EP0074540A1 - Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée - Google Patents

Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée Download PDF

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Publication number
EP0074540A1
EP0074540A1 EP82107883A EP82107883A EP0074540A1 EP 0074540 A1 EP0074540 A1 EP 0074540A1 EP 82107883 A EP82107883 A EP 82107883A EP 82107883 A EP82107883 A EP 82107883A EP 0074540 A1 EP0074540 A1 EP 0074540A1
Authority
EP
European Patent Office
Prior art keywords
speed
combustion engine
value
internal combustion
time
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.)
Granted
Application number
EP82107883A
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German (de)
English (en)
Other versions
EP0074540B1 (fr
Inventor
Michael Dipl.-Ing. Horbelt
Hans Schnürle
Peter Dipl.-Ing. Strauss
Peter Dipl.-Ing. Werner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0074540A1 publication Critical patent/EP0074540A1/fr
Application granted granted Critical
Publication of EP0074540B1 publication Critical patent/EP0074540B1/fr
Expired legal-status Critical Current

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Classifications

    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • Thrust operation is when an internal combustion engine has a higher speed than the position of the throttle valve in a gasoline engine or the amount of fuel injected in a diesel internal combustion engine.
  • the simplest special case of overrun mode is when the accelerator pedal is in the rest position and the speed is above a certain value. Work performance of the internal combustion engine is not desirable in overrun mode. For this purpose, the metered amount of fuel is reduced and, if necessary, the ignition timing is reset.
  • thrust cutting also called cutting in push mode
  • the internal combustion engine does not drop below a certain speed value and then dies due to the inevitable drop in speed.
  • Corresponding circuit arrangements have already become widely known in carburetor systems and injection systems.
  • FIG. 1 shows a rough schematic block diagram of an injection system in a spark ignition internal combustion engine
  • FIG. 2 shows a signal diagram to illustrate the mode of operation of the method according to the invention
  • Figure 3 is a flowchart of the operation of this method and Figure 4 shows a hardware embodiment of the device according to the invention.
  • the exemplary embodiments relate to corresponding control devices in an Otto engine with fuel injection.
  • the basic elements of an injection system are set out in FIG. 1. 10 to 13 are sensors for the air mass flowing through the intake manifold, the speed, the temperature and for idling.
  • 14 marks a timing element in which basic injection pulses of duration tp are formed as a function of air mass flow and speed.
  • This fuel cut-off stage 16 processes signals from the speed sensor, the temperature sensor and the idle sensor and emits a cut-off signal on the output side.
  • Linking stage 15 is finally followed by a multiplier stage for at least temperature-dependent correction of the injection signals and ultimately delivers them to injection valves 18.
  • Figure 1 shows nothing new in itself; it only serves to be able to classify the method according to the invention for operation and the corresponding device for a fuel control system in overrun mode in the overall system.
  • FIG. 2 shows signal images according to which the inventive method works.
  • a throttle switch signal which is denoted by a, is plotted over time. The higher value of this signal indicates the state of a closed throttle valve, which in the special case should be considered one of the prerequisites for overrun operation.
  • Small b denotes a time-constant speed value nabr.
  • a characteristic curve c is found in FIG. 2, which is at a high value up to a point in time t0, then drops and finally remains at a lower threshold value. The upper limit of this characteristic curve c is designated nweo, the falling part with nwe (t) and finally the lower limit with nwel.
  • An actual speed curve d is drawn in dashed lines, crossing line b at time to, line nwe (t) at times t and t down, and finally falling below and exceeding the limit line nwel at time t1.
  • 700-1000 revolutions per minute have proven to be suitable for the nwel value.
  • the distance b of nweO 50 - 150 is suitable.
  • FIG. 2 illustrates the advantages of the method according to the invention.
  • the relatively high friction values can lead to very steep drops in speed, so that an early countermeasure is necessary.
  • an interception takes place of Drehiereab "if already at speed values at an instant t a, in which the probability of going out of the engine is low.
  • the rotational speed gradient at the time t1 is then much lower, so that the overall system If this speed falls below this limit speed nwel it is much easier to catch and adjust.
  • This limit line nwel is based on the requirements of the minimum speed for safe and quiet running.
  • the time function in curve course c must of course be adapted to the respective engine type and it represents a compromise between safe Intercepting and, if possible, not switching the fuel metering on and off too frequently in normal driving operation.
  • FIG. 2 shows an example of a flow chart according to which a program flow can be designed in a computer system.
  • nwe the fuel supply starts again, which is symbolically represented by a block 27.
  • query 24 determines the position of the actual speed with respect to the absolute lower speed threshold nwel. If it falls below, the fuel supply is also switched on again and remains in this state by means of a holding block 28bis until the speed value nwe2 is reached.
  • Output lines of blocks 25 and 27 for the cut-off and reinsertion of the fuel supply lead to a switch block 29, the output line 30 leads to a symbolically represented switch 31 in series to an injection valve 32. Arrows are drawn on both sides of the switching block 29, which indicate the corresponding position of the switch 31 in the respective input signals.
  • FIG. 4 shows a possible solution in analog circuit technology for realizing the thrust operation control device according to FIG. 2.
  • the main component of the circuit arrangement shown in FIG. 4 is a speed signal converter stage 40 and three operational amplifiers 41, 42 and 43 working as comparators.
  • the speed signal converter stage 40 consists of a series connection of diode 44 and resistor 45 arranged between the input and output, as well as a resistor 46 from the output connection against a positive line and a capacitor 47 connected to ground.
  • the speed signal converter stage 40 is on the output side via a resistor 48 with the minus input of the operational amplifier 41 and via a respective resistor 49 and 50 to the plus inputs of the operational amplifiers 42 and 43.
  • the temperature sensor 12 is also coupled via a resistor 51 to the minus input of the operational amplifier 41. At its plus input, a signal passes through a parallel connection of resistor 52 and capacitor 53 from throttle position sensor 13, the output signal of which is additionally applied to a resistor 54 connected to ground.
  • the operational amplifier 43 is also coupled by means of a diode-resistor combination 75 and 76, and its output leads to one of the inputs of the logic stage 15 in accordance with the circuit arrangement of FIG. 1.
  • the speed signal converter stage 40 supplies an output voltage which is inversely proportional to the instantaneous speed of the internal combustion engine. If the speed value reaches the signal level prevailing on line 67, which is determined by the resistance ratio of the four resistors 63 to 66, then time t0 of the illustration in FIG. 2 is reached and the comparator with operational amplifier 42 switches from low to high potential. As a result, the previously conducting diode 70 blocks and the charging process in the capacitor 71 can begin. This, in turn, causes the curve c of FIG. 2 to be curtailed. The charging process also influences the potential at the minus input of the operational amplifier 43, so that these operational amplifiers switch or not according to the instantaneous speed value and consequently also block the fuel supply or switch it on again.
  • the external wiring of the operational amplifier 41 is essential for the lower speed threshold nwel of FIG. 2. then its switching state is maintained due to the positive feedback via the resistor 57 and the diode 56 and the output signal at this potential. In this signal state, the potential of the junction of the two resistors 63 and 64 is pulled down via the diode 60 and the resistor 61. As a result, the subsequent operational amplifier 43 has a high output level and ensures fuel metering. Since the potential at the minus input of the operational amplifier 43 remains at a low value, fuel is still metered in independently of the speed values that occur.
  • the metering system of an internal combustion engine operating according to FIG. 2 has proven to be extremely useful. This is because it enables the consumption-reducing thrust cut-off to be implemented relatively easily while at the same time ensuring driving comfort and extreme operational safety.

