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An improved method and system for the control of an engine fuel injection system. The control senses the speed variations either during a portion of a complete cycle and a complete cycle and/or from cycle to cycle in order to determine the load on the engine from preprogrammed maps based upon the en

An improved method and system for the control of an engine fuel injection system. The control senses the speed variations either during a portion of a complete cycle and a complete cycle and/or from cycle to cycle in order to determine the load on the engine from preprogrammed maps based upon the engine characteristics. From this load and the speed reading, it is possible to obtain the desired engine fuel injection control. This not only reduces the costs of the system by reducing the number of sensors, but also permits adjustments to be made more rapidly.

대표청구항 ▼

An improved method and system for the control of an engine fuel injection system. The control senses the speed variations either during a portion of a complete cycle and a complete cycle and/or from cycle to cycle in order to determine the load on the engine from preprogrammed maps based upon the en

An improved method and system for the control of an engine fuel injection system. The control senses the speed variations either during a portion of a complete cycle and a complete cycle and/or from cycle to cycle in order to determine the load on the engine from preprogrammed maps based upon the engine characteristics. From this load and the speed reading, it is possible to obtain the desired engine fuel injection control. This not only reduces the costs of the system by reducing the number of sensors, but also permits adjustments to be made more rapidly. introduced into said cylinder. 15. The method of claim 14 further comprising increasing intake manifold pressure to reduce intake charge equivalence ratio when knocking is detected. 16. The method of claim 13 further comprising at least one of turbocharging and recirculating engine exhaust gas to an intake manifold, and influencing intake manifold temperature by controlling at least one of (a) the quantity of said second gaseous fuel and (b) the time said second gaseous fuel is introduced into said cylinder. 17. The method of claim 16 further comprising reducing intake manifold temperature when knocking is detected. 18. The method of claim 13 wherein said second stage comprises a plurality of fuel injection pulses. 19. The method of claim 18 wherein said second stage consists of a first injection pulse and a second injection pulse and said second gaseous fuel is apportioned between said first and second injection pulses. 20. The method of claim 18 wherein the total quantity of said second gaseous fuel is determined in response to engine load requirements with an electronic control unit referring to a look-up table to apportion said second gaseous fuel between said plurality of fuel injection pulses, wherein said electronic control unit accounts for the fuel conversion efficiency that corresponds to the timing of said plurality of injection pulses. 21. The method of claim 19 wherein timing of at least one of said first and second injection pulses is controlled in response to at least one of engine load and speed. 22. The method of claim 19 wherein a first portion quantity of said second gaseous fuel is introduced through said first injection pulse and a second portion quantity of said second gaseous fuel is introduced through said second injection pulse, and said first portion quantity and said second portion quantity are independently controlled in response to at least one of engine load and engine speed. 23. The method of claim 22 wherein said first portion quantity is increased in response to an increase in engine load. 24. The method of claim 22 wherein at least one of second injection pulse timing and said second portion quantity is controlled to influence at least one of intake manifold temperature and intake manifold pressure, whereby reduced by at least one of timing being advanced and fuel quantity being reduced. 25. The method of claim 24 further comprising reducing intake manifold temperature when knocking is detected. 26. The method of claim 24 further comprising increasing intake manifold pressure when knocking is detected. 27. The method of claim 1 further comprising introducing a pilot fuel into the cylinder so that it ignites when said piston is at or near top dead centre of the compression stroke. 28. The method of claim 27 further comprising timing the introduction and amount of said pilot fuel to form a substantially lean stratified charge prior to the ignition of said pilot fuel. 29. The method of claim 28 wherein said pilot fuel is introduced into said cylinder when said piston is between 120 and 20 crank angle degrees before top dead center. 30. The method of claim 27 further comprising electronically controlling the timing and amount of gaseous fuel and pilot fuel introduced into said cylinder. 31. The method of claim 30 further comprising changing at least one of pilot fuel quantity and timing when knocking is detected. 32. The method of claim 27 wherein said pilot fuel is selected from the group consisting of diesel fuel and dimethylether. 33. The method of claim 27 wherein said pilot fuel is mixed with one of said first or second gaseous fuels and introduced into said cylinder together with the gaseous fuel. 34. The method of claim 1 wherein said first and second gaseous fuels are the same gaseous fuel. 35. The method of claim 1 wherein said first gaseous fuel and said second gaseous fuel are selected from the group consisting of natural gas, liquefied petroleum gas, bio-gas, landfill gas, and hydroge