EP0137469B1 - Idling control for a spark-ignited engine - Google Patents

Idling control for a spark-ignited engine Download PDF

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Publication number
EP0137469B1
EP0137469B1 EP84111961A EP84111961A EP0137469B1 EP 0137469 B1 EP0137469 B1 EP 0137469B1 EP 84111961 A EP84111961 A EP 84111961A EP 84111961 A EP84111961 A EP 84111961A EP 0137469 B1 EP0137469 B1 EP 0137469B1
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EP
European Patent Office
Prior art keywords
signal
valve
circuit
speed
idling control
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Expired
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EP84111961A
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German (de)
French (fr)
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EP0137469A1 (en
Inventor
Burkhard Brandner
Bernhard Klein
Albert Stübs
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Schaeffler Engineering GmbH
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AFT Atlas Fahrzeugtechnik GmbH
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Publication of EP0137469A1 publication Critical patent/EP0137469A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed
    • F02M3/07—Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatic means, according to engine speed
    • 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 an idle control for a gasoline engine, an actuating arm of a throttle valve arranged in an intake manifold being coupled to a piston rod of a pneumatic cylinder unit, the cylinder chamber of which, via a valve chamber and inlet channels of a three-way flow control valve, on the one hand on the downstream side of the throttle valve with the intake manifold and on the other hand with the atmosphere is connectable.
  • a comparatively rich fuel-air mixture is supplied to a gasoline engine so that a gasoline engine can absorb load fluctuations when idling and does not stop. This requires an increased generation of pollutants and thus environmental pollution.
  • the idle speed itself must be chosen to be comparatively high. Nevertheless, difficulties arise when the motor vehicle contains a power steering or an air conditioning system and when this causes fluctuations in load when idling.
  • DE-OS 33 16 660 describes an idle control of the type mentioned at the outset.
  • the throttle valve can be adjusted from a stop position which corresponds to the idle set speed in order to keep the idle actual speed when the set value drops. If the idling speed is too high, it is not possible to influence the speed of the gasoline engine.
  • the throttle valve is adjusted by periodically supplying a switching voltage to the three-way flow control valve, so that the cylinder unit is increasingly subjected to negative pressure. This obviously does not guarantee a stable setting, so that periodic fluctuations in the idle speed occur.
  • DE-OS 29 48 151 describes an idle control which is intended to rule out a drop in the engine speed below the idle target speed.
  • the control takes place with the help of a solenoid valve, which allows the intake manifold vacuum to take effect in a control valve.
  • a stable setting is hardly possible here either.
  • the object of the invention is to control the idle speed while compensating for changes in load.
  • target speed and actual speed always mean target idling speed and idling actual speed.
  • the three-way flow control valve has a diaphragm-like, freely movable, ferromagnetic valve plate which interacts with valve seats of the inlet channels and is arranged between two opposing coils in that the two coils are connected to push-pull outputs of an impulse generator with an adjustable duty cycle are connected that a differential circuit compares a target speed signal with an actual speed signal of the gasoline engine and emits a change signal for the pulse duty factor to the pulse generator and that the target speed signal can be changed as a function of operating parameters.
  • the invention differs in an obvious manner from the prior art, when the throttle valve setting is regulated in idle mode, so that speed deviations above and below the target speed can be compensated for. As a result, the cheapest amount of mixture can always be seen. The pollutant production is reduced.
  • the invention provides for the control of the setting of the throttle valve, the application of the intake manifold vacuum via a three-way flow control valve.
  • This three-way flow control valve is precisely controlled by a pulse generator with an adjustable duty cycle from pulse duration to pulse pause. The three-way flow control valve thus allows a very precise control of the flow and thus the signal pressure in the cylinder unit for adjusting the throttle valve.
  • the pulse duty factor can be continuously adjusted between 0% and 100%.
  • the valve plate is moved back and forth between the opposing valve seats by each pulse, the duration of the installation on the valve seats being determined by the test ratio. This means that each valve seat is closed or opened during a period of time corresponding to the duty cycle. This allows the flow to be precisely controlled, unaffected by the characteristics of the flow control valve.
  • the idle speed is also controlled as a function of parameters, so that the idle speed can be adapted to different operating states of the engine.
  • the invention is applicable to all gasoline engines that have an intake manifold with a throttle valve. Otherwise, these gasoline engines can be equipped with a carburetor or with an injection. Since the idle control only affects the throttle valve setting, the other components for mixture preparation are optional
  • the pulse generator's pulse duty factor can be precisely controlled.
  • a keying control circuit is provided for changing the duty cycle of the pulse generator.
  • the pneumatic cylinder unit is designed as a diaphragm valve with a return spring.
  • the negative pressure thus acts against the force of the return spring, the effective portion of the negative pressure being set by the duty cycle is set.
  • the idle speed has a higher value when the engine is cold
  • a signal from a temperature sensor is present on the modification circuit, which increases the modified target speed.
  • the signal from the temperature sensor adjusts to the basic value, so that the modified target speed is reduced accordingly to the target speed for idling.
  • the idle control according to the invention is also effective as an automatic start, so that no special automatic start is necessary.
  • the invention provides that in the event of a sudden reduction in the speed of the gasoline engine, a change signal in the sense of an increase in the desired speed is output to the modification circuit.
  • This modification signal can best be derived directly from the actual speed signal by applying the actual speed signal to a differentiating circuit for generating this modification signal, which outputs an output signal when there is a strong reduction in speed.
  • the differentiating circuit is followed by a timing element with a delayed decay of the output signal. This allows the engine speed to be gradually returned to the idle setpoint when the accelerator pedal is suddenly released
  • FIG. 1 shows an intake manifold 1 of a gasoline engine which receives a throttle valve 3 which can be pivoted on a shaft 2 against the action of a return spring 56 by means of an actuating arm 33.
