U.S. patent number 3,673,989 [Application Number 05/081,864] was granted by the patent office on 1972-07-04 for acceleration actuating device for fuel injection system.
This patent grant is currently assigned to Nissan Motor Company, Limited. Invention is credited to Shigeo Aono, Yukihiro Etoh, Tokuichi Inagaki, Nobuzi Manaka, Yasuo Nakajima.
United States Patent |
3,673,989 |
Aono , et al. |
July 4, 1972 |
ACCELERATION ACTUATING DEVICE FOR FUEL INJECTION SYSTEM
Abstract
An acceleration device adapted for incorporation into an
automobile fuel injection system so as to provide for an
instantaneous increase in the quantity of injection fuel supplied
to the individual cylinders. A throttle valve position detector or
intake pressure sensor is adapted to detect the driver's effort to
effect acceleration. An acceleration signal generating circuit is
connected to the throttle valve position detector or intake
pressure sensor, so that upon detection of the driver's effort the
circuit generates a first and second acceleration signals. The
first acceleration signal is supplied to an injection valve
actuation circuit so as to energize the injection valve, thereby
providing an enriched air-fuel mixture for acceleration. The second
acceleration signal is applied to a computing circuit to increase
the width of an injection pulse signal generated thereby. The
increase in the width of the injection pulses also causes the
increase in the quantity of injection fuel supplied to the
cylinders. The acceleration signal generating circuit may include a
low temperature compensating unit comprising a thermistor and
adapted to further enrich the air-fuel mixture for acceleration
during the warming-up process. A starting injection valve may be
actuated for acceleration purposes in response to the first
acceleration signal.
Inventors: |
Aono; Shigeo (Yokosuka City,
JA), Manaka; Nobuzi (Yokosuka City, JA),
Inagaki; Tokuichi (Yokohama City, JA), Nakajima;
Yasuo (Yokosuka City, JA), Etoh; Yukihiro
(Yokohama City, JA) |
Assignee: |
Nissan Motor Company, Limited
(Yokohama, JA)
|
Family
ID: |
27466973 |
Appl.
No.: |
05/081,864 |
Filed: |
October 19, 1970 |
Foreign Application Priority Data
|
|
|
|
|
Oct 22, 1969 [JA] |
|
|
44/84428 |
Oct 22, 1969 [JA] |
|
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44/84538 |
Oct 22, 1969 [JA] |
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44/84539 |
Oct 22, 1969 [JA] |
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44/84540 |
|
Current U.S.
Class: |
123/491; 123/492;
261/69.1; 123/179.17; 261/39.1; 261/51 |
Current CPC
Class: |
F02D
41/068 (20130101); F02D 41/3094 (20130101) |
Current International
Class: |
F02D
41/06 (20060101); F02b 003/00 (); F02m
013/04 () |
Field of
Search: |
;123/32EA,148BA |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Cox; Ronald B.
Claims
What is claimed is:
1. An acceleration actuating device for a fuel injection system of
an internal combustion engine having a throttle valve comprising,
in combination, electric means for producing a voltage signal
dependent upon the position of said throttle valve; a first
electric circuitry having a switching transistor and being
electrically connected to said electric means; said first electric
circuitry being responsive to said voltage signal for producing a
first acceleration signal; a second electric circuitry electrically
connected to said electric means and to said first electric
circuitry through said switching transistor, said second electric
circuitry being responsive to said voltage signal and to a signal
received from said first electric circuitry through action of said
switching transistor for producing a variable second acceleration
signal; a triggering device driven by said engine for producing a
pulse signal with a repetition rate proportional to the speed of
said engine; a computer circuit electrically connected to said
triggering device and to said second electric circuitry, said
computer circuit being responsive to said pulse signal and to said
second acceleration signal for producing an injection pulse with a
width dependent thereupon; an injection valve actuating circuit
electrically connected to each of said computer circuit, said
engine driven triggering device and said first electric circuitry,
said injection valve actuating circuit being responsive to said
injection pulse, to said pulse signal and to said first
acceleration signal for producing an injection valve actuation
signal; said injection valve actuation signal from said first
acceleration signal being separate from the injection valve
actuation signal produced by said pulse signal and said injection
pulse an injection valve mounted in an engine intake manifold, and
a fuel injection nozzle controlled by said injection valve, said
injection valve being electrically connected to said injection
valve actuating circuit and responsive to said injection valve
actuation signal to cause fuel injection into a cylinder of said
engine for a period of time corresponding to the width of said
injection valve actuation signal.
2. An acceleration actuating device according to claim 1, wherein
said engine has an accelerator pedal which is associated with said
throttle valve, and wherein said electric means is an
oscillator-type throttle valve position detector and includes an
oscillation circuit with a fixed oscillation frequency, the output
of said oscillation circuit being coupled to a d.c. conversion
circuit and the degree of the coupling being varied by a shielding
plate which moves in response to displacement of said accelerator
pedal.
