METHOD FOR CONTROLLING FUEL INJECTION FOR ENGINE

Abstract: Disclosed is a method for controlling fuel injection for an engine, in which, on the basis of a phenomenon that a part of fuel vapored from a liquid film adhered on a wall surface of a fuel intake manifold remains in the intake manifold in the form of vapor fuel, the quantity of liquid film and the quantity of vapor fuel are estimated by using control parameters such as air mass flowing through a throttle valve, a throttle opening, an engine speed, an air fuel ratio, etc.; the quantity of liquid film and the quantity of vapor fuel at a desired point of time are predicted on the basis of the result of estimation; and the quantity of fuel injection is controlled so as to make the air fuel ratio be a desired air fuel ratio. Further, the quantity of liquid film is estimated in the case where the data as to the air fuel ratio obtained by an O₂ sensor includes an observation delay; a sum of the quantity of fuel vapored from a liquid film at a desired point of time and the quantity of fuel which does not adhere on a wall surface of an intake manifold is predicted on the basis of the result of the estimation; and the quantity of fuel injection is controlled so as to make the observed air fuel ratio be a desired air fuel ratio on the assumption that the quantity of fuel corresponding to the estimated sum is sucked into a cylinder.

Description: The present invention relates to a method for controlling the fuel injection quantity for internal combustion engines of fuel injection type in which a mixture of air and fuel is fed into the cylinders through an intake manifold. In conventional feedback control systems, a basic fuel injection quantity is calculated on the basis of the air flow rate obtained from an air-flow meter and the oxygen quantity remaining in the exhaust gas detected by an O₂-sensor so as to correct the fuel quantity to have a desired air-fuel ratio at which a three-way catalyst may act most effectively for purifying the exhaust gas. Further, a function to increase the fuel amount in accelerating operation has been provided to control the air-fuel ratio to be a theoretical value (cf., for example, "ENGINE CONTROL", Journal of the Institute of Electrical Engineering of Japan, Vol. 101, No. 12, or "Recent Electronics Car", Journal of the Society of Instrument and Control Engineers, Vol. 21, No. 7) . According to such a conventional system, however, it is impossible to achieve a good control performance by feedback correction effected through an O₂-sensor, expecially for rapid acceleration, so that NO remains high. The main reason for this is that there occurs a flow delay of the exhaust gas in the exhaust pipe, a time delay due to the operational steps effected in the engine until an exhaust gas is produced, etc., and feedback is effected by observing such phenomena. Alternatively, there has been proposed a method in which correction is made by increasing fuel in rapid acceleration to make the air-fuel ration to be a theoretical value. In this method, however, there is the problem that, even though a desired air-fuel ratio can be obtained in acceleration, the fuel quantity becomes too large for the desired air-fuel ratio after completion of acceleration so that the exhaust gas may contain hydrocarbon SCH and/or CO because the conversion rate of the three-way catalyst with respect to HC and CO (the respective rate with which CO or HC are oxidized to CO₂ or H₂O or with which NO is reduced to N₂) was lowered. This is mainly due to the fact that a part of the fuel injected into the intake manifold adher to the wall surface thereof, d, or the adhering fuel (hereinafter referred to as a "liquid film") is evaporated and sucked into the cylinders together with injected fuel, so that there results the disadvantage that the air-fuel ratio cannot always be kept at a desired value. An unstable dynamic characteristic of a fuel system in an intake manifold is caused by the fact that a part of the fuel injected into the intake manifold adheres to the wall surface of the intake manifold, or the liquid film is evaporated and sucked into a cylinder together with the injected fuel. However, not all the evaporated fuel is sucked into the cylinder, but a part thereof remains in the intake manifold in the form of fuel vapor (hereinafter referred to as "fuel vapor"). The physical laws governing the wall wetting and the fuel dynamics in the intake manifold of an engine have been described in SAE-paper 810494, 1981. However, this document gives no indication how to make use of these physical laws in an engine control apparatus for controlling the fuel injection quantity. EP-A-26 643 describes a fuel metering system wherein means are provided for modifying the rate at which fuel is metered into the intake