EP0130341B1 - 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 PDFInfo
- Publication number
- EP0130341B1 EP0130341B1 EP84105760A EP84105760A EP0130341B1 EP 0130341 B1 EP0130341 B1 EP 0130341B1 EP 84105760 A EP84105760 A EP 84105760A EP 84105760 A EP84105760 A EP 84105760A EP 0130341 B1 EP0130341 B1 EP 0130341B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- speed
- fuel
- negative
- actual
- 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
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 35
- 238000000034 method Methods 0.000 title claims description 16
- 239000000446 fuel Substances 0.000 claims description 61
- 239000000203 mixture Substances 0.000 claims description 7
- 230000001419 dependent effect Effects 0.000 claims description 4
- 230000009467 reduction Effects 0.000 claims description 4
- 230000000903 blocking effect Effects 0.000 claims description 2
- 230000036962 time dependent Effects 0.000 claims description 2
- 230000003247 decreasing effect Effects 0.000 claims 3
- 238000009795 derivation Methods 0.000 claims 2
- 238000011156 evaluation Methods 0.000 claims 1
- 230000008859 change Effects 0.000 description 28
- 230000006870 function Effects 0.000 description 19
- 238000010586 diagram Methods 0.000 description 15
- 238000002347 injection Methods 0.000 description 13
- 239000007924 injection Substances 0.000 description 13
- 230000003068 static effect Effects 0.000 description 9
- 238000001514 detection method Methods 0.000 description 5
- 230000008901 benefit Effects 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 230000006399 behavior Effects 0.000 description 3
- 238000005520 cutting process Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 230000036461 convulsion Effects 0.000 description 2
- 238000012937 correction Methods 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000003044 adaptive effect Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
Images
Classifications
-
- 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, that is to say 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 carburetor, injection systems, etc. The amount of fuel supplied to the internal combustion engine is reduced or set to zero.
- the overrun operation is not without problems in that with the interruption of the fuel supply a certain cooling of the internal combustion engine and then at the end of the overrun operation for a certain time also an exhaust gas deterioration and possibly loss of 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 cutoff results, for example, when the internal combustion engine is cold.
- an injection device in which the fuel supply to the machine is interrupted when the internal combustion engine is overrun. If the actual speed exceeds a threshold labeled V2 and the throttle valve is closed, the fuel supply to a first group of cylinders is interrupted. If a threshold labeled V3 is also exceeded, the fuel supply to the remaining cylinders is also interrupted. At the same time, the first time derivative of the speed signal is monitored. If the amount of the time derivative of the engine speed exceeds a certain threshold, the fuel supply to all cylinders is restarted immediately.
- the object of the invention is to provide a method and a device with the aid of which even the most unfavorable operating conditions can be identified, so that an unintentional death of the machine is avoided.
- 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 a reaction to many - including unfavorable operating states - of an internal combustion engine in push mode can be reacted considerably more comprehensively, so that the measures for switching off the fuel to one larger operating range can be expanded without there being disadvantages in driving behavior or engine stability.
- 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 become strong as a function of the range of the speed in which the respectively sensed or less severe negative speed change has occurred, correspondingly influenced differently.
- dynamic drops in speed such as occur, for example, when disengaging in push mode, 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 the engine has stopped for a time.
- the invention can react in a combination of a static point of view when the speed of the engine falls below a reinsertion speed curve and dynamically in such a way that when a predetermined negative speed drop occurs, the fuel supply is basically 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, 6 also in the form of a diagram the temperature dependence of time-independent reference variables of the reinsertion speed curve, no thrust cut-off
- FIG. 8 additionally shows the course of the reinsertion speed as a function of the negative speed change of the actual speed
- FIG. 9 in the form of an embodiment shows the dependence of the fuel quantity supplied on reinsertion on the negative n change in speed of the actual speed
- FIG. 10 shows the time dependency of the return of excess or reduced fuel quantities supplied when the fuel is reinserted to the normal quantity
- FIG. 11 in the form of a flowchart at the same time the method of operation of the method according to the invention and the possible construction of a device for controlling overrun approximate block diagram.
- 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 react immediately to changes in the speed of the internal combustion engine, either by immediate rescue measures or by shifting Reference curve profiles that are decisive for the control functions of thrust cut-off (SAS) or reinstallation (WE) of the fuel supply.
- SAS thrust cut-off
- WE reinstallation
- 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; it goes without saying, however, that 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 required amounts of fuel are supplied via carburetors or other systems.
