Fast start fueling for fuel injected spark ignition engine

Abstract: This invention includes a method and apparatus for starting an internal combustion engine (71) with a reduced starting time. That is, there is a reduced delay before the first combustion event occurs in the engine. Only a single engine position sensor (77) is used. The method includes injecting fuel into a cylinder (72) before true engine position is determined and applying an ignition pulse to the cylinder (72) and firing the ignition coil (78) after fuel has been injected into the cylinder. Advantageously, injecting fuel for the cylinder (72) is done after determining the engine is turning and determining the engine has a rotational rate below a predetermined parameter.

Description: This invention relates to electronic engine control of an internal combustion engine. The primary function of an Enhanced Distributorless Ignition System (EDIS) is to deliver a full energy spark at a crank angle calculated by an Electronic Engine Controller (EEC). The EDIS module determines the engine position using a high data rate crankshaft position sensor such as a variable reluctance sensor (VRS). The EDIS module generates a profile ignition pickup (PIP) signal from the high data rate VRS crankshaft position signal. The EEC uses this PIP signal to determine fuel scheduling, engine RPM and engine position. The EDIS module synchronises to the signal produced by the VRS sensor. The signal produced by the VRS sensor is proportional to a crankshaft mounted 36 tooth wheel. One of the teeth in this wheel is selectively removed to coincide with cylinder number one pair and is termed a missing tooth. Cylinder number one pair indicates the position of the crankshaft at either cylinder number one and its opposite cylinder having a common ignition coil. Using a base algorithm during initial synchronisation, the EDIS module requires three VRS teeth, following the missing tooth in order to synchronise to engine position. A plot of the signals representing VRS, PIP, fuel injector firing and ignition coil firing signal during synchronisation is shown in Figures 1A, 1B, 1C, and 1D, respectively. The time required for synchronisation depends on engine stall position. With noise coupled to the VRS signal it becomes harder to differentiate true engine rotation from noise. A software VRS filter algorithm is used to determine the true VRS signal. In the base algorithm the EDIS module synchronises to the missing tooth and puts out the PIP signal to the EEC. The EEC will then inject fuel into the cylinder after a valid PIP signal edge is received. The fuel must go through an intake and compression stroke before the air/fuel mixture is ready to ignite. This causes the first spark to be wasted since there was no air/fuel mixture to be ignited in the cylinder receiving the spark. The result of using such a base algorithm is longer and inconsistent start times. Also known is U.S. Patent No. 4,131,098 which teaches a hardware ignition system to generate a spark event at the earliest top dead centre engine position. This patent does not teach delaying the spark event until an air/fuel mixture is available to be ignited in a cylinder. Further, this patent does not teach a system adaptable to a distributorless ignition system. U.S. Patent No. 4,656,993 teaches a system for identifying the position of specific engine cylinders. The patent does not teach improving start times. U.S. Patent No. 4,515,131 teaches reducing engine start times by providing engine combustion at the earliest possible event, within one crankshaft revolution by using both a crankshaft angle sensor and a cylinder discrimination signal. It would be desirable to need only a crankshaft angle sensor and not have a need for a cylinder discrimination signal. There is taught a method and apparatus for igniting an air/fuel mixture within one rotation of the engine crankshaft by injecting fuel on the first crankshaft angle signal after the start of cranking. In Figure 3 of patent '131 at indication (2) is a crank angle signal N, and at indication (3) is a cylinder discrimination signal G, indicating true engine position. At indications (4)-(9) are timing charts for cylinders 1-6 showing intake in ignition for each cylinder. Indications (10)-(12) show the system when engine cranking, as determined from a starter signal, occurs at various times in the engine cycle with reference to indications (4)-(9) above. As to indications (10)-(12), all have in common injecting fuel FU in accordance with the first crank angle signal after the start of cranking CR, thereby achieving a faster engine starting time. This can be contrasted with another prior art system shown in Figure 4 of patent '131 in which fuel injection FU occurs after cylinder discrimination signal G (2) with cranking CR occurring between G (1) and G (2). Thus, the system of patent '131 as shown in Figure 3 requires the cylinder discrimination signal G as well as the crank angle signal to schedule fuel. It would be desirable to have an algorithm that would not require a cylinder identification signal to schedule fuel injection time. Indeed, it would be desirable to avoid the time delay caused by first locating true engine position before injecting fuel. These are some of the problems this invention overcomes. To obtain advantageously shorter and more consistent start times, a fast start fueling algorithm is used by the EDIS module to generate a PIP, initially called a synthetic PIP, before the location