EP0028286A1 - Système de commande de la quantité de combustible à injecter dans la chambre de combustion d'un moteur comme p.ex. un moteur Diesel - Google Patents

Système de commande de la quantité de combustible à injecter dans la chambre de combustion d'un moteur comme p.ex. un moteur Diesel Download PDF

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Publication number
EP0028286A1
EP0028286A1 EP80104031A EP80104031A EP0028286A1 EP 0028286 A1 EP0028286 A1 EP 0028286A1 EP 80104031 A EP80104031 A EP 80104031A EP 80104031 A EP80104031 A EP 80104031A EP 0028286 A1 EP0028286 A1 EP 0028286A1
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EP
European Patent Office
Prior art keywords
speed
control
injection quantity
fuel
designed
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.)
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Application number
EP80104031A
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German (de)
English (en)
Inventor
Ludwig Elsbett
Günter Elsbett
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Individual
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Individual
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Publication of EP0028286A1 publication Critical patent/EP0028286A1/fr
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    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a system for regulating an amount of fuel to be injected into a combustion chamber of an internal combustion engine, such as a diesel engine, with at least one injection element with a variable injection amount, which is used to measure the amount of fuel to be injected, and for changing the amount of fuel to be injected quantity, the injection element is connected to a device, in particular a control rod, and this device can be controlled as a function of influencing variables which are related to the internal combustion engine to be controlled.
  • an internal combustion engine such as a diesel engine
  • injection devices such as injection pumps and the like. a. to use and to provide them with systems for regulating the injection quantity.
  • Such systems e.g. B. injection regulator, can be controlled in mechanical design via centrifugal force and in hydraulic design via pressure, and thus form known components for injection devices, such as injection pumps and. a., for the dependent metering of the injection quantity from various influencing factors influencing such a system.
  • the invention is based on the object; to create a system for regulating the amount of fuel to be injected, according to the one hand, in particular an ideal line of anglei Chung for the maximum injection quantity as close as possible and this line for almost every type of internal combustion engine, due to the application there is different, can be easily adjusted to the desired course, and on the other hand to execute the system so that this of a variety remains influenced by influencing factors.
  • this object is achieved with a system of the type mentioned in the introduction that at least one electronic control element is provided for regulating the dimensioning of the fuel quantity to be injected, by means of which the influencing variables which are related to the internal combustion engine to be regulated can be converted into electronic quantities , and that by means of these variables an injection law which can be adapted to the desired regulation can be set in such a way that the speed of the internal combustion engine can be divided into electrically definable ranges by means of electronic switching elements, in particular start, idling, working range and reduction, and that with the influence of these influencing variables At least one of these areas, an electrical output signal can be taken from the control elements, which performs the measurement of the amount of fuel to be injected via at least one actuator.
  • a further advantage lies in the fact that the influencing variables which are present anyway for the control circuit can also be used to control other functions. So z. B. lead the speed-analog input signal in addition to a speed display instrument or control a spray adjuster via an electrical actuator. Control signals can also be used to control cooling fans and pumps, etc. take over.
  • a further embodiment of the invention is characterized in that an adjustment of the start of delivery depending on the internal combustion engine to be regulated is adjusted to that in Relative influencing variables via an actuator through electronic linkage with the switching element for measuring the injection quantity using the input signals present there, in particular the speed signal and / or the output signal present there.
  • a speed-analog signal can be generated with the aid of a speed sensor, with which different speed ranges are defined by means of the control element.
  • a certain minimum injection quantity is specified in a speed range below the idling speed.
  • starter actuation could be used as a signal. If the engine is started and it exceeds the starting speed, the minimum injection quantity is reduced to a degree dependent on the speed increase. The engine runs at its idle speed when the balance has been struck between increasing speed and thus decreasing injection quantity.
  • the injection quantity can now be increased, which also increases the speed.
