EP0077997B1 - Process and apparatus for controlling the rotational speed of a combustion engine - Google Patents

Process and apparatus for controlling the rotational speed of a combustion engine Download PDF

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Publication number
EP0077997B1
EP0077997B1 EP82109644A EP82109644A EP0077997B1 EP 0077997 B1 EP0077997 B1 EP 0077997B1 EP 82109644 A EP82109644 A EP 82109644A EP 82109644 A EP82109644 A EP 82109644A EP 0077997 B1 EP0077997 B1 EP 0077997B1
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EP
European Patent Office
Prior art keywords
speed
control
idling
dead zone
signal
Prior art date
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Expired
Application number
EP82109644A
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German (de)
French (fr)
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EP0077997A2 (en
EP0077997A3 (en
Inventor
Wolfgang Misch
Adolf Freytag
Manfred Henning
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Pierburg GmbH
Robert Bosch GmbH
Original Assignee
Pierburg GmbH
Robert Bosch GmbH
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Publication of EP0077997A2 publication Critical patent/EP0077997A2/en
Publication of EP0077997A3 publication Critical patent/EP0077997A3/en
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Publication of EP0077997B1 publication Critical patent/EP0077997B1/en
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
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/004—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle stop

Definitions

  • the invention relates to a method and a device for regulating the speed of an internal combustion engine according to the preamble of the main claim and the first device claim.
  • a "New mixture formation system for Otto engines” is known.
  • the idle speed control system shown there has a PI control algorithm and, with the signal obtained in this way, enables control of the position of an actuator which can change the lower stop of a throttle valve in the air intake pipe.
  • it is also intended to adjust this stop at start, during warm-up and during acceleration phases in order to be able to cope with some critical situations.
  • This publication does not provide details of other signal processing.
  • an idle speed control system is known from DE-A-2 049 669. It has a speed-sensitive electrical circuit, the output signal of which acts on an electromagnetically actuated actuator, with which the amount of intake air can be changed in the idle position of the throttle valve.
  • the electromagnetically actuated actuator acts in a cross-sectional control manner on a bypass channel parallel to the throttle valve.
  • DE-A-2 546 076 is an arrangement for an internal combustion engine containing a throttle valve in the intake manifold for idle speed control, in which an actual value generator and a setpoint generator for the speed are provided, which supply the output voltages to the two inputs of a differential amplifier.
  • the output signal is fed to an actuator designed as a solenoid, which is permanently connected to the throttle valve and adjusts it according to the control deviation.
  • This circuit is not able to introduce boundary conditions into the control and under all circumstances to ensure that the idle speed of an internal combustion engine remains safely within a predetermined range, even if transient conditions that take effect quickly must be intercepted.
  • this known circuit is not suitable to be used at the same time for influencing the overrun operation, namely for fuel-saving thrust cut-off.
  • the object of the present invention is to optimally design the system known from the ATZ article.
  • a PI controller with P and I values being used are constant only for certain speed ranges around the target idling speed in such a way that, with regard to the P and I components, step-by-step grading, respectively constant P components and I components result from the target idling speed and these values are also asymmetrical in relation the idle speed.
  • the idle control system according to the invention with the characterizing features of the main claim or the first device claim has the advantage over the fact that any external boundary conditions are introduced, interfering influences are counteracted and a precise positioning of the idle speed can be realized in particular also while avoiding long-term influences such as temperature and air pressure .
  • a dead zone area which is connected upstream of a non-linear control amplifier for the setpoint formation of a position value for a tappet, ensures a minimally integrating control intervention without widening the natural fluctuation range of the idle speed while simultaneously centering the working point with respect to the long-term influences mentioned.
  • the non-linear control amplifier is asymmetrical and has a proportional, an integral and in particular a differential component, which adds up the setpoint for a downstream subordinate position control circuit for a z.
  • means are provided to lock the actuator to reduce wear in the part-load range, in which case the control function for idling is switched to control when the operating mode is detected, preferably by means of a throttle valve switch, when leaving idling or a speed range close to idling.
  • a speed-dependent position achieved by switching to control is particularly advantageous. and / or integrator control in the sense of tracking the integral component of the asymmetrical control amplifier according to a specific function or position control in stages according to time functions with comparison of engine speed and dead zone in order to achieve smooth transitions from control to regulation, including the implementation of thrust function.
  • a thrust speed comparator which detects overrun phases, a higher-level control intervention for the position of the tappet can be implemented, which acts on the throttle valve position. This results in a position-controlled thrust position of the actuator or tappet for the throttle valve before the mechanical end stop, as a result of which recovery times can be minimized when the actuator is designed in an electropneumatic form.
  • Temperature-dependent influences can be carried out at many points, in particular when forming the setpoint or in the area of the speed-dependent position or integrator control.
  • the system according to the invention for comprehensive control of an internal combustion engine at idle, with additional measures for the operation of this internal combustion engine at thrust and in the idle speed range works in a straight line, that is, in the simplest design so that an actuator controlled on the output side with plunger 1, such as shown in the drawing, so acts on the position of the main throttle valve, which is no longer shown, in the intake manifold, that the regulation or control is implemented by the system according to the invention as a filling intervention in the internal combustion engine. It is essential that the plunger 1 of the actuator only abuts against a throttle valve lever (likewise not shown) to be actuated by it, ie. H.
  • the plunger 1 can open or close the throttle valve substantially more in the idle range (in the closing direction up to a mechanical stop), but on the other hand by arbitrary actuation of the throttle valve, for example as a result of the driver giving gas, the throttle valve can be released from its contact with the tappet 1 at any time and transferred to other positions.
  • the actuator actuating the plunger 1 is designated 2 in the drawing and is preferably designed as an electropneumatic actuator; For this purpose, a venting valve for turning on (opening of the throttle valve by tappet 1) and an evacuating valve for retracting (stronger closing of the throttle valve) are provided.
  • the valves are designated 2a and 2b in the drawing; they are controlled via relays 3a, 3b, which are suitably acted upon by a valve output stage 4 with corresponding electrical signals.
  • the output stage is completed by a position controller 6 connected upstream of the valve output stage, to which either the setpoint and actual value of the throttle valve are supplied in the idling range or during overrun, or to which a comparison point 7 is connected upstream, which at 7a is a setpoint signal and at 7b an actual value signal about the position of the.
  • Tappet and, when the throttle valve is in contact with the tappet, is also fed via the throttle valve.
  • a potentiometer 8 or another suitable component can be provided, the tap 8a of which is driven by the plunger 1 of the actuator 2 and therefore immediately provides an electrical output signal for the actual value.
  • the comparator 7 carrying out the setpoint / actual comparison for the position is preceded by a preferably non-linear control amplifier 9 and this a dead zone circuit 10 with respect to the idle speed range.
  • the one for the acquisition of a desired position signal Ls - if one initially ignores additional peripheral circuits - has an input-side speed / voltage converter 11, the input of which is supplied with a suitable speed signal of the internal combustion engine, for example that at terminal KI1 applied ignition pulses.
  • An output voltage Un proportional to the speed then results at the output of the speed / voltage converter 11.
  • the downstream dead zone circuit 10 Via a comparison point 12 for the speed, which is supplied with a speed reference variable at 12a, for example in the form of a constant voltage Uno and the speed-proportional voltage at 12b, the downstream dead zone circuit 10 is activated, which in turn is generally designed in such a way that the Downstream control amplifier occurs when a dead zone range for the speed is exceeded symmetrically to a setpoint, which is slightly larger than the natural fluctuation range of the idle speed.
  • the dead zone circuit 10 comprises two separate circuit blocks 10a, 10b, the Inputs are fed to the output signal of the speed / voltage converter 11, which is compared with the reference variable.
  • the circuit block 10a of the dead zone circuit is designed in such a way that, as the diagram in the circuit block also indicates, when an upper dead zone speed limit value n T2 is exceeded, an output signal Uto - for example a positive output signal - is generated proportionally or in any other dependence on the speed deviation and via connecting lines 13a a summing point 14 for the integral part and 13b a summing point 15 for the proportional part is fed.
  • the block 10b If the speed idle range falls below a lower speed threshold n T1 , the block 10b generates, for example, a negative output voltage Utu, either likewise proportional to the speed change or in any other dependency, and also supplies this output signal to the summing points 14 and 15 via connecting lines 16a, 16b.
  • a negative output voltage Utu either likewise proportional to the speed change or in any other dependency
  • the summing point 15 for the proportional component is followed by a proportional amplifier 9b of the preferably nonlinear or asymmetrically operating control amplifier 9; the summing point 14 for the integral component works on the input of an integral amplifier 9a.
  • the outputs of the integral amplifier and of the proportional amplifier 9a, 9b are brought together at a summing point 17 for the signal Le of the position setpoint, the output of which is connected to the input 7a of the comparison circuit 7 for the setpoint / actual value comparison mentioned earlier.
  • each summing unkten and amplifiers still supplied signals to be appropriately dealt with below with reference to the description of system according to the invention in more detail; on further circuit blocks there is still a control circuit 18 which effects a speed-dependent control of only the integral range of the control amplifier 9, in the event that the engine speed is above the limit value of the upper dead zone speed n T2 and the throttle valve is open.
  • a throttle valve switch 23 is also provided, which is always closed when the tappet 1 rests on the part of the throttle valve driven by it, for example on the throttle valve lever already mentioned above.
  • the basic control curve is designed such that the filling state of the internal combustion engine is influenced by the design of the control amplifier 9 and its components for forming the desired position value for the tappet position and, in this respect, via the main throttle valve actuated by the latter.
  • the rescue function therefore begins when the internal combustion engine threatens to die off because the effective rotational speed of the internal combustion engine is too low outside the dead zone range; the interception function becomes effective when the speed is higher than the limit speed n T2 and must be traced back to the idling speed.
  • the non-linear control amplifier 9 preferably operates with an integral, proportional and again preferably also with a differential component with respect to the rescue function, while the interception function is represented with a proportional and / or integral component.
  • the proportional amplifier 9b takes over the formation of the proportional component; the integrator or integral amplifier 9a is provided for forming the integral component; As mentioned, both amplifiers 9a, 9b are supplied with the data required for the formation of a rescue function or interception function via the upstream summing points 14 and 15.
  • the proportional amplifier can work with lead; However, it is also possible to weight the individual signals fed to the proportional amplifier, for example by taking a larger value for the steepness of the curve which results in block 10b when the bottom dead center speed n T1 is undershot, so that the proportional amplifier 9b initially becomes disproportionately large reacts and the rescue function intervenes safely and the throttle valve opens more immediately.
  • An advantageous embodiment of the present invention resides in the fact that although a dead zone area which is symmetrical with the target value is provided and realized by the circuit blocks 10a, 10b and which is slightly larger than the natural fluctuation range of the idling speed, that a basic integral portion also exerts an effective area within the dead zone, that speed drifts due to long-term influences by temperature and air pressure are eliminated and the operating point can always be centered safely in the dead zone.
  • an output 11 of the speed / voltage converter 11 at which a voltage value proportional to the respective effective actual speed results, is also connected directly to the summing point 14 for the integral part via a connecting line 25, thus bypassing the dead zone circuit 10, so that an action within the dead zone area is also realized from the integrator side. It is needless to say in this connection that the integral part essentially represents the throttle valve position.
  • the throttle valve switch 23 can be designed electrically, electronically or electromechanically.
  • the throttle valve position and / or the integral component essentially representing the throttle valve position is tracked according to a specific function, this function being able to be represented, for example, by the throttle valve position / speed characteristic.
  • the speed control is switched off from the throttle valve switch 23 via a connecting line 26 which supplies an inhibit signal, that is to say a blocking signal, to the valve output stage 4 when the throttle valve is open.
  • this blocking signal passes via the connecting line 27 connected to the line 26 to a corresponding blocking input of the proportional amplifier 9b of the control amplifier, so that the proportional component is switched off and only the integral component is retained by a special type of control.
  • the memory circuit 19 for the position at the operating point is supplied with the actual position value via the connecting line 28; in this case, however, the memory circuit 19 receives blocking signals Sp1 and Sp2 supplied by the blocks 10a, 10b in each case when the actual speed is exceeded by the dead zone, that is to say when n> n T2 and n ⁇ n ri . Furthermore, a load detection blocking signal S L is sent via line 29 to the storage circuit 19, which can be fed to the terminal 30 and can originate, for example, from a tachometer generator, so that the storage circuit 19 does not take over the actual value signal when the internal combustion engine is under load.
  • the idle speed operating point stored by the memory circuit 19 reaches a comparison point 32 via a connecting line 31, which is connected upstream of the speed-sensitive control circuit 18 for controlling the integrator or the integral amplifier 9a in the control amplifier 9.
  • the comparison point 32 is also fed from the output of the integral amplifier 9a via the connecting line 33 a setpoint signal of the idle speed operating point for the controlled operation.
  • the comparator 32 is supplied with a speed-proportional signal from the output 12b of the converter 11 during the speed-dependent integrator control operation via the connecting line 34, so that the control circuit 18 can work effectively as a function of the speed.
  • the blocking signal of the connecting line 26 which is normally present at the input 18a of the control circuit 18 is then removed; in other words, the control circuit 18 receives an enable signal only when the throttle valve switch 23 opens and at the same time the linkage realized via the connecting line 35 is fulfilled that the effective speed is greater than the top dead center limit speed (n> n T2 ).
  • the control circuit 18, which is activated when the throttle valve switch 23 is open, produces a control signal for the speed-controlled integral component and / or the speed-controlled position at its output 18b and also reaches the summing point 14 for the integral component via the connecting line 36.
  • the actual value of the actuator locked when leaving the dead zone can be used.
  • This measure has the advantage that variable parameters of the controlled system are corrected automatically.
  • This adjustable time is ended at the latest when the engine speed becomes less than or equal to the upper dead zone speed (n ⁇ nT2).
  • a preferred functional sequence with regard to the operation of the internal combustion engine in the part-load and idle range can run in such a way that the lock signal reaches the valve output stage when the throttle valve is opened when it changes from idle to part-load range;
  • this blocking signal itself or components activated by the blocking signal ensure that in this case, that is to say when the throttle valve switch is open, the plunger 1 remains in the last position before the throttle valve switch is opened.
  • the open throttle valve switch causes the speed-dependent integrator control to take effect, in other words, during normal driving, the integrator present in the integral amplifier, which in this respect also has a sub-area called a variable memory, is precharged, so to speak. If there is then a transition to the idling range, then the interception function is used and the plunger 1 is first extended to catch the throttle valve position according to the desired interception function program and to ensure that the engine does not stop due to the abrupt closing of the main throttle valve. As can be seen, problems of overrun operation are affected here, which will be dealt with below.
  • the interception function can initially cause the plunger to extend due to the "pre-charging" of the integrator, with a transition to the idling speed position, only by applying the integral amplifier 9a; So in this case by switching off the proportional amplifier or by interrupting the output signal supplied by it to the summing point for position setpoint 17.
  • controller 9 it is a measure within the scope of the invention to base the rescue function mentioned above particularly strongly on the proportional amplifier and to provide a much stronger P component, so that the controller 9 intervenes strongly at speeds below the dead zone limit speed n T1 , while when the upper dead zone limit speed n T2 is exceeded, normal use is made of proportional and integral components of controller 9 which have been assessed differently. It is therefore a special feature of the present invention that the controller 9 can work asymmetrically and so optimal adaptations to the respective operating behavior of the internal combustion engine are possible.
  • the thrust comparator generates output signals at its two outputs 21b and 21c when n 2 is exceeded or n is undershot (switching hysteresis).
  • the thrust comparator 21 is designed in such a way that it generates a thrust positioning signal S s p at its output 21 and feeds it via the connecting line 41 to a summing point 42 at the input of the position controller 6, with the evaluation “priority for thrust position”, in other words At this point, when the thrust comparator has effectively detected a thrust phase, only this signal is fed to the position controller after the setpoint / actual value comparison has been carried out at 7.
  • the thrust positioning signal is designed so that when the thrust speed threshold is exceeded, the plunger 1 of the actuator 2 is positioned in a thrust position so that the main throttle valve can remain in a mechanical thrust stop, for example in a mechanical 3 ° thrust stop, until it does so the thrust speed threshold n is again fallen below. This thrust positioning signal fed to the position controller with priority for the thrust position can always be generated and present if the speed n 2 was previously exceeded and was then always greater than n.
  • the conditions with regard to the positioning of the main throttle valve, the throttle valve switch and the positioning of the actuating plunger 1 are preferably such that they are always in driving operation when an overrun phase occurs, that is to say when the driver takes his foot off the accelerator pedal, for example, and therefore the Main throttle valve is closed mechanically, a gap remains between the tappet 1 and the throttle valve lever, which can be, for example, about 0.5 mm, so that the throttle valve switch 23 is still open. It should not be overlooked that, with such an open throttle valve switch, the valve output stage 4 cannot be controlled via the position controller 6 due to the blocking signal from the throttle valve switch, so that it is necessary to actively switch the valve output stages 4 when the overrun phase (n ⁇ n,) is undershot .
  • the slide release circuit 22 is provided, which is triggered after a push phase from the output 21 b of the push comparator 21 and ensures that the valve output stage 4 is activated or activated, so that it is at all to actuate the plunger 1 from the push position the electro-pneumatic actuator can come.
  • the thrust release circuit 22 has a time function which, when a thrust phase ends, switches the valve output stages actively for a predetermined period of time (t M ) until the adjuster travel or residual gap of 0.5 mm between the plunger 1 and the throttle valve lever and the throttle valve switch 23 can be closed. In this case, the blocking signal exerted by the latter on the valve output stage 4 then disappears and the regulation can start again, which is made possible by this additional time function of the slide release 22 alone.
  • Thrust comparator 21 with thrust release 22 thus enable a position-controlled thrust position of the tappet, wherein the positioning can also be ensured via an integrated limit switch in series with the evacuating valve; at the end of the overrun phase (falling below the overrun speed threshold n,), the overrun positioning signal is immediately removed from the addition point 42; the priority for this signal disappears and the interception function mentioned above can then intervene in such a way that the plunger 1 is now extended from this push position (for example 1 mm position) towards the working point (the remaining gap 0.5 mm is then overcome)
  • the throttle valve switch 23 switches the control on again or now takes over the activation of the valve output stage 4 after the time function of the slide release circuit 22 has expired, and the interception function returns the speed to the setpoint.
  • the interception function for the harmonic transfer of the engine speed into the idle speed after overrun phases can also be designed so that when the thrust speed falls below the actuator tappet 1 is first controlled to an excessive position compared to the idle speed operating point.
  • the thrust comparator can be designed in such a way that the thrust positioning signal) is raised when the thrust speed is undershot, which affects the tappet 1 via the position controller 6 and the valve output stage 4 and is canceled after a time function. This positioning on the elevated position is then followed by a positioning at the idle speed operating point in the course of the time function mentioned and finally after a further time function has been transferred to the control. The last-mentioned time function is ended prematurely when the actual speed enters the upper limit n T2 of the dead zone.
  • Another threshold switch which is referred to in the illustration of the drawing as the starter detection circuit 20, serves to start the position of the integrator present in the integral amplifier and forces a certain starting position of the integrator at speeds in the vicinity of the starting speed.
  • the starter detection circuit 20 also receives a speed signal from the speed conditioning for idling speed control via line 40 and generates output signals on output lines 45, 45a and 46 during a time during which the engine speed is below a predetermined starting speed threshold (n ⁇ n o ). In the start phase, a signal passes via line 45 from the starter detection circuit 20 to an input 47 of the integral amplifier 9a, which causes an integrator stop as start position.
  • the position memory 19 is set to an adapted initial value (initialization during the starting process) by the start detection circuit before the first current idle working point storage can take place. It is advisable to initially restrict the control in the start-up phase, for example by activating an integrator stop with simultaneous blocking of the proportional amplifier 9b via line 45, 45a, since the controller would otherwise open the main throttle valve widely. It is also essential for the starting process that the integrator should preferably be influenced by taking the engine temperature into account, so that a harmonious transition to idle speed control is then possible from this measure.
  • a sensor for the engine temperature is therefore provided in a manner known per se, for example an NTC resistor which is in suitable heat-conducting contact with engine areas, for example the cooling water, and which is connected via the starter detection circuit 20 or directly to the integral amplifier 9a - with the approval of Starter detection circuit 20, which supplies a supplementary engine temperature signal, which in the Drawing is not shown, and so causes a smooth transition to idle speed control.
  • the effect of the motor temperature can also be maintained via a time function during regulation and can only be gradually reduced.
  • a further advantageous possibility for influencing the temperature results from the fact that the speed-dependent position and / or integrator control is made dependent on the internal combustion engine temperature according to certain functions.
  • the Zener diode 49 still present in the supply line 34 of the speed signal to the comparison point 32 of the integrator control circuit serves to limit the signal supplied here to the speed range n ⁇ n 2, that is to say to the part-load range before the upper limit speed n 2 ' characterizing a coasting phase is reached .
  • Another control intervention with reference to the integral amplifier 9a of the control amplifier starts from a comparison point 48 which compares the stored position signal at the operating point from the output of the memory circuit 19 with the position setpoint signal behind the summing point 17 of the control amplifier 9; this results in a comparison for a lower speed stop; the output signal is also fed to the summing point 14 for the integral component, so that it is ensured that this lower speed stop on the integrator is not undercut.
  • the signal applied to terminal 30 and the memory circuit 19 for storing the actual position value of the plunger only in the no-load state can also come from a gear or clutch switch, in addition to deriving such a signal from a tachometer generator. It is only essential that an incorrect storage of the idle operating point is prevented.

