INTAKE AIR CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE

Abstract: A bypass is provided around a throttle valve of an engine and a solenoid operated on-off control valve provided in the bypass so as to control flow of intake air. When the engine is accelerated in the coasting of a vehicle, an acceleration signal is produced. In response to the acceleration signal, a driving pulse train is fed to the control valve so as to reduce the intake air flow in dependence on coolant temperature of the engine by the coolant temperature.

Description: The present invention relates to a system for controlling the amount of intake air of an internal combustion engine having a fuel injection system. The amount of injected fuel in an electronic fuel injection system for an engine is controlled in accordance with the amount of intake air measured by an air flow meter and with the speed of the engine. When the vehicle in which the engine is fitted is allowed to coast, a throttle valve of the engine is closed to cause the engine to idle and, consequently, the amount of intake air is small, thereby reducing the injected fuel. In the coasting state, when the accelerator pedal is depressed in order to re-accelerate the vehicle, the amount of intake air increases rapidly to increase the torque of the engine. Dotted lines of Figures 3b and 3c show examples of sudden increases of the engine torque which are caused by an increase of opening degree of a throttle valve shown in Figure 3a. Such a sudden increase of engine torque causes the vehicle to jerle which causes a shock to the driver of the vehicle. In order to solve the above-described problems heretofore, devices for delaying the operation of the throttle valve by elongating the stroke of the accelerator pedal by providing a particular shaped throttle cam have been employed. However, it is difficult to increase the stroke of the accelerator pedal due to structural conditiors. On the other hand, the configuration of the cam ;or providing an irregular speed operation of the throttle valve causes irregular load of the accelerator pedal, that is, the load is light in a small throttle range and heavy in a wide throttle open range. An object of the present invention is to provide a system which controls the air flow rate passing through a bypass for a throttle valve at acceleration of an engine so as to prevent sudden increases of engine torque. In accordance with the present invention, there is provided an intake air control system for an internal combustion engine comprising a bypass provided around a throttle valve of the engine; a control valve provided in the bypass so as to control flow of intake air; first means for detecting acceleration of the engine from idling condition of the engine, and for producing an acceleration signal; second means for detecting temperature of coolant of the engine and for toticing a coolant temperatllre signal; and third means responsive to the acceleraticn signal for producing a drive signal for operating the control valve so as to reduce the intake air flow in dependence on the coolant temperature signal for a time decided by the coolant temperature signal. In one embodiment of the invention, the control valve is a solenoid operated on-off valve, and the drive signal is a pulse train. The duty ratio the pulse train is decided in accordance with the coolant temperature signal and opening degree of the throttle valve. In order that the invention may be more readily understood, it will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a schematic diagram of a system of the present invention; Figure 2 is a block diagram of a control system; Figures 3a to 3c show variations of torque according to a variation of a throttle position; Figure 4 is a graph showing a reduction of duty ratio; Figure 5 is a graph showing a reduction of duty ratio with respect to coolant temperature; Figure 6 shows a reducing time with respect to coolant temperature; Figure 7 shows a relationship between reduction initial value and time; Figure 8 shows a relationship between reducing time and coolant temperature; Figure 9 shows a relatitnship between correcting coefficient and throttle position; ; Figure 10 shows a variation of output duty ratio; Figures gila, llb, 12 and 13 are flowcharts showing operations of the system. Referring to Figure 1, an opposed-piston internal combustion engine 7 for a motor vehicle has a throttle body 1 connected to an intake pipe 3 and an intake manifold 6, fuel injectors 8 for the cylinders and an eir flow meter 5 at the downstream side of an air cleaner 4 leading to the intake pipe. Fuel in a fuel tank 9 is supplied to the injectors 8 by a fuel Flmp 10 and is returned to the tank 9 through a pressure regulator 11 and a passage 12. The amount of injected fuel is decided by the width of fuel injection pulse which is applied to the injectors from a control unit 14 in accordance with amount of inducted air measured by the airflow meter and with engine speed detected by a signal from an ignition coil 13. The pulse width is corrected by a signal from a coolant temperature sensor 16. The throttle body has a bypass la around a throttle valve 2 for controlling idling speed of the engine. In the system of the present invention, a further bypass 18a is provided around the throttle valve 2 for controlling the inducted air at acceleration of the vehicle. In the bypass 18a, a solenoid operated on-off control valve 18 is provided for controlling the flow rate of inducted air. The control air 18 is operated by pulses supplied from the control unit 14. Air flow passing the control valve reduces with reduction of the duty ratio of the pulses. Referring to Figure 2, an output signal of the ignition coil 13 is fed to an engine speed calculator means 19, an output signal of a throttle position sensor 15 is fed to a throttle position detector means 20, and an output signal of a vehicle speed sensor 17 is supplied to a vehicle speed read-in means 21. The output signal of the throttle position sensor is used for detecting idling of the engine (coasting) and acceleration load. Output signals of the means 19 to 21 are