U.S. patent number 3,786,788 [Application Number 05/256,256] was granted by the patent office on 1974-01-22 for fuel injection apparatus for internal combustion engine.
This patent grant is currently assigned to Nippondenso Co., Ltd.. Invention is credited to Hideya Fujisawa, Toshi Suda.
United States Patent |
3,786,788 |
Suda , et al. |
January 22, 1974 |
FUEL INJECTION APPARATUS FOR INTERNAL COMBUSTION ENGINE
Abstract
In a fuel injection apparatus for an internal combustion engine,
including a fuel pump for feeding fuel from a fuel tank to a fuel
distributor, an overflow valve for regulating the pressure of the
fuel in said fuel distributor and solenoid valves provided in the
same number as the number of cylinders of the engine and connected
to said fuel distributor to act as fuel injection valves, said
solenoid valves are driven by a variable frequency oscillator and
the frequency of said variable frequency oscillator is controlled
in accordance with the average quantity of air sucked by the engine
per unit time and further said solenoid valves are opened and
closed by means of a pulse row independent of the engine speed.
Inventors: |
Suda; Toshi (Nagoya,
JA), Fujisawa; Hideya (Kariya, JA) |
Assignee: |
Nippondenso Co., Ltd.
(Aichi-ken, JA)
|
Family
ID: |
22971567 |
Appl.
No.: |
05/256,256 |
Filed: |
May 24, 1972 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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64766 |
Aug 18, 1970 |
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Current U.S.
Class: |
123/483 |
Current CPC
Class: |
F02D
41/182 (20130101); F02M 51/02 (20130101) |
Current International
Class: |
F02M
51/02 (20060101); F02D 41/18 (20060101); F02m
051/00 () |
Field of
Search: |
;123/32EA,119R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Flint; Cort
Attorney, Agent or Firm: Cushman, Darby & Cushman
Parent Case Text
This application is a continuation-in-part of the U.S. Ser. No.
64,766 filed on Aug. 18, 1970 (now abandoned).
Claims
What is claimed is:
1. A fuel injection apparatus for an internal combustion engine,
comprising
at least one solenoid valve provided in an intake pipe of the
engine upstream of an intake valve,
fuel supply means connected to said solenoid valve for supplying
fuel at a constant pressure to said solenoid valve,
an air flow rate measuring means provided in the intake pipe for
detecting the flow rate of the intake air and generating an output
which varies in accordance with the detected intake air flow rate,
and
an oscillator connected to said air flow rate measuring means in
circuit and generating pulses of a constant width at a frequency in
accordance with the output of said measuring means, said oscillator
being connected to said solenoid valve in circuit and said solenoid
valve being opened every time a pulse is generated by said
oscillator, whereby the fuel at the constant pressure is injected
and said oscillator including a variable resistor connected to said
air flow rate measuring means and being variable in resistance
value according to the output of said measuring means, an astable
multivibrator connected to said variable resistor in circuit and
generating pulses at a frequency in accordance with the resistance
value of said variable resistor, and a monostable multivibrator
connected to said astable multi-vibrator in circuit and triggered
by the pulses from said astable multivibrator to generate pulses of
a constant width which are applied to said solenoid valve.
2. A fuel injection apparatus according to claim 1, wherein said
solenoid valve is provided in the same number as the number of
cylinders of the engine and said fuel supply means includes a
distributor capable of supplying the fuel at the constant pressure
concurrently to said respective solenoid valves.
Description
This invention relates to a fuel injection apparatus for an
internal combustion engine and more particularly to an
electronically controlled fuel injection apparatus for an external
ignition-type internal combustion engine, in which solenoid valves
are provided as fuel injection valves, and the open period and
frequency of said solenoid valves are controlled thereby to meter
fuel.