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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)
  • Control Of Velocity Or Acceleration (AREA)

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einem Verfahren und einer Vorrichtung zur Regelung der Drehzahl einer Brennkraftmaschine nach der Gattung des Hauptanspruchs bzw. des ersten Vorrichtungsanspruchs. Bekannt ist aus "Automobil Technische Zeitschrift 83 (1961) 5" ab Seite 219 ein "Neues Gemischbildungssystem für Otto-Motoren". Das dort gezeigte Leerlaufdrehzahl-Regelsystem weist einen Pl-Regelalgorithmus auf und ermöglicht mit dem dabei gewonnenen Signal die Regelung der Position eines Stellglieds, das den unteren Anschlag einer Drosselklappe im Luftansaugrohr zu ändern vermag. Weiterhin ist neben der eigentlichen Leerlaufdrehzahlregelung vorgesehen, bei Start, im Warmlauf und während Beschleunigungsphasen diesen Anschlag zu verstellen, um einige kritische Situationen bewältigen zu können. Einzelheiten der sonstigen Signalverarbeitung nennt diese Veröffentlichung nicht.The invention relates to a method and a device for regulating the speed of an internal combustion engine according to the preamble of the main claim and the first device claim. From "Automobil Technische Zeitschrift 83 (1961) 5" from page 219 a "New mixture formation system for Otto engines" is known. The idle speed control system shown there has a PI control algorithm and, with the signal obtained in this way, enables control of the position of an actuator which can change the lower stop of a throttle valve in the air intake pipe. In addition to the actual idle speed control, it is also intended to adjust this stop at start, during warm-up and during acceleration phases in order to be able to cope with some critical situations. This publication does not provide details of other signal processing.

Weiterhin ist aus der DE-A-2 049 669 ein Leerlaufdrehzahl-Regelsystem bekannt. Es besitzt eine drehzahlempfindliche elektrische Schaltung, deren Ausgangssignal ein elektromagnetisch betätigbares Stellglied beaufschlagt, mit welchem sich in der Leerlaufstellung der Drosselklappe die Ansaugluftmenge verändern läßt.Furthermore, an idle speed control system is known from DE-A-2 049 669. It has a speed-sensitive electrical circuit, the output signal of which acts on an electromagnetically actuated actuator, with which the amount of intake air can be changed in the idle position of the throttle valve.