  • a stop 58 is provided for the closed position of the throttle valve 3.
  • the throttle valve 3 is normally actuated by a pulling element 57 which is coupled to an accelerator pedal which is not shown.
  • a linkage 32 acts on the actuating arm 33, which, however, is only in the idle position of the pulling element 57 is effective and otherwise does not hinder the tension element 57.
  • a carburetor or an injection can be assigned to the intake manifold 1.
  • the direction of flow 4 of the intake air or the fuel-air mixture is indicated in FIG. 1.
  • the full negative pressure of the intake manifold 1 is present at a nozzle 5 and can be tapped there via a line 40.
  • the invention provides a three-way flow control valve 6.
  • the same has, within a valve chamber 7, two mutually opposing inlet connections 8 and 9 with valve seats 10 and 11, which are assigned to inlet channels 12 and 13.
  • Within the valve chamber 7 there is a freely movable, membrane-like, ferromagnetic valve plate 14 which interacts with the valve seats 10 and 11.
  • the valve plate 14 is opposed to coils 15, 16, which are each wound on a pot magnet 17, 18.
  • the respective core of each pot magnet 17, 18 also receives one of the inlet connections 8, 9.
  • An outlet channel 19 leads into the valve chamber 7 and leads to a pneumatic cylinder unit 20.
  • the coils 15, 16 are connected to push-pull outputs 21, 22 of a pulse generator 23 with an adjustable pulse duty factor.
  • the pulse generator 23 operates with a pulse frequency up to 1 kHz.
  • the pulse duty factor between pulse duration and pulse pause of the pulse generator 23 can be controlled between 0 and 100% by means of a key control circuit 24.
  • the key control circuit 24 is acted upon by the output signal of a differential circuit 25.
  • a modified nominal speed signal for the idling speed is present at an input 26, which is modified for certain operating states compared to the nominal speed signal, which will be explained in more detail.
  • At the other input 27 there is an actual speed signal that indicates the actual speed of the crankshaft of the gasoline engine.
  • the respective difference signal is used to control the pulse duty factor via the key control circuit 24, which will be explained in more detail.
  • the cylinder unit 20 contains a diaphragm 28 which closes off a cylinder chamber 34, a piston 29 with a piston rod 37 and a compression spring 30.
  • the piston rod 37 is coupled to the linkage 32 via a pivotably mounted adjusting lever 31.
  • the three-way flow control valve 6 is connected in detail as follows.
  • the cylinder chamber 34 is connected to the outlet channel 19.
  • the line 40 leads to the inlet duct 13 with the throttle point 36.
  • the inlet duct 12 opens into the atmosphere and contains one Throttle point 35.
  • the flow cross sections of the throttle points 35 and 36 are smaller than the flow cross section of the flow control valve 6, so that changes in the flow cross section of the flow control valve, in particular wear of the valve seats 10 and 11, have no adverse effect on the control behavior.
  • the input 26 of the differential circuit 25 is coupled to a modification circuit 53, into which a desired speed signal 54 is entered on the one hand.
  • a modification circuit 53 into which a desired speed signal 54 is entered on the one hand.
  • modification signals via lines 60 and 61 which modify desired speed signal 54, so that a modified desired speed signal 54 is present at input 26.
  • the line 60 comes from a temperature sensor 55, which is installed in a cooling water line 59 of the gasoline engine and measures the cooling water temperature. Any other measurement of the engine temperature is also possible.
  • the actual speed signal on line 27 is differentiated in a differentiating circuit 51.
  • the differentiating circuit 51 then emits an output signal when the engine speed drops suddenly. This is the case when the accelerator pedal is suddenly released.
  • the output signal of the differentiating circuit 51 is applied to a timing element 52 which, after responding to the output signal of the differentiating circuit 51, outputs a voltage signal on line 61, which gradually drops to the basic value, to the modification circuit 53.
  • This causes an increase in the modified target speed signal at input 26, so that the speed corresponding to the modified target speed signal only gradually adjusts to the idling target speed. This avoids sudden delays in the engine speed.
  • the pollutant emission is reduced.
  • the control behavior of the idle control is first explained for the case of the engine at operating temperature.
  • the not modified target speed signal is present.
  • the target speed has a basic value of 500 revolutions per minute. Other settings are also possible.
  • An actual speed signal is present on line 27, which indicates the actual speed of the crankshaft.
  • a differential signal is formed as a change signal. As long as the actual speed is greater than the target speed, a change signal of a polarity is emitted to the key control circuit 24 at the output of the differential circuit 25, which results in a reduction in the pulse duty factor of the pulse generator 23, in the case of the illustration in FIG. 2 approximately 00/0.
  • the upper curve indicates the short pulses with a long pulse pause at the output 21 for the coil 15.
  • the push-pull output 22 and thus the coil 16 carry a pulse shape according to the lower half of FIG. 2, that is to say a short pulse pause and a long pulse duration.
  • This pulse shape causes the valve plate 14 to be in almost constant contact with the valve seat 11.
  • the inlet channel 17 is shut off, so that there is essentially atmospheric pressure in the cylinder chamber 34.
  • the piston 29 of the cylinder unit 20 is consequently moved to the right, based on FIG. 1, so that the throttle valve reduces the intake manifold cross section.
  • the engine speed is reduced until the target speed is reached.
  • the change signal disappears so that the output signal of the key control circuit 24 no longer changes. As a result, there is no further change in speed.
  • Fig. 3 shows in the upper half the pulse curve for a duty cycle of almost 100% at the output 21 and in the lower half at the push-pull output 22.
  • the coil control with these pulses means that the valve plate 14 is almost constantly applied to the valve seat 10 and consequently the Intake manifold vacuum in the cylinder chamber 34 is effective.
  • the piston 9 is moved to the left in relation to FIG. 1 by the intake manifold vacuum.
  • Characterized the actuating arm 33 is pivoted with the throttle valve 3 in the clockwise direction, so that the throttle valve 3 is opened.
  • the engine can therefore draw in a larger amount of mixture, so that the speed increases accordingly. This influence continues until the actual speed has again reached the target speed value.
  • the duty cycle can be continuously controlled between 0% and 100% and set to any value. Each position corresponds to a stable setting of the throttle cap.
  • the throttling points 35 and 36 in the inlet channels 12 and 13 are used to switch off brief control vibrations. These throttling points limit the speed of change of the speed.
  • the setpoint speed signal can be modified via the modification circuit 53, as was explained above. An increased idling speed is then obtained during the warm-up phase or during a deceleration phase.