In a conventionally known fuel injection apparatus of this type,
the quantity of intake air per one cycle of the engine is
determined from the intake pipe pressure, and fuel is metered
according to this pressure and supplied to the engine in
synchronism with the engine rotation. Such a system is generally
called a speed density system. This prior art system is operable on
the premise that the intake pipe pressure and the quantity of air
supplied per one cycle of the engine completely match with each
other. In practice, however, this functional relation between the
intake pipe pressure and the quantity of air is variable depending
upon the engine speed, and thus it becomes necessary to compensate
the engine speed. However, the compensation of the engine speed is
extremely difficult and the intended object cannot be fully
attained. Therefore, the prior art system has suffered the fatal
drawback that the optimum mixture ratio cannot be obtained at a
certain engine speed. Moreover, according to this prior art system
the metering of fuel must be carried out with respect to two
variables, i.e., the engine speed and the intake pressure, and this
problem has been solved by a method in which the fuel is injected
always in synchronism with the engine speed, thereby controlling
the fuel with respect to the intake pressure. However, such a
method has imposed on the system the restriction that the fuel
injection system injects fuel in synchronism with the enging
speed.
In order to obviate the drawbacks described above, the present
invention has for its objects the provision of a fuel injection
apparatus for an internal combustion engine, in which the flow rate
of the intake air in measured and the flow rate of fuel is
controlled to be optimum for the measured intake air flow rate by
controlling the open period of solenoid valves, used as fuel
injection valves, according to the frequency of pulses of a
predetermined time width to which said open period is fixed,
whereby the air-fuel mixture ratio can be exactly adjusted to the
optimum value only by regulating the fuel flow rate per unit time,
without being bothered by the problem of synchronizing the fuel
injection with the engine speed.
The present invention will be described in detail hereunder with
reference to the accompanying drawings, in which:
FIG. 1 is an illustrative diagram showing the overall arrangement
of one embodiment of the fuel injection apparatus according to the
present invention;
FIG. 2 is a view showing one form of the intake air flow rate
detector used in the apparatus;
FIGS. 3(a) and 3(b) are diagram illustrating pulse rows applied to
the solenoid valves respectively;
FIG. 3(c) is a diagram illustrating the relationship between the
frequency and the average fuel flow rate per unit time; and
FIG. 4 is an electrical circuit diagram of the oscillator.
With reference to FIG. 1, the fuel injection apparatus according to
the present invention includes a fuel tank 1, a fuel pump 2, an
overflow valve 3 and a fuel distributor 4. The fuel pump 2 is
driven from an electric motor not shown to pump fuel from the fuel
tank 1. The pumped fuel is partially returned to the fuel tank 1
through the overflow valve 3 and a fuel return pipe 5, so as to
maintain the fuel pressure in conduits 6, 7 and the fuel
distributor 4 at a constant value. The fuel distributor 4 is
connected by fuel injection pipes 8 with solenoid valves 9 provided
in the same number as the number of cylinders of the associated
engine, so that fuel may be supplied concurrently to said solenoid
valves 9. The fuel pressure in each solenoid valve 9 is the same as
that in the fuel distributor 4 and is maintained constant.
Each solenoid valve 9 is provided in an intake pipe 11 of the
engine 10. The intake air of the engine 10 is introduced into the
intake pipe 11 through an intake air flow rate measurer 15 and an
intake air flow rate regulator 12, and fed to the respective
cylinders, not shown, of the engine 10. The intake air flow rate is
regulated by the degree of opening of a throttle valve 13 in the
air flow rate regulator 12 and said throttle valve 13 is
operatively connected to an accelerator pedal 14 through a link
mechanism. Thus, it will be seen that the air flow rate is
regulated by the accelerator pedal actuated by the driver.
The flow rate of fuel to be supplied to the engine 10 is controlled
in accordance with the flow rate of intake air supplied to the
engine, and the metering of fuel is effected by the operation of
the solenoid valves 9. Namely, the period of conducting a current
through each solenoid valve 9 at a time is always constant but the
frequency of the current is varied.
FIGS. 3(a) and 3(b) show drive pulses to be applied to the solenoid
valve 9, and FIG. 3(a) exemplifies the case wherein the pulses are
applied at a frequency just twice as large as that of the pulses
shown in FIG. 3(b). As may be apparent from these Figures, the
avarage fuel flow rate Q.sub.F cc/s per unit time is in linear
functional relation with the frequency, as shown in FIG. 3(c), and
it will, therefore, be understood that the average fuel flow rate
Q.sub.F cc/s can be controlled by varying the frequency of the
pulses of a completely constant width.