  • a maximum injection amount is now stepwise or analogous any speed assigned which limits coming from the accelerator pedal signal in its W IR effect. If the engine has reached its cut-off speed and exceeds it, the output signal is changed so that the maximum injection quantity drops sharply with increasing speed, so that the engine cannot exceed a certain speed under its own power even when the accelerator pedal is at full throttle.
  • the control element also makes it possible for the injection quantities controlled by the accelerator pedal to decrease or increase in a degree dependent on increasing or decreasing speed at any point in the range between idling and reduction, and that this degree is adjustable.
  • injection device 4 An injection element 4, hereinafter referred to as injection device 4, and a system controlling this 5, of which the injection device is connected to the combustion chamber of the internal combustion engine via fuel delivery lines 6 and injection nozzles 7, and the system itself is equipped with a number of control elements 8 influencing its parameters.
  • the control elements 8 which influence the control are designed such that they convert the individual influencing variables coming from outside and / or the control elements already entered into mechanical and / or electrical variables in order to mechanically and / or electrically / electronically in this form process, with the aim of having a resultant pulse act on the injection device 4 as an output signal via at least one actuator 9 of the system 5.
  • a control rod 10 influence on the injection device 4, which can be designed in a simplified version, for example, as a known injection pump.
  • the injection device 4 ; the execution of the same as an injection pump with at least one, but preferably with at least one, each combustion chamber 1 assigned funding for the fuel 3, for. B.
  • an injection pump element may have a possibility to change the useful stroke of the respective funding or injection pump element, whereby a metering of the amount of fuel to be injected per unit time or crank angle is possible.
  • This regulation of the metering of the amount of fuel 3 to be injected is in turn taken over by the system 5, which, analogously to the application of the internal combustion engine 2 or the engine, performs the regulation in accordance with the set or desired and applicable regulation law of injection.
  • a control law for the injection of a fuel 3 into a combustion chamber 1 of an internal combustion engine 2 is plotted, which is essentially divided into a start, idling, driving range and regulation phase 11 - 14.
  • the injection quantity Q E of the fuel 3 is plotted on one coordinate axis, namely the ordinate 15, and the speed n of the internal combustion engine 2 is plotted on the other coordinate, namely the breaks 16.
  • the start and idle phases 11, 12 essentially no major change by an actuator 8, z. B. are subject to an accelerator pedal 17, the driving range phase 13 is subject to many changes that result from the driving operation of the vehicle and / or the other operation of the internal combustion engine 2.
  • the regulating phase 14 is used to throttle the speed of the internal combustion engine 2, ie the motor, and thus to regulate it, especially when the speed n reached by the driving range phase 13 reaches critical speed ranges that damage the engine.
  • This regulation phase 14 is generally initiated automatically by control parts known per se as soon as the engine tends to exceed the maximum permissible speed.
  • constant control lines 18 are preferably drawn in, which are traversed from idling to full load that can. These control lines 18 run at an oblique slope angle x against the breaks 16 of the speed n and can be according to the driving behavior, ie according to the actuation of the actuator 9, for. B. the accelerator pedal 17.
  • a high minimum injection quantity O E has been entered in the speed range of the starting phase 11 for the internal combustion engine 2, which is only indicated in the drawing. If this so-called start speed range or the speed range of the start phase 11 in the direction of higher speed n is exceeded, then this minimum injection quantity Q min falls along an idle control line 19 until an idle speed is reached at a point 20. Adjacent to this to the right is the speed range of driving range phase 13, in which any injection quantities between zero and a maximum injection quantity Q E max assigned to the respective speed n are possible.
  • the maximum possible injection quantity O E max also drops with increasing engine speed n and this continues until there is no more injection from a certain engine speed .
  • the control lines 18 located in the range between idling or idling phase 12 and maximum speed n illustrate a constant setting value, e.g. B. that of a certain accelerator pedal position.
  • a constant setting value e.g. B. that of a certain accelerator pedal position.
  • the injection quantity QER moved along this control line 18 the pitch angle x between zero and 90 are 0 can. If this pitch angle is x zero degrees, the system 5 or its controller generates an injection quantity proportional to the set value; if the pitch angle x 90 0 , the controller generates a speed n proportional to the set value.
