CA1193341A - Electronic engine control system - Google Patents
Electronic engine control systemInfo
- Publication number
- CA1193341A CA1193341A CA000407414A CA407414A CA1193341A CA 1193341 A CA1193341 A CA 1193341A CA 000407414 A CA000407414 A CA 000407414A CA 407414 A CA407414 A CA 407414A CA 1193341 A CA1193341 A CA 1193341A
- Authority
- CA
- Canada
- Prior art keywords
- data
- engine
- memory
- value
- specified
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
Abstract
ABSTRACT OF THE DISCLOSURE:
An electronic control apparatus for an internal combustion engine receives sensor signals indicative of various operating parameters of the engine and calculates the corresponding settings of actuators used to control the energy conversion process of the internal combustion engine. These settings are calculated through a computer from the source signals and from coefficients stored in a memory of the computer. A keyboard input device provides the computer with data so that it modifies the coefficient stored in a specified location of the memory in accordance with a specified numeral, which specified location and numeral being derived from the keyboard input device.
An electronic control apparatus for an internal combustion engine receives sensor signals indicative of various operating parameters of the engine and calculates the corresponding settings of actuators used to control the energy conversion process of the internal combustion engine. These settings are calculated through a computer from the source signals and from coefficients stored in a memory of the computer. A keyboard input device provides the computer with data so that it modifies the coefficient stored in a specified location of the memory in accordance with a specified numeral, which specified location and numeral being derived from the keyboard input device.
Description
~33~
BACKGROUND OF THE IN~ENTION
The present invention relates to the control of the energy conversion process of an internal combustion engine and, more particularly, to such control utilizing a digital computer to process input sensor data and to provide control signals in ~ccordance therewith.
Electronic engine control systems are known that utili~e a digital computer to receive input data indicative of engine operating parameters, calculate values corres-ponding to optimum settings of controlled variables suchas fuel-injection timing, ignition timing, EGR-valve position, and the like, and provide control signals indi-cative of the calculated values to actuator means used to control the energy conversion process of an internal combustion engine. For such engine control systems, optimum settings for the controlled variables are different, for example, when the engine is idling than when the engine is operating normally.
In order to adjust a coefficient used in calculating a setting of the fuel control valve or con-trolling the quantity of fuel metered to the en~ine in the idle mode of operation, it is the conventional practice to employ a potentiometer electricall~ connected in a voltage divider circuit for supplying a voltage, the magnitude o which can be varied by rotating the potentio-meter wiper shaft using a screwdriver. The voltage is applied to an ~/D converter which converts it into a corres-ponding di.gital signal for appllcation to the digital computer.
However, such coefficient adjustment employing one or more potentiometers having a potentiometer wiper mounted for sliding movement on a potentiometer resistor has several serious disadvantages. During vehicle operation, mechanical vibrations conducted to the potentiometers cause defective contact between the potentiometer wiper -, ~l~
3~L
and resistor, resulting in incorrect or unstable coeffi-cient adjustment. Another disadvantage is that an attempt to increase the number of the coefficients to be handled re~uires an increased number of pote:ntiometers, resulting in an expensive coefficient adjusting device. Furthermore, the number of the coefficients to be handled is limited due to the limitation on the number of the conversion channels of the A/D converter.
Therefore, an object of the present invention is to provide a computer-based engine control which is free from the above described disadvantages found in conventional devices.
SUMMARY OF THE INVENTION
More particularly, there is provided, in accordance with the present invention, an apparatus for controlling the energy conversion process of an internal combustion engine, comprising:
means for controlling the energy conversion process;
source means for deriving signals indicative o~
operating parameters of the combustlon englne;
a data input unit havln~ a keyboard input devlce for de.riving data specifying a desired functlon, a desired location ln a memory, and a deslred numeral; and a dlgital computer compr:Lsing said memory or storlng coefficients in respective locatlons including the specified location, the digital computer comprising means responsive to the signals derived from the source means and the coefficients stored in the memory for calculating settings of the means for controlling the energy conversion process, the digital computer also comprising means responsive to the data derived from the data input unit for modifying the coefficient stored in the memory at the specified location based upon the specified numeral.
33~
According to the present i:nvention, there is also provided an apparatus for controlling an internal cornbustion engine having at least one injector operable for supplying fuel into the engine in quantities determined by the width of an electrical pulse signal applied thereto, comprising a first source for deriving a signal indicative of an existing air flow rate to the engine;
a second source for deriving a signal indicative of an existing engine speed;
a data deriving unit for deriving a command signal specifying a desired location in a memory and a desired numeral;
a digital computer including said memory for storing at least one coefficient at the specified location, the digital computer including first means responsive to the command signal for modifying the coefficient stored in the memory at the specified location based upon the specified numeral, the digital computer also includi.ng second means for calculating a value Tp for the width of the electrical pulse signal Erom an equation as Eollows:
Tp = K ~ Tb wherein K is the value of the modi:Eied coef:ficient and Tb is a basic value or the width of the electrical pulse signal.
In accordance with the present invention, there is further provided a method of controlling an internal combustion engine having at least one injector operable for supplying fuel into the engine in quantities determined by the width of an electrical pulse signal applied thereto, comprising the steps of:
detecting an engine speed and an air flow rate to the engine;
deriving a comrnand signal specifying a desired ~33~
location and a desired numeral;
modifying a coefficient stored at the specified location based upon the specified numeral; and calculating a value Tp for the width of the electrical pulse signal from an equation as follows:
Tp = K x Tb wherein K is the value of the modified coefficient and Tb is a basic value for the width of the electrical pulse signal.
BRIEF DESCRIPTION OF THE DRAWINGS
The details as well as other features and advantages of the present invention are set forth in the followiny non-restrictive description of preferred embodi-ments thereof made with reference to the accompanying drawings, in which:
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
3a 33~
Fig. 1 is a block diagram showing one embodiment of a microprocessor-based electronic engine control apparatus made in accordance with the present invention;
Fig. 2 is a functional block diagram showing a S detailed structure of the main control unit used in the engine control apparatus of Fig. 1.;
Fig. 3 is a functional block diagram showing a detailed structure of the auxiliary control unit used in the engine control apparatus of Fig. l;
. Fig. 4 is a diagram showing various programs to be executed by the digital computer included in ~he main control unit;
Fig~ 5 is an overall flow diagram of programming of the digital computer as it is used to process the data transferred Erom the auxiliary control unit to the main control unit;
Fig. 6 is a flow diagram for the digital computer as programmed for the determination o the type of the data transferred from the auxiliary control unit to the main control unit;
Fig. 7 is a flow diagram or the digital computer as programmed for the processing of the function data;
Fig. 8 is a flow diagram for the digital computer as programmed for the processing of the address data;
Fig. 9 is a flow diagram for the digital computer as programmed for the processing of the neumeral data;
Fig. 10 is a flow diagram for the digital ~g33~
computer as programmed for the determination of the content of the function data;
Eig. 11 is a flow diagram for the digital computer as programmed for the correction of ~he data stored in the computer memory; and Fig. 12 is a flow diagram for the digital computer as programmed for the calculation of the basic value of the fuel-injection pulse-width.
DETAI1ED DESCRIPTIO~ OF TEE ~ EMBODIM~NTS
Referrlng first to Fig. 1 of the drawings, there is illustrated one embodiment of a microprocessor~based electronic engine control system made in accordance with the present invention. Air to an internal combustion engine 10 is admitted throuyh an air cleaner 12 into an intake passage 14 and is controlled by a throttle valve 16 situated within the intake passage 12. A bypass passage 18 opens into the intake passage 12 at different points upstream and downstream of the throttle valve 16~ The bypass passage 18 has therein an ACC valve 20 for controlling the air flow through the bypass passage 18 so as to control the speed of rotation of the engine 10 when the engine is idling; e.g., when the throttle valve 16 is in its closed position. Fuel for the engine 10 is delivered by a Euel pump 22 from a uel tank (not shown) through a fuel pressure regulator 24 to individual fuel injectors, only one of which is shown at 26, for each of the cylinders of the engine 10. The operation of the fuel ~933~
pump 22 may be controlled in on-off manner through a relay 28. The quantity of fuel injected into the ~individual cylinders of the engine is determined by the period of energization or operation of the injector 26. A
spark plug 30 is mounted in the top of the cylinder for igniting the comhustion ingredients within the cylinder when the spark plug 30 is energi~ed by high voltage electrical energy from a distributor 32. The distributor 32 has a rotor connected to the secondary winding of an ignition coil 34. The distributor rotor is driven at one-half the rotation velocity of the engine crankshaft to sequentially contact distributor contacts to permit high voltage elect.rical energy to be supplied at appropriate intervals to the spark plugs of the engine.
lS The engine also has an exhaust passage 40 for discharging exhaust gases to the atmosphere. A conduit 42 is provided for operatively connecting the exhaust passage 40 to the intake passage 14 for supplying e~haust gases back to the intake passage so as to reduce the generation and emission of pollutants. An exhaust gas recirculation (EGR) valve 44 is disposed in the conduit 42 for controlling or metering the ECR flow back to the intake passage 1~. A pneumatic control device 50 is provided which utilizes negative pressure developed in the in~ake passage 14 for controlling the positions of the ACC and EGR valves 20 and 44.
In order to measure or sensed various engine and vehicle operating parameters such as crankshaft position, ~ ~33~
the quantit~ of air supplied to the engine, engine coolant ~emperature, the oxygen content of the exhaust gases, engine idling status, vehicle speed, transmission gear position, and the like, various sensors or detectors 62-82 are positioned at various locations with respect to ~he engine and vehicle~ The Grankshaft position sensor 62 and the reference pulse generator 64 are drivingly associated with the distributor 32. ~he crankshaft position sensor 62 generates crankshaft position electrical pulses 62a, each corresponding to one degree of rotation of the engine crankshaft. The reference pulse generator 64 generates reference electrical pulses 64a, each corresponding to 1~0 degrees oÇ rotation oÇ the engine crankshaÇt or 60 degrees of rotation of the distributor rotor. The angular position of the engine crankshaÇt with respect to a reference position may be sensed by starting to count the crankshaÇt position electrical pulses 62a upon the occurrence of a reference electrical pulse 64a. The speed o rotation oÇ
the bngine 10 may be sensed by measuring the repetition rate or period oÇ the crankshaft position electrical pulses 62a or the reference electrical pulses 64a.
The airflow sensor 68 is located within the intake passage 14 of the engine 10~ The airflow sensor 68 responds to the air flow to the engine and generates an output signal 68a which is in inver~e proportion to the sensed quantity Qa of air to the engine~ The exhaust gas sensor 70, which may be a conventional zirconia type oxygen ~ ~33~
sensor, is located in the exhaust passage 40 of the engine 10. The exhaust gas sensor 70 monitors the oxygen content of the exhaust and generate~ an output signal 70a indicative of the air/Euel ratio at which the engine is operating. The engine temperature sensor 72 has a thermistor mounted in the engine cooling system and connected in an electrical circuit capable of producing a signal directl~ proportional to the engine coolant temperature. The throttle position sensor 74 includes a switch adapted to close when the throttle valve 16 is in its closed position and generated a signal 74a indicative of an engine idling or decelerating status.
