EP0054112B1 - Méthode et système de dosage de carburant commandé électroniquement pour un moteur à combustion interne - Google Patents

Méthode et système de dosage de carburant commandé électroniquement pour un moteur à combustion interne Download PDF

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Publication number
EP0054112B1
EP0054112B1 EP81107657A EP81107657A EP0054112B1 EP 0054112 B1 EP0054112 B1 EP 0054112B1 EP 81107657 A EP81107657 A EP 81107657A EP 81107657 A EP81107657 A EP 81107657A EP 0054112 B1 EP0054112 B1 EP 0054112B1
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EP
European Patent Office
Prior art keywords
new
injection period
signal
mean value
acceleration
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.)
Expired
Application number
EP81107657A
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German (de)
English (en)
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EP0054112A2 (fr
EP0054112A3 (en
Inventor
Wolfram Dipl.-Ing. Becker
Helmut Dipl.-Ing. Denz
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0054112A3 publication Critical patent/EP0054112A3/de
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Publication of EP0054112B1 publication Critical patent/EP0054112B1/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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2403—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially up/down counters
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the invention relates to an electronically controlled fuel metering system for an internal combustion engine according to the type of the independent claim.
  • DE-A-2 815 067 it is known to monitor the individual metering signals in order to avoid torque jumps and thus undesirable jerking of the internal combustion engine and to limit changes in these metering signals.
  • this takes place in that, starting from a specific metering signal, an upper and a lower limit value are formed for the next metering signal, and if the changes are too great, these limit values then come into play.
  • an anti-jerk system is obtained which achieves good results with regard to driving behavior and exhaust gas composition even in critical operating conditions.
  • FIG. 1 shows a speed-load diagram with indication of a jerk-sensitive area
  • FIG. 2 shows various examples of the mode of operation of the system under different operating conditions
  • FIG. 3 shows a flow diagram in connection with a computer-controlled implementation of the invention
  • FIG. 4 shows a block diagram as an example of a hardware solution
  • FIG. 5 shows a detail relating to the subject of FIG. 4.
  • the exemplary embodiment relates to a method and an electrically controlled fuel metering system in an internal combustion engine with spark ignition, the fuel being metered in via injection valves which are triggered in pulses.
  • Jerking is a driving operation in which the vehicle is braked and accelerated again by cyclical torque fluctuations. The reason lies in the type of load recording.
  • the load signal ti is proportional to the air flow in the intake pipe and thus proportional to the output signal of the air flow meter and inversely proportional to the speed.
  • FIG. 1 Such a map is shown in FIG. 1 and different areas for different countermeasures are drawn in this map, as well as a particularly critical area in which bucking is particularly critical due to the design of the engine and vehicle.
  • 2 shows various diagrams of the mode of operation of the exemplary embodiment in different operating states.
  • 2a shows a quite restless load signal (ti) whose individual values are averaged in a compensating sense.
  • FIG. 2b shows the signal behavior during a typical acceleration process, namely when the load signal rises sharply and exceeds certain change threshold values.
  • the situation with a slow load increase is shown in Fig. 2c.
  • the averaging is effective due to the fact that a certain change in the load signal has not yet been reached becomes.
  • this averaging would lead to an increasing gap between the actual and the averaged value, so that an approximation of these two different values must be ensured.
  • FIGS. 2d and e show the conditions during a transition to the overrun mode and with a slow load decrease.
  • FIG. 3 shows a flowchart for a computer-controlled solution of the fuel metering system according to the invention.
  • the second query in FIG. 13 concerns the thrust detection. If there is a transition to overrun mode, then either this newest value is switched through or, with a view to a smooth transition, an adapted new value according to the formula chosen. This alternative option is characterized by solid and dashed lines.
  • the averaging takes place over the last maximum of eight load values. It takes place on the basis of the values stored in a shift register, with the shift register in the so-called push-through mode being loaded with the latest value in the stationary area, while the oldest is lost.
  • the push mode control serves a counter to determine the ranking of the individual memory values.
  • a query for the maximum counter reading is denoted by 16 and a subtraction point for the last load value during stationary operation is denoted by 17.
  • the control of the shift register is characterized by a block 18, the latest load value occupying the shift register location Z1 after 19.
  • the respective load values are summed in block 20.
