U.S. patent number 3,898,963 [Application Number 05/376,389] was granted by the patent office on 1975-08-12 for electronically controlled fuel injection system for rotary internal combustion engines.
This patent grant is currently assigned to Nissan Motor Company Limited. Invention is credited to Yoshikazu Ishikawa, Hiroyoshi Iwata, Koichi Sekiguchi.
United States Patent |
3,898,963 |
Iwata , et al. |
August 12, 1975 |
Electronically controlled fuel injection system for rotary internal
combustion engines
Abstract
An electronic system for electronically controlling a fuel
injection valve to properly inject fuel into a rotary internal
combustion engine during deceleration. The system injects fuel into
the engine once per crank shaft revolution during normal engine
operation, and once per two crank shaft revolutions during
deceleration.
Inventors: |
Iwata; Hiroyoshi (Tokyo,
JA), Sekiguchi; Koichi (Tokyo, JA),
Ishikawa; Yoshikazu (Tokyo, JA) |
Assignee: |
Nissan Motor Company Limited
(Yokohama, JA)
|
Family
ID: |
13682368 |
Appl.
No.: |
05/376,389 |
Filed: |
July 5, 1973 |
Foreign Application Priority Data
|
|
|
|
|
Jul 6, 1972 [JA] |
|
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47-79166 |
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Current U.S.
Class: |
123/493; 123/206;
123/490 |
Current CPC
Class: |
F02D
41/12 (20130101) |
Current International
Class: |
F02D
41/12 (20060101); F02B 003/00 () |
Field of
Search: |
;123/32EA,8.09 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Cangelosi; Joseph
Claims
What is claimed is:
1. In combination, a rotary internal combustion engine and an
electronically controlled fuel injection system for said rotary
internal combustion engine comprising:
a fuel injection control valve for controlling fuel injection into
said engine;
actuating means for opening said fuel injection control valve when
said actuating means is energized;
a triggering pulse signal generator operatively connected to a
crank shaft of said engine and responsive to the angular position
of said crank shaft to produce two alternating triggering pulse
signals each representing fuel injection commencement time;
first electronic computing means responsive to at least one of
electric signals representing prevailing values of engine
deceleration operation including engine speed, throttle opening and
intake manifold vacuum to produce an electric engine deceleration
operation signal;
electronic control means;
cut-off means for cutting off one of said alternating triggering
pulse signals in response to said engine deceleration operation
signal, said cut-off means comprising an electromagnetic relay
including a pair of relay contacts which are opened by the movement
of a relay armature when a relay coil is energized by said engine
deceleration operation signal form said first electronic computing
means, said relay contacts being closed by said relay armature when
said engine deceleration operation signal is absent, said cut-off
means being connected between output terminals of said triggering
pulse signal generator and said electronic control means and being
operative to prevent transmission therethrough of one of said
alternating triggering pulse signals when said relay coil is
energized;
second electronic computing means responsive to at least one of
electric signals representing prevailing values of engine speed,
throttle opening, engine temperature and intake manifold vacuum to
produce an electric output pulse signal having a pulse width
representing the proper duration of fuel injection under prevailing
engine operating conditions; and
said electronic control means being responsive to said output pulse
signal from said second electronic computing means and said
alternating triggering pulse signals to produce an electric command
pulse signal which is fed into said actuating means energizing said
actuating means to open said fuel injection control valve.
2. The combination as claimed in claim 1, wherein said triggering
pulse signal generator comprises a cam which is coupled with said
engine crank shaft to be driven at half the rotational speed of
said engine crank shaft and first and second triggering contacts
which are alternately actuated by said cam during rotation thereof,
said first and second triggering contacts having stationary
contacts connected to an electric power supply and movable contacts
connected to the respective output terminals of said triggering
pulse signal generator.