3. An acceleration actuating device according to claim 1, wherein
said first electric circuitry includes a first differentiator
consisting of a first capacitor and a first resistor and receiving
said voltage signal; a Schmidt circuit electrically connected to
said first differentiator and an astable multivibrator electrically
connected to said Schmidt circuit through said switching
transistor, said astable multivibrator serving to oscillate so as
to produce said first acceleration signal when said switching
transistor is rendered conductive by said Schmidt circuit.
4. An acceleration actuating device according to claim 1, wherein
said second electric circuitry includes a second differentiator
consisting of a second capacitor and a second resistor and
receiving said voltage signal; a first transistor connected at its
base to said Schmidt circuit to receive said signal from said first
electric circuitry; an integrator circuit consisting of a third
capacitor and a third resistor connected in series to the emitter
of said first transistor; a second transistor connected at its base
to said third capacitor and said third resistor, said first
transistor conducting so as to cause said third capacitor to charge
when the input voltage to said Schmidt circuit is above its
threshold level and when said input voltage is below said threshold
level, said first transistor being rendered nonconductive to cause
said third capacitor to discharge so as to result in variation in
the voltage at the emitter of said second transistor, the emitter
voltage being said second acceleration signal, and wherein said
second electric circuitry further includes a third transistor which
is normally conducting, said third transistor being connected to
said second differenciator; a fourth transistor connected at its
base to the collector of said third transistor, at its collector to
the base of said second transistor and having its emitter grounded,
said third transistor being rendered nonconductive when said
voltage signal applied to said second differentiator is below a
predetermined level, whereby said fourth transistor is rendered
conductive causing instant discharge of said third capacitor.
5. An acceleration actuating device according to claim 1, wherein
said computer circuit includes a fourth capacitor connected to said
triggering device; a first diode connected to said fourth
capacitor; a blocking oscillator connected to said fourth
capacitor; a blocking oscillator connected to said first diode; an
engine intake manifold pressure sensor communicating with the
intake manifold and adopted to transmit a signal indicating intake
pressure; a fifth transistor connected to said blocking oscillator;
and a fifth capacitor on a line connecting said diode to said fifth
transistor said second acceleration signal being fed to said
blocking oscillator through a sixth transistor and a second diode
to produce an injection pulse with a width dependent on intake
manifold pressure and repetition rate dependent of engine
speed.
6. An acceleration actuating device according to claim 1, wherein
said injection valve actuating circuit includes seventh, eighth and
ninth transistors of the same type and a tenth transistor of a
different type, said seventh transistor receiving at its base said
injection pulse, said first acceleration pulse, a starting and
warm-up signal at its collector and said pulse repetition rate
signal, the collector of said seventh transistor being connected to
the base of said eighth transistor, the collector of which is
connected to the base of said ninth transistor, the collector of
which is connected to the base of said tenth transistor, said
seventh, eighth and ninth transistors being grounded at their
emitters, and a solenoid connected between said tenth transistor
and ground for causing said injection valve to open for fuel
injection for said period of time corresponding to the width of
said injection valve actuation signal.
7. An acceleration actuating device according to claim 3, further
including a temperature compensating unit consisting of a
thermistor for sensing the engine temperature and an eleventh
transistor connected to said thermistor at the base thereof, said
eleventh transistor being connected at its collector to a point
between a fourth resistor and a fifth transistor connected to the
output of said astable multivibrator through a capacitor said
thermistor having a relatively high resistance, when the engine is
cold, to increase the potential at the base of said eleventh
transistor whereby said eleventh transistor is rendered conductive
to decrease the potential at the point between said fourth and
fifth resistors for thereby increasing the width of the pulse
generated by said astable multivibrator.
Description
This invention relates generally to a fuel injection system for a
multicylinder internal combustion engine and more particularly to
an acceleration actuating device adapted for incorporation into
such a system as to provide for an instantaneous increase in the
quantity of injection fuel supplied to the individual
cylinders.
For acceleration, it is necessary to provide an increased supply of
fuel to the cylinders. An improper air-fuel ratio during
acceleration will cause a misfire or irregular combustion,
resulting in the failure to effect desired acceleration. In a
conventional carburettor-type fuel supply system, an
accelerator-pump is employed which temporarily enriches the
air-fuel mixture for acceleration by supplying additional fuel when
the throttle valve is turned to the "open" position by an
acceleration controlling member. This invention provides for a fuel
injection system an acceleration device, which functions to
instantaneously increase the amount of injection fuel in response
to detection of the driver's effort for effecting acceleration,
thereby to provide a temporary increase in the quantity of
injection fuel supplied.
According to this invention, there is provided an acceleration
actuating device adapted for use in a fuel injection system of a
motor vehicle, comprising means for detecting the driver's effort
to effect acceleration, means connected to the first named means to
generate a first acceleration signal, means responsive to the first
acceleration signal to increase the quantity of injection fuel
supplied to the individual cylinders, means connected to the first
named means to generate a second acceleration signal, and means
responsive to the second acceleration signal to increase the width
of an injection pulse signal generated by a computing circuit
thereof.