  • the subsequent division to form the mean value takes place in block 21. Since the deviation of the latest value from the mean value is also processed, a corresponding calculation is provided in block 22.
  • the next interrogation unit 23 is used for the area classification.
  • Two interrogation units 24 and 25 follow, with which slow load decreases and slow load increases in the sense of FIGS. 2c and 2e are recorded.
  • the latest basic injection quantity value corresponds to the averaged load signal. Otherwise there is a progressive approximation to the respective load value according to the formula to wear over block 26.
  • This also applies in the event that a special area is recognized via the area detection stage 23 and the change in this special area exceeds a certain threshold value (27).
  • the new basic injection value is the averaged value, block 28, then the serial number Z is continuously increased by one until an end value N is reached (30) and then jumped back to the starting point A.
  • a signal deviating from the mean value is generated as the new basic injection value, a new mean value formation and a new writing of values into the shift register take place in accordance with the specifications in a block 29.
  • FIG. 4 An example of a hardware-based implementation possibility is shown in FIG. 4.
  • the individual blocks of FIG. 4 are provided with the reference numbers known from FIG. 3 if they match, although the Blocks of the flowchart basically represent pure arithmetic operations, while those of FIG. 4 mark circuit arrangements for realizing the special function.
  • timing element 35 for generating the quotient of air throughput and speed based on signals from a speed sensor 36 and an air quantity measuring device 37.
  • selection logic 38 for a desired switching of the individual sizes depends on the individual driving conditions, and finally the valve winding of an injection valve 39 is indicated.
  • the signal line to this injection valve there are usually correction stages for at least the temperature and the battery voltage.
  • the individual structure is as follows.
  • the output of the timing element 35, at which the latest ti (k) value is present, is inevitably coupled to all those stages which process or pass on the current basic injection value or load value.
  • These are the selection logic 38, the difference formation stage 11 for successive load signals, a memory stage 40 for the previous load signal, a counter 30, which supplies the control signal for an adder 20 and the divider stage 21, and also a subtraction stage 22 for forming the difference between the current one Load value and the current mean value as well as a threshold level 23 for range inquiry.
  • the subtraction stage 11 is coupled to two comparators 12 and 13 for recognizing the acceleration and the transition to overrun mode, the output signals of which can in turn be switched to two control inputs 41 and 42 of the selection logic 38. Furthermore, these comparators 12 and 13 supply reset signals for the adder stage 20. This is because the averaging in the special example according to FIG. 4 is to be stopped in each of these transitional operating states and corresponding addition values are to be deleted. The same reset signal is also received by the shift register 18 and the counter 30. The respective counter reading of the counter 30 controls the adder 20, the progression of the contents of the shift register 18 and the divider 21. The output of this divider 21 is an average of the basic injection time tiM, which in turn is as Input variable for the subtraction level 22, the division and addition level 26 and for the selection logic 38 is used.
  • a further division and subtraction stage 15 supplies a ti (k-1) +, decisivi / 2 signal for a further input of the selection logic 38.
  • the difference between the current load value and the current mean value is provided by the subtraction stage 22, which in turn returns the output signal to the Division and addition level 26 and a sign recognition level 44 passes on.
  • Another control input 45 of the selection logic 38 receives output signals from the threshold switches 24, 25 and 27, the output signals of which also cause the resetting of the adder 20 and the counter 30.
  • the control stage 29 ensures that, depending on input signals at its three inputs 47, 48, 49, the latest load value tineu is written into the memory 40 for the previous load value as the newest value.
  • the input 47 is connected to the control input 45 of the selection logic 38, the input 48 to the control input 41 and finally the input 49 to the control input 42.
  • the control device 29 can be implemented by means of a triple-OR gate for the individual input variables.
  • FIG. 5a shows the diagram of the selection logic 38 with the individual data and value inputs " .
  • FIG. 5b shows a logic table according to which the individual switches shown in FIG. 5a switch to The first line of the table in FIG. 5b shows the case of acceleration, the second line the signal output when changing to overrun mode and lines 3 and 4 identify different cases of more or less stationary operation for the output signal, the curve curves dashed in FIGS. 2c and 2e are traced.
  • the fuel metering system described above is distinguished by the fact that it enables very good driving behavior in all operating conditions in all possible operating areas.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (6)