3. The combination as claimed in claim 2, wherein said electronic
control means comprises an AND circuit responsive to said output
pulse signal from said second electronic computing means and said
alternating triggering pulse signals to produce a pulse signal, and
an amplifier responsive to said pulse signal from said AND circuit
to produce said electric command pulse signal.
Description
The present invention generally relates to a fuel supply system for
an internal combustion engine and, more particularly, to an
electronically controlled fuel injection system for a rotary
internal combustion engine of an automotive vehicle which is
capable of electronically controlling a fuel injection valve to
properly supply fuel into the engine during deceleration.
It is well known that in an automotive vehicle equipped with an
existing rotary internal combustion engine, the engine output power
or torque fluctuates considerably during deceleration, causing
undesirable vibration of the vehicle body which is called
"car-shake." The cause of the undesirable car-shake is twofold.
First, during deceleration, the air-fuel mixture fed into the
combustion chamber of the engine is so lean that normal ignition
thereof is not possible in the combustion chamber, resulting in
undesirable misfiring. Second, during deceleration, burned gas is
not completely discharged from the combustion chamber so that
residual gas interferes with the subsequent ignition operation,
resulting also in undesirable misfiring. Such undesirable misfiring
as mentioned above generally occurs once per two revolutions of a
rotor of a rotary combustion engine and, moreover, the frequency of
the misfiring corresponds with the resonant frequency of various
members of the vehicle body, so that the car-shake effect occurs in
the vehicle.
In order to solve the above-mentioned problem, it has been
previously proposed to eliminate car-shake in an automotive vehicle
during deceleration by reducing the ignition frequency from once
per revolution of the crank shaft to once per 2 revolutions of the
crank shaft. In other words, there occurs alternately ignition and
non-ignition in the combustion chamber every two revolutions of the
crank shaft so that the frequency of the non-ignition does not
correspond with a resonant frequency of a member of the vehicle
body during deceleration. In this prior art method, however, fuel
continues to be fed into the engine even during non-ignition in the
combustion chamber so that unburned gas is emitted from the
combustion chamber into the atmosphere. This means that there
arises a serious problem of air pollution especially in urban
areas. Moreover, not only is this not economical in fuel
consumption, but unburned gas would destroy or damage any
reasonably sized exhaust gas purifier such as a thermal reactor or
a catalytic converter which would be overheated by excessive
exothermic reaction of the unburned gas.
Thus, the prior art method mentioned above is inadequate and a
serious problem remains to be solved, so that there is a pressing
need for an improved electronically controlled fuel injection
system for a rotary internal combustion engine.
The present invention alleviates the disadvantages of the prior art
by preventing fuel from being fed into the engine during misfiring
in the combustion chamber during deceleration so as to prevent
unburned gas from being emitted from the engine and to eliminate
undesirable car-shake. In other words, the present invention
provides an improved electronically controlled fuel injection
system for a rotary internal combustion engine in which the
frequency of fuel injection during deceleration is reduced from
once per revolution of the engine crank shaft to once per 2
revolutions thereof. This effect is accomplished by generating two
alternating fuel injection triggering pulse signals, each with a
frequency of one-half the crank shaft rotational frequency, using
both pulse signals to trigger fuel injection during normal engine
operation, and inhibiting or cutting-off one of the pulse signals
during deceleration. The cut-off means employed operates in
response to an electric signal representing an engine deceleration
operation. The electronic computing means is responsive to electric
signals representing engine deceleration operation including engine
speed and throttle opening, or responsive to an electric signal
representing an engine deceleration operation including intake
manifold vacuum to produce the engine deceleration operation
signal.
It is accordingly a principal object of the present invention to
provide an improved electronically controlled fuel injection system
for a rotary internal combustion engine overcoming the
disadvantages of the prior art.
Another object of the present invention is to provide an improved
electronically controlled fuel injection system for a rotary
internal combustion engine which is capable of electronically
controlling a fuel injection valve to properly inject fuel into the
engine during deceleration.
