Closed Loop Controlled Auxiliary Air Delivery System for Internal Combustion Engine

The present invention relates to a method and a system for maintaining the intake vacuum of an internal combustion engine at a predetermined reference value when the engine is decelerated.

Under decelerating condition of an internal combustion engine, air supply to the engine is insufficient to maintain air-fuel ratio at the stoichiometric point of the mixture, thereby resulting in the emission of high content hydrocarbon.

Various devices have hitherto been developed to mitigate this problem. These include throttle opener, throttle positioner and boost controlled deceleration device (BCDD). The latter has a valve controlled throttle bypass air passage which admits auxiliary air into the manifold at a point downstream of the closed throttle.

For purposes of reducing the undesirable emission, it is desirable that the intake vacuum be relatively low during the initial period of deceleration. Conversely, during the subsequent period of deceleration a relatively high value of intake vacuum is desirable to operate the engine as a brake. During the later period when the engine is idled, it is further desirable that the intake vacuum be lower than that during the initial deceleration period. It is impossible for the prior art devices to meet these requirements accurately.

The invention is a closed loop electronic auxiliary air delivery system to accurately provide auxiliary air to an internal combustion engine in order to minimize undesirable emissions and assure engine brake operation when the engine is decelerated.

The system of the invention comprises a microcomputer in which is stored a set of data representing different values of reference or optimum intake vacuum which are experimentally determined as a function of time from the occurrence of deceleration, an intake vacuum sensor for generating an intake vacuum signal indicative of the actual intake vacuum and an air delivery servo mechanism. The microcomputer is in receipt of the intake vacuum signal for comparison with a reference signal retrieved from the stored data to generate a control signal to which the servo mechanism is responsive to allow auxiliary air to be admitted into the manifold at a point downstream of the closed throttle valve to reduce the difference between the actual intake vacuum and the reference intake vacuum to zero.

The computer is further provided with another set of stored data which represent reference idle engine speeds as a function of engine temperatures. An engine speed sensor is provided to generate an engine speed signal representative of the actual engine speed and an engine temperature sensor is provided to generate an engine temperature signal indicative of the actual engine temperature. The computer is so programmed as to retrieve the corresponding datum to compare it with the actual engine speed as a function of the actual engine temperature to generate a second control signal which is applied to the servo control mechanism to reduce the difference between the actual and reference idle engine speeds to zero.

The intake vacuum, engine speed and engine temperature signals used in the invention may be the conventional vacuum sensor, speed and temperature sensors embodied in an electronic fuel injection (EFI) control system. However, it may be applied to conventional, non-EFI equipped engines with some modifications.

The object of the invention is to provide an auxiliary air delivery system for controlling the intake vacuum when the throttle is nearly closed.

Another object of the invention is to provide a closed loop controlled auxiliary air delivery system in which the intake vacuum is controlled as a function of time when the engine is decelerated.

A further object of the invention is to provide a closed loop controlled auxiliary air delivery system in which the engine idle speed is controlled as a function of the engine temperature.

The invention will be further described in detail with reference to the accompanying drawings, in which:

FIG. 1 is a schematic block diagram of the closed loop controlled auxiliary air delivery system of the invention;

FIG. 2 is a graphic illustration of an operating characteristic of the system of FIG. 1;

FIGS. 3A to 3E are flow diagrams illustrating the operating process steps of the microcomputer of FIG. 1;

FIG. 4 is a graphic illustration of another operating characteristic of the system of FIG. 1; and

FIG. 5 is a detailed illustration of the valve member of the servo mechanism of FIG. 1.

