said measured load value and the desired load value.

5. The method set forth in claim 1, comprising the further step of decreasing the fuel delivery to the engine intake in a decreasing manner relating to a time based relationship of the difference between said measured load value of the said engine and said desired load value of the engine.

6. The method set forth in claim 1, comprising the further step determining a rate of closure of the difference between said measured load value and said desired load value and adjusting an additional fuel delivery rate based on said rate of closure.

7. The method set forth in claim 1, comprising the further step of determining a numerical value mathematically of a second derivative of a commanded control variable and so as to determine a commanded control stability factor.

8. The method set forth in claim 7, comprising the further step of determining a difference in said numerical value of said second derivative from a target value, whereas said resulting difference is used to adjust said desired load value used.

9. The method set forth in claim 1, comprising the further step of measuring the engine'"'"'s angular velocity to produce a speed signal, means for determining an air intake rate into the engine to develop a current load signal, and means for changing said air intake to maintain a desired engine velocity.

10. The method set forth in claim 9, comprising further the step of introducing an increased air flow intake into the engine when the angular velocity is less then a predetermined desired value.

11. The method set forth in claim 9, comprising further the step of decreasing an air flow intake into the engine when the angular velocity is greater than a predetermined desired value.

12. The method set forth in claim 1, comprising further the step of entering a controlled Stoichiometric air/fuel control.

13. The method set forth in claim 12, comprising further the step of measuring engine load values while in typical operation and generating plural values which are stored in a memory and using said stored values in combination with value adders and multipliers to produce new optimized operating desired load targets.

14. The method set forth in claim 13, comprising further the step of responding to a magnitude of the difference between said new desired load values and said currently measured load values.

15. The method set forth in claim 1, comprising further the step of maintaining a closed loop control of said fuel delivery rate until a predetermined command exit is requested.

16. A system for providing an optimally maintained feedback controlled air/fuel ratio of an internal combustion engine during multiple operating phases, the engine including an air intake, a plurality of fuel injectors supplying individual cylinders, and an air exhaust, said system comprising:

an engine control module;

a plurality of intake sensors located within the air intake and connected to said engine control module for determining an engine load value representative of a percentage of possible air charge into a cylinder of the engine;

an exhaust gas sensor located within the exhaust prior to a catalytic converter and providing a signal to said engine control module representative of a rich air/fuel ratio or a lean air/fuel ratio as compared to a desired air/fuel ratio;

said engine control module determining a desired fuel control correction factor based upon a measured difference between said representative rich or lean air/fuel ration and said desired air/fuel ratio; and

an idle air control valve responsive to an output signal of said engine control module to adjust said engine load value.

17. The system according to claim 16, said intake sensors further comprising a mass air sensor and a manifold pressure sensor.

18. The system according to claim 17, said intake sensors further comprising a barometric sensor, a crankshaft position sensor, an angular velocity sensor, a throttle position sensor, an engine coolant sensor and an air conditioning enabled sensor.

19. The system according to claim 16, the multiple operating stages of the engine further comprising a cold start stage or warm start stage, an idling stage, a steady state cruise stage, and a dynamic driving cycle stage.