Still another object of the present invention is to provide an
improved electronically controlled fuel injection system for a
rotary internal combustion engine which is capable of preventing
unburned gas from being emitted from the engine to eliminate or
minimize air pollution caused by the presence of unburned gas.
Still another object of the present invention is to provide an
improved electronically controlled fuel injection system for a
rotary internal combustion engine which is capable of prolonging
the expected life span of an exhaust gas purifier incoporated in an
automotive vehicle.
A further object of the present invention is to provide an improved
electronically controlled fuel injection system for a rotary
internal combustion engine which is capable of maximizing fuel
economy during deceleration.
Still a further object of the present invention is to provide an
improved electronically controlled fuel injection system for a
rotary internal combustion engine which is capable of improving the
driveability of an automotive vehicle.
Still a further object of the present invention is to provide an
improved electronically controlled fuel injection system for a
rotary internal combustion engine which is economical to
manufacture.
Still a further object of the present invention is to provide an
improved electronically controlled fuel injection system for a
rotary internal combustion engine which is highly reliable in
operation and can easily be installed in various rotary internal
combustion engines.
These and other objects and advantages of the present invention
will become more apparent from the following detailed description
taken in conjunction with the accompanying drawing in which the
single FIGURE is a schematic diagram of a preferred embodiment of
an electronically controlled fuel injection system according to the
present invention and a rotary internal combustion engine
controlled thereby.
Referring now to the drawing, there is shown an embodiment of an
electronically controlled fuel injection system of the present
invention and a rotary internal combustion engine, for example, of
an epitrochoidal "Wankel" type which is controlled by the system,
the rotary internal combustion engine being generally indicated by
a reference numeral 1. A reference numeral 2 designates a fuel
supply system; 3, a triggering pulse signal generator responsive to
the angular position of the engine crank shaft which produces
triggering pulse signals S.sub.1 and S.sub.1 ' each representing
fuel injection commencement time; 4, first electronic computing
means responsive to electric signals representing engine
deceleration operation including an engine speed analog signal n
and throttle opening analog signal .theta. or including an intake
manifold vacuum analog signal p to produce an electric engine
deceleration operation signal S.sub.2 ; 5, cut-off means for
cutting off one of the triggering pulse signals S.sub.1 or S.sub.1
' in response to the engine deceleration operation signal S.sub.2 ;
6, second electronic computing means responsive to at least one of
electric signals representing prevailing values of the engine speed
analog signal n, throttle opening analog signal .theta., an engine
temperature analog signal t and the intake manifold vacuum analog
signal p to produce an electric output pulse signal S.sub.3 having
a pulse width representing the proper duration of fuel injection
under the prevailing engine operating conditions; and 7, electronic
control means responsive to the output pulse signal S.sub.3 from
the second electronic computing means 6 and the triggering pulse
signals S.sub.1 and S.sub.1 ' to produce an electric command pulse
signal S.sub.4.
As is well known in the art, the rotary internal combustion engine
1 generally comprises a rotor housing 11, a rotor 12 rotatable in
the housing 11 and an engine crank shaft 13 carrying thereon the
rotor 12. The rotor housing 11 is provided with an ignition means
such as a spark plug 14 for igniting air-fuel mixture fed
thereinto. The rotor housing 11 is further provided with an intake
manifold 15 having an intake port 15' opening into a combustion
chamber 16 and an exhaust pipe 17. The intake manifold 15 is also
provided with a fuel injection control valve 18 and an actuating
means 19 for opening the fuel injection valve 18.
The fuel supply system 2 comprises a fuel tank 21, a fuel pump 22,
and a regulator valve 23 serving to keep the pressure of fuel fed
into a fuel line 24 at a predetermined value. Fuel under pressure
is fed to the fuel injection control valve 18 mounted on the intake
manifold 15 of the engine 1 through the fuel line 24.