of the missing tooth is found. This allows the EEC module to inject fuel into the cylinder as soon as the engine begins to rotate and before the true engine position is determined. A plot of VRS, PIP, injector firing and coil firing is shown in Figure 2. The flowchart showing the new algorithm is shown in Figure 5. The criteria under which this synthetic PIP is generated include that the engine is turning at a relatively low speed RPM, and that the engine rotation has not exceeded two revolutions without synchronising to the missing tooth. The algorithm allows the EEC to continue to monitor the relative engine position since the start of the crank although true engine position is unknown. One asynchronous fuel pulse is generated from each cylinder event. Once the true engine position is located the fuel pulses are synchronised to the true engine position and the EDIS module starts the ignition sequence. This allows the mixture to ignite on the first since fuel already exists in the cylinder. To determine the effectiveness of an embodiment of this invention, start times were measured with the base algorithm and the fast start algorithm on the same vehicle. The following table shows the actual start times in seconds: Fast Start Algorithm Base Algorithm 0.69 0.85 0.66 1.08 0.64 0.83 0.68 0.91 0.71 0.87 0.67 1.07 0.65 0.88 0.67 0.90 0.62 0.98 0.65 1.12 Average 0.66 0.95 Std. deviation 0.025 0.10 The start times with the fast start algorithm are about 30% better then the base algorithm with the standard deviation reduced by a factor of four. Also note that the starts are more consistent, showing a very small standard deviation. The distribution curves for the above data are shown in Figures 3 and 4 for the base algorithm and the fast start algorithm, respectively. Advantages in accordance with an embodiment of this invention, according to the independent claims 1 and 5, include utilisation of only a single crankshaft position sensor and a missing tooth timing wheel for crankshaft angular position referencing; early fuel injection based on engine speed, which does not require identification of engine angular position; reduction in start time variabilities; and inferred engine start conditions, without requiring a start signal, for inferred early fueling. The invention will now be described further, by way of example, with reference to the accompanying drawings, in which : Figure 1 is a prior art graphical representation versus time of the output of a variable reluctance sensor in Figure 1A, profile ignition pulse in Figure 1B, injector actuation in Figure 1C and ignition coil firing in Figure 1D; Figure 2 is a graphical representation analogous to Figure 1, but in accordance with an embodiment of this invention, wherein Figure 2A shows the output of a variable reluctance sensor, Figure 2B shows the profile ignition pulse, Figure 2C shows injector actuation, and Figure 2D shows ignition coil firing; Figure 3 shows a graphical representation of a distribution of the number of starts versus the time of starting in accordance with the prior art; Figure 4 is a graphical representation similar to Figure 3 of the distribution of the number of starts versus the starting time in accordance with an embodiment of this invention; Figure 5 is a logic flow diagram of a spark and fuel algorithm in accordance with an embodiment of this invention; and Figure 6 is a block diagram of an engine and control system in accordance with an embodiment of this invention. Referring to Figure 1, synchronisation for a prior art base algorithm of engine control required locating the missing tooth and the VRS signal of Figure 1A and then initiating an ignition pulse as indicated in Figure 1B which in turn causes ignition coil firing as indicated on Figure 1D and then subsequent fuel injector actuation and injection of fuel as indicated in Figure 1C. Referring to Figure 2, in accordance with an embodiment of this invention, Figure 2A has VRS signals immediately causing a PIP signal, initially called a synthetic PIP for fast start, in Figure 2B which then cause fuel injector actuation and fuel injection to take place as indicated in Figure 2C and then a subsequent ignition coil firing as indicated in Figure 2D. Note that in Figure 2 in accordance with an embodiment of this invention when the ignition coil firing occurs fuel has already been injected into the cylinder for combustion. Thus, engine starting can take place. By comparing Figures 1 and 2 it can be seen that firing an ignition coil in accordance with an embodiment of this invention produces a combustion event, C, substantially sooner than a combustion event, C, occurs in accordance with the prior art base algorithm of Figure 1. Because fuel has not been supplied in the prior art base algorithm several ignition firings occur without the presence of fuel and result in a waste spark, W. Figure 3 illustrates the starting time of the prior art and Figure 4 illustrates the starting time in accordance with an embodiment of this invention. Note that comparing this invention to the prior art there is less variation and that the mean starting time is reduced from about 0.95 seconds to 0.66 seconds. Referring to Figure 5, logic flow starts at a block 50 and then goes to a decision block 51 wherein the question is asked whether the crankshaft position sensor signal is valid. If the answer is NO, logic flow goes to a return block 52. If the answer is YES, logic flow goes to a decision block 53 wherein it is asked if engine RPM is low. Advantageously, a predetermined parameter is used to determine an engine RPM which is used as a dividing line to determine whether the actual engine RPM is low or not. If the answer is YES, logic flow goes to a block 54 wherein a flag is set to start the fast start algorithm and logic flow continues to a block 55 where there is issued a signal to the engine computer to start fueling and to a decision block 56 where it is questioned if the engine position been determined. If the engine position has not been determined at block 56, logic flow goes to a decision block 57 where it is questioned if the engine turned two revolutions. If it is determined that the engine has not turned two revolutions, logic flow goes back to decision block 56. On the other hand, if the engine has turned two revolutions, logic flow goes to a block 58 wherein a fast start flag is cleared. The output of block 58 and the output of decision block 53 for the answer NO,( i.e., is engine RPM low), both go to a block 59 where the action is to look for a missing tooth to find engine position. The output of block 59 goes to a block 60 wherein spark and fuel signals are scheduled synchronously to engine position. Logic flow also proceeds to block 60 from decision block 56 if the answer is YES to the question if the engine position has been determined. Logic flow from block 60 goes to a block 61 where logic flow returns to the start. Referring to Figure 6, an engine 71 includes a cylinder 72 having a fuel injector 73 coupled thereto and a spark plug 74. An ignition module 75 is coupled to the spark plug 74 through an ignition coil 78 and to an electronic engine control computer 76. A crankshaft position sensor 77 is coupled to engine 71. Engine control computer 76 is coupled to an ignition control module 75 and controls the application of the ignition coil current to spark plug 74. Operation of the apparatus of Figure 6 is in accordance with the logic flow diagram of Figure 5.

Claims: A method of starting an internal combustion engine (71) having an ignition system (74,75,77,78) including an engine sensor (77) to synchronise the ignition system to the true engine position following an initial synchronisation time while the true engine position is determined, the engine also having an engine controller (76) operable to control injection of fuel synchronously with engine position, the method comprising the steps of: generating an indication that the engine speed is below a predetermined speed, using the engine speed indication to set the engine controller to inject fuel asynchronously to the engine position, generating an indication that the true engine position has been determined and, using the engine position indication to schedule the engine controller to inject fuel synchronously to the engine position, even if the engine speed is below said predetermined speed. A method according to claim 1, further including the step of determining if the engine has turned two revolutions and resetting the engine controller if two revolutions have passed. A method according to claim 1 or 2, further comprising the step of looking for a missing tooth crankshaft sensor position signal to find the engine position if the engine speed is above the predetermined speed. A method according to claim 1, 2 or 3 comprising the further step of looking for a missing tooth crankshaft sensor position signal to find the engine position if the engine has turned through two revolutions since engine cranking began. An apparatus for starting an internal combustion engine (71) which has an ignition system (74,75,77,78) including an engine sensor (77) to synchronise the ignition system to the true engine position following an initial synchronisation time while the true engine position is determined, the engine also having an engine controller (76) operable to control the injection of fuel synchronously with the engine position, the apparatus comprising: means (53) to generate an indication that the engine speed is below a predetermined speed, means (54) responsive to the engine speed indication to set the engine controller to inject fuel asynchronously to the engine position, means (56) to generate an indication that the true engine position has been determined and, means (60) responsive to the engine position indication to schedule the engine controller to inject fuel synchronously to the engine position, even if the engine speed is below said predetermined speed. Apparatus according to claim 5, further including means (57) to determine if the engine has turned two revolutions and for resetting the engine controller if two revolutions have passed. Apparatus according to claim 5 or 6, further comprising means (59) for looking for a missing tooth crankshaft position sensor signal to find the engine position if the engine speed is above the predetermined speed. Apparatus according to claim 5 or 6 further comprising means (59) for looking for a missing tooth crankshaft sensor position signal to find the engine position if the engine has turned through two revolutions since engine cranking began.

Inventors: DEBIASI CHARLES JAMES, HARDY LARRY ALLEN, MAURER JAMES BRANDON, MERCHANT VIREN BABUBHAI, DEBIASI, CHARLES JAMES, HARDY, LARRY ALLEN, MAURER, JAMES BRANDON, MERCHANT, VIREN BABUBHAI
Applicants: FORD FRANCE, FORD MOTOR CO, FORD WERKE AG, FORD FRANCE S. A., FORD MOTOR COMPANY, FORD MOTOR COMPANY LIMITED, FORD-WERKE AKTIENGESELLSCHAFT
Application year: 1992
Main classification: F02D41
IPC codes: F02D41