EP0140065B1 - Electronic apparatus for controlling the fuel amount in an internal combusion engine - Google Patents

Electronic apparatus for controlling the fuel amount in an internal combusion engine Download PDF

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Publication number
EP0140065B1
EP0140065B1 EP84110673A EP84110673A EP0140065B1 EP 0140065 B1 EP0140065 B1 EP 0140065B1 EP 84110673 A EP84110673 A EP 84110673A EP 84110673 A EP84110673 A EP 84110673A EP 0140065 B1 EP0140065 B1 EP 0140065B1
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EP
European Patent Office
Prior art keywords
synchronization
fuel amount
combustion
control
smooth running
Prior art date
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Expired
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EP84110673A
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German (de)
French (fr)
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EP0140065A1 (en
Inventor
Thomas Dipl.-Ing. Küttner
Wolf Ing. Grad. Wessel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Priority to AT84110673T priority Critical patent/ATE39163T1/en
Publication of EP0140065A1 publication Critical patent/EP0140065A1/en
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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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the change in the fuel metering to the individual cylinders is carried out in such a way that the total amount of fuel supplied to the machine remains unchanged.
  • a device is also known from US Pat. No. 4,179,922 in which the mean value formed across all cylinders is used as the setpoint for the period between two burns.
  • the object of the invention is to carry out the correction of the fuel quantities to be injected into the individual cylinders quickly, precisely, safely and with the aim that each cylinder delivers the same torque and that this results in smooth engine running.
  • This object is achieved on the basis of an electronic device for controlling the fuel metering of an internal combustion engine according to the preamble of claim 1 by the characterizing features of claim 1.
  • FIG. 1 shows the basic structure of a smooth running control for an internal combustion engine
  • FIG. 2 shows the timing diagram of this smooth running control
  • FIGS. 3 to 5 show possibilities for integrating the smooth running control into an existing fuel metering device.
  • FIG. 1 shows the structure of a smooth running control for an internal combustion engine.
  • This smooth running control 10 comprises z controls 11, 12 and 13, where z is the number of cylinders of the internal combustion engine. Furthermore, the smooth running control 10 includes storage devices 14, 15 and 16, two synchronization devices 17 and 18, and a device for forming an average value 19.
  • FIG. 1 also shows an idling control 20, one of the position of the accelerator pedal dependent control 21, a fuel metering device 22 and the internal combustion engine 23 are shown.
  • the z controls 11, 12 and 13 are now connected on the one hand to the respectively associated z storage devices 14, 15 and 16 and on the other hand to the output of the device for forming an average value 19.
  • This device 19 is acted upon by the output signals of all z memory devices 14 to 16.
  • the inputs of the z storage devices 14 to 16 are connected to the synchronization device 17, while the outputs of the z controls 11 to 13 are connected to the synchronization device 18.
  • These two synchronization devices 17 and 18 are now controlled by a signal dependent on the internal combustion engine 23.
  • the internal combustion engine 23 itself is connected to the fuel metering device 22, which in turn is connected to the synchronization device 18, the idle control 20 and the accelerator pedal-dependent control 21.
  • FIG. 2 this is a time diagram of an internal combustion engine with four cylinders. The period of two crankshaft revolutions is shown, i.e. 720 ° KW. During this period, combustion took place in each of the four cylinders.
  • I and J denote two actual signals that are generated using a segment wheel.
  • This segment wheel which is connected to the crankshaft, has four segments which are distributed symmetrically on its circumference.
  • Each pulse of the actual signal J now corresponds to a segment of this segment wheel.
  • the length of each pulse of this actual signal J corresponds to the time it takes for a segment of this segment wheel to to pass through the plane perpendicular to the segment wheel. Since four segments of the segment wheel pass through the imaginary plane during a crankshaft revolution, but since only two burns take place in the cylinders during this time, exactly two segments of the segment wheel pass through the imaginary plane perpendicular to the segment wheel between two burnings.