It is, therefore, an object of this invention to provide an
acceleration device adapted to provide a temporary increase in the
quantity of injection fuel supplied during acceleration.
It is another object of this invention to provide an acceleration
device having a throttle valve position detector which detects the
driver's effort to effect acceleration.
It is a further object of this invention to provide an acceleration
device employing an intake manifold pressure sensor which functions
not only to transmit a signal indicating intake manifold pressure
to a computing circuit of the fuel injection system but also to
sense sudden changes in the intake manifold pressure caused by the
driver's effort to effect acceleration.
It is still a further object of this invention to provide an
acceleration device which provides for a marked increase in the
quantity of injection fuel supply for acceleration before the
engine has warmed up to a normal operating temperature.
It is yet another object of this invention to provide an
acceleration device which actuates a starting injection nozzle to
cause a discharge of fuel therefrom for acceleration purposes.
IN THE ACCOMPANYING DRAWINGS
FIG. 1 is a schematic diagram of a fuel injection system having an
acceleration device constructed in accordance with one embodiment
of this invention;
FIG. 2 is a schematic diagram of a potentiometer-type throttle
valve position detector employed in the acceleration device of FIG.
1;
FIG. 3 is a schematic diagram of an oscillator-type throttle valve
position detector;
FIGS. 4(a) and (b) are schematic diagrams of a piezo-electric
throttle valve position detector;
FIG. 5 is a circuit diagram of an acceleration signal generating
circuit shown in FIG. 1;
FIGS. 6(a) to (g) illustrate the time relationships between
throttle valve position, velocity of throttle movement and
occurrence of various signals at different points of the
acceleration device;
FIG. 7 is a schematic diagram of an intake pressure sensor
connected to the intake manifold by means of a conduit;
FIG. 8 shows a circuit diagram of a computing circuit of FIG.
1;
FIG. 9 shows a circuit diagram of an injection valve actuation
circuit of FIG. 1;
FIG. 10 is a modification of the computing circuit employed in the
fuel injection system of FIG. 1;
FIGS. 11(a) to (f) are diagrams explaining the operation of the
computing circuit of FIG. 10;
FIGS. 12(a) to (d) are diagrams explaining the operation of the
acceleration device;
FIG. 13 is a modification of the acceleration signal generating
circuit having a low temperature compensating property;
FIGS. 14(a) to (h) are diagrams explaining the operation of the
acceleration signal generating circuit of FIG. 13;
FIG. 15 is another modification of the acceleration signal
generating circuit which is adapted to actuate a starting injection
nozzle for acceleration purposes; and
FIGS. 16(a) to (j) are diagrams explaining the operation of the
acceleration signal generating circuit of FIG. 15.
Referring to the drawings and more particularly to FIG. 1, a fuel
injection system having an acceleration device according to one
embodiment of this invention is shown. In FIG. 1, numeral 10
designates a throttle valve adapted to be turned in an intake air
passage 11 to allow more or less air to flow therethrough. The air
passage 11 communicates with an intake manifold 12 mounted on the
side of a cylinder block 13. A fuel injection nozzle 14 is mounted
in the intake manifold 13 to discharge fuel thereinto in a sprayed
form. While the fuel injection nozzle 14 is shown as located in the
intake manifold, it is to be understood that the nozzle 14 could
equally well be located downstream of the throttle valve 10 to
discharge directly into the individual cylinders of the engine.
Although not shown, a pump is adapted to deliver fuel under
pressure from a fuel reservoir to a pressure regulator which
controls the pressure of the fuel supplied to the nozzle 14. The
fuel spurting from the pressure regulator is conducted to the
nozzle 14 which is controlled by an injection valve 15. In the
following description, a 4-cylinder engine is considered employing
the firing order of 1-3-4-2 cylinders.
The throttle valve 10 is operatively associated with an accelerator
pedal 16 in the driver's compartment through a mechanical linkage
17. A throttle position detector 18 is operatively associated with
the accelerator pedal 16 so as to produce a d.c. voltage dependent
on the position of the throttle valve 10. FIG. 2 diagrammatically
shows one such example of the throttle position detector 18 which
is of potentiometer type having a sliding contact 19 that slides
back and forth on a resistance 20 as the throttle valve 10 is
tilted. The resistance 20 has its one end 21 connected to a
constant d.c. voltage source such as a battery and the other end
thereof 22 being grounded. The d.c. voltage dependent upon the
throttle valve position is derived from the sliding contact 19.
FIG. 3 diagrammatically shows another embodiment of the throttle
valve position detector 18. The left-hand half portion of the
circuit as shown having a transistor 23, includes an oscillation
circuit having a fixed oscillation frequency. The output of the
oscillation circuit is fed to a d.c. conversion circuit having a
transistor 24 through two inductively coupled coils 25 and 26.
