EP0130341A2 - Procédé et dispositif de commande d'un moteur à combustion interne en décélération - Google Patents

Procédé et dispositif de commande d'un moteur à combustion interne en décélération Download PDF

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Publication number
EP0130341A2
EP0130341A2 EP84105760A EP84105760A EP0130341A2 EP 0130341 A2 EP0130341 A2 EP 0130341A2 EP 84105760 A EP84105760 A EP 84105760A EP 84105760 A EP84105760 A EP 84105760A EP 0130341 A2 EP0130341 A2 EP 0130341A2
Authority
EP
European Patent Office
Prior art keywords
speed
negative
speed change
fuel
reinsertion
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.)
Granted
Application number
EP84105760A
Other languages
German (de)
English (en)
Other versions
EP0130341B1 (fr
EP0130341A3 (en
Inventor
Otto Dipl.-Ing. Glöckler
Dieter Günther
Ulrich Steinbrenner
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 EP0130341A2 publication Critical patent/EP0130341A2/fr
Publication of EP0130341A3 publication Critical patent/EP0130341A3/de
Application granted granted Critical
Publication of EP0130341B1 publication Critical patent/EP0130341B1/fr
Expired legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to a method according to the preamble of the main claim and a device according to the preamble of the first device claim. It is known to interrupt the fuel supply during the operation of internal combustion engines when the throttle valve is closed at higher and higher speeds, ie the internal combustion engine is in the so-called overrun mode. Overrun is also present when an internal combustion engine has a higher speed than the position of the throttle valve in the Otto engine or the amount of fuel injected in a diesel engine; if the internal combustion engine is in overrun mode, then work is not desired. Therefore, the amount of fuel supplied to the internal combustion engine via carburetors, injection systems or the like is reduced or set to zero.
  • the overrun operation is not without problems in that, when the fuel supply is interrupted, the internal combustion engine cools down to a certain extent and then, after the overrun operation has ended, there is also a deterioration in exhaust gas and, under certain circumstances, a reduction in driving comfort during the transition must be accepted from overrun in normal operation.
  • Another problem is that it must be ensured that the internal combustion engine must always be safely intercepted in terms of its speed behavior, that is to say it must not go out, even if the condition of the thrust cut-off results, for example, when the internal combustion engine is cold.
  • there may be a critical load when setting the thrust cut-off when driving downhill with a cold engine i.e. when the throttle valve is closed, the fuel supply is interrupted and then the clutch is suddenly depressed, causing the internal combustion engine to rotate over the Gear is no longer taken. There is then a risk that the speed will drop so quickly before countermeasures are taken that the machine will shut down.
  • the method according to the invention and the device according to the invention, each with the characterizing features of the main claim or the first device claim, have the advantage that it is possible to react considerably more comprehensively to practically all possible operating states of an internal combustion engine in push mode, so that the measures for switching off fuel over a larger operating range can be expanded without resulting in disadvantages in driving behavior and engine stability.
  • the invention enables significant consumption advantages in city traffic, especially in automatic vehicles and vehicles with long total gear ratios and, since it adapts adaptively to the thrust cut-off mode, ensures that the internal combustion engine can be intercepted under all circumstances, even if, as indicated above, the Possibilities of extremely strong drops in speed may result
  • the particularly flexible and adaptive response to the operating state of the thrust cut-off is ensured by the present invention insofar as not only is the drop below predefined threshold value profiles of the reinsertion speed observed and reacted accordingly, but the speed behavior of the motor is dynamically recorded and evaluated, in other words due to the relationship between interception functions and the variability of the characteristic curve ver speed values determining the reinsertion speed curve due to and in dependence on negative actual value speed changes, reactions can be initiated when and for the reinsertion of the fuel supply.
  • the additional control of the fuel quantity with the (calculated) setpoint value, with an additional quantity or with a smaller quantity, in each case based on the information provided by the invention of the negative speed change, advantageously helps.
  • This negative speed change is preferably handled as a function of the actual speed of the internal combustion engine, in other words certain measures or interception functions are influenced differently depending on the range of the speed in which the detected, strong or less strong negative speed change occurred.
  • certain measures or interception functions are influenced differently depending on the range of the speed in which the detected, strong or less strong negative speed change occurred.
  • the motor can always be safely intercepted at a predetermined speed that is above the static re-use speed.
  • the invention also reliably avoids a possible idle sawing, which could result as a result of an excessive idle speed in the warm-up phase or in idle phases after a temporary engine shutdown.