Hierzu wirkt das elektromagnetisch betätigbare Stellglied querschnittssteuernd auf einen zur Drosselklappe parallelen Umgehungskanal ein.To this end, the electromagnetically actuated actuator acts in a cross-sectional control manner on a bypass channel parallel to the throttle valve.

Bei dieser bekannten Vorrichtung könnte die ausschließliche Steuerung der Ansaugluftmenge problematisch sein, da es auf diese Weise voraussichtlich nicht gelingt, umfassend sämtlichen Einflußgrößen Rechnung zu tragen, insbesondere ist es nicht möglich, aktiv die Position der Drosselklappe zu beeinflussen und so einen wirksamen Füllungseingriff vorzunehmen.In this known device, the exclusive control of the amount of intake air could be problematic, since it will probably not be possible in this way to take into account all influencing variables, in particular it is not possible to actively influence the position of the throttle valve and thus to carry out an effective filling intervention.

Bekannt ist ferner aus der DE-A-2 546 076 eine Anordnung für eine eine Drosselklappe im Ansaugrohr enthaltende Brennkraftmaschine zur Leerlaufdrehzahlregelung, bei der ein Istwertgeber und ein Sollwertgeber für die Drehzahl vorgesehen sind, die Ausgangsspannungen den beiden Eingängen eines Differenzverstärkers zuführen. Ein die Regelabweichung kennzeichnendesAlso known from DE-A-2 546 076 is an arrangement for an internal combustion engine containing a throttle valve in the intake manifold for idle speed control, in which an actual value generator and a setpoint generator for the speed are provided, which supply the output voltages to the two inputs of a differential amplifier. A characteristic of the system deviation

Ausgangssignal wird einem als Hubmagnet ausgebildeten Stellglied zugeführt, welches dauernd mit der Drosselklappe in Verbindung steht und diese entsprechend der Regelabweichung verstellt. Diese Schaltung ist nicht in der Lage, Randbedingungen in die Regelung einzuführen und unter allen Umständen dafür zu sorgen, daß die Leerlaufdrehzahl einer Brennkraftmaschine sicher innerhalb eines vorgegebenen Bereiches verharrt, auch dann, wenn schnell wirksam werdende Übergangsbedingungen abgefangen werden müssen. Insbesondere ist diese bekannte Schaltung nicht geeignet, gleichzeitig zur Beeinflussung auch des Schubbetriebs, nämlich zur Kraftstoff einsparenden Schubabschneidung, eingesetzt zu werden.The output signal is fed to an actuator designed as a solenoid, which is permanently connected to the throttle valve and adjusts it according to the control deviation. This circuit is not able to introduce boundary conditions into the control and under all circumstances to ensure that the idle speed of an internal combustion engine remains safely within a predetermined range, even if transient conditions that take effect quickly must be intercepted. In particular, this known circuit is not suitable to be used at the same time for influencing the overrun operation, namely for fuel-saving thrust cut-off.

Aufgabe der vorliegenden Erfindung ist es, das aus dem ATZ-Artikel bekannt System in optimaler Weise auszugestalten.The object of the present invention is to optimally design the system known from the ATZ article.

Siehe hierzu auch die deutsche Parallelanmeldung P 31 42409.0, EP-A-77 996. Dort wird ein Verfahren und eine Vorrichtung zur Regelung der Drehzahl einer Brennkraftmaschine im Leerlauf beansprucht, wobei ein PI-Regler mit P- und I-Werten Verwendung findet, die nur jeweils für bestimmte Drehzahlbereiche um die Soll-Leerlaufdrehzahl konstant sind derart, daß sich bezüglich der P- und I-Anteile von der Soll-Leerlaufdrehzahl ausgehend treppenartig abgestufte, jeweils konstante P-Anteile und I-Anteile ergeben und diese Werte zusätzlich noch unsymmetrisch bezüglich der Leerlaufdrehzahl sind.See also the German parallel application P 31 42409.0, EP-A-77 996. A method and a device for regulating the speed of an internal combustion engine when idling is claimed there, a PI controller with P and I values being used are constant only for certain speed ranges around the target idling speed in such a way that, with regard to the P and I components, step-by-step grading, respectively constant P components and I components result from the target idling speed and these values are also asymmetrical in relation the idle speed.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Leerlauf-Regelsystem mit den kennzeichnenden Merkmalen des Hauptanspruchs bzw. des ersten Vorrichtungsanspruchs hat dem gegenüber den Vorteil, daß beliebige äußere Randbedingungen eingefürt, störende Einflüsse aufgefangen und eine präzise Positionierung der Leerlaufdrehzahl insbesondere auch unter Vermeidung von Langzeiteinflüssen wie Temperatur und Luftdruck realisiert werden kann.The idle control system according to the invention with the characterizing features of the main claim or the first device claim has the advantage over the fact that any external boundary conditions are introduced, interfering influences are counteracted and a precise positioning of the idle speed can be realized in particular also while avoiding long-term influences such as temperature and air pressure .

Durch einen Totzonenbereich, der einem nichtlinearen Regelverstärker für die Sollwertbildung eines Lagewerts für einen Stößel vorgeschaltet ist, läßt sich ein minimal integrierender Regeleingriff ohne Aufweitung der natürlichen Schwankungsbreite der Leerlaufdrehzahl bei gleichzeitiger Zentrierung des Arbeitspunktes gegenüber den erwähnten Langzeiteinflüssen sicherstellen. Der nichtlineare Regelverstärker ist asymmetrisch ausgebildet und verfügt über einen Proportional-, einen Integral- und insbesondere einen Differentialanteil, die aufsummiert den Sollwert für einen nachgeschalteten unterlagerten Lage- Regelkreis für ein z. B. elektropneumatisches Stellglied bilden. Es sind insbesondere Mittel vorgesehen, um im Teillastbereich das Stellglied verschleißmindernd zu arretieren, wobei in diesem Fall, also bei Verlassen des Leerlaufs oder eines leerlaufnahen Drehzahlbereichs von der Regelfunktion für den Leerlauf auf Steuerung bei Erkennen der Betriebsart vorzugsweise mittels eines Drosselklappenschalters umgeschaltet wird.A dead zone area, which is connected upstream of a non-linear control amplifier for the setpoint formation of a position value for a tappet, ensures a minimally integrating control intervention without widening the natural fluctuation range of the idle speed while simultaneously centering the working point with respect to the long-term influences mentioned. The non-linear control amplifier is asymmetrical and has a proportional, an integral and in particular a differential component, which adds up the setpoint for a downstream subordinate position control circuit for a z. B. form electropneumatic actuator. In particular, means are provided to lock the actuator to reduce wear in the part-load range, in which case the control function for idling is switched to control when the operating mode is detected, preferably by means of a throttle valve switch, when leaving idling or a speed range close to idling.

Von besonderem Vorteil ist in einer Ausführungsform eine durch die Umschaltung auf Steuerung erzielte drehzahlabhängge Lage-und/oder Integratorsteuerung im Sinne einer Nachführung des Integralanteils des asymmetrischen Regelverstärkers nach einer bestimmten Funktion oder eine Lagesteuerung in Stufen nach Zeitfunktionen mit Vergleich von Motordrehzahl und Totzone zur Erzielung möglichst stetiger Übergänge von Steuerung auf Regelung, einschließlich Realisierung von Schubfunktion.In one embodiment, a speed-dependent position achieved by switching to control is particularly advantageous. and / or integrator control in the sense of tracking the integral component of the asymmetrical control amplifier according to a specific function or position control in stages according to time functions with comparison of engine speed and dead zone in order to achieve smooth transitions from control to regulation, including the implementation of thrust function.

Durch die vorreilhafte Anordnung eines Schubdrehzahlkomparators, der Schubphasen feststellt, läßt sich ein übergeordneter Steuereingriff für die Lage des Stößels realisieren, der auf die Drosselklappenposition einwirkt. Dabei ergibt sich eine lagegeregelte Schubstellung des Anstellers oder Stößels für die Drosselklappe vor dem mechanischen Endanschlag, wodurch bei Ausbildung des Stellgliedes in elektropneumatischer Form Erholzeiten minimiert werden können.Due to the advantageous arrangement of a thrust speed comparator, which detects overrun phases, a higher-level control intervention for the position of the tappet can be implemented, which acts on the throttle valve position. This results in a position-controlled thrust position of the actuator or tappet for the throttle valve before the mechanical end stop, as a result of which recovery times can be minimized when the actuator is designed in an electropneumatic form.

An vielen Stellen, insbesondere bei der Sollwertbildung oder im Bereich der drehzahlabhängigen Lage- oder Integratorsteuerung können temperaturabhängige Beeinflussungen vorgenommen werden.Temperature-dependent influences can be carried out at many points, in particular when forming the setpoint or in the area of the speed-dependent position or integrator control.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird in der nachfolgenden Beschreibung näher erläutert.An embodiment of the invention is shown in the drawing and is explained in more detail in the following description.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Das erfindungsgemäße System zur umfassenden Regelung einer Brennkraftmaschine im Leerlauf, wobei ergänzend noch Maßnahmen für den Betrieb dieser Brennkraftmaschine bei Schub und im leerlaufnahen Drehzahlbereich vorgesehen sind, arbeitet in gerader Linie, also im einfachsten Aufbau so, daß ein ausgangsseitig angesteuertes Stellglied mit Stößel 1, wie in der Zeichnung gezeigt, so auf die Position der nicht mehr gezeigten Hauptdrosselklappe im Ansaugrohr einwirkt, daß sich die Regelung bzw. Steuerung durch das erfindungsgemäße System als Füllungseingriff bei der Brennkraftmaschine realisiert. Dabei ist wesentlich, daß der Stößel 1 des Stellgliedes etwa an einem durch ihn zu betätigenden Drosselklappenhebel (ebenfalls nicht dargestellt) lediglich anliegt, d. h. daß der Stößel 1 durch stärkeres Anstellen oder durch Zurücknahme seiner Position die Drosselklappe zwar im wesentlichen im Leerlaufbereich stärker öffnen oder schließen kann (in Schließrichtung maximal bis zu einem mechanischen Anschlag), andererseits aber durch willkürliche Betätigung der Drosselklappe, etwa infolge Gasgebens durch den Fahrer, die Drosselklappe jederzeit von ihrer Anlage am Stößel 1 gelöst und in andere Positionen überfürt werden kann.The system according to the invention for comprehensive control of an internal combustion engine at idle, with additional measures for the operation of this internal combustion engine at thrust and in the idle speed range, works in a straight line, that is, in the simplest design so that an actuator controlled on the output side with plunger 1, such as shown in the drawing, so acts on the position of the main throttle valve, which is no longer shown, in the intake manifold, that the regulation or control is implemented by the system according to the invention as a filling intervention in the internal combustion engine. It is essential that the plunger 1 of the actuator only abuts against a throttle valve lever (likewise not shown) to be actuated by it, ie. H. that the plunger 1 can open or close the throttle valve substantially more in the idle range (in the closing direction up to a mechanical stop), but on the other hand by arbitrary actuation of the throttle valve, for example as a result of the driver giving gas, the throttle valve can be released from its contact with the tappet 1 at any time and transferred to other positions.