passage taking into account the rate at which fuel is transferred from the surface of the intake passage to the introduced air-fuel mixture, or from the air-fuel mixture to the surfaces of the intake passage. The actual intake surface fuel in the liquid state on the surfaces is calculated whereafter the transfer rate of the fuel on the surfaces is calculated. This document does not give an indication how to realize a good control performance particularly under transient engine operation conditions, with observation of delay times. The above object is achieved according to the claims. It is the object of the present invention to provide a method for controlling the fuel injection quantity in which, by taking into consideration the dynamic characteristic of the fuel system and the flow delay in the exhaust pipe, the fuel quantity adhering to the wall surface of the intake manifold is predicted, and the fuel injection quantity is determined on the basis of the predicted fuel quantity so as to make the air-fuel ratio be a desired air-fuel ratio. According to the present invention, this phenomenon is taken into consideration, and the fuel quantity is controlled so as to make the air-fuel ratio be a theoretical value. The first feature of the present invention is that the liquid film quantity and the fuel vapor quantity, which are important factors to know the fuel dynamic characteristic, are estimated on the basis of the air mass flowing in the throttle portion, the throttle opening, the pressure value in the intake manifold, the cooling water temperature, the engine speed, and data of the air-fuel ratio; the liquid film quantity and the fuel vapor quantity at a desired time point are predicted on the basis of the result of the estimation; and the fuel injection quantity is controlled so as to make the air-fuel ratio be the theoretical value on the basis of the prediction result. Further, to cope with the problem that the air-fuel ratio can not be kept at a theoretical value due to the fact that not all the injected fuel can be sucked into a cylinder, the present invention has the second feature that a liquid film calculation is made so as to determine the fuel injection quantity which is an operation quantity to make the air-fuel ratio be a theoretical value, on the assumption that the quantity of fuel sucked into a cylinder is the sum of the quantity of a part of injected fuel which does not adhere to the wall surface of the intake manifold and the quantity of fuel evaporated from the liquid film. However, there is the problem that in calculating the quantity of liquid film, the O₂-sensor information for knowing the effect of control input can not immediately appear because of the rotary period of the cylinders, the flow delay in the exhaust pipe, etc. That is, the object to be controlled in engine fueling may include a delay time. Further, this delay time is not constant but may change depending on the engine revolution speed. Therefore, there is a further problem that the air-fuel information obtained by the O₂-sensor is made unclear by disturbances, noises, measurement error, etc., in the process of measurement. In order to properly control the engine fuel control system which may include such a delay time, the present invention employs a method in which control is performed while predicting a liquid film which shows the internal state of the fuel control system. Further, as to the problem of the variations in such a delay time, the information during the largest delay time is accumulated, and the delay time is calculated from the engine speed, thereby to predict the liquid film quantity during the delay time. Furthermore, as to the noises in the process of measurement by the O₂-sensor, an estimated optimum liquid film quantity is calculated by passing the output of the O₂ sensor through a filter, by means of the least squares method. In accordance with a first embodiment of the present invention, there is provided a method for controlling the fuel injection quantity G f for injection-type internal combustion engines, said quantity G f being determined as a function of engine operational conditions, such as the desired air-fuel ratio A/F, the air mass flow M ˙ at through the throttle valve, the intake manifold pressure P, the engine's rotational speed N, and the intake manifold surface temperature T, and compensated by a value which takes into account the transfer rate at which fuel is removed from or added to a liquid fuel film adhering to the inner surface of the intake manifold, this transfer rate being calculated by solving a differential equation in accordance with particular operational conditions of the engine being effective at the time point k+1 of the calculation of the fuel injection quantity G f (k+1) to be presently injected; it