EP0089482B1 - Procédé pour la commande électronique de l'àdmission de carburant dans un moteur à combustion à auto-allumage - Google Patents

Procédé pour la commande électronique de l'àdmission de carburant dans un moteur à combustion à auto-allumage Download PDF

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Publication number
EP0089482B1
EP0089482B1 EP83101319A EP83101319A EP0089482B1 EP 0089482 B1 EP0089482 B1 EP 0089482B1 EP 83101319 A EP83101319 A EP 83101319A EP 83101319 A EP83101319 A EP 83101319A EP 0089482 B1 EP0089482 B1 EP 0089482B1
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EP
European Patent Office
Prior art keywords
speed
fuel
combustion engine
internal
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP83101319A
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German (de)
English (en)
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EP0089482A1 (fr
Inventor
Rainer Dipl.-Ing. Buck
Thomas Dipl.-Ing. Küttner
Fridolin Dr. Piwonka
Wolf Ing.-Grad. Wessel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0089482A1 publication Critical patent/EP0089482A1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to an electronic control device for a fuel metering system of an internal combustion engine with auto-ignition according to the preamble of the independent claim.
  • an electronic diesel regulator with air and fuel quantity pilot control is known. Its start control processes a start and speed signal, as well as the signal from a temperature sensor.
  • this known electronic diesel regulator is generally able to provide satisfactory results, problems can arise when starting with a warm engine. If e.g. B. in a warm machine the tank was run empty and the injection lines are partly empty, then only a small temperature-dependent starting quantity is released after filling the tank at a start, which may not be sufficient for a safe start.
  • One of the objects of the invention is to show ways in which problem cases of this type can also be safely dealt with. Finally, the aim is to avoid processing a temperature signal for reasons of savings.
  • a temperature signal can be dispensed with, which means a saving of a temperature sensor.
  • pump tolerances in series production are compensated for the starting quantity.
  • the start-up time is shortened considerably with empty injection lines and a warm engine.
  • FIG. 1 shows an extremely rough block diagram of an electronically controllable fuel metering system of an internal combustion engine with auto-ignition
  • FIG. 2 shows a diagram of the fuel quantity during the start over time.
  • FIG. 3 shows control characteristics of the starting quantity versus the speed
  • FIG. 4 shows a block diagram of the electronic control device according to the invention for a diesel fuel metering system
  • FIG. 5 shows a flow chart to illustrate the invention in the event of a problem being solved by means of a computer.
  • the exemplary embodiments relate to electronic control devices for fuel metering systems in internal combustion engines with auto-ignition.
  • Figure 2 shows the starting amount plotted against time. After actuation of the starter and the presence of a minimum speed, a certain amount of fuel QKSTO is released for a period of time T. It is z. B. the full load quantity, 80% of the full load quantity, etc. After the time period T there is an increase in the fuel quantity.
  • a solid line shows a ramp function, which can be time and / or speed dependent. Lung-shaped increases as well as an increase in a steady but non-linear manner are shown in dashed lines.
  • the starting quantity shown in FIG. 2 remains effective up to a speed threshold.
  • the injection quantity of accelerator pedal, speed and other influencing variables is then determined.
  • the accelerator pedal has no influence on the injection quantity during the starting process.
  • a solution is also conceivable in which the accelerator pedal can only exert an influence during the starting process if the amount of fuel specified by the accelerator pedal is greater than the starting amount.
  • a speed-dependent reduction in the starting quantity is used to avoid excessive bursts of smoke during starting. It becomes effective by selecting a minimum value above a certain speed.
  • An example of the speed limitation is shown in FIG. 3. Linear regulation functions can be seen, which in the specific example at the speed of 500 revolutions per minute reach the final value of 90% of the full load quantity. By reducing the amount of fuel over speed there are no impermissibly high smoke bursts. The start time is also shortened if larger amounts of fuel are injected at low engine speeds.
  • FIG. 4 shows a block diagram of an embodiment of the electronic control device according to the invention.
  • a start signal switch 12 is coupled via a switch 20 to a timing element 21 and a basic quantity signal generator stage 22.
  • the output of the timing element 21 is followed by a function generator 23 for providing a time-dependent additional quantity signal QKST1.
  • the outputs of both signal generator stages 22 and 23 lead to a summation point 24, which is followed by a series connection of minimum value selection stage 25, maximum value selection stage 26 and ultimately the electromagnetic signal box 14.
  • the output signal of the speed sensor 11 reaches the control input of the switch 20 and also a function generator 28 which outputs the speed-dependent quantity signal QKSTn on the output side and supplies it to the minimum value stage 25 as its second input signal.
  • the maximum value stage 26 also receives a control signal from a function generator 30 which controls the setpoint value of the injection quantity during normal operation.
  • a toggle switch 26 ' is drawn as a separate element in FIG. 4 and, depending on the desired embodiment, can replace the maximum value selection stage 26.
  • the changeover switch 26 ' is controlled by means of a speed-dependent signal, the transition from start control to normal control then being purely speed-dependent.
  • FIG. 5 shows a flow chart for the computer-controlled simulation of the above-mentioned functional profiles.
  • the start program begins at block 40 according to this flow chart shown in FIG. 5.
  • block 44 also comes into effect after no fuel metering occurs.
  • flag B is set to 1 (47) and a time count 48 to 0.
  • the speed dependence of the fuel metering is calculated in a special program step 50 and a starting quantity with the value QKST is defined in block 49 in the following program step 51.
  • a query 52 then decides whether the starting quantity value is larger or smaller than the current speed-dependent quantity value QKSTn. As long as it has not yet reached this value. there is a new jump back to the program.
  • the flow chart shows in detail following program sequence.
  • a starting process is only defined as such above a speed of 20 revolutions per minute. Fuel is only measured above a speed of 60 revolutions per minute. This is followed by a time period T with constant fuel metering and then a fuel metering with increasing function, the increase depending on the type of increase, see block 58. This increase now lasts until the speed-dependent quantity characteristic QKSTn according to FIG. 3 is reached. Once it has been reached, the speed-dependent cut-off dominates, so that the metered fuel quantity is no longer continuously increased, but is instead reduced according to the characteristic curve in FIG. 3. Above a speed of 800 revolutions per minute, the start process is finished and the normal program begins.
  • the output values of blocks 49, 50 and 58 in particular can be variable in order to be able to variably set basic fuel quantity values, speed-dependent fuel quantity values and growth rates.
  • the re-starting point of the program run can also be selected differently than is shown in FIG. 5.

