EP0062151A1 - Method to operate an internal-combustion engine in a full load range - Google Patents

Method to operate an internal-combustion engine in a full load range Download PDF

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Publication number
EP0062151A1
EP0062151A1 EP82101156A EP82101156A EP0062151A1 EP 0062151 A1 EP0062151 A1 EP 0062151A1 EP 82101156 A EP82101156 A EP 82101156A EP 82101156 A EP82101156 A EP 82101156A EP 0062151 A1 EP0062151 A1 EP 0062151A1
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EP
European Patent Office
Prior art keywords
output signal
air
injection system
load range
full
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Granted
Application number
EP82101156A
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German (de)
French (fr)
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EP0062151B1 (en
Inventor
Lorenz H.F. Dipl.-Ing. Salzer
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Priority to AT82101156T priority Critical patent/ATE42133T1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/36—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages
    • F02M69/42—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages using other means than variable fluid pressure, e.g. acting on the fuel metering device mechanically or electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/36—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages

Definitions

  • the invention relates to a method for operating an internal combustion engine in a full-load range, in which an injection system changes the amount of fuel supplied in relation to the amount of air supplied via an unchanged maximum throttle device in the same direction depending on the output signals of an accelerator position sensor and a further signal transmitter.
  • Such a method is known from DE-OS 28 24 472. It serves to carry out a mixture quality control in the full-load range adjoining the part-load range of the internal combustion engine. While in the part-load range a filling control or control takes place with the help of the throttle device, which is usually designed as a throttle valve, the throttle device has no influence in the full-load range for mixture quality control or regulation, while the amount of fuel supplied corresponds to the position of the accelerator lever, which is usually designed as an accelerator pedal is changed.
  • This sensor designed for example as a potentiometer, ensures that the .fuel-air mixture is richly enriched in the full-load range in order to achieve a uniform acceleration behavior.
  • a tachometer is used as a further signal transmitter. This has the consequence that the load information necessary to determine the required fuel quantity must be obtained indirectly. As a result of manufacturing tolerances, such a method places unsatisfactory requirements on the precision of the map design required. Long-term tolerances, such as a reduction in the amount of air due to reduced friction over the life of the engine, as well as, for example, the change in air flow due to contamination of the air filter are not taken into account. By. the considerable length of the timing chain, the dynamic response is inadequate.
  • the invention has for its object to provide a method of the type mentioned, in which the amount of fuel supplied in the full load range is optimally adapted to the actual individual requirements with little effort.
  • the further signal transmitter is an air quantity or mass meter.
  • Such a knife as a further signal transmitter instead of the tachometer in the known method, regardless of the operating state of the internal combustion engine or its change, adapts the quantity of fuel supplied to the quantity or mass of air actually available. In this way, it is possible to largely approximate the optimal operating state of the internal combustion engine within the entire full-load range. This condition is characterized by low specific fuel consumption and / or optimal torque.
  • the use of a computer is required to determine the amount of fuel supplied. This determines the fuel quantity from the two influencing variables, the speed and the position of the acceleration lever, by comparing the signal-value pair supplied by the two signal transmitters with predetermined target value pairs.
  • the injection system is an injection system that measures air volume or mass.
  • the amount of fuel supplied is also determined in the part-load range with the aid of the output signal of an air volume or mass meter.
  • An injection system measuring air volume or mass is known per se. However, when the throttle device is fully open, this only has an abruptly switchable, so-called full-load enrichment, which can be felt as an unpleasant, sudden change in torque.
  • the invention differs in that a differentiable load signal is also formed in the full load range, which enables the permanent adjustment of any operating point within the full load range.
  • the output signal of this knife which is already present in an injection system measuring the amount of air or air mass, can be processed in various ways. For example, it is possible to supply this output signal before it enters the injection system in accordance with the output signal of the accelerator lever position sensor evaluate. In this case, it is not necessary to change the injection system in any way, for example to provide a further input for the accelerator lever position sensor. Only the output signal of the air quantity or mass meter is fed to the injection system. However, this is modified in accordance with the position of the acceleration lever and corresponds to an air quantity or mass signal which is greater than or at the beginning of the full load range equal to the input signal which corresponds to the air quantity or mass actually supplied to the internal combustion engine.
  • This evaluation of the output signal of the air quantity or mass meter before it is input into the injection system can be carried out in different ways. For example, it is possible to add a corresponding correction value. In contrast, in terms of circuitry, it is simpler to multiply the output signal of this sensor by a factor corresponding to the output signal of the accelerator lever position sensor. For this it is only necessary to provide a multiplier between the air quantity or mass meter and the control unit for the injection system, which is controlled by the accelerator lever position sensor.
  • the output signal of the accelerator lever position sensor is only effective when the throttle device is open to the maximum. This transition can take place, for example, with the aid of a switch which is already present anyway and which is actuated when the throttle device is open to the maximum.
  • An internal combustion engine not shown in FIG. 1, has a conventional intake line 1 with a throttle device designed as a throttle valve 2 and an injection valve 3 for the quantity of fuel supplied.
  • the injection valve 3 is controlled by a schematically illustrated control unit 4, which receives the output signal of an air flow meter 5, for example in the form of a baffle plate or an air mass meter, for example in the form of a hot wire.
  • a multiplication element 7 is switched on, which carries out an evaluation of the output signal of this knife in the full-load range in a manner explained in more detail with reference to FIG. 2 and in accordance with the position of an acceleration lever designed as an accelerator pedal 8.
  • the accelerator pedal 8 is coupled to the throttle valve 2 in the following manner, which is known, for example, from US Pat. No. 3,233,403.
  • a first range of motion I when the throttle valve 2 is not fully open the accelerator pedal 8 and the throttle valve 2 are mechanically firmly connected to one another.
  • the position of the throttle valve is determined with the accelerator pedal 8.
  • a second movement range II of the accelerator pedal 8 which adjoins the first movement range and the throttle valve is fully open, the clutch between the accelerator pedal 8 and the throttle valve 2 is released. While the throttle valve remains open to the maximum in this so-called full-load range of the internal combustion engine and is therefore not moved, the accelerator pedal 8 can continuously change its position.
  • a position transmitter designed as a potentiometer 9 is assigned to the accelerator pedal 8 and is only effective when the throttle valve 2 is open to the maximum.
  • a switch is used, for example, which is switched mechanically when the throttle valve is open, for example by the throttle valve 2 itself or its movement kinematics or depending on the output signal of the potentiometer.
  • the potentiometer 9 influences the multiplication element 7. This increases the output signal of the knife 5 before it enters the control unit 4.
  • the actual output signal a of the knife 5 and the input signal b fed to the control device 4 are plotted as a function of the position s of the accelerator pedal 8 in the movement ranges I and II.
  • the signal b is equal to the signal a in the area I and is obtained in the area II by multiplying the constant output signal a in accordance with the position s of the accelerator pedal. This is done by the multiplication element 7, which, depending on the position s of the accelerator pedal 8, multiplies the signal a by a factor which rises continuously from the value 1 at the beginning of the movement range II of the accelerator pedal.
  • This multiplication of the output signal of the knife 5 before input into the control unit 4 supplies it with a control signal which corresponds to a higher air quantity or mass than that actually supplied.
  • the injection system delivers the corresponding amount of fuel for this - apparently - higher amount of air, with the result that variable mixture enrichment is achieved in the full-load range of the internal combustion engine.
  • the output signal of an air quantity or mass meter as the basic signal, an optimal dynamic behavior in the event of load changes within the full-load range and thus the entire load range of the internal combustion engine is achieved.
  • the illustrated embodiment of the method according to the invention is characterized by little effort, since this mixture quality control in the full-load range with little additional effort and essentially with those already provided for the part-load range of the internal combustion engine. Sharing is achieved.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

