公开(公告)号：US06173698B1

公开(公告)日：2001-01-16

申请号：US09442252

申请日：1999-11-17

申请人： Kenneth P. DeGroot ,  Bruce H. Teague ,  Jonathan F. Rose

发明人： Kenneth P. DeGroot ,  Bruce H. Teague ,  Jonathan F. Rose

IPC分类号： F02D4114

CPC分类号： F02D41/1498 ,  F02D2041/1409 ,  F02D2200/1012 ,  F02D2200/1015

摘要： A methodology of computing a combustion stability value and using the combustion stability value to control engine operation is provided. The combustion stability value is determined by monitoring engine operation. The combustion stability value is compared to an expected combustion stability value. Where the combustion stability value is greater than the expected combustion stability value, combustion of the internal combustion engine is controlled as a function of the combustion stability value. Where the combustion stability value is not greater than the expected combustion stability value, combustion of the internal combustion engine is controlled as a function of an O2 sensor value. In either case, engine control is accomplished by modifying a target fuel injection value.

摘要翻译： 提供了计算燃烧稳定性值并使用燃烧稳定性值来控制发动机运转的方法。 燃烧稳定性值通过监控发动机运转来确定。 将燃烧稳定性值与预期的燃烧稳定性值进行比较。 当燃烧稳定性值大于预期的燃烧稳定性值时，内燃机的燃烧作为燃烧稳定性值的函数被控制。 在燃烧稳定性值不大于预期燃烧稳定性值的情况下，内燃机的燃烧作为O2传感器值的函数被控制。 在任一情况下，通过修改目标燃料喷射值来实现发动机控制。

公开(公告)号：US6003494A

公开(公告)日：1999-12-21

申请号：US144041

申请日：1998-08-31

申请人： Kenneth P. DeGroot ,  Michael J. Reale ,  Bruce H. Teague ,  Raymond J. Sullivan ,  Dennis A. Soltis

发明人： Kenneth P. DeGroot ,  Michael J. Reale ,  Bruce H. Teague ,  Raymond J. Sullivan ,  Dennis A. Soltis

IPC分类号： F02P5/04 ,  F02P5/145 ,  F02P5/00

CPC分类号： F02P5/1455 ,  F02P5/045 ,  Y02T10/46

摘要： A method is provided for controlling spark advance based on a fuel modifier. Initially, engine fueling is reduced according to a known dynamic crankshaft fuel control (DCFC) methodology. As a result, the engine tends to run rougher. In response, spark advance is varied based on the overall fuel multiplier reduction from the DCFC methodology. For instance, a look-up table, or mathematical function based on the DCFC multiplier can be utilized as the basis for the spark advance.

摘要翻译： 提供了一种基于燃料改性剂来控制火花提前的方法。 最初，根据已知的动态曲轴燃料控制（DCFC）方法，发动机燃料减少。 因此，发动机往往越来越粗糙。 作为回应，根据DCFC方法的总体燃料倍增减少，火花提前是不同的。 例如，可以使用基于DCFC乘法器的查找表或数学函数作为火花提前的基础。

公开(公告)号：US06256981B1

公开(公告)日：2001-07-10

申请号：US09371542

申请日：1999-08-10

申请人： Raymond J. Sullivan ,  Bruce H. Teague ,  Kenneth P. DeGroot ,  Michael J. Reale

发明人： Raymond J. Sullivan ,  Bruce H. Teague ,  Kenneth P. DeGroot ,  Michael J. Reale

IPC分类号： F01N300

CPC分类号： F02D41/1441 ,  F01N13/009 ,  F01N13/0093 ,  F02D41/148 ,  F02D2041/1409 ,  F02D2041/1419

摘要： An exhaust system is provided including two catalysts and three oxygen sensors. The second catalyst is disposed downstream of the first catalyst. The first oxygen sensor is disposed upstream of the first catalyst, the second oxygen sensor is disposed downstream of the first catalyst and upstream of the second catalyst, and the third oxygen sensor is disposed downstream of the second catalyst. A goal voltage corresponding to a desired level of oxygen within the exhaust is provided for the third oxygen sensor based on engine RPM and MAP. The engine controller compares the goal voltage to an actual voltage generated by the third oxygen sensor and an error value is obtained and converted into a goal voltage for the second oxygen sensor. The engine controller compares the goal voltage to an actual voltage generated by the second oxygen sensor and an error value is obtained and converted into a goal voltage for the first oxygen sensor. The engine controller compares the goal voltage to an actual voltage generated by the first oxygen sensor and an error value is obtained and converted into a percent-fuel correction by the engine controller.