The transmission position sensor 76 has a switch adapted to close when the transmission is in neutral and generates a signal 76a indicative of the transmission being in neutral. The vehicle 3peed sensor 78 generates an output pulse signal 78a of a repetition rate directly proportional to the speed o running of the automotive vehicle. The load operation sensor 80 is associated with a switch adapted to close when the load such as an air conditioner is connected to a source of power and generates a signal 80a indicative of the load being operating. The engine cranlcing sensor 82, which is associated with an ignition switch 84, generates a signal 82a indicative of the engine beiny cranking.
Signals indicative of these actual engine and vehicle operating parameters are supplied to a microp 334~
.rocessor-based main control unit (E/C) lO0 which thereby continuously computes optimum settings for the controlled variables, that is, the variables which may be selectively adjusted or varied to control or determine the performance characteristic of the engine's energy conversion processO
The controlled variables include (l) the fuel injection pulse-width which determines the period of energization of the injector 26 and hence the quantity of fuel injected into the engine and the timing thereof; (2) the spark ignition, including advance angle in crankshat degrees of rotation, firing and spark ignition dwell (time duration that the spark coil is energized); (3) the positioning of the AAC valve 20 which determines the quantity of air flow through the bypass passage 18 during engine idling and hence the idling speed of the engine; (4) the positioning o the EGR valve 44 which determines the quantlty of exhaust gases recirculated into the intake passage 14; and (5) the operation of the fuel pump 22. The main control unit 100 provides a control signal 26b to the injector 26, a control signal 34b to the ignition coil, a control signal 52b to a solenoid valve 52 of the pneumatic control device 50, a control signal 54b to a solenoid valve 54 Oe the pneumatic control device 50, and a control signal 28b to the relay 28.
The main control unit lO0 measures fuel consumption and indicates it on a fuel meter 86. The main control unit 100 also has a self-check function of checking 33g~l the operation of the main control unit 100, indicating the results on an indicator 102, and turning on an electric light 88 to provide light indication of an abnormal condition. A checker 200 may be connected through a S connector 202 to the main control unit 100 for checking the operation of the main control unit and indicating the results thereon.
The main control unit 100 is powered by a vehicle battery 90 through a main power line 92 and also through an auxiliary power line 96. The main power line 92 has therein a relay 94 which is conductive to connect the main control unit 100 to the vehicle battery 10 when the ignition switch 84 is in the ON position. The relay 94 is in its non-conductive state to open the main power line 92 when the engine is cranking. The auxiliary power line 96 remains connecting the main control unit 100 to the vehicle battery 90 even when the engine is cranking as long as the vehicle hattery 90 is removed for r~pair or recharge.
The main control unit 100 ls also sonnected through a connector 302 to a microprocessor-based auxiliary control unit 300 which perorms various functions to be described later in detail. The electronic engine control system of the present invention has two separate microprocessor-based control units for reasons as follows:
Engine control systems employing a single microcompute which has circuit components in a sufficient number to provide a large capacity to perform a great 33~
number of functions, have demonstrated very poor reliability and high cost. The disadvantages attendant upon such engine control systems will be described further.
They re~uire a great number of c-onnection wires bundled in one or more harnesses and a connector having connection pins related to the number of the connection wires. The connection wires create undesirable great forces on the connector to deform it, causing unstable electrical connection between the connection wires and the microcomputer. In addition, signals on the connection wires interinfluences to introduce noises into the signals, increasing the possibility of computer malfunction.
There is an increasing failure rate and a decreasing system reliability as the number of circuit components increases. A faîlure ;n one circuit component has an undesirable effect on other circuit components through a common circuit such as power circuit, causing the engine control system to perform no function. Thi~ may be avoided to some extent by sharing the required unctions with two separate microcomputers.
With the circuit scale getting larger, the required number of connection pins increases and the size of the engine control system increases. This requires a larger volume of space for e~uipment and renders it more dificult to position the engine control system in an optimum location.
Microcomputers performmany tasks on a time `3~
sharing basis, each task being performed at longer intevals as the number of the tasks increases. If the interval gets longer than that determined by the required control speed, it should be done to share the required tasks with another microcomputer or to increase the data processing speed of the microcomputer. However, increasing the data processing speed increases costs or is impossible in some cases.
It is a matter of general knowledge that lower cost engine control systems may be obtained by using a single microcomputer to perform the required functions than by sharing the required functions with ~eparate microcomputers. As the number of the required functions exceeds a limit, however, many technological difficulties arise in using a single microcomputer to perorm the re~uired functions and special techniques are required to manufacture circuit components such as IC, LSI, and the like, resulting in extremely high cost engine control sys tems .
~eferring to Fig. 2, the main control unit 100 includes a signal shaper and amplifler 110 which receives the battery potential Lndicative signal 90a from the main power line 92 and the sensor signals 62a-82a from the sensors 62-82 positioned in various locations of the engine and vehicle. The signal shaper and amplifier 110 also receives the check command signals from the checker 200 and the data input signals from the auxiliary control unit 300.
The signal shaper and ampl;fier 110 amplifies and shapes 3~L
the input signals for application to an input interface circuit 112. An additional function of the signal shaper and ampli-Eier 110 is to absorb surqe and remove noises from the input signals so as to assure that the main control unit 100 is maintained free of failures and malfunctions.
The input interface circuit 112 includes an analog-to-digital converter and registors. The A/D
converter initiates, on command from a microprocessor system, to sequentially convert the analog input signals from the signal shaper and amplifier 110 into binary wards.
The binary wards indicative of the actual sensed engine and vehicle parameters are stored into the respective registors. The input interface circuit 112 further includes means for processing crankshaft position signals and switch signals.
The microprocessor system includes a central processor unit (CPU) 114, a memory section 120, and an operation timer 130, all of which col~nunicates with each other through a data bus 116. The memory section 120 includes a read/write memory (RAM) 122, a data holding memory (DHM) 124, a mask read only memory (MROM) 126, and a programmable read only memory (PROM) 128. The RAM 122 temporarily stores data obtained in the course of data processing and resulting from the data processing. The data stored in the RAM 122 cannot be held when the ignition switch 84 is ~urned off to open the main power line 92. The DHM 124 stores data obtained in the course of data 3~3~
processing and resulting from the data processing. Thedata stored in the DHM 124, which is powered through the auxiliary power line 96, can be held even when the ignition switch 84 is turned off. The M~OM 126 contains permanent programs for implementing the various control lows, interrupt handling routines, etc. and further contains permanent appropriate engine control data required for the CPU 114 to implement the programs. The permanent programs and data have been stored in the MROM 126 during the MROM
being manufactured. The PROM 128 contains permanent programs and data which are similar to those stored in the MROM 126 and which may vary according to the charact-eristics of the individual type of vehicle and its engine.
The permanent programs and data have been stored in the PROM 128 before it is assembled into the microprocessor system.
The CPU 114 receives inputs from a crystal controlled clock oscillator 118 and generates the required timing signals for the remainder of the system. The CPU 14 executes the programs stored in the MROM 126 and the PROM 128 for reading engine and vehicle parameter data out of the input interface circuit reglstors, processing the data to obtain optimum values of settings for controlled variables, and outputting digital control wards indicative of the optimum settings for the controlled variables into registors of an output interface circuit 132.
The operation timer circuit 130 is effective to ~334~
augument the operation capacity of the CPU 114. Theoperation timer circuit includes a multiplier serving to -increase the data processing rate of the CPU 114, an interval timer producing interrupt signals to the CPU at constant time intervals, and a free running counter providing information on the time at which an e~ent occurs and the lapse timer between successive event occurrences.
The output interface circuit 132 receives the binary words indicative of (1) the re~uired timing and pulse-width of the fuel injection pulses, (2) the ignition firing delay from the last crankshaf~ position pulse and ignition pulse-width information, (3) the idle speed control function, (4) the EGR control function, and (5) the fuel pump control function, and converts these digital words into pulse widths capable of driving or actuating a drive circuit 136. The drive circuit 136 is a power amplifier which respond~ to the pulse-width inputs and supplies control signals to operate the uel injector 26, the fuel pump rela~ 28, the ignition coil 34, the AC~ valve actuator 52, the EGR valve actuator 54, and the like. The drive circuit 136 also supplies data signals through the connector 202 to the checker 200 and through the connector 302 to the auxiliary control unit 300. The drive circuit 136 receives a part of the output signals from the output inter~ace circuit 132 through a switching circuit 134.
The main control unit 100 also includes a bac1~-up 339L~L
circuit 138 which connects a part of the output signals from the signal shaper and amplifier 110 to the switching circuit 134. The back-up circuit 138 monitors one or more signals from the drive circuit 136 and detects any trouble in the microprocessor system components such as the memory section. If any trouble occurs in the microprocessor, the back-up circuit 138 will generates a command signal 138a to the switching circuit 134 which thereby blocks the signals from the output interface circuit 132 and instead passes the signal from the back-up circuit 138 so as to permit the drive circuit 136 to generate control signals required for the engine to operate.
The reference numeral 140 designates a power circuit which is connected to the main power line 92 for supplying a 5-voit constant voltage to the input interface circuit 112, the CPU L14, the memo.ry section 120, the output interface circuit 132, and the back-up circuit 138, an on-off signal indicative of the ignition switch 84 being on or off to the input interace circuit 112, reset and halt signals to the CPU 114, a 8-volt constant voLtage to the A/D converter oE the input interface circuit 112, and a constant vol~age to the signal shaper and amplifier 110, the switching circuit 134, and the drive circuit 136. The power circuit 140 is also connected to the auxiliary power line 96 for supplying a 5-volt constant voltage to the DHM 124.
Referring to Fig. 3, the auxiliary control ~333~
unit 300 includes a CPU 310, a ROM 312, a RAM 314, an input/output interface circuit 316, and an I/O circuit 318.
The CPU 310 communicates the rest of the system through a data bus 320. The I/O circuit 318 is connected to the main control unit 100 through the connector 302. The data transferring system between the main and auxiliary control units 100 and 300 may be a full-duplex, asychronous, serious communication interface HD6801SO. The input/output interface circui~ 316 receives sensor signals from various sensors positioned at various locations with respect to the engine and vehicle. The sensors include a clock 330, a travel distance sensor 332, a fuel consumption sensor 334, a residual fuel sensor 336, and an engine rotation sensor 338. The clock 330 generates a serial signal indicative of the time. The output of the clock 330 is also used as interrupt signals. The travel distance sensor 332 generates a pulse each time the vehicle travels a predetermined distance. The tra,vel distance sensor may be a magnetic pickup transducer having a magnet mounted for rotation at a velocity proportional to the velocity of rotation o the propeller shaft~ The ~uel consumption sensor 334 generates a pulse each time a predetermined quantity of fuel is consumed. The residual fuel ~ensor 336 may be a conventional fuel gauge. The engine rotation sensor 338 may be the crankshaft position sensor used in the main control unit. The input/output interface circuit 316 also receives command signals from a keyboard 33~
input device 350. The input/output interface circuit 316 is connected to a radio receiver actuator 340, an alarm ~uzzer 342, and a digital indicator 360. The radio receiver actuator 340 turns on the radio receiver power switch and selects one of radio channels when receiving a control signal from the auxiliary control unit 300. The alarm buzzer 342 sounds in response to a control signal from the auxiliary control unit 300. The digital indicator 360 includes digital display devices 362, 364 and 366. The digital display device 362 is of a dynamic drive type employing 7-segment digit indicator tubes to exclusively show, on three figures, the speed of travelling of the vehicle. The digital display device 364 is of a dynamic drive type employing 7-segment digit indicator tubes to exclusively show, on six figures, the total distance travelled by the vehicle. The digital display device 366 is of a dynamic drive type employing 7-segment digit indicator tubes to alternatively show, on six figures, vehicle travel distance, desired time, desired radio channel, uel consumption, and the like, and an individual unit indicator.
