EP0074540B1 - Verfahren zum Betrieb und Einrichtung für ein Kraftstoffsteuersystem einer Brennkraftmaschine bei Schubbetrieb - Google Patents

Verfahren zum Betrieb und Einrichtung für ein Kraftstoffsteuersystem einer Brennkraftmaschine bei Schubbetrieb Download PDF

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Publication number
EP0074540B1
EP0074540B1 EP82107883A EP82107883A EP0074540B1 EP 0074540 B1 EP0074540 B1 EP 0074540B1 EP 82107883 A EP82107883 A EP 82107883A EP 82107883 A EP82107883 A EP 82107883A EP 0074540 B1 EP0074540 B1 EP 0074540B1
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EP
European Patent Office
Prior art keywords
speed
combustion engine
signals
facility
comparison
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
EP82107883A
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German (de)
English (en)
French (fr)
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EP0074540A1 (de
Inventor
Michael Dipl.-Ing. Horbelt
Hans Schnürle
Peter Dipl.-Ing. Strauss
Peter Dipl.-Ing. Werner
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Robert Bosch GmbH
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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/de
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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
    • F02D41/02—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

  • the invention relates to a method for controlling the fuel metering system of an internal combustion engine in overrun mode according to the preamble of claim 1 and a control device for an internal combustion engine according to the preamble of claim 4.
  • overrun operation when an internal combustion engine has a higher speed than the position of the throttle valve in a gasoline engine or the injected fuel quantity 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. In overrun mode, working lines of the internal combustion engine are not desired. For this purpose, the metered amount of fuel is reduced and, if necessary, the ignition timing is reset.
  • FR ⁇ A ⁇ 2406080 shows a control device for the fuel metering of an internal combustion engine in overrun mode with a throttle valve position sensor, a speed comparison stage and a comparison evaluation circuit arrangement for determining a cut-off or metering signal.
  • a control signal in digital form for interrupting the fuel supply is smoothed so that the voltage of this signal changes gradually.
  • an integrator is used as the smoothing circuit.
  • known systems of this type cannot be optimally handled or set in all situations of rough motor vehicle operation.
  • 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 clarify the mode of operation of the method according to the invention
  • FIG. 3 shows a flow diagram of the method of operation of this method
  • FIG. 4 shows a hardware embodiment of the device according to the invention.
  • Small b denotes a time-constant speed value nabr.
  • a characteristic curve c is also found in FIG. 2. which is at a high value up to a point in time, then decreases and finally remains at a lower threshold value.
  • the upper limit of this characteristic curve c is designated nwe0, the falling part with nwe (t) and finally the lower limit with nwe1.
  • An actual speed curve d is drawn in dashed lines, crossing line b at time t to, line nwe (t) at times t and t down, and finally falling below and exceeding limit line nwe1 at time t1.
  • 700-1000 revolutions per minute have proven to be suitable for the nwel value.
  • 400-800 revolutions per minute are specified for a favorable distance between the values nwe0 and nwe1 and finally 50-150 are suitable as the distance of line b from nwe0.
  • 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.
  • the speed drop is intercepted even at speed values at a point in time t at which the probability of the engine going out is low.
  • the speed gradient at time t1 is then considerably lower, so that the overall system is much easier to catch and adjust when this speed nwe1 is undershot.
  • This limit line nwe1 is based on the requirements of the minimum speed for a safe and quiet run.
  • the time function in the course of the curve c must of course be adapted to the particular type of internal combustion engine and it represents a compromise between safe interception and, if possible, not too frequent switching off and on of the fuel metering 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.
  • a Drosseikiappenstettungs query is designated by 20. If the result is positive, then a speed query 21 takes place for three values in blocks 22, 23 and 24. In block 22 it is determined whether the speed has fallen below the value of line b according to Figure 2 or not. In the case of a higher value, the thrust separation, which is identified by means of block 25, comes into effect immediately. If the actual speed has already fallen below the speed value nabr, then line c of FIG. 2 is reduced according to the function nwe (t) and a query is made in block 23 as to whether this time-dependent reinsertion - speed value is exceeded or not reached. As long as it is above the signal line 26 to block 25 of the thrust separation comes into play.
  • nwe If the actual speed is below nwe (t), the fuel supply starts again, which is symbolically represented by a block 27. Finally, query 24 determines the position of the actual speed with respect to the absolute lower speed threshold nwe1. If it falls below, the fuel supply is also switched on again and remains in this state by means of a holding block 28 until the speed value nwe2 is reached.
  • Output lines of blocks 25 and 27 for thrust cutting and reinserting the fuel supply lead to a switch block 29, the output line 30 of which leads to a symbolically illustrated switch 31 in series with 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 circuit arrangement is a speed signal converter stage 40 and three operational amplifiers 41, 42 and 43 operating 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 output of the operational amplifier 41 is connected via a resistor 58 to a positive line, furthermore via a diode 59 to the positive input of the operational amplifier 42 and finally via a series connection of diode 60 and resistor 61 to the negative input of the operational amplifier 43
  • the three-stage voltage divider between the p operating voltage connections has the resistors 63 to 66. While the connection point of the two resistors 64 and 64 is at the minus input of the operational amplifier 43, a line 67 leads from the connection point of the resistors 64 and 65 to the minus input of the operational amplifier 42.
  • the speed signal converter stage 40 supplies an output voltage which is inversely proportional to the actual 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. The previously conductive diode 70 blocks and the charging process in the capacitor 71 can begin. This in turn effects the curtailment of curve c of FIG. 2. The supercharging process also influences the potential at the minus input of the operational amplifier 43, so that these operational amplifiers switch or not in accordance with 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 nwe1 of FIG. 2. If the operational amplifier 41 is reached, 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. Minus input of operational amplifier 43 remains at a low value, fuel continues to be metered regardless of occurring speed values.
  • 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 Verfahren zum Betrieb und Einrichtung für ein Kraftstoffsteuersystem einer Brennkraftmaschine bei Schubbetrieb Expired EP0074540B1 (de)

