Engine Control System With Adaptive Air Charge Control

1. Technical Field

This invention relates to an engine control system.

2. Background Art

For better engine operation and for reducing undesirable exhaust gases, it is necessary to control the air fuel ratio. To control this air fuel ratio, a determination of engine load is desirable.

Various measurements of engine load are known, but they can require relatively expensive air flow or air pressure measurement sensors. For example, vane air flow meters and mass air flow meters can be used. Further, these measurements may require a relatively complex electronic engine control system with a relatively large memory which may also add undesirably to engine control system expense.

In particular, it is known to control the fuel supply to an engine as a function of engine speed and throttle angle. Such a system is described in "A New Single Point Fuel Injection System With Adaptive Memory Control to Meet Most Stringent Emission Standards", I Mech E 1985 C221/85 p. 69-75. Nevertheless, more accurate control of engine operation is desirable taking into account more parameters without adding unnecessarily to the expense of manufacturing the engine control system.

Further, such known engine control systems may have various drawbacks such as inaccuracy or excessive cost. It would be desirable to avoid the need for pressure sensors, air flow meters and complex control modules. These are some of the problems this invention overcomes.

An engine control system in accordance with an embodiment of this invention has an air charge determination means which generates an indication of engine air charge. The engine control system further includes a table defining an engine operating parameter as a function of both engine speed and adaptive engine air charge. Examples include a spark table defining engine ignition spark timing and a fuel table defining fuel charge apPlied to the engine as a function of both engine speed and engine adaptive air charge. In each case, adaptive air charge may be defined by throttle angle. The invention provides interactive, adaptive control for spark timing, fuel injection, and idle speed control using throttle angle and engine speed as primary inputs.

In particular, certain predetermined emission standards can be achieved without the need for exhaust gas recirculation, secondary air injection into the exhaust, and mass air flow sensing or calculation. As a result, an interactive, adaptive control for spark timing, fuel injection, and idle speed control using throttle angle and engine speed as a primary input is available at a relatively low cost.

The low cost advantage in accordance with an embodiment of this invention is achieved because adaptive adjustment of stored table values permits fewer table values to be stored for a given level of engine control. Reduced requirements for storage permit smaller memories and accompanying reduced cost.

FIG. 1 is a block diagram of a speed throttle engine control system in accordance with an embodiment of this invention;

FIG. 2 is a block diagram of a control module portion of FIG. 1, in accordance with an embodiment pf this invention;

FIG. 3A is a graphical table for air charge with respect to throttle angle and engine speed;

FIGS. 3B and 3C are graphical tables for spark advance and fuel, respectively, with respect to air charge and engine speed; and

FIG. 4 is a logic flow block diagram of the operation of an engine control system in accordance with an embodiment of this invention.

In accordance with an embodiment of this invention, a speed throttle control system 10 (FIG. 1) utilizes throttle angle as a load determination instead of, for example, measured mass air flow or calculated speed density. The throttle angle is a primary input to the spark, fuel and idle speed control. Adaptive strategies are utilized to reduce component, engine and vehicle tolerances, and to provide for altitude fuel compensation without the need for additional sensors. For example, an adaptive strategy can be based on feedback as a function of air fuel ratio. Such interactive and adaptive control can compensate for engine-to-engine variability, engine wear, and engine load changes.

Referring to FIG. 1, speed throttle control system 10 includes an electronic engine control (EEC) module 11 coupled to an engine 12. EEC module 11 includes the following signal processing and storage: air charge calculation module 13, adaptive strategy keep alive memory module 14, idle speed control (ISC) module 15, evaporative purge control module 16, air fuel feedback adjustment module 17, fuel calculation module 18 and spark advance calculation module 19.

Fuel calculation module 18 has an output applied to a fuel injector 20 which is coupled to engine 12. An EGO (exhaust gas oxygen) sensor 21 is coupled to engine 12 and has an output coupled to the input of air fuel feedback adjustment module 17. If desired, a heated exhaust gas oxygen sensor can be used. Idle speed control module 15 applies a signal to a DC motor 22 which in turn is coupled to the fuel charging assembly of engine 12. Spark advance calculation module 19 provides an output to a distributorless ignition module 23 which applies current to ignition coils 24 which in turn are coupled to spark plugs 25 of engine 12. A signal representing engine coolant temperature (ECT) is applied from engine 12 to spark advance calculation module 19, fuel calculation module 18, and idle speed control module 15. A signal representing air charge temperature (ACT) is applied to spark advance calculation module 19 and air charge calculation module 13. A signal representing instantaneous throttle position (ITAP) is applied to air charge calculation module 13, fuel calculation module 18, adaptive strategy keep alive memory module 14, evaporative purge control module 16, and idle speed control module 15.

