EP0098909B1 - Régulateur de ralenti notamment pour les véhicules - Google Patents

Régulateur de ralenti notamment pour les véhicules Download PDF

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Publication number
EP0098909B1
EP0098909B1 EP83100686A EP83100686A EP0098909B1 EP 0098909 B1 EP0098909 B1 EP 0098909B1 EP 83100686 A EP83100686 A EP 83100686A EP 83100686 A EP83100686 A EP 83100686A EP 0098909 B1 EP0098909 B1 EP 0098909B1
Authority
EP
European Patent Office
Prior art keywords
amplifier
limiter
output
speed
control
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
EP83100686A
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German (de)
English (en)
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EP0098909A3 (en
EP0098909A2 (fr
Inventor
Harald Collonia
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Mannesmann VDO AG
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Mannesmann VDO AG
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Filing date
Publication date
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0098909A2 publication Critical patent/EP0098909A2/fr
Publication of EP0098909A3 publication Critical patent/EP0098909A3/de
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Publication of EP0098909B1 publication Critical patent/EP0098909B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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 an idle controller according to the preamble of claim 1.
  • a known idle controller of this type has a converter which converts the magnitude of the engine speed into a voltage.
  • a controller with PID time behavior is connected to the output of the converter.
  • the PID controller comprises a first differential amplifier with a resistance capacitor combination at an input and a second resistance capacitor combination between the output and the input of the differential amplifier, as a result of which a differential time behavior is generated.
  • the first differential amplifier is coupled via a resistor to a second differential amplifier, which is fed back to an input via a further resistor capacitor combination.
  • the second input is on a voltage divider.
  • the PI behavior is generated with the second differential amplifier. Both differential amplifiers thus represent a controller with PID behavior.
  • a line leads to an inverting input of a third differential amplifier, the non-inverting input of which is connected to the output of the converter and to a bias voltage divider.
  • the output of the third differential amplifier is led as a limiter to the non-inverting input of the second differential amplifier of the PID controller.
  • the opposite requirements are to be met that a sudden drop in speed, especially when the accelerator pedal is released or when an additional unit is switched on, is quickly absorbed, so that the speed when idling does not fall below the specified setpoint.
  • This requires a rapid reaction by the organ, which determines the mixture supply to the internal combustion engine.
  • the control should be as insensitive as possible to minor excitations from disturbances, in order not to move the organ controlling the mixture supply, in particular a throttle valve, unnecessarily and in order not to produce a so-called sawing control or a rocking oscillation, so-called bonanza effect.
  • the former case can occur, for example, in the case of a so-called lambda probe control for a correct mixture preparation, the latter by undesired actuation of the accelerator pedal by the driver when the motor vehicle is jerky.
  • the PID time portions of the idle controller must be carefully and individually adapted to the characteristics of the internal combustion engine to be controlled.
  • An idle controller for motor vehicles is also known, with which a solenoid valve is controlled in the by-pass path of a throttle valve.
  • the idle controller contains an engine speed sensor, which is connected via a pulse shaper to a monostable multivibrator, the response time of which is set to the period of the idle speed.
  • the pulse shaper and the monostable multivibrator each feed one input of an exclusive-OR element, the outputs of which are followed by a controller that shows at least integral behavior.
  • the controller is followed by a pulse generator that feeds the solenoid valve.
  • a throttle valve position sensor is connected to the control input of a switching element, which is connected between the controller output and a defined potential.
  • the output of the controller is connected to a constant potential in order to regulate. to limit idle.
  • a threshold value transmitter for a certain speed is connected to the controller.
  • the threshold value transmitter influences the controller in push mode in such a way that suitable exhaust emission values. occur (GB-A-2 007 878).
  • Another known controller contains a proportional element and an integrating element which are subjected to the control deviation on the input side and are connected to a summing element on the output side.
  • the change in the control deviation and the control signal over time are monitored with separate elements. If the change in the control deviation over time is negative, and if the control deviation is less than a predetermined value, the integral of the control deviation is influenced in such a way that the actual value of the control variable is less than a maximum value.
  • the control signal is influenced in the same way if the difference between a constant and the control signal is smaller than the product of the time derivative of the control deviation and a constant (GB-A-2 064 173).
  • a limiter circuit for a servo system which contains a PLL circuit with an active filter. If there is no input signal within the capture range of the PLL circuit, the limiter circuit maintains a particular filter output signal to shorten the capture time in the event that an input signal occurs within the capture range (US-A-4,031,483).
  • An idle controller for an internal combustion engine has also been proposed, which contains a control amplifier with a proportionally integral time component.