is characterized by calculating the wall surface adhesion rate X(k) and the liquid fuel film evaporation time constant τ(k) on the basis of the engine operational data such as engine speed N(k), intake manifold surface temperature T(k), and throttle valve opening ϑ(k) for each discrete time point; calculating the air mass flow M ˙ ap (k) sucked into a cylinder on the basis of the intake manifold pressure P(k), and the engine speed N(k) for each discrete time point; calculating a delay time (d) corresponding to the time period from a past fuel injection time point (k-d) until the effect is measured in terms of the present air-fuel ratio A/F(k); calculating an estimated fuel quantity value G and fe (k-d) at the past time point (k-d) in accordance with the equation wherein ap (k-d) is the air mass flow, and A/F(k-d) is the air-fuel ratio measured at the past time point (k-d); calculating an estimated liquid fuel film quantity M and film (k-d) as a function of the estimated fuel quantity value G and fe (k-d) and a fuel injection quantity G f (k-d), respectively, both calculated at the past time point k-d in accordance with the following equation: wherein are: F the estimated error variance, σ 2 / e the variance of observation noises, and film (k-d) a previous predicted liquid fuel film quantity, and thereupon iteratively calculating predicted liquid fuel film quantity values film (k-d+1, k-d+2, ... k, k+1) at the discrete time points k-d+1, k-d+2, ... k, k+1 on the basis of the estimated liquid fuel film quantity M and film (k-d), the predicted liquid fuel film quantity values film for the respective previous discrete time points, and fuel injection quantities G f (k-d, k-d+1, k-d+2,... k-1, k) calculated at the time points (k-d, k-d+1, k-d+2, ... k-1, k) in accordance with the following equations: wherein the coefficients A, B, C and D are calculated in accordance with the following equations for each discrete time point: D(k) = (1 - X(k)), ΔT being a sampling period, calculating the fuel injection quantity G f (k+1) for each fuel injection time point k+1 on the basis of the predicted liquid fuel film quantity film (k+1) for this fuel injection time point k+1, the calculated adhesion rate X(k), the time constant τ(k), the desired air-fuel ratio A/F, and the air mass flow M ˙ at (k) according to the equation In accordance with a second embodiment of the invention, there is provided a method for controlling the fuel injection quantity G f for injection type internal combustion engines, said quantity G f being determined as a function of engine operational conditions, such as the desired air-fuel ratio A/F, the air mass flow M ˙ at through the throttle valve, the intake manifold pressure P, the engine's rotational speed N, the intake manifold surface temperature T, and the air mass in the intake manifold M for the corresponding intake manifold pressure P, and compensated by a value which takes into account the transfer rate at which fuel is removed from or added to a liquid fuel film adhering to the inner surface of the intake manifold, this transfer rate being calculated by solving a differential equation in accordance with particular operational conditions of the engine being effective at the time point k+1 of the calculation of the fuel injection quantity G f (k+1) to be presently injected; it is characterized by calculating the wall surface adhesion rate X(k) and the liquid fuel film evaporation time constant τ(k) on the basis of the engine operational data such as engine speed N(k), intake manifold surface temperature T(k), and throttle valve opening ϑ(k) for each discrete time point; calculating the air mass flow M ˙ ap (k) sucked into a cylinder on the basis of the intake manifold pressure P(k), and the engine speed N(k) for each discrete time point; calculating a delay time (d) corresponding to the time period from a past fuel injection time point (k-d) until the effect is measured in terms of the present air-fuel ratio A/F(k); calculating an estimated fuel quantity value G and fe (k-d) at the past time point (k-d) in accordance with the equation wherein ap (k-d) is the air mass flow, and A/F(k-d) is the air-fuel ratio measured at the past time point (k-d); calculating an estimated fuel vapor quantity M and v (k-d) as a function of the estimated fuel quantity value G and fe (k-d) and a fuel injection quantity G f (k-d), respectively, both calculated at the past time point k-d in accordance with the following equation: wherein are: F the estimated error variance, σ 2 / e the variance of observation noises, and v (k-d) a previous predicted fuel vapor quantity, and thereupon iteratively calculating predicted fuel vapor quantity values v (k-d+1, k-d+2, ... k, k+1) at the discrete time points k-d+1, k-d+2, ... k, k+1 on the basis of the estimated