The auxiliary control unit 300 is connected to the main control unit 100 through the connector 302 for transferring data therebetween. When the ignition switch 84 is turned on, initial settings are made for the main and auxiliary control units.
~33~L
The auxiliary control unit 300 receives sensor signals from various sensors positioned at various locations with respect to the engine and vehicle, data signals from the main control unit lO0, and command signals from the keyboard input device :350, and performs various functions as follows:
(l) It acts as a speed meter. It measures the distance traveled by the vehicle for a unit t.ime and displays the measured distance on the digital display device 362.
BACKGROUND OF THE IN~ENTION
The present invention relates to the control of the energy conversion process of an internal combustion engine and, more particularly, to such control utilizing a digital computer to process input sensor data and to provide control signals in ~ccordance therewith.
Electronic engine control systems are known that utili~e a digital computer to receive input data indicative of engine operating parameters, calculate values corres-ponding to optimum settings of controlled variables suchas fuel-injection timing, ignition timing, EGR-valve position, and the like, and provide control signals indi-cative of the calculated values to actuator means used to control the energy conversion process of an internal combustion engine. For such engine control systems, optimum settings for the controlled variables are different, for example, when the engine is idling than when the engine is operating normally.
In order to adjust a coefficient used in calculating a setting of the fuel control valve or con-trolling the quantity of fuel metered to the en~ine in the idle mode of operation, it is the conventional practice to employ a potentiometer electricall~ connected in a voltage divider circuit for supplying a voltage, the magnitude o which can be varied by rotating the potentio-meter wiper shaft using a screwdriver. The voltage is applied to an ~/D converter which converts it into a corres-ponding di.gital signal for appllcation to the digital computer.
However, such coefficient adjustment employing one or more potentiometers having a potentiometer wiper mounted for sliding movement on a potentiometer resistor has several serious disadvantages. During vehicle operation, mechanical vibrations conducted to the potentiometers cause defective contact between the potentiometer wiper -, ~l~
3~L
and resistor, resulting in incorrect or unstable coeffi-cient adjustment. Another disadvantage is that an attempt to increase the number of the coefficients to be handled re~uires an increased number of pote:ntiometers, resulting in an expensive coefficient adjusting device. Furthermore, the number of the coefficients to be handled is limited due to the limitation on the number of the conversion channels of the A/D converter.
Therefore, an object of the present invention is to provide a computer-based engine control which is free from the above described disadvantages found in conventional devices.
SUMMARY OF THE INVENTION
More particularly, there is provided, in accordance with the present invention, an apparatus for controlling the energy conversion process of an internal combustion engine, comprising:
means for controlling the energy conversion process;
source means for deriving signals indicative o~
operating parameters of the combustlon englne;
a data input unit havln~ a keyboard input devlce for de.riving data specifying a desired functlon, a desired location ln a memory, and a deslred numeral; and a dlgital computer compr:Lsing said memory or storlng coefficients in respective locatlons including the specified location, the digital computer comprising means responsive to the signals derived from the source means and the coefficients stored in the memory for calculating settings of the means for controlling the energy conversion process, the digital computer also comprising means responsive to the data derived from the data input unit for modifying the coefficient stored in the memory at the specified location based upon the specified numeral.
33~
According to the present i:nvention, there is also provided an apparatus for controlling an internal cornbustion engine having at least one injector operable for supplying fuel into the engine in quantities determined by the width of an electrical pulse signal applied thereto, comprising a first source for deriving a signal indicative of an existing air flow rate to the engine;
a second source for deriving a signal indicative of an existing engine speed;
a data deriving unit for deriving a command signal specifying a desired location in a memory and a desired numeral;
a digital computer including said memory for storing at least one coefficient at the specified location, the digital computer including first means responsive to the command signal for modifying the coefficient stored in the memory at the specified location based upon the specified numeral, the digital computer also includi.ng second means for calculating a value Tp for the width of the electrical pulse signal Erom an equation as Eollows:
Tp = K ~ Tb wherein K is the value of the modi:Eied coef:ficient and Tb is a basic value or the width of the electrical pulse signal.
In accordance with the present invention, there is further provided a method of controlling an internal combustion engine having at least one injector operable for supplying fuel into the engine in quantities determined by the width of an electrical pulse signal applied thereto, comprising the steps of:
detecting an engine speed and an air flow rate to the engine;
deriving a comrnand signal specifying a desired ~33~
location and a desired numeral;
modifying a coefficient stored at the specified location based upon the specified numeral; and calculating a value Tp for the width of the electrical pulse signal from an equation as follows:
Tp = K x Tb wherein K is the value of the modified coefficient and Tb is a basic value for the width of the electrical pulse signal.
BRIEF DESCRIPTION OF THE DRAWINGS
The details as well as other features and advantages of the present invention are set forth in the followiny non-restrictive description of preferred embodi-ments thereof made with reference to the accompanying drawings, in which:
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
/
3a 33~
Fig. 1 is a block diagram showing one embodiment of a microprocessor-based electronic engine control apparatus made in accordance with the present invention;
Fig. 2 is a functional block diagram showing a S detailed structure of the main control unit used in the engine control apparatus of Fig. 1.;
Fig. 3 is a functional block diagram showing a detailed structure of the auxiliary control unit used in the engine control apparatus of Fig. l;
. Fig. 4 is a diagram showing various programs to be executed by the digital computer included in ~he main control unit;
Fig~ 5 is an overall flow diagram of programming of the digital computer as it is used to process the data transferred Erom the auxiliary control unit to the main control unit;
Fig. 6 is a flow diagram for the digital computer as programmed for the determination o the type of the data transferred from the auxiliary control unit to the main control unit;
Fig. 7 is a flow diagram or the digital computer as programmed for the processing of the function data;
Fig. 8 is a flow diagram for the digital computer as programmed for the processing of the address data;
Fig. 9 is a flow diagram for the digital computer as programmed for the processing of the neumeral data;
Fig. 10 is a flow diagram for the digital ~g33~
computer as programmed for the determination of the content of the function data;
Eig. 11 is a flow diagram for the digital computer as programmed for the correction of ~he data stored in the computer memory; and Fig. 12 is a flow diagram for the digital computer as programmed for the calculation of the basic value of the fuel-injection pulse-width.
DETAI1ED DESCRIPTIO~ OF TEE ~ EMBODIM~NTS
Referrlng first to Fig. 1 of the drawings, there is illustrated one embodiment of a microprocessor~based electronic engine control system made in accordance with the present invention. Air to an internal combustion engine 10 is admitted throuyh an air cleaner 12 into an intake passage 14 and is controlled by a throttle valve 16 situated within the intake passage 12. A bypass passage 18 opens into the intake passage 12 at different points upstream and downstream of the throttle valve 16~ The bypass passage 18 has therein an ACC valve 20 for controlling the air flow through the bypass passage 18 so as to control the speed of rotation of the engine 10 when the engine is idling; e.g., when the throttle valve 16 is in its closed position. Fuel for the engine 10 is delivered by a Euel pump 22 from a uel tank (not shown) through a fuel pressure regulator 24 to individual fuel injectors, only one of which is shown at 26, for each of the cylinders of the engine 10. The operation of the fuel ~933~
pump 22 may be controlled in on-off manner through a relay 28. The quantity of fuel injected into the ~individual cylinders of the engine is determined by the period of energization or operation of the injector 26. A
spark plug 30 is mounted in the top of the cylinder for igniting the comhustion ingredients within the cylinder when the spark plug 30 is energi~ed by high voltage electrical energy from a distributor 32. The distributor 32 has a rotor connected to the secondary winding of an ignition coil 34. The distributor rotor is driven at one-half the rotation velocity of the engine crankshaft to sequentially contact distributor contacts to permit high voltage elect.rical energy to be supplied at appropriate intervals to the spark plugs of the engine.
lS The engine also has an exhaust passage 40 for discharging exhaust gases to the atmosphere. A conduit 42 is provided for operatively connecting the exhaust passage 40 to the intake passage 14 for supplying e~haust gases back to the intake passage so as to reduce the generation and emission of pollutants. An exhaust gas recirculation (EGR) valve 44 is disposed in the conduit 42 for controlling or metering the ECR flow back to the intake passage 1~. A pneumatic control device 50 is provided which utilizes negative pressure developed in the in~ake passage 14 for controlling the positions of the ACC and EGR valves 20 and 44.
In order to measure or sensed various engine and vehicle operating parameters such as crankshaft position, ~ ~33~
the quantit~ of air supplied to the engine, engine coolant ~emperature, the oxygen content of the exhaust gases, engine idling status, vehicle speed, transmission gear position, and the like, various sensors or detectors 62-82 are positioned at various locations with respect to ~he engine and vehicle~ The Grankshaft position sensor 62 and the reference pulse generator 64 are drivingly associated with the distributor 32. ~he crankshaft position sensor 62 generates crankshaft position electrical pulses 62a, each corresponding to one degree of rotation of the engine crankshaft. The reference pulse generator 64 generates reference electrical pulses 64a, each corresponding to 1~0 degrees oÇ rotation oÇ the engine crankshaÇt or 60 degrees of rotation of the distributor rotor. The angular position of the engine crankshaÇt with respect to a reference position may be sensed by starting to count the crankshaÇt position electrical pulses 62a upon the occurrence of a reference electrical pulse 64a. The speed o rotation oÇ
the bngine 10 may be sensed by measuring the repetition rate or period oÇ the crankshaft position electrical pulses 62a or the reference electrical pulses 64a.
The airflow sensor 68 is located within the intake passage 14 of the engine 10~ The airflow sensor 68 responds to the air flow to the engine and generates an output signal 68a which is in inver~e proportion to the sensed quantity Qa of air to the engine~ The exhaust gas sensor 70, which may be a conventional zirconia type oxygen ~ ~33~
sensor, is located in the exhaust passage 40 of the engine 10. The exhaust gas sensor 70 monitors the oxygen content of the exhaust and generate~ an output signal 70a indicative of the air/Euel ratio at which the engine is operating. The engine temperature sensor 72 has a thermistor mounted in the engine cooling system and connected in an electrical circuit capable of producing a signal directl~ proportional to the engine coolant temperature. The throttle position sensor 74 includes a switch adapted to close when the throttle valve 16 is in its closed position and generated a signal 74a indicative of an engine idling or decelerating status.
The transmission position sensor 76 has a switch adapted to close when the transmission is in neutral and generates a signal 76a indicative of the transmission being in neutral. The vehicle 3peed sensor 78 generates an output pulse signal 78a of a repetition rate directly proportional to the speed o running of the automotive vehicle. The load operation sensor 80 is associated with a switch adapted to close when the load such as an air conditioner is connected to a source of power and generates a signal 80a indicative of the load being operating. The engine cranlcing sensor 82, which is associated with an ignition switch 84, generates a signal 82a indicative of the engine beiny cranking.
