EP0121066B1 - Dispositif de régulation de la vitesse du ralenti d'un moteur à combustion - Google Patents

Dispositif de régulation de la vitesse du ralenti d'un moteur à combustion Download PDF

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Publication number
EP0121066B1
EP0121066B1 EP84101695A EP84101695A EP0121066B1 EP 0121066 B1 EP0121066 B1 EP 0121066B1 EP 84101695 A EP84101695 A EP 84101695A EP 84101695 A EP84101695 A EP 84101695A EP 0121066 B1 EP0121066 B1 EP 0121066B1
Authority
EP
European Patent Office
Prior art keywords
speed
precontrol
internal
value
combustion engine
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
EP84101695A
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German (de)
English (en)
Other versions
EP0121066A3 (en
EP0121066A2 (fr
Inventor
Alfred Dipl.-Ing. Schulz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0121066A2 publication Critical patent/EP0121066A2/fr
Publication of EP0121066A3 publication Critical patent/EP0121066A3/de
Application granted granted Critical
Publication of EP0121066B1 publication Critical patent/EP0121066B1/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
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling

Definitions

  • the invention is based on an idle speed control device for internal combustion engines according to the preamble of claim 1 or 7 (see GB-A-2 012 997).
  • Idle speed control devices are already known.
  • the control behavior of the controller must be adapted. This is done in particular by setting and linking various control characteristics, in particular the P, I and D behavior. A combination of these characteristics and the connection of such shares as a function of parameters can be carried out in any complex manner in order to optimally adapt the control behavior to the given circumstances. However, this requires a large application effort.
  • a controller it is desirable for a controller to react very quickly to changes in the actual value, on the other hand, a fast controller can cause overshoots and even instability.
  • switchable loads e.g. air-conditioner
  • start-up phase the use of pre-control values for switchable loads (e.g. air-conditioner) and the start-up phase were introduced as is known from GB-A-2 012 997.
  • the advantage of the pilot control over technical solutions with target speed increases as disclosed in DE-A-3 039 435 is precisely that the idling target speed remains constant and the controller is nevertheless not used.
  • the gain of the start pre-control function according to a constant time schedule is quite rough and problems such as the rapid return of the machine from high speeds to idle without overshoots of the control remain unsolved.
  • an idle control which switches to a limit control which has the character of a temperature and / or speed-dependent control when the threshold values of the control output signal are exceeded or undershot.
  • DE-OS 26 33 617 discloses a learning map control for a gasoline injection, the learning taking place under certain operating conditions.
  • the learning goal is to optimize the exhaust gas with regard to the lambda value. It is therefore necessary for the learning process that the internal combustion engine operates under constant operating conditions for a sufficiently long time while the subject of the present application is intended to intercept sudden load changes.
  • the device according to the invention which works according to the method according to the invention with the characterizing features of the main claim, has the advantage that special pilot functions, which are formed from the machine temperature, the combination of start detection and temperature and the actual speed, and are additionally used Advantage that the controller itself can now be appropriately dimensioned and designed in a simple manner, since control deviations can only occur to a very reduced extent. The controller therefore only has to intervene to support it in extreme situations. This means that only minimal application effort is required for the controller itself, since the peculiarities of the respective controlled system are taken into account by corresponding pre-control values.
  • FIG. 1 shows a block diagram of the exemplary embodiment
  • FIG. 2 shows a signal diagram to explain the mode of operation of one of the possible pilot control values that are dependent on the actual speed.
  • This comparison point 12 is connected to a further comparison point 14 via a controller 13.
  • the controller 13 has a P and / or an I and / or a D behavior in a known manner. However, it can be designed very simply.
  • the output signal of the second comparison point 14 controls the speed of an internal combustion engine 16 via an actuator 15.