1. A method of operating an internal combustion engine with an injection system in a full load range, in which the injection system, in dependence on the output signal from an accelerator-lever position pick-up (9) and a further output signal, varies the amount of fuel supplied in relation to and in the same sense as the amount of air supplied via a throttle device (2) which is unchangeably opened to the maximum extent, characterized in that the further signal is the output signal from an air-flow or air-mass meter (5) in an air-flow or air-mass measuring injection system and that, when passing through the full load region (II), the output signal from the air-flow or air-mass meter is continuously amplified corresponding to the output signal from the accelerator-lever position pick-up (9) while, on transition from the partial-load to the full-load region, the output signal is fed unchanged to the injection system.

Description

Die Erfindung bezieht sich auf ein Verfahren zum Betrieb einer Brennkraftmaschine in einem Vollastbereich, in dem ein Einspritzsystem abhängig von den Ausgangssignalen eines Beschleunigungshebelstellungs-Gebers und eines weiteren Signalgebers die zugeführte Kraftstoffmenge im Verhältnis zur über eine unverändert maximal geöffnete Drosseleinrichtung zugeführten Luftmenge gleichsinnig ändert.The invention relates to a method for operating an internal combustion engine in a full-load range, in which an injection system changes the amount of fuel supplied in relation to the amount of air supplied via an unchanged maximum throttle device in the same direction depending on the output signals of an accelerator position sensor and a further signal transmitter.