Situated between the two inductance coils 25 and 26 is a shielding
plate 27 which is operatively associated with the accelerator pedal
16 in such a manner as to give minimum shielding when the
accelerator pedal 16 is fully depressed, that is, the throttle
valve is fully open. Thus, a d.c. voltage which depends upon the
throttle valve position is derived from an output terminal 28 of
the conversion circuit.
FIGS. 4(a) and (b) illustrate a further embodiment of the throttle
valve position detector 18 employing a piezo-electric element 30.
As shown in FIG. 4(a), the piezo-electric element 30 is secured to
the tip portion of a lever 31 which is not attached to a throttle
valve shaft 32. Another lever 33 is mounted on the throttle valve
shaft 32 for rotation therewith and carries a projection 34 in
opposed relationship to the piezo-electric element 30. When the
accelerator pedal 16 is depressed, the throttle valve shaft 32
rotates in a counter-clockwise direction as seen in FIG. 4(a),
causing the projection 34 to exert a pressure on the piezo-electric
element 30. FIG. 4(b) shows an electrical connection of the
piezo-electric element 30. One electrode formed on one surface of
the piezo-electric element 30 is grounded as shown at a portion 35
and the other surface electrode 36 is connected to an output
terminal 37 by way of a diode 38. A capacitor 39 is connected
between the output terminal 37 and ground. Upon acceleration a
force F is applied onto the surface of the piezo-electric element
30, generating a positive voltage at the output terminal 37.
Turning back to FIG. 1, the d.c. voltage signal dependent upon the
degree of opening of the throttle valve is supplied to an
acceleration signal generating circuit 40, the function of which is
to generate first and second acceleration signals when the circuit
40 detects the accelerative throttle valve movement.
The fuel injection system as shown in FIG. 1 includes an engine
driven triggering device 41 which is incorporated in a conventional
ignition distributor housing (not shown). The engine driven
triggering device 41 comprises a cam 42 mounted on an engine driven
shaft 43 and two triggering switches 44 and 45 adapted to be
alternately actuated by rotation of the cam 42 in dependence on
engine speed. The stationary contacts 46 and 47 of the triggering
switches 44 and 45 are connected to a battery through resistors 48
and 49, respectively. Thus, when the cam 42 is rotated by the
engine driven shaft 43 in dependence on the engine speed, a pulse
signal having a repetition rate proportional to the engine speed is
generated at the stationary contacts 46 and 47. The pulse signal
indicating engine speed is supplied through leads 50 and 51 to a
computing circuit 52 which, in response to the engine speed and
other engine operating conditions such as intake manifold pressure
and engine temperature, computes a proper pulse width of an
injection pulse generated by the computing circuit 52. The
injection pulse from the computing circuit 52 is fed via a lead 53
to an injection valve actuation circuit 54 and thence to the
injection valve 15. The pulse signal indicating the engine speed is
also applied as an injection valve discrimination signal to the
injection valve actuation circuit 54 via leads 55 and 56.
FIG. 5 shows the acceleration signal generating circuit 40
according to one embodiment of this invention. In FIG. 5, numeral
60 designates an input terminal of the circuit 40 to which terminal
is applied the d.c. voltage dependent upon the throttle valve
position. The input terminal 60 is connected to a differentiator 61
consisting of a capacitor 62 and a resistor 63, the point between
which is connected via a resistor 64 to the base of a transistor 65
which forms part of a Schmitt circuit 66. The base of the
transistor 65 is connected via a resistor 67 to a bus line 68
connected to a battery and is also connected to ground via a
resistor 69. The transistor 65 has its collector connected to the
bus line 68 via a resistor 70 and its emitter grounded via a
resistor 71. The collector of the transistor 65 is also connected
to the base of a transistor 72 through a parallel connection of a
capacitor 73 and a resistor 74. The base of the transistor 72 is
grounded by way of a resistor 75. The transistor 72 has its
collector connected to the bus line 68 via a resistor 76 and its
emitter grounded by way of the resistor 71. The function of the
Schmitt circuit 66 is to compare an input voltage with a
predetermined voltage level and to thereby generate an output
signal when the input voltage is above the predetermined level. The
output of the Schmitt circuit 66 is applied to a switching
transistor 77 by means of a voltage divider consisting of two
resistors 78 and 79. The transistor 77 has its emitter grounded and
its collector connected to the emitter of a transistor 80 which
forms part of an astable multivibrator 81. The transistor 80 has
its collector connected to the bus line 68 via a resistor 82. The
collector is also connected to the bus line 68 through a capacitor
83 and a resistor 84, a point between the capacitor 83 and resistor
84 being connected to the base of still another transistor 85. The
transistor 85 has its collector connected to the bus line 68 via a
resistor 86 and its emitter directly grounded. The collector of the
transistor 85 is also connected to the bus line 68 through a
capacitor 87 and a resistor 88, a point between the capacitor 87
and resistor 88 being connected to the base of the transistor 80.