fuel vapor quantity M and v (k-d), the predicted fuel vapor quantity values v for the respective previous discrete time points, and fuel injection quantities G f (k-d, k-d+1, k-d+2,... k-1, k) calculated at the time points (k-d, k-d+1, k-d+2, ... k-1, k); in accordance with the following equation: wherein the coefficients A, C T and D₁ are calculated in accordance with the following equations for each discrete time point: ΔT being a sampling period, calculating the fuel injection quantity G f (k+1) for each fuel injection time point k+1 on the basis of the predicted fuel vapor quantity v (k+1), for this fuel injection time point k+1, the calculated adhesion rate X(k), the time constant τ(k), the desired air-fuel ratio A/F, and the air mass flow M ˙ at (k) according to the equation wherein v is a predicted fuel vapor quantity obtained according to the equation. The present invention will be apparent from the following detailed description together with the accompanying drawings, in which: Fig. 1 is a schematic representation of an embodiment of a control apparatus for controlling the fuel injection according to the present invention; Fig. 2 is a schematic representation of the intake manifold inside state estimation section of Fig. 1; Fig. 3 is a diagram showing a conventional example of the relation of the air-fuel ratio and the fuel injection quantity with respect to variations in the throttle opening; Fig. 4 is a diagram showing the relation of the air-fuel ratio and the fuel injection quantity with respect to the throttle opening, according to the present invention; Fig. 5 is a schematic representation of a device associated with the fuel injection control section; Fig. 6 is a schematic diagram for explaining the control operation of the fuel injection control section of Fig. 5; Fig. 7 is a schematic diagram showing the liquid quantity estimation section 62 of Fig. 6; and Fig. 8 is a diagram showing the relation of the air-fuel ratio, the predicted quantity of the air-fuel ratio, the liquid film quantity, and the predicted value of the liquid film quantity, relative to the change in throttle opening. Referring to Figs. 1 and 2, an embodiment realizing the first feature of the present invention will be described hereunder. Fig. 1 shows an engine process 1 and the arrangement of fuel control in a computer. A liquid film model coefficient forming section 3 calculates the wall surface adhesion rate X and the liquid film evaporation time constant τ from the following equations (1) and (2): where k represents a point of time, ϑ the throttle opening, and T the temperature. An air mass calculator section 4 calculates the air mass M in the intake manifold on the basis of the value of pressure in the intake manifold as follows: M(k) =P(k)a₁ (3), where a₁ is a constant determined by the inner volume and the temperature of the intake manifold. Further, a fuel injection quantity calculation section 5 calculates the fuel injection quantity G f from the above-mentioned values X(k) and M(k), the air mass flow M ˙ at (k) through the throttle valve obtained from the engine process 1, and the predicted fuel vapor quantity v (k+1)which will be described later, in accordance with the following equation (4): where (A/F) represents the desired air fuel ratio. An intake manifold inside state estimation section 2 estimates and predicts the quantity of liquid film, fuel vapor, or the like, as the state variable of the intake manifold, on the basis of the liquid film adhesion rate X and the evaporation time constant τ which are obtained from the liquid film model coefficient forming section 3, the intake manifold inside air mass M which is obtained from the air mass calculator section 4, and the air mass flow M ˙ at (k) through the throttle portion, the engine speed N, the intake manifold pressure P, and the air fuel ratio A/F which are obtained from the engine process 1, so as to produce the fuel injection quantity G f and apply it to the fuel quantity calculator section 5, in the embodiment shown in Fig. 1. Referring to Fig. 2, the arrangement and operation of the intake manifold inside state estimation section 2 will be described. The air mass flow ap sucked into a cylinder is obtained by a sucked air mass estimation section 28 of Fig. 2 in accordance with the following equation (5): where a₂ is a constant determined by the engine exhaust quantity and a gas constant. The thus obtained air mass flow ap (k) is applied to a shift register 29 to shift the contents thereof right-hand, and stored in its rearmost end portion. A coefficient forming circuit 21 of Fig. 2 forms coefficients of a model for estimating and predicting the inside state of the intake manifold on the basis of the above-mentioned values X(k), τ(k), M(k), and M ˙ at (k) in accordance with the