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Description

Die Erfindung betrifft eine Leerlaufregelung für einen Ottomotor, wobei ein Stellarm einer in einem Saugrohr angeordneten Drosselklappe mit einer Kolbenstange einer pneumatischen Zylindereinheit gekuppelt ist, deren Zylinderkammer über eine Ventilkammer und Eintrittskanäle eines Dreiwege-Durchflußsteuerventils einerseits auf der Abstromseite der Drosselklappe mit dem Saugrohr und andererseits mit der Atmosphäre verbindbar ist.The invention relates to an idle control for a gasoline engine, an actuating arm of a throttle valve arranged in an intake manifold being coupled to a piston rod of a pneumatic cylinder unit, the cylinder chamber of which, via a valve chamber and inlet channels of a three-way flow control valve, on the one hand on the downstream side of the throttle valve with the intake manifold and on the other hand with the atmosphere is connectable.

Damit ein Ottomotor im Leerlauf Belastungsschwankungen aufnehmen kann und nicht stehen bleibt, wird einem Ottomotor ein vergleichsweise fettes Kraftstoff-Luftgemisch zugeführt. Dies bedingt eine erhöhte Schadstofferzeugung und damit Umweltbelastung. Die Leerlaufdrehzahl selbst muß vergleichsweise hoch gewählt werden. Trotzdem treten Schwierigkeiten auf, wenn das Kraftfahrzeug eine Servolenkung oder eine Klimaanlage enthält und wenn dadurch Belastungsschwankungen im Leerlauf auftreten.A comparatively rich fuel-air mixture is supplied to a gasoline engine so that a gasoline engine can absorb load fluctuations when idling and does not stop. This requires an increased generation of pollutants and thus environmental pollution. The idle speed itself must be chosen to be comparatively high. Nevertheless, difficulties arise when the motor vehicle contains a power steering or an air conditioning system and when this causes fluctuations in load when idling.

Die DE-OS 33 16 660 beschreibt eine Leerlaufregelung der eingangs genannten Art. Die Drosselklappe kann aus einer Anschlagstellung, die der Leerlaufsolldrehzahl entspricht, verstellt werden, um die Leerlaufistdrehzahl bei einem Absinken auf den Sollwert zu halten. Bei zu hoher Leerlaufdrehzahl ist eine Beeinflussung der Drehzahl des Ottomotors nicht möglich. Die Verstellung der Drosselklappe erfolgt dadurch, daß dem Dreiwege-Durchflußsteuerventil periodisch eine Umschaltspannung zugeführt wird, so daß die Zylindereinheit vermehrt mit Unterdruck beaufschlagt wird. Hiermit läßt sich offenbar eine stabile Einstellung nicht gewährleisten, so daß periodische Schwankungen der Leerlaufdrehzahl auftreten.DE-OS 33 16 660 describes an idle control of the type mentioned at the outset. The throttle valve can be adjusted from a stop position which corresponds to the idle set speed in order to keep the idle actual speed when the set value drops. If the idling speed is too high, it is not possible to influence the speed of the gasoline engine. The throttle valve is adjusted by periodically supplying a switching voltage to the three-way flow control valve, so that the cylinder unit is increasingly subjected to negative pressure. This obviously does not guarantee a stable setting, so that periodic fluctuations in the idle speed occur.

Die DE-OS 29 48 151 beschreibt eine Leerlaufsteuerung, die ein Absinken der Motordrehzahl unter die Leerlaufsolldrehzahl ausschliessen soll. Die Steuerung erfolgt mit Hilfe eines Magnetventils, das den Saugrohrunterdruck in einem Stellventil wirksam werden läßt. Auch hier dürfte eine stabile Einstellung kaum möglich sein.DE-OS 29 48 151 describes an idle control which is intended to rule out a drop in the engine speed below the idle target speed. The control takes place with the help of a solenoid valve, which allows the intake manifold vacuum to take effect in a control valve. A stable setting is hardly possible here either.

Aufgabe der Erfindung ist eine Regelung der Leerlaufdrehzahl unter Kompensation von Belastungsänderungen.The object of the invention is to control the idle speed while compensating for changes in load.

Im Folgenden bedeutet solldrehzahl und Istdrehzahl immmer Leerlaufsolldrehzahl und Leerlaufistdrehzahl.In the following, target speed and actual speed always mean target idling speed and idling actual speed.

Diese Aufgabe wird nach der Erfindung dadurch gelöst, daß das Dreiwege-Durchflußsteuerventil eine membranartige, frei bewegliche, ferromagnetische Ventilplatte aufweist, die mit Ventilsitzen der Eintrittskanäle zusammenwirkt und zwischen zwei einander gegenüberstehenden Spulen angeordnet ist, daß die beiden Spulen an Gegentaktausgänge eines lmpulsgenerators mit einstellbarem Tastverhältnis angeschlossen sind, daß ein Differenzkreis ein Solldrehzahlsignal mit einem Istdrehzahlsignal des Ottomotors vergleicht und ein Änderungssignal für das Tastverhältnis an den Impulsgenerator abgibt und daß das solldrehzahlsignal in Abhängigkeit von Betriebsparametern veränderbar ist.This object is achieved according to the invention in that the three-way flow control valve has a diaphragm-like, freely movable, ferromagnetic valve plate which interacts with valve seats of the inlet channels and is arranged between two opposing coils in that the two coils are connected to push-pull outputs of an impulse generator with an adjustable duty cycle are connected that a differential circuit compares a target speed signal with an actual speed signal of the gasoline engine and emits a change signal for the pulse duty factor to the pulse generator and that the target speed signal can be changed as a function of operating parameters.