Signals indicative of these actual engine and vehicle operating parameters are supplied to a microp 334~
.rocessor-based main control unit (E/C) lO0 which thereby continuously computes optimum settings for the controlled variables, that is, the variables which may be selectively adjusted or varied to control or determine the performance characteristic of the engine's energy conversion processO
The controlled variables include (l) the fuel injection pulse-width which determines the period of energization of the injector 26 and hence the quantity of fuel injected into the engine and the timing thereof; (2) the spark ignition, including advance angle in crankshat degrees of rotation, firing and spark ignition dwell (time duration that the spark coil is energized); (3) the positioning of the AAC valve 20 which determines the quantity of air flow through the bypass passage 18 during engine idling and hence the idling speed of the engine; (4) the positioning o the EGR valve 44 which determines the quantlty of exhaust gases recirculated into the intake passage 14; and (5) the operation of the fuel pump 22. The main control unit 100 provides a control signal 26b to the injector 26, a control signal 34b to the ignition coil, a control signal 52b to a solenoid valve 52 of the pneumatic control device 50, a control signal 54b to a solenoid valve 54 Oe the pneumatic control device 50, and a control signal 28b to the relay 28.
The main control unit lO0 measures fuel consumption and indicates it on a fuel meter 86. The main control unit 100 also has a self-check function of checking 33g~l the operation of the main control unit 100, indicating the results on an indicator 102, and turning on an electric light 88 to provide light indication of an abnormal condition. A checker 200 may be connected through a S connector 202 to the main control unit 100 for checking the operation of the main control unit and indicating the results thereon.
The main control unit 100 is powered by a vehicle battery 90 through a main power line 92 and also through an auxiliary power line 96. The main power line 92 has therein a relay 94 which is conductive to connect the main control unit 100 to the vehicle battery 10 when the ignition switch 84 is in the ON position. The relay 94 is in its non-conductive state to open the main power line 92 when the engine is cranking. The auxiliary power line 96 remains connecting the main control unit 100 to the vehicle battery 90 even when the engine is cranking as long as the vehicle hattery 90 is removed for r~pair or recharge.
The main control unit 100 ls also sonnected through a connector 302 to a microprocessor-based auxiliary control unit 300 which perorms various functions to be described later in detail. The electronic engine control system of the present invention has two separate microprocessor-based control units for reasons as follows:
Engine control systems employing a single microcompute which has circuit components in a sufficient number to provide a large capacity to perform a great 33~
number of functions, have demonstrated very poor reliability and high cost. The disadvantages attendant upon such engine control systems will be described further.
They re~uire a great number of c-onnection wires bundled in one or more harnesses and a connector having connection pins related to the number of the connection wires. The connection wires create undesirable great forces on the connector to deform it, causing unstable electrical connection between the connection wires and the microcomputer. In addition, signals on the connection wires interinfluences to introduce noises into the signals, increasing the possibility of computer malfunction.
There is an increasing failure rate and a decreasing system reliability as the number of circuit components increases. A faîlure ;n one circuit component has an undesirable effect on other circuit components through a common circuit such as power circuit, causing the engine control system to perform no function. Thi~ may be avoided to some extent by sharing the required unctions with two separate microcomputers.
With the circuit scale getting larger, the required number of connection pins increases and the size of the engine control system increases. This requires a larger volume of space for e~uipment and renders it more dificult to position the engine control system in an optimum location.
Microcomputers performmany tasks on a time `3~
sharing basis, each task being performed at longer intevals as the number of the tasks increases. If the interval gets longer than that determined by the required control speed, it should be done to share the required tasks with another microcomputer or to increase the data processing speed of the microcomputer. However, increasing the data processing speed increases costs or is impossible in some cases.
It is a matter of general knowledge that lower cost engine control systems may be obtained by using a single microcomputer to perform the required functions than by sharing the required functions with ~eparate microcomputers. As the number of the required functions exceeds a limit, however, many technological difficulties arise in using a single microcomputer to perorm the re~uired functions and special techniques are required to manufacture circuit components such as IC, LSI, and the like, resulting in extremely high cost engine control sys tems .
~eferring to Fig. 2, the main control unit 100 includes a signal shaper and amplifler 110 which receives the battery potential Lndicative signal 90a from the main power line 92 and the sensor signals 62a-82a from the sensors 62-82 positioned in various locations of the engine and vehicle. The signal shaper and amplifier 110 also receives the check command signals from the checker 200 and the data input signals from the auxiliary control unit 300.
The signal shaper and ampl;fier 110 amplifies and shapes 3~L
the input signals for application to an input interface circuit 112. An additional function of the signal shaper and ampli-Eier 110 is to absorb surqe and remove noises from the input signals so as to assure that the main control unit 100 is maintained free of failures and malfunctions.
The input interface circuit 112 includes an analog-to-digital converter and registors. The A/D
converter initiates, on command from a microprocessor system, to sequentially convert the analog input signals from the signal shaper and amplifier 110 into binary wards.
The binary wards indicative of the actual sensed engine and vehicle parameters are stored into the respective registors. The input interface circuit 112 further includes means for processing crankshaft position signals and switch signals.
The microprocessor system includes a central processor unit (CPU) 114, a memory section 120, and an operation timer 130, all of which col~nunicates with each other through a data bus 116. The memory section 120 includes a read/write memory (RAM) 122, a data holding memory (DHM) 124, a mask read only memory (MROM) 126, and a programmable read only memory (PROM) 128. The RAM 122 temporarily stores data obtained in the course of data processing and resulting from the data processing. The data stored in the RAM 122 cannot be held when the ignition switch 84 is ~urned off to open the main power line 92. The DHM 124 stores data obtained in the course of data 3~3~
processing and resulting from the data processing. Thedata stored in the DHM 124, which is powered through the auxiliary power line 96, can be held even when the ignition switch 84 is turned off. The M~OM 126 contains permanent programs for implementing the various control lows, interrupt handling routines, etc. and further contains permanent appropriate engine control data required for the CPU 114 to implement the programs. The permanent programs and data have been stored in the MROM 126 during the MROM
being manufactured. The PROM 128 contains permanent programs and data which are similar to those stored in the MROM 126 and which may vary according to the charact-eristics of the individual type of vehicle and its engine.
The permanent programs and data have been stored in the PROM 128 before it is assembled into the microprocessor system.
The CPU 114 receives inputs from a crystal controlled clock oscillator 118 and generates the required timing signals for the remainder of the system. The CPU 14 executes the programs stored in the MROM 126 and the PROM 128 for reading engine and vehicle parameter data out of the input interface circuit reglstors, processing the data to obtain optimum values of settings for controlled variables, and outputting digital control wards indicative of the optimum settings for the controlled variables into registors of an output interface circuit 132.
The operation timer circuit 130 is effective to ~334~
augument the operation capacity of the CPU 114. Theoperation timer circuit includes a multiplier serving to -increase the data processing rate of the CPU 114, an interval timer producing interrupt signals to the CPU at constant time intervals, and a free running counter providing information on the time at which an e~ent occurs and the lapse timer between successive event occurrences.
The output interface circuit 132 receives the binary words indicative of (1) the re~uired timing and pulse-width of the fuel injection pulses, (2) the ignition firing delay from the last crankshaf~ position pulse and ignition pulse-width information, (3) the idle speed control function, (4) the EGR control function, and (5) the fuel pump control function, and converts these digital words into pulse widths capable of driving or actuating a drive circuit 136. The drive circuit 136 is a power amplifier which respond~ to the pulse-width inputs and supplies control signals to operate the uel injector 26, the fuel pump rela~ 28, the ignition coil 34, the AC~ valve actuator 52, the EGR valve actuator 54, and the like. The drive circuit 136 also supplies data signals through the connector 202 to the checker 200 and through the connector 302 to the auxiliary control unit 300. The drive circuit 136 receives a part of the output signals from the output inter~ace circuit 132 through a switching circuit 134.
The main control unit 100 also includes a bac1~-up 339L~L
circuit 138 which connects a part of the output signals from the signal shaper and amplifier 110 to the switching circuit 134. The back-up circuit 138 monitors one or more signals from the drive circuit 136 and detects any trouble in the microprocessor system components such as the memory section. If any trouble occurs in the microprocessor, the back-up circuit 138 will generates a command signal 138a to the switching circuit 134 which thereby blocks the signals from the output interface circuit 132 and instead passes the signal from the back-up circuit 138 so as to permit the drive circuit 136 to generate control signals required for the engine to operate.
The reference numeral 140 designates a power circuit which is connected to the main power line 92 for supplying a 5-voit constant voltage to the input interface circuit 112, the CPU L14, the memo.ry section 120, the output interface circuit 132, and the back-up circuit 138, an on-off signal indicative of the ignition switch 84 being on or off to the input interace circuit 112, reset and halt signals to the CPU 114, a 8-volt constant voLtage to the A/D converter oE the input interface circuit 112, and a constant vol~age to the signal shaper and amplifier 110, the switching circuit 134, and the drive circuit 136. The power circuit 140 is also connected to the auxiliary power line 96 for supplying a 5-volt constant voltage to the DHM 124.
Referring to Fig. 3, the auxiliary control ~333~
unit 300 includes a CPU 310, a ROM 312, a RAM 314, an input/output interface circuit 316, and an I/O circuit 318.
The CPU 310 communicates the rest of the system through a data bus 320. The I/O circuit 318 is connected to the main control unit 100 through the connector 302. The data transferring system between the main and auxiliary control units 100 and 300 may be a full-duplex, asychronous, serious communication interface HD6801SO. The input/output interface circui~ 316 receives sensor signals from various sensors positioned at various locations with respect to the engine and vehicle. The sensors include a clock 330, a travel distance sensor 332, a fuel consumption sensor 334, a residual fuel sensor 336, and an engine rotation sensor 338. The clock 330 generates a serial signal indicative of the time. The output of the clock 330 is also used as interrupt signals. The travel distance sensor 332 generates a pulse each time the vehicle travels a predetermined distance. The tra,vel distance sensor may be a magnetic pickup transducer having a magnet mounted for rotation at a velocity proportional to the velocity of rotation o the propeller shaft~ The ~uel consumption sensor 334 generates a pulse each time a predetermined quantity of fuel is consumed. The residual fuel ~ensor 336 may be a conventional fuel gauge. The engine rotation sensor 338 may be the crankshaft position sensor used in the main control unit. The input/output interface circuit 316 also receives command signals from a keyboard 33~
input device 350. The input/output interface circuit 316 is connected to a radio receiver actuator 340, an alarm ~uzzer 342, and a digital indicator 360. The radio receiver actuator 340 turns on the radio receiver power switch and selects one of radio channels when receiving a control signal from the auxiliary control unit 300. The alarm buzzer 342 sounds in response to a control signal from the auxiliary control unit 300. The digital indicator 360 includes digital display devices 362, 364 and 366. The digital display device 362 is of a dynamic drive type employing 7-segment digit indicator tubes to exclusively show, on three figures, the speed of travelling of the vehicle. The digital display device 364 is of a dynamic drive type employing 7-segment digit indicator tubes to exclusively show, on six figures, the total distance travelled by the vehicle. The digital display device 366 is of a dynamic drive type employing 7-segment digit indicator tubes to alternatively show, on six figures, vehicle travel distance, desired time, desired radio channel, uel consumption, and the like, and an individual unit indicator.