following expressions (6) - (11): where ΔT represents a sampling period. The coefficients A₁(k), A₂(k), A₃(k), B₁(k), C₁(k) and D₁(k) obtained in the coefficient forming circuit 21 of Fig. 2 are stored respectively in memory tables 22 of Fig. 2, the contents or data previously stored in the memory tables being thereby shifted right. Similar to the memory tables 22, the fuel injection quantity obtained from the fuel injection quantity calculation section 5 of Fig. 1 is stored in a memory table 24 at the rearmost portion thereof, while shifting the previously stored data right. The data as to the air-fuel ratio obtained by the O₂-sensor have an exhaust gas flow delay due to the gas flow in the pipe, and this delay may change depending on the engine speed. The delay time calculator circuit 27 of Fig. 2 calculates the observation delay time d of the air-fuel ratio data in accordance with the following expression (12): The value d is an integer multiple of the sampling period. The symbol [ ] in the expression 12 represents a function to transform a numerical value into an integral one. By using the thus obtained delay time d , the data as to the air-fuel ratio obtained at a time point k can be expressed by A/F(k-d) because the value of the air-fuel ratio obtained at the time point k represents the value of the same at time point (k-d) which is earlier by d than the time point k . An estimated value of fuel sucked into the cylinder at the time point (k-d) is obtained in the sucked fuel estimation section 30 from the value A/F(k-d) and the value M ˙ ap (k-d) stored in the memory table 29, in accordance with the following expression (13): By using the thus obtained delay time d , a calculator circuit 23 of Fig. 2 estimates and predicts the liquid film and fuel vapor quantities as follows, from the above-mentioned value G fe (k-d); the information A₁(k-d), A₂(k-d), A₃(k-d), B₁(k-d), C₁(k-d), and D₁(k-d) respectively derived from the values A₁(k), A₂(k), A₃(k), B₁(k), C₁(k), and D₁(k) obtained from the memory table 22; the information G f (k-d) derived from the information G f (k) obtained from the memory table 24; and the information film (k-d) and M v (k-d) which are obtained from memory tables 25 and 26 as will be described later. For the sake of simplicity, applying the following expressions (14) - (17), an expression (18) representing the estimated states as to the liquid film and fuel vapor will be obtained as shown in expression 18. C T (·) = [0 C₁(·)] (17) where the symbol · in (·) represents a point of time: where represents the estimated quantities of liquid film and fuel vapor at the time (k-d); F represents an estimated error variance matrix; and σ 2 / e represents the variance of observation noises. Thus, the estimated values of the liquid film and fuel vapor quantities which represent the state of the intake manifold at a point of time (k+1), can be derived. The estimated value of fuel vapor obtained by the expression (20) is applied to the circuit of Fig. 5. The respective values M film (k) and M v (k) derived from the values M film (k-d+1) and M v (k-d+1) obtained in the expression (19) are stored in the memory tables 25 and 26, respectively. According to the embodiment described above, the quantity of liquid film and fuel vapor are estimated and predicted taking into consideration the change in delay time of the O₂-sensor depending on the change in engine speed, and the fuel injection quantity is controlled on the basis of the predicted fuel vapor thereby holding the air-fuel ratio approximately at a desired value. In this way, it becomes possible to reduce harmful exhaust gases. Next, referring to Figs. 5, 6, and 7, another embodiment for realizing the second feature of the invention will be described hereunder. Fig. 5 schematically represents a device associated with the fuel injection control section. The air mass flow M ˙ at through the throttle portion is detected by an air-flow meter 52 and applied to a computer 51. Similarly to this, the throttle opening ϑ, the pressure P inside the intake manifold, the water temperature T, the engine speed N, and the air-fuel ratio A/F are respectively obtained by a throttle sensor 53, a negative pressure sensor 54, a water temperature sensor 55, and a crank angle sensor 56 (through a tachometer generator), and applied to the computer 51. The computer 51 supplies a command of the quantity of fuel injection to an injector 58. The reference numeral 101 represents the liquid film. Fig. 6 is a block diagram for explaining the fuel injection control in the computer 51. A liquid film model coefficient forming section 61 calculates the wall surface adhesion rate X and a liquid film evaporation time constant τ. Here, by way of example, the adhesion rate X and the evaporation time constant τ as functions of