The first acceleration signal of the circuit 40 is derived from the
collector of the transistor 85.
The collector of the transistor 72 is connected via a lead 89 to a
resistor 90 which in turn is connected to the base of a transistor
91. The transistor 91 has its collector connected to the bus line
83, the base thereof being grounded via a resistor 92. The emitter
of the transistor 91 is connected to an integrator consisting of a
resistor 93 and a capacitor 94. A point 95 between the resistor 93
and capacitor 94 is grounded by way of a resistor 96 and is also
connected to the base of a transistor 97 by way of a resistor 98.
The transistor 97 has its collector connected to the bus line 68
and its emitter connected to ground via a resistor 99. The second
acceleration signal of the circuit 40 is obtained from the emitter
of the transistor 97.
The input terminal 60 of the acceleration signal generating circuit
40 is also connected to a differentiator consisting of a capacitor
100 and a resistor 101 which is in turn connected to the bus line
68. The output of the differentiating circuit is connected to the
base of a transistor 102 whose collector is connected to the bus
line 68 via a resistor 103, the emitter thereof being grounded. The
collector of the transistor 102 is also connected via a resistor
104 to the base of a transistor 105 having its emitter grounded.
The collector of the transistor 105 is connected to the point 95
between the resistor 93 and capacitor 94.
In the operation of the acceleration signal generating circuit 40
shown in FIG. 5, the d.c. voltage signal dependent upon the
throttle valve position is supplied from the throttle valve
position detector 18 (FIG. 1) to the input terminal 60 of the
circuit 40 and is then applied to the differentiator 61 consisting
of the capacitor 62 and the resistor 63. When the throttle valve
position is changed as shown in FIG. 6(a), the velocity of throttle
valve movement varies as shown in FIG. 6(b), so that a d.c. voltage
proportional to the velocity is generated by the differentiator 61
and is applied to the base of the transistor 65. When the d.c.
voltage is below the threshold level of the Schmitt circuit 66, the
transistor 65 is nonconductive and the transistor 72 is conductive.
Therefore, there is no output signal at the output of the Schmitt
circuit 66. When the d.c. voltage reaches the threshold level the
transistor 65 is rendered conductive, causing the transistor 72 to
stop conducting. Therefore, the potential at the collector of the
transistor 72 rises, rendering the transistor 77 conductive. This
starts the oscillation of the astable multivibrator 81. As shown in
FIG. 6(c), the multivibrator 81 continues to oscillate while the
transistor 77 remains conductive, that is, when the d.c. input
voltage applied to the input of the Schmitt circuit 66 is above its
threshold level. The oscillation output of the astable
multivibrator 81, that is, the first acceleration signal is derived
from the collector of the transistor 85 and is applied to the
following injection valve actuation circuit 54 by means of a lead
106 (shown in FIG. 1).
The output of the Schmitt circuit 66 is also applied to the base of
the transistor 91 by means of the lead 89 and the resistor 90.
Thus, when the input voltage of the Schmitt circuit 66 rises above
the threshold level, the transistor 91 is rendered conductive,
establishing a current path through the resistor 93 and capacitor
94. Once the current path is established, the capacitor 94 begins
to charge, causing the potential at the point 95 to build up. The
increasing voltage signal is amplified by the transistor 97. When
the d.c. input voltage of the Schmitt circuit 66 falls below the
threshold value, the transistor 91 stop conducting, cutting off the
current path through the resistor 93 and capacitor 94. It follows
that the capacitor 94 commences to discharge by way of the resistor
96, causing a reduction in the potential at the point 95. The
voltage wave form obtained at the emitter of the transistor 97 has
the character as shown in FIG. 6(d). This output signal or second
acceleration signal is supplied to the computing circuit 52 so as
to responding increase the width of the injection pulse. The
transistor 102 is normally conducting because the base thereof is
connected to the bus line 68 by way of the resistor 101. When the
throttle valve is tilted to the "closed" position for deceleration,
a negative-going pulse is applied to the base of the transistor
102, causing it to stop conducting. With the transistor 102
nonconductive, the transistor 105 is rendered conductive to connect
the point 95 to ground, thereby discharging the capacitor 94
instantaneously. This prevents the second acceleration signal from
widening the injection pulses.
FIG. 7 diagrammatically shows an intake manifold pressure sensor
110 which is adapted to transmit a signal indicating intake
manifold pressure to the computing circuit 52. The intake pressure
sensor 110 includes a housing 111, two bellows 112 accommodated
therein, an iron core 113 attached to the bellows 112 for axial
movement therewith and two inductively coupled coils 114 and 115.
The housing 111 is communicated with the intake manifold 12 by
means of a conduit 116. The bellows 112, which contain gas at a
constant pressure, expand and contract, depending upon the intake
manifold pressure, to move the iron core 113 axially.