Das den Stößel 1 betätigende Stellglied ist in der Zeichnung mit 2 bezeichnet und bevorzugt als elektropneumatisches Stellglied ausgebildet; zu diesem Zweck ist ein belüftendes Ventil zum Anstellen (Öffnen der Drosselklappe durch den Stößel 1) und ein evakuierendes Ventil zum Einfahren (stärkeres Schließen der Drosselklappe) vorgesehen. Die Ventile sind mit 2a und 2b in der Zeichnung bezeichnet; sie werden angesteuert über Relais 3a, 3b, die in geeigneter Weise von einer Ventilendstufe 4 mit entsprechenden elektrischen Signalen beaufschlagt werden. Vervollständigt wird die in der Zeichnung mit 5 bezeichnete Endstufe durch einen der Ventilendstufe vorgeschalteten Lageregler 6, dem entweder bei entsprechender Ausbildung Sollwert und Istwert der Drosselklappe im Leerlaufbereich oder bei Schub zugeführt werden oder dem eine Vergleichsstelle 7 vorgeschaltet ist, der bei 7a ein Sollwertsignal und bei 7b ein Istwertsignal über die Lage des . Stößels und bei am Stößel anliegender Drosselklappe auch über die Drosselklappe zugefürt ist. Zur Gewinnung des Lage-Istwertsignals Li kann ein Potentiometer 8 oder ein sonstiges geeignetes Bauteil vorgesehen sein, dessen Abgriff 8a vom Stößel 1 des Stellgliedes 2 angetrieben ist und daher sofort ein elektrisches Ausgangssignal für den Istwert liefert.The actuator actuating the plunger 1 is designated 2 in the drawing and is preferably designed as an electropneumatic actuator; For this purpose, a venting valve for turning on (opening of the throttle valve by tappet 1) and an evacuating valve for retracting (stronger closing of the throttle valve) are provided. The valves are designated 2a and 2b in the drawing; they are controlled via relays 3a, 3b, which are suitably acted upon by a valve output stage 4 with corresponding electrical signals. The output stage, denoted by 5 in the drawing, is completed by a position controller 6 connected upstream of the valve output stage, to which either the setpoint and actual value of the throttle valve are supplied in the idling range or during overrun, or to which a comparison point 7 is connected upstream, which at 7a is a setpoint signal and at 7b an actual value signal about the position of the. Tappet and, when the throttle valve is in contact with the tappet, is also fed via the throttle valve. To obtain the actual position value signal Li, a potentiometer 8 or another suitable component can be provided, the tap 8a of which is driven by the plunger 1 of the actuator 2 and therefore immediately provides an electrical output signal for the actual value.

Zur Gewinnung des Sollwerts sind dem den Soll-Ist-Vergleich für die Lage durchführenden Vergleicher 7 vorgeschaltet ein vorzugsweise nichtlinearer Regelverstärker 9 und diesem eine Totzonenschaltung 10 bezüglich des Leerlauf-Drehzahlbereichs. In gerade Linie verfügt daher die für die Gewinnung eines Lage-Sollsignals Ls - wenn man von ergänzenden peripheren Schaltungen zunächst einmal absieht - im einzelnen über einen eingangsseitigen Drehzahl/Spannungswandler 11, dessem Eingang ein geeignetes Drehzahlsignal der Brennkraftmaschine zugeführt wird, beispielsweise die an Klemme KI1 anliegenden Zündimpulse. Am Ausgang des Drehzahl/Spannungswandlers 11 ergibt sich dann eine der Drehzahl proportionale Ausgangsspannung Un. Über eine Vergleichsstelle 12 für die Drehzahl, der bei 12a eine Drehzahl-Führungsgröße, beispielsweise in Form einer Konstantspannung Uno und bei 12b die drehzahlproportionale Spannung zugeführt ist, erfolgt die Ansteuerung der nachgeschalteten Totzonenschaltung 10, die ihrerseits allgemein so ausgelegt ist, daß eine Ansteuerung des nachgeschalteten Regelverstärkers dann erfolgt, wenn symmetrisch zu einem Sollwert ein Totzonenbereich für die Drehzahl überschritten wird, der geringfügig größer als die natürliche Schwankungsbreite der Leerlaufdrehzahl ist.To obtain the setpoint, the comparator 7 carrying out the setpoint / actual comparison for the position is preceded by a preferably non-linear control amplifier 9 and this a dead zone circuit 10 with respect to the idle speed range. In a straight line, therefore, the one for the acquisition of a desired position signal Ls - if one initially ignores additional peripheral circuits - has an input-side speed / voltage converter 11, the input of which is supplied with a suitable speed signal of the internal combustion engine, for example that at terminal KI1 applied ignition pulses. An output voltage Un proportional to the speed then results at the output of the speed / voltage converter 11. Via a comparison point 12 for the speed, which is supplied with a speed reference variable at 12a, for example in the form of a constant voltage Uno and the speed-proportional voltage at 12b, the downstream dead zone circuit 10 is activated, which in turn is generally designed in such a way that the Downstream control amplifier occurs when a dead zone range for the speed is exceeded symmetrically to a setpoint, which is slightly larger than the natural fluctuation range of the idle speed.

Die Totzonenschaltung 10 umfaßt zwei separate Schaltungsblöcke 10a, 10b, deren Eingängen jeweils das mit der Führungsgröße verglichene Ausgangssignal des Drehzahl/Spannungswandlers 11 zugeführt sind. Der Schaltungsblock 10a der Totzonenschaltung ist so ausgebildet, daß, wie auch das Diagramm im Schaltungsblock angibt, bei Überschreiten eines oberen Totzonen-Drehzahlgrenzwertes nT2 ein Ausgangssignal Uto - beispielsweise ein positives Ausgangssignal - proportional oder in beliebiger sonstiger Abhängigkeit zur Drehzahlabweichung erzeugt und über Verbindungsleitungen 13a einem Summierpunkt 14 für den Integralanteil und 13b einem Summierpunkt 15 für den proportionalen Anteil zugefürt wird. Entsprechendes geschieht mit Bezug auf den unteren Block 10b der Totzonenschaltung; bei Unterschreiten einer unteren Drehzahlschwelle nT1 für den Leerlaufbereich erzeugt der Block 10b eine hier beispielsweise negative Ausgangsspannung Utu entweder ebenfalls proportional zur Drehzahländerung oder in beliebiger sonstiger Abhängigkeit und führt dieses Ausgangssignal ebenfalls über Verbindungsleitungen 16a, 16b den Summierpunkten 14 und 15 zu.The dead zone circuit 10 comprises two separate circuit blocks 10a, 10b, the Inputs are fed to the output signal of the speed / voltage converter 11, which is compared with the reference variable. The circuit block 10a of the dead zone circuit is designed in such a way that, as the diagram in the circuit block also indicates, when an upper dead zone speed limit value n T2 is exceeded, an output signal Uto - for example a positive output signal - is generated proportionally or in any other dependence on the speed deviation and via connecting lines 13a a summing point 14 for the integral part and 13b a summing point 15 for the proportional part is fed. The same happens with reference to the lower block 10b of the dead zone circuit; If the speed idle range falls below a lower speed threshold n T1 , the block 10b generates, for example, a negative output voltage Utu, either likewise proportional to the speed change or in any other dependency, and also supplies this output signal to the summing points 14 and 15 via connecting lines 16a, 16b.

Dabei ist dem Summierpunkt 15 für den Proportionalanteil ein Proportionalverstärker 9b des vorzugsweise nichtlinearen oder unsymmetrisch arbeitenden Regelverstärkers 9 nachgeschaltet; der Summierpunkt 14 für den Integralanteil arbeitet auf den Eingang eines Integralverstärkers 9a. Die Ausgänge des Integralverstärkers und des Proportionalverstärkers 9a, 9b sind an einem Summierpunkt 17 für das Signal Le des Lagesollwerts zusammengeführt, dessen Ausgang mit dem Eingang 7a der weiter vorn schon erwähnten Vergleichsschaltung 7 für den Sollwert-Istwertvergleich verbunden ist.The summing point 15 for the proportional component is followed by a proportional amplifier 9b of the preferably nonlinear or asymmetrically operating control amplifier 9; the summing point 14 for the integral component works on the input of an integral amplifier 9a. The outputs of the integral amplifier and of the proportional amplifier 9a, 9b are brought together at a summing point 17 for the signal Le of the position setpoint, the output of which is connected to the input 7a of the comparison circuit 7 for the setpoint / actual value comparison mentioned earlier.

Auf die sonstigen, den einzelnen Summierpunkten und Verstärkern noch zugeführten Signale soll zweckmäßigerweise weiter unten anhand der Funktionsbeschreibung des erfindungsgemäßen Systems genauer eingegangen werden; an weiteren Schaltungsblöcken sind noch vorhanden eine Steuerschaltung 18, die eine drehzahlabhängige Ansteuerung lediglich des Integralbereichs des Regelverstärkers 9 bewirkt, und zwar für den Fall daß die Brennkraftmaschinendrehzahl sich über dem Grenzwert der oberen Totzonendrehzahl nT2 befindet und die Drosselklappe geöffnet ist. P On the other, each summing unkten and amplifiers still supplied signals to be appropriately dealt with below with reference to the description of system according to the invention in more detail; on further circuit blocks there is still a control circuit 18 which effects a speed-dependent control of only the integral range of the control amplifier 9, in the event that the engine speed is above the limit value of the upper dead zone speed n T2 and the throttle valve is open.

Vorgesehen sind ferner noch eine Speicherschaltung 19 zur Speicherung des Istwert-Lagesignals Li - dieser gespeicherte Wer wird für die Signalaufbereitung gelegentlich benötigt -, eine Schaltung 20 zur Starterkennung, eine Schaltung 21 zur Schuberkennung und eine Schaltung 22, die eine sogenannte Schubentriegelung vornimmt und dafür sorgt, daß über eine zusätzliche Zeitfunktion beim Übergang Schub in Regelung für den Leerlaufbereich diese Regelung wieder ermöglicht wird. Schließlich ist noch ein Drosselklappenschalter 23 vorgesehen, der immer dann geschlossen ist, wenn der Stößel 1 an dem von ihm angetriebenen Teil der Drosselklappe anliegt, beispielsweise also am weiter vorn schon erwähnten Drosselklappenhebel.Also provided are a memory circuit 19 for storing the actual value position signal Li - this stored person who is occasionally required for signal processing -, a circuit 20 for starter detection, a circuit 21 for thrust detection and a circuit 22 which carries out a so-called push release that an additional time function during the transition from thrust to regulation for the idle range makes this regulation possible again. Finally, a throttle valve switch 23 is also provided, which is always closed when the tappet 1 rests on the part of the throttle valve driven by it, for example on the throttle valve lever already mentioned above.

Die folgenden Ausführungen betreffen zunächst den grundsätzlichen Funktionsablauf der erfindungsgemäßen Regeleinrichtung, wobei im weiteren Verlauf verstärkt auf Rand- und Übergangsbedingungen, beispielsweise Verhalten bei Teillast und Schubbetrieb eingegangen wird.The following explanations initially relate to the basic functional sequence of the control device according to the invention, with further progress being made to boundary and transition conditions, for example behavior under part load and overrun conditions.

Der Grundregelverlauf ist so ausgebildet, daß aufgrund der Gestaltung des Regelverstärkers 9 und seiner Komponenten zur Lage-Sollwertbildung der Stößelposition und insofern über die durch diesen betätigte Hauptdrosselklappe der Füllungszustand der Brennkraftmaschine beeinflußt wird.The basic control curve is designed such that the filling state of the internal combustion engine is influenced by the design of the control amplifier 9 and its components for forming the desired position value for the tappet position and, in this respect, via the main throttle valve actuated by the latter.

Hierzu bildet der nichtlineare Regelverstärker

  • 1. eine Rettungsfunktion, die außerhalb der Totzone dann wirksam wird, wenn die Istdrehzahl die Solldrehzahl unterschreitet (n < nsoll), sowie
  • 2. eine Abfangfunktion, die außerhalb der Totzone dann wirksam wird, wenn die Istdrehzahl die Solldrehzahl überschreitet (n > nson). jeweils mit Einschränkung des Regelbereichs auf n > nmin.
For this purpose, the non-linear control amplifier forms
  • 1. a rescue function that becomes effective outside the dead zone when the actual speed falls below the target speed (n <nset), and
  • 2. an interception function that takes effect outside the dead zone when the actual speed exceeds the target speed (n> n son ). each with limitation of the control range to n> nmin .

Die Rettungsfunktion setzt also dann ein, wenn wegen zu geringer, außerhalb des Totzonenbereichs liegender effektiver Drehzahl der Brennkraftmaschine diese abzusterben droht; die Abfangfunktion wird wirksam, wenn die Drehzahl höher als die Grenzdrehzahl nT2 liegt und auf die Leerlaufdrehzahl zurückgefürt werden muß.The rescue function therefore begins when the internal combustion engine threatens to die off because the effective rotational speed of the internal combustion engine is too low outside the dead zone range; the interception function becomes effective when the speed is higher than the limit speed n T2 and must be traced back to the idling speed.