-Ein derartiges Verfahren ist aus DE-OS 28 24 472 bekannt. Es dient dazu, in dem sich an den Teillastbereich der Brennkraftmaschine anschließenden Vollastbereich eine Gemischqualitätssteuerung vorzunehmen. Während im Teillastbereich eine Füllungsregelung bzw. -steuerung mit Hilfe der in der Regel als Drosselklappe ausgebildeten Drosseleinrichtung erfolgt, ist im Vollastbereich zur Gemischqualitätssteuerung bzw. -regelung die Drosseleinrichtung ohne Einfluß, während die zugeführte Kraftstoffmenge entsprechend der Stellung des in der Regel als Gaspedal ausgebildeten Beschleunigungshebel verändert wird. Dieser beispielsweise als Potentiometer ausgebildete Geber sorgt dafür, daß das .Kraftstoff-Luftgemisch im Vollastbereich zum Erzielen eines gleichmäßigen Beschleunigungsverhaltens unterschiedlich angefettet wird.Such a method is known from DE-OS 28 24 472. It serves to carry out a mixture quality control in the full-load range adjoining the part-load range of the internal combustion engine. While in the part-load range a filling control or control takes place with the help of the throttle device, which is usually designed as a throttle valve, the throttle device has no influence in the full-load range for mixture quality control or regulation, while the amount of fuel supplied corresponds to the position of the accelerator lever, which is usually designed as an accelerator pedal is changed. This sensor, designed for example as a potentiometer, ensures that the .fuel-air mixture is richly enriched in the full-load range in order to achieve a uniform acceleration behavior.

Bei dem bekannten Verfahren dient als weiterer Signalgeber ein Drehzahlmesser.Dies hat zur Folge, daß die zur Fest- legung der erforderlichen Kraftstoffmenge notwendige Lastinformation auf indirektem Weg gewonnen werden muß. Ein solches Verfahren stellt infolge von Fertigungstoleranzen unerfüllbare Anforderungen an die Präzision der dabei notwendigen Kennfeld-Auslegung. Langzeittoleranzen, wie etwa Verringerung des Luftaufwands durch verminderte Reibleistung über der Lebensdauer des Motors sowie beispielsweise auch die Veränderung des Luftdurchsatzes infolge einer Verschmutzung des Luftfilters werden nicht berücksichtigt. Durch. die erhebliche Länge der Steuerkette ist das dynamische Ansprechverhalten unzureichend.In the known method, a tachometer is used as a further signal transmitter. This has the consequence that the load information necessary to determine the required fuel quantity must be obtained indirectly. As a result of manufacturing tolerances, such a method places unsatisfactory requirements on the precision of the map design required. Long-term tolerances, such as a reduction in the amount of air due to reduced friction over the life of the engine, as well as, for example, the change in air flow due to contamination of the air filter are not taken into account. By. the considerable length of the timing chain, the dynamic response is inadequate.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren der eingangs genannten Art zu schaffen, bei dem mit geringem Aufwand die zugeführte Kraftstoffmenge im Vollastbereich den tatsächlichen individuellen Erfordernissen optimal angepaßt ist.The invention has for its object to provide a method of the type mentioned, in which the amount of fuel supplied in the full load range is optimally adapted to the actual individual requirements with little effort.

Die Erfindung löst diese Aufgabe dadurch, daß der weitere Signalgeber ein Luftmengen- oder -massenmesser ist. Durch einen derartigen Messer als weiteren Signalgeber anstelle des Drehzahlmessers beim bekannten Verfahren wird unabhängig vom Betriebszustand der Brennkraftmaschine bzw.. dessen Änderung die zugeführte Kraftstoffmenge der tatsächlich zur Verfügung stehenden Luftmenge bzw. -masse angepaßt. Auf diese Weise ist es möglich, sich innerhalb des gesamten Vollastbereichs dem optimalen Betriebszustand der Brennkraftmaschine weitgehend anzunähern. Dieser Zustand zeichnet sich durch niedrigen spezifischen Kraftstoffverbrauch und/oder optimales Drehmoment aus.The invention solves this problem in that the further signal transmitter is an air quantity or mass meter. Such a knife as a further signal transmitter instead of the tachometer in the known method, regardless of the operating state of the internal combustion engine or its change, adapts the quantity of fuel supplied to the quantity or mass of air actually available. In this way, it is possible to largely approximate the optimal operating state of the internal combustion engine within the entire full-load range. This condition is characterized by low specific fuel consumption and / or optimal torque.