  • the illustration of the system 5 according to FIG. 2 shows a simple type of simulation of this injection set by using partly electronic, partly mechanical components.
  • the pitch angle x (FIG. 1) is 0 0 within this conveying range.
  • the gradient angle x for the idle control line 19 and the de-control line 24 can be predetermined by the curve shape of the control link 22, the control link being shown in the starting position in the illustration according to FIG. 2.
  • FIG. 3 is an electronic basic circuit for the simulation of the injection law with the possibility of trailing, z. B. the control lines 18 according to FIG. 1, ie the control law of the system 5, indicated electronically, the coordinates from FIG. 1, ie the ordinate 15, as voltage U2 and the breaks 16 as voltage U1 in the diagram according to FIG. 4 were taken over.
  • a speed-analog input voltage is connected to the terminal clip for the voltage U1, and there is an output voltage to the terminal clip for the voltage U2, which is via an electrical actuator 30 controls an injection quantity analogous to it. Analog to the level of the voltage at this terminal clip U2, the actuator 30 connected to it is actuated, which in turn controls the injection quantity depending on the level of the voltage.
  • the supply voltage for the circuit which can be a battery or another power supply unit, is in turn connected to a further terminal clip U3.
  • resistors With 31 to 47 resistors are designated, with the output values: 31 less than 32; 32 less than 33j 33 less than 34; 34 less than 35; 35 less than 39; 41 less than 45; 46 less than 42; 42 less than 43. If the input voltage at the terminal rod U1 is 0, the transistors 50 to 55 and 59 connected to the resistors 31 to 35 and 39 are blocked. The further transistors 56, 57, 58 and 60 associated with the circuit are negatively biased and conduct at the base by resistors 36, 37, 38 and 40.
  • resistor 44 is designed so that the lowest voltage drops across it via an external load, ie here the actuator 30, so that it is responsible for the voltage on the terminal clip U2 is decisive. If the input voltage at the terminal clip U1 rises to the point 49 (cf. diagram in FIG. 4), the base of the transistor 51 via the resistor 31 is so far negative that this transistor 51 switches on and the transistor 56 thereby blocks. Now only a current flows through the transistors 57 and 60 through the resistors 45, 42 and 46. The latter resistor 46 provides a z. B. operated by the accelerator pedal 17, the regulator.
  • This resistor 46 is set to zero, and you get the maximum possible voltage at this point on the clamp clip U2 (full throttle), the line 61 between points 62, 63 (Fig . 4) corresponds. If the input voltage at the terminal clip U1 is further increased, the transistor 52 switches at point 63 and thereby increases the voltage at the terminals clip U2 on line 64 between points 65, 66. If the input voltage at terminal clip U1 is further increased, transistor 53 switches at point 66, so that the voltage on terminal clip U2 on line 67 between points 68, 69 increases . When the input voltage at the terminal clip U1 increases further, the transistor 54 switches, which in turn blocks the transistor 57.
  • the voltage at the terminal clip U2 is determined by the resistor 43 and drops to the line 70 between the points 71, 72 in FIG. 4.
  • transistor 55 switches, which simultaneously blocks transistor 58. As a result, no more current flows, so that the voltage at the terminal clip U2 is zero.
  • the diodes 50 which are shown but not described in detail, prevent the individual speed ranges from influencing one another.
  • any value can now be achieved on the terminal clip U2 by means of the resistor 46.
  • an ever greater approximation to the adaptation curve Qe max (FIG. 1) or U max (FIG. 4) can be achieved.
  • the minimum injection Q E min is determined in the electronic version of the system 5 by the magnitude of the specification of the voltage U min analogous to the mechanical control.
  • the edge steepness in particular the edges between points 49 and 73 (FIG. 4), depends on the respective mode of operation of transistors 51 to 60. If transistors 51 to 60 are operated as pure switches, the edges will be very steep, ie there will be an exact speed n for idling and reduction.
  • the resistor 46 is set to zero, and instead the resistor 39 as z. B. operated by the gas pedal 17 adjustment resistor, so there is a steep switching edge of the transistor 60, a speed control in the range between U min and U max (dashed and thick line in Fig. 4).
  • the length of lines 61, 64, 67 and 70 between their respective points 62 to 63 or 65 to 66 or 68 to 69 or 71 to 72 depend on the size of resistors 31 to 35 and 39. It follows that with the resistors 31 to 35 and 39 the lengths of the lines along the distance 75 with the dimensioning of the resistors 44, 42, 43, the height of these lines can be determined. The length of the lines along the distance 75 and the height 76 thereof can be varied as desired, as is also shown in the dash-dotted representation (FIG. 4).
  • influencing variables to be influenced on the injection quantity Qe max such as, for. B. boost pressure, temperature of the intake air, NO concentration, etc., in the form of variable, further resistances between the connections 79 and 80 in series with the resistor 46.
  • this pulse is fed to a speed converter 82 and from here the individual control elements of the circuit of the system 5 entered.