fed toa duty ratio deciding means 22 to produce a pulse train having a duty ratio decided by the input signals. The pulse train is applied to the control valve 18 through a driver 23 to operate the control valve. The duty ratio D is calculated by the following equation: D = (Dtw + Dac + Dcac + Dfb (or Dfb + 1)) - Dctr where Dtw is a basic duty ratio, Dac is a correcting duty ratio during the operation of an air conditioner of the vehicle, Dcac is a correcting duty ratio at the starting of the air conditioner, Dfb is a feedback correcting duty ratio at the stopping of the air conditioner, Dfb + 1 is a feedback correcting duty ratio at the starting of the air conditioner, Dctr is a correcting duty ratio at the time when the throttle valve changes from a closed state to an open state. en an accelerator pedal is depressed in a costing state of the vehicle, the duty ratio D for deciding the flow of air passing through the control valve 18 is corrected by the correcting duty ratio Dctr for the throttle valve 2 in accordance with the following equation: Dctr = Dai x Dadd where Dai is a correcting duty ratio dependent on the acceleration of the engine, Dadd is a coefficient for the reduction of the duty ratio D. The coefficient Dadd is calculated by the following equation: Dadd = Dacc x Kadd where Dacc is an initial acceleration coefficient, Kadd is a throttle opening degree coefficient. An initial value Daiset of the idling correcting duty ratio Dai is decided by the coolant temperature, as shown in Figure 5. The value Daiset reduces for a time Tai decided by the coolant temperature by the graph of Figure 6. Figure 4 shows an example of a decided initial value Daiset and a decided time Tai. For example, when coolant temperature is at 200C, the initial value Daiset is 4 per cent and reducing time is 4 seconds. The duty ratio reduction coefficient Dadd is divided into the following three steps in accordance with increment (ATH) of the opening degree (represented by voltage), for example in the period of 40 ms: EMI7.1 <tb> Acceleration <SEP> A <SEP> TH <tb> <SEP> level <SEP> <tb> <SEP> 1 <SEP> 50mV <SEP> < <SEP> ( <SEP> < <SEP> ( <SEP> l00mV <SEP> <tb> <SEP> 2 <SEP> 100mV <SEP> < <SEP> ATH <SEP> < <SEP> 300mV <tb> <SEP> 3 <SEP> 300mV <SEP> < <SEP> A <SEP> TH <tb> The initial value Dacc is divided into three, as shown in the following Table, in accordance with the acceleration level, and changes, as shown in Figure 7, dependent on reducing time Tadd of Figure 8: : EMI8.1 <tb> Acceleration <SEP> <SEP> Initial <SEP> Value <SEP> Dacc <SEP> <tb> <SEP> level <tb> <SEP> 1 <SEP> 4 <tb> <SEP> 2 <SEP> 7 <tb> <SEP> 3 <SEP> 10 <SEP> <tb> The throttle opening degree coefficient Kadd changed in accordance with the throttle opening degree, as shown in Figure 9. Thus, the idling correcting duty ratio Dai and coefficient Dadd are decided by throttle opening cegree, coolant temperature, acceleration signal and acceleration level, so that the correcting duty ratio Dctr is calculated. In accordance with the correcting dt ratio Dctr, the duty ratio D changes, as shown in Figure 10. Acre particularly, when the vehicle is started or accelerated from coasting, air flow passing through the air control valve 18 is reduced at the beginning of the opening of the throttle valve to prevent repaid increase of the inducted air. nOCOi ngly, torque gradually increases, as in Figures 3b end 3c. The operation of the system is described hereinafter. Referring to Figures lia and lib, initial value Daiset, time Tai and Tadd are looked up in accordance with coolant temperature at a step S1. At a step S2, it is decided whether acceleration flat is set (the vehicle was accelerated at the preceding program). If no flag is set, acceleration level is decided at steps S3, S4 and S5, If the vehicle is accelerated, the acceleration level is decided and a flag is set at one of steps S8 and initial value Daiset and Dacc, time Tai and Tadd are set at one of steps S9 in accordance with the decided acceleration level. At a step S6, Dai is calculated in accordance with a routine of Figure 12. At a step S7, Dadd is calculated in accordance with a routine of Figure 13. Thereafter, at steps S10 and S11, it is decided whether Taiset is zero and Tadd is zero. When both tirnes are zero, which means that the acceleration has finished, the acceleration flag is reset at a step S12. At a step S13, engine idling speed is controlled. At a step S14, the computation Dctr = Dai x Dadd is made, and the computation D = (Dtw + Dac + Dcac + Dfb) - Dctr is made at a step S15. Thereafter, the duty ratio D is produced at a step S16. While the presently referred embodiment of the present invention has been shown and described, it is to be understood that this disclosure is for the purpose of illustration and that various changes and modifications may be made without departing from the scope of the invention as set forth in the appended claims.

Claims: Claims: 1. An intake air control system for an internal com i stlon engine comprising a bypass (18A) provided around a throttle valve (2) of the engine (7); a control valve (18) provided in the bypass so as to control flow of intake air; first means for detecting acceleration of the engine from idling condition of the engine, and for producing an acceleration signal; second means for detecting temperature of coolant of the engine and for producing a coolant temperature signal; and third means responsive to the acceleration signal for producing a drive signal for operating the control valve so as to reduce the intake air flow in dependence on the coolant temperature signal for a time decided by the coolant temperature signal. 2. The control system according to claim 1, wherein the control valve is a solenoid operated on-off valve and the drive signal is a pulse train. 3. The control system according to claim 2, wherein the duty ratio of the pulse train is decided in accordance with the coolant temperature signal and cpening degree of the throttle va3;e.

Inventors: KOBAYASHI, TOMOYA
Applicants: FUJI JUKOGYO KABUSHIKI KAISHA
Application year: 1987
Main classification: F02D33
IPC codes: F02D41, F02D9, F02D43