摘要翻译： 提供了包括两个催化剂和三个氧传感器的排气系统。 第二催化剂设置在第一催化剂的下游。 第一氧传感器设置在第一催化剂的上游，第二氧传感器设置在第一催化剂的下游和第二催化剂的上游，并且第三氧传感器设置在第二催化剂的下游。 基于发动机RPM和MAP，为第三氧传感器提供对应于排气中期望的氧气水平的目标电压。 发动机控制器将目标电压与由第三氧传感器产生的实际电压进行比较，并获得误差值，并将其转换为第二氧传感器的目标电压。 发动机控制器将目标电压与由第二氧传感器产生的实际电压进行比较，并获得误差值，并将其转换为第一氧传感器的目标电压。 发动机控制器将目标电压与由第一氧传感器产生的实际电压进行比较，并获得误差值，并将其转换为发动机控制器的百分比燃料校正。

公开(公告)号：US06253541B1

公开(公告)日：2001-07-03

申请号：US09371541

申请日：1999-08-10

申请人： Raymond J. Sullivan ,  Bruce H. Teague ,  Kenneth P. DeGroot ,  Michael J. Reale

发明人： Raymond J. Sullivan ,  Bruce H. Teague ,  Kenneth P. DeGroot ,  Michael J. Reale

IPC分类号： F01N300

CPC分类号： F01N11/007 ,  F01N13/009 ,  F01N13/0093 ,  F01N2550/02 ,  F02D41/1441 ,  F02D2250/36 ,  Y02T10/47

摘要： An exhaust system is provided including two catalysts and three oxygen sensors. The second catalyst is disposed downstream of the first catalyst. The first oxygen sensor is disposed upstream of the first catalyst, the second oxygen sensor is disposed downstream of the first catalyst and upstream of the second catalyst, and the third oxygen sensor is disposed downstream of the second catalyst. A goal voltage corresponding to a desired level of nitrous oxide and hydrocarbon within the exhaust is provided for the third oxygen sensor. This goal voltage is based on engine RPM and MAP. The engine controller compares the goal voltage to an actual voltage generated by sensing the level of oxygen downstream of the second catalyst. Based on this comparison, an error value between the goal voltage and the actual voltage is obtained. This error value is converted into a goal voltage for the first oxygen sensor. An actual voltage generated by the first oxygen sensor sensing the amount of oxygen upstream of the first catalyst is compared to the goal voltage derived from the third oxygen sensor. The difference between the goal voltage and actual voltage is used to modulate the pulse width of a signal sent to the fuel injectors of an engine such that the amount of fuel delivered by the fuel injectors is modified. The second oxygen sensor generates an actual voltage corresponding to the amount of oxygen the second oxygen sensor senses downstream of the first catalyst and upstream of the second catalyst. Changes in the actual voltage generated by the second oxygen sensor are compared to changes in the actual voltage generated by the first oxygen sensor. By monitoring the nature of theses changes as they relate to one another, the performance of the first catalyst can be determined.