Bevorzugt arbeitet der nichtlineare Regelverstärker 9 bezüglich der Rettungsfunktion mit Integral-, Proportional- und nochmals vorzugsweise auch mit einem Differential-Anteil, während die Abfangfunktion mit Proportional-und/oder Integralanteil dargestellt wird. Die Bildung des Proportionalanteils übernimmt der Proportionalverstärker 9b, zur Bildung des Integralanteils ist der Integrator oder Integralverstärker 9a vorgesehen; wie erwähnt, werden beiden Verstärkern 9a, 9b über die vorgeschalteten Summierpunkte 14 und 15 die für die Bildung von Rettungsfunktion bzw. Abfangfunktion erforderlichen Daten zugeführt. Um den Differentialanteil der Rettungsfunktion zu bilden, kann der Proportionalverstärker mit Vorhalt arbeiten; es ist aber auch möglich, die einzelnen, dem Proportionalverstärker zugeführten Signalen zu gewichten, beispielsweise indem man für die Steilheit der Kurve, die sich bei Unterschreiten der unteren Totpunktdrehzahl nT1 in Block 10b ergibt, einen größeren Wert nimmt so daß der Proportionalverstärker 9b anfänglich überproportional reagiert und die Rettungsfunktion sicher eingreift und die Drosselklappe umgehend stärker öffnet.The non-linear control amplifier 9 preferably operates with an integral, proportional and again preferably also with a differential component with respect to the rescue function, while the interception function is represented with a proportional and / or integral component. The proportional amplifier 9b takes over the formation of the proportional component; the integrator or integral amplifier 9a is provided for forming the integral component; As mentioned, both amplifiers 9a, 9b are supplied with the data required for the formation of a rescue function or interception function via the upstream summing points 14 and 15. In order to form the differential part of the rescue function, the proportional amplifier can work with lead; However, it is also possible to weight the individual signals fed to the proportional amplifier, for example by taking a larger value for the steepness of the curve which results in block 10b when the bottom dead center speed n T1 is undershot, so that the proportional amplifier 9b initially becomes disproportionately large reacts and the rescue function intervenes safely and the throttle valve opens more immediately.

Eine vorteilhafte Ausgestaltung vorliegender Erfindung liegt darin, daß zwar ein zum Sollwert symmetrischer Totzonenbereich vorgesehen und durch die Schaltungsblöcke 10a, 10b realisiert ist, der geringfügig größer als die natürliche Schwankungsbreite der Leerlaufdrehzahl ist, daß jedoch ein Grundintegralanteil auch einen Wirkungsbereich innerhalb der Totzone ausübt dergestalt, daß Drehzahldriften infolge von Langzeiteinflüssen durch Temperatur und Luftdruck eliminiert und der Arbeitspunkt stets sicher in der Totzone zentriert werden kann. Zu diesem Zweck ist ein Ausgang 11 des Drehzahl/Spannungswandlers 11, an welchem sich eine zur jeweiligen effektiven Istdrehzahl proportionaler Spannungswert ergibt, über eine Verbindungsleitung 25 auch direkt, also unter Umgehung der Totzonenschaltung 10, an den Summierpunkt 14 für den Integralanteil angeschlossen, so daß von der Integratorseite her auch eine Einwirkung innerhalb des Totzonenbereichs realisiert wird. Es braucht in diesem Zusammenhang nicht weiter erwähnt zu werden, daß der Integralanteil die Drosselklappenstellung im wesentlichen darstellt.An advantageous embodiment of the present invention resides in the fact that although a dead zone area which is symmetrical with the target value is provided and realized by the circuit blocks 10a, 10b and which is slightly larger than the natural fluctuation range of the idling speed, that a basic integral portion also exerts an effective area within the dead zone, that speed drifts due to long-term influences by temperature and air pressure are eliminated and the operating point can always be centered safely in the dead zone. For this purpose, an output 11 of the speed / voltage converter 11, at which a voltage value proportional to the respective effective actual speed results, is also connected directly to the summing point 14 for the integral part via a connecting line 25, thus bypassing the dead zone circuit 10, so that an action within the dead zone area is also realized from the integrator side. It is needless to say in this connection that the integral part essentially represents the throttle valve position.

Außerhalb des Leerlaufbetriebs, der sich durch einen geöffneten Drosselklappenschalter 23 erfassen läßt, wird die bisher geschilderte Drehzahlregelung bezüglich des Leerlaufs oder des leerlaufnahen Drehzahlbereichs abgeschaltet und eine drehzahlabhängige Lage- und/oder Integratorsteuerung in Verbindung mit dem Drosselklappenschalter 23 zur Erkennung des Betriebszustandes durchgeführt; es versteht sich, daß der Drosselklappenschalter elektrisch, elektronisch oder elektromechanisch ausgebildet sein kann. Dabei wird die Drosselklappenstellung und/oder der die Drosselklappenstellung im wesentlichen darstellende Integralanteil nach einer bestimmten Funktion nachgefürt, wobei diese Funktion beispielsweise durch die Drosselklappenstellung/Drehzahlcharakteristik dargestellt werden kann.Outside of idle mode, which can be detected by an open throttle valve switch 23, the previously described speed control with regard to idling or the speed range close to idling is switched off and a speed-dependent position and / or integrator control is carried out in connection with the throttle valve switch 23 to detect the operating state; It is understood that the throttle valve switch can be designed electrically, electronically or electromechanically. The throttle valve position and / or the integral component essentially representing the throttle valve position is tracked according to a specific function, this function being able to be represented, for example, by the throttle valve position / speed characteristic.

Die Abschaltung der Drehzahlregelung erfolgt vom Drosselklappenschalter 23 aus über eine Verbindungsleitung 26, die der Ventilendstufe 4 bei offener Drosselklappe ein Inhibit-Signal, also ein Sperrsignal zuführt. Dieses Sperrsignal gelangt gleichzeitig über die an die Leitung 26 angeschlossene Verbindungsleitung 27 auf einen entsprechenden Sperreingang des Proportionalverstärkers 9b des Regelverstärkers, so daß der Proportionalanteil ausgeschaltet und lediglich noch der Integralanteil durch eine besondere Art der Steuerung erhalten bleibt.The speed control is switched off from the throttle valve switch 23 via a connecting line 26 which supplies an inhibit signal, that is to say a blocking signal, to the valve output stage 4 when the throttle valve is open. At the same time, this blocking signal passes via the connecting line 27 connected to the line 26 to a corresponding blocking input of the proportional amplifier 9b of the control amplifier, so that the proportional component is switched off and only the integral component is retained by a special type of control.

Der Speicherschaltung 19 für die Lage im Arbeitspunkt wird über die Verbindungsleitung 28 der Lage-Istwert zugeführt; dabei erhält die Speicherschaltung 19 jedoch Sperrsignale Sp1 und Sp2 zugefürt von den Blöcken 10a, 10b jeweils bei Totzonenüberschreitung durch die Istdrehzahl, also bei n > nT2 und n < nri. Ferner ergeht über die Leitung 29 an die Speicherschaltung 19 ein Lasterkennungs-Sperrsignal SL, welches an der Klemme 30 zuführbar ist und beispielsweise von einem Tachogenerator stammen kann, damit die Speicherschaltung 19 das Istwertsignal nicht dann übernimmt, wenn die Brennkraftmaschine unter Last steht. Der von der Speicherschaltung 19 gespeicherte Leerlaufdrehzahl-Arbeitspunkt gelangt über eine Verbindungsleitung 31 zu einer Vergleichsstelle 32, die der drehzahlempfindlichen Steuerschaltung 18 für die Ansteuerung des Integrators bzw. des Integralverstärkers 9a im Regelverstärker 9 vorgeschaltet ist. Der Vergleichsstelle 32 ist noch zugefürt vom Ausgang des Integralverstärkers 9a über die Verbindungsleitung 33 ein Sollwertsignal des LeerlaufdrehzahlArbeitspunkts für den gesteuerten Betrieb.The memory circuit 19 for the position at the operating point is supplied with the actual position value via the connecting line 28; in this case, however, the memory circuit 19 receives blocking signals Sp1 and Sp2 supplied by the blocks 10a, 10b in each case when the actual speed is exceeded by the dead zone, that is to say when n> n T2 and n <n ri . Furthermore, a load detection blocking signal S L is sent via line 29 to the storage circuit 19, which can be fed to the terminal 30 and can originate, for example, from a tachometer generator, so that the storage circuit 19 does not take over the actual value signal when the internal combustion engine is under load. The idle speed operating point stored by the memory circuit 19 reaches a comparison point 32 via a connecting line 31, which is connected upstream of the speed-sensitive control circuit 18 for controlling the integrator or the integral amplifier 9a in the control amplifier 9. The comparison point 32 is also fed from the output of the integral amplifier 9a via the connecting line 33 a setpoint signal of the idle speed operating point for the controlled operation.

Ferner wird der Vergleichsstelle 32 beim drehzahlabhängigen Integratorsteuerungsbetrieb über die Verbindungsleitung 34 ein drehzahlproportionales Signal vom Ausgang 12b des Wandlers 11 zugeführt, so daß die Steuerschaltung 18 effektiv in Abhängigkeit zur Drehzahl arbeiten kann. Dabei wird dann das normalerweise am Eingang 18a der Steuerschaltung 18 anliegende Sperrsignal der Verbindungsleitung 26 weggenommen; mit anderen Worten, die Steuerschaltung 18 erhält ein Freigabesignal nur dann, wenn der Drosselklappenschalter 23 öffnet und gleichzeitig noch die über die Verbindungsleitung 35 realisierte Verknüpfung erfüllt ist, daß die effektive Drehzahl größer als die obere Totpunkt-Grenzdrehzahl ist (n > nT2). Durch die bei offenem Drosselklappenschalter 23 wirksam geschaltete Steuerschaltung 18 ergibt sich an deren Ausgang 18b ein Steuersignal für den drehzahlgeführten Integralanteil und/oder die drehzahlgeführte Lage und gelangt über die Verbindungsleitung 36 ebenfalls zum Summierpunkt 14 für den Integralanteil.Furthermore, the comparator 32 is supplied with a speed-proportional signal from the output 12b of the converter 11 during the speed-dependent integrator control operation via the connecting line 34, so that the control circuit 18 can work effectively as a function of the speed. The blocking signal of the connecting line 26 which is normally present at the input 18a of the control circuit 18 is then removed; in other words, the control circuit 18 receives an enable signal only when the throttle valve switch 23 opens and at the same time the linkage realized via the connecting line 35 is fulfilled that the effective speed is greater than the top dead center limit speed (n> n T2 ). The control circuit 18, which is activated when the throttle valve switch 23 is open, produces a control signal for the speed-controlled integral component and / or the speed-controlled position at its output 18b and also reaches the summing point 14 for the integral component via the connecting line 36.

Es ergibt sich daher die Funktion, daß beim Verlassen der Totzone (Drosselklappe geöffnet) der Integratorinhalt im lastfreien Betriebszustand abgespeichert, die Soll-Ist-Drehzahlabweichung gemessen und, mit dem Gradienten der Drosselklappenstellung/Drehzahlcharakteristik bewertet, zu dem Integratorinhalt addiert und als Lageführungsgröße dem Regler zugefürt wird. Der Lageregler 6 erhält also auch bei gesperrter Ventilendstufe ein Steuersignal zugeführt, welches bei Zurücknahme der geöffneten Drosselklappe aus dem Teillastbereich in den Leerlauf für deren definierte Positionierung sorgt.This results in the function that when leaving the dead zone (throttle valve open) the integrator content is saved in the no-load operating state, the target / actual speed deviation is measured and, evaluated with the gradient of the throttle valve position / speed characteristic, added to the integrator content and as a position control variable to the controller is fed. The position controller 6 thus receives a control signal even when the valve output stage is locked, which control signal ensures the defined positioning when the throttle valve is withdrawn from the part-load range into idle.