  • the time between two burns is thus divided into two time segments with the help of these two segments of the segment wheel. Due to the symmetry of the segment wheel, and since the crankshaft angular velocity is always somewhat higher immediately after combustion than immediately before combustion, these two time periods, e.g. B. J21 and J22 always different sizes. The shorter of the two periods, e.g. J21, always indicates that combustion has taken place, while the longer of the two periods, e.g. J22, announces an upcoming combustion.
  • the simulated combustion times V of the individual cylinders which are also called synchronization signals, can be precisely determined with the aid of the actual signal J.
  • These combustion times V of the individual cylinders and their relationship with the actual signal J are shown in the time diagram in FIG.
  • This determination of the combustion times V from the actual signal J is carried out in both synchronization devices 17 and 18 of FIG. 1.
  • the synchronization device 17 switches the actual values 11, 12 and Iz to the corresponding storage devices 14, 15 and 16 with the aid of the simulated combustion times V, these actual values li, 12 to Iz also being formed by the synchronization device 17 with the aid of the actual signal J.
  • the actual values 11, 12 to Iz are each the time periods between two combustion times, as shown in FIG. 2.
  • the synchronization device 18 likewise uses the actual signal J to determine the simulated combustion times V, and thus applies the control values S1, S2 and Sz formed by the control devices 11, 12 and 13 as control signal S to the fuel metering device 22.
  • the control signal S is shown in the time diagram of FIG. 2. It consists of the control values S1, S2 to Sz of the individual cylinders, these control values being formed by the associated control devices. So z. B. the control value S1 is produced by the control device 11 from the actual value 11 buffered by the storage device 14 and an average value Mz. The mean value Mz is formed by the device 19 from all temporarily stored actual values 11, 12 to Iz.
  • This control value S3 is activated shortly after the time T so that the associated control device can also set this new control value. This means that this new manipulated variable is dependent on all previous actual values.
  • the entire smooth running control 10 thus generates an actuating signal S for actuating the fuel metering device 22 from an actual signal I, which is obtained with the aid of a segment wheel. influenced by an idle control 20 and / or by an accelerator pedal-dependent control 21.
  • the fuel metering device 22 determines z. B. the amount of fuel to be injected into the internal combustion engine 23.
  • the smooth running control 10 must be integrated into the entire injection system of the internal combustion engine. This is e.g. possible that the smooth running control 10 can only influence the entire injection system dynamically. For this dynamic influence, the sum of the manipulated values S1 to Sz must be 0, i.e. it must be the average amount of fuel that is supplied to the internal combustion engine less or more due to the smooth running control over z injections 0. This requirement for the integration of the smooth running control 10 into the entire injection system can e.g. B. with the help of one of the changes shown in Figure 3 to Figure 5 of the smooth running control.
  • FIG. 3 shows the block diagram of part of the smooth running control, in this example the integration of the smooth running control in the entire injection system is realized by subtracting the mean value of the control signal S from the output signals of the integrating components of the controls assigned to the individual cylinders.
  • the control 11 consists of an integrating component 30, a proportional component 31, two subtraction points 32 and 33 and an addition point 34.
  • the input signals 11 and Mz supplied to the control 11 are first linked to one another at the subtraction point 32.
  • the output signal of this subtraction point 32 is supplied to the integrating component 30 and the proportional component 31.
  • the output signal of the proportional component 31 is connected to the addition point 34, which is further subjected to the output signal of the subtraction point 33.
  • This output signal of the subtraction point 33 is formed on the one hand from the output signal of the inte limiting portion 30 and from the mean value of the control signal S.
  • the output signal of the addition point 34 now represents the control value S1, which is fed to the synchronization device 18.
  • the output signal of this synchronization device 18 is the control signal S, which is fed to a device for forming an average 35, the output signal of which then represents the average of the control signal S.
  • This device for forming an average 35 can consist, for example, of a low-pass filter.
  • control signal S is not only fed back to the control 11, but also to the controls 12 to 13 assigned to the other cylinders. This feedback of the control signal S to all the controls 11 to 13 of the smooth running control 10 is achieved that the mean value of the control signal over z burns is 0.
  • the smooth running control is integrated into the entire injection system by subtracting the mean value of the integrating components of the controls assigned to the individual cylinders from the output signals of these integrating components of the individual controls.
