Fuel Injection Device Transient Response Control
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Solution Overview
Problem
Existing fuel injection systems for engines, particularly in motorcycles, face challenges in achieving high responsiveness during transient driving operations due to the time lag in fuel injection processes based on intake air pressure and engine rotational speed, making it difficult to accurately determine and implement transient fuel injection quantities.
Innovation Solution
A fuel injection device that includes a crank position detecting unit, speed measuring unit, intake air pressure measuring unit, and a control unit, which uses stored conversion data to calculate and correct intake air pressure variations, allowing for precise determination of transient fuel injection quantities by distinguishing between variations caused by throttle opening and rotational speed, enabling quick and accurate fuel injection at multiple crank positions within an engine cycle.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a calculation system using intake air pressure and engine rotational speed is used for transient fuel injection, then the throttle sensor can be removed reducing device complexity and cost, but the engine responsiveness to driving operations deteriorates due to time lag in detection and injection timing
Solution Approach 1:
The system performs preliminary detection of intake air pressure and engine rotational speed continuously throughout the engine cycle, so that when transient fuel injection is required, the data is already available immediately without waiting for the traditional intake stroke or compression stroke detection timing. This preliminary data preparation eliminates the time lag while maintaining the simplified sensor configuration.
Solution Approach 2:
The control unit dynamically adjusts the timing of transient fuel injection based on real-time intake air pressure and engine rotational speed measurements, allowing the injection timing to be optimized for each specific operating condition. This dynamic adjustment enables rapid response to driver operations while using only the simplified intake air pressure sensor system.
2Measurement precision
If fuel injection timing is delayed until after intake air pressure detection in the basic fuel injection process, then the calculation can be accurate, but the time lag between driver operation and fuel injection increases reducing productivity
Solution Approach 1:
The system performs preliminary measurement and storage of intake air pressure and engine rotational speed data at multiple points throughout the engine cycle, so that when transient fuel injection is required, the data is already prepared and available immediately. This eliminates the traditional sequential delay where detection must wait for specific stroke timing, thereby improving response speed while maintaining measurement accuracy through continuous monitoring.
3Device complexity
If a new method for calculating transient fuel injection quantity based on intake air pressure and rotational speed is developed, then the throttle sensor can be removed, but the difficulty of detecting and measuring accurate transient fuel injection quantities increases
Solution Approach 1:
The control unit continuously monitors intake air pressure and engine rotational speed and uses this feedback to dynamically calculate and adjust transient fuel injection quantities. By establishing a control loop that processes real-time data from the simplified sensor system, the method achieves accurate transient fuel injection determination without requiring complex additional sensors or measurement systems.
Data Source
AI summary
There is provided a fuel injection device. Based on a current intake air pressure and a previous intake air pressure of an engine at the predetermined crank position, an intake air pressure variation of the engine at the predetermined crank position is calculated as a measured intake air pressure variation. Based on the current rotational speed and the previous rotational speed of the engine at the predetermined crank position, and a fully-closed-state intake air pressure conversion data item, the fully-closed-state intake air pressure variation of the engine at the predetermined crank position is calculated. The measured intake air pressure variation is corrected based on the fully-closed-state intake air pressure variation. Based on the corrected measured intake air pressure variation, the current rotational speed at the predetermined crank position, and the transient fuel injection quantity conversion data item, the transient fuel injection quantity at the predetermined crank position is determined.