Bei dem bekannten Verfahren ist zum Bestimmen der zugeführten Kraftstoffmenge die Verwendung eines Rechners erforderlich. Dieser bestimmt aus den beiden Einflußgrößen Drehzahl und Stellung des Beschleunigungshebels die Kraftstoffmenge, indem er das von den beiden Signalgebern gelieferte Signal-Wertepaar mit vorgegebenen Soll-Wertepaaren vergleicht. Demgegenüber läßt sich eine erhebliche Verringerung des Aufwands dadurch erzielen, daß das Einspritzsystem ein luftmengen- bzw. -massenmessendes Einspritzsystem ist. Bei einem derartigen Einspritzsystem wird somit auch im Teillastbereich die zugeführte Kraftstoffmenge mit Hilfe des Ausgangssignals eines Luftmengen- bzw. -massenmessers bestimmt. Zwar ist ein luftmengen-oder -massenmessendes Einspritzsystem an sich bekannt. Dieses besitzt jedoch bei vollständig geöffneter Drosseleinrichtung lediglich eine schlagartig zuschaltbare, sogenannte Vollastanreicherung, die als unangenehme, sprunghafte Drehmomentänderung spürbar ist. Betriebspunkte innerhalb des Vollastbereiches, d.h. zwischen verbrauchsoptimalem Luft-/Kraftstoff-Verhältnis am oberen Ende des Teillastbereichs und dem erreichbaren Leistungsoptimum der Brennkraftmaschine bei optimaler fetter Gemischanpassung, können nicht konstant angefahren werden. Gegenüber diesem bekannten System mit sprungfunktionsartigem Lastsignal bei Vollast unterscheidet sich die Erfindung dadurch, daß auch im Vollastbereich ein differenzierbares Lastsignal gebildet wird, das die bleibende Einstellung eines beliebigen Betriebspunktes innerhalb des Vollastbereiches ermöglicht.In the known method, the use of a computer is required to determine the amount of fuel supplied. This determines the fuel quantity from the two influencing variables, the speed and the position of the acceleration lever, by comparing the signal-value pair supplied by the two signal transmitters with predetermined target value pairs. In contrast, a considerable reduction in effort can be achieved in that the injection system is an injection system that measures air volume or mass. In the case of such an injection system, the amount of fuel supplied is also determined in the part-load range with the aid of the output signal of an air volume or mass meter. An injection system measuring air volume or mass is known per se. However, when the throttle device is fully open, this only has an abruptly switchable, so-called full-load enrichment, which can be felt as an unpleasant, sudden change in torque. Operating points within the full load range, i.e. between the optimal consumption of air / fuel at the upper end of the partial load range and the achievable performance of the internal combustion engine with an optimal rich mixture adjustment cannot be approached constantly. Compared to this known system with step function-like load signal at full load, the invention differs in that a differentiable load signal is also formed in the full load range, which enables the permanent adjustment of any operating point within the full load range.

Für die Bestimmung der Kraftstoffmenge im Vollastbereich kann das Ausgangssignal dieses bei einem Luftmengen- oder -massenmessenden Einspritzsystems dann ohnehin bereits vorhandenen Messers in verschiedener Weise verarbeitet werden. So ist es beispielsweise möglich, dieses Ausgangssignal vor Eingang in das Einspritzsystem entsprechend dem Ausgangssignal des Beschleunigungshebelstellungs-Gebers zu bewerten. Es ist in diesem Fall nicht erforderlich, das Einspritzsystem in irgendeiner Weise zu verändern, beispielsweise einen weiteren Eingang für den Beschleunigungshebelstellungs-Geber vorzusehen. Dem Einspritzsystem wird weiterhin lediglich das Ausgangssignal des Luftmengen- bzw. -massenmessers zugeführt. Jedoch ist dieses entsprechend der Stellung des Beschleunigungshebels modifiziert und entspricht einem Luftmengen- bzw. Massensi- gnal, das größer als das- bzw. zu Beginn des Vollastbereichs gleich dem Eingangssignal ist, das der der Brennkraftmaschine tatsächlich zugeführte Luftmenge bzw. -masse entspricht.To determine the amount of fuel in the full-load range, the output signal of this knife, which is already present in an injection system measuring the amount of air or air mass, can be processed in various ways. For example, it is possible to supply this output signal before it enters the injection system in accordance with the output signal of the accelerator lever position sensor evaluate. In this case, it is not necessary to change the injection system in any way, for example to provide a further input for the accelerator lever position sensor. Only the output signal of the air quantity or mass meter is fed to the injection system. However, this is modified in accordance with the position of the acceleration lever and corresponds to an air quantity or mass signal which is greater than or at the beginning of the full load range equal to the input signal which corresponds to the air quantity or mass actually supplied to the internal combustion engine.