  • the invention can react in a combination of a static view when the reinsertion speed curve is undershot by the actual speed of the engine and dynamically in such a way that when a predetermined negative speed drop occurs, the fuel supply is always controlled again, in the latter case depending on at which numerical speed value the negative speed change occurred.
  • FIG. 1 shows a highly schematic block diagram representation of an injection system in a spark-ignition internal combustion engine as a preferred area of application of the present invention
  • FIG. 2 shows in the form of a diagram the course of a reinsertion speed curve
  • FIGS. 3, 4 and 5 different operating states for the push mode with indication 1
  • Fig. 6 also in the form of a diagram the temperature dependence of time-independent reference variables of the re-insertion speed curve, no thrust cutting
  • Fig. 8 shows the course of the reinsertion speed in addition, as a function of the negative speed change of the actual speed
  • FIG. 1 shows a highly schematic block diagram representation of an injection system in a spark-ignition internal combustion engine as a preferred area of application of the present invention
  • FIG. 2 shows in the form of a diagram the course of a reinsertion speed curve
  • FIGS. 3, 4 and 5 different operating states for the push mode with indication 1
  • Fig. 6 also in the form of a diagram the temperature dependence of time-independent reference variables of the re-
  • FIG. 9 in the form of an embodiment shows the dependency of the fuel quantity supplied when reinserting on the negative speed change of the actual speed
  • FIG. 10 shows the time dependence of the feedback on excess or reduced fuel quantities supplied when reinserting 11 the normal quantity
  • the basic idea of the present invention is to introduce a dynamic detection of the current speed curve of the internal combustion engine into the existing control options for the overrun operation and thus to be given the opportunity to be able to react immediately to changes in the speed of the internal combustion engine, either by immediate rescue measures or by shifting reference curve profiles which are decisive for the control functions of thrust cutting (SAS) or reinserting (WE) of the fuel supply.
  • SAS thrust cutting
  • WE reinserting
  • a fuel injection system in a spark-ignition internal combustion engine (gasoline engine) is first briefly explained on the basis of the illustration in FIG. 1 in a schematic brief illustration;
  • the invention can be applied to any internal combustion engine and any fuel metering system, in particular also to internal combustion engines to which the respectively required amounts of fuel are supplied via carburetor or other systems.
  • the basic elements of the injection system shown in FIG. 1 are a sensor 10 for the air mass flowing through or drawn in by the internal combustion engine in the intake pipe, a sensor 11 for detecting the speed n of the internal combustion engine, a temperature sensor 12 and a sensor 13 for idling can be designed as a throttle valve position transmitter and includes a contact that generates an electrical signal-0 or ⁇ DK ⁇ O when the accelerator pedal is withdrawn and the throttle valve is closed.
  • 14 designates a timing element which generates basic injection pulses of duration tp as a function of air mass flow and speed.
  • the timing element 14 is followed by a logic stage 15, which processes the output signals of a fuel cut-off stage 16, which in turn can be designed in the basic principle as the flow diagram of FIG. 11.
  • the fuel cut-off stage 16 in turn processes the output signals of the speed sensor 14, the throttle valve sensor 13 for the idle case and additionally the temperature sensor 12.
  • a logic stage 15 is followed by a multiplier stage 17, which then carries out at least one temperature-dependent correction of the injection signals and controls the output thereof via corresponding output stages at 18 injectors.
  • This force known for its structure and function fuel injection system shows the sensible classification of the system according to the invention for controlling the overrun operation.
  • the speed / time diagram shown in FIG. 2 represents the characteristic curve of a (predetermined) reinsertion speed curve, that is to say the curve of n WE over time t.
  • Curve I separates an upper, obliquely dashed cut-off area, in which the supply of further fuel to the internal combustion engine is basically interrupted due to the detection of overrun operation, from a lower fuel supply area, in which, when applied to the present exemplary embodiment, injection pulses are generated and corresponding amounts of fuel are supplied to the internal combustion engine are.
  • n WE deceleration time of the dynamic Reinsertion speed
  • the prevailing instantaneous speed or actual speed n is also shown as a dashed line II, II 'and II "in the speed / time diagram with the reinsertion speed curve profile.
  • FIG. 3 there is pushing operation with a slow speed drop ;
  • the representation of FIG. 6 also shows the temperature dependence of these threshold values.
  • the curves in FIG. 7 and FIG. 8 show the influence of the negative speed change on the course of the reinstallation speed or speed characteristic as well as the dependence of the negative speed change on the current actual speed of the internal combustion engine.
  • the curve III in FIG. 7 distinguishes an upper area in which thrust cut-off functions (SAS), that is to say interruption of the fuel supply, are not permitted, since in this area either the current engine speed is too low, a rapid drop, which could mean the engine is dead, or despite the presence of higher speeds, the negative speed drop is so significant that no Un fuel supply may be interrupted.
  • SAS thrust cut-off functions