  • the actuator 15 acts directly on the throttle valve in the air intake pipe of the internal combustion engine 16 or that a bypass is controlled via the throttle valve or that the timing or injection quantities of a fuel injector are controlled or that an ignition timing is appropriate being affected.
  • the direct control of the throttle valve or the influencing of the fuel injection can be effective on its own, while the other functions for influencing the speed can serve as auxiliary functions.
  • the actuator 15 itself can be designed as a servomotor, as a solenoid, as a hydraulically or pneumatically acting member with solenoid valves in the feed lines or as a control signal generator.
  • the actual speed Ni generated is fed back to the comparison point 12, where a setpoint-actual value comparison takes place.
  • An accelerator pedal 10 which can be operated by the driver of a motor vehicle, in which the internal combustion engine 16 is installed, acts on the internal combustion engine in a known manner, not shown, in order to control the rotational speed.
  • the output signals of the controller 13 include pilot control functions for the actuator 15 overlaid. These are generated by three pilot control function generators 17, 18, 19, the output signals of which are combined in a comparison point 20 and fed from there to the comparison point 14.
  • the first pilot control function generator 17 is controlled on the input side by a signal T which is dependent on the engine temperature and is constantly active.
  • the generated temperature-dependent precontrol function f (T) controls the actuator 15 more strongly in the direction of higher idling speed at low temperatures (still cold engine), since it is known that when the internal combustion engine is cold, a higher fuel supply is required than would be necessary at a higher temperature and the same speed.
  • low temperatures still cold engine
  • other temperatures can also be used for such control, e.g. B. the outside temperature.
  • other constantly present external parameters such as. B. the air pressure can be used for a corresponding pilot function.
  • the second pilot function generator 18 generates a start pilot function St, which is only effective during the starting process and is then either switched off or limited in time.
  • the start case is recognized by the combination of the supplied parameters T and Ni.
  • the actuator 15 is in turn driven in the direction of higher speeds by the signal St.
  • pilot control functions can also be taken into account accordingly using pilot control functions.
  • Each component in the motor vehicle the activation of which would result in a speed reduction as a result of increased load, can advantageously generate a corresponding pilot control value, which acts on the actuator 15 in the direction of increasing the speed.
  • the generation of corresponding pilot control functions is particularly advantageous.
  • the third pilot function generator 19 generates speed-dependent pilot functions. This is explained in more detail in the signal diagram shown in FIG. 2.
  • the speed-dependent pilot control function f (N) is shown there.
  • N The speed-dependent pilot control function f (N) is shown there.
  • the accelerator pedal 10 has been depressed to a certain angle a. This turns z. B. after some time an actual speed of 3000 U / min. If the accelerator pedal is now released, the angle a becomes 0 and an idle speed setpoint Ns of 750 rpm is specified again. Suddenly there is a large control deviation which would cause the actuator 15 to be changed very quickly in the direction of low speeds, with the risk of overshoot occurring, i. that is, the speed would drop below the predetermined idle speed due to the large change in the actuator.
  • the manipulated variable St corresponding to the function f (N) becomes effective when the accelerator pedal is released.
  • the function f (N) must be designed so that no steady-state speed value can be set.
  • the control output variable is 0 due to the large control deviation.
  • the actual value is then carefully brought back to the setpoint Ns (idle speed). For this purpose, it makes sense that the pilot function generator 19 is only effective when the throttle valve is closed (idling or thrust detection).
  • the pilot control functions and components of the control loop described can advantageously be implemented in a microcomputer in accordance with the stated prior art.
  • the various setting parameters can preferably be set by pin programming.

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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 (12)