FIG. 8 shows one example of the computing circuit 52 including the
two inductively coupled coils 114 and 115 of the intake manifold
pressure sensor 110 of FIG. 7. The input terminal 117 of this
circuit 52 is connected to one of the stationary contacts 46 and 47
of the engine driven triggering device 41, so that the pulse signal
indicating engine speed triggers or energizes the circuit 52.
Connected to the input terminal 117 is a capacitor 118 which in
turn is connected to a bus line 119 via a resistor 120 and to
ground via a resistor 121. The capacitor 118 is also connected to a
diode 122 which is polarized in such a direction as to allow only a
negative-going pulse to be transmitted therethrough. The diode 122
is connected to a blocking oscillator including two inductively
coupled coils 114 and 115 and a transistor 123. One of the coils
114 has its one end connected to the bus line 119 via a resistor
124, the other end thereof being grounded via a resistor 125.
The other coil 115 has its one end connected to the bus line 119
via a resistor 126 and the other end connected to the collector of
the transistor 123, the emitter thereof being grounded. The base of
the transistor 123 is connected to the other end of the coil 114 by
way of a capacitor 127 and a resistor 128. The output of the
blocking oscillator is derived from the collector of the transistor
123 and is applied to an amplifying transistor 129 by way of a
resistor 130. The transistor 129 has its collector connected to the
bus line 119 via a resistor 131 and its emitter grounded. The
output of the computing circuit 52 in the form of square pulses,
that is, an injection pulse signal is derived from the collector of
the transistor 129 and is then applied to the following injection
valve actuation circuit 54. The computing circuit 52 also includes
a transistor 132 having its emitter connected to the bus line 119
via a resistor 133 and its collector grounded. The base of the
transistor 132 is connected to the emitter of the transistor 97 of
the acceleration signal generating circuit 40 (shown in FIG. 5) by
way of a resistor 134. The collector of the transistor 132 is
connected to a diode 135 which in turn is connected to the one end
of the coil 115. The emitter of the transistor 132 is directly
grounded. Operation of the computing circuit 52 is such that each
time a pulse signal indicating the engine speed triggers the
blocking oscillator it generates a pulse signal, the width of which
is determined by the engine speed and intake manifold vacuum. When
the throttle valve is moved to "open" position for acceleration,
the acceleration signal generating circuit 40 produces the second
acceleration signal at the emitter of the transistor 97, which
signal is applied to the base of the transistor 132, causing it to
stop conducting. This causes a current flow from the bus line 119
through the resistor 133, diode 135 and coil 115 to the collector
of the transistor 123, thereby increasing the width of the
injection pulse generated by the blocking oscillator.
FIG. 9 is the injection valve actuation circuit 54 of the fuel
injection system shown in FIG. 1. As shown, this circuit 54 has
three input terminals 140, 141 and 142 connected to the base of a
transistor 143, one of which is connected to the output of the
computing circuit 52, another of which is connected to the
acceleration pulse generating circuit 40 so as to receive the first
acceleration signal, and the remaining one of which is connected to
means for generating a positive-voltage signal during the starting
and warm-up operation (not shown). The transistor 143 has its
collector connected to a bus line 144 via a resistor 145 and its
emitter grounded. The collector of the transistor 143 is also
connected via a resistor 146 to the base of a transistor 147 whose
collector is connected via a resistor 148 to the bus line 144, the
emitter thereof being grounded. The collector of the transistor 147
is connected to a resistor 149 which in turn is connected to a
transistor 150 at the base thereof. The collector of the transistor
150 is connected via a resistor 151 to the bus line 144 and the
emitter thereof is grounded. The collector of the transistor 150 is
connected via a resistor 152 to the base of a transistor 153 which
is different in type from the transistors 143, 147 and 150, that
is, of the PNP-type (as shown). The emitter of the transistor 153
is connected to the bus line 144 and the collector thereof is
connected to a resistor 154 which in turn is connected to one end
of the solenoid 155 associated with, for example, the first and
third injection valves. The other end of the solenoid 155 is
grounded.
The injection valve actuation circuit 54 has another input terminal
156 connected via a resistor 157 to the base of the transistor 147.
This input terminal 156 is connected to one of the stationary
contacts 46 and 49 of the engine driven triggering device 41 so as
to receive an injection valve discrimination signal associated with
the first and third injection valves. The discrimination signal has
the waveform as shown in FIG. 6(e). In operation, when a positive
voltage signal is applied at any one of the three input terminals
140, 141 and 142 of the circuit 54, the transistor 143 is rendered
conductive, so that the potential at the collector thereof decrease
to substantially zero. Under such conditions, if the injection
valve discrimination signal is at "0" level, the transistor 147 is
kept nonconductive, causing the transistor 150 to conduct. With the
transistor 150 conducting, the transistor 153 is conducting, so
that current flows through the transistor 153, resistor 154 and
solenoid 155. Therefore, the solenoid 155 is actuated by the
injection valve actuation circuit 54 only when a positive-voltage
signal is applied at any of the inputs 140, 141 and 142 during the
time that the injection valve discrimination signal remains at 0
level, as shown in FIG. 6(f). FIG. 6(g) shows the manner of
actuation of the solenoid (not shown) associated with the second
and fourth injection valves.
