Fuel injection system

Details Fuel injection system Fuel injection system

1987-07-20

1988-11-01

Nelli, Raymond A.

Internal-combustion engines

Charge forming device

Fuel injection system

123493, 123489, F02M 5102

Patent

active

047811633

DESCRIPTION:

BRIEF SUMMARY
BACKGROUND OF THE INVENTION

The invention relates to a fuel injection system.
In all fuel injection systems, of both the digital and analog type, there are devices which influence the fuel-air mixture on the basis of changes in air quantity or air mass. The cause of these changes in air mass is the change of the throttle position. Accordingly, in these conventional devices, the effect, i.e. the change in air mass, and not the cause, i.e. the change in the throttle position, is used for the calculation for the triggering of the transition compensation. This has the disadvantage that the data concerning a change in the operating state is acquired after a time lag and, accordingly, the fuel enrichment or fuel leaning is effected with a delay.


SUMMARY OF THE INVENTION

It is an object of the invention to provide an injection system which has the advantage than there is a transition compensation which evaluates the throttle position change speed, and the cause for the resulting change in the air quantity is accordingly measured so that the fuel-air mixture composition can be influenced more rapidly.
An advantageous development of the injection system, according to the invention, consists in that the throttle position change travel above a throttle position change limiting speed is taken into account, in addition, so that small changes in the throttle travel at a high throttle position change speed, which occurs, for example, when playing with the gas pedal at a traffic light, are evaluated by the injection system differently than with simultaneously large throttle position change travel.
Another advantage is offered by the injection system, according to the invention, in that the control point of the transition compensation during the acceleration enrichment, which occurs when depressing the gas pedal, can be effected with a different control constant than during the deceleration leaning, which occurs when releasing the gas pedal.
For the acceleration enrichment there exists, in addition, a fuel-intermediate injection threshold which, when exceeded, activates an intermediate injection calculation so that additional fuel can be supplied between injections.
The novel features which are considered as characteristic for the invention are set forth in particular in the appended claims. The invention itself, however, both as to its construction and its method of operation, together with additional objects and advantages thereof, will be best understood from the following description of specific embodiments when read in connection with the accompanying drawings.


BRIEF DESCRIPTION OF THE DRAWING

FIG. 1 shows a block wiring diagram of the transition compensation of the injection system according to the invention;
FIG. 2 shows a three-dimensional characteristic diagram for determining the magnitude DELTA; and
FIG. 3 shows a schematic presentation of the intermediate injection calculation.
FIG. 1 shows a block wiring diagram of the transition compensation of the injection system according to the invention. The transition compensation can be divided in principle into three parts.
The first part 1 determines a first factor FUK.sub.MOT by means of mathematical interpolation by way of a characteristic line a which is dependent on the engine temperature T and whose supporting points can be selected as desired.
The second part 2 determines a second factor FUK.sub.KF from a three-dimensional characteristic diagram A, which factor FUK.sub.KF is dependent on the throttle angle .alpha. and the speed n, wherein the supporting points of the characteristic diagram A can be selected as desired. The values of the factor FUK.sub.KF range between 0.0 and 1.0.
The third part 3 determines a third factor FUK.sub.DEL which is a function of the throttle position change speed d.alpha./dt and the throttle position change travel d.alpha.. The throttle position change speed d.alpha./dt is determined in the 10 ms grid in the preferred embodiment form. The maximum time range for the identification of a transition compensation is 60 ms, wherein

REFERENCES:
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patent: 4490792 (1984-12-01), Deutsch et al.
patent: 4523571 (1985-06-01), Yamato et al.
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patent: 4561405 (1985-12-01), Simdors
patent: 4616619 (1986-10-01), Saito et al.
patent: 4627404 (1986-12-01), Saito et al.
patent: 4633841 (1987-01-01), Matsuura et al.
patent: 4635200 (1987-01-01), Egami et al.

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