1. Procédé pour la régulation de la vitesse du ralenti pour des moteurs à combustion interne, avec une régulation basée sur une valeur nominale de la vitesse, par l'intermédiaire d'un élément de réglage déterminant la quantité d'air introduite, en combinaison avec au moins une valeur de pré-commande, caractérisé en ce qu'il est introduit entre le régulateur et la ligne (16) de régulation (moteur à combustion interne), et qu'il est formé en tant que fonction avec le paramètre de l'état de démarrage, identifié dans l'exploitation combinée de la température du moteur et du signal de la vitesse.
2. Procédé selon la revendication 1, caractérisé en ce que la valeur de pré-commande est formée par la suite à partir d'au moins un des paramètres suivants :
a) Température du moteur,
b) Vitesse de rotation réelle,
c) Pression d'air et/ou température ambiante.
3. Procédé selon la revendication 2, caractérisé en ce que la valeur de pré-commande de la vitesse de rotation réelle est modifiée par les paramètres d'identification du ralenti ou de poussée.
4. Procédé selon la revendication 2 ou 3, caractérisé en ce que la valeur de pré-commande de la vitesse de rotation réelle agit dans le sens d'une diminution relative de la variation de réglage dans des conditions de poussée.
5. Procédé selon l'un quelconque des procédés 1 à 4, caractérisé en ce qu'au moins une des valeurs de pré-commande est combinée avec une valeur de pré-commande qui est formée en fonction de la charge du moteur à combustion interne.
6. Procédé selon la revendication 5, caractérisé en ce que cette valeur supplémentaire de pré-commande devient efficace lors de l'opération d'embrayage par les utilisateurs.
7. Dispositif pour la réalisation du procédé selon la revendication 1, pour la régulation de la vitesse du ralenti pour des moteurs à combustion interne, avec un régulateur (12, 15) auquel sont transmises une valeur nominale Ns et une valeur réelle Ni de la vitesse, et qui détermine la vitesse du moteur (16) à combustion interne par l'intermédiaire d'un élément (15) de réglage, lequel détermine la quantité d'air admise, en combinaison avec une valeur (18) de pré-commande, caractérisé en ce qu'il est introduit entre le régulateur et la ligne (16) de régulation (moteur à combustion interne), et qu'il est formé en tant que fonction avec le paramètre de l'état de démarrage, identifié dans l'exploitation combinée de la température du moteur et du signal de la vitesse.
8. Dispositif selon la revendication 7 pour l'application du procédé selon la revendication 2, caractérisé en ce que la valeur de pré-commande est formée à partir d'au moins un des paramètres suivants :
a) Température du moteur,
b) Vitesse de rotation réelle,
c) Pression d'air et/ou température ambiante.
9. Dispositif selon la revendication 7, caractérisé en ce que des moyens sont disponibles, qui modifient la valeur de pré-commande de la vitesse de rotation réelle par les paramètres d'identification du ralenti ou de la poussée.
10. Dispositif selon la revendication 8 ou 9, caractérisé en ce que les moyens sont formés de telle façon que la valeur de pré-commande de la vitesse réelle agit dans le sens d'une diminution relative d'une variation de réglage dans les conditions de poussée.
11. Dispositif selon l'une quelconque des revendications 7 à 10, caractérisé en ce qu'au moins une des valeurs de pré-commande est combinée avec une valeur de pré-commande qui est formée en fonction de la charge du moteur à combustion interne.
12. Dispositif selon la revendication 11, caractérisé en ce que cette valeur supplémentaire de pré-commande devient efficace lors de l'opération d'embrayage par les utilisateurs.
EP84101695A 1983-03-30 1984-02-18 Dispositif de régulation de la vitesse du ralenti d'un moteur à combustion Expired EP0121066B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833311550 DE3311550A1 (de) 1983-03-30 1983-03-30 Vorrichtung zur leerlaufdrehzahlregelung fuer brennkraftmaschinen
DE3311550 1983-03-30

Publications (3)

Publication Number Publication Date
EP0121066A2 EP0121066A2 (fr) 1984-10-10
EP0121066A3 EP0121066A3 (en) 1986-02-05
EP0121066B1 true EP0121066B1 (fr) 1988-12-21

Family

ID=6195064

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84101695A Expired EP0121066B1 (fr) 1983-03-30 1984-02-18 Dispositif de régulation de la vitesse du ralenti d'un moteur à combustion

Country Status (4)