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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)
EP82107883A 1981-09-04 1982-08-27 Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée Expired EP0074540B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19813134991 DE3134991A1 (de) 1981-09-04 1981-09-04 Verfahren zum betrieb und einrichtung fuer ein kraftstoffsteuersystem einer brennkraftmaschine bei schubbetrieb
DE3134991 1981-09-04

Publications (2)

Publication Number Publication Date
EP0074540A1 true EP0074540A1 (fr) 1983-03-23
EP0074540B1 EP0074540B1 (fr) 1986-02-26

Family

ID=6140829

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82107883A Expired EP0074540B1 (fr) 1981-09-04 1982-08-27 Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée

Country Status (6)

Country Link
US (1) US4549519A (fr)
EP (1) EP0074540B1 (fr)
JP (1) JPS5847128A (fr)
AU (1) AU548765B2 (fr)
BR (1) BR8205214A (fr)
DE (2) DE3134991A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0130341A2 (fr) * 1983-07-01 1985-01-09 Robert Bosch Gmbh Procédé et dispositif de commande d'un moteur à combustion interne en décélération
EP0240409A1 (fr) * 1986-04-02 1987-10-07 Regie Nationale Des Usines Renault Procédé de réalimentation en carburant d'un moteur à combustion interne à la suite d'une coupure en décélération
DE19615828B4 (de) * 1996-04-20 2007-04-26 Robert Bosch Gmbh Verfahren zum Steuern der Schubabschaltung einer Brennkraftmaschine