Diese Bewertung des Ausgangssignals des Luftmengen- bzw. -massenmessers vor Eingang in das Einspritzsystem kann in unterschiedlicher Weise erfolgen. So ist es beispielsweise möglich, einen entsprechenden Korrekturwert zu addieren.. Demgegenüber ist es schaltungstechnisch einfacher, das Ausgangssignal dieses Gebers mit einem dem Ausgangssignal des Beschleunigungshebelstellungs-Gebers entsprechenden Faktor zu multiplizieren. Hierfür ist es lediglich erforderlich, zwischen dem Luftmengen- bzw. Massenmesser und dem Steuergerät für das Einspritzsystem ein Multiplikationsglied vorzusehen, das durch den Beschleunigungshebelstellungs-Geber gesteuert wird.This evaluation of the output signal of the air quantity or mass meter before it is input into the injection system can be carried out in different ways. For example, it is possible to add a corresponding correction value. In contrast, in terms of circuitry, it is simpler to multiply the output signal of this sensor by a factor corresponding to the output signal of the accelerator lever position sensor. For this it is only necessary to provide a multiplier between the air quantity or mass meter and the control unit for the injection system, which is controlled by the accelerator lever position sensor.

Zum Erzielen eines gleichmäßigen Übergangs zwischen Teil-und Vollastbereich bei gleichzeitig geringstmöglichem Kraftstoffverbrauch ist es weiterhin vorteilhaft, wenn das Ausgangssignal des Beschleunigungshebelsstellungs-Gebers erst bei maximal geöffneter Drosseleinrichtung wirksam ist. Dieser Übergang kann beispielsweise mit Hilfe eines häufig bereits ohnehin vorhandenen Schalters erfolgen, der bei maximal geöffneter Drosseleinrichtung betätigt wird. Im Falle der vorhingenannten Multiplikation gssignals des Luftmengen- bzw. -massenmessers vor Eingang in das Steuergerät für das Einspritzsystem bedeutet dies, daß der Faktor vom Wert 1 zu Beginn des Vollastbereichs kontinuier lich entsprechend der Stellung des Beschleunigungshebelstellungs-Gebers zunimmt. Im Gegensatz zu dem aus der eingangs genannten DE-OS 28 24 472 bekannten Verfahren, bei dem auch im Teillastbereich aus den Ausgangssignalen des Drehzahlmessers und des Beschleunigungshebelstellungs-Gebers die zugeführte Kraftstoffmenge bestimmt wird, ergibt sich bei Verwendung eines luftmengen- bzw. massenmessendes Einspritzsystems mit erst im Vollastbereich wirksamer Bewertung des Luftmengen- bzw. -massenmesser-Ausgangssignal in der zuletztbeschriebenen Weise im gesamten Betriebsbereich der Brennkraftmaschine ein bestmögliches dynamisches Verhalten bei gleichzeitig optimaler Anpassungsfähigkeit des Systems.In order to achieve a smooth transition between the partial and full load range with the lowest possible fuel consumption at the same time, it is also advantageous if the output signal of the accelerator lever position sensor is only effective when the throttle device is open to the maximum. This transition can take place, for example, with the aid of a switch which is already present anyway and which is actuated when the throttle device is open to the maximum. In the case of the aforementioned multiplication gsignals of the air quantity or mass meter before input into the control unit for the injection system, this means that the factor of 1 increases continuously at the beginning of the full load range in accordance with the position of the accelerator lever position sensor. In contrast to the method known from DE-OS 28 24 472 mentioned at the outset, in which the quantity of fuel supplied is also determined in the partial load range from the output signals of the tachometer and the accelerator lever position sensor, the use of an air quantity or mass-measuring injection system also results Only in the full load range of effective evaluation of the air quantity or mass meter output signal in the manner described last in the entire operating range of the internal combustion engine is the best possible dynamic behavior with at the same time optimal adaptability of the system.