the throttle opening and the temperature, respectively, are calculated follows: where k represents a point of time. The calculated wall surface adhesion rate X(k) and the liquid film evaporation time constant τ(k) are applied to a liquid film quantity estimation section 62 together with the engine speed N(k), the pressure P(k), the air-fuel ratio A/F(k-d) supplied from the engine process 60, and the fuel injection quantity G f (k+1) calculated in the fuel injection quantity calculator section 63 which will be described later. The fuel injection quantity calculator section 63 calculates the fuel injection quantity G f (k+1) in accordance with the following expression (23), on the basis of the above-mentioned values X(k) and τ(k), the value of the air mass flow M ˙ at (k) through the throttle section, and the predicted value of the liquid film quantity film (k+1) calculated by the liquid film quantity estimation section 62: where (A/F) represents the desired air fuel ratio. Referring to Fig. 7, the arrangement and operation of the liquid film quantity estimation section 62 will be described hereunder. Items in Fig. 7 similar to items in Fig. 2 are correspondingly designated. In order to make the liquid film model be in a discrete time system, the coefficient forming circuit 21 of Fig. 7 converts the coefficients of the liquid film model from a continuous time system into a discrete time system, on the basis of the values X(k) and τ(k) obtained in the liquid film model coefficient forming section 61 of Fig. 6: where ΔT represents a sampling period (the sampling period being assumed to be equal to a time interval of calculation, here) which corresponds to the time interval from a point of time (k-1) to a point of time (k) with respect to a desired point of time k . The thus obtained coefficients A(k), B(k), C(k) and D(k) obtained in the coefficient forming circuit 21 of Fig. 7 are stored into memory tables 22 in the following manner. That is, assuming the actual point of time k , the coefficients A(k), B(k), C(k), and D(k) are applied to the rearmost ends of the respective memory tables 22, while shifting the previously stored data right-hand in the respective memory tables 22. The length of each of the memory tables is selected to be 11 here. Next, a sucked air mass estimation section 28 for estimating the air mass flow M ˙ ap sucked into a cylinder estimates a value ap (k) on the basis of the information P(k) and N(k) obtained from the pressure sensor and the tachometer generator respectively, in accordance with the above-mentioned expression (5). The value ap (k) obtained in the sucked air mass estimation section 28 is applied to a memory table 29 at its rearmost end while shifting the previously stored data right, similarly to the case of the memory tables 22. The fuel injection quantity at the time point k obtained in the fuel injection quantity calculator section 63 of Fig. 6 is applied to a memory table 24 at the rearmost end thereof while shifting the previously stored contents right, similarly to the case of the memory tables 22. The information of the air-fuel ratio obtained from the O₂-sensor has an observation delay d due to the flow delay of the exhaust gas in the exhaust pipe. Further, this delay time is not constant but changes depending on the engine speed. Accordingly, description will be made as to the calculation in which the delay time is calculated from the engine speed, the past liquid film quantity is estimated from the information associated with the delay time obtained from the memory tables 22, 29 and 24 and a memory table 25 which will be described later, and the liquid film quantity at the point of time (k+1) is predicted. A delay time calculator circuit 27 of Fig. 7 calculates the delay time d in accordance with the above-mentioned expression (12). By using the thus obtained delay time d , the actual information obtained by the O₂-sensor can be expressed as A/F(k-d) because it is the information of the air-flow ratio before the time d . On the basis of the air-fuel ratio A/F(k-d) and the value ap (k-d) stored in the memory table 29, the estimated value G and fe (k-d) of fuel sucked into the cylinder before the time d is obtained in the sucked fuel estimation section 30 of Fig. 7, in accordance with the above-mentioned expression (13). Next, the calculator circuit 23 of Fig. 7 estimates and predicts the liquid film quantity as follows, on the basis of the thus obtained value G and fe (k-d); the information of A(k-d), B(k-d), C(k-d) and D(k-d), respectively derived from the values A(k), B(k), C(k) and D(k) obtained from the memory tables 22; the information G f (k-d) derived from the value G f (k) obtained from the memory table 24; and the information film (k-d) obtained from the memory table 25 which will be described