The triggering pulse signal generator 3 comprises an engine driven
breaker (no numeral) including a cam 31 coupled with the engine
crank shaft 13 and first and second triggering contacts 32 and 33
respectively. The triggering contact 32 is composed of a stationary
contact 32a and a movable contact 32b, while the triggering contact
33 is composed of a stationary contact 33a and a movable contact
33b . Both of the stationary contacts 32a and 33a are connected
through a resistor R to a positive terminal of an electric power
supply such as a battery Ba. On the other hand, both of the movable
contacts 32b and 33b are connected to the cut-off means 5. The cam
31 is driven by the engine crank shaft 13 and rotates about a cam
shaft 31', the rotational speed of which is reduced to half that of
the engine crank shaft 13 through a reduction gear means (not
shown). The cam 31 functions to alternately open and close the
triggering contacts 32 and 33 at respective intervals of
180.degree. of rotation of the cam shaft 31', so that the
triggering pulse signal generator 3 produces the alternating
triggering pulse signals S.sub.1 and S.sub.1 ' during rotation of
the engine crank shaft 13. The alternating triggering pulse signals
S.sub.1 and S.sub.1 ' are fed into the cut-off means 5 through
output terminals (no numerals) of the triggering pulse signal
generator 3.
The first electronic computing means 4 comprises an electronic
computing circuit 41 which is responsive to electric signals
representing engine deceleration operation including engine speed
analog signal n and throttle opening analog signal .theta., or
including intake manifold vacuum analog signal p to produce an
electric engine deceleration operation signal S.sub.2 which is also
fed into the cut-off means 5. The electronic computing circuit 41
may be of any known configuration as long as it performs the
function mentioned above. For example, it may be of the type which
is disclosed in the U.S. Pat. No. 3,240,191 entitled "Fuel
injection systems for internal combustion engines," and the U.S.
Pat. No. 3,335,708 entitled "Discriminator devices".
The cut-off means 5 comprises an electromagnetic relay having a
pair of relay contacts 51 and 52, a relay armature 53, and a relay
coil 54. The relay contact 51 is connected to the movable contact
33b of the triggering contact 33 through the respective output
terminal, while the relay contact 52 is connected to the movable
contact 32b through the respective output terminal and to the
electronic control means 7. The relay armature 53 functions to
disconnect the relay contacts 51 and 52 when the relay coil 54 is
energized in response to the engine deceleration operation signal
S.sub.2 from the first electronic computing means 4.
The second electronic computing means 6 comprises an electronic
computing circuit 61 which is responsive to at least one of
electric signals representing prevailing engine operating
conditions including the engine speed analog signal n from an
engine speed sensor 62, the electric throttle opening analog signal
.theta. from a throttle opening sensor 63, the electric intake
manifold vacuum analog signal p from an intake manifold vacuum
sensor 64, and the electric engine temperature analog signal t from
an engine temperature sensor 65 to produce the electric output
pulse signal S.sub.3 having a pulse width representing the proper
duration of fuel injection under all continuously variable engine
operating conditions. The electronic computing circuit 61 may be of
any known configuration as long as it performs the function
mentioned above. For example, it may be of the type which is
disclosed in the U.S. Pat. No. 3,240,191 entitled "Fuel injection
systems for internal combustion engines", and the U.S. Pat. No.
3,335,708 entitled "Discriminator devices" as already mentioned
respectively.
The electronic control means 7 comprises an AND circuit 71, an
input of which is connected to the output of the electronic
computing circuit 61 to receive the electric output pulse signal
S.sub.3 therefrom, and an amplifier 72 connected to the output of
the AND circuit 71. Another input of the AND circuit 71 is
connected to the movable contact 32b of the triggering pulse signal
generator 3 through the cut-off means 5 and to the relay contact 52
thereof to receive the alternating triggering pulse signals S.sub.1
and S.sub.1 ' therefrom. Thus, when the electronic control means 7
receives the electric output pulse signal S.sub.3 from the
electronic computing circuit 61 and one of the alternating
triggering pulse signals S.sub.1 or S.sub.1 ', it produces the
electric command pulse signal S.sub.4 which is fed into the
actuating means 19 for the fuel injection control valve 18, so that
the fuel injection control valve 18 injects a proper amount of fuel
into the intake manifold 15 under the prevailing engine operating
conditions.