The intake air measurer 15 may, for example, be of the construction
shown in FIG. 2, which comprises a ventri 18, a conical body 19 and
a spring 20. As is well known the time-wise average air flow rate
Q.sub.A cc/s is in proportion to the amount of displacement of the
conical body 19. In the present invention, the amount of
displacement of the conical body 19 is taken out by a link
mechanism 21 and said link mechanism 21 is connected, for example,
to a potentiometer (see FIG. 4), whereby the time-wise average air
flow rate Q.sub.A cc/s can be detected as the resistance value of a
variable resistor 16 (see FIG. 4). It is to be understood that the
air flow rate measurer shown in FIG. 2 is only illustrative and a
known flow meter of the type which detects the time-wise average
air flow rate Q.sub.A cc/s as a voltage, can of course be used for
said air flow rate measurer.
A variation of the time-wise average air flow rate Q.sub.A cc/s is
detected as a variation of the electric resistance value as stated
above, and it will be obviously understood that, in this case, the
electric resistance value may be compensated according to the
ambient temperature, the ambient atmospheric pressure, the ambient
humidity and the throttle acceleration and deceleration as
required. By controlling the time-wise average fuel flow rate
Q.sub.F cc/s according to the resistance value, it becomes possible
to control the fuel supply so as to obtain the optimum air-fuel
ratio, only by varying the frequency of pulses at a constant pulse
width, independently of the engine speed and without the necessity
for synchronizing the fuel supply with the engine speed.
For generating a row of pulses at a frequency variable according to
the variation of the resistance value of the variable resistor 16,
as described above, an oscillator 17 is used whic will be described
hereunder:
With reference first to FIG. 4, the oscillator to determine the
number of pulses is comprised of an astable multivibrator 22, a
shaping circuit 23 for shaping the waveform of the output of
astable multivibrator 22, a monostable multivibrator 24 triggered
by said shaping circuit 23 to determine the pulse width and a
driving circuit 25 operated by said output to actuate the solenoid
valves 9. Reference numeral 26 designates a battery.
Astable multivibrator 22 is comprised of resistors 22a, 22c, 22e
and 22h, capacitors 22d and 22f, transistors 22b and 22g, and the
variable resistor 16, which are combined in a known manner. If the
resistance value of the variable resistor 16 is constant, the
multivibrator 22 will oscillate at a constant frequency, but here
the resistance value of the variable resistor 16 varies according
to the air flow rate and hence the frequency varies. The output of
the non-stable multivibrator 22 is applied to the shaping circuit
23 which is composed of resistors 23a, 23b and 23d and a transistor
23c and shapes the waveform. The output of the shaping circuit 23
is applied to the monostable multivibrator 24 which is of a known
construction and composed of resistors 24a, 24d, 24g, 24h and 24k,
capacitors 24c, 24e and 24i, transistors 24b and 24j, and a diode
24f.
The monostable multivibrator 24 generates pulse signals of a
constant width at a frequency as determined by the aforesaid
oscillator and non-stable multivibrator 22. The pulse signals thus
generated are applied to a driving circuit composed of resistors
25a, 25b, 25c and 25e, and transistors 25d and 25f, and the
solenoid valves 9 are driven for a period corresponding to the
pulse width.
Although the manner in which the solenoid valves 9 are controlled
has been described above with reference to only one of them, it
should be understood that the other solenoid valves are controlled
in the similar manner.
As described above, in the fuel injection apparatus for an internal
combustion engine, according to the present invention, a variation
of the time-wise avarage flow rate of the intake air is detected
upon converting it into a variation of resistance value and a row
of pulses which are constant in width and variable only in
frequency is obtained according to the detected value, and then the
pulses are supplied to each solenoid valve 9 to meter the time-wise
average fuel flow rate Q.sub.F cc/s as a function of said
frequency. Therefore, the fuel injection apparatus has such
remarkable advantages that the fuel can be metered and supplied at
a time-wise average flow rate optimum to the time-wise average flow
rate of the intake air, that the compensation of the engine speed
is unnecessary which has been necessary in the conventional speed
density system, that the pulse generator is not required to be
synchronized with the engine speed, and that, therefore, the
apparatus is extremely simple in construction.
* * * * *