1. Procédé de dosage de carburant commandé électroniquement pour un moteur à combustion interne, dans lequel on forme, en fonction des caractéristiques de marche, comme signal de charge, une durée d'injection de carburant (ti), dans lequel en outre une durée d'injection de base est corrigée en fonction d'états de marche variables, caractérisé en ce qu'en partant d'une durée d'injection actuelle (ti(k)) (k = index du compteur), une durée d'injection corrigée (ti neu), nouvelle valeur de (ti), se forme comme suit:
- ti neu = ti(k) en accélération ou en marche sur inertie
- ti neu = ti(k-1) + Δti/2 pour une transition en douceur en mode de marche sur inertie avec Ati = ti(k)-ti(k-1)
- ti neu = tiM en marche stationnaire avec une valeur moyenne formée continuellement à partir de plusieurs des dernières valeurs ti(k), ti(k-1) ... ti(k-N)
- ti neu = tiM + AtiM/2 pour une approximation successive de la valeur moyenne du signal de charge dans le cas d'une accélération lente ou d'une décroissance faible de la charge avec AtiM = ti M - ti(k).
2. Procédé selon la revendication 1, caractérisé en ce que la formation de la valeur moyenne recommence à nouveau à la fin de chacun des deux états de transition - accélération ou marche sur inertie.
3. Procédé selon la revendication 1, caractérisé en ce qu'en cas de modification continues lentes du signal de dosage de carburant, le signal de dosage de carburant s'approche de la valeur actuelle à partir d'une différence, que l'on peut prescrire, entre la valeur actuelle et la valeur moyenne.
4. Procédé selon au moins l'une des revendications 1 à 4, caractérisé en ce que, selon chaque fois le régime vitesse de rotation-charge, il se fait une formation de valeur moyenne ou une approximation progressive de la valeur respectivement actuelle du signal de dosage de carburant.
5. Procédé selon une ou plusieurs des revendications 1 à 5, caractérisé en ce que l'on procède de préférence à la formation de la valeur moyenne au moyen d'au maximum les huit dernières valeurs du signal.
6. Dispositif pour l'exécution du procédé selon les revendications 1 à 5, comportant des moyens (35) pour calculer une durée d'injection de carburant (ti) en fonction de grandeurs caractéristiques de marche, comportant en outre des moyens (38) pour corriger une durée d'injection de base en fonction d'états de marche variables, caractérisé en ce qu'il existe des moyens pour reconnaître l'état de marche (accélération, marche sur inertie, marche stationnaire) du moteur à combustin interne: et en ce qu'il est en outre prévu une logique de choix (38) qui fait correspondre à l'état de marche respectif du moteur à combustion interne la durée d'injection (ti neu) corrigée, formée comme suit à partir d'une durée d'injection actuelle (ti(k)) (k = index du compteur)
- ti neu = ti(k), en accélération ou en marche sur inertie
- ti neu = ti(k-1) + Ati/2 pour une transition en douceur en mode de marche sur inertie, avec Δti = ti(k)-ti(k-1)
- ti neu = tiM en marche stationnaire avec une valeur moyenne formée continuellement à partir de plusieurs des dernières valeurs ti(k), ti(k-1) ... ti(k-N)
- ti neu = tiM + ΔtiM/2 pour une approximation successive de la valeur moyenne du signal de charge dans le cas d'une accélération lente ou d'une décroissance faible de la charge avec AtiM = tiM-ti(k).
EP81107657A 1980-12-12 1981-09-26 Méthode et système de dosage de carburant commandé électroniquement pour un moteur à combustion interne Expired EP0054112B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3046863 1980-12-12
DE19803046863 DE3046863A1 (de) 1980-12-12 1980-12-12 Elektronisch gesteuertes kraftstoffzumesssystem fuer eine brennkraftmaschine