摘要翻译： 提供了包括两个催化剂和三个氧传感器的排气系统。 第二催化剂设置在第一催化剂的下游。 第一氧传感器设置在第一催化剂的上游，第二氧传感器设置在第一催化剂的下游和第二催化剂的上游，并且第三氧传感器设置在第二催化剂的下游。 为第三氧传感器提供对应于排气中所需水平的一氧化二氮和烃的目标电压。 该目标电压基于发动机RPM和MAP。 发动机控制器将目标电压与通过感测第二催化剂下游的氧浓度而产生的实际电压进行比较。 基于该比较，获得目标电压与实际电压之间的误差值。 该误差值被转换为第一氧传感器的目标电压。 将感测第一催化剂上游氧的量的第一氧传感器产生的实际电压与从第三氧传感器得到的目标电压进行比较。 使用目标电压和实际电压之间的差来调制发送到发动机的燃料喷射器的信号的脉冲宽度，使得由燃料喷射器输送的燃料量被修改。 第二氧传感器产生对应于第二氧传感器感测第一催化剂下游和第二催化剂上游的氧气量的实际电压。 将由第二氧传感器产生的实际电压的变化与由第一氧传感器产生的实际电压的变化进行比较。 通过监测这些变化彼此相关的性质，可以确定第一催化剂的性能。

公开(公告)号：US06236930B1

公开(公告)日：2001-05-22

申请号：US09406591

申请日：1999-09-27

申请人： Bruce H. Teague ,  Kenneth P. DeGroot ,  Thomas A. Larson

发明人： Bruce H. Teague ,  Kenneth P. DeGroot ,  Thomas A. Larson

IPC分类号： F02D4114

CPC分类号： F02D41/28 ,  F02D41/1456 ,  F02D2041/285 ,  F02D2250/12 ,  F02D2250/14

摘要： The analog input of a sensor is connected to a 10-bit analog-to-digital converter. The converted is powered using a 5V supply. The A/D is interfaced with a microprocessor; however, only the least significant eight bits of the A/D output are connected to the microprocessor input. The microprocessor is used to adjust the fuel-air mixture used in engine combustion based on the output of the sensor. The use of the 10-bit A/D interfaced with only eight bits allows increased precision and increased computational speed. The increased precision allows more accurate adjustment of the fuel-air mixture to enable the engine to run closer to its stoichiometric point.

摘要翻译： 传感器的模拟输入连接到10位模数转换器。 转换器使用5V电源供电。 A / D与微处理器接口; 然而，只有A / D输出的最低有效8位连接到微处理器输入。 微处理器用于根据传感器的输出调节发动机燃烧中使用的燃油混合气。 使用仅8位接口的10位A / D可以提高精度并提高计算速度。 增加的精度允许更准确地调节燃料 - 空气混合物，使发动机能够更接近化学计量点。

公开(公告)号：US06085734A

公开(公告)日：2000-07-11

申请号：US211939

申请日：1998-12-15

申请人： Kenneth P. DeGroot ,  Bruce H. Teague ,  Gregory T. Weber ,  Jeremy M. Smith

发明人： Kenneth P. DeGroot ,  Bruce H. Teague ,  Gregory T. Weber ,  Jeremy M. Smith

IPC分类号： F02D41/14

CPC分类号： F02D41/1498 ,  F02D41/1479 ,  F02D2200/1015 ,  F02D41/1456

摘要： A method is provided for controlling the delivery of fuel to an engine of an automotive vehicle equipped with a dynamic crankshaft fuel control system and an oxygen sensor feedback based fuel control system. The method includes determining an averaged combustion metric from the dynamic crankshaft fuel control system. The combustion metric is compared to an allowable engine roughness value and a dynamic crankshaft fuel control fuel multiplier is adjusted based on the comparison via a proportional-integral-derivative control calculation. Thereafter, the integral term of the dynamic crankshaft fuel control system's proportional-integral-derivative control calculation is stored. If it is time to switch fuel control from the dynamic crankshaft fuel control system to the oxygen sensor feedback fuel control system, the stored integral term of the dynamic crankshaft fuel control system's fueling multiplier is transferred to the proportional-integral-derivative calculation of the oxygen sensor feedback fuel control system. As such, the last integral term used in determining the fuel multiplier of the dynamic crankshaft fuel control system is used as the first integral term determining the fuel multiplier of in the oxygen sensor feedback fuel control system. As such, the transition from one fuel control system to the other is smoothed.