Im einfachsten Fall, nämlich ohne Schubpositionierung, worauf weiter unten sofort eingegangen wird, kann der Istwert des bei Verlassen der Totzone arretierten Stellglieds herangezogen werden. Diese Maßnahme hat den Vorteil, daß veränderliche Parameter der Regelstrecke selbsttätig korrigiert werden. In Abweichung hierzu ist aber auch möglich, bei Rückkehr aus dem Teillastbereich, der durch den geöffneten Drosselklappenschalter 23 und die Bedingung n < n2 (n2 - obere Drehzahlschwelle) gekennzeichnet ist, in den Leerlaufbereich und somit zur Überleitung in die Regelung so zu verfahren, daß während einer einstellbaren Zeit der Stößel 1 des Stellgliedes 2 gesteuert in Leerlaufdrehzahlposition gehalten wird. Diese einstellbare Zeit wird spätestens dann beendet, wenn die Motordrehzahl kleiner oder gleich der oberen Totzonen-Drehzahl wird (n < nT2). Ein bevorzugter Funktionsablauf bezüglich des Betriebs der Brennkraftmaschine im Teillast- und im Leerlaufbereich kann dabei so ablaufen, daß zunächst bei Übergang aus dem Leerlauf in den Teillastbereich bei Öffnen der Drosselklappe das Sperrsignal zur Ventilendstufe gelangt; hier wird jedoch nicht wahllos eingegriffen, sondern dieses Sperrsignal selbst oder durch das Sperrsignal aktivierte Komponenten sorgen dafür, daß in diesem Fall, also bei offenem Drosselklappenschalter der Stößel 1 auf der letzten Position vor Öffnen des Drosselklappenschalters verharrt.In the simplest case, namely without thrust positioning, which will be discussed immediately below, the actual value of the actuator locked when leaving the dead zone can be used. This measure has the advantage that variable parameters of the controlled system are corrected automatically. In deviation from this, it is also possible, when returning from the partial load range, which is characterized by the open throttle valve switch 23 and the condition n <n 2 (n 2 - upper speed threshold), to the idling range and thus to move to the control so that the plunger 1 of the actuator 2 is held controlled in idle speed position for an adjustable time. This adjustable time is ended at the latest when the engine speed becomes less than or equal to the upper dead zone speed (n <nT2). A preferred functional sequence with regard to the operation of the internal combustion engine in the part-load and idle range can run in such a way that the lock signal reaches the valve output stage when the throttle valve is opened when it changes from idle to part-load range; Here, however, no intervention is made indiscriminately, but this blocking signal itself or components activated by the blocking signal ensure that in this case, that is to say when the throttle valve switch is open, the plunger 1 remains in the last position before the throttle valve switch is opened.

Der geöffnete Drosselklappenschalter bewirkt hierbei das Wirksamwerden der drehzahlabhängigen Integratorsteuerung, mit anderen Worten, im normalen Fahrbetrieb wird der im Integralverstärker vorhandene Integrator, der insofern auch über einen als veränderlichen Speicher bezeichnenden Teilbereich verfügt, sozusagen vorgeladen. Erfolgt dann Übergang in den Leerlaufbereich, dann setzt hier die Abfangfunktion ein und es wird der Stößel 1 zunächst ausgefahren, um die Drosselklappenposition nach dem jeweiligen gewünschten Programm der Abfangfunktion aufzufangen und sicherzustellen, daß wegen des abrupten Schließens der Hauptdrosselklappe der Motor nicht ausgeht. Hier werden, wie erkennbar, Probleme des Schubbetriebs tangiert, auf die weiter unten gleich eingegangen werden soll. Es sei zum besseren Verständnis der Erfindung noch darauf hingewiesen, daß es eine Vielzahl von Möglichkeiten gibt, die Abfangfunktion und entsprechend die Rettungsfunktion der Hauptregelstrecke durch verschiedene Bewertung der dem Regelverstärker 9 zugeführten Signale bzw. durch eine entsprechende asymmetrische, also nichtlineare Auslegung desselben unterschiedlich zu gestalten. So kann die Abfangfunktion durch die "Vorladung" des Integrators zunächst ein Ausfahren des Stößels bewirken mit Übergang in die Leerlaufdrehzahlposition ausschließlich durch Beaufschlagung des Integralverstärkers 9a; also in diesem Fall unter Abschaltung des Proportionalverstärkers bzw. durch Unterbrechung des von diesem dem Summierpunkt für Lagesollwert 17 zugefürten Ausgangssignals.The open throttle valve switch causes the speed-dependent integrator control to take effect, in other words, during normal driving, the integrator present in the integral amplifier, which in this respect also has a sub-area called a variable memory, is precharged, so to speak. If there is then a transition to the idling range, then the interception function is used and the plunger 1 is first extended to catch the throttle valve position according to the desired interception function program and to ensure that the engine does not stop due to the abrupt closing of the main throttle valve. As can be seen, problems of overrun operation are affected here, which will be dealt with below. For a better understanding of the invention, it should also be pointed out that there are a multitude of options for designing the interception function and, correspondingly, the rescue function of the main controlled system by differently evaluating the signals supplied to the control amplifier 9 or by correspondingly asymmetrical, that is to say non-linear, interpretation of the same . Thus, the interception function can initially cause the plunger to extend due to the "pre-charging" of the integrator, with a transition to the idling speed position, only by applying the integral amplifier 9a; So in this case by switching off the proportional amplifier or by interrupting the output signal supplied by it to the summing point for position setpoint 17.

Andererseits ist es eine innerhalb des erfindungsgemäßen Rahmens liegende Maßnahme, die weiter vorn schon erwähnte Rettungsfunktion besonders stark auf den Proportionalverstärker zu stützen und einen wesentlich stärkeren P-Anteil vorzusehen, so daß der Regler 9 insgesamt bei Drehzahlen unterhalb der Totzonen-Grenzdrehzahl nT1 kräftig eingreift, während bei Überschreitung der oberen Totzonen-Grenzdrehzahl nT2 normal mit anders bewerteten Proportional- und Integralanteilen des Reglers 9 gearbeitet wird. Es ist daher ein besonderes Merkmal vorliegender Erfindung, daß der Regler 9 unsymmetrisch arbeiten kann und so optimale Anpassungen an das jeweilige Betriebsverhalten der Brennkraftmaschine möglich sind.On the other hand, it is a measure within the scope of the invention to base the rescue function mentioned above particularly strongly on the proportional amplifier and to provide a much stronger P component, so that the controller 9 intervenes strongly at speeds below the dead zone limit speed n T1 , while when the upper dead zone limit speed n T2 is exceeded, normal use is made of proportional and integral components of controller 9 which have been assessed differently. It is therefore a special feature of the present invention that the controller 9 can work asymmetrically and so optimal adaptations to the respective operating behavior of the internal combustion engine are possible.

Beim Normalbetrieb eines Kraftfahrzeugs ergeben sich sehr häufig längere oder kürzere Schubphasen, beispielsweise beim Berabfahren, beim abrupten Gaswegnehmen aus höheren Drehzahlen, was beispielsweise beim Anfahren von Kurven geschieht oder allgemein beim Übergang vom Teillastbereich in den Leerlauf, wenn man beispielsweise auf Ampeln oder sonstige Hindernisse zurollt. Es ist eine Schuberfassungsschaltung bzw. ein im folgenden lediglich als Schubkomparator bezeichneter Block 21 vorgesehen, dessen Eingangssignal, welches ein Über- oder Unterschreiten der Drehzahlschwelle angibt, vorteilhafterweise aus der Drehzahlaufbereitung für die Leerlaufdrehzahlregelung abgeleitet wird; bei dem dargestellten Ausfürungsbeispiel gelangt dieses Signal vom Ausgang 11a des Wandlers 11 über die Verbindungsleitung 40 zum Eingang 21 a des Schubkomparators. Der Schubkomparator erzeugt an seinen beiden Ausgängen 21 b und 21 c Ausgangssignale dann, wenn n2 überschritten oder n, unterschritten wird (Schalthysterese).During normal operation of a motor vehicle, there are very often longer or shorter overrun phases, for example when driving downhill, when abruptly taking the accelerator from higher engine speeds, which happens, for example, when cornering or generally when changing from part-load range to idling, for example when approaching traffic lights or other obstacles . A thrust detection circuit or a block 21, which is referred to hereinafter only as a thrust comparator, is provided, the input signal of which indicates whether the speed threshold has been exceeded or fallen below is advantageously derived from the speed conditioning for idling speed control; In the exemplary embodiment shown, this signal passes from the output 11a of the converter 11 via the connecting line 40 to the input 21a of the thrust comparator. The thrust comparator generates output signals at its two outputs 21b and 21c when n 2 is exceeded or n is undershot (switching hysteresis).

Der Schubkomparator 21 ist so ausgelegt, daß er an seinem Ausgang 21 ein Schubpositionierungs-Signal Ssp erzeugt und über die Verbindungsleitung 41 einem Summierpunkt 42 am Eingang des Lagereglers 6 zuführt, und zwar mit der Bewertung "Priorität für Schubposition", mit anderen Worten, an dieser Stelle wird, wenn der Schubkomparator effektiv eine Schubphase erfaßt hat, lediglich noch dieses Signal dem Lageregler nach der Durchführung des Soll-Istwertvergleiches bei 7 zugefürt. Das Schubpositionierungs-Signal ist so ausgebildet, daß bei Überschreiten der Schubdrehzahlschwelle der Stößel 1 des Stellgliedes 2 in einer Schubstellung so positioniert wird, daß die Hauptdrosselklappe in einem mechanischen Schubanschlag verharren kann, beispielsweise in einemechanischen 3°-Schubanschlag, und zwar so lange, bis die Schubdrehzahlschwelle n, wieder unterschritten wird. Dieses mit Priorität für die Schubposition dem Lageregler zugeführte Schubpositionierungs-Signal kann immer erzeugt werden und vorliegen, wenn zuvor die Drehzahl n2 überschritten wurde und danach stets größer als n, war.The thrust comparator 21 is designed in such a way that it generates a thrust positioning signal S s p at its output 21 and feeds it via the connecting line 41 to a summing point 42 at the input of the position controller 6, with the evaluation “priority for thrust position”, in other words At this point, when the thrust comparator has effectively detected a thrust phase, only this signal is fed to the position controller after the setpoint / actual value comparison has been carried out at 7. The thrust positioning signal is designed so that when the thrust speed threshold is exceeded, the plunger 1 of the actuator 2 is positioned in a thrust position so that the main throttle valve can remain in a mechanical thrust stop, for example in a mechanical 3 ° thrust stop, until it does so the thrust speed threshold n is again fallen below. This thrust positioning signal fed to the position controller with priority for the thrust position can always be generated and present if the speed n 2 was previously exceeded and was then always greater than n.