Publications (3)

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EP0054112A2 EP0054112A2 (fr) 1982-06-23
EP0054112A3 EP0054112A3 (en) 1984-06-13
EP0054112B1 true EP0054112B1 (fr) 1988-03-30

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EP81107657A Expired EP0054112B1 (fr) 1980-12-12 1981-09-26 Méthode et système de dosage de carburant commandé électroniquement pour un moteur à combustion interne

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US (1) US4508082A (fr)
EP (1) EP0054112B1 (fr)
JP (1) JPS57122136A (fr)
DE (2) DE3046863A1 (fr)

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JPS5832932A (ja) * 1981-08-21 1983-02-26 Toyota Motor Corp 内燃機関の燃料噴射量制御方法
EP0106366B1 (fr) * 1982-10-20 1988-06-08 Hitachi, Ltd. Méthode de controle pour moteurs à combustion interne
EP0112673A1 (fr) * 1982-12-13 1984-07-04 Solex (U.K.) Limited Appareil électronique pour commander l'alimentation en carburant d'un moteur à combustion interne
FR2545878B1 (fr) * 1983-05-13 1987-09-11 Renault Procede de coupure de l'injection de carburant pendant les phases de deceleration d'un moteur a combustion interne
ATE41062T1 (de) * 1983-07-20 1989-03-15 Voest Alpine Automotive Verfahren zum raschen nachfuehren eines mittelwertes, vorzugsweise des arithmetischen mittelwertes eines fast periodischen signals.
DE3405916A1 (de) * 1984-02-18 1985-08-22 Robert Bosch Gmbh, 7000 Stuttgart Gemischzumesssystem fuer eine brennkraftmaschine
DE3415214A1 (de) * 1984-04-21 1985-10-24 Robert Bosch Gmbh, 7000 Stuttgart Verfahren und vorrichtung zur bestimmung eines den lastzustand einer brennkraftmaschine angebenden signals
JPH0723701B2 (ja) * 1985-11-08 1995-03-15 富士通テン株式会社 電子制御燃料噴射装置
JPS62131945A (ja) * 1985-12-03 1987-06-15 Toyota Motor Corp 過給機を備えた内燃機関の燃料噴射装置
JPS62240442A (ja) * 1986-04-09 1987-10-21 Hitachi Ltd 燃料制御装置
KR900000145B1 (ko) * 1986-04-23 1990-01-20 미쓰비시전기 주식회사 내연기관의 연료제어장치
KR900000219B1 (ko) * 1986-04-23 1990-01-23 미쓰비시전기 주식회사 내연기관의 연료제어장치
DE3634551A1 (de) * 1986-10-10 1988-04-21 Bosch Gmbh Robert Verfahren zur elektronischen bestimmung der kraftstoffmenge einer brennkraftmaschine
JPH01315642A (ja) * 1988-06-15 1989-12-20 Mitsubishi Electric Corp エンジンの燃料制御装置
JPH04194341A (ja) * 1990-11-27 1992-07-14 Mazda Motor Corp エンジンの燃料制御装置
GB9807232D0 (en) 1998-04-03 1998-06-03 Univ Cardiff Aerosol composition

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Also Published As

Publication number Publication date
EP0054112A2 (fr) 1982-06-23
US4508082A (en) 1985-04-02
DE3176695D1 (en) 1988-05-05
DE3046863A1 (de) 1982-07-22
EP0054112A3 (en) 1984-06-13
JPH0159420B2 (fr) 1989-12-18
JPS57122136A (en) 1982-07-29

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