The auxiliary control unit 300 is connected to the main control unit 100 through the connector 302 for transferring data therebetween. When the ignition switch 84 is turned on, initial settings are made for the main and auxiliary control units.
~33~L
The auxiliary control unit 300 receives sensor signals from various sensors positioned at various locations with respect to the engine and vehicle, data signals from the main control unit lO0, and command signals from the keyboard input device :350, and performs various functions as follows:
(l) It acts as a speed meter. It measures the distance traveled by the vehicle for a unit t.ime and displays the measured distance on the digital display device 362.
(2) It acts as an odometer. It measures the total distance traveled by the vehicle since the vehicle was completed and displays the measured total distance on the digital display device 364.
(3) It acts as a trip meter. It counts pulses rom the travel distance sensor 332 to measure the actual distance traveled by the vehicle on a trip s;nce a clear key on the keyboard input device 350 was depressed, and display the measured distance on the digital display device 366.
(4) It acts as a tachometer. It measures the number of rotation of the engine for a unit time and displays the measured value on the digital display device 366.
(5) It acts as a navigation meter. When it receives a command signal indicative of data including a desired average vehicle speed Vs from the keyboard input 3~
device 350, it measures the actual distance D and elapsed time T, calculates the actual average vehicle speed (D/T), the difference (D/Vs - T) between the desired time D/Vs and the actual time T, and the dif~erence (D - Vs/T) between the actual distance D and the desired distance Vs/T), and disp~ays these diEferences alternatively on the digital display device 366.
device 350, it measures the actual distance D and elapsed time T, calculates the actual average vehicle speed (D/T), the difference (D/Vs - T) between the desired time D/Vs and the actual time T, and the dif~erence (D - Vs/T) between the actual distance D and the desired distance Vs/T), and disp~ays these diEferences alternatively on the digital display device 366.
(6) It acts as a radio program selector. When it receives from the keyboard input device 350 a command signal indicative o~ data including a desired radio channel and the time at which the desired radio program starts, it stores the data into the RAM 314. It compares the stored time with the time given by the clock 330. At the desired time, it generates a control signal to cause the radio control device 340 to select the stored radio channel. The desired radio channel and time are alternatively displayed on the digital display device 366~
(7) It acts a clock alarm. When it receives from the keyboard input device 350 a command signal indicative of data including a desired time at which the alarm buzzer 342 sounds, it stores the data into the RAM 314. It compares the stored time with the time given by the clock 330. At the desired time, it generates a control signal to the alarm buzzer 342 which thereby sounds. The desired time is displayed on the digital display device 366.
(8) It acts as a fuel consumption meter. It measures ~he quantity of fuel consumed after the clear key on the keyboard input device 350 is depressed and displays the measured fuel consumption on the digital display device 366.
(9) It acts as a fuel consumption rate meter.
It measures the actual distance traveled by the vehicle for a predetermined time, divides the measured fuel consumption by the measured actual distance, and displays the quotient obtained as a result of this division on the digital display device 366.
It measures the actual distance traveled by the vehicle for a predetermined time, divides the measured fuel consumption by the measured actual distance, and displays the quotient obtained as a result of this division on the digital display device 366.
(10) It acts as a meter indicating the distance possible for the vehicle to travel with the residual fuel.
It measures the quantity of residual fuel in the fuel tank, multiplies the measured residual fuel quantity by the quotient obtained in Function (9), and displays the product obtained as a result of this multiplication on the digital display device 366.
It measures the quantity of residual fuel in the fuel tank, multiplies the measured residual fuel quantity by the quotient obtained in Function (9), and displays the product obtained as a result of this multiplication on the digital display device 366.
(11) It acts as a memory for storing and displaying a desired numeral and also as an electronic table calculator for performin~ the arithmetic calculations of addition, subtraction, multiplication, and division on binary numbers.
Fig. 4 illustrates vaxious programs to be executed by the main control unit digital computer illustrated in Fig. 3 to perform the requlred functions.
When the ignition switch 84 is turned on, the digital computer initiates first an initial setting program 400.
33~L~
At the end of execution of the initial setting program 400, the digital computer initiates a background program 500 - which includes an ignition-timing control program 510, an EGR control program 520, a fuel-injection control program 530, and a check program 540, all of which are executed in a predetermined order. The digital computer may execute a sub-program indicated by block 410 if necessary.
If an interrupt occurs for any of various reasons during the execution of the background program or the sub-program, the digital computer initiates an interrupt handling program 600 for handling various interrupts A to H
according to the type of interrupt. Block 610 indicates an interrupt A which occurs at the termination of measurement of engine speed to initiate an interrupt program 611 for determining the engine speed causing engine stall.
Block 620 indicates an interrupt B which occurs upon the reception of an external signal. Block 630 indicates an interrupt C which occurs upon the occurrence of overflow.
Block 6~0 indicates an in~errupt D which occurs at uniorm time intervals; that is, upon the occurrence of pulses at the output of the clock oscillator to initiate an interrupt program 631 for outputting clock pulses, an interrupt program 632 or initiating the A to D conversion process, and an interrupt program 633 for setting a reservation flag for processing time synchronized routines. Block 650 indicates an interrupt E which occurs at a predetermine~
~ ~33~
number of degrees of rotation of the engine crankshaft to initiate an interrupt program 651 for setting a reservation flag for processing crankshaft-rotation synchronized routines. Block 660 indicates an interrupt F which occurs when the main control unit 100 receives data from the auxiliary control unit 300 to initiate an interrupt program 661 for setting a reservation flag for processing the received data. Block 670 indicates an interrupt G
which occurs at the end of the A to D conversion process to initiate an interrupt program 671 for storing converted digital values. Block 6~0 indicates an interrupt H which occurs upon the occurrence of an instruction having the highest priority level to initiate an interrupt program 681 for holding data in the data holding memory when tlle ignition switch is turned of. At the end of execution o the interrupt programs 633, 651 and 661, a program 700 is initiated for handling an EG~ control program 710, a A-control program 720, an EGI correction program 730, and ISC control program 740, a soetware timer management program 750, a check input/output program 760, and a received data processing program 770 according to the priority level o interrupt.
The received data processing program 770 will be further described in greater detail. The data transferred from the auxiliary control unit 300 into the main control unit 100 includes a function data (F.DATA), an address data (A.DATA), and a numeral data (N.DATA). The function data 3~L~
specifies the kind of the function required to be performed and the data transfer pattern. The address data specifies tlle address at which the data in problem is stored. The neumeral data specifies a neumeral for which the data sorted in the address specified by the address data is corrected. According to the content of the function data, the main control unit 100 performs a function of ~1) correcting data such as coefficients used in calculation settings for the controlled variables such as injection pulse-width, spark ignition timing, ACC valve position, EGR
valve position, and the like, (2) acquiring data necessary for calculations of settings for the controlled variables from the auxiliary control unit 300 in the event of failure o the circuit associated with the sensors, (3) transferring data demanded by the auxiliary control unit 300, or (4) checking the operation of the main control unit 100 in accordance with data transferred from the auxiliary control unit 300.
The transfer pattern of the data transferred from the auxiliary control unit 300 to the main control unit 100 is assumed as follows: The most and second most si~nificant hits or the 8-bit function data are set at 00 if ~he function data, address data, and neumeral data are successively transferred in this order, at 01 if the function data and address data are successively transferred in this order, at 10 if the function data and neumeral data are successively transferred in this order, and at 11 if 33~
only the function data is transferred~
Fig. 5 is an overall flow diagram of programming of the digital computer as it is used to process the data transferred from the auxiliary control unit 300 to the main control unit 100. At the point 800 of the received data processing program 770, the type of the received data is determined. If the received data is a function data, the digital computer executes a program for processing the function data at the point 810. If the data is an address data, the digital computer executes a program for processing the address data at the point 820. If the data is a neumeral data, the dlgital computer executes a program for processing the neumeral data at the point 830. After the execution of the program at the point 810, 820 or 830, the program proceeds to a step at the point 840 wherein the content of the function data is determined. According ~o the content o the function data, the digital computer performs function (1) at the point 850, function (2) at the point 860, function (3) at the point 870 or function (~) at the point 880, or the program proceeds directly to the end point 890 with no function being performed.
Fig. 6 is a flow diagram illustrating the above determination o~ the type of the received data at the point 800 of Fig. 5. The data SIOS is a 8-bit data for a predetermined address of the data holding memory (DHM) 124 and gives a representation of the type of the received data. As will be described in detail, the most and second - ~5 -~333~
most significant bits of the data SIOS is 10 at the termination of data transfer. Therefore, the received data may be determined as a function dat if the most and second most significant bits of the data SIOS is 01 or 00 if the received data is an address data or a neumeral data.
At the point 801 of the program, a determination is made as to whether or not the bit (7) of the data SIOS
is 1. If the answer to this question is "yes", then the program proceeds to the function data processing step at the point 810 (Fig. 5). Otherwise, at the point ~02, another determination is made as to whether or not the bit (6) of the data SIOS is 1. If the answer to this question is "yes", then the program proceeds to the address data processing step at the point 820 (Fig. 5). If the answer to this question i5 "no", then the program proceeds to the neumeral data processing step at the point 830 (Fig. 5) Fig. 7 is a ~low diagram illustrating the Eunction data processing step at the point 810 of Fig. 5.
At the point 811 o the program, th~ data SIOD is stored in the data holding memory (D~M) 12~ at a F.D~TA address; that is, the data SIOD is shifted to F.D~TA. The following steps at the points 812, 813 and 81~ serves to determine the type oE data succeeding the received F.DATA. At the point 812, a determination is made as to whether or not the most and second most significant (highest two) bits of the F.DATA is 00. If the answer to this question is "yes", ~ ~3 ~
then the program proceeds to the point 815 which specifies that the most and second most significant bits of the data SIOS are set at 01. The reason for this is that the data following the F.DATA will be A.DATA when the most and second most significant bits of the F.DATA is 00. If the answer to this question is l'nol', then at the point 813, another determination is made as to whether or not the most and second most significant bits of the F.DATA is 01. If the answer to this question is "yes", then the program proceeds to the point 818 where the most and second most significant bits of the data SIOS are set at 01 since the A.DATA will follow the F.~ATA when the most and second most significant bits of the F.DATA is 01. If the answer to this question if "nol', then the program proceeds to another determination step at the point 814. The determination at the point 814 is whether or not the most significant bit of the F.DATA is 10. If the answer to this ~uestion is "yes", the program proceeds to the point 817 where the most and second most significant bits o the data SIOS are set at 00 since the N.D~T~ will follow the F.DAT~ when the most and second most slgnificant bits o~ the F.DATA ls 10. If the answer to this question is "no", then the program proceeds to the point 816 where the most and second most significant bits of the data SIOS are set at 10 since no data will follow the F.DATA and the data transfer is completed when the most and second most significant bits of the F.DATA
are 11.
333~
Fig. 8 is a flow diagram illustrating the address data processing step at the point 820 of Fig. 5. The .DATA is not received except when the most and second most significant (highest two) bits of the F.DATA are 00 or 01.