Die Erfindung unterscheidet sich dadurch in nicht naheliegender Weise vom Stand der Technik, als im Leerlauf die Drosselklappeneinstellung geregelt wird, so daß Drehzahlabweichungen oberhalb und unterhalb der Solldrehzahl ausgpregelt werden können. Dadurch kann immer die günstigste Gemischmenge angeseugt werden. Die Schadstofferzeugung wird herabgesetzt. Durch die beschriebene Einstellung der Drosselklappe wird im Leerlauf die Istdrehzahl auf der Solldrehzahl gehalten. Die Erfindung sieht für die Regelung der Einstellung der Drosselklappe die Anwendung des Saugrohrunterdruckes über ein Dreiwege-Durchflußsteuerventil vor. Dieses Dreiwege-Durchflußsteuerventil wird durch einen Impulsgenerator mit einstellbarem Tastverhältnis von Impulsdauer zu Impulspause genau gesteuert. Das Dreiwege-Durchflußsteuerventil erlaubt so eine sehr genaue Steuerung des Durchflusses und damit des Stelldruckes in der Zylindereinheit zur Einstellung der Drosselklappe. Das Tastverhältnis läßt sich kontinuierlich zwischen 0 % und 100 % verstellen. Die Ventilplatte wird durch jeden Impuls zwischen den einander gegenüberliegenden Ventilsitzen hin und her bewegt, wobei die Anlagedauer an den Ventilsitzen durch das Testverhältnis bestimmt ist. Dieses bedeutet, daß jeder Ventilsitz während eines dem Tastverhältnis entsprechenden Zeitanteils geschlossen oder geöffnet ist. Dadurch läßt sich der Durchfluß genau steuern, unbeeinflußt von Kennlinien des Durchflußsteuerventils. Die Regelung der Leerlaufdrehzahl erfolgt darüberhinaus auch parameterabhängig, so daß die Leerlaufdrehzahl an unterschiedliche Betriebszustände des Motors angepaßt werden kann.The invention differs in an obvious manner from the prior art, when the throttle valve setting is regulated in idle mode, so that speed deviations above and below the target speed can be compensated for. As a result, the cheapest amount of mixture can always be seen. The pollutant production is reduced. Through the described setting of the throttle valve, the actual speed is kept at the target speed in idle. The invention provides for the control of the setting of the throttle valve, the application of the intake manifold vacuum via a three-way flow control valve. This three-way flow control valve is precisely controlled by a pulse generator with an adjustable duty cycle from pulse duration to pulse pause. The three-way flow control valve thus allows a very precise control of the flow and thus the signal pressure in the cylinder unit for adjusting the throttle valve. The pulse duty factor can be continuously adjusted between 0% and 100%. The valve plate is moved back and forth between the opposing valve seats by each pulse, the duration of the installation on the valve seats being determined by the test ratio. This means that each valve seat is closed or opened during a period of time corresponding to the duty cycle. This allows the flow to be precisely controlled, unaffected by the characteristics of the flow control valve. The idle speed is also controlled as a function of parameters, so that the idle speed can be adapted to different operating states of the engine.

Die Erfindung ist bei allen Ottomotoren anwendbar, die ein Saugrohr mit einer Drosselklappe aufweisen. Im übrigen können diese Ottomotoren mit einem Vergaser oder mit einer Einspritzung ausgerüstet sein. Da die Leerlaufregelung nur die Einstellung der Drosselklappe beeinflußt, sind die übrigen Bauteile für die Gemischaufbereitung beliebigThe invention is applicable to all gasoline engines that have an intake manifold with a throttle valve. Otherwise, these gasoline engines can be equipped with a carburetor or with an injection. Since the idle control only affects the throttle valve setting, the other components for mixture preparation are optional

Damit das Tastverhältnis des Impulsgenerators genau gesteuert werden kann, ist vorgeschen. daß zur Änderung des Tastverhältnisses des Impulsgenerators ein Taststeuerkreis vorgesehen ist.So that the pulse generator's pulse duty factor can be precisely controlled, it is provided. that a keying control circuit is provided for changing the duty cycle of the pulse generator.

Eine sichere Einstellung der Drosselklappe erreicht man dadurch, daß die pneumatische Zylindereinheit als Membranventil mit einer Rückstellfeder ausgebildet ist. Der Unterdruck wirkt also gegen die Kraft der Rückstellfeder, wobei der wirksame Anteil des Unterdrucks durch die Einstellung des Tastverhältnisses festgelegt wird.Safe adjustment of the throttle valve is achieved in that the pneumatic cylinder unit is designed as a diaphragm valve with a return spring. The negative pressure thus acts against the force of the return spring, the effective portion of the negative pressure being set by the duty cycle is set.

Die Einwirkung unterschiedlicher Parameter wird dadurch ermöglicht, daß ein Abwandlungskreis vorgesehen ist, an dem das Solldrehzahlsignal anliegt und an dessen Ausgang ein in Abhängigkeit von Betribsparametern abgewandeltes Solldrehzahlsignal abgegeben wird.The action of different parameters is made possible by the fact that a modification circuit is provided, to which the target speed signal is present and at the output of which a target speed signal which is modified as a function of operating parameters is emitted.

Damit bei kaltem Motor die Leerlaufdrehzahl einen höheren Wert hat, ist vorgesehen, daß bei niedriger Motortemperatur des Ottomotors an dem Abwandlungskreis ein Signal eines Temperaturfühlers anliegt, das die abgewandelte Solldrehzahl erhöht. Mit ansteigender Betriebstemperatur des Ottomotors stellt sich das Signal des Temperaturfühlers auf den Grundwert ein, so daß entsprechend die abgewandelte Solldrehzahl auf die Solldrehzahl für den Leerlauf abgesenkt wird. Damit ist die Leerlaufregelung nach der Erfindung auch als Startautommatik wirksam, so daß keine besondere Startautomatik nötig ist.So that the idle speed has a higher value when the engine is cold, it is provided that when the engine temperature of the gasoline engine is low, a signal from a temperature sensor is present on the modification circuit, which increases the modified target speed. As the operating temperature of the gasoline engine rises, the signal from the temperature sensor adjusts to the basic value, so that the modified target speed is reduced accordingly to the target speed for idling. Thus, the idle control according to the invention is also effective as an automatic start, so that no special automatic start is necessary.