  • the resistors 83 to 97 and 98 and possibly even more for fine tuning which correspond to the resistors 31 to 35 and 39 of the embodiment according to FIG. 3, are designed here as adjustable resistors and are connected to the bases of the transistors 100 to 115 with their taps .
  • base resistors 99 are interposed between the taps of the resistors 83 to 98 and the bases of the transistors 100 to 115. Analogously to the switching position according to FIG.
  • the transistors 100 to 108 are followed by the control elements for regulating the amount of fuel to be injected in the start and idle phases 11, 12 in accordance with the control elements consisting of transistors 116 and 117 and controllable resistors 118 to 125.
  • transistors 109 to 115 are followed by further transistors 118 to 124, which, together with further, controllable resistors 125 to 129, assume the function of transistors 57, 58, 60 and these resistors 42, 43 according to FIG. 3.
  • the set speed is kept constant in spite of different types of stress on the engine and the filling that changes as a result.
  • the speed of the engine can also be kept constant when the engine starts, the load increases or the wind resistance increases.
  • the filling is reduced for the purpose of keeping the speed constant when, for. B. the vehicle descends a mountain or the load decreases in another way.
  • the speed controller 98 keeps the speed constant. d. H. So the filling changes to keep the speed constant. If the vehicle starts off easily, the load increases or the wind resistance increases, the filling is increased to keep the speed constant. If it goes downhill or the load gets smaller, the filling is reduced so that the speed does not get too high. That is the task of the speed controller.
  • the filling regulator keeps the filling constant, i.e. H. it always delivers the same injection quantity per stroke, regardless of the speed. So it may be that the engine has a constant fill quantity when idling and also has the same fill quantity at 4000 revolutions, 3000 revolutions or at any speed.
  • the loader does not follow the slope of the engine speed without inertia, so to avoid bumping into it, the filling must not be the maximum, but must gradually build up with the boost pressure. This is done by this regulator, which also adjusts the regulator when the boost pressure rises. We then get the control voltage for the system as an output. The control voltage gives this whole M aschinerie onto the actuator. An actuator is adjusted with the control voltage. This actuator is also dependent on the control voltage, i.e. if we have a high control voltage of about 10 volts, then the actuator is at the very back of the stop, if we have a low voltage or zero, then the actuator is in the other position. That fluctuates between 0 and 10 volts. The actuator is practically equivalent to our disk with the start etc.
  • the TCA is also an integrated circuit that keeps the voltage constant.
  • a voltage stabilizer a so-called fixed voltage regulator, is required.
  • This is a fixed voltage regulator for motor vehicles, for the vehicle electrical system, specially developed for this.
  • the TCA integrated circuit delivers a fixed voltage of 10 volts, 220 amperes. It is well known and industrially manufactured and has this number in the manual for transistors and diodes for integrated circuits.
  • the slanting of the control lines R is because the transistor has an area where it does not work exactly as a switch, but rather as an amplifier, i.e. it works specifically from a certain voltage.
  • the transistor now starts to turn on, and if the voltage at the base is now increased or decreased slightly, depending on whether it is a PNP or NPN transistor, the transistor acts as an amplifier, ie it now also makes small fluctuations at the base and large swings on the middle distance.
  • This area creates these oblique lines, which do not have to be rulers but can also be slightly arched. In any case, these lines are not quite steep upwards, you can also put them very steeply with help if you want, but they will be in the Usually have a certain slope, d.
  • the transistor starts in this upper one. .Point, i.e. on the QE max line, to steer at this speed and if the speed increases now, it will steer more and more until it is absolutely down here. That doesn't suddenly go down steeply from there, but if the speed is now increased again by half a turn, it is no longer non-conductive, but becomes less conductive. This is a permanent transition and not a weak transition. For this reason, weird rule lines are created. It is practically the curtailment of the transistor.
  • the transistor changes from operating as a switch to operating as an amplifier or as a regulator. So the transistor does not have the exact switching range, where it turns off immediately when 10 volts are present and rises to 10.01 volts, but then he will turn something off. It starts to switch off. It may be totally off at 11 volts. He has the certain area in which he appears to be vanishing, these are these oblique lines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP80104031A 1979-07-13 1980-07-12 Système de commande de la quantité de combustible à injecter dans la chambre de combustion d'un moteur comme p.ex. un moteur Diesel Withdrawn EP0028286A1 (fr)