Bevorzugt sind die Verhältnisse bezüglich Positionierung der Hauptdrosselklappe, des Drosselklappenschalters und der Positionierung des Anstellerstößels 1 so getroffen, daß stets im Fahrbetrieb bei Auftreten einer Schubphase, also wenn der Fahrer beispielsweise seinen Fuß vom Fahrpedal nimmt und daher die Hauptdrosselklappe mechanisch geschlossen wird, ein Spalt zwischen dem Stößel 1 und dem Drosselklappenhebel verbleibt, der beispielsweise bei etwa 0,5 mm liegen kann, so daß der Drosselklappenschalter 23 weiterhin geöffnet ist. Man darf nicht übersehen, daß bei einem solchen geöffneten Drosselklappenschalter die Ventllendstufe 4 über den Lageregler 6 aufgrund des Sperrsignals vom Drosselklappenschalter nicht angesteuert werden kann, so daß es erforderlich ist, beim Unterschreiten der Schubphase (n < n,) die Ventilendstufen 4 aktiv zu schalten. Zu diesem Zweck ist die Schubentriegelungsschaltung 22 vorgesehen, die jeweils nach einer Schubphase vom Ausgang 21 b des Schubkomparators 21 angesteuert ist und dafür sorgt, daß die Ventilendstufe 4 aktiviert oder wirksam geschaltet ist, so daß es überhaupt zu der Betätigung des Stößels 1 aus Schubstellung über das elektropneumatische Stellglied kommen kann.The conditions with regard to the positioning of the main throttle valve, the throttle valve switch and the positioning of the actuating plunger 1 are preferably such that they are always in driving operation when an overrun phase occurs, that is to say when the driver takes his foot off the accelerator pedal, for example, and therefore the Main throttle valve is closed mechanically, a gap remains between the tappet 1 and the throttle valve lever, which can be, for example, about 0.5 mm, so that the throttle valve switch 23 is still open. It should not be overlooked that, with such an open throttle valve switch, the valve output stage 4 cannot be controlled via the position controller 6 due to the blocking signal from the throttle valve switch, so that it is necessary to actively switch the valve output stages 4 when the overrun phase (n <n,) is undershot . For this purpose, the slide release circuit 22 is provided, which is triggered after a push phase from the output 21 b of the push comparator 21 and ensures that the valve output stage 4 is activated or activated, so that it is at all to actuate the plunger 1 from the push position the electro-pneumatic actuator can come.

Die Schubentriegelungsschaltung 22 verfügt über eine Zeitfunktion, die bei Beendigung einer Schubphase für eine vorgegebene Zeitdauer (tM) die Ventilendstufen so lange aktiv schaltet, bis der Anstellerweg bzw. Restspalt von hier 0,5 mm zwischen Stößel 1 und Drosselklappenhebel zurückgelegt ist und der Drosselklappenschalter 23 geschlossen werden kann. In diesem Fall verschwindet dann das von diesem auf die Ventilendstufe 4 ausgeübte Sperrsignal und die Regelung kann wieder einsetzen, die durch diese zusätzliche Zeitfunktion der Schubentriegelung 22 allein ermöglicht wird.The thrust release circuit 22 has a time function which, when a thrust phase ends, switches the valve output stages actively for a predetermined period of time (t M ) until the adjuster travel or residual gap of 0.5 mm between the plunger 1 and the throttle valve lever and the throttle valve switch 23 can be closed. In this case, the blocking signal exerted by the latter on the valve output stage 4 then disappears and the regulation can start again, which is made possible by this additional time function of the slide release 22 alone.

Schubkomparator 21 mit Schubentriegelung 22 ermöglichen so eine lagegeregelte Schubstellung des Stößels, wobei die Positionierung auch über einen integrierten Endschalter in Serie zu dem evakuierenden Ventil gewährleistet sein kann; bei Beendigung der Schubphase (Unterschreiten der Schubdrehzahlschwelle n,) wird das Schubpositionierungssignal sofort vom Additionspunkt 42 weggenommen; die Priorität für dieses Signal erlischt und es kann dann die weiter vorn schon erwähnte Abfangfunktion eingreifen dahingehend, daß der Stößel 1 nunmehr aus dieser Schubposition (beispielsweise 1 mm Lage) in Richtung Arbeitspunkt ausgefahren wird (hierbei wird dann der Restspalt 0,5 mm überwunden) der Drosselklappenschalter 23 schaltet die Regelung wieder ein bzw. übernimmt nun die Wirksamschaltung der Ventilendstufe 4 nach Ablauf der Zeitfunktion der Schubentriegelungsschaltung 22 und die Abfangfunktion führt die Drehzahl wieder auf den Sollwert zurück.Thrust comparator 21 with thrust release 22 thus enable a position-controlled thrust position of the tappet, wherein the positioning can also be ensured via an integrated limit switch in series with the evacuating valve; at the end of the overrun phase (falling below the overrun speed threshold n,), the overrun positioning signal is immediately removed from the addition point 42; the priority for this signal disappears and the interception function mentioned above can then intervene in such a way that the plunger 1 is now extended from this push position (for example 1 mm position) towards the working point (the remaining gap 0.5 mm is then overcome) The throttle valve switch 23 switches the control on again or now takes over the activation of the valve output stage 4 after the time function of the slide release circuit 22 has expired, and the interception function returns the speed to the setpoint.

Alternativ kann die Abfangfunktion zur harmonischen Überleitung der Motordrehzahl in die Leerlaufdrehzahl nach Schubphasen auch so ausgestaltet sein, daß bei Wiederunterschreitung der Schubdrehzahl der Stellglied-Stößel 1 zunächst auf eine verglichen mit dem Leerlaufdrehzahl-Arbeitspunkt überhöhte Lage gesteuert wird. Hierzu kann der Schubkomparator so ausgestaltet sein, daß das Schubpositionierungs-Signa) bei Unterschreitung der Schubdrehzahl eine Uberhöhung erfährt, die sich über den Lageregler 6 und die Ventilendstufe 4 auf den Stößel 1 auswirkt und nach einer Zeitfunktion zurückgenommen wird. Dieser Positionierung auf die überhöhte Lage schließt sich dann im Ablauf der genannten Zeitfunktion zunächst eine Positionierung auf den Leerlaufdrehzahl-Arbeitspunkt an und schließlich nach Ablauf einer weiteren Zeitfunktion Überleitung in die Regelung. Die letztgenannte Zeitfunktion wird jedenfalls dann vorzeitig beendet wenn die Istdrehzahl in die obere Grenze nT2 der Totzone einläuft.Alternatively, the interception function for the harmonic transfer of the engine speed into the idle speed after overrun phases can also be designed so that when the thrust speed falls below the actuator tappet 1 is first controlled to an excessive position compared to the idle speed operating point. For this purpose, the thrust comparator can be designed in such a way that the thrust positioning signal) is raised when the thrust speed is undershot, which affects the tappet 1 via the position controller 6 and the valve output stage 4 and is canceled after a time function. This positioning on the elevated position is then followed by a positioning at the idle speed operating point in the course of the time function mentioned and finally after a further time function has been transferred to the control. The last-mentioned time function is ended prematurely when the actual speed enters the upper limit n T2 of the dead zone.

Ein weiterer Schwellwertschalter, der in der Darstellung der Zeichnung als Starterkennungsschaltung 20 bezeichnet ist, dient der Startpositiorerung des im Integralverstärker vorhandenen Integrators und erzwingt bei Drehzahlen in der Nähe der Startdrehzahl eine bestimmte Ausgangslage des Integrators. Die Starterkennungsschaltung 20 erhält ebenfalls ein Drehzahlsignal aus der Drehzahlaufbereitung für die Leerlaufdrehzahlregelung über die Leitung 40 zugeführt und erzeugt auf Ausgangsleitungen 45, 45a und 46 Ausgangssignale während einer Zeit, während welcher die Brennkraftmaschinendrehzahl unterhalb einer vorgegebenen Startdrehzahlschwelle liegt (n < no). In der Startphase gelangt über die Leitung 45 von der Starterkennungsschaltung 20 auf einen Eingang 47 des Integralverstärkers 9a ein Signal, welches einen Integratoranschlag als Startpositionierung bewirkt. Gleichzeitig wird von der Starterkennungsschaltung der Lagespeicher 19 auf einen angepaßten Anfangswert (Initialisierung bei Startvorgang) gesetzt, bevor die erste aktuelle Leerlauf-Arbeitspunktspeicherung erfolgen kann. Es empfiehlt sich, in der Startphase die Regelung zunächst einzuschränken, beispielsweise durch Aktivierung eines Integratoranschlags bei gleichzeitiger Sperrung des Proportionalverstärkers 9b über Leitung 45, 45a, da der Regler über die Rettungsfunktionen die Hauptdrosselklappe sonst weit öffnen würde. Für den Startvorgang ist ferner wesentlich, daß die Beeinflussung des Integrators vorzugsweise unter Berücksichtigung der Motortemperatur erfolgen soll, so daß aus dieser Maßnahme heraus dann ein harmonischer Übergang in die Leerlaufdrehzahlregelung möglich ist. Es ist daher in für sich gesehen bekannter Weise ein Sensor für die Motortemperatur vorgesehen, beispielsweise ein sich in geeignetem wärmeleitendem Kontakt mit Motorbereichen, etwa dem Kühlwasser, befindender NTC-Widerstand, der über die Starterkennungsschaltung 20 oder direkt dem Integralverstärker 9a - unter Freigabe durch die Starterkennungsschaltung 20, ein ergänzendes Motortemperatursignal zuführt, was in der Zeichnung nicht dargestellt ist, und so bewirkt, daß sich ein einwandfreier Übergang in die Leerlaufdrehzahlregelung ergibt. Die Einwirkung der Motortemperatur kann auch über eine Zeitfunktion bei Regelung noch aufrechterhalten sein und erst allmählich zurückgenommen werden. Eine weitere vorteilhafte Möglichkeit zur temperaturabhängigen Beeinflussung ergibt sich dadurch, daß die drehzahlabhängige Lage-und/oder Integratorsteuerung nach bestimmten Funktionen von der Brennkraftmaschinentemperatur abhängig gemacht wird.Another threshold switch, which is referred to in the illustration of the drawing as the starter detection circuit 20, serves to start the position of the integrator present in the integral amplifier and forces a certain starting position of the integrator at speeds in the vicinity of the starting speed. The starter detection circuit 20 also receives a speed signal from the speed conditioning for idling speed control via line 40 and generates output signals on output lines 45, 45a and 46 during a time during which the engine speed is below a predetermined starting speed threshold (n <n o ). In the start phase, a signal passes via line 45 from the starter detection circuit 20 to an input 47 of the integral amplifier 9a, which causes an integrator stop as start position. At the same time, the position memory 19 is set to an adapted initial value (initialization during the starting process) by the start detection circuit before the first current idle working point storage can take place. It is advisable to initially restrict the control in the start-up phase, for example by activating an integrator stop with simultaneous blocking of the proportional amplifier 9b via line 45, 45a, since the controller would otherwise open the main throttle valve widely. It is also essential for the starting process that the integrator should preferably be influenced by taking the engine temperature into account, so that a harmonious transition to idle speed control is then possible from this measure. A sensor for the engine temperature is therefore provided in a manner known per se, for example an NTC resistor which is in suitable heat-conducting contact with engine areas, for example the cooling water, and which is connected via the starter detection circuit 20 or directly to the integral amplifier 9a - with the approval of Starter detection circuit 20, which supplies a supplementary engine temperature signal, which in the Drawing is not shown, and so causes a smooth transition to idle speed control. The effect of the motor temperature can also be maintained via a time function during regulation and can only be gradually reduced. A further advantageous possibility for influencing the temperature results from the fact that the speed-dependent position and / or integrator control is made dependent on the internal combustion engine temperature according to certain functions.

Die in der Zuleitung 34 des Drehzahlsignals zur Vergleichsstelle 32 der Integrator-Steuerschaltung noch vorhandene Zenerdiode 49 dient zur Begrenzung des hier zugefürten Signals auf den Drehzahlbereich n < n2 also auf den Teillastbereich vor Erreichen der eine Schubphase kennzeichnenden oberen Grenzdrehzahl n2' The Zener diode 49 still present in the supply line 34 of the speed signal to the comparison point 32 of the integrator control circuit serves to limit the signal supplied here to the speed range n <n 2, that is to say to the part-load range before the upper limit speed n 2 ' characterizing a coasting phase is reached .

Ein weiterer Steuereingriff mit Bezug auf den Integralverstärker 9a des Regelverstärkers geht aus von einer Vergleichsstelle 48, die das gespeicherte Lagensignal im Arbeitspunkt vom Ausgang der Speicherschaltung 19 vergleicht mit dem Lage-Sollwertsignal hinter dem Summierpunkt 17 des Regelverstärkers 9; hierdurch ergibt sich ein Vergleich für einen unteren Drehzahlanschlag; das Ausgangssignal ist ebenfalls dem Summierpunkt 14 für den Integralanteil zugefürt, so daß sichergestellt ist, daß dieser untere Drehzanlanschlag am Integrator nicht unterschritten wird.Another control intervention with reference to the integral amplifier 9a of the control amplifier starts from a comparison point 48 which compares the stored position signal at the operating point from the output of the memory circuit 19 with the position setpoint signal behind the summing point 17 of the control amplifier 9; this results in a comparison for a lower speed stop; the output signal is also fed to the summing point 14 for the integral component, so that it is ensured that this lower speed stop on the integrator is not undercut.