摘要翻译： 提供了一种用于控制燃料输送到配备有动态曲轴燃料控制系统和基于氧传感器反馈的燃料控制系统的机动车辆的发动机的方法。 该方法包括从动态曲轴燃料控制系统确定平均燃烧度量。 将燃烧度与允许的发动机粗糙度值进行比较，并且通过比例积分微分控制计算基于比较来调整动态曲轴燃料控制燃料倍增器。 此后，存储动态曲轴燃料控制系统的比例 - 积分 - 微分控制计算的积分项。 如果现在是将燃料控制从动态曲轴燃料控制系统切换到氧传感器反馈燃料控制系统的时候，动态曲轴燃料控制系统的加油乘数的存储积分项被转移到氧的比例积分微分计算 传感器反馈燃油控制系统。 因此，用于确定动态曲轴燃料控制系统的燃料倍增器的最后一个整数项用作确定氧传感器反馈燃料控制系统中的燃料倍增器的第一积分项。 因此，从一个燃料控制系统到另一个燃料控制系统的过渡是平滑的。

公开(公告)号：US06234153B1

公开(公告)日：2001-05-22

申请号：US09416167

申请日：1999-10-11

申请人： Kenneth P. DeGroot ,  Bruce H. Teague ,  Michael J. Reale ,  Raymond J. Sullivan ,  Dennis A. Soltis ,  Mark J. Duty

发明人： Kenneth P. DeGroot ,  Bruce H. Teague ,  Michael J. Reale ,  Raymond J. Sullivan ,  Dennis A. Soltis ,  Mark J. Duty

IPC分类号： F02M2102

CPC分类号： F02M69/462 ,  F02D41/0042 ,  F02M55/00 ,  F02M55/007

摘要： A fuel control system is provided including a fuel tank, a purge vapor canister, a vapor line, and a fuel injector connected to an internal combustion engine. A purge vapor canister vent valve seals the purge vapor canister from the atmosphere such that the fuel tank, purge vapor canister, and fuel injector form a closed system. Upon initial starting of the engine, the purge vapor pressure is such that the purge vapor is drawn to the fuel injector from the dome portion of the fuel tank after passing through the purge vapor canister. Simultaneously therewith, the amount of liquid fuel is reducing or increasing by an amount of equally increasing or decreasing, respectively, vapor fuel so that a necessary mass flow rate is achieved to support combustion. As the amount of fuel vapors decreases to a negligible amount, combustion is supported by the atomization of liquid fuel. The delivery of the liquid fuel and vapor fuel is completed through the use of a fuel injector to accommodate both liquid and vapor form of fuel.

摘要翻译： 提供燃料控制系统，其包括燃料箱，净化蒸气罐，蒸气管线和连接到内燃机的燃料喷射器。 吹扫蒸汽罐排放阀将吹扫蒸汽罐与大气密封，使得燃料箱，吹扫蒸汽罐和燃料喷射器形成封闭系统。 在发动机初始启动时，吹扫蒸汽压力使得净化蒸汽在通过吹扫蒸气罐之后从燃料箱的圆顶部分被抽吸到燃料喷射器。 与此同时，液体燃料的量分别减少或增加蒸汽燃料同样增加或减少的量，使得实现必要的质量流量以支持燃烧。 随着燃料蒸汽的量减少到可忽略的量，燃烧由液体燃料的雾化支持。 通过使用燃料喷射器来完成液体燃料和蒸气燃料的输送，以适应液体和蒸气形式的燃料。

公开(公告)号：US5947088A

公开(公告)日：1999-09-07

申请号：US144028

申请日：1998-08-31

申请人： Kenneth P. DeGroot ,  Michael J. Reale ,  Bruce H. Teague ,  Raymond J. Sullivan ,  Dennis A. Soltis

发明人： Kenneth P. DeGroot ,  Michael J. Reale ,  Bruce H. Teague ,  Raymond J. Sullivan ,  Dennis A. Soltis

IPC分类号： F02D41/10 ,  F02D41/14

CPC分类号： F02D41/10 ,  F02D41/1498 ,  F02D2200/1015

摘要： A method is provided for enriching a fuel to air ratio in an engine during acceleration based on a known fuel multiplier. Initially, the method retrieves the fuel multiplier from a dynamic crankshaft fuel control (DCFC) system. This system uses the fuel multiplier to reduce the amount of fuel delivered to the engine. When acceleration is desired, the method increases the overall acceleration enrichment values as a function of the DCFC fuel multiplier. Thus, when the vehicle is launched via a throttle tip-in while the DCFC system is active, the acceleration enrichment values are increased thereby improving drivability by having combustion taking place in a richer environment.