Bei Verzögerungsvorgängen, insbesondere bei schlagartigem Schließen der Drosselklappe, soll die Motordrehzahl nur allmählich auf die Leerlaufdrehzahl abgesenkt werden, um die Schadstoffemission klein zu halten. Hierfür sieht die Erfindung vor, daß bei einer plötzlichen Drehzahlverminderung des Ottomotors ein Änderungssignal im Sinne einer Erhöhung der Solldrehzahl an den Abwandlungskreis abgegeben wird.When decelerating, especially when the throttle valve is suddenly closed, the engine speed should only be gradually reduced to the idling speed in order to keep the pollutant emissions low. For this purpose, the invention provides that in the event of a sudden reduction in the speed of the gasoline engine, a change signal in the sense of an increase in the desired speed is output to the modification circuit.

Dieses Abwandlungssignal kann am zweckmäßigsten unmittelbar aus dem Istdrehzahlsignal abgeleitet werden, indem zur Erzeugung dieses Abwandlungssignals das Istdrehzahlsignal an einem Differenzierkreis anliegt, der bei einer starken Drehzahlverminderung ein Ausgangssignal abgibt.This modification signal can best be derived directly from the actual speed signal by applying the actual speed signal to a differentiating circuit for generating this modification signal, which outputs an output signal when there is a strong reduction in speed.

Zur Beeinflussung der Zeit, in der die Motordrehzahl auf die Leerlaufsolldrehzahl abgesenkt wird, ist vorgesehen, daß dem Differenzierkreis ein Zeitglied mit verzögertem Abklingen des Ausgangssignal nachgeschaltet ist. Damit kann die Motordrehzahl bei plötzlichem Loslassen des Gaspedals allmählich auf den Leerlaufsollwert zurückgeführt werdenIn order to influence the time in which the engine speed is reduced to the idling target speed, it is provided that the differentiating circuit is followed by a timing element with a delayed decay of the output signal. This allows the engine speed to be gradually returned to the idle setpoint when the accelerator pedal is suddenly released

Eine Ausführungsform der Erfindung wird im folgenden unter Bezugnahme auf die anliegende Zeichnung erläutert, in der darstellen:

  • Fig. 1 eine schematische Ansicht der Leerlaufregelung in Verbindung mit dem Saugrohr eines Ottomotors,
  • Fig. 2 ein Impulsdiagramm für eine Grenze des Tastverhältnisses
  • Fig. 3 ein Impulsdiagramm für die entgegengesetzte Grenze des Tastverhältnisses.
An embodiment of the invention is explained below with reference to the accompanying drawing, in which:
  • 1 is a schematic view of the idle control in connection with the intake manifold of a gasoline engine,
  • Fig. 2 is a timing diagram for a limit of the duty cycle
  • Fig. 3 is a timing diagram for the opposite limit of the duty cycle.

Fig. 1 zeigt ein Saugrohr 1 eines Ottomotors, das eine auf einer Welle 2 entgegen der Wirkung einer Rückstellfeder 56 mittels eines Stellarms 33 verschwenkbare Drosselklappe 3 aufnimmmt. Für die Schließstellung der Drosselklappe 3 ist ein Anschlag 58 vorgesehen Die Drosselklappe 3 wird normalerweise durch ein Zugelement 57 betätigt, das an ein nicht dergestelltes Gaspedal angekoppelt ist Außerdem wirkt ein Gestänge 32 auf den Stellarm 33 ein, das jedoch nur in der Leerlaufstellung des Zugelements 57 wirksam ist und im übrigen das Zugelement 57 nicht behindert. Die Koppelung dieser Betätigungselemente ist im Einzelnen nicht dargestellt. Dem Saugrohr 1 kann ein Vergaser oder eine Einspritzung zugeordnet sein In Fig 1 ist die Strömungsrichtung 4 der angesaugten Luft bzw. des Kraftstoff-Luftgemisches angegeben An einer Düse 5 steht der volle Unterdruck des Saugrohres 1 an und kann dort über eine Leitung 40 abgegriffen werden.1 shows an intake manifold 1 of a gasoline engine which receives a throttle valve 3 which can be pivoted on a shaft 2 against the action of a return spring 56 by means of an actuating arm 33. A stop 58 is provided for the closed position of the throttle valve 3. The throttle valve 3 is normally actuated by a pulling element 57 which is coupled to an accelerator pedal which is not shown. In addition, a linkage 32 acts on the actuating arm 33, which, however, is only in the idle position of the pulling element 57 is effective and otherwise does not hinder the tension element 57. The coupling of these actuating elements is not shown in detail. A carburetor or an injection can be assigned to the intake manifold 1. The direction of flow 4 of the intake air or the fuel-air mixture is indicated in FIG. 1. The full negative pressure of the intake manifold 1 is present at a nozzle 5 and can be tapped there via a line 40.