At the step 821 of the program, the data SIOD is stored in the data holding memory (DHM) 12~ at an A.D~TA address;
that is, the data SIOD is shifted to A.DATA. At the following point 822, a determination is made as to whether or not the most and second most significant bits of the F.DATA is 00. If the answer to this question is "yes", which specifies that the data following the A.DATA is N.DATA, the program proceeds to the point 823 wherein the most and second most significant bits of the data SIOS are set at 00. If the answer to this question is "no", which specifies that the data transfer is completed, the program proceeds to the point 824 where the most and second most significant bits of the data SIOS are set at 10.
Fig. 9 is a flow diagram illustrating the neumeral data processing step at the point 830 oE Fig. 5.
At the point a31 of the program, the data SIOD is stored in the data holding memory (D~IM) 124 a~ a location addressed by the N.DAT~; that is, the data S~OD is shifted to N.DATA.
At the following point 832, the most and second most significant thighest two) bits of the SIOS are set at 10 2S since the data transfer is completed.
Fig. 10 is a flow diagram illustrating the determination of the content of the received function data (F.DATA) at the point 8~0 of Fig. 5. The least and second, third and fourth least (lowest four) bits of the F.DATA are -used to ~ete~mine the content of the received F.DATA. At the step 841 of the program, a determination is made as to whether the bit (7) (the most significant bit) of the data SIOS is l. It is noted that the most and second most significant bits of the data SIOS are 10 when the data transfer is completed and 01 or 00 when the data transfer is not completed. If the most significant bit of the data SIOS is 0, then the program proceeds to the end point for waiting the following A.DATA or A.DATA and N.D~TA. If the most significant bit of the data SIOS is l, then at the point 842, another determination is made as to whether or not the bit (0) (the least significant bit) of the F.DATA
is l. If the answer to this question is "yes", then the program proceeds to the point 850 of Fig. 5 where the digital computer performs function (l) of correcting data such as coefficients used in calculating settings for the controlled variables. It the answer to this question is "no", then the program proceeds to a determination step at the point 8~3. The determination at the point 8~3 is whether or not the bit (l) of the F.D~TA is l. If the answer to this question is '~yes'l, then the program proceeds to the point 860 of Fig. 5 where the digital computer performs function (2) of fetching data necessary for calculations of settings for the controlled variables from the auxiliary control unit 300. If the answer to this 33~3L
~uestion is "no", then the program proceeds to a determination step at the point 844~ The determination at the point 844 is whether or not the bit (2) of the F.DATA
is 1. If the answer to this question is "yes", then the program proceeds to the point 870 of Fig. 5 where the digital computer performs function (3) of transferring data demanded by the auxiliary control unit 300. If the answer to this question is "no", the program proceeds to the point 880 of Fig. S where the digital computer performs function (4) of checking the operation of the main control unit 100 in accordance with data transferred from the auxiliary control unit 300.
For example, to correct the constant used in calculating the controlled variable Euel-injection pulse-width, the keyboard input device 350 may be operated to input, into the main control unit 100, F.DATA directed to function (1), A.DATA directed to the constant Eor the Euel-injection pulse-width, and N.DATA directed to the value to which the constant is corrected or modified.
Fig. 11 is a flow diagram illustratin~ the programming of the digital computer as it received F.DATA
having a bit pattern of 00000001, A.DATA having a bit patter of 10000001, and N.DATA having a bit pattern of 00001100 and performs function (1). At the point 851 o the program, the N.DATA is added to the data stored at the address of the DHM 124 specified by the A.DATA. That is, OAH (=10) is added to the constant K for calculations of the controlled variable ~uel injection pulse-width at the 81H address since the A.DATA has a bit pattern of 10000001 corresponding to 81H in sexadecimal notation.
Assuming that the value of the constant K is C8H (=200), it is corrected to D2H (=210). That is, this correction results in a 5~ increase of the constant K.
Fig. 12 is a flow diagram illustrating the programming of the digital computer for calculating a basic va]ue for the controlled variable fuel-injection pulse-width. At the point 852 of the program, the digital computer reads data of the speed N of rotation of the engine and the quantity Q Qf air to the engine into the computer memory. At the following point 853, a basic value Tp is calculated by dividing the intake air quantity Q by the engine speed N, and multiplying the quotient obtained as a result of this division by the constant K. Since the constant R is stored in the data hold memory (DHM) 124, it can be used for calculations of the ~uel-injection pulse-width when the ignition switch is turned on ~ter theengine comes to a stop.
Similar processes may be performed to modify or correct other correction factors or coefficients which are used as well as the constant K in calculating the controlled-variable fuel-injection pulse-width. In addition, the main control unit may be designed to respond a signal from the throttle-valve switch 7~ for selecting a constant which is used in calculating the controlled variable fuel-injection pulse-width only when the engine is idling.
Other coefficients or falctors such as those for idle engine speed control, iynitlon timing control, EGR
control, and the like can be modified or corrected by suitably selecting the address of the input data (which is specified by the A.DATA) and the correction value (which is specified by the N.DATA) .
Correction values are stored in the data holding memory (D~IM) 124 which hold the stored data independently of the ignition switch being turned oEf. The DHM 124 may be constructed by a nonvolatile memory which can hold the stored data after the memory is disconnected from a power source, although such a nonvolatile memory is very expensive.
While the present invention has been described in connection with a four cycle, six cylinder engine, it should be understood that the invention contemplates use with engine of any design. In addition, while the present invention has been described in connection with a specific embodiment thereof, it is evident that many alternatives, modiEications a`nd variations will be apparent to those skilled in the art. Accordingly, it is intended to embrace all alternatives, modiEications, and variations ~hat fall within the spirit and broad scope of the appended claims.
Fig. 4 illustrates vaxious programs to be executed by the main control unit digital computer illustrated in Fig. 3 to perform the requlred functions.
When the ignition switch 84 is turned on, the digital computer initiates first an initial setting program 400.
33~L~
At the end of execution of the initial setting program 400, the digital computer initiates a background program 500 - which includes an ignition-timing control program 510, an EGR control program 520, a fuel-injection control program 530, and a check program 540, all of which are executed in a predetermined order. The digital computer may execute a sub-program indicated by block 410 if necessary.
If an interrupt occurs for any of various reasons during the execution of the background program or the sub-program, the digital computer initiates an interrupt handling program 600 for handling various interrupts A to H
according to the type of interrupt. Block 610 indicates an interrupt A which occurs at the termination of measurement of engine speed to initiate an interrupt program 611 for determining the engine speed causing engine stall.
Block 620 indicates an interrupt B which occurs upon the reception of an external signal. Block 630 indicates an interrupt C which occurs upon the occurrence of overflow.
Block 6~0 indicates an in~errupt D which occurs at uniorm time intervals; that is, upon the occurrence of pulses at the output of the clock oscillator to initiate an interrupt program 631 for outputting clock pulses, an interrupt program 632 or initiating the A to D conversion process, and an interrupt program 633 for setting a reservation flag for processing time synchronized routines. Block 650 indicates an interrupt E which occurs at a predetermine~
~ ~33~
number of degrees of rotation of the engine crankshaft to initiate an interrupt program 651 for setting a reservation flag for processing crankshaft-rotation synchronized routines. Block 660 indicates an interrupt F which occurs when the main control unit 100 receives data from the auxiliary control unit 300 to initiate an interrupt program 661 for setting a reservation flag for processing the received data. Block 670 indicates an interrupt G
which occurs at the end of the A to D conversion process to initiate an interrupt program 671 for storing converted digital values. Block 6~0 indicates an interrupt H which occurs upon the occurrence of an instruction having the highest priority level to initiate an interrupt program 681 for holding data in the data holding memory when tlle ignition switch is turned of. At the end of execution o the interrupt programs 633, 651 and 661, a program 700 is initiated for handling an EG~ control program 710, a A-control program 720, an EGI correction program 730, and ISC control program 740, a soetware timer management program 750, a check input/output program 760, and a received data processing program 770 according to the priority level o interrupt.
The received data processing program 770 will be further described in greater detail. The data transferred from the auxiliary control unit 300 into the main control unit 100 includes a function data (F.DATA), an address data (A.DATA), and a numeral data (N.DATA). The function data 3~L~
specifies the kind of the function required to be performed and the data transfer pattern. The address data specifies tlle address at which the data in problem is stored. The neumeral data specifies a neumeral for which the data sorted in the address specified by the address data is corrected. According to the content of the function data, the main control unit 100 performs a function of ~1) correcting data such as coefficients used in calculation settings for the controlled variables such as injection pulse-width, spark ignition timing, ACC valve position, EGR
valve position, and the like, (2) acquiring data necessary for calculations of settings for the controlled variables from the auxiliary control unit 300 in the event of failure o the circuit associated with the sensors, (3) transferring data demanded by the auxiliary control unit 300, or (4) checking the operation of the main control unit 100 in accordance with data transferred from the auxiliary control unit 300.
The transfer pattern of the data transferred from the auxiliary control unit 300 to the main control unit 100 is assumed as follows: The most and second most si~nificant hits or the 8-bit function data are set at 00 if ~he function data, address data, and neumeral data are successively transferred in this order, at 01 if the function data and address data are successively transferred in this order, at 10 if the function data and neumeral data are successively transferred in this order, and at 11 if 33~
only the function data is transferred~
Fig. 5 is an overall flow diagram of programming of the digital computer as it is used to process the data transferred from the auxiliary control unit 300 to the main control unit 100. At the point 800 of the received data processing program 770, the type of the received data is determined. If the received data is a function data, the digital computer executes a program for processing the function data at the point 810. If the data is an address data, the digital computer executes a program for processing the address data at the point 820. If the data is a neumeral data, the dlgital computer executes a program for processing the neumeral data at the point 830. After the execution of the program at the point 810, 820 or 830, the program proceeds to a step at the point 840 wherein the content of the function data is determined. According ~o the content o the function data, the digital computer performs function (1) at the point 850, function (2) at the point 860, function (3) at the point 870 or function (~) at the point 880, or the program proceeds directly to the end point 890 with no function being performed.
Fig. 6 is a flow diagram illustrating the above determination o~ the type of the received data at the point 800 of Fig. 5. The data SIOS is a 8-bit data for a predetermined address of the data holding memory (DHM) 124 and gives a representation of the type of the received data. As will be described in detail, the most and second - ~5 -~333~
most significant bits of the data SIOS is 10 at the termination of data transfer. Therefore, the received data may be determined as a function dat if the most and second most significant bits of the data SIOS is 01 or 00 if the received data is an address data or a neumeral data.
At the point 801 of the program, a determination is made as to whether or not the bit (7) of the data SIOS
is 1. If the answer to this question is "yes", then the program proceeds to the function data processing step at the point 810 (Fig. 5). Otherwise, at the point ~02, another determination is made as to whether or not the bit (6) of the data SIOS is 1. If the answer to this question is "yes", then the program proceeds to the address data processing step at the point 820 (Fig. 5). If the answer to this question i5 "no", then the program proceeds to the neumeral data processing step at the point 830 (Fig. 5) Fig. 7 is a ~low diagram illustrating the Eunction data processing step at the point 810 of Fig. 5.