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DE2928458 1979-07-13
DE2928458 1979-07-13

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EP0028286A1 true EP0028286A1 (fr) 1981-05-13

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EP80104031A Withdrawn EP0028286A1 (fr) 1979-07-13 1980-07-12 Système de commande de la quantité de combustible à injecter dans la chambre de combustion d'un moteur comme p.ex. un moteur Diesel

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2142170A (en) * 1983-06-23 1985-01-09 Fuji Heavy Ind Ltd Air fuel ratio control system
CN112682194A (zh) * 2020-12-23 2021-04-20 潍柴动力股份有限公司 复合环境下柴油机的低温启动控制方法及系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58101237A (ja) * 1981-12-10 1983-06-16 Japanese National Railways<Jnr> 調速機能を有するデイ−ゼル機関の燃料噴射制御装置
JPS58191343U (ja) * 1982-06-17 1983-12-19 日産ディーゼル工業株式会社 デイ−ゼルエンジンの燃料噴射量制御装置

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1228832A (fr) * 1958-11-18 1960-09-02 R E T E M Rech S Et Etudes Ele Dispositif d'injection de carburant à basse pression
DE1802290A1 (de) * 1968-10-10 1970-06-04 Bosch Gmbh Robert Dieselmotor
DE1601977A1 (de) * 1968-03-12 1971-01-21 Bosch Gmbh Robert Regeleinrichtung fuer Dieselbrennkraftmaschinen
FR2072290A5 (fr) * 1969-11-24 1971-09-24 Gen Motors Corp
FR2083850A5 (fr) * 1970-03-12 1971-12-17 Bosch
FR2087193A5 (fr) * 1970-05-08 1971-12-31 Berliet Automobiles
US3673796A (en) * 1970-03-03 1972-07-04 Caterpillar Tractor Co Anticipating air injection system for turbocharged engines
US3797465A (en) * 1970-07-04 1974-03-19 Nippon Denso Co Fuel injection system for internal combustion engines
FR2225310A1 (fr) * 1973-04-14 1974-11-08 Cav Ltd
US3973538A (en) * 1973-01-06 1976-08-10 C.A.V. Limited Fuel systems for engines
US3973537A (en) * 1971-12-03 1976-08-10 C.A.V. Limited Fuel supply systems for internal combustion engines

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1228832A (fr) * 1958-11-18 1960-09-02 R E T E M Rech S Et Etudes Ele Dispositif d'injection de carburant à basse pression
DE1601977A1 (de) * 1968-03-12 1971-01-21 Bosch Gmbh Robert Regeleinrichtung fuer Dieselbrennkraftmaschinen
DE1802290A1 (de) * 1968-10-10 1970-06-04 Bosch Gmbh Robert Dieselmotor
FR2072290A5 (fr) * 1969-11-24 1971-09-24 Gen Motors Corp
US3673796A (en) * 1970-03-03 1972-07-04 Caterpillar Tractor Co Anticipating air injection system for turbocharged engines
FR2083850A5 (fr) * 1970-03-12 1971-12-17 Bosch
FR2087193A5 (fr) * 1970-05-08 1971-12-31 Berliet Automobiles
US3797465A (en) * 1970-07-04 1974-03-19 Nippon Denso Co Fuel injection system for internal combustion engines
US3973537A (en) * 1971-12-03 1976-08-10 C.A.V. Limited Fuel supply systems for internal combustion engines
US3973538A (en) * 1973-01-06 1976-08-10 C.A.V. Limited Fuel systems for engines
FR2225310A1 (fr) * 1973-04-14 1974-11-08 Cav Ltd

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2142170A (en) * 1983-06-23 1985-01-09 Fuji Heavy Ind Ltd Air fuel ratio control system
CN112682194A (zh) * 2020-12-23 2021-04-20 潍柴动力股份有限公司 复合环境下柴油机的低温启动控制方法及系统

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Publication number Publication date
JPS5652532A (en) 1981-05-11

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