Die Erfindung sieht ein Dreiwege-Durchflußsteuerventil 6 vor Dasselbe weist innerhalb einer Ventilkammer 7 zwei einander gegenüberstehende Eintrittsstutzen 8 und 9 mit Ventilsitzen 10 und 11 auf, die Eintrittskanälen 12 und 13 zugeordnet sind. Innerhalb der Ventilkammer 7 befindet sich eine frei bewegliche, membranartige, ferromagnetische Ventilplatte 14, die wechselweise mit den Ventilsitzen 10 und 11 Zusammenwirkt. Ler Ventilplatte 14 stehen Spulen 15, 16 gegenüber, die jeweils auf einen Topfmagneten 17, 18 gewickelt sind. Der jeweilige Kern jedes Topfmagneten 17, 18 nimmt auch einen der Eintrittstutzen 8, 9 auf. In die Ventilkammer 7 mündet ein Austrittskanal 19, der zu einer pneumatischen Zylindereinheit 20 führt.The invention provides a three-way flow control valve 6. The same has, within a valve chamber 7, two mutually opposing inlet connections 8 and 9 with valve seats 10 and 11, which are assigned to inlet channels 12 and 13. Within the valve chamber 7 there is a freely movable, membrane-like, ferromagnetic valve plate 14 which interacts with the valve seats 10 and 11. The valve plate 14 is opposed to coils 15, 16, which are each wound on a pot magnet 17, 18. The respective core of each pot magnet 17, 18 also receives one of the inlet connections 8, 9. An outlet channel 19 leads into the valve chamber 7 and leads to a pneumatic cylinder unit 20.

Die Spulen 15, 16 sind an Gegentaktausgänge 21, 22 eines Impulsgenerators 23 mit einstellbarem Tastverhältnis angeschlossen. Der Impulsgenerator 23 arbeitet mit einer Impulsfrequenz bis zu 1 kHz. Das Tastverhältnis zwischen Impulsdauer und Impulspause des Impulsgenerators 23 läßt sich durch einen Taststeuerkreis 24 zwischcn 0 und 100 % steuern. Der Tasteteuerkreis 24 wird von dem Ausgangssignal eines Differenzkreises 25 beaufschlagt An einem Eingang 26 liegt ein abgewandeltes Solldrehzahlsignal für die Leerlaufdrehzahl an, das für bestimmte Betriebszustände gegenüber dem Solldrehzahlsignal abgewandelt ist, was noch in Einzelheiten erläutert wird. Am anderen Eingang 27 liegt ein Istdrehzahlsignal an, daß die tatsächliche Drehzahl der Kurbelwelle des Ottomotors angibt. Das jeweilige Differenzsignal dient zur Steuerung des Tastverhältnisses über den Taststeuerkreis 24, was noch genauer erläutert wird.The coils 15, 16 are connected to push-pull outputs 21, 22 of a pulse generator 23 with an adjustable pulse duty factor. The pulse generator 23 operates with a pulse frequency up to 1 kHz. The pulse duty factor between pulse duration and pulse pause of the pulse generator 23 can be controlled between 0 and 100% by means of a key control circuit 24. The key control circuit 24 is acted upon by the output signal of a differential circuit 25. A modified nominal speed signal for the idling speed is present at an input 26, which is modified for certain operating states compared to the nominal speed signal, which will be explained in more detail. At the other input 27 there is an actual speed signal that indicates the actual speed of the crankshaft of the gasoline engine. The respective difference signal is used to control the pulse duty factor via the key control circuit 24, which will be explained in more detail.

Die Zylindereinheit 20 enthält eine eine Zylinderkammer 34 abschließende Membran 28, einen Kolben 29 mit einer Kolbenstange 37 und eine Druckfeder 30. Die Kolbenstange 37 ist über einen schwenkbar gelagerten stellhebel 31 mit dem Gestänge 32 gekoppelt.The cylinder unit 20 contains a diaphragm 28 which closes off a cylinder chamber 34, a piston 29 with a piston rod 37 and a compression spring 30. The piston rod 37 is coupled to the linkage 32 via a pivotably mounted adjusting lever 31.

Das Dreiwege-Durchflußsteuerventil 6 ist im Einzelnen folgendermaßen angeschlossen. Die Zylinderkammer 34 ist mit dem Austrittskanal 19 verbunden. Die Leitung 40 führt zum Eintrittskanal 13 mit der Drosselstelle 36. Der Eintrittskanal 12 mündet in die Atmosphäre und enthält eine Drosselstelle 35. Die Durchflußquerschnitte der Drosselstellen 35 und 36 sind kleiner als der Durchflußquerschnitt des Durchflußsteuerventils 6, damit Änderungen des Durchflußquerschnitts des Durchflußsteuerventils, insbesondere Abnutzungen der Verntilsitze 10 und 11 keine nachteilige Auswirkung auf des Regelverhalten haben.The three-way flow control valve 6 is connected in detail as follows. The cylinder chamber 34 is connected to the outlet channel 19. The line 40 leads to the inlet duct 13 with the throttle point 36. The inlet duct 12 opens into the atmosphere and contains one Throttle point 35. The flow cross sections of the throttle points 35 and 36 are smaller than the flow cross section of the flow control valve 6, so that changes in the flow cross section of the flow control valve, in particular wear of the valve seats 10 and 11, have no adverse effect on the control behavior.

Der Eingang 26 des Differenzkreises 25 ist an einen Abwandlungskreis 53 angekoppelt, in den einerseits ein Solldrehzahlsignal 54 eingegeben wird. Andererseits liegen über die Leitungen 60 und 61 Abwandlungsignale an, die das Solldrehzahlsignal 54 abwandeln, so daß am Eingang 26 ein abgewandeltes Solldrehzahlsignal 54 anliegt.The input 26 of the differential circuit 25 is coupled to a modification circuit 53, into which a desired speed signal 54 is entered on the one hand. On the other hand, there are modification signals via lines 60 and 61 which modify desired speed signal 54, so that a modified desired speed signal 54 is present at input 26.

Die Leitung 60 kommt von einem Temperaturfühler 55, der in eine Kühlwasserleitung 59 des Ottomotors eingebaut ist und die Kühlwassertemperatur mißt. Auch jede andere Messung der Motortemperatur ist möglich.The line 60 comes from a temperature sensor 55, which is installed in a cooling water line 59 of the gasoline engine and measures the cooling water temperature. Any other measurement of the engine temperature is also possible.