In FIGS. 6(f) and (g), the pulses shown as hatched are those which
result from the first acceleration signal; the pulses without
hatching, as indicated at 158, 159, 160, 161, ... , are those which
are generated by the injection pulses. As shown, the width of the
pulses resulting from the injection pulses is varied in accordance
with the amplitude of the second acceleration signal shown in FIG.
6(d). The increase in the number and width of the pulses causes an
increase in the duration of injection, resulting in a temporary
increase in the quantity of fuel supply.
FIG. 10 shows a modification 52' of the computing circuit 52
employing an intake pressure sensor 170 which functions not only to
transmit a signal indicating intake manifold vacuum to the
computing circuit 52' but also to detect a sudden change in the
pressure which is caused by the driver's effort to effect
acceleration. In this embodiment, the intake manifold vacuum, which
is most sensitive to changes in engine operating conditions and
load conditions, is utilized to detect the driver's effort to
effect acceleration. This circuit is similar to that of FIG. 8
except that it further includes two switching transistors 171 and
172. The one transistor 171 has its collector connected to the
collector of the transistor 123 and its emitter grounded. The other
transistor 172 has its collector connected via a resistor 172 to
the bus line 119 and its emitter connected 173 the base of the
transistor 129. The computing circuit 52' has another output
terminal 174 connected to one end of the inductance coil 115, from
which terminal is obtained a signal indicating a sudden change in
the intake manifold vacuum which is caused by the driver's effort
to effect acceleration.
FIGS. 11(a) to (f) are diagrams explaining the operation of the
computing circuit 52' shown in FIG. 10. FIGS. 11(a) and (b)
represent the waveforms of the trigger signal generated by the
engine driven triggering device 41. In response to the trigger
signal, the computing circuit 52' generates an injection pulse
signal, the width of which is determined by the engine speed and
intake manifold vacuum, as shown in FIG. 11(c). Under normal
operating conditions, the pulse width varies from about 2/1,000 to
10/1,000 sec. Thus, the computing operation is effected in this
circuit for a very short duration corresponding to the pulse width.
In this embodiment, the intake manifold vacuum sensor is adapted to
detect the sudden change in the intake manifold vacuum during the
time other than the operating time. To effect the above-described
function, a signal shown in FIG. 11(d) is applied to the bases of
the two switching transistors 171 and 172. During the operating
time, a zero voltage, indicated at 175 is applied to the bases of
the transistors 171 and 172 to keep them nonconductive. Upon
termination of the operating time, a positive voltage is applied to
the bases, rendering the transistors 171 and 172 conductive. With
the transistors 171 and 172 conducting, the potential at the
collector of the transistor 123 drops to zero, so that a
combination of the resistor 126 and inductance coil 115
continuously detects the intake manifold pressure to generate a
voltage signal corresponding to the pressure level at the output
terminal 174. The output terminal 174 is connected to the input
terminal 60 of the acceleration signal generating circuit 40 as
shown in FIG. 5. FIG. 11(e) represents the change in the intake
manifold vacuum which is caused by the driver's effort to effect
acceleration and FIG. 11(f) represents the time derivative
thereof.
In the operation of the embodiment shown in FIGS. 10 and 11, when
the throttle is moved to the open direction for acceleration as
shown in FIG. 12(a), the time derivative of the intake manifold
vacuum varies as shown in FIG. 12(b), so that a voltage signal, as
shown in FIG. 12(c), which is generated by the differentiator 61,
is applied to the base of the transistor 65 which forms part of the
Schmitt circuit 66. When the voltage at the base of the transistor
65 is above the threshold level 176 of the Schmitt circuit 66, as
shown in FIG. 12(c), the transistor 72 is rendered nonconductive,
keeping the astable multivibrator 81 in the oscillating conditions,
as shown in FIG. 12(d). The oscillation output of the multivibrator
81 is fed to the injection valve actuation circuit 54.
In FIG. 13, there is shown another embodiment 40' of the
acceleration signal generating circuit 40 having a low temperature
compensating property. This circuit 40' is different from the
circuit 40 of FIG. 5 in that it includes an additional temperature
compensating unit comprising a thermistor 180 and a transistor
181.