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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)

Claims (4)

1. Procédé pour la commande de l'admission de carburant dans un moteur à combustion interne à auto-allumage pendant le processus de démarrage du moteur à combustion interne, dans lequel, dans une première phase allant du début du processus de démarrage jusqu'à une valeur déterminée de la vitesse de rotation ou du débit de carburant, l'accroissement du débit de carburant envoyé au moteur à combustion interne est déterminé en fonction du temps et/ou en fonction de la vitesse de rotation, caractérisé en ce que dans une seconde phase, après avoir dépassé la valeur déterminée de la vitesse de rotation ou du débit de carburant, mais avant d'avoir atteint la vitesse de rotation de marche à vide du moteur à combustion interne, le débit de carburant envoyé au moteur à combustion interne est, jusqu'à la fin du processus de démarrage, réduit au moins en fonction de la vitesse de rotation.
2. Procédé selon la revendication 1, caractérisé en ce qu'en dessous de cette valeur déterminée de la vitesse de rotation ou du débit de carburant, le débit de carburant envoyé au moteur à combustion interne en fonction du temps possède au début une valeur constante puis croît linéairement, en escalier ou de façon continue non linéaire.
3. Procédé selon la revendication 1 ou la revendication 2, caractérisé en ce qu'au-dessus de cette valeur déterminée de la vitesse de rotation ou du débit de carburant, le débit de carburant envoyé au moteur à combustion interne décroît linéairement lorsque la vitesse de rotation croît.
4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce qu'au-dessus d'une vitesse de rotation de, de préférence, 60 tours par minute, la détermination du débit de carburant par production d'un signal de débit de démarrage s'engage et qu'au-dessus d'une vitesse de rotation plus élevée de, de préférence, 800'tours par minute, la détermination du débit de carburant par la production d'un signal de débit de carburant décroche.
EP83101319A 1982-03-16 1983-02-11 Procédé pour la commande électronique de l'àdmission de carburant dans un moteur à combustion à auto-allumage Expired EP0089482B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3209433 1982-03-16
DE3209433A DE3209433C2 (de) 1982-03-16 1982-03-16 Verfahren zur Steuerung der Kraftstoffzufuhr zu einer Brennkraftmaschine mit Selbstzündung

Publications (2)

Publication Number Publication Date
EP0089482A1 EP0089482A1 (fr) 1983-09-28
EP0089482B1 true EP0089482B1 (fr) 1986-11-12

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ID=6158332

Family Applications (1)

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EP83101319A Expired EP0089482B1 (fr) 1982-03-16 1983-02-11 Procédé pour la commande électronique de l'àdmission de carburant dans un moteur à combustion à auto-allumage

Country Status (4)

Country Link
US (1) US4516550A (fr)
EP (1) EP0089482B1 (fr)
JP (1) JPS58162738A (fr)
DE (2) DE3209433C2 (fr)

Families Citing this family (19)