Das Istdrehzahlsignal auf der Leitung 27 wird in einem Differenzierkreis 51 differenziert. Der Differenzierkreis 51 gibt dann ein Ausgangssignal ab, wenn die Motordrehzahl schlagartig absinkt. Dieses ist der Fall bei plötzlichem Loslassen des Gaspedals. Das Ausgangssignal des Differenzierkreises 51 liegt an einem Zeitglied 52 an, das nach dem Ansprechen auf das Ausgangssignal des Differenzierkreises 51 ein allmählich auf den Grundwert abfallendes Spannungssignal auf der Leitung 61 an den Abwandlungskreis 53 abgibt. Dadurch wird eine Erhöhung des abgewandelten Solldrehzahlsignals am Eingang 26 bewirkt, so daß sich die Drehzahl entsprechend dem abgewandelten Solldrehzahlsignal nur allmählich auf die Leerlaufsolldrehzahl einstellt. Damit werden plötzliche Verzögerungen der Motordrehzahl vermieden. Die Schadstoffemission wird herabgesetzt.The actual speed signal on line 27 is differentiated in a differentiating circuit 51. The differentiating circuit 51 then emits an output signal when the engine speed drops suddenly. This is the case when the accelerator pedal is suddenly released. The output signal of the differentiating circuit 51 is applied to a timing element 52 which, after responding to the output signal of the differentiating circuit 51, outputs a voltage signal on line 61, which gradually drops to the basic value, to the modification circuit 53. This causes an increase in the modified target speed signal at input 26, so that the speed corresponding to the modified target speed signal only gradually adjusts to the idling target speed. This avoids sudden delays in the engine speed. The pollutant emission is reduced.

Das Regelverhalten der Leerlaufregelung wird zunächst für den Fall des betriebswarmen Motors erläutert. Am Eingang 26 des Differenzkreises 25 liegt das nicht abgewandelte Solldrehzahlsignal an. Die Solldrehzahl hat einen Grundwert von 500 Umdrehungen pro Minute. Auch andere Einstellungen sind möglich. An der Leitung 27 steht ein Istdrehzahlsignal an, das die Istdrehzahl der Kurbelwelle angibt. Beim Vergleich innerhalb des Differenzkreises 25 wird ein Differenzsignal als Änderungssignal gebildet. Solange die Istdrehzahl größer als die Solldrehzahl ist, wird am Ausgang des Differenzkreises 25 ein Änderungssignal einer Polarität an den Taststeuerkreis 24 abgegeben, das eine Verkleinerung des Tastverhältnises des Impulsgenerators 23 ergibt, im Falle der Darstellung der Fig. 2 etwa 00/0. Die obere Kurve gibt die kurzen Impulse mit langer Impulspause am Ausgang 21 für die Spule 15 an. Der Gegentaktausgang 22 und damit die Spule 16 führen eine Impulsform gemäß der unteren Hälfte der Fig. 2, also kurze Impulspause und lange Impulsdauer Diese Impulsform bewirkt, daß die Ventilplatte 14 nahezu dauernd an dem Ventilsitz 11 anliegt. Infolgedessen ist der Eintrittskanal 17 abgesperrt, so daß in der Zylinderkammer 34 im wesentlichen Atmosphärendruck herrscht. Der Kolben 29 der Zylindereinheit 20 wird infolgedessen nach rechts, bezogen auf Fig. 1, bewegt, so daß die Drosselklappe den Saugrohrquerschnitt verkleinert. Die Motordrehzahl wird abgesenkt, bis die Solldrehzahl erreicht ist. Dann verschwindet das Änderungssignal, so daß sich das Ausgangssignal des Taststeuerkreises 24 nicht mehr ändert. Infolgedessen erfolgt keine weitere Drehzahländerung.The control behavior of the idle control is first explained for the case of the engine at operating temperature. At the input 26 of the differential circuit 25, the not modified target speed signal is present. The target speed has a basic value of 500 revolutions per minute. Other settings are also possible. An actual speed signal is present on line 27, which indicates the actual speed of the crankshaft. When comparing within the differential circuit 25, a differential signal is formed as a change signal. As long as the actual speed is greater than the target speed, a change signal of a polarity is emitted to the key control circuit 24 at the output of the differential circuit 25, which results in a reduction in the pulse duty factor of the pulse generator 23, in the case of the illustration in FIG. 2 approximately 00/0. The upper curve indicates the short pulses with a long pulse pause at the output 21 for the coil 15. The push-pull output 22 and thus the coil 16 carry a pulse shape according to the lower half of FIG. 2, that is to say a short pulse pause and a long pulse duration. This pulse shape causes the valve plate 14 to be in almost constant contact with the valve seat 11. As a result, the inlet channel 17 is shut off, so that there is essentially atmospheric pressure in the cylinder chamber 34. The piston 29 of the cylinder unit 20 is consequently moved to the right, based on FIG. 1, so that the throttle valve reduces the intake manifold cross section. The engine speed is reduced until the target speed is reached. Then the change signal disappears so that the output signal of the key control circuit 24 no longer changes. As a result, there is no further change in speed.

Wenn dann infolge einer Belastungsänderung die Leerlaufdrehzahl absinkt, so wird das Istdrehzahlsignal auf der Leitung 27 kleiner als das Solldrehzahlsignal auf der Leitung 26. Der Differenzkreis 25 gibt jetzt ein Ausgangssignal entgegengesetzter Polarität an den Taststeuerkreis 24 ab, so der Taststeuerkreis 24 ein höheres Tastverhältnis des Impulsgenerators 23 bewirkt.If the idle speed then drops as a result of a change in load, the actual speed signal on line 27 becomes lower than the target speed signal on line 26. Differential circuit 25 now outputs an output signal of opposite polarity to keying control circuit 24, keying control circuit 24 thus a higher pulse duty factor of the pulse generator 23 causes.