Die Erfindung ist anhand eines in der Zeichnung dargestellten Ausführungsbeispiels weiter erläutert. Es zeigen

  • Fig. 1 schematisch ein in der erfindungsgemäßen Weise betriebenes Einspritzsystem und
  • Fig. 2 ein Diagramm zur Erläuterung der Betriebsweise des Einspritzsystems.
The invention is further explained using an exemplary embodiment shown in the drawing. Show it
  • Fig. 1 shows schematically an injection system operated in the manner according to the invention and
  • Fig. 2 is a diagram for explaining the operation of the injection system.

Eine in Fig. 1 nicht näher dargestellte Brennkraftmaschine besitzt eine übliche Ansaugleitung 1 mit einer als Droselklappe 2 ausgebildeten Drosseleinrichtung sowie ein Einspritzventil 3 für die zugeführte Kraftstoffmenge. Das Einspritzventil 3 ist durch ein schematisch dargestelltes Steuergerät 4 gesteuert, dem das Ausgangssignal eines Luftmengenmessers 5 z.B. in Form einer Stauscheibe bzw. eines Luftmassenmessers z.B. in Form eines Hitz-Drahts zugeführt ist. Zwischen diesem Messer 5 und dem Steuergerät 4 ist ein Multiplikationsglied 7 eingeschaltet, das im Vollastbereich eine Bewertung des Ausgangssignals dieses Messers in einer anhand von Fig. 2 näher erläuterten Weise und entsprechend der Stellung eines als Gaspedal 8 ausgebildeten Beschleunigungshebels vornimmt.An internal combustion engine, not shown in FIG. 1, has a conventional intake line 1 with a throttle device designed as a throttle valve 2 and an injection valve 3 for the quantity of fuel supplied. The injection valve 3 is controlled by a schematically illustrated control unit 4, which receives the output signal of an air flow meter 5, for example in the form of a baffle plate or an air mass meter, for example in the form of a hot wire. Between this knife 5 and the control unit 4, a multiplication element 7 is switched on, which carries out an evaluation of the output signal of this knife in the full-load range in a manner explained in more detail with reference to FIG. 2 and in accordance with the position of an acceleration lever designed as an accelerator pedal 8.

Das Gaspedal 8 ist mit der Drosselklappe 2 in folgender, beispielsweise aus der US-PS 3 233 403 bekannter Weise gekoppelt. In einem ersten Bewegungsbereich I bei nicht vollständig geöffneter Drosselklappe 2 sind das Gaspedal 8 und die Drosselklappe 2 mechanisch fest miteinander verbunden. Die Stellung der Drosselklappe wird mit Hilfe des Gaspedals 8 bestimmt. In einem sich an den ersten Bewegungsbereich anschließenden zweiten Bewegungsbereich II des Gaspedals 8 bei vollständig geöffneter Drosselklappe ist die Kupplung zwischen dem Gaspedal 8 und der Drosselklappe 2 aufgehoben. Während die Drosselklappe in diesem sogenannten Vollastbereich der Brennkraftmaschine unverändert maximal geöffnet ist und somit nicht bewegt wird, kann das Gaspedal 8 kontinuierlich seine Stellung verändern.The accelerator pedal 8 is coupled to the throttle valve 2 in the following manner, which is known, for example, from US Pat. No. 3,233,403. In a first range of motion I when the throttle valve 2 is not fully open, the accelerator pedal 8 and the throttle valve 2 are mechanically firmly connected to one another. The position of the throttle valve is determined with the accelerator pedal 8. In a second movement range II of the accelerator pedal 8 which adjoins the first movement range and the throttle valve is fully open, the clutch between the accelerator pedal 8 and the throttle valve 2 is released. While the throttle valve remains open to the maximum in this so-called full-load range of the internal combustion engine and is therefore not moved, the accelerator pedal 8 can continuously change its position.

Dem Gaspedal 8 ist ein als Potentiometer 9 ausgebildeter Stellungs-Geber zugeordnet, der erst bei maximal' geöffneter Drosselklappe 2 wirksam ist. Hierzu dient beispielsweise ein Schalter, der bei maximal geöffneter Drosselklappe mechanisch, beispielsweise durch die Drosselklappe 2 selbst bzw. deren Bewegungskinematik oder abhängig vom Ausgangssignal des Potentiometers geschaltet ist. In diesem Vollastbereich entsprechend dem Bewegungsbereich II des Gaspedals 8 beeinflußt das Potentiometer 9 das Multiplikationsglied 7. Dieses vergrößert das Ausgangssignal des Messers 5 vor Eingang in das Steuergerät 4.A position transmitter designed as a potentiometer 9 is assigned to the accelerator pedal 8 and is only effective when the throttle valve 2 is open to the maximum. For this purpose, a switch is used, for example, which is switched mechanically when the throttle valve is open, for example by the throttle valve 2 itself or its movement kinematics or depending on the output signal of the potentiometer. In this full-load range corresponding to the movement range II of the accelerator pedal 8, the potentiometer 9 influences the multiplication element 7. This increases the output signal of the knife 5 before it enters the control unit 4.

