U.S. patent number 3,749,065 [Application Number 05/011,988] was granted by the patent office on 1973-07-31 for acceleration enrichment circuit for electronic fuel control systems.
This patent grant is currently assigned to The Bendix Corporation. Invention is credited to John R. Nagy, Ralph W. Rothfusz.
United States Patent |
3,749,065 |
Rothfusz , et al. |
July 31, 1973 |
ACCELERATION ENRICHMENT CIRCUIT FOR ELECTRONIC FUEL CONTROL
SYSTEMS
Abstract
An acceleration enrichment circuit is disclosed which is
operative to sense a demand for engine acceleration and which
subsequently lengthens the duration of the fuel injection command
to reduce or eliminate response time largs. The circuit includes a
first circuit to provide an immediate pulse of fuel to the injector
group most recently energized and a second circuit to lengthen the
injection commands to each injector for a period of time sufficient
to accomplish the desired acceleration.
Inventors: |
Rothfusz; Ralph W. (Southfield,
MI), Nagy; John R. (Detroit, MI) |
Assignee: |
The Bendix Corporation
(Southfield, MI)
|
Family
ID: |
21752838 |
Appl.
No.: |
05/011,988 |
Filed: |
February 17, 1970 |
Current U.S.
Class: |
123/492 |
Current CPC
Class: |
F02D
41/105 (20130101) |
Current International
Class: |
F02D
41/10 (20060101); F02b 003/00 (); F02m
039/00 () |
Field of
Search: |
;123/32EA |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Cox; Ronald B.
Claims
We claim:
1. A fuel control for engines comprising:
sensor means responsive to engine operating parameters operative to
generate signals having variable characteristics indicative of the
engine operating parameters;
computation circuit means responsive to said sensor means signals
operative to generate a first output signal having a variable
characteristic indicative of the engine demand for fuel and adapted
to actuate injector valve means to control fuel delivery to the
engine in accord with the output signal variable
characteristic;
means for generating a signal whose presence is indicative of a
demand for engine acceleration and whose absence is indicative of a
lack of a demand for engine acceleration; and
acceleration circuit means mutually responsive to the acceleration
signal and to selected variations in the first output signal
variable characteristic operative to generate acceleration output
signals having a variable characteristic which resembles the first
output signal variable characteristic and which is independent of
the characteristics of the acceleration signal including means to
additively combine the first output signal variable characteristic
and the acceleration output signal variable characteristic to form
an injector valve means signal having a variable
characteristic.
2. The system as claimed in claim 1 wherein said variable
characteristics are variable time duration pulses and said
acceleration circuit means are mutually responsive to the
acceleration signal and the termination of said computation circuit
means pulse to produce an acceleration output pulse whose origin
substantially coincides in time with the termination of the
computation circuit means pulse.
3. The system as claimed in claim 2 wherein said computation
circuit means is adapted to sequentially actuate the injector valve
means in a predetermined manner and including further a secondary
circuit responsive to the acceleration signal and operative to
produce an output signal having a predetermined duration and means
for communicating said output signal to the computation circuit
means whereby the most recently actuated injector valve means is a
re-actuated for a period of time corresponding to said
predetermined duration output signal.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to improvements in electronic fuel
control systems and particularly to improvements in automotive
electronic fuel control systems whereby an acceleration enrichment
function is provided.
2. Description of the Prior Art
The known electronic fuel control systems currently rely upon the
input information from their various parameter sensors to provide
information required by an electronic fuel control system to
provide acceleration enrichment. These sensors, generally, sense
the engine temperature, which may be the temperature of the water
jacket, to indicate the operating temperature of the engine, the
engine speed to determine timing and engine fuel requirements, the
intake manifold pressure to sense the load on the engine and
various other parameters as needed or desired.
The prior art also teaches that acceleration enrichment may be
provided in the form of an additional resistance in the time
duration controlling portion of the electronic fuel control
circuits. Since the circuits generally use a variable RC network to
determine the length of the injection pulse, it was felt to be
sufficient to provide an additional resistance (either in series or
parallel) with the regular resistance of the RC network which
additional resistance could be appropriately shunted or
short-circuited when not necessary to the operation of the
electronic fuel control circuit. This, however, produced a problem
with the recovery time of the RC circuit which rendered this
approach inadequate. It is, therefore, an object of this invention
to provide an acceleration enrichment circuit for electronic fuel
control systems which does not alter the operational
characteristics of the main electronic fuel control computing
means. It is a still further object of the present invention to
provide an acceleration enrichment circuit which varies the
injection time by adding a pulse to the injection pulse rather than
by lengthening regularly generated injection pulses.