Fig. 3 zeigt in der oberen Hälfte den Impulsverlauf für ein Tastverhältnis von nahezu 100 % am Ausgang 21 und in der unteren Hälfte am Gegentaktausgang 22. Die Spulensteuerung mit diesen Impulsen bedeutet, daß die Ventilplatte 14 nahezu ständig an dem Ventilsitz 10 anliegt und infolgedessen der Saugrohrunterdruck in der Zylinderkammer 34 wirksam ist. Infolgedessen wird durch den Saugrohrunterdruck der Kolben 9, bezogen auf Fig. 1, nach links bewegt. Dadurch wird der Stellarm 33 mit der Drosselklappe 3 in Uhrzeigerrichtung verschwenkt, so daß die Drosselklappe 3 geöffnet wird. Der Motor kann also eine größere Gemischmenge ansaugen, so daß sich entsprechend die Drehzahl erhöht. Diese Beeinflussung dauert so lange an, bis die Istdrehzahl wieder den Solldrehzahlwert erreicht hat.Fig. 3 shows in the upper half the pulse curve for a duty cycle of almost 100% at the output 21 and in the lower half at the push-pull output 22. The coil control with these pulses means that the valve plate 14 is almost constantly applied to the valve seat 10 and consequently the Intake manifold vacuum in the cylinder chamber 34 is effective. As a result, the piston 9 is moved to the left in relation to FIG. 1 by the intake manifold vacuum. Characterized the actuating arm 33 is pivoted with the throttle valve 3 in the clockwise direction, so that the throttle valve 3 is opened. The engine can therefore draw in a larger amount of mixture, so that the speed increases accordingly. This influence continues until the actual speed has again reached the target speed value.

Das Tastverhältnis kann zwischen 0 % und 100 % kontinuierlich gesteuert und auf jeden Wert eingestellt werden. Jede Stellung entspricht einer stabilen Einstellung der Drosselkappe.The duty cycle can be continuously controlled between 0% and 100% and set to any value. Each position corresponds to a stable setting of the throttle cap.

Zur Ausschaltung kurzzeitiger Regelschwingungen dienen die Drosselstellen 35 und 36 in den Eintrittskanälen 12 und 13. Diese Drosselstellen begrenzen die Änderungsgeschwindigkeit der Drehzahl.The throttling points 35 and 36 in the inlet channels 12 and 13 are used to switch off brief control vibrations. These throttling points limit the speed of change of the speed.

Über den Abwandlungskreis 53 kann das Solldrehzahlsignal abgewandelt werden, wie dies oben erläutert wurde. Man erhält dann während der Warmlaufphase oder während einer Verzögerungsphase eine erhöhte Leerlaufdrehzahl.The setpoint speed signal can be modified via the modification circuit 53, as was explained above. An increased idling speed is then obtained during the warm-up phase or during a deceleration phase.

Claims (8)

1. An idling control for a spark-ignited engine wherein a positioning leg (33) of a throttle valve (3) arranged in a suction pipe is coupled with a piston rod (37) of a pneumatic cylinder unit (20), the cylinder chamber (34) of which is connectable via a valve chamber (7) and input conduits (12, 13) of a three-way flow control valve (6) on the one hand on the downstream side of the throttle valve (3) with the suction pipe (1) and on the other hand with the atmosphere, characterized in that the three-way flow control valve (6) comprises a menbrane-like, freely movable, ferromagnetic valve plate (14) which cooperates with valves seats (10, 11) of the input conduits (12, 13) and is arranged between two coils (15,16) opposing each other, that the two coils (15, 16) are connected to push-pull outputs (21, 22) of a pulse generator (23) having an adjustable pulse duty factor, that a comparing circuit (25) compares a nominal speed signal with an actual speed signal of the spark-ignited engine and delivers a modifying signal for the pulse duty factor to the pulse generator (23), and that the nominal speed signal (54) is variable as a function of operating parameters.
2. An idling control according to claim 1, characterized in that for the modification of the pulse duty factor of the pulse generator (23) a duty factor adjustment circuit (24) is provided
3. An idling control according to claim 1 or 2, characterized in that the pneumatical cylinder unit (20) is provided as membrane valve with a restoring spring (30).
4. An idling control according to any of the claims 1 to 3, characterized in that a modifying circuit (53) is provided to which the nominal speed signal (54) is applied and on the output of which a modified nominal speed signal modified as a function of operating parameters is delivered.
5. An idling control according to claim 4, characterized in that in case of low temperature of the spark-ignited engine on the modifying circuit (53) a signal of a temperature sensor (55) is applied which increases the modified nominal speed.
6. An idling control according to claim 4, characterized in that in case of a sudden reduction of the speed of the spark-ignited engine a modifying signal is delivered to the modifying circuit (53) in order to increase the nominal speed.
7. An idling control according to claim 6, characterized in that for the generation of this modifying signal the actual speed signal is applied on a differentiating circuit (53) which delivers an output signal in case of a considerable reduction of the speed.
8. An idling control according to claim 7, characterized in that a time function circuit (52) with delayed decrease of the output signal is connected to the differentiating circuit (51).
EP84111961A 1983-10-13 1984-10-05 Idling control for a spark-ignited engine Expired EP0137469B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833337260 DE3337260A1 (en) 1983-10-13 1983-10-13 IDLE CONTROL FOR AN OTTO ENGINE
DE3337260 1983-10-13

Publications (2)

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EP0137469A1 EP0137469A1 (en) 1985-04-17
EP0137469B1 true EP0137469B1 (en) 1987-02-25

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EP84111961A Expired EP0137469B1 (en) 1983-10-13 1984-10-05 Idling control for a spark-ignited engine

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US (1) US4738237A (en)
EP (1) EP0137469B1 (en)
JP (1) JPS60101258A (en)
CA (1) CA1232500A (en)
DE (2) DE3337260A1 (en)

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Also Published As

Publication number Publication date
DE3337260A1 (en) 1985-04-25
EP0137469A1 (en) 1985-04-17
JPS60101258A (en) 1985-06-05
DE3462412D1 (en) 1987-04-02
CA1232500A (en) 1988-02-09
US4738237A (en) 1988-04-19

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