Es versteht sich, daß das an Klemme 30 anliegende und die Speicherschaltung 19 zur Speicherung des Lage-Istwerts des Stößels nur im lastfreien Zustand freigebende Signal auch von einem Getriebe- oder Kupplungsschalter herrühren kann, ergänzend zur Ableitung eines solchen Signals von einem Tachogenerator. Wesentlich ist lediglich, daß eine fehlerhafte Einspeicherung des Leerlauf-Arbeitspunktes verhindert wird.It is understood that the signal applied to terminal 30 and the memory circuit 19 for storing the actual position value of the plunger only in the no-load state can also come from a gear or clutch switch, in addition to deriving such a signal from a tachometer generator. It is only essential that an incorrect storage of the idle operating point is prevented.

Weitere vorteilhafte Ausgestaltungen vorliegender Erfindung ergeben sich durch die Möglichkeit, temperaturabhängig Sollwerte zu beeinflussen, beispielsweise die Führungsgröße Uno bezüglich des Leerlauf-Mittensollwerts, die der Vergleichsstelle 12 zugefürt wird. Bei kalter Brennkraftmaschine kann hier eine Anhebung des Leerlaufbereichs in Richtung auf höhere Drehzahlen erwünscht sein.Further advantageous refinements of the present invention result from the possibility of influencing setpoints as a function of temperature, for example the reference variable Uno with respect to the idle center setpoint, which is supplied to the comparison point 12. In the case of a cold internal combustion engine, it may be desirable to increase the idling range in the direction of higher speeds.

Claims (26)

1. Method for controlling the rotational speed of an idling internal combustion engine having a throttle flap in the intake channel and influencing it in the speed range close to idling and in overrun mode, with evaluation of a speed-proportional actual value signal, of a speed setpoint signal dependent on operating characteristics for forming the control error and corresponding drive to an actuator acting on the throttle flap, in which arrangement the control is effected by means of a PI controller, including a signal with respect to the throttle flap position (throttle flap switch 23), characterized in that, with predetermination of a speed dead zone range, the speed error signal obtained after comparison with an idling speed reference variable is subjected to a control amplification process which is unsymmetrical with respect to the possible upwards or downwards error and having at least an integral and proportional component, that, for the purpose of centring the idling speed operating point with respect to long-term influences, the integral component of the unsymmetrical amplification is supplied with a signal proportional to the actual value of the rotational speed whilst bypassing the dead zone range, in such a manner that a basic integral component with an action range within the dead zone is obtained, that the respective integral and proportional components are added and supplied to a position control loop for the actuator position determining the throttle flap position when idling.
2. Method according to Claim 1, characterized in that the unsymmetrical control amplification of the speed control error forms a rescue function when a lower dead zone limit speed value is exceeded, with a P component with stronger weighting, preferably with an additional differential component.
3. Method according to Claim 1 or 2, characterized in that the unsymmetrical amplification of the speed control error forms a correction function when an upper dead zone limit speed is exceeded, with restriction of the control range to the I component and gradual return to the idling speed position.
4. Method according to one of Claims 1 to 3, characterized in that, for idling, different operating modes of the internal combustion engine are detected and the system switches to a precontrol of the tappet position determined by the actuator, with the closed-loop control system being switched off.
5. Method according to Claim 4, characterized in that, in order to achieve continuous transitions from open-loop control to closed-loop control, including overrun function, the system acts on the integral component of the asymmetric amplification for the speed error signal with a speed-dependent position control with respect to the tappet and/or an integrator control according to a particular function or position control in steps in accordance with timing functions with comparison of engine speed and dead zone, in such a manner that a controlled prepositioning of the tappet is produced in order to return the throttle flap into the controlled idling range.
6. Method according to one or more of Claims 1 to 5, characterized in that, during overrun phases, the position control loop for the tappet influencing the throttle flap position, which is blocked during operating modes deviating from idling, is unblocked and overrun positioning signal having priority is generated for the position-controlled overrun positioning of the tappet.
7. Method according to one or more of Claims 1 to 6, characterized in that the setpoint obtained by asymmetrical amplification from the speed error and/or the idling speed reference value and/or the speed-dependent generation of control information items for the integral component of the amplification are additionally influenced in dependence on temperature.
8. Device for carrying out the method according to one or more of Claims 1 to 7 for controlling the rotational speed of an internal combustion engine having a throttle flap in the intake channel for idling and for influencing it in the speed range close to idling and in overrun mode, comprising a control amplifier (9) with PI characteristic which detects the control error between a speed-proportional actual value signal and a speed setpoint signal and which, in turn, drives an actuator, which is effectively connected to the throttle flap, via a position control loop (5), including a signal with respect to the throttle flap position (throttle flap switch 23), characterized in that the PI control amplifier (9) exhibits a dead zone circuit (10) which is symmetrically designed with respect to the idling speed setpoint and the dead zone of which is slightly wider than the natural range of fluctuation of the idling speed, furthermore means having at least an integral and proportional component are provided for the unsymmetrical control amplification, and means with which, for the purpose of centring the idling speed operating point with respect to long-term influences, the integral component of the unsymmetrical amplification is supplied with a signal proportional to the actual value of the speed whilst bypassing the dead zone range, in such a manner that a basic integral component becomes effective within the dead zone range, furthermore means for adding the respective integral and proportional components which are lastly supplied to a position control loop for the actuator position determining the throttle flap position when idling.
9. Device according to Claim 8, characterized in that the dead zone circuit (10) contains two circuit blocks for forming an upper speed limit value (nT2) and for forming a lower speed limit value (nn) for the dead zone range within which no output signals are generated.
10 Device according to Claim 8 or 9 characterized in that the dead zone circuit blocks (10a, 10b), when their dead zone limit speeds (nT2, nT1) are exceeded, generate output signals which are proportional to the speed control error supplied or exhibit an arbitrary functional dependence on this error.
11. Device according to one of Claims 8 to 10, characterized in that the dead zone circuit (10) is preceded by a speed/voltage convertor (11), having a comparison point (12) between convertor (11) and dead zone circuit (10) which is supplied with an idling speed reference variable.
12. Device according to Claim 8, characterized in that the control amplifier following the dead zone circuit (10) comprises separate part amplifiers in the form of an integral amplifier (9a), a proportional amplifier (9b) and, if necessary, a differential amplifier for forming proportional, integral and differential components and that the individual part amplifiers are in each case preceded by summing points (14,15) for the signal components to be supplied to their input.
13. Device according to Claim 12, characterized in that the control amplifier (9) containing the part amplifiers, overall, is constructed asymmetrical or non-linear for forming rescue functions, which have different effects, when the lower dead zone limit speed (nri) is exceeded, with integral, proportional and differential component, and correction functions when the upper dead zone limit speed (nT2) is exceeded, with proportional and/or integral component.
14. Device according to Claim 12 or 13, characterized in that the signals supplied to the part amplifiers are differently weighted for forming different rescue of correction functions.
15. Device according to Claim 8, characterized in that the outputs, which are combined at a summing point (17) for the position setpoint, of the part amplifiers (9a, 9b) of the control amplifier (9) are supplied to a comparison point (7) of the position control loop (5) for the positioning of the tappet (1).
16. Device according to Claim 15, characterized in that the position control loop comprises a position controller (6), which is followed by a valve output stage (4) which is followed by an electro-pneumatic actuator (2).
17. Device according to Claim 16, characterized in that the electro-pneumatic actuator (2) for controlling the position of a tappet (1) which only rests against the throttle flap or against parts which are mechanically connected to it, exhibits an evacuating and a ventilating valve in each case for moving the tappet (1) in and adjusting it, which valves are controllable via separate limit switches.
18. Device according to one or more of Claims 8 to 17, characterized in that a throttle flap switch (23) is provided for detecting operating modes which are different from idling.
19. Device according to one or more of Claims 8 to 17, characterized in that an overrun phase detection circuit (overrun comparator 21) is provided for detecting operating conditions which deviate from idling.
20. Device according to Claim 18, characterized in that a connection (36) to the valve output stage (4) is provided which carries an inhibit signal when the throttle flap switch (23) is open, in such a manner that the electro-pneumatic actuator (2) is stopped in a wear-reducing manner in a part- load range determined by the open throttle flap.
21. Device according to one or more of Claims 8 to 20, characterized in that the integral amplifier (9a) is associated with a speed-dependent integrator control (18) which is switched to be effective with open throttle flap and when the upper dead zone limit value (nT2) is exceeded and the output of which is connected to the summing point (14) for the integral component and the input of which is preceded by a comparison point (32) which is supplied with a speed-proportional output signal from the input-side speed/voltage convertor (11).
22. Device according to one or more of Claims 8 to 21, characterized in that a storage circuit (19) is provided for storing the position of the tappet (1) at the operating point when idling, the output signal of which, together with the output signal of the integral amplifier (9a) is supplied to the . comparison point (32) which precedes the integrator control (18).
23. Device according to Claim 22, characterized in that, when the throttle flap switch (23) is open outside of idling operation, the proportional amplifier (9b) is supplied with an inhibit signal in such a manner that only the integral component essentially representing the throttle flap position can be correspondingly tracked by loading the integral amplifier (9a).
24. Device according to Claim 19 or Claims 19 and 21 or Claims 19 and 22 or Claims 19 and 23, characterized in that the overrun comparator circuit (21) generates an overrun positioning signal (Ssp), which has priority, when speed conditions falling into the overrun phase range are present (n1 < n < n2) and supplies this signal to the input of the position control loop (5) preceding the comparison circuit (7) for the setpoint/actual value, in such a manner that a position-controlled overrun position of the tappet (1), which adjusts the throttle flap, is produced in front of a mechanical endstop.
25. Device according to Claim 24, characterized in that the overrun comparator circuit (21) is followed by an overrun unlatching circuit (22) which generates a timing function in a supplementary manner and drives the valve output stage (4) of the position control loop (5) in such a manner that, after the overrun phase has ended (a lower speed threshold n1 is exceeded), the valve output stages are effectively controlled for transition into the closed-loop control range.
26. Device according to one or more of Claims 8 to 25, characterized in that a start detection circuit (20) is provided which is driven by the input-side speed/voltage converter (11) and generates a first output signal for the storage circuit (19) of the position operating point for initializing during the starting process and generates a second output signal for effecting an integrator stop as start positioning.
EP82109644A 1981-10-26 1982-10-19 Process and apparatus for controlling the rotational speed of a combustion engine Expired EP0077997B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19813142360 DE3142360A1 (en) 1981-10-26 1981-10-26 METHOD AND DEVICE FOR REGULATING THE SPEED OF AN INTERNAL COMBUSTION ENGINE
DE3142360 1981-10-26

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EP0077997A2 EP0077997A2 (en) 1983-05-04
EP0077997A3 EP0077997A3 (en) 1984-03-28
EP0077997B1 true EP0077997B1 (en) 1988-05-18

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EP (1) EP0077997B1 (en)
JP (1) JPS5877136A (en)
DE (2) DE3142360A1 (en)

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WO2001073288A2 (en) 2000-03-28 2001-10-04 Robert Bosch Gmbh Method and device for controlling the idle operation of a drive unit

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WO2001073288A2 (en) 2000-03-28 2001-10-04 Robert Bosch Gmbh Method and device for controlling the idle operation of a drive unit

Also Published As

Publication number Publication date
EP0077997A2 (en) 1983-05-04
JPH0550588B2 (en) 1993-07-29
DE3142360C2 (en) 1992-06-04
JPS5877136A (en) 1983-05-10
DE3142360A1 (en) 1983-05-05
EP0077997A3 (en) 1984-03-28
US4478183A (en) 1984-10-23
DE3278509D1 (en) 1988-06-23

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