Applications Claiming Priority (2)

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

Publications (2)

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

Family

ID=6140829

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Application Number Title Priority Date Filing Date
EP82107883A Expired EP0074540B1 (de) 1981-09-04 1982-08-27 Verfahren zum Betrieb und Einrichtung für ein Kraftstoffsteuersystem einer Brennkraftmaschine bei Schubbetrieb

Country Status (6)

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

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3323723C3 (de) * 1983-07-01 1999-02-11 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung des Schubbetriebs einer Brennkraftmaschine
DE3337786A1 (de) * 1983-10-18 1985-04-25 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur steuerung des schubbetriebs einer brennkraftmaschine
FR2596806B1 (fr) * 1986-04-02 1988-07-29 Renault Procede de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration
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
DE19615828B4 (de) * 1996-04-20 2007-04-26 Robert Bosch Gmbh Verfahren zum Steuern der Schubabschaltung einer Brennkraftmaschine

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE341888B (enrdf_load_stackoverflow) * 1968-09-21 1972-01-17 Bosch Gmbh Robert
FR2069118A5 (enrdf_load_stackoverflow) * 1969-11-07 1971-09-03 Volkswagenwerk Ag
DE2736307C2 (de) * 1976-08-18 1986-07-31 Nippondenso Co., Ltd., Kariya, Aichi Verfahren und Einrichtung für eine Kraftstoffversorgungsanlage einer Brennkraftmaschine mit Fremdzündung
JPS5820374B2 (ja) * 1977-10-11 1983-04-22 日産自動車株式会社 内燃機関用電子制御燃料噴射装置
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
DE2801790A1 (de) * 1978-01-17 1979-07-19 Bosch Gmbh Robert Verfahren und einrichtung zur steuerung der kraftstoffzufuhr zu einer brennkraftmaschine
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

Also Published As

Publication number Publication date
JPS5847128A (ja) 1983-03-18
DE3269398D1 (en) 1986-04-03
EP0074540A1 (de) 1983-03-23
JPH0321739B2 (enrdf_load_stackoverflow) 1991-03-25
DE3134991A1 (de) 1983-03-17
AU548765B2 (en) 1986-01-02
AU8707982A (en) 1983-05-12
US4549519A (en) 1985-10-29
BR8205214A (pt) 1983-08-16

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