The adaptive feedback loop signal of speed throttle control system 10 follows a path sequentially including engine 12, exhaust gas oxygen sensor 21, air fuel feedback adjustment module 17, adaptive strategy keep alive memory module 14, air charge calculation module 13, fuel calculation module 18, fuel injector 20 and back to engine 12. As a result of this feedback path, the amount of oxygen in the engine exhaust is utilized to adaptively correct the amount of fuel injected into the engine combustion cylinders.

Referring to FIG. 2, the structure of electronic engine control module 11 is shown in block diagram. A custom central processing unit (CPU) 30 coupled by two way communication to a custom keep alive memory 31 and a custom electrically programmable read only memory (EPROM) 32. CPU 30 receives signals from interface circuitry 33, and supplies signals to a DC motor driver 34, an injector driver 35, and auxiliary drivers 36. Drivers 36 have outputs to the fuel pump, the canister purge, and spark advance information. Interface circuitry 33 receives signals supplying information regarding air charge temperature (ACT), engine coolant temperature (ECT), throttle position (TP), exhaust gas oxygen (EGO), idle tracking switch, and crankshaft position. Since the engine management system in accordance with an embodiment to this invention uses throttle position for engine load indication, the accuracy of the throttle position sensor is relatively more important than the accuracy of the other sensors. DC motor driver 34 has an output to the idle speed control DC motor. Injector driver 35 has an output to the injector. Injector 20 can be a relatively low pressure injector (15 psi) mounted in a throttle body.

Custom CPU 30 is used to store the base spark table and the base fuel table information. When this information is revised, such adaptive revision of the spark table and the fuel table is stored in custom KAM 31. Such updating of the fuel table is typically done as a function of the signal from the exhaust gas oxygen sensor 21 of FIG. 1. If desired, the spark table can be updated as a function of an oxides of nitrogen (NOX) sensor to provide a feedback signal to be used in conjunction with the updating of the spark table (NOX sensor not shown).

Speed throttle control system 10 uses three tables as indicated in FIGS. 3A, 3B and 3C. In FIG. 3A, an engine air charge table is a function of throttle angle and engine speed. When a value for air charge is determined the value is used as one axial input for each of the tables in FIGS. 3B and 3C. In FIG. 3B, the spark table is a function of engine speed on one axis and of engine air charge on the other axis. In FIG. 3C, a fuel table is a function of engine speed and engine air charge. Advantageously, the feedback loop of FIG. 1 including EGO sensor 21 is used to improve the accuracy of the throttle angle input for the air charge calculation. Such adaptive feedback correction of the throttle angle is desirable to correct vehicle to vehicle variations.

Referring to FIG. 4, interactive operation of an engine control system in accordance with an embodiment of this invention begins at block 41 with START. This is the logic which occurs within (EEC) control module 11. If the logic sequence fulfills all the requirements of blocks 42 through 47, then adaptive updating occurs at block 49. On the other hand, if any of the conditions of blocks 42 through 47 are not fulfilled, adaptive updating is inhibited at block 48. Beginning this logic sequence with block 42, engine warmup is determined by checking to see if engine coolant temperature (ECT) and the air charge temperature (ACT) are each greater than some predetermined calibrated value associated with each of the parameters. If both parameters are greater, logic flow continues to block 43 where it is determined if engine operation is in closed loop feedback control. If the answer is yes, logic flow continues to block 44 where it is determined if the air fuel ratio of engine operation is within a predetermined calibrated value (CV) defined as a deadband. If operation of the air fuel ratio is within such a deadband, logic flow continues to block 45 where it is determined if the pulse width of the signal applied to the fuel injectors is within a predetermined calibrated value so as to assure that the calculated injector signal pulse width is within the linear range of the fuel injectors. If the answer is affirmative, logic flow continues to block 46 where it is determined whether the engine is at steady state by determining whether the throttle angle and engine speed are stable. If the answer is yes, at block 47 it is determined if the carbon canister evaporation purge has been fully purged so that the evaporation purge is on and is greater than a predetermined value. An affirmative answer at block 47 leads to block 49 wherein an update occurs of the adaptive table within predetermined calibration value limits.

Various modifications and variations will no doubt occur to those skilled in the art to which this invention pertains. For example, the particular control module functional structure can be varied from that disclosed herein. These and all other variations which basically rely on the teachings through which this disclosure has advanced the art are properly considered within the scope of this invention.