- a Zeitgtied is designated, which generates air-flow rate and speed-dependent basic injection pulses of duration tp.
- 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 flowchart 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 in addition of the temperature sensor 12.
- the logic stage 15 is followed by a multiplier stage 17, which then carries out at least a temperature-dependent correction of the injection signals and controls the output thereof via corresponding output stages at 18 injectors.
- Known 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 1 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
- n0 to the static reinsertion threshold n1 takes place in the time T WE and, of course, also takes place when the engine speed is already below the threshold value n0 when the idling contact is closed, that is to say n ⁇ n0.
- the representation of FIG. 6 also shows the temperature dependence of these threshold values.
- the curves in FIGS. 7 and 8 show the influence of the negative speed change on the course of the reinstallation speed or speed characteristic and the dependence of the negative speed change on the current actual speed of the internal combustion engine.
- the curve course 111 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 means the engine may die, or despite the presence of higher engine speeds, the negative drop in engine speed is so significant that the fuel supply must not be interrupted.
- SAS thrust cut-off functions
- Shear cut-off is permitted below curve curve 111, which can also be determined empirically as a function of 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 by the fact 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 sprays) or a reduced quantity.
- the curves in FIG. 10 then indicate that the excess or short quantity control is returned to the normal quantity of 100% within predetermined times, with a short quantity up to a longer point in time t7, while the excess quantity for briefly intercepting the drop in speed is relatively short, for example is supplied until time t6.
- the time dependency of the low or high volume control according to FIG. 10 can also take place only after the throttle valve switch is opened.
- q k f (-dn / dt; t) is switched off and defined during the control functions Control values can be specified. This prevents an existing mixture control system from working against the intended effects.
- FIG. 11 can be understood as a flow diagram for a signal processing course; According to such a flowchart, a program flow can be created for a computer system, for example, and the technical effects described can be used using external ones Realize sensors and actuators.
- 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 is carried out at 21 and in block 22 a comparison or determination is made as to whether the actual speed n lies above a fixed speed threshold, which can be, for example, the static re-use threshold n1 and above which the branch is always cut off, i.e. in the case of a higher value n> n1, 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; 11 symbolically represented 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 re-use threshold n1 and above which the branch is always cut off, i.e. in the case of a higher value n> n1
- 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; 11 symbolically represented by a
- 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 1 of FIG. 2; in the simplest case, only a threshold value of a reinsertion 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.
- Block 28 can be implemented, for example, in such a way that, by forming a difference from the speed signal from block 21 or in some other way, a value of the negative speed change -dn / dt is created and an address is supplied to a memory which can be used for different -dn / dt- Values stored characteristic curves for comparison with the actual speed generated;
- a function generator can be provided instead of the memory.
- a further differential comparison block 29 is provided, which creates a desired course of the negative speed change as a function of the actual speed from the speed signal from the block 21 or from the negative differential of the speed which is supplied from the block 28.
- Block 28 therefore 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 desired threshold speed change over the speed, as curve 111 in FIG. 7 indicates, and blocks the overrun cutoff via block 27 when the actual value of the negative speed change is above the calculated or entered threshold value located.
- 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) and as upper values with - (dn / dt) 2 . If the actual value of the negative speed instantaneous change lies below the lower threshold value from block 30, then a shortage of fuel supply is recognized and the signal goes via the 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 possible mixture control systems is sent to a circuit block 35, which blocks the A control provided for the mixture composition in this case.