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3337786A1 (de) * 1983-10-18 1985-04-25 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur steuerung des schubbetriebs einer brennkraftmaschine
DE3828850A1 (de) * 1988-08-25 1990-03-08 Bosch Gmbh Robert Vorrichtung zur steuerung einer betriebskenngroesse einer brennkraftmaschine
DE4321362B4 (de) * 1993-06-26 2006-05-18 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2069118A5 (fr) * 1969-11-07 1971-09-03 Volkswagenwerk Ag
DE2736307A1 (de) * 1976-08-18 1978-02-23 Nippon Denso Co Verfahren und einrichtung fuer eine kraftstoffversorgungsanlage einer brennkraftmaschine mit fremdzuendung
FR2406080A1 (fr) * 1977-10-11 1979-05-11 Nissan Motor Systeme d'injection de carburant pour un moteur a combustion interne de vehicule automobile, equipe d'un generateur de signal de commande de coupure de carburant
FR2414629A1 (fr) * 1978-01-17 1979-08-10 Bosch Gmbh Robert Procede et dispositif pour commander l'alimentation en carburant d'un moteur a combustion interne

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE341888B (fr) * 1968-09-21 1972-01-17 Bosch Gmbh Robert
JPS6048623B2 (ja) * 1977-11-05 1985-10-28 株式会社デンソー 電子制御式燃料噴射装置の燃料停止装置
JPS5820375B2 (ja) * 1978-04-03 1983-04-22 日産自動車株式会社 燃料噴射装置
US4385596A (en) * 1979-07-19 1983-05-31 Nissan Motor Company, Limited Fuel supply control system for an internal combustion engine
JPS56107927A (en) * 1980-01-31 1981-08-27 Nissan Motor Co Ltd Fuel feeder
JPS5751918A (en) * 1980-09-16 1982-03-27 Toyota Motor Corp Control method of fuel injection in internal combustion engine
JPS5752650A (en) * 1980-09-17 1982-03-29 Toyota Motor Corp Fuel cut-off control method for internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2069118A5 (fr) * 1969-11-07 1971-09-03 Volkswagenwerk Ag
DE2736307A1 (de) * 1976-08-18 1978-02-23 Nippon Denso Co Verfahren und einrichtung fuer eine kraftstoffversorgungsanlage einer brennkraftmaschine mit fremdzuendung
FR2406080A1 (fr) * 1977-10-11 1979-05-11 Nissan Motor Systeme d'injection de carburant pour un moteur a combustion interne de vehicule automobile, equipe d'un generateur de signal de commande de coupure de carburant
FR2414629A1 (fr) * 1978-01-17 1979-08-10 Bosch Gmbh Robert Procede et dispositif pour commander l'alimentation en carburant d'un moteur a combustion interne

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0130341A2 (fr) * 1983-07-01 1985-01-09 Robert Bosch Gmbh Procédé et dispositif de commande d'un moteur à combustion interne en décélération
EP0130341A3 (en) * 1983-07-01 1985-07-10 Robert Bosch Gmbh Method and apparatus for controlling the deceleration of an internal-combustion engine
EP0240409A1 (fr) * 1986-04-02 1987-10-07 Regie Nationale Des Usines Renault Procédé de réalimentation en carburant d'un moteur à combustion interne à la suite d'une coupure en décélération
FR2596806A1 (fr) * 1986-04-02 1987-10-09 Renault Procede de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration
DE19615828B4 (de) * 1996-04-20 2007-04-26 Robert Bosch Gmbh Verfahren zum Steuern der Schubabschaltung einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE3134991A1 (de) 1983-03-17
AU8707982A (en) 1983-05-12
JPH0321739B2 (fr) 1991-03-25
JPS5847128A (ja) 1983-03-18
DE3269398D1 (en) 1986-04-03
BR8205214A (pt) 1983-08-16
AU548765B2 (en) 1986-01-02
EP0074540B1 (fr) 1986-02-26
US4549519A (en) 1985-10-29

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