  • the PI controller is preceded by a non-linear element arranged in front of the comparison element.
  • the controller contains a minimum and a maximum limiter.
  • the minimum value limiter contains inputs which are each connected to the output of the control amplifier with the output of a speed signal reversing stage, with a throttle valve switch, with a switching stage setpoint switch and with a temperature signal evaluation stage.
  • An addition amplifier is provided in the minimum value limiter, in the feed-back branch of which a first resistor, a non-linear element, the PI controller and a second resistor are arranged.
  • a differential effect is achieved via the first resistor and a capacitor in the feedback branch of the control amplifier of the PI controller.
  • the limiter In the event of a speed drop, the limiter emits an oscillating output signal which oscillates within certain limits (DE-A-31 49 097).
  • the limiter which the known idle controller comprises, has the task of guiding the manipulated variable emitted by the second differential amplifier in a range between the overdrive limits of the second differential amplifier for each possible speed.
  • the limiter does not change the dynamic behavior of the idle controller.
  • the object of the present invention is to develop an idle controller of the type mentioned at the outset in such a way that it quickly absorbs or regulates relatively large speed drops with the least possible component outlay and uncritical adjustment or adaptation to the characteristics of the internal combustion engine to be regulated, but on the other hand with smaller ones Excitation in the range of the idle target speed is not unnecessarily excited by smaller disturbance variables.
  • the limiter is used in a novel way to change the timing behavior of the entire idle controller structure as a function of the input variable, the idle speed: in the case of smaller disturbance variables and corresponding speed fluctuations, only the actual idle controller with the control amplifier and its timing elements are decisive for forming the manipulated variable.
  • the timing elements can therefore be dimensioned so that the controller is insensitive to minor excitations caused by interference.
  • a time behavior has an effect, which is arranged by at least one further timing element in the branch between an input of the actual speed value and the output of the limiter.
  • This timing element can in particular be designed to generate a differential time component, so that the overall structure of the idle controller generates a manipulated variable which quickly counteracts a sudden drop in speed.
  • This connection of an additional or different time behavior to the time behavior of the actual control amplifier with its timing elements takes place in such a way that when the control amplifier is overdriven, the limiter becomes effective, which feeds an amplified limiting setpoint into one input of the control amplifier and thus carries it with the actual speed value, that the controller remains at the overload limit.
  • This is done in particular in such a way that the increased limiting setpoint is increased as the speed drops, which also increases the manipulated variable, which cannot fall below the value of the lower modulation limit.
  • the manipulated variable therefore follows the modulation limit in this operating state of the idle controller, namely the lower modulation limit, which regulates the actual speed fluctuations sensitively in accordance with the time behavior of the limiter branch with a differential time component.
  • a major advantage of the idle controller is that the relatively sluggish time behavior desired for controlling smaller speed fluctuations can be set uncritically on the timing element which is directly connected to the control amplifier, which thus shows in particular integral time behavior.
  • the time behavior in the limiter branch with a differential time component is also set non-critically for the interception of larger speed drops. This means that production, comparison and warehousing can be rationalized.
  • the total component expenditure for generating an idle controller is reduced, since in particular a differential amplifier with the associated coupling elements can be omitted.
  • control amplifier is designed exclusively with an integral time component.
  • a particularly useful embodiment of the idle controller is specified in claim 3, which is characterized by a low manufacturing cost.
  • the coupling of the limiter amplifier with the inverting input of the controller amplifier in conjunction with the diode ensures that only the lower modulation limit is shifted dynamically, so that this affects the manipulated variable in the event of sudden speed reductions.
  • an input is denoted by 1, in which there is a variable corresponding to the speed value x, is fed.
  • the input is connected to a control amplifier 3 via a comparator 2, in which the actual speed value is compared with a reference variable Wx .
  • the control amplifier only has an integral time response as an I controller. It outputs a manipulated variable y to an output 4, to which, for example, a throttle valve drive can be connected.
  • a branch 5 with a limiter 6 is also branched off from the input 1.
  • the limiter essentially consists of a limiter amplifier and comparison points 8, 9 which are connected upstream of an input of the amplifier 7. The difference between the actual speed value or a variable derived therefrom and a reference variable Yw is formed in the comparison point 8 and a limiting setpoint is thus generated. The limiting setpoint is compared with the manipulated variable y in the second comparison point 9.
  • the output of the amplifier 7 is connected via a non-linear element 10 to an input 11 of the control amplifier 3, which determines the lower clipping limit.