Diese Veränderung ist anhand von Fig. 2 erläutert. In Fig. 2 ist in Abhängigkeit von der Stellung s des Gaspedals 8 im Bewegungsbereich I und II das tatsächliche Ausgangssignal a des Messers 5 sowie das dem Steuergerät 4 zugeführte Eingangssignal b aufgetragen. Das Signal b ist im Bereich I gleich dem Signal a und wird im Bereich II durch Multiplikation des konstanten Ausgangssignals a entsprechend der Stellung s des Gaspedals gewonnen. Hierzu dient das Multiplikationsglied 7, das in Abhängigkeit von der Stellung s des Gaspedals 8 das Signal a mit einem Faktor multipliziert wird, der vom Wert 1 zu Beginn des Bewegungsbereichs II des Gaspedals kontinuierlich ansteigt.This change is explained with reference to FIG. 2. 2, the actual output signal a of the knife 5 and the input signal b fed to the control device 4 are plotted as a function of the position s of the accelerator pedal 8 in the movement ranges I and II. The signal b is equal to the signal a in the area I and is obtained in the area II by multiplying the constant output signal a in accordance with the position s of the accelerator pedal. This is done by the multiplication element 7, which, depending on the position s of the accelerator pedal 8, multiplies the signal a by a factor which rises continuously from the value 1 at the beginning of the movement range II of the accelerator pedal.

Durch diese Multiplikation des Ausgangssignals des Messers 5 vor Eingang in-das Steuergerät 4 wird diesem ein Steuersignal zugeführt, das einer höheren Luftmenge bzw. -Masse als der tatsächlich zugeführten entspricht. Das Einspritzsystem liefert für diese - scheinbar - höhere Luftmenge die entsprechende Kraftstoffmenge mit der Folge, daß im Vollastbereich der Brennkraftmaschine eine variable Gemischanfettung erzielt wird. Durch die Verwendung des Ausgangssignals eines Luftmengen- bzw. Massenmessers als Grundsignal wird ein optimales dynamisches Verhalten bei Laständerungen innerhalb des-Vollastbereichs und damit des gesamten Lastbereichs der Brennkraftmaschine erzielt. Ferner zeichnet sich die dargestellte Ausführung des erfindungsgemäßen Verfahrens durch geringen Aufwand aus, da diese Gemischqualitätssteuerung im Vollastbereich mit geringem zusätzlichen Aufwand und im wesentlichen mit den ohnehin bereits für den Teillastbereich der Brennkraftmaschine vorgesehenen . Teilen erreicht wird.This multiplication of the output signal of the knife 5 before input into the control unit 4 supplies it with a control signal which corresponds to a higher air quantity or mass than that actually supplied. The injection system delivers the corresponding amount of fuel for this - apparently - higher amount of air, with the result that variable mixture enrichment is achieved in the full-load range of the internal combustion engine. By using the output signal of an air quantity or mass meter as the basic signal, an optimal dynamic behavior in the event of load changes within the full-load range and thus the entire load range of the internal combustion engine is achieved. Furthermore, the illustrated embodiment of the method according to the invention is characterized by little effort, since this mixture quality control in the full-load range with little additional effort and essentially with those already provided for the part-load range of the internal combustion engine. Sharing is achieved.

Claims (5)