It has been determined that the present electronic fuel control
systems as applied to automotive systems, demonstrate a marked time
delay between the time the throttle is depressed and the time the
engine begins to accelerate. Oscillograms of engine speed versus
time after throttle opening for an engine equipped with an
electronic fuel control system show a substantial response lag, on
the order of 200 to 300 milleseconds, as compared with a similar
engine equipped with a carburetor. In addition, some tests have
shown that engine speed actually decreases during the time lag
interval. Results of further tests have shown that the response lag
is due to two factors. The first of these factors is the group
injection concept itself which causes fuel to be delivered to a
plurality of injectors as a function of the engine operating
parameters at the time of injection. Since this is immediately
prior to the time of opening of the intake port of the first
cylinder in the group to be ignited, the fuel provided to
subsequent cylinders in the group might not be in the proper
amount. Acceleration commands or needs would, therefore, lag until
the time of injection of the next group. Group injection is the
combining of selected injectors into groups with each member of the
group being simultaneously activated and different groups being
activated sequentially.
A second cause for the response lag is the lag in response at the
intake manifold pressure sensor which lag is necessitated by the
fact that the actual pressure varies, or ripples, over a wide range
during an engine cycle. This variation occurs as intake ports open
and air is drawn into the engine cylinders whereas some weighted
average pressure signal is required by the electronic fuel control
system. The pressure sensor is, therefore, damped to respond
sluggishly to pressure variations. It is an object of the present
invention to provide an electronic circuit means for overcoming at
least a portion of the abovenoted response lag. It is a still
further object of the present invention to provide such a circuit
which operates to overcome that portion of the pressure lag caused
by group injection. It is a still further object of the present
invention to provide a circuit means which serves to substantially
overcome that portion of the response lag caused by the
sluggishness of the intake manifold pressure sensor. It is a still
further object of the present invention to provide a circuit means
for overcoming that portion of the response lag caused by both
group injection and intake manifold pressure sensor sluggishness.
It is yet another object of the present invention to provide a
circuit for attaining the above enumerated objectives which is
reliable in operation with automotive engine operating
parameters.
SUMMARY OF THE PRESENT INVENTION
The present invention provides a special function auxiliary circuit
for an electronic fuel control system capable of providing
acceleration enrichment. The acceleration enrichment auxiliary
circuit senses the need for such enrichment and then provides (1)
an injection pulse of predetermined duration for application to
that group of injector nozzles which has most recently been
energized and (2) an additional pulse of predetermined duration for
addition to each injector command pulse for a period of time
following the initial pulse. The first pulse is operative to
overcome that portion of the response lag due to group injection
while the added pulses serve to lengthen the injection time period
during that period of time when the manifold pressure sensor has
not yet responded to the pressure change in the manifold.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows, in diagrammatic circuit form, an electronic fuel
control system computation circuit as adapted, for instance, for
automotive use.
FIG. 2 shows, in diagrammatic circuit form, an auxiliary circuit
according to the present invention for providing the acceleration
enrichment function.
DETAILED DESCRIPTION
Referring now to FIG. 1, an electronic fuel control system
computation circuit 10 is shown. The circuit is shown as being
energized by a voltage supply designated as B+ at the various
locations noted. In the application of this system to an automotive
engine fuel control system, the voltage supply could be the battery
and/or battery charging system conventionally used as the vehicle's
electric power source. The man skilled in the art will recognize
that the electrical polarity of the voltage supply could readily be
reversed.
The circuit 10 receives, along with the voltage supply, various
voltage signal sensory inputs indicative of various operating
parameters of the associated engine. Intake manifold pressure
sensor 12 supplies a voltage indicative of manifold pressure,
temperature sensor 14 is operative to vary the voltage across the
parallel resistance to provide a voltage signal indicative of
engine temperature and voltage signals indicative of engine speed
are received at circuit input port 16. This signal may be derived
from any source indicative of engine crank angle but is preferably
from the engine's ignition distributor, not shown.