  • a timer 12 is also inserted, which is in Figure 1 in the signal flow direction of the actual speed value before the comparison points 8 and 9, but can also be arranged in equivalent embodiments behind these comparison points and can be directly coupled to the amplifier 7.
  • the manipulated variable y is plotted on a time axis as the abscissa between the upper constant modulation limit Y and the lower modulation limit Y 2 .
  • the actual speed x is shown above.
  • the limiter 6 acts in the following way:
  • the speed list signal which the timer 12 passes through is subtracted from a reference variable w (y) in the comparison point 8.
  • a reference value signal y i is subtracted from the difference formed therefrom as the limiting reference value y W in the comparison point 9.
  • This difference goes into the input of an amplifier 7 and via a non-linear element 10 as an amplified limiting setpoint into the input 11 of the control amplifier 3.
  • the amplified limiting setpoint initially has no direct effects here, since the manipulated variable generated by it between the upper one Dynamic limit Y, and the lower dynamic limit Y 2 .
  • the above behavior of the limiter changes as soon as a sudden drop in the speed of the actual speed value occurs at time t 1 , for example because the accelerator pedal is reset.
  • the rapidly decreasing speed is not only counteracted by the control amplifier 3, since, due to its slowly set integration process, it cannot briefly cause any significant change in the manipulated variable.
  • the manipulated variable at time t 1 increases almost suddenly, as can be seen in FIG. 3, as a result of the action of the limiter: in the timing element 12, the speed change is differentiated, so that after the subtraction of the setpoint and the manipulated variable described above, the amplifier 7 of the limiter with a correspondingly large pulse.
  • This amplified pulse reaches the input 11 of the control amplifier 3 via the non-linear element 10, which is switched in the sense of influencing the lower modulation limit.
  • the amplified limit setpoint at the input 11 calls the control amplifier 3 for a sudden rise in the lower modulation limit the differentiated temporal course of the actual speed. Since the manipulated variable cannot be less than the lower modulation limit, it is raised to a value which in FIG. 3 conforms to the course of the lower modulation limit. This means that the manipulated variable increases in leaps and bounds in accordance with the time behavior of the timing element 12 in order to compensate for the speed drop x. When the decreasing speed change disappears, the lower modulation limit also decreases, analogously to the timing behavior of the timing element 12.
  • the course of the manipulated variable separates again from the course of the lower modulation limit for the corresponding smaller output variables of the amplifier 7.
  • the manipulated variable is formed from the control deviation in accordance with the slowly integrating time behavior of the control amplifier 3, both short-term fluctuations in the actual speed or the control deviation not having an effect on the manipulated variable, since the integrating control amplifier has a smoothing function.
  • the timing element with differentiating time behavior 12 the small, short-term fluctuations in the actual speed value also have a strong effect on the output variable of amplifier 7, which supplies the amplified limiting setpoint.
  • the associated fluctuations in the amplified limiting setpoint have no influence on the manipulated variable, since while the actual speed value remains almost constant, the manipulated variable again runs at a distance from the lower modulation limit and is therefore not influenced by it.
  • a first differential amplifier 13 is provided as a control amplifier and a second differential amplifier 14 as a limiter amplifier. These differential amplifiers are used at the same time in addition to amplification for comparison and to form the time behavior.
  • an inverting input 15 of the first differential amplifier 13 is connected via a resistor 16 to the output of a converter 17, which converts the actual speed into a corresponding voltage.
  • the non-inver Turing input 18 of the first differential amplifier is connected to a voltage divider 19, on which a target value of the idle speed can be set.
  • the output of the amplifier 13 is fed back via a capacitor 20 to the inverting input 15 of the first differential amplifier.
  • the capacitor 20 forms the integrating time behavior of the first differential amplifier.
  • the second differential amplifier 14, the limiter amplifier, is connected with its inverting input 21 to a voltage divider 22 and to the output of the converter 17.
  • the voltage divider is used to specify the setpoint for the limitation.
  • the non-inverting input 23 of the second differential amplifier is also connected to the output of the converter 17, specifically via a capacitor 24 which, in conjunction with a resistor 25, produces a differentiating time behavior.
  • the resistor 25 connects the output of the amplifier 13 to the non-inverting input 23 of the amplifier 14.
  • the embodiment of the idle controller according to FIG. 2 has the same effect as the structure according to FIG. 1 described above.
  • the difference between the control deviation and the integral time component in the first differential amplifier 13 are formed, and the differential time component and the differences for generating the increased limiting setpoint are generated through the second differential amplifier 14.
  • a diode 26 connects the output of the second differential amplifier 14 to the inverting input 15 of the first differential amplifier 13 in such a way that the lower modulation limit is raised when the speed and thus the voltage at the output of the converter 17 drop.
  • the manipulated variable at output 4 of the first control amplifier is again forced to follow the lower modulation limit, while with only small and / or slow speed fluctuations, the manipulated variable is formed evenly regardless of the lower modulation limit, which differentiates and amplifies the speed fluctuations .