  • the control 11 then consists of an integrating component 40, a proportional component 41, two subtraction points 42 and 43 and an addition point 44.
  • the input signals 11 and Mz fed to the control 11 are connected to one another at the subtraction point 42.
  • the output signal of this subtraction point 42 is supplied to the integrating component 40 and the proportional component 41.
  • the output signal of the integrating component 40 is now connected to a summation point 45, which is further subjected to the output signals of the integrating components of the controls assigned to the other cylinders.
  • the output signal of this summation point 45 is fed to a device for forming an average value 46, the output signal of which is connected to the node 47.
  • This connection point 47 is linked to all the controls assigned to the individual cylinders.
  • the connection point 47 is connected to the subtraction point 43, which is further subjected to the output signal of the integrating component 40.
  • the addition point 44 is connected on the one hand to the output signal of this subtraction point 43 and on the other hand to the output signal of the proportional component 41.
  • the output signal of the addition point 44 represents the manipulated variable S1.
  • FIG. 5 shows a further possibility of integrating the smooth running control into the entire injection system, in which the mean value of the control values of the controls assigned to the individual cylinders is subtracted from the output signal of the integrating components of these controls.
  • Regulation 11 is e.g. from an integrating part 50, a proportional part 51, two subtraction points 52 and 53 and an addition point 54.
  • the input signals 11 and Mz fed to the control 11 are linked together at the subtraction point 52.
  • the output signal of this subtraction point 52 is now fed to the integrating component 50 and the proportional component 51.
  • the output signal of the integrating part is connected to the subtraction point 52, the output signal of the proportional part to the addition point 54.
  • This addition point 54 is also subjected to the output signal of the subtraction point 53, the output signal of this addition point 54 represents the manipulated variable S1.
  • This manipulated variable S1 is led to an addition point 57, to which the manipulated values of the controls assigned to the other cylinders are also connected are.
  • the output signal of this addition point 57 is fed to a device for forming an average value 56, the output signal of which is connected to a node 55.
  • this connection point 55 all the controls associated with the individual cylinders are connected, such as e.g. is shown in the control 11 with the connection of the node 55 to the subtraction point 53.
  • the smooth running control described is only intended to prevent the vehicle from vibrating in the lower speed range, especially when idling. This is achieved by the fact that the smooth running control is only effective in a certain speed range.
  • the transition areas from this area of the active smoothness control to speeds at which the smoothness control is not effective can e.g. B. covered with a control of the smooth running control.
  • the output variable of the smooth running control is further multiplied by a fuel quantity-dependent factor which is between 0 and 1 in order to achieve a soft increase in the manipulated variable in the event of a sharp drop in speed.
  • the actual signal that is to say the time period between two combustion times, was determined with the aid of the segment wheel. It is also possible to generate a speed signal using a fast tachometer generator or by means of a gearwheel with a subsequent pulse generator and frequency voltage converter. An actual signal for the smooth running control can be generated by integrating this speed signal from injection to injection or from synchronizing pulse to synchronizing pulse. A further possibility for generating the actual signal would be a peak value evaluation of the speed signal between two injection quantities.
  • the combustion times required for the provision of the actual signal are determined in the smooth running control described by dividing the time period between two combustion times into two time segments. Since the switching of the actual signal to the storage devices and / or the switching of the control values to the fuel metering device may not take place exactly at the time of combustion, it is possible to extend the smoothness control described with the aid of a counter so that this counter is converted from a reference signal, e.g. B. is reset by a needle stroke pulse, an injection start pulse, a combustion start pulse, etc., and controls the two synchronization devices at certain, predeterminable counter readings. This makes it possible to generate the switching through of the two synchronization devices at arbitrary, but fixed times.
  • a reference signal e.g. B. is reset by a needle stroke pulse, an injection start pulse, a combustion start pulse, etc.
  • the counter can now either count up as a function of speed and then deliver the synchronization pulses to the two synchronization devices at certain counter readings, or it counts up at a fixed frequency and determines the synchronization times depending on the speed. It is also possible that the counter is reset with every synchronization pulse and with every reference pulse.
  • the four segments of the segment