Country Link
US (1) US4592321A (fr)
EP (1) EP0121066B1 (fr)
JP (1) JPH063160B2 (fr)
DE (2) DE3311550A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4760823A (en) * 1985-06-24 1988-08-02 Honda Giken Kogyo Kabushiki Kaisha Method for control of idle rotations of internal combustion engine
JPS623147A (ja) * 1985-06-28 1987-01-09 Honda Motor Co Ltd 内燃機関のアイドル回転数制御装置
DE3812289C2 (de) * 1987-04-20 1995-06-08 Mitsubishi Electric Corp Leerlaufdrehzahlregelvorrichtung für eine Brennkraftmaschine
DE4405340B4 (de) * 1994-02-19 2008-05-15 Robert Bosch Gmbh Verfahren und Vorrichtung zur Einstellung der Drehzahl einer Antriebseinheit eines Fahrzeugs im Leerlauf
DE4443652B4 (de) * 1994-12-08 2012-01-19 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
US5806485A (en) * 1997-01-23 1998-09-15 Chrysler Corporation Method of adaptive air conditioning compensation
DE19813148A1 (de) * 1997-03-25 1999-02-04 Nissan Motor Treibstoffeinspritzvorrichtung für einen Dieselmotor
DE19740699C2 (de) * 1997-09-16 1999-08-26 Siemens Ag Verfahren zum Aufheizen eines Katalysators beim Start einer Brennkraftmaschine
US6976464B2 (en) * 2003-05-28 2005-12-20 Dragon America Motor Technologies, Inc. Semi-rotating valve assembly for use with an internal combustion engine
CN108625993B (zh) * 2018-03-29 2020-09-18 北京航天控制仪器研究所 一种车辆发动机自动调速方法及装置

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2633617A1 (de) * 1976-07-27 1978-02-09 Bosch Gmbh Robert Verfahren und vorrichtung zur bestimmung von einstellgroessen bei einer kraftstoffmaschine

Family Cites Families (11)

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Publication number Priority date Publication date Assignee Title
DE2654455A1 (de) * 1976-12-01 1978-06-08 Vdo Schindling Einrichtung zum regeln der fahrgeschwindigkeit eines kraftfahrzeugs
JPS5496627A (en) * 1978-01-17 1979-07-31 Aisin Seiki Co Ltd Rotation of enegine control method
US4289100A (en) * 1978-01-20 1981-09-15 Nippondenso Co., Ltd. Apparatus for controlling rotation speed of engine
US4209031A (en) * 1978-02-01 1980-06-24 General Signal Corporation Positive control valve assembly
JPS6018822B2 (ja) * 1978-02-27 1985-05-13 日産自動車株式会社 内燃機関の無負荷時回転数自動制御装置
JPS56146025A (en) * 1980-04-14 1981-11-13 Toyota Motor Corp Electronic control device for engine
JPS5756644A (en) * 1980-09-24 1982-04-05 Toyota Motor Corp Intake air flow control device of internal combustion engine
DE3039435C2 (de) * 1980-10-18 1984-03-22 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur Regelung der Leerlauf-Drehzahl von Brennkraftmaschinen
JPS57126534A (en) * 1981-01-29 1982-08-06 Nippon Denso Co Ltd Engine r.p.m. controlling method
DE3124496A1 (de) * 1981-06-23 1983-01-05 Robert Bosch Gmbh, 7000 Stuttgart Leerlaufdrehzahlregeleinrichtung fuer brennkraftmaschinen
JPS5828569A (ja) * 1981-08-13 1983-02-19 Toyota Motor Corp エンジンの回転数制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2633617A1 (de) * 1976-07-27 1978-02-09 Bosch Gmbh Robert Verfahren und vorrichtung zur bestimmung von einstellgroessen bei einer kraftstoffmaschine

Also Published As

Publication number Publication date
EP0121066A3 (en) 1986-02-05
DE3475725D1 (en) 1989-01-26
JPH063160B2 (ja) 1994-01-12
JPS59183051A (ja) 1984-10-18
DE3311550A1 (de) 1984-10-04
EP0121066A2 (fr) 1984-10-10
US4592321A (en) 1986-06-03

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