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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)
  • Feedback Control In General (AREA)

Claims (3)

1. Régulateur de ralenti, notamment pour automobiles, comportant un amplificateur de réglage (3) à rôle d'intégration lors du partage du temps, ainsi qu'un limiteur (6) à rôle proportionnel lors du partage du temps, dont les entrées reçoivent la grandeur de réglage venant de la sortie de cet amplificateur de réglage (3), ainsi qu'une grandeur de limitation de référence formée avec la valeur réelle de la vitesse de rotation du moteur, et dont la sortie est raccordée à nouveau à une entrée dudit amplificateur (3), régulateur caractérisé en ce que il est monté, dans la dérivation (5) située entre une entrée (1) de la valeur de la vitesse réelle de rotation du moteur, et la sortie du limiteur (6), au moins un élément temporisateur (12) à rôle de différentiation lors du partage du temps, et en ce que ce limiteur (6) est réalisé et relié à la sortie de l'amplificateur de réglage (3) de façon que, lors d'une chute de la vitesse supérieure à une valeur prédéterminée, la grandeur de réglage (y) soit amenée le long de la grandeur de sortie du limiteur (6) (limite d'équilibrage YZ).
2. Régulateur de ralenti selon la revendication 1, caractérisé en ce que l'amplificateur de réglage (3) est réalisé exclusivement avec rôle d'intégration lors du partage du temps.
3. Régulateur de ralenti selon la revendication 1 ou 2, comportant comme amplificateur de réglage un premier amplificateur différentiel et comme amplificateur limiteur un second amplificateur différentiel, régulateur caractérisé en ce que la valeur réelle de la vitesse est injectée, par l'intermédiaire d'un condensateur (24), dans une entrée (23), sans inversion de phase, de l'amplificateur limiteur (amplificateur différentiel 14) et une entrée (21) à inversion de phase, de cet amplificateur est reliée à un diviseur (22) de tension de polarisation; en ce que la sortie de l'amplificateur de réglage (amplificateur différentiel 13) est reliée par l'intermédiaire d'une résistance (25) à l'entrée (23), sans inversion de phase, de l'amplificateur limiteur (amplificateur différentiel 14); et en ce que la sortie de cet amplificateur limiteur (14) est reliée, par l'intermédiaire d'une diode (26), à une entrée (15), à inversion de phase, de l'amplificateur de réglage (amplificateur différentiel 13).
EP83100686A 1982-07-14 1983-01-26 Régulateur de ralenti notamment pour les véhicules Expired EP0098909B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19823226283 DE3226283A1 (de) 1982-07-14 1982-07-14 Leerlaufregler, insbesondere fuer kraftfahrzeuge
DE3226283 1982-07-14

Publications (3)

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EP0098909A2 EP0098909A2 (fr) 1984-01-25
EP0098909A3 EP0098909A3 (en) 1984-07-25
EP0098909B1 true EP0098909B1 (fr) 1987-05-27

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EP83100686A Expired EP0098909B1 (fr) 1982-07-14 1983-01-26 Régulateur de ralenti notamment pour les véhicules

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US (1) US4471735A (fr)
EP (1) EP0098909B1 (fr)
DE (2) DE3226283A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3226283A1 (de) * 1982-07-14 1984-01-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Leerlaufregler, insbesondere fuer kraftfahrzeuge