During normal operation of the rotary internal combustion engine 1
as shown in the drawing, the first electronic computing means 4
does not produce the electric engine deceleration operation signal
S.sub.2 so that the relay coil 54 is de-energized, and the relay
contacts 51 and 52 are closed through the relay armature 53. Since
both of the triggering contacts 32 and 33 operate during rotation
of the engine crank shaft 13, the triggering pulse generator 3
produces the alternating triggering pulse signal S.sub.1 and
S.sub.1 ' representing the fuel injection commencement time at
intervals of 180.degree. of rotation of the cam shaft 31', and
since the relay contacts 51 and 52 are closed, both alternating
triggering pulse signals S.sub.1 and S.sub.1 ' are fed into the AND
circuit 71 of the electronic control means 7. In other words, the
AND circuit 71 receives one of the alternating triggering pulse
signals S.sub.1 and S.sub.1 ' per revolution of the engine crank
shaft 13, because the rotational speed of the cam shaft 31' is
reduced to half that of the engine crank shaft 13 by the reduction
gear means as mentioned above. Also, the computing circuit 61 of
the second electronic computing means 6 receives prevailing values
of the engine speed analog signal n, throttle opening analog signal
.theta., intake manifold vacuum analog signal p and engine
temperature analog signal t, and produces the electric output pulse
signal S.sub.3 having a pulse width representing the proper
duration of fuel injection under those engine operating conditions.
The electric output pulse signal S.sub.3 from the computing circuit
61 is fed into the AND circuit 71 which then produces a pulse
signal (no designation) which is fed into the amplifier 72 which
then produces the electric command pulse signal S.sub.4 to be fed
into the actuating means 19, so that the fuel injection valve 18
injects the proper amount of fuel once per revolution of the engine
crank shaft 13 at timings controlled by the alternating triggering
pulse signals S.sub.1 and S.sub.1 '.
When, on the other hand, the engine is operated during
deceleration, the first electronic computing means 4, in response
to the electronic signals representing the engine deceleration
operation including the engine speed analog signal n and the
throttle opening analog signal .theta. or including the intake
manifold vacuum analog signal p, produces the electric engine
deceleration operation signal S.sub.2 which energizes the relay
coil 54 of the cut-off means 5 to open the relay contacts 51 and
52. Thus, only the triggering pulse signal S.sub.1 is allowed to
pass through the cut-off means 5 into the electric control means 7,
and the AND circuit 71 receives the alternating triggering pulse
signal S.sub.1 once per 2 revolutions of the engine crank shaft 13
because of the provision of the reduction gear means. On the other
hand, the electronic computing circuit 61 of the second electronic
computing means 6 receives the electric signals n, .theta., p and t
representing the prevailing engine operating conditions and
produces the electric output pulse signal S.sub.3 having a pulse
width representing the proper duration of fuel injection under
those engine operating conditions. The electric pulse signal
S.sub.3 from the electronic computing circuit 61 is fed into the
AND circuit 71 which then produces the electric command pulse
signal S.sub.4 which is fed into the actuating means 19, so that
the fuel injection control valve 18 opens to inject the proper
amount of fuel once per 2 revolutions of the engine crank shaft 13
at timings controlled by the electric triggering pulse signal
S.sub.1 during deceleration.
It is to be noted that the fuel injection duration is controlled by
the second electronic computing means 6, and that the fuel
injection commencement time is controlled by the triggering pulse
generator 3.
The herein presented detailed description of a preferred embodiment
of the present invention are for the purpose of explaining the
principles thereof only, and is not to be considered as limiting or
restricting the present invention, since many modifications may be
made by exercise of skill in the art without departing from the
scope of the present invention.
* * * * *