摘要翻译： 提供了一种基于已知的燃料倍增器在加速期间丰富发动机中的燃料与空气比的方法。 最初，该方法从动态曲轴燃料控制（DCFC）系统检索燃料倍增器。 该系统使用燃料倍增器来减少输送到发动机的燃料量。 当需要加速时，该方法增加作为DCFC燃料倍增器的函数的总加速度富集值。 因此，当DCFC系统处于活动状态时，通过节气门口进入车辆时，增加加速度增加值，从而通过在更丰富的环境中发生燃烧来提高驾驶性能。

公开(公告)号：US5544640A

公开(公告)日：1996-08-13

申请号：US498270

申请日：1995-07-03

申请人： Christopher P. Thomas ,  Timothy A. Coatesworth ,  Kenneth P. DeGroot ,  Jeffery C. Ehlers ,  Mark E. McMackin

发明人： Christopher P. Thomas ,  Timothy A. Coatesworth ,  Kenneth P. DeGroot ,  Jeffery C. Ehlers ,  Mark E. McMackin

IPC分类号： F02D41/14 ,  G01N27/406 ,  G01N27/416

CPC分类号： G01N27/4067 ,  F02D41/1494

摘要： A circuit and method are provided for heating a dual heater oxygen sensor. One resistance element is of relatively low resistance such that the oxygen sensor is heated quickly and the other element is of relatively high resistance such that the oxygen sensor is heated and maintained at an optimal operating temperature. The circuit and associated method turn on a low resistance start heater that is in communication with the oxygen sensor given start-up conditions. Once the oxygen sensor has reached an operating temperature range a high resistance operating temperature heater is turned on and the start heater is turned off.

摘要翻译： 提供了用于加热双加热器氧传感器的电路和方法。 一个电阻元件具有相对低的电阻，使得氧传感器被快速加热，另一个元件具有相对高的电阻，使得氧传感器被加热并保持在最佳工作温度。 电路和相关方法打开一个低电阻启动加热器，该加热器在给定启动条件下与氧传感器连通。 一旦氧传感器达到工作温度范围，高电阻工作温度加热器就会打开，启动加热器关闭。

公开(公告)号：US07658178B2

公开(公告)日：2010-02-09

申请号：US11759447

申请日：2007-06-07

申请人： Kenneth P. DeGroot ,  Jeffrey P. Wuttke ,  Gerald Lee Kennie ,  Dennis W. Fett

发明人： Kenneth P. DeGroot ,  Jeffrey P. Wuttke ,  Gerald Lee Kennie ,  Dennis W. Fett

IPC分类号： F02P5/06

CPC分类号： F02D41/1498 ,  F02D37/02 ,  F02D41/062 ,  F02P5/1555 ,  Y02T10/46

摘要： Ignition timing for a combustion engine may be controlled by determining the roughness of current engine operation, comparing the determined roughness with a control roughness to determine if the determined roughness is within a threshold limit of the control roughness, and changing the ignition timing in a subsequent fuel delivery event as a function of the difference between the determined roughness and the control roughness. Preferably, the ignition timing is changed at least when the determined roughness is not within the threshold limit, although other factors may be taken into account when changing the ignition timing.

摘要翻译： 燃烧发动机的点火正时可以通过确定当前发动机运行的粗糙度来进行控制，将所确定的粗糙度与控制粗糙度进行比较，以确定所确定的粗糙度是否在控制粗糙度的阈值极限内，并且随后改变点火正时 燃料输送事件作为确定的粗糙度和控制粗糙度之间的差异的函数。 优选地，至少当确定的粗糙度不在阈值限度内时，点火正时改变，尽管在改变点火正时时可以考虑其他因素。