The circuit 10 is operative to provide two consecutive pulses, of
variable duration, through sequential networks to circuit location
18 to thereby control the "on" time of transistor 20. The first
pulse is provided via resistor 22 from that portion of circuit 10
having inputs indicative of engine crank angle and intake manifold
pressure. The termination of this pulse initiates a second pulse
which is provided via resistor 24 from that portion of the circuit
10 having an input from the temperature sensor 14. These pulses,
received sequentially at circuit location 18, serve to turn
transistor 20 "on" (that is, transistor 20 is triggered into the
conduction state) and a relatively low voltage signal is present at
circuit output port 26. This port may be connected, through
suitable inverters and/or amplifiers (not shown) to the injector
means (also not shown) such that the selected injector means are
energized whenever the transistor 20 is "on". It is the current
practice to use switching means to control which of the injector
valve means are coupled to circuit location 26 when the system is
used to actuate less than all injector valve means at any one time.
Because the injector valve means are relatively slow acting,
compared with the speed of electronic devices, the successive
pulses at circuit point 18 will result in the injector valve means,
not shown, remaining open until after the termination of the second
pulse.
The duration of the first pulse is controlled by the monostable
multivibrator network associated with transistor 28 and 30. The
presence of a pulse received via input port 16 will trigger the
multivibrator into its unstable state with transistor 28 in the
conducting state and transistor 30 blocked (or in the nonconducting
state). The period of time during which transistor 28 is conducting
will be controlled by the voltage signal from manifold pressure
sensor 12. Conduction of transistor 28 will cause the collector 28c
thereof to assume a relatively low voltage close to the ground or
common voltage. This low voltage will cause the base 34b of
transistor 34 to assume a low voltage below that required for
transistor 34 to be triggered into the conduction state, thus
causing transistor 34 to be turned off. The voltage at the
collector 34c will, therefore, rise toward the B+ value and will be
communicated via resistor 22 to circuit location 18 where it will
trigger transistor 20 into the "on" or conduction state thus
imposing a relatively low voltage at circuit port 26. As
hereinbefore stated, the presence of a low voltage signal at
circuit port 26 will cause the selected injector valve means to
open. When the voltage from the manifold pressure sensor 12 has
decayed to the value necessary for the multivibrator to relax or
return to its stable condition, transistor 30 will be triggered
"on" and transistor 28 will be turned "off". This will, in turn,
cause transistor 34 to turn "on", transistor 20 to turn "off" and
thereby remove the injector control signal from circuit port
26.
During the period of time that transistor 34 has been held in the
non-conducting, or "off" state, the relatively high voltage at
collector 34c has been applied to the base of transistor 36,
triggering the transistor 36 "on". The resistor network 38,
connected to the voltage supply, acts, with transistor 36 as a
current source and current flows through the conducting transistor
36 and begins to charge capacitor 40. Simultaneously, transistor 42
has been biased "on" and, with the resistor network 44 constitutes
a second current source. Currents from both sources flow into the
base of transistor 46 thereby holding this transistor "on" which
results in a low voltage at the collector 46c. This low voltage is
communicated to the base of transistor 20 via resistor 24.
When transistor 28 turns "off" signalling termination of the first
pulse, transistor 34 turns on and the potential at the collector
34c falls to a low value. The current from the current source,
comprised of transistor 36 and resistor network 38, now flows
through the base of transistor 36 and the capacitor 40 ceases to
charge. The capacitor will then have been charged, with the
polarity shown in FIG. 1, to a value representative of the duration
of the first pulse. However, the potential at the collector of
transistor 36 will be only slightly positive with respect to ground
since only several pn junctions separate it from ground. This will
impose a negative voltage on circuit location 48 which will reverse
bias diode 50 and transistor 46 will be turned "off". This will
initiate a high voltage signal from the collector of transistor 46
to circuit location 18 via resistor 24 which signal will re-trigger
transistor 20 "on" and a second injector means control pulse will
appear at circuit port 26. The time duration between first and
second pulses will be sufficiently short so that the injector means
will not respond to the brief lack of signal.
While the diode 50 is reverse biased, the current from the current
source comprised of transistor 42 and resistor network 44 will be
flowing through circuit location 48 and into the capacitor 40 to
charge the capacitor to the point that circuit location 48 will
again be positive. This will then forward bias diode 50 and
transistor 46 will turn back on. This will terminate the second
pulse and the injector valve means, not shown, will subsequently
close.