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DE3235186A1 (de) * 1982-09-23 1984-03-29 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur regelung der leerlauf-drehzahl von brennkraftmaschinen
DE3337260A1 (de) * 1983-10-13 1985-04-25 Atlas Fahrzeugtechnik GmbH, 5980 Werdohl Leerlaufregelung fuer einen ottomotor
DE3343854A1 (de) * 1983-12-03 1985-06-13 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zur beeinflussung eines stellregelkreises bei einer brennkraftmaschine mit selbstzuendung
JPS60153440A (ja) * 1984-01-20 1985-08-12 Honda Motor Co Ltd 内燃エンジンのアイドル回転数フイ−ドバツク制御方法
DE3403750A1 (de) * 1984-02-03 1985-08-08 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur elektrischen leerlaufregelung von verbrennungsmotoren
DE3408002A1 (de) * 1984-03-03 1985-09-12 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur herabsetzung von fahrzeuglaengsdynamik-instabilitaeten
US4629980A (en) * 1985-05-28 1986-12-16 International Business Machines Corporation Testing limits of speed variations in motors
KR910001692B1 (ko) * 1987-01-20 1991-03-18 미쓰비시 뎅끼 가부시끼가이샤 내연기관의 회전수 제어장치
DE3744222A1 (de) * 1987-12-24 1989-07-06 Bosch Gmbh Robert Verfahren und einrichtung zur beeinflussung der luftzumessung bei einer brennkraftmaschine, insbesondere im leerlauf und schubbetrieb
US4875448A (en) * 1988-09-23 1989-10-24 Briggs & Stratton Corporation Cyclic responding electronic speed governor
JPH0739818B2 (ja) * 1989-08-31 1995-05-01 富士通テン株式会社 内燃機関のアイドル回転速度制御装置
US5105331A (en) * 1990-01-18 1992-04-14 Briggs & Stratton Corporation Idling system for devices having speed controllers
DE4215959C2 (de) * 1991-05-15 1997-01-16 Toyoda Automatic Loom Works Verstärkungsfaktor-Einstelleinrichtung für PID-Regler
US5353762A (en) * 1993-05-10 1994-10-11 Briggs & Stratton Corporation Modular automatic speed changing system
JP2002295291A (ja) * 2001-03-29 2002-10-09 Denso Corp 内燃機関のアイドル回転速度制御方法
US6870345B1 (en) * 2003-09-26 2005-03-22 Texas Instruments Incorporated Servo loop PID compensator with embedded rate limit

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DE2732905C3 (de) * 1977-07-21 1994-02-24 Vdo Schindling Einrichtung zum Regeln der Fahrgeschwindigkeit eines Kraftfahrzeugs
US4134373A (en) * 1977-10-03 1979-01-16 General Motors Corporation Engine speed limiting control circuit
DE2749369C2 (de) * 1977-11-04 1985-06-13 Robert Bosch Gmbh, 7000 Stuttgart Regelsystem für ein Stellglied im zusatzluftzuführenden Umgehungskanal einer Drosselklappe bei Brennkraftmaschinen
DE2755338C2 (de) * 1977-12-12 1985-05-23 Vdo Adolf Schindling Ag, 6000 Frankfurt Elektrische Stellvorrichtung für Geschwindigkeitsregeleinrichtungen
DE2839382A1 (de) * 1978-09-11 1980-03-20 Vdo Schindling Einrichtung zum regeln der fahrgeschwindigkeit eines kraftfahrzeugs
DE2918135C3 (de) * 1979-05-05 1981-08-06 Volkswagenwerk Ag, 3180 Wolfsburg Verfahren zum Betrieb einer fremdgezündeten Brennkraftmaschine und Anordnung zur Durchführung des Verfahrens
DE2925580C2 (de) * 1979-06-25 1984-09-13 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zum Regeln der Fahrgeschwindigkeit eines Kraftfahrzeuges
FR2469830B1 (fr) * 1979-11-13 1985-09-27 Snecma Procede pour changer la fonction de reponse d'un integrateur, circuit pour la mise en oeuvre de ce procede, et procede et circuit d'asservissement faisant application desdits procede et circuit susmentionnes
DE2949884C2 (de) * 1979-12-12 1985-05-30 Vdo Adolf Schindling Ag, 6000 Frankfurt Ventilanordnung zur Regelung der Leelaufdrehzahl von Otto-Motoren
EP0033616B1 (fr) * 1980-01-30 1985-07-03 LUCAS INDUSTRIES public limited company Contrôle à boucle fermée de la vitesse à vide d'un moteur à combustion interne
DE3031682A1 (de) * 1980-08-22 1982-04-01 Vdo Adolf Schindling Ag, 6000 Frankfurt Schaltung fuer eine ventilanordnung mit elektromechanischem stellglied zur regelung der leerlaufdrehzahl
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DE3149097A1 (de) * 1981-12-11 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum regeln der leerlaufdrehzahl bei einer brennkraftmaschine
DE3226283A1 (de) * 1982-07-14 1984-01-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Leerlaufregler, insbesondere fuer kraftfahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3226283A1 (de) * 1982-07-14 1984-01-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Leerlaufregler, insbesondere fuer kraftfahrzeuge

Also Published As

Publication number Publication date
US4471735A (en) 1984-09-18
EP0098909A3 (en) 1984-07-25
DE3226283A1 (de) 1984-01-19
EP0098909A2 (fr) 1984-01-25
DE3371824D1 (en) 1987-07-02

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