At the point 811 o the program, th~ data SIOD is stored in the data holding memory (D~M) 12~ at a F.D~TA address; that is, the data SIOD is shifted to F.D~TA. The following steps at the points 812, 813 and 81~ serves to determine the type oE data succeeding the received F.DATA. At the point 812, a determination is made as to whether or not the most and second most significant (highest two) bits of the F.DATA is 00. If the answer to this question is "yes", ~ ~3 ~
then the program proceeds to the point 815 which specifies that the most and second most significant bits of the data SIOS are set at 01. The reason for this is that the data following the F.DATA will be A.DATA when the most and second most significant bits of the F.DATA is 00. If the answer to this question is l'nol', then at the point 813, another determination is made as to whether or not the most and second most significant bits of the F.DATA is 01. If the answer to this question is "yes", then the program proceeds to the point 818 where the most and second most significant bits of the data SIOS are set at 01 since the A.DATA will follow the F.~ATA when the most and second most significant bits of the F.DATA is 01. If the answer to this question if "nol', then the program proceeds to another determination step at the point 814. The determination at the point 814 is whether or not the most significant bit of the F.DATA is 10. If the answer to this ~uestion is "yes", the program proceeds to the point 817 where the most and second most significant bits o the data SIOS are set at 00 since the N.D~T~ will follow the F.DAT~ when the most and second most slgnificant bits o~ the F.DATA ls 10. If the answer to this question is "no", then the program proceeds to the point 816 where the most and second most significant bits of the data SIOS are set at 10 since no data will follow the F.DATA and the data transfer is completed when the most and second most significant bits of the F.DATA
are 11.
333~
Fig. 8 is a flow diagram illustrating the address data processing step at the point 820 of Fig. 5. The .DATA is not received except when the most and second most significant (highest two) bits of the F.DATA are 00 or 01.
At the step 821 of the program, the data SIOD is stored in the data holding memory (DHM) 12~ at an A.D~TA address;
that is, the data SIOD is shifted to A.DATA. At the following point 822, a determination is made as to whether or not the most and second most significant bits of the F.DATA is 00. If the answer to this question is "yes", which specifies that the data following the A.DATA is N.DATA, the program proceeds to the point 823 wherein the most and second most significant bits of the data SIOS are set at 00. If the answer to this question is "no", which specifies that the data transfer is completed, the program proceeds to the point 824 where the most and second most significant bits of the data SIOS are set at 10.
Fig. 9 is a flow diagram illustrating the neumeral data processing step at the point 830 oE Fig. 5.
At the point a31 of the program, the data SIOD is stored in the data holding memory (D~IM) 124 a~ a location addressed by the N.DAT~; that is, the data S~OD is shifted to N.DATA.
At the following point 832, the most and second most significant thighest two) bits of the SIOS are set at 10 2S since the data transfer is completed.
Fig. 10 is a flow diagram illustrating the determination of the content of the received function data (F.DATA) at the point 8~0 of Fig. 5. The least and second, third and fourth least (lowest four) bits of the F.DATA are -used to ~ete~mine the content of the received F.DATA. At the step 841 of the program, a determination is made as to whether the bit (7) (the most significant bit) of the data SIOS is l. It is noted that the most and second most significant bits of the data SIOS are 10 when the data transfer is completed and 01 or 00 when the data transfer is not completed. If the most significant bit of the data SIOS is 0, then the program proceeds to the end point for waiting the following A.DATA or A.DATA and N.D~TA. If the most significant bit of the data SIOS is l, then at the point 842, another determination is made as to whether or not the bit (0) (the least significant bit) of the F.DATA
is l. If the answer to this question is "yes", then the program proceeds to the point 850 of Fig. 5 where the digital computer performs function (l) of correcting data such as coefficients used in calculating settings for the controlled variables. It the answer to this question is "no", then the program proceeds to a determination step at the point 8~3. The determination at the point 8~3 is whether or not the bit (l) of the F.D~TA is l. If the answer to this question is '~yes'l, then the program proceeds to the point 860 of Fig. 5 where the digital computer performs function (2) of fetching data necessary for calculations of settings for the controlled variables from the auxiliary control unit 300. If the answer to this 33~3L
~uestion is "no", then the program proceeds to a determination step at the point 844~ The determination at the point 844 is whether or not the bit (2) of the F.DATA
is 1. If the answer to this question is "yes", then the program proceeds to the point 870 of Fig. 5 where the digital computer performs function (3) of transferring data demanded by the auxiliary control unit 300. If the answer to this question is "no", the program proceeds to the point 880 of Fig. S where the digital computer performs function (4) of checking the operation of the main control unit 100 in accordance with data transferred from the auxiliary control unit 300.
For example, to correct the constant used in calculating the controlled variable Euel-injection pulse-width, the keyboard input device 350 may be operated to input, into the main control unit 100, F.DATA directed to function (1), A.DATA directed to the constant Eor the Euel-injection pulse-width, and N.DATA directed to the value to which the constant is corrected or modified.
Fig. 11 is a flow diagram illustratin~ the programming of the digital computer as it received F.DATA
having a bit pattern of 00000001, A.DATA having a bit patter of 10000001, and N.DATA having a bit pattern of 00001100 and performs function (1). At the point 851 o the program, the N.DATA is added to the data stored at the address of the DHM 124 specified by the A.DATA. That is, OAH (=10) is added to the constant K for calculations of the controlled variable ~uel injection pulse-width at the 81H address since the A.DATA has a bit pattern of 10000001 corresponding to 81H in sexadecimal notation.
Assuming that the value of the constant K is C8H (=200), it is corrected to D2H (=210). That is, this correction results in a 5~ increase of the constant K.
Fig. 12 is a flow diagram illustrating the programming of the digital computer for calculating a basic va]ue for the controlled variable fuel-injection pulse-width. At the point 852 of the program, the digital computer reads data of the speed N of rotation of the engine and the quantity Q Qf air to the engine into the computer memory. At the following point 853, a basic value Tp is calculated by dividing the intake air quantity Q by the engine speed N, and multiplying the quotient obtained as a result of this division by the constant K. Since the constant R is stored in the data hold memory (DHM) 124, it can be used for calculations of the ~uel-injection pulse-width when the ignition switch is turned on ~ter theengine comes to a stop.
Similar processes may be performed to modify or correct other correction factors or coefficients which are used as well as the constant K in calculating the controlled-variable fuel-injection pulse-width. In addition, the main control unit may be designed to respond a signal from the throttle-valve switch 7~ for selecting a constant which is used in calculating the controlled variable fuel-injection pulse-width only when the engine is idling.
Other coefficients or falctors such as those for idle engine speed control, iynitlon timing control, EGR
control, and the like can be modified or corrected by suitably selecting the address of the input data (which is specified by the A.DATA) and the correction value (which is specified by the N.DATA) .
Correction values are stored in the data holding memory (D~IM) 124 which hold the stored data independently of the ignition switch being turned oEf. The DHM 124 may be constructed by a nonvolatile memory which can hold the stored data after the memory is disconnected from a power source, although such a nonvolatile memory is very expensive.
While the present invention has been described in connection with a four cycle, six cylinder engine, it should be understood that the invention contemplates use with engine of any design. In addition, while the present invention has been described in connection with a specific embodiment thereof, it is evident that many alternatives, modiEications a`nd variations will be apparent to those skilled in the art. Accordingly, it is intended to embrace all alternatives, modiEications, and variations ~hat fall within the spirit and broad scope of the appended claims.
Claims (10)
1. An apparatus for controlling the energy conversion process of an internal combustion engine, comprising:
means for controlling said energy conversion process;
source means for deriving signals indicative of operating parameters of said combustion engine;
a data input unit having a keyboard input device for deriving data specifying a desired function, a desired location in a memory, and a desired numeral; and a digital computer comprising said memory for storing coefficients in respective locations including said specified location, said digital computer comprising means responsive to the signals derived from the source means and the coefficients stored in the memory for calculating settings of said means for controlling the energy conversion process, said digital computer also comprising means responsive to the data derived from the data input unit for modifying the coefficient stored in the memory at said specified location based upon said specified numeral.
means for controlling said energy conversion process;
source means for deriving signals indicative of operating parameters of said combustion engine;
a data input unit having a keyboard input device for deriving data specifying a desired function, a desired location in a memory, and a desired numeral; and a digital computer comprising said memory for storing coefficients in respective locations including said specified location, said digital computer comprising means responsive to the signals derived from the source means and the coefficients stored in the memory for calculating settings of said means for controlling the energy conversion process, said digital computer also comprising means responsive to the data derived from the data input unit for modifying the coefficient stored in the memory at said specified location based upon said specified numeral.
2. The engine control apparatus as claimed in claim 1, wherein said means for modifying the coefficient stored in the memory at the specified location comprise means for adding the specified numeral to the value stored in the memory at the specified location.
3. The engine control apparatus as claimed in claim 1, wherein said combustion engine includes a source of potential for supplying a potential to said memory independently of an ignition switch being turned off.
4. An apparatus for controlling an internal combustion engine having at least one injector operable for supplying fuel into said engine in quantities determined by the width of an electrical pulse signal applied thereto, comprising:
a first source for deriving a signal indicative of an existing air flow rate to the engine;
a second source for deriving a signal indicative of an existing engine speed;
a data deriving unit for deriving a command signal specifying a desired location in a memory and a desired numeral;
a digital computer including said memory for storing at least one coefficient at said specified location, said digital computer including first means responsive to the command signal for modifying the coefficient stored in the memory at the specified location based upon the specified numeral, said digital computer also including second means for calculating a value Tp for the width of the electrical pulse signal from an equation as follows:
Tp = K x Tb wherein K is the value of the modified coefficient and Tb is a basic value for the width of the electrical pulse signal.
a first source for deriving a signal indicative of an existing air flow rate to the engine;
a second source for deriving a signal indicative of an existing engine speed;
a data deriving unit for deriving a command signal specifying a desired location in a memory and a desired numeral;
a digital computer including said memory for storing at least one coefficient at said specified location, said digital computer including first means responsive to the command signal for modifying the coefficient stored in the memory at the specified location based upon the specified numeral, said digital computer also including second means for calculating a value Tp for the width of the electrical pulse signal from an equation as follows:
Tp = K x Tb wherein K is the value of the modified coefficient and Tb is a basic value for the width of the electrical pulse signal.
5. The engine control apparatus as claimed in claim 4, wherein said digital computer includes means for calculating the basic value Tb from an equation as follows:
Tb = Qa/N
wherein Qa is a value for the air flow rate to the engine, and N is a value for the engine speed.
Tb = Qa/N
wherein Qa is a value for the air flow rate to the engine, and N is a value for the engine speed.
6. The engine control apparatus as claimed in claim 4, wherein said first means of the digital computer include means for modifying the coefficient by adding the specified numeral to the value stored in the memory at said specified location.
7. The engine control apparatus as claimed in claim 4, wherein said combustion engine includes a source of potential for supplying a potential to said memory independently of an ignition switch being turned off.
8. A method of controlling an internal combustion engine having at least one injector operable for supplying fuel into the engine in quantities determined by the width of an electrical pulse signal applied thereto, comprising the steps of:
detecting an engine speed and an air flow rate to the engine;
deriving a command signal specifying a desired location and a desired numeral, modifying a coefficient stored at said specified location based upon said specified numeral; and calculating a value Tp for the width of the electrical pulse signal from an equation as follows:
Tp = K x Tb wherein K is the value of the modified coefficient and Tb is a basic value for the width of the electrical pulse signal.
detecting an engine speed and an air flow rate to the engine;
deriving a command signal specifying a desired location and a desired numeral, modifying a coefficient stored at said specified location based upon said specified numeral; and calculating a value Tp for the width of the electrical pulse signal from an equation as follows:
Tp = K x Tb wherein K is the value of the modified coefficient and Tb is a basic value for the width of the electrical pulse signal.