later: where M and film (k-d) represents the estimated liquid film quantity at the time point (k-d), F represents the estimated error variance, and σ 2 / e represents the variance of observation noises: The predicted liquid fuel film quantity obtained by the equation (27) is applied to the fuel injection quantity calculator section 63 of Fig. 6, and the values film (k-d+1) to film (k) are stored in the memory table 25 successively from left in the order film (k) ..... film (k-d+1), the data prior to the value film (k-d) being shifted right in the memory table 25. According to this embodiment, the liquid film quantity is estimated and predicted taking into consideration the change of delay time of the O₂-sensor signal which changes depending on the engine speed, and the fuel injection quantity is controlled on the basis of the thus estimated and predicted liquid film quantity, thereby holding the air-fuel ratio at a value approximate to the desired value. In this way, it becomes possible to reduce harmful exhaust gases. As described above, the present invention has the effect to reduce harmful gases because it is possible to hold the air-fuel ratio at a value approximate to the desired air-fuel ratio. Referring to Figs. 3, 4, and 8, the effect of the present invention will be described. Fig. 3 is a graph of an example of the conventional case, showing the air-fuel ratio and the fuel injection quantity for a respective cylinder when the throttle opening is changed from 10° to 20° for 0.5 seconds (corresponding to acceleration). As may be seen from Fig. 3, in acceleration, the increase in the fuel quantity is small relative to the increase in the air quantity entering the cylinder so that the air-fuel ratio is higher than the desired air-fuel ratio of 14.7. From this, it is understood that much harmful NOx gas is produced. Fig. 4 shows an example of the control performance according to the present invention, in which there are shown the air-fuel ratio and the fuel injection quantity entering the cylinder under the same conditions as those shown in Fig. 3. As may be seen from Fig. 4, control is made such that the fuel injection quantity is made larger as the throttle opening changes, and is reduced upon stopping of the change in the throttle opening. Thus, it is possible to hold the air-fuel ration at a value approximate to the desired air-fuel ratio to thereby reduce harmful exhaust gases. Fig. 8 shows the air-fuel ratios for the respective cylinder and obtained by the O₂-sensor, respectively, and the liquid film quantity adhered to the intake manifold and the estimated value of the same. The air-fuel ratio obtained by the O₂-sensor is made unclear by noises, the characteristic of the sensor, etc., and, further, includes a delay time. As may be seen from Fig. 8, the function for predicting the liquid film quantity is operating effectively, even if such a delay time, noises, or the like, are included in the information from the O₂-sensor.

Claims: A method for controlling the fuel injection quantity G f for injection-type internal combustion engines, said quantity G f being determined as a function of engine operational conditions, such as the desired air-fuel ratio A/F, the air mass flow M ˙ at through the throttle valve, the intake manifold pressure P, the engine's rotational speed N, and the intake manifold surface temperature T, and compensated by a value which takes into account the transfer rate at which fuel is removed from or added to a liquid fuel film adhering to the inner surface of the intake manifold, this transfer rate being calculated by solving a differential equation in accordance with particular operational conditions of the engine being effective at the time point k+1 of the calculation of the fuel injection quantity G f (k+1) to be presently injected, characterized by calculating the wall surface adhesion rate X(k) and the liquid fuel film evaporation time constant τ(k) on the basis of the engine operational data such as engine speed N(k), intake manifold surface temperature T(k), and throttle valve opening ϑ(k) for each discrete time point; calculating the air mass flow M ˙ ap (k) sucked into a cylinder on the basis of the intake manifold pressure P(k), and the engine speed N(k) for each discrete time point; calculating a delay time (d) corresponding to the time period from a past fuel injection time point (k-d) until the effect is measured in terms of the present air-fuel ratio A/F(k); calculating an estimated fuel quantity value G and fe (k-d) at the past time point (k-d) in accordance with the equation wherein ap (k-d) is the air mass flow, and A/F(k-d) is the air-fuel ratio measured at the past time point (k-d); calculating an estimated liquid fuel film quantity M and film (k-d) as a function of the estimated fuel quantity