The collector of the transistor 181 is connected to the point 182
between two resistors 183 and 184 which are serially connected
between the bus line 68 and the capacitor 87. The transistor 181
has its emitter connected to ground via a resistor 185 and its base
connected to the bus line 68 via a resistor 186. The thermistor 180
is connected between the base of the transistor 181 and ground. The
base of the transistor 181 is also connected to the point 95
between the capacitor 94 and the resistor 93 by way of a resistor
187 and a diode 188 which is polarized in a direction to allow only
a positive voltage signal to be transmitted from the thermistor 180
to the point 95. To the base of the transistor 102 is connected two
resistors 189 and 189' which in turn are connected to the input 60
via the capacitor 100.
In the operation of the acceleration signal generating circuit 40'
shown in FIG. 13, when the engine is still cold during the warm-up
operation, the thermistor 180 represents a relatively large
resistance by which the potential at the base of the transistor 181
is increased so that a current flow through the resistor 183, the
collector-emitter path of the transistor 181 and the resistor 185
is increased. Consequently, the potential at the point 182 drops,
with the resulting increase in the width of the pulse generated by
the astable multivibrator 81, as shown by the dark portions 190 of
FIG. 14(d). The increase in the width of the acceleration pulse
causes an increase in the quantity of fuel supplied to the
individual cylinders, thereby improving the engine performance
during the warm-up operation. When the engine has warmed up, the
thermistor 180 represents a relatively small resistance, so that
the potential at the point 182 rises. The rise in the potential at
the point 182 causes a reduction in the width of the acceleration
pulse.
During the warm-up operation, the relatively high voltage at the
base of the transistor 181 is applied to the point 95 between the
capacitor 94 and the resistor 93 by way of the resistor 187 and the
diode 188. This voltage provides for an increase in the amplitude
of the second acceleration signal which is derived from the emitter
of the transistor 97. In FIG. 14(e), numeral 191 designates the
second acceleration signal amplified by the low temperature
compensating unit; numeral 192 designates the signal without
compensation. The second acceleration signal is applied to the
computing circuit 52 so as to increase the width of the injection
pulse. In FIG. 14(g) and (h), the dark portions 193 represent the
increases in the width, which result from the increase in the
amplitude of the second acceleration signal.
In FIG. 15, there is shown still another modification 40" of the
acceleration signal generating circuit which is adapted to actuate
a starting injection valve for acceleration purposes. As shown in
FIG. 1, the starting injection valve 200 is mounted in the intake
manifold 12 so as to discharge additional fuel thereinto during
starting, thereby facilitating starting of the engine. In this
embodiment, this starting valve 200 is used to increase the
richness of the air-fuel mixture during the accelerating operation.
In the circuit 40" of FIG. 15, a solenoid 201 of the starting
injection valve 200 is connected between the bus line 68 and the
collector of a transistor 202. The output of the astable
multivibrator 81 is connected to the base of a transistor 203
having its collector connected to the bus line 68 via a resistor
204 and its emitter grounded. The collector of the transistor 203
is also connected to the base of the transistor 202. Thus, when the
multivibrator 81 oscillates, the oscillation output is amplified by
the transistors 202 and 203 to energize the solenoid 201.
In the operation of the embodiment shown in FIG. 15, a voltage
signal indicating the drive's effort to effect acceleration is
applied to the input terminal 60 and is differentiated by the
differentiator 61. When the differentiated input is above the
threshold level 205 of the Schmitt circuit 66 as shown in FIG.
16(b), it generates an output signal at the collector of the
transistor 72, which signal in turn is applied to the base of the
transistor 77 via the resistor 78. During application of the output
signal, the transistor 77 remains conductive, causing the astable
multivibrator 81 to oscillate. FIG. 16(c) represents the
oscillation output which is utilized to actuate the starting
injection valve, as shown in FIG. 16(h). In FIGS. 16(e) and (f),
the dark portions 206 represent the increase of the pulse width
which contributes to the second acceleration signal.
This acceleration signal generating circuit include means for
varying the width of the oscillation pulse signal. The collector of
the transistor 72 is connected to the base of a transistor 207 via
an integrator consisting of a resistor 208 and a capacitor 209. The
transistor 207 has its collector connected to the bus line 68 via a
resistor 210 and its emitter connected to ground via a resistor
211. The collector of the transistor 207 is also connected to the
point 212 between the capacitor 87 and the base of the transistor
80 by way of the resistor 88. When the input voltage of the Schmitt
circuit 66 exceeds its threshold level 205, the circuit generates
an output signal having a fixed amplitude, which signal is
integrated by the integrator, causing the potential at the base of
the transistor 207 to build up. The increase in the potential at
the base of the transistor 207 invites a drop in the potential at
the collector thereof and accordingly in the potential at the point
212, with the resultant gradual decrease in the width of the
acceleration pulse signal, as shown in FIG. 16(i). An acceleration
signal as shown in FIG. 16(j), which keeps the starting injection
valve 200 energized while the Schmitt circuit 66 generates its
output, is obtained by connecting the collector of the transistor
72 to the base of the transistor 203, that is, by connecting A to
A' terminals.
* * * * *