Boots – shoes – and leggings
Patent
1988-09-28
1990-07-31
Gruber, Felix D.
Boots, shoes, and leggings
123480, 123492, 36443104, F02D 4126, F02D 4140, F02M 5100
Patent
active
049454854
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
The present invention relates to a method for controlling the operation of an engine mounted on a vehicle, and more particularly, to an engine control method in which the operation of an engine is controlled in an optimal manner by the use of a microcomputer.
BACKGROUND ART
FIG. 1 shows a conventional engine control device for controlling the operation of a fuel injection type engine. In FIG. 1, the engine illustrated comprises an engine proper 1 having a water jacket la formed in an engine block for circulation of a coolant, an intake passage or manifold 1b connected with the engine proper 1 for supplying intake air, an exhaust passage or manifold 1c connected with the engine proper 1 for discharging exhaust gas to the ambient atmosphere, an air flow sensor 2 for sensing an operating conditioning the flow rate of intake air sucked into the engine proper 1, a crank angle sensor 3 adapted to generate an output signal in synchronization with a predetermined crank angle, i.e., whenever the engine proper 1 takes the predetermined crank angle, a temperature sensor 4 mounted on the engine block for sensing another operating condition the temperature of the engine proper 1, i.e., the temperature of the coolant in the water jacket 1a, a control unit 5 connected to receive the output signals from the air flow sensor 2, the crank angle sensor 3 and the temperature sensor 4 for calculating an appropriate fuel injection pulse width based on these output signals and generating an output signal representative of the fuel injection pulse width thus calculated, and a fuel injector 6 disposed in the intake manifold 1b and connected to receive the output signal of the control unit 5 for injecting fuel into the intake manifold 1b dependent on the control unit output signal.
The control unit 5 has a control program stored therein for controlling the operation of the engine. Specifically, the control unit 5 operates to control the engine in the manner as shown in flow charts of FIGS. 2 and 3. FIG. 2 illustrates a main routine and FIG. 3 a crank angle interrupt routine for executing interrupt processing by means of a crank angle signal (the output signal of the crank angle sensor 3) which is generated by the crank angle sensor 3 in synchronization with the predetermined crank angle of the engine. Referring first to FIG. 2, after an unillustrated ignition switch is turned on to start the engine, the control program stored in the control unit 5 is initialized in Step S301. In Step S302, engine stall processing is executed, and in Step S303, it is determined whether or not the engine is stalled. If so, the process returns to Step S302, and if not, the process proceeds to Step S304 wherein various modification coefficients K.sub.C such as a warm-up modification coefficient which is used for modifying the warm-up operation of the engine are calculated based on various factors representative of engine operating conditions such as the engine temperature as sensed by the temperature sensor 4. Thereafter, the process returns to Step S303.
On the other hand, the crank angle interrupt routine illustrated in FIG. 3 is executed as follows. First, in Step S401, the period between the successive crank angle signals, produced by the crank angle sensor 3 is measured. The period is the time interval between the instant when the engine takes a predetermined crank angle in one engine cycle and the instant when the engine takes that crank angle in the following engine cycle; The results thus obtained are used as a kind of information representing the number of revolutions per minute of the engine. Then, in Step S402, the amount of intake air Q.sub.n sucked into the engine per engine cycle (i.e., the intake air amount sucked between successive crank angle signals or successive intake strokes) is calculated from the output signal of the air-flow sensor 2 which is representative of the flow rate of intake air as sensed, and in Step S403, a basic injection pulse width .tau. is calculated so as to determine a basic amount of fuel to
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Fujimoto Takanori
Hara Toshiro
Gruber Felix D.
Mitsubishi Denki & Kabushiki Kaisha
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