  • Shear cut-off is permitted below curve curve III, which can also be determined empirically depending on the data of the respective internal combustion engine, since either the speed is high enough or the negative speed change curve remains small.
  • the curve of FIG. 8 indicates that as the negative speed change -dn / dt increases, the reinsertion speed is increased; In the simplest case, this can be exhausted in that the dynamic reinsertion speed n0 is increased or that the entire curve profile I is increased continuously or in stages, depending on which effective negative speed change is present.
  • a further advantageous embodiment of the present invention consists in that, at the same time as the information -dn / dt when it is reinserted (WE), the fuel quantity is controlled with the setpoint value, with an additional quantity (in the case of a fuel injection system via an increase in the normal pulse or through intermediate splashes) or with a reduced quantity .
  • the curves in Fig. 10 then indicate that within given times, the excess or short quantity control can be reduced to the normal quantity of 100%, with a short quantity up to a longer point in time t7, while the excess quantity is supplied relatively briefly, for example up to point in time t6, to intercept the drop in speed.
  • FIG. 11 can be understood as a flow diagram for a signal processing course; According to such a flowchart, a program sequence can be created for a computer system, for example, and the technical effects described can be implemented using external sensors and actuating means.
  • the illustration in FIG. 11 can also be understood as a block diagram for the arrangement of discrete components, which are explained below according to the way in which they work and whose interconnection results from the block diagram.
  • a throttle position query designated. If the result is positive, a speed query is carried out at 21 and in block 22 a comparison is made or ascertained whether the actual speed n is above a fixed speed threshold, which can be, for example, the static reinsertion threshold n1 and above which the branch is always cut off, ie in the case of a higher one With a value of n> nl, the thrust cut-off block 23 comes into play with appropriate control of suitable areas, circuit elements or stations of the fuel injection system to interrupt the fuel supply; symbolically represented in FIG. 11 by a switching block 24 which controls a switch 25 in series with an injection valve 26 and which is designed such that a signal coming from a reinsertion block 27 always has priority.
  • a fixed speed threshold which can be, for example, the static reinsertion threshold n1 and above which the branch is always cut off, ie in the case of a higher one
  • the thrust cut-off block 23 comes into play with appropriate control of suitable areas, circuit elements or stations of the fuel injection system to interrupt the fuel
  • a block designated 28 creates the characteristic curve n WE as a function of time, temperature and the negative speed change; in the most general case, this can be an influencing of the entire characteristic curve I of FIG. 2; in the simplest case, only a threshold value of a restart speed is shifted depending on the temperature and dependent on the negative speed change -dn / dt.
  • Block 28 then simultaneously compares the actual speed value supplied to it with the respective characteristic curve curve n WE or the respective threshold value and determines whether the actual speed is below or above n WE at any time.
  • the reinsertion block 27 is actuated directly when the actual speed of the motor is below n WE.
  • the block 28 can be implemented, for example, in such a way that a value of the negative speed change -dn / dt is created by forming the difference from the speed signal from the block 21 or in some other way and as an address one Memory is supplied, which generates characteristic curves stored for different -dn / dt values for comparison with the actual speed;
  • a function generator can be provided instead of the memory.
  • a further differential comparison - block 29 is provided, which from the rotational speed signal from block 21 or from the negative differential of the rotational speed, which is supplied to it by the block 28, a target course of the negative speed variation as a function of the actual speed created.
  • Block 28 thus specifies target threshold values for a negative change in speed for certain numerical speed values, above which the respective negative instantaneous speed change leads to an immediate restart signal since the motor must be intercepted.
  • Block 29 thus compares the negative change in actual speed with a curve of a target threshold speed change over the speed, as curve III indicates in FIG. 7, and blocks the overrun cut-off via block 27 when the actual value of the negative speed change is above the calculated or entered threshold.
  • Blocks 30 and 31 specify fixed threshold values for negative speed changes for additional fuel quantity influencing in the event of reinsertion, which are designated according to FIG. 9 as lower values with - (dn / dt) 1 and as upper values with - (dn / dt) 2 . Is the actual value of the negati If the speed changes below the lower threshold value from block 30, then the shortage of fuel supply is detected and the signal goes via downstream timer 32, which determines the decay behavior of the short supply, to an influencing block 34 for the amount of fuel injection pulses ti; the output signal of block 34 can then be supplied to correction block 17 of FIG. 1, designated 17 ′ in FIG. 11, for example. At the same time, a blocking command for possibly mixture control systems is sent to a circuit block 35, which blocks the ⁇ regulation provided in this case for the mixture composition.