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JPS6185555A (ja) * 1984-10-04 1986-05-01 Nippon Denso Co Ltd デイ−ゼルエンジンの吸気密度補正制御装置
JPS63248945A (ja) * 1987-04-06 1988-10-17 Toyota Motor Corp 内燃機関の燃料噴射制御装置
CA1323532C (fr) * 1988-02-25 1993-10-26 Steven Ross Ahern Moteur a injection a deux fluides
JPH03258951A (ja) * 1990-03-08 1991-11-19 Toyota Motor Corp 内燃機関の機関制御装置
DE4109405A1 (de) * 1991-03-22 1992-09-24 Daimler Benz Ag Startvorrichtung fuer luftverdichtende einspritzbrennkraftmaschinen, insbesondere fuer nutzfahrzeuge
JP2808921B2 (ja) * 1991-05-24 1998-10-08 トヨタ自動車株式会社 ディーゼルエンジンの燃料噴射量制御装置
DE69212754T2 (de) * 1991-09-27 1997-02-27 Nippon Denso Co Kraftstoffeinspritzanlage mit geteilter Kraftstoffeinspritzung für Dieselmotoren
DE4229540C2 (de) * 1992-09-04 2002-03-14 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19537786A1 (de) * 1995-10-11 1997-04-17 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
GB9521846D0 (en) * 1995-10-25 1996-01-03 Lucas Ind Plc Controller for internal combustion engine
DE19728721A1 (de) * 1997-07-04 1999-01-07 Bayerische Motoren Werke Ag Verfahren zum Zumessen einer Kraftstoffmenge im Startfall einer Brennkraftmaschine
EP0933520A1 (fr) * 1998-02-02 1999-08-04 Detroit Diesel Corporation Prodédé de démarrage pour un moteur à combustion interne
JPH11236842A (ja) * 1998-02-24 1999-08-31 Isuzu Motors Ltd ディーゼルエンジンの電子制御燃料噴射装置
US6269801B1 (en) 1999-10-29 2001-08-07 Ford Global Technologies, Inc. System for priming a diesel fuel system
JP2001152936A (ja) 1999-11-29 2001-06-05 Isuzu Motors Ltd エンジンの燃料噴射制御装置
DE10115969B4 (de) * 2001-03-27 2010-04-01 Volkswagen Ag Verfahren zur Ermittlung einer zugeführten Kraftstoffmenge während eines Startvorganges einer Verbrennungskraftmaschine
DE10349579B4 (de) * 2003-10-24 2013-01-03 Robert Bosch Gmbh Verfahren und Steuergerät zum Steuern eines Startvorganges einer Brennkraftmaschine
JP5381733B2 (ja) * 2010-01-13 2014-01-08 トヨタ自動車株式会社 内燃機関の制御装置
CN109882303B (zh) * 2019-04-23 2022-04-19 江门市大长江集团有限公司 燃油喷射控制方法、装置、设备和存储介质

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US3797465A (en) * 1970-07-04 1974-03-19 Nippon Denso Co Fuel injection system for internal combustion engines
US4148282A (en) * 1975-03-19 1979-04-10 Robert Bosch Gmbh Method and apparatus for cold starting fuel injected internal combustion engines
US3982519A (en) * 1975-05-27 1976-09-28 Ford Motor Company Electronic-fuel-injection-system enrichment circuit for use during engine cranking
JPS6014185B2 (ja) * 1976-07-14 1985-04-11 株式会社デンソー 電子制御式燃料噴射装置
DE2650247A1 (de) * 1976-11-02 1978-05-11 Bosch Gmbh Robert Verfahren und einrichtung zur begrenzung der hoechstzulaessigen kraftstoffoerdermenge der kraftstoffeinspritzpumpe eines dieselmotors
JPS53136134A (en) * 1977-05-02 1978-11-28 Nissan Motor Co Ltd Starting fuel increasing equipment of diesel engine
DE2803750A1 (de) * 1978-01-28 1979-08-02 Bosch Gmbh Robert Verfahren und einrichtung zur kraftstoffzumessung bei brennkraftmaschinen
DE2820807A1 (de) * 1978-05-12 1979-11-22 Bosch Gmbh Robert Einrichtung zum einstellen eines mengenbestimmenden gliedes einer kraftstoffeinspritzpumpe bei einer brennkraftmaschine mit selbstzuendung
US4193380A (en) * 1978-06-22 1980-03-18 The Bendix Corporation Start and warm up features for electronic fuel management systems
DE2946410A1 (de) * 1979-04-21 1980-10-30 Lucas Industries Ltd Kraftstoffeinspritzsystem

Also Published As

Publication number Publication date
JPS58162738A (ja) 1983-09-27
US4516550A (en) 1985-05-14
JPH0433973B2 (fr) 1992-06-04
EP0089482A1 (fr) 1983-09-28
DE3209433C2 (de) 1993-12-09
DE3209433A1 (de) 1983-09-22
DE3367653D1 (en) 1987-01-02

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