9. The engine control method as claimed in claim 8, wherein the basic value Tb is calculated from an equation as follows:
Tb = Qa/N
wherein Qa is a value for the air flow rate to the engine and N is a value for the engine speed.
Tb = Qa/N
wherein Qa is a value for the air flow rate to the engine and N is a value for the engine speed.
10. The engine control method as claimed in claim 8, wherein the step of modifying the coefficient stored at the specified location based upon the specified numeral includes the step of adding the specified numeral to the value stored at said specified location.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56110887A JPS5813140A (en) | 1981-07-17 | 1981-07-17 | Electronic engine control device with external adjustment function |
| JP56-110887 | 1981-07-17 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1193341A true CA1193341A (en) | 1985-09-10 |
Family
ID=14547206
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000407414A Expired CA1193341A (en) | 1981-07-17 | 1982-07-16 | Electronic engine control system |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US4551803A (en) |
| JP (1) | JPS5813140A (en) |
| CA (1) | CA1193341A (en) |
| DE (1) | DE3226353A1 (en) |
| GB (1) | GB2103836B (en) |
Families Citing this family (33)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4556943A (en) * | 1983-05-27 | 1985-12-03 | Allied Corporation | Multiprocessing microprocessor based engine control system for an internal combustion engine |
| JPS60121127A (en) * | 1983-12-06 | 1985-06-28 | Nissan Motor Co Ltd | Method of controlling power train |
| JPS60128055A (en) * | 1983-12-14 | 1985-07-08 | Nissan Motor Co Ltd | Control method of preventing slip of power train |
| JPH0650071B2 (en) * | 1983-12-14 | 1994-06-29 | 日産自動車株式会社 | Vehicle driving force control device |
| JPS60131326A (en) * | 1983-12-21 | 1985-07-13 | Nissan Motor Co Ltd | Device for reducing shock upon speed-change in automatic transmission |
| JPS60159353A (en) * | 1984-01-30 | 1985-08-20 | Mazda Motor Corp | Control device for automobile |
| DE3405916A1 (en) * | 1984-02-18 | 1985-08-22 | Robert Bosch Gmbh, 7000 Stuttgart | MIXING METERING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
| JPS60195342A (en) * | 1984-03-19 | 1985-10-03 | Hitachi Ltd | Engine controller |
| DE3410082A1 (en) * | 1984-03-20 | 1985-09-26 | Robert Bosch Gmbh, 7000 Stuttgart | CONTROL UNIT FOR MOTOR VEHICLES |
| JPH0792018B2 (en) * | 1984-07-04 | 1995-10-09 | 日本電装株式会社 | Vehicle control device |
| US4903219A (en) * | 1988-01-27 | 1990-02-20 | Sun Electric Corp. | Method of identifying flag bits |
| US5123397A (en) * | 1988-07-29 | 1992-06-23 | North American Philips Corporation | Vehicle management computer |
| JPH02191841A (en) * | 1989-01-20 | 1990-07-27 | Fuji Heavy Ind Ltd | Idle speed regulating device for engine |
| JPH04269356A (en) * | 1991-02-26 | 1992-09-25 | Mitsubishi Electric Corp | Correction value holding method in engine control device |
| US5278759A (en) * | 1991-05-07 | 1994-01-11 | Chrysler Corporation | System and method for reprogramming vehicle computers |
| US5379627A (en) * | 1992-06-03 | 1995-01-10 | A&E Manufacturing Co., Inc. | Tester for mass airflow sensor |
| JP2880364B2 (en) * | 1993-02-25 | 1999-04-05 | 株式会社日立製作所 | Automotive engine control device |
| DE4342204C2 (en) * | 1993-12-10 | 1996-09-19 | Telefunken Microelectron | Method for controlling the drive unit of motor vehicles consisting of engine and transmission |
| US5644491A (en) * | 1994-01-31 | 1997-07-01 | Sendec Corporation | Self contained multi-function engine monitor and timer for providing engine running time, job time, service time and tachometer functions |
| JPH08237810A (en) * | 1995-02-27 | 1996-09-13 | Aqueous Res:Kk | Hybrid vehicle |
| US5995898A (en) * | 1996-12-06 | 1999-11-30 | Micron Communication, Inc. | RFID system in communication with vehicle on-board computer |
| US6089207A (en) * | 1998-03-02 | 2000-07-18 | Cummins Engine Company, Inc. | Throttle control response selection system |
| US6172428B1 (en) * | 1998-12-30 | 2001-01-09 | Westwood Corporation | Digital control system and method for generator sets |
| DE19959597C1 (en) * | 1999-12-10 | 2001-02-15 | Bayerische Motoren Werke Ag | Method and device for optical display of pieces of interconnected or interrelated information in motor vehicles uses an electronically controllable display panel. |
| US6275766B1 (en) * | 1999-12-21 | 2001-08-14 | Ford Global Technologies, Inc. | System and method of reducing chronometric load |
| US6539299B2 (en) | 2000-02-18 | 2003-03-25 | Optimum Power Technology | Apparatus and method for calibrating an engine management system |
| FR2819022B1 (en) * | 2000-12-28 | 2006-06-02 | Denso Corp | HYDRAULIC CONTROL DEVICE, SYSTEM AND METHOD FOR CONTROLLING ACTUATOR DEVICE |
| JP2007009852A (en) * | 2005-07-01 | 2007-01-18 | Hitachi Ltd | Fuel control device and fuel injection timing control method for internal combustion engine |
| DE102008000916B4 (en) * | 2007-04-02 | 2021-12-16 | Denso Corporation | Combustion control device for direct injection compression ignition engines |
| US8643474B2 (en) * | 2008-05-05 | 2014-02-04 | Round Rock Research, Llc | Computer with RFID interrogator |
| JP5215204B2 (en) * | 2009-01-29 | 2013-06-19 | 株式会社クボタ | Work machine display structure |
| US10428756B2 (en) * | 2012-06-01 | 2019-10-01 | Mahindra And Mahindra Limited | Power-economy mode control system for a vehicle |
| TWI593875B (en) * | 2016-01-21 | 2017-08-01 | Rong-Bin Liao | Engine control |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2304491C3 (en) * | 1972-02-14 | 1980-02-21 | Saab-Scania Ab, Linkoeping (Schweden) | Arrangement for transferring control data to a control unit of a machine tool or drawing machine |
| FR2355437A6 (en) * | 1972-05-10 | 1978-01-13 | Peugeot & Renault | ANALOGUE-DIGITAL-ANALOGUE CONTROL SYSTEM WITH MULTI-FUNCTION DIGITAL COMPUTER FOR MOTOR VEHICLES |
| DE2551681C2 (en) * | 1975-11-18 | 1986-10-02 | Robert Bosch Gmbh, 7000 Stuttgart | Electrically controlled fuel injection system for internal combustion engines |
| DE2551688A1 (en) * | 1975-11-18 | 1977-06-02 | Bosch Gmbh Robert | FUEL INJECTION DEVICE FOR COMBUSTION MACHINERY |
| IT1081383B (en) * | 1977-04-27 | 1985-05-21 | Magneti Marelli Spa | ELECTRONIC EQUIPMENT FOR THE CONTROL OF THE POWER OF AN AIR / PETROL MIXTURE OF AN INTERNAL COMBUSTION ENGINE |
| JPS5420203A (en) * | 1977-07-15 | 1979-02-15 | Hitachi Ltd | Combustion control equipment of engine |
| JPS6060019B2 (en) * | 1977-10-17 | 1985-12-27 | 株式会社日立製作所 | How to control the engine |
| JPS5557956A (en) * | 1978-10-25 | 1980-04-30 | Nissan Motor Co Ltd | Malfunction prevention unit of microcomputer |
| JPS55138101A (en) * | 1979-04-13 | 1980-10-28 | Hitachi Ltd | Engine controller |
| JPS5654936A (en) * | 1979-10-10 | 1981-05-15 | Nippon Denso Co Ltd | Control method for air-fuel ratio |
| JPS56135250A (en) * | 1980-03-24 | 1981-10-22 | Nissan Motor Co Ltd | Output device of microcomputer |
| JPS56138440A (en) * | 1980-03-31 | 1981-10-29 | Toyota Motor Corp | Operation control method for internal combustion engine |
| JPS5744752A (en) * | 1980-09-01 | 1982-03-13 | Toyota Motor Corp | Method of controlling air fuel ratio of internal combustion engine |
-
1981
- 1981-07-17 JP JP56110887A patent/JPS5813140A/en active Pending
-
1982
- 1982-07-14 DE DE19823226353 patent/DE3226353A1/en not_active Ceased
- 1982-07-15 US US06/398,554 patent/US4551803A/en not_active Expired - Fee Related
- 1982-07-16 CA CA000407414A patent/CA1193341A/en not_active Expired
- 1982-07-19 GB GB08220847A patent/GB2103836B/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| DE3226353A1 (en) | 1983-02-10 |
| US4551803A (en) | 1985-11-05 |
| GB2103836B (en) | 1986-04-09 |
| GB2103836A (en) | 1983-02-23 |
| JPS5813140A (en) | 1983-01-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CA1193341A (en) | Electronic engine control system | |
| US5019799A (en) | Electronic device with self-monitor for an automotive vehicle | |
| US4436073A (en) | Method of and apparatus for controlling the fuel feeding rate of an internal combustion engine | |
| US4348727A (en) | Air-fuel ratio control apparatus | |
| US4319451A (en) | Method for preventing overheating of an exhaust purifying device | |
| EP0265968B1 (en) | Vehicle engine controller | |
| EP0065221B1 (en) | Internal combustion engine control apparatus | |
| US4467770A (en) | Method and apparatus for controlling the air-fuel ratio in an internal combustion engine | |
| US5190020A (en) | Automatic control system for IC engine fuel injection | |
| US4440119A (en) | Electronic fuel injecting method and device for internal combustion engine | |
| EP0517291B1 (en) | Method and apparatus for controlling and diagnosing a fuel system | |
| GB2197093A (en) | Adaptive air fuel control using hydrocarbon variability feedback | |
| GB2125578A (en) | Self monitoring system | |
| GB2125577A (en) | Self monitoring system | |
| US4457282A (en) | Electronic control for fuel injection | |
| US4461261A (en) | Closed loop air/fuel ratio control using learning data each arranged not to exceed a predetermined value | |
| EP0360193B1 (en) | Method for controlling air-fuel ratio for use in internal combustion engine and apparatus for controlling the same | |
| EP2324225A1 (en) | Burned-gas passage amount computing method and system used in exhaust gas recirculation system | |
| US4508084A (en) | Method for controlling a fuel metering system of an internal combustion engine | |
| EP0110312A2 (en) | Engine control method | |
| US5494018A (en) | Altitude dependent fuel injection timing | |
| EP0106367A2 (en) | Fuel injection control apparatus for internal combustion engine | |
| US6029630A (en) | Engine control device having an arrangement for limiting interrupt processing | |
| US5138833A (en) | Converter overtemperature protection system and method | |
| US4773016A (en) | Learning control system and method for controlling an automotive engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |