US4459961A
Expired / Lapsed
US
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Fuel injection control method
Assignee: Honda Motor Co Ltd
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Filing: 1982-02-12
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Granted: 1984-07-17
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Expires: 2002-02-12
Abstract
Abstract In a fuel injection control method in which the injector is activated for fuel injection dependent on the interrelation between pulses produced from a crank angle sensor and a timing sensor, all the injectors are activated by any timing pulse before the injector to be normally activated for the fuel injection is determined during start-up of an engine, so that start-up characteristics of the engine can be improved.
Inventors
- 👤 Hiroyuki Nishimura
- 👤 Shumpei Hasegawa
- 👤 Masahiro Watanabe
- 👤 Takehiko Hosokawa
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-10-31 00:27
CPC Classifications
F; F02; F02D; F02D41/00; F02D41/02; F02D41/04; F02D41/06; F02D41/062; F02D41/008; F02D41/0087
Claims Analysis
Total Claims: 8
Claim 1
Independent Claim
184 words
A method of controlling fuel injection adapted for a fuel injection control system comprising: a crank angle sensor for generating crank angle pulses at specified crank angles during a plurality of rotations of a crank shaft of an engine having a plurality of cylinders; a timing sensor for sequentially generating timing pulses between the crank angle pulses; a plurality of injectors respectively mounted to each of the cylinders of the engine; and a controller for computing a fuel injection time for each of the injectors upon being interrupted by each of the timing pulses and controlling the fuel injection timing for each of the injectors, said controlling method being such that fuel is injected from all the injectors by only the N-th timing pulse before the (N+M-1)-th timing pulse occurs following start-up of the engine, where N is an integer not greater than M and M represents the number of fuel injection timings during two rotations of the crank shaft, and the fuel is injected from the injectors specified by the crank angle pulses and the timing pulses after the (N+M)-th timing pulse occurs.
Claim 2
Independent Claim
184 words
A method of controlling fuel injection adapted for a fuel injection control system comprising: a crank angle sensor for generating crank angle pulses at specified crank angles during a plurality of rotations of a crank shaft of an engine having a plurality of cylinders; a timing sensor for sequentially generating timing pulses between the crank angle pulses; a plurality of injectors respectively mounted to each of the cylinders of the engine; and a controller for computing a fuel injection time for each of the injectors upon being interrupted by each of the timing pulses and controlling the fuel injection timing for each of the injectors, said controlling method being such that fuel is injected from all the injectors by only the N-th timing pulse before the (N+M-1)-th timing pulse occurs following start-up of the engine, where N is an integer not greater than M and M represents the number of fuel injection timings during two rotations of the crank shaft, and the fuel is injected from the injectors specified by the crank angle pulses and the timing pulses after the (N+M)-th timing pulse occurs.
Claim 3
Dependent Claim
57 words
A fuel injection control method according to claim 1, wherein when the injector to be specified by the crank angle pulse and the timing pulse is determined before the N-th timing pulse occurs following the engine start-up, the fuel is injected from the injectors normally corresponding to the timing pulses by the N-th and subsequent timing pulses.
Claim 4
Independent Claim
173 words
A method of controlling fuel injection adapted for a fuel injection control system comprising: a crank angle sensor for generating crank angle pulses at specified crank angles during a plurality of rotations of a crank shaft of an engine having a plurality of cylinders; a timing sensor for sequentially generating M timing pulses between the crank angle pulses; a plurality of injectors respectively mounted to each of the cylinders of the engine; and a controller for computing a fuel injection time for each of the injectors by the interruption by each of the timing pulses and controlling the fuel injection timing for each of the injectors, said controlling method being such that it is judged during the interruption processing by the timing pulse following start-up of the engine whether or not the crank angle pulse is present immediately before the timing pulse, and all the injectors are activated simultaneously by any timing pulse occuring at the time when it is determined that the crank angle pulse is absent immediately before the timing pulse.
Claim 5
Independent Claim
173 words
A method of controlling fuel injection adapted for a fuel injection control system comprising: a crank angle sensor for generating crank angle pulses at specified crank angles during a plurality of rotations of a crank shaft of an engine having a plurality of cylinders; a timing sensor for sequentially generating M timing pulses between the crank angle pulses; a plurality of injectors respectively mounted to each of the cylinders of the engine; and a controller for computing a fuel injection time for each of the injectors by the interruption by each of the timing pulses and controlling the fuel injection timing for each of the injectors, said controlling method being such that it is judged during the interruption processing by the timing pulse following start-up of the engine whether or not the crank angle pulse is present immediately before the timing pulse, and all the injectors are activated simultaneously by any timing pulse occuring at the time when it is determined that the crank angle pulse is absent immediately before the timing pulse.
Claim 6
Dependent Claim
86 words
A fuel injection control method according to claim 3, wherein the interruption processing by the timing pulse comprises the steps of: judging whether or not the interruption is effected by the first timing pulse following the engine start-up; judging, when the interruption by the first timing pulse is determined, whether or not the crank angle pulse is present immediately before the first timing pulse; and ;p1 activating all the injectors when it is determined that the crank angle pulse is absent immediately before the timing pulse.
Claim 7
Dependent Claim
233 words
A fuel injection control method according toclaim 3, wherein the interruption processing by the timing pulse comprises: a first step of computing the fuel injection time; a second step of judging whether or not a normal flag indicative of a condition ready for the normal injection is set; a thrid step of judging, when "No" is issued in the second step, whether or not the first interruption is effected; a fourth step of judging, when "Yes" is issued in the third step, whether or not the crank angle pulse is present immediately before the timing pulse; a fifth step of setting the normal flag when "Yes" is issued in the fourth step; a sixth step of activating the first injector; a seventh step of setting contents of a cylinder discriminating RAM to "2"; an eighth step of judging, when "Yes" is issued in the second step, whether or not the crank angle pulse is present immediately before the timing pulse and proceeding to the sixth step when "Yes" is issued in the eighth step; a ninth step of activating the injector of the ordinal number identical with the contents of the cylinder discriminating RAM when "No" is issued in the eighth step; a tenth step of increasing the contents of thecylinder discriminating RAM by "+1"; and an eleventh step of activating all the injectors simultaneously when "No" is issued in the fourth step.
Claim 8
Dependent Claim
142 words
A fuel injection control method according to claim 5, wherein said interruption processing by the timing pulse further comprises: a twelfth step of judging, when "No" is issued in the third step, whether or not the processing is passed through this route three times; a thirteenth step of setting the normal flag when "Yes" is issued in the twelfth step; a fourteenth step of judging, after the thriteenth step of when "No" is issued in the twelfth step, whether or not the crank angle pulse is present immediately before the timing pulse; a fifteenth step of setting the contents of the cylinder discriminating RAM to "1" when "Yes" is issued in the fourteenth step; and a sixteenth step of increasing, after the fifteenth step or when "No" is issued in the fourteenth step, the contents of the cylinder discriminating RAM by "+1".
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USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 1987-07-17 | 1988-01-16 | 1988-07-17 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 1991-07-17 | 1992-01-16 | 1992-07-17 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 1995-07-17 | 1996-01-16 | 1996-07-17 | $7700.00 | Window Closed / Lapsed |