Landscapes
- 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 (10)
procédé caractérisé en ce que le tracé de courbe décrit par les valeurs de seuil (n" no) et la fonction du temps (nWE (t)) est modifié en fonction de la première dérivée en fonction du temps (dn/dt) caractérisant le comportement dynamique de la vitesse de rotation de la machine, de façon que pour des variations négatives devenant moindres (plus importantes en valeurs absolues) de la vitesse de rotation, le tracé de courbe est relevé.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3323723 | 1983-07-01 | ||
DE3323723A DE3323723C3 (de) | 1983-07-01 | 1983-07-01 | Verfahren und Vorrichtung zur Steuerung des Schubbetriebs einer Brennkraftmaschine |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0130341A2 EP0130341A2 (fr) | 1985-01-09 |
EP0130341A3 EP0130341A3 (en) | 1985-07-10 |
EP0130341B1 true EP0130341B1 (fr) | 1988-04-20 |
Family
ID=6202876
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP84105760A Expired EP0130341B1 (fr) | 1983-07-01 | 1984-05-19 | Procédé et dispositif de commande d'un moteur à combustion interne en décélération |
Country Status (4)
Country | Link |
---|---|
US (1) | US4644922A (fr) |
EP (1) | EP0130341B1 (fr) |
JP (1) | JPH0751906B2 (fr) |
DE (2) | DE3323723C3 (fr) |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
JPS6248940A (ja) * | 1985-08-27 | 1987-03-03 | Hitachi Ltd | エンジン制御装置 |
US4827887A (en) * | 1988-04-20 | 1989-05-09 | Sonex Research, Inc. | Adaptive charge mixture control system for internal combustion engine |
US5146886A (en) * | 1989-07-07 | 1992-09-15 | Robert Bosch Gmbh | System for controlling an internal combustion engine |
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 |
Family Cites Families (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
DE2605059C2 (de) * | 1976-02-10 | 1984-11-22 | Robert Bosch Gmbh, 7000 Stuttgart | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
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 |
JPS5820374B2 (ja) * | 1977-10-11 | 1983-04-22 | 日産自動車株式会社 | 内燃機関用電子制御燃料噴射装置 |
DE2801790A1 (de) * | 1978-01-17 | 1979-07-19 | Bosch Gmbh Robert | Verfahren und einrichtung zur steuerung der kraftstoffzufuhr zu einer brennkraftmaschine |
US4237830A (en) * | 1978-10-18 | 1980-12-09 | General Motors Corporation | Vehicle engine air and fuel mixture controller with engine overrun control |
JPS5654934A (en) * | 1979-10-12 | 1981-05-15 | Nissan Motor Co Ltd | Fuel cut device |
JPS5654933A (en) * | 1979-10-12 | 1981-05-15 | Nissan Motor Co Ltd | Fuel cut device |
DE2948867A1 (de) * | 1979-12-05 | 1981-06-11 | Robert Bosch Gmbh, 7000 Stuttgart | Steuereinrichtung fuer ein kraftstoffzumesssystem einer brennkraftmaschine |
JPS56107927A (en) * | 1980-01-31 | 1981-08-27 | Nissan Motor Co Ltd | Fuel feeder |
US4270147A (en) * | 1980-02-11 | 1981-05-26 | Exxon Research & Engineering Company | Apparatus for limiting facsimile transmission durations |
JPS57105531A (en) * | 1980-12-23 | 1982-07-01 | Toyota Motor Corp | Fuel injection controlling method for internal combustion engine |
FR2511430B1 (fr) * | 1981-08-11 | 1986-06-27 | Peugeot | Dispositif de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration |
DE3134991A1 (de) * | 1981-09-04 | 1983-03-17 | Robert Bosch Gmbh, 7000 Stuttgart | Verfahren zum betrieb und einrichtung fuer ein kraftstoffsteuersystem einer brennkraftmaschine bei schubbetrieb |
JPS58162740A (ja) * | 1982-03-23 | 1983-09-27 | Toyota Motor Corp | 電子制御機関の燃料遮断方法 |
DE3210512C2 (de) * | 1982-03-23 | 1994-05-11 | Bosch Gmbh Robert | Elektronische Steuereinrichtung für das Kraftstoffzumeßsystem einer Brennkraftmaschine |
-
1983
- 1983-07-01 DE DE3323723A patent/DE3323723C3/de not_active Expired - Lifetime
-
1984
- 1984-05-19 DE DE8484105760T patent/DE3470584D1/de not_active Expired
- 1984-05-19 EP EP84105760A patent/EP0130341B1/fr not_active Expired
- 1984-06-14 JP JP59120890A patent/JPH0751906B2/ja not_active Expired - Lifetime
-
1985
- 1985-10-22 US US06/790,041 patent/US4644922A/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
US4644922A (en) | 1987-02-24 |
JPS6013937A (ja) | 1985-01-24 |
DE3470584D1 (en) | 1988-05-26 |
DE3323723A1 (de) | 1985-01-10 |
JPH0751906B2 (ja) | 1995-06-05 |
EP0130341A3 (en) | 1985-07-10 |
DE3323723C2 (fr) | 1992-02-13 |
DE3323723C3 (de) | 1999-02-11 |
EP0130341A2 (fr) | 1985-01-09 |
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