value G and fe (k-d) and a fuel injection quantity G f (k-d), respectively, both calculated at the past time point k-d in accordance with the following equation: wherein are: F the estimated error variance, σ 2 / e the variance of observation noises, and film (k-d) a previous predicted liquid fuel film quantity, and thereupon iteratively calculating predicted liquid fuel film quantity values film (k-d+1, k-d+2, ... k, k+1) at the discrete time points k-d+1, k-d+2, ... k, k+1 on the basis of the estimated liquid fuel film quantity M and film (k-d), the predicted liquid fuel film quantity values film for the respective previous discrete time points, and of fuel injection quantities G f (k-d, k-d+1, k-d+2,... k-1, k) calculated at the time points (k-d, k-d+1, k-d+2, ... k-1, k) in accordance with the following equations: wherein the coefficients A, B, C and D are calculated in accordance with the following equations for each discrete time point: D(k) = (1 - X(k)), ΔT being a sampling period, calculating the fuel injection quantity G f (k+1) for each fuel injection time point k+1 on the basis of the predicted liquid fuel film quantity film (k+1) for this fuel injection time point k+1, the calculated adhesion rate X(k), the time constant τ(k), the desired air-fuel ratio A/F, and the air mass flow M ˙ at (k) according to the equation A method for controlling the fuel injection quantity G f for injection-type internal combustion engines, said quantity G f being determined as a function of engine operational conditions, such as the desired air-fuel ratio A/F, the air mass flow M ˙ at through the throttle valve; the intake manifold pressure P, the engine's rotational speed N, the intake manifold surface temperature T, and the air mass in the intake manifold M for the corresponding intake manifold pressure P, and compensated by a value which takes into account the transfer rate at which fuel is removed from or added to a liquid fuel film adhering to the inner surface of the intake manifold, this transfer rate being calculated by solving a differential equation in accordance with particular operational conditions of the engine being effective at the time point k+1 of the calculation of the fuel injection quantity G f (k+1) to be presently injected, characterized by calculating the wall surface adhesion rate X(k) and the liquid fuel film evaporation time constant τ(k) on the basis of the engine operational data such as engine speed N(k), intake manifold surface temperature T(k), and throttle valve opening ϑ(k) for each discrete time point; calculating the air mass flow M ˙ ap (k) sucked into a cylinder on the basis of the intake manifold pressure P(k), and the engine speed N(k) for each discrete time point; calculating a delay time (d) corresponding to the time period from a past fuel injection time point (k-d) until the effect is measured in terms of the present air-fuel ratio A/F(k); calculating an estimated fuel quantity value G and fe (k-d) at the past time point (k-d) in accordance with the equation wherein ap (k-d) is the air mass flow, and A/F(k-d) is the air-fuel ratio measured at the past time point (k-d); calculating an estimated fuel vapor quantity M and v (k-d) as a function of the estimated fuel quantity value G and fe (k-d) and a fuel injection quantity G f (k-d); respectively, both calculated at the past time point k-d in accordance with the following equation: wherein are: F the estimated error variance, σ 2 / e the variance of observation noises, and v (k-d) a previous predicted fuel vapor quantity, and thereupon iteratively calculating predicted fuel vapor quantity values v (k-d+1, k-d+2, ... k, k+1) at the discrete time points k-d+1, k-d+2, ... k, k+1 on the basis of the estimated fuel vapor quantity M and v (k-d), the predicted fuel vapor quantity values v for the respective previous discrete time points, and of fuel injection quantities G f (k-d, k-d+1, k-d+2,... k-1, k) calculated at the time points (k-d, k-d+1, k-d+2, ... k-1, k); in accordance with the following equation: wherein the coefficients A, C T and D₁ are calculated in accordance with the following equations for each discrete time point: ΔT being a sampling period, calculating the fuel injection quantity G f (k+1) for each fuel injection time point k+1 on the basis of the predicted fuel vapor quantity v (k+1), for this fuel injection time point k+1, the calculated adhesion rate X(k), the time constant τ(k), the desired air-fuel ratio A/F, and the air mass flow M ˙ at (k) according to the equation wherein v is a predicted fuel vapor quantity obtained according to the equation.

Inventors: FUNABASHI, MOTOHISA, ONARI, MICHIHIKO, SEKOZAWA, TERUJI, SHIOYA, MAKOTO, TOKUDA, HIROATSU
Applicants: HITACHI, LTD.
Application year: 1985
Main classification: F02D41
IPC codes: F02D41