Referring now to FIG. 1, an engine control system embodying the invention is illustrated. A flow of air is admitted through air cleaner 2 to the intake manifold 6 in which air flow responsive plates 3 are provided between the air cleaner 2 and the throttle control valve 7. The air flow plates 3 have the transverse axis connected to the slider of an air-flow potentiometer 4 to develop a DC voltage signal in proportion to the angular position of the plate 3 and hence to the quantity of air taken in per unit time. A throttle position sensing potentiometer 5 is provided having its slider linked to the axis of the throttle valve 7 to develop a corresponding DC voltage proportional to the opening angle of the throttle in response to the depression of the accelerator pedal. The voltage signals so developed at the sliders of the potentiometers 4 and 5 are coupled to analog-to-digital converters 28 and 29, respectively, from whence the converted digital signals are applied to the interface 23 of a microcomputer 20. The intake passage 6 serves as a main air intake passage in cooperation with the throttle control valve 7. Additional air is supplied to the engine through an auxiliary air supply system comprised of an auxiliary air passageway 10 formed outside of the main passageway 6 between points upstream and downstream of the throttle valve 7. In the auxiliary air passageway 10 is provided a control valve 11 which includes a valve member 12 forming an orifice with a valve seat adjacent thereto for purposes of controlling air passing through the passage 10 to the downstream side of the throttle valve 7. The valve member 12 is connected with a diaphragm 13 supported by a spring 14 in the valve housing to form a vacuum chamber 15 therein. To the vacuum chamber 15 is connected a vacuum supply conduit 16 leading from a pressure regulator 17 whose inlet port is connected to the intake passage 6 downstream from the control valve 7. Also connected to the vacuum chamber 15 of the control valve 11 is an air supply conduit 18 which leads from a pulse-operated control valve 19. The latter has its normally closed valve member 19a which is supported by a spring 19c and operable to open in response to a pulse supplied to solenoid 19b from the interface 23 of the microcomputer. The control valve 19 has its inlet passage 19d connected to the main intake passageway 6 upstream from the inlet port of the auxiliary air passage 10 to supply a predetermined amount of air to the vacuum chamber 15 of control valve 11 via air passageway 18 in response to the opening of the valve member 19a. Therefore, the vacuum pressure within the vacuum chamber 15 of control valve 11 is controlled in response to the control signal supplied from the microcomputer 20, so that the diaphragm 13 and hence the valve member 12 is positioned to vary the cross-section of the orifice in response to that control signal.

Therefore, the vacuum pressure in the intake manifold 6 downstream from the throttle valve 7 is under the control of the signal from the computer.

A bypassport 8 and an idle adjustment screw 9 are provided in the intake manifold 6 to serve as a bypass air supply passage during idle condition. Fuel supply is provided by means of an injector 34 which is responsive to an output signal from the computer 20. Although electronic fuel injection is disclosed as a means for supplying fuel, the invention can also be applied to carburetted engines.

The microcomputer 20 is so programmed that it controls in response to signals supplied thereto through the interface 23 the vacuum pressure in the intake manifold as a function of time as illustrated in FIG. 2 when the engine is being decelerated. The central processor unit 21 receives data stored in the memory 22 and signals from the interface 23 and generates instructions to perform various functional steps to derive the control signal.

For purposes of generating the control signal, the interface 23 is in receipt of various digital signals representing engine operating parameters in addition to the signals supplied from the A/D converters 28 and 29. A pressure sensor 50 is provided downstream of the throttle valve 7 to generate a vacuum pressure representative voltage signal which is converted by an A/D converter 51 into a corresponding digital signal. Engine coolant temperature is detected by a temperature sensor 25 whose output voltage signal is converted by an A/D converter 26 and supplied to the computer 20. Engine-speed related pulses are derived from an RPM sensor 24, and a gear position signal is generated at 30.

A deceleration detector 31 is connected to the slider of throttle opening potentiometer 5 to provide an output in the presence of deceleration to the interface 23. Responsive to the output from the detector 31 the central processor 21 starts counting clock pulses to measure the length of time from the occurrence of deceleration to locate relevant data stored in the memory 22 required in the processing of steps which will be described below. In the memory 22 there is stored a set of data, representing maximum allowable intake vacuum pressures, which will be retrieved as a function of time elapsed from the occurrence of engine deceleration (FIG. 2). The retrieved data are compared with the data represented by the signal from the A/D converter 51 in the processor unit 21 which generates a control signal in the form of pulses which control the pulse responsive valve 19 such that the vacuum pressure in the intake manifold may not exceed the retrieved maximum value. More specifically, the microcomputer senses the difference between the actual and reference vacuum representative signals to generate a control signal and reduce the difference between the actual and reference intake vacuum pressures substantially to zero.

After the description of the hardware construction of the engine control system now follows the description of the software of the microcomputer 20 with reference to flow charts shown in FIGS. 3A to 3E.

In response to the operation of the ignition key, the central processor 21 receives data indicative of engine temperature (Tw), engine speed (N), intake vacuum (Vc) and other data through the interface 23 in synchronism with each revolution of the engine crankshaft (step 100, FIG. 3A). These read-in data are temporarily stored in the memory unit 22 and updated at each crankshaft revolution.

For a given engine operating temperature there is an optimum open time of the valve 19, and for a range of such temperatures a set of corrective multiplication factors (represented in percentages in digital values) in relation to a reference open time is stored in the memory unit 22. Responsive to the read-in temperature data Tw, the central processor 21 proceeds to step 101 to locate the corresponding corrective pulsewidth multiplication factor and retrieve it from the memory to generate a control pulse. The processor 21 goes to step 102 to check to see if the engine starter motor (not shown) is being energized for cranking operation. If cranking operation is being effected, the control pulse has a reference or standard pulsewidth P(Tw) and if it is detected that the starter motor remains de-energized, the processor goes to the next step 103 to check if the engine speed is above or below a set value of 100 revolutions per minute and if the engine speed is below that value the processor recognizes it as a condition prior to combustion and delivers a standard control pulse P(Tw).

If the engine speed is above 100 RPM, the processor goes to step 104 to check to see if the throttle valve 7 is open or closed. If open, the processor goes to step 128, FIG. 3D, to provide a corrective action by adding a corrective pulsewidth .DELTA.P to the reference pulsewidth P(Tw). When closed condition of the throttle is detected, that is, the engine is idled or decelerated, the processor proceeds to step 106 to check to see if the vehicle is idled. This is detected by the presence of a signal from a vehicle speed sensor 33 (FIG. 1) which occurs when the vehicle speed is below 10 km/h. In the presence of idle condition, the processor goes to step 107, FIG. 3B. If the vehicle speed is above 10 km/h, the processor goes to step 108 to check to see if the transmission gear shift lever is at the neutral position. If the transmission gear is in the neutral position, the processor receives a signal from the gear position sensor 30 and recognizes it as an idle condition and proceeds to step 107 as referred to above. If it is detected that the gear position is other than the neutral, the processor recognizes it as a decelerating condition and proceeds to step 109, FIG. 3C, to see if the engine speed is above or below a set value of 3000 revolutions per minute. If the engine revolution is below this set value the processor goes to step 110 to determine whether the transmission gear is at the top gear position. If the gear position is not at the top position, then the processor goes to step 111 in which the engine temperature is checked to ascertain if it is within a specified range between 15.degree. C. and 95.degree. C. and if that temperature is within the specified range the processor goes to step 112 to locate the data stored in the memory 22 which indicates the maximum intake vacuum Vc.sub.max as a function of time from the start of engine deceleration. In each of the steps 109 to 111 if the detected conditions are different from those described above, the processor will go to step 128, FIG. 3D.

In the memory unit 22 there is stored a set of data representing maximum intake vacuum as a function of time elapsed from the detection of engine deceleration as depicted in FIG. 2. In step 112, the computer 20 counts the elapse of time in response to a signal from the deceleration detector 31 and retrieves the maximum intake vacuum value which corresponds to the counted elapsed time, and compared the retrieved value with the actual vacuum pressure Vc provided by the pressure sensor 50 now temporarily stored in the memory 22 in step 113. If Vc is smaller than Vc.sub.max, a correction pulsewidth which is equal to 1% less than a standard correction pulsewidth .DELTA.PV is derived so that in the following step 105 the total pulsewidth becomes P(Tw)+0.99.DELTA.PV. Conversely, if Vc is greater than Vc.sub.max, the total pulsewidth becomes P(Tw)+1.01.DELTA.PV. When Vc equals Vc.sub.max, the standard correction pulsewidth of .DELTA.PV is added to the standard pulsewidth value. Therefore, the vacuum pressure at a point downstream of the throttle valve 7 is controlled correspondingly with the total pulsewidth of the control signal in a feedback loop so that the vacuum precisely follows the curve shown in FIG. 2.

The standard pulsewidth P(Tw) may be determined so that the vacuum pressure is optimized for idle conditions. Preferably, this standard pulsewidth is determined based on the engine revolution at the instant the deceleration condition is detected.

If idle condition is detected in step 106 to 108, the processor will proceed to step 107, FIG. 3B, to check to see if the air conditioner (not shown) is operated and if not operated a correction pulsewidth P(C) is nullified and the processor proceeds to step 114.

In the memory unit 22, there is stored a set of engine revolution data (N.sub.M) which correspond to the optimum pulsewidth as a function of coolant temperature as indicated by a solid line curve, FIG. 4, which is determined as an optimum idle engine speed provided that the air conditioner is not operated. Another engine revolution data is stored in the memory unit 22 which corresponds to the optimum pulsewidth as indicated by a chain-dot-line, FIG. 4 for idle conditions with the air conditioner being operated.

In the step 114 (FIG. 3B), the processor attempts to locate the optimum engine revolution data in the memory and retrieve it therefrom as a function of the detected engine temperature. If the air conditioner is detected as being in operation in step 107, the processor determines that the correction pulsewidth P(C)=Cl and then proceeds to step 115 to locate the optimum engine speed data. The correction pulsewidth data will be added to the standard pulsewidth P(Tw) as will be described later to maintain adequate engine speed to prevent engine from stalling and deliver additional engine output power for operating the air conditioner.

After the optimum idle engine rpm N.sub.M has been obtained, a comparison is made between N.sub.M and the actual engine rpm N. In this case, if the absolute value of the difference between N-N.sub.M is equal to or smaller than C2 (where C2 is 25 rpm, for example), the feedback operation is disabled to provide stability to the system. Further, the computer is so programmed that the system does not resume feedback operation even if the absolute value of the difference becomes greater than C2 if such condition exists only for the duration of a single crankshaft revolution. More specifically, the system resumes feedback operation until such conditions subsist for a duration of C3 (five crankshaft revolutions, for example) revolutions in order to prevent the system from oscillating between closed and open loop control modes. Therefore, the computer counts the occurrence of these events. During the counting operation of the event N-N.sub.M >C2, there is a likelihood of the occurrence of the event N.sub.M -N>C2 and if this occurs, the previous counts are cleared to initiate the counting operation of the latter. PN1 and PN2 serve the purpose of the counting operations.

More specifically, if the event that the engine rpm value N is greater than the optimum value N.sub.M (25 rpm) occurs five times, the corrective action is initiated to reduce the corrective pulsewidth .DELTA.P by 1% of its value (where .DELTA.P is initially at zero) with the result that the total pulsewidth is P(Tw)+P(C)+0.99.DELTA.P is obtained so that the amount of air supply is reduced so as to allow the engine to decrease its rpm value. Conversely, if the event that the actual engine rpm N is smaller than N.sub.M occurs five times, the supplied air quantity is increased to allow the engine rpm to increase by increasing the corrective pulsewidth .DELTA.P by 1% of its value with a total of P(Tw)+P(C)+1.01.DELTA.P. If the absolute value of the difference between N-N.sub.M is smaller than C2 a correction pulsewidth .DELTA.P is provided so that a total of P(Tw)+P(C)+.DELTA.P is generated.

Therefore, the engine rpm varies in accordance with the curves of FIG. 4 when idled. The portion of the curve designated "C" has a gradual rate of change as a function of temperature. This serves to reduce the emission of harmful waste products when the engine coolant temperature is in the neighborhood of zero degree. On the other hand, the portion designated "D" in the characteristic curves is to avoid the overheating of the engine due to the reduced air supply for the purposes of reducing the emission of harmful products. This is achieved by supplying additional air to cool the engine.