1. Verfahren zum Betrieb einer Brennkraftmaschine in einem Vollastbereich, in dem ein Einspritzsystem abhängig von den Ausgangssignalen eines Beschleunigungshebelstellungs-Gebers und eines weiteren Signalgebers die zugeführte Kraftstoffmenge im Verhältnis zur über eine unverändert maximal geöffnete Drosseleinrichtung zugeführten Luftmenge gleichsinnig ändert, dadurch gekennzeichnet, daß der weitere Signalgeber ein Luftmengen- oder -massenmesser ( 5) ist.1.Method for operating an internal combustion engine in a full-load range, in which an injection system changes the fuel quantity supplied in a manner dependent on the output signals of an accelerator lever position sensor and a further signal generator in relation to the air quantity supplied via an unchanged maximum open throttle device, characterized in that the further Signal generator is an air quantity or mass meter (5). 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß das Einspritzsystem ein luftmengen- bzw. -massenmessendes Einspritzsystem ist.2. The method according to claim 1, characterized in that the injection system is an air quantity or mass-measuring injection system. 3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß das Ausgangssignal des Luftmengen- bzw. -massenmessers ( 5) vor Eingang in das Einspritzsystem entsprechend dem Ausgangssignal des Beschleunigungshebelstellungs-Gebers (9) bewertet ist.3. The method according to claim 1 or 2, characterized in that the output signal of the air quantity or mass meter (5) before input into the injection system is evaluated according to the output signal of the accelerator lever position sensor (9). 4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß das Ausgangssignal des Luftmengen- bzw. -massenmessers mit einem dem Ausgangssignal des Beschleunigungshebelstellungs-Gebers (9) entsprechenden Faktor multipliziert ist.4. The method according to claim 3, characterized in that the output signal of the air quantity or mass meter is multiplied by a factor corresponding to the output signal of the accelerator lever position sensor (9). 5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß das Ausgangssignal des Beschleunigungshebelstellungs-Gebers (9) erst bei maximal geöffneter Drosseleinrichtung (2) wirksam ist.5. The method according to any one of claims 1 to 4, characterized in that the output signal of the accelerator lever position sensor (9) is only effective when the throttle device (2) is open to the maximum.
EP82101156A 1981-04-02 1982-02-17 Method to operate an internal-combustion engine in a full load range Expired EP0062151B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82101156T ATE42133T1 (en) 1981-04-02 1982-02-17 METHOD OF OPERATING AN ENGINE IN A FULL LOAD RANGE.

Applications Claiming Priority (2)

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DE3113301 1981-04-02
DE19813113301 DE3113301A1 (en) 1981-04-02 1981-04-02 METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE IN A FULL LOAD RANGE

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EP0062151A1 true EP0062151A1 (en) 1982-10-13
EP0062151B1 EP0062151B1 (en) 1989-04-12

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
EP0142818A2 (en) * 1983-11-18 1985-05-29 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Method of operating a heat engine in the full load range

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DE2420030A1 (en) * 1974-04-25 1975-11-13 Bosch Gmbh Robert FUEL INJECTION SYSTEM
FR2321044A1 (en) * 1975-08-14 1977-03-11 Porsche Ag IC engine with main and auxiliary combustion chambers - four stroke external ignition engine has stratified charge
DE2721865A1 (en) * 1977-05-14 1978-11-23 Bosch Gmbh Robert Engine fuel pressure control valve - has temp. sensitive element controlling valve member via spring only during engine warm=up

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JPS53131326A (en) * 1977-04-22 1978-11-16 Hitachi Ltd Control device of internal combustn engine
DE7731488U1 (en) * 1977-10-12 1979-03-29 Robert Bosch Gmbh, 7000 Stuttgart QUANTITY METER
GB2012997B (en) * 1978-01-20 1982-08-04 Nippon Denso Co Engine rotational speed controlling apparatus
JPS6047462B2 (en) * 1978-06-02 1985-10-22 株式会社日立製作所 Intake air amount measuring device for electronically controlled fuel injection system
DE2824472C3 (en) * 1978-06-03 1981-08-06 Volkswagenwerk Ag, 3180 Wolfsburg Method and arrangement for operating an internal combustion engine with spark ignition

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Publication number Priority date Publication date Assignee Title
DE2420030A1 (en) * 1974-04-25 1975-11-13 Bosch Gmbh Robert FUEL INJECTION SYSTEM
FR2321044A1 (en) * 1975-08-14 1977-03-11 Porsche Ag IC engine with main and auxiliary combustion chambers - four stroke external ignition engine has stratified charge
DE2721865A1 (en) * 1977-05-14 1978-11-23 Bosch Gmbh Robert Engine fuel pressure control valve - has temp. sensitive element controlling valve member via spring only during engine warm=up

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0142818A2 (en) * 1983-11-18 1985-05-29 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Method of operating a heat engine in the full load range
EP0142818B1 (en) * 1983-11-18 1988-04-27 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Method of operating a heat engine in the full load range

Also Published As

Publication number Publication date
DE3279605D1 (en) 1989-05-18
DE3113301C2 (en) 1989-06-01
ATE42133T1 (en) 1989-04-15
EP0062151B1 (en) 1989-04-12
DE3113301A1 (en) 1982-10-21

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