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 PDF

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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
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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
Application number
EP84105760A
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German (de)
English (en)
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EP0130341A3 (en
EP0130341A2 (fr
Inventor
Otto Dipl.-Ing. Glöckler
Dieter Günther
Ulrich Steinbrenner
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0130341A2 publication Critical patent/EP0130341A2/fr
Publication of EP0130341A3 publication Critical patent/EP0130341A3/de
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Publication of EP0130341B1 publication Critical patent/EP0130341B1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—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.

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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 (10)

1. Procédé pour commander en décélération un moteur à combustion interne, procédé dans lequel:
- on détermine la vitesse de rotation réelle du moteur,
- on constate si le clapet d'étranglement est fermé, et dans le cas où le clapet d'étranglement est fermé, on interrompt l'alimentation en carburant vers le moteur à combustion interne,
- on compare la vitesse de rotation réelle avec une vitesse de rotation prédéfinie (nabr) de réglage en diminution, et dans le cas où la valeur de rotation réelle franchit vers le bas la vitesse de rotation de réglage en diminution, un réglage en diminution du tracé de courbe de valeur de seuil est amorcé,
- on détermine une valeur de seuil, dépendant du temps, de la vitesse de rotation de remise en route, valable pour ce réglage en diminution, et qui, partant d'une valeur de seuil (no) se présentant lors de l'amorçage du réglage en diminution, est ramenée selon une fonction du temps (nWE(t)) à une valeur terminale (n,),
- on interrompt l'alimentation en carburant lorsque la vitesse de rotation réelle du moteur à combustion interne se situe au-dessus du seuil de la vitesse de rotation de remise en route et on alimente en carburant lorsque la vitesse de rotation réelle se situe au-dessous du seuil de la vitesse de rotation de remise en route,

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.
2. Procédé selon la revendication 1, caractérisé en ce que la vitesse de rotation supérieure de remise en route (no), la vitesse de rotation inférieure de remise en route (n,), et l'évolution des seuils de la vitesse de rotation de remise en route, sont dépendantes de grandeurs de fonctionnement du moteur à combustion interne, notamment de la température et de la vitesse de rotation réelle.
3. Procédé selon la revendication 1, caractérisé en ce qu'il existe pour la dérivée (dn/dt) une valeur limite inférieure négative dépendant de la vitesse de rotation, lors du franchissement vers le bas de laquelle l'alimentation en carburant au moteur à combustion interne, est reprise immédiatement et indépendamment de la vitesse de rotation.
4. Procédé selon une des revendications 1 à 3, caractérisé en ce qu'on détermine au moins une valeur de seuil d'une variation négative de vitesse de rotation de comparaison, et qu'en cas de franchissement vers le haut ou vers le bas de cette valeur de seuil, on commande en complément une quantité moins importante ou plus importante de carburant.
5. Procédé selon la revendication 4, caractérisé en ce qu'on prédéfinit une valeur de comparaison inférieure et une valeur de comparaison supérieure (-dn/dt,; -dn/dt2) d'une variation négative de la vitesse de rotation, et que lors du franchissement vers le bas de la valeur de comparaison inférieure par la valeur réelle momentanée de la variation négative de vitesse de rotation, on alimente une quantité moindre de carburant, tandis qu'en cas de dépassement de la valeur de comparaison supérieure, on alimente une quantité plus importante de carburant, ces quantités comportant respectivement une diminution dans le temps.
6. Procédé selon une ou plusieurs des revendications 1 à 5, caractérisé en ce qu'en cas de variations de la quantité de carburant alimentée, à partir de la quantité de consigne en fonction de la variation négative de la vitesse de rotation, on bloque les systèmes existants de réglage du mélange jusqu'à la résorbtion de la variation.
7. Dispositif pour la mise en oeuvre du procédé selon la revendication 1, avec un détecteur pour déterminer la vitesse de rotation réelle, avec un détecteur de position de clapet d'étranglement, avec un tracé de seuil de vitesse de rotation de remise en route, avec un étage de comparaison de vitesses de rotation, et avec un circuit d'exploitation pour déterminer un signal d'interruption de carburant ou de dosage de carburant, avec un étage de différenciation pour la vitesse de rotation réelle, dispositif caractérisé en ce que l'évolution des seuile de la vitesse de rotation de remsie en route, est susceptible d'être modifiée en fonction du signal de sortie de l'étage de différenciation.
8. Dispositif selon la revendication 7, caractérisé en ce qu'une valeur de comparaison de consigne prédéfinie d'une courbe de variation négative de la vitesse de rotation, est établie en fonction de la vitesse de rotation réelle du moment et est comparée dans un circuit de comparaison (29) avec la valeur réelle de la variation négative de la vitesse de rotation pour émettre un signal de remise en route.
9. Dispositif selon les revendications 7 et 8, caractérisé en ce que pour modifier la quantité de carburant alimentée après le rétablissement de l'alimentation de carburant ou bien après l'ouverture du clapet d'étranglement, il est prévu des circuits de comparaison (30, 31) pour comparer des valeurs prédéfinies de comparaison de seuil de la variation négative de la vitesse de rotation avec la valeur réelle de la variation négative de la vitesse de rotation, des organes de temporisation (32, 33) étant branchés à la suite de ces circuits de comparaison et appliquant une temporisation respectivement aux quantités plus importantes ou aux quantités moins importantes de carburant.
10. Dispositif selon une des revendications 7 à 9, caractérisé en ce qu'il est prévu un circuit de blocage (35) pour les systèmes de réglage du mélange lorsqu'il y a option pour une quantité plus importante de carburant ou pour une quantité moins importante de carburant.
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
DE3323723 1983-07-01
DE3323723A DE3323723C3 (de) 1983-07-01 1983-07-01 Verfahren und Vorrichtung zur Steuerung des Schubbetriebs einer Brennkraftmaschine

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

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

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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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