Since the amount of air taken into the manifold is measured upstream of the throttle control valve 7 and the fuel supply is controlled in response to the measured air quantity, the quantity of supplied fuel can be so controlled as to give an optimum mixture ratio under idle conditions.

As previously described, the control signal with the standard or basic pulsewidth P(Tw) for controlling valve 19 is generated as a function of engine temperature when the starter motor is being operated for cranking operation or engine rpm is below the set value of 100 rpm (steps 102, 103, FIG. 3A). Since this basic pulsewidth is experimentally determined and stored in the memory unit 22 as a fixed value, the control valve 19 is directly energized with this basic pulsewidth signal. However, if correction pulsewidth is to be added in a manner as described in connection with the other process steps to the basic pulsewidth, the computer should be so programmed that the total pulsewidth must not exceed the maximum open time of the control valve 19 if the direction of correction is positive or must not become smaller than zero open time if the direction of correction is negative.

Referring to FIG. 3D, in the step 105, the basic pulsewidth P(Tw) and a correction pulsewidth .DELTA.PV for vacuum pressure are added together. The processor now goes to check in step 120 to see if the total pulsewidth P is equal to or smaller than the 100% value corresponding to the maximum open time of the control valve 19. If the total pulsewidth is greater than 100%, the memory is so programmed that the total pulsewidth P should be set to a value corresponding to 100%. If P is smaller than 100%, the processor proceeds to step 121 to check whether the total pulsewidth is equal to or greater than zero and if not, the total pulsewidth is automatically set to a value corresponding to the zero open time. If P is greater than zero, the total pulsewidth P(Tw)+.DELTA.PV, which is between the maximum and minimum values of the pulsewidth, is derived. The aforesaid steps also apply to limit the pulsewidth P(Tw)+.DELTA.P which is generated when the throttle valve is open.

Similarly, in FIG. 3E, the total pulsewidth P'=P(Tw)+P(C) is checked in the step 122 against the maximum value 100% and if greater than the maximum the total pulsewidth is limited to the 100% value in the step 123. If P' is equal to or greater than the maximum value, the nonlimited value P' is processed in the next step 124 as well as the value restricted in step 123 to be added up to the correction pulsewidth .DELTA.P and compared with the maximum 100% value. If greater than the maximum, the P'+.DELTA.P value is limited in step 125 so that P'=100 and .DELTA.P=100-P'. If smaller than the maximum value, the total pulsewidth P is checked in step 126 to see if it is equal to or greater than zero and if greater than zero the processor recognizes it that the total pulsewidth falls within the operating range of the control valve and generate in step 127 the pulsewidth P=P(Tw)+P(C)+.DELTA.P which is delivered to the control valve 19. If P is smaller than zero, the P value is set to zero and .DELTA.p is set to -P.

FIG. 5 is an illustration of the detail of the control valve 11. The valve member 12 is formed into a substantially conical shape having a smaller diameter cylindrical portion 12a with a diameter d.sub.1 and a larger diameter cylindrical portion 12b with a diameter d.sub.2 and an intermediate or conical portion 12c. The diameter d.sub.1 is so selected that the smaller diameter portion 12a defines an air gap with the orifice wall which is optimum for cold start and the diameter d.sub.2 is so selected that it gives an optimum air flow for idle operation at the end of engine warm-up. The intermediate portion 12c is so designed that the rate of change in engine revolution as a function of the rate of change in control pulsewidth is rendered to be constant, as a result of which a satisfactory engine rpm control is assured in the presence of a rapid change in pulsewidth.

Because of the provision of the pressure regulator 17, the pressure in the vacuum induction passage 16 is held at a constant vacuum pressure regardless of the operating condition of the engine and since this constant vacuum pressure is diluted in the control chamber 15 by the air supplied from the pulse-operated control valve 19, the idle control valve 11 operates with a high degree of precision in response to the control signal from the microcomputer.