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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)
EP84105760A 1983-07-01 1984-05-19 Procédé et dispositif de commande d'un moteur à combustion interne en décélération Expired EP0130341B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3323723A DE3323723C3 (de) 1983-07-01 1983-07-01 Verfahren und Vorrichtung zur Steuerung des Schubbetriebs einer Brennkraftmaschine
DE3323723 1983-07-01

Publications (3)

Publication Number Publication Date
EP0130341A2 true EP0130341A2 (fr) 1985-01-09
EP0130341A3 EP0130341A3 (en) 1985-07-10
EP0130341B1 EP0130341B1 (fr) 1988-04-20

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EP84105760A Expired EP0130341B1 (fr) 1983-07-01 1984-05-19 Procédé et dispositif de commande d'un moteur à combustion interne en décélération

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US (1) US4644922A (fr)
EP (1) EP0130341B1 (fr)
JP (1) JPH0751906B2 (fr)
DE (2) DE3323723C3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0216111A2 (fr) * 1985-08-27 1987-04-01 Hitachi, Ltd. Système d'injection de carburant et méthode de commande de celui-ci

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JPS6079137A (ja) * 1983-10-06 1985-05-04 Nissan Motor Co Ltd 内燃機関の燃料供給制御装置
JPS60212644A (ja) * 1984-04-09 1985-10-24 Nissan Motor Co Ltd 内燃機関の燃料供給装置
US4827887A (en) * 1988-04-20 1989-05-09 Sonex Research, Inc. Adaptive charge mixture control system for internal combustion engine
EP0434788B1 (fr) * 1989-07-07 1993-09-29 Robert Bosch Gmbh Systeme pour la commande d'un moteur a combustion interne
DE3925881A1 (de) * 1989-08-04 1991-02-07 Bosch Gmbh Robert Verfahren und vorrichtung zur steuerung und/oder regelung der motorleistung einer brennkraftmaschine eines kraftfahrzeugs
JP2503703B2 (ja) * 1989-12-20 1996-06-05 三菱自動車工業株式会社 内燃エンジンの燃料供給制御方法
KR0174095B1 (ko) * 1995-07-21 1999-03-20 전성원 자동차의 속도 제한 제어방법
DE19548054C1 (de) * 1995-12-21 1997-06-05 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine im Schubbetrieb
JP2000282923A (ja) * 1999-03-31 2000-10-10 Nissan Diesel Motor Co Ltd 内燃機関の燃料噴射量制御装置
DE19943914A1 (de) 1999-09-14 2001-03-15 Volkswagen Ag Vorrichtung und Verfahren zum Betreiben einer Brennkraftmaschine mit Drosselklappe im Schubbetrieb
DE10102217B4 (de) * 2001-01-19 2009-07-30 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung und Verfahren zur Schubabschaltung
JP4755154B2 (ja) * 2007-08-30 2011-08-24 三菱重工業株式会社 ガスエンジンの始動制御方法及び装置
JP5098844B2 (ja) * 2008-06-23 2012-12-12 日産自動車株式会社 エンジンの制御装置
DE102009027502B4 (de) * 2008-07-08 2016-02-18 Toyota Jidosha Kabushiki Kaisha Steuerung für eine Verbrennungskraftmaschine
US10145325B2 (en) * 2016-01-28 2018-12-04 GM Global Technology Operations LLC System and method for identifying a potential engine stall and controlling a powertrain system to prevent an engine stall