The duration of the second pulse will be a function of the time
required for circuit location 48 to become sufficiently positive
for diode 50 to be forward biased. This, in turn, is a function of
the charge on capacitor 40 and the magnitude of the charging
current supplied by the current source comprised of transistor 42
and resistor network 44. The charge on capacitor 40 is, of course,
a function of the duration of the first pulse. However, the rate of
charge (i.e., magnitude of the charging current) is a function of
the base voltage at transistor 42. This value is controlled by the
voltage divider networks 52 and 54 with the effect of network 54
being variably controlled by the engine temperature sensor 14.
Referring now to FIGS. 1 and 2, and particularly to FIG. 2, the
acceleration enrichment aixuliary circuit 80 is illustrated. The
acceleration enrichment auxiliary circuit is comprised of a pair of
interconnected circuits 81, 83 the first of which, 81, is operative
to produce a single injection command of fixed duration immediately
upon receipt of a signal indicative of a demand for acceleration
enrichment, and the second of which is operative to produce a
sequence or series of injection command pulses which serve to
increase the total injection time (and hence total fuel injected)
for a period of time following the production of the single pulse.
As illustrated in FIGS. 1 and 2, the acceleration enrichment
auxiliary circuit 80 receives input signals at circuit locations 82
and B (not to be confused with B+). Circuit location 82 is
connected to receive a first command signal indicative of a need
for acceleration enrichment. In this configuration, the signal is
the appearance at circuit location 82 of ground which may be
achieved by a contact closure at a switch, not shown, to a grounded
lead. This signal operates to turn transistor 84 off. The resulting
positive voltage step at the collector 84c of transistor 84 is
applied, through the resistor, capacitor, diode network, to circuit
location C and turns on transistor 20 (FIG. 1) which then energizes
the electromechanical injector valve means which are currently
coupled to the collector of transistor 20 at circuit location 26,
that is, the group of injector valve means most recently energized.
This is of advantage in the case of fuel injection systems
utilizing the group injection method since this additional pulse to
the injector valve means will serve to provide an increment of
additional fuel to those injector valve means of the group
associated with cylinders which have not yet drawn in their
combustion charge. Transistor 20 will remain on until the coupling
capacitor 86 (FIG. 2) charges up to the limiting voltage set by the
zener diode 88. Resistor 90 in series with the diode 92 limits the
discharge rate to prevent false triggering which may be produced by
contact bounce during the make or break action at the switch, not
shown, thereby preventing the generation of signal pulses at
frequencies above a selected frequency.
The first command signal (received at circuit location 82) is also
operative to enable the second circuit, 83, to generate the
sequence of pulses necessary to provide the lengthened injection
command pulses for a period of time following receipt of the signal
indicative of the need for acceleration enrichment. The second
circuit 83 is enabled by removing the slight positive voltage at
the base 94b of transistor switch 94. The base 94b is coupled
through diode 96, capacitor 98 and resistor 100 to circuit location
B which is common with a similarly designated portion of the FIG. 1
circuit which generates the second pulse of the computed injection
command. As the trailing edge of the second pulse passes through
circuit location B it turns transistor 20 off and also causes
transistor 94 to turn off thereby imposing a positive voltage on
the collector 94c of transistor 94 which initiates a positive
voltage pulse to turn transistor 20 back on again. The turning off
of transistor 20 followed very closely by its turning back on will
cause the electromechanical injector valve means coupled to circuit
location 26 to remain open because the interval during which
transistor 20 is turned off is again too short for the relatively
sluggish electromechanical injector valve means to respond. The
length of each of the added acceleration injection commands is
determined by the charging rate of capacitor 98. The duration of
application of the added acceleration injection command pulses is
controlled by the length of time that the acceleration enrichment
command is received at circuit location 82 since an absense of that
command will permit the base 94b of transistor 94 to rise to the
positive value which will reverse-bias diode 96 and disable the
second circuit 83.
As can be readily seen, the acceleration enrichment circuit
accomplishes its stated objectives. An acceleration enrichment
circuit is provided which is comprised of two intercoupled circuits
to provide an extra quantity of fuel to that group of
electromechanical injector valve means which have most recently
provided fuel to the engine while a second circuit lengthens or
stretches the injection time of an incremental amount for each
injection command pulse for a period of time corresponding to the
need for acceleration enrichment.
* * * * *