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FR2406080A1 (fr) * 1977-10-11 1979-05-11 Nissan Motor Systeme d'injection de carburant pour un moteur a combustion interne de vehicule automobile, equipe d'un generateur de signal de commande de coupure de carburant
FR2414629A1 (fr) * 1978-01-17 1979-08-10 Bosch Gmbh Robert Procede et dispositif pour commander l'alimentation en carburant d'un moteur a combustion interne
GB2060208A (en) * 1979-10-12 1981-04-29 Nissan Motor Automatic control of fuel supply in i.c. engines
GB2062295A (en) * 1979-10-12 1981-05-20 Nissan Motor Automatic control of fuel supply in ic engines
GB2069180A (en) * 1980-01-31 1981-08-19 Nissan Motor Automatic control of fuel supply in ic engines
FR2511430A1 (fr) * 1981-08-11 1983-02-18 Peugeot Dispositif de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration
EP0074540A1 (fr) * 1981-09-04 1983-03-23 Robert Bosch Gmbh Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée

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JPS589260B2 (ja) * 1975-08-08 1983-02-19 株式会社デンソー デンシセイギヨシキネンリヨウフンシヤソウチ
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JPS602504B2 (ja) * 1976-07-13 1985-01-22 日産自動車株式会社 燃料噴射装置
JPS6059418B2 (ja) * 1977-05-31 1985-12-25 株式会社デンソー 電子式燃料噴射制御装置
JPS602508B2 (ja) * 1977-07-15 1985-01-22 株式会社デンソー 電子制御式燃料噴射装置の燃料停止装置
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Publication number Priority date Publication date Assignee Title
FR2406080A1 (fr) * 1977-10-11 1979-05-11 Nissan Motor Systeme d'injection de carburant pour un moteur a combustion interne de vehicule automobile, equipe d'un generateur de signal de commande de coupure de carburant
FR2414629A1 (fr) * 1978-01-17 1979-08-10 Bosch Gmbh Robert Procede et dispositif pour commander l'alimentation en carburant d'un moteur a combustion interne
GB2060208A (en) * 1979-10-12 1981-04-29 Nissan Motor Automatic control of fuel supply in i.c. engines
GB2062295A (en) * 1979-10-12 1981-05-20 Nissan Motor Automatic control of fuel supply in ic engines
GB2069180A (en) * 1980-01-31 1981-08-19 Nissan Motor Automatic control of fuel supply in ic engines
FR2511430A1 (fr) * 1981-08-11 1983-02-18 Peugeot Dispositif de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration
EP0074540A1 (fr) * 1981-09-04 1983-03-23 Robert Bosch Gmbh Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0216111A2 (fr) * 1985-08-27 1987-04-01 Hitachi, Ltd. Système d'injection de carburant et méthode de commande de celui-ci
EP0216111A3 (en) * 1985-08-27 1988-02-03 Hitachi, Ltd. Fuel injection system and control method therefor

Also Published As

Publication number Publication date
DE3323723C3 (de) 1999-02-11
JPS6013937A (ja) 1985-01-24
EP0130341B1 (fr) 1988-04-20
EP0130341A3 (en) 1985-07-10
DE3470584D1 (en) 1988-05-26
US4644922A (en) 1987-02-24
JPH0751906B2 (ja) 1995-06-05
DE3323723A1 (de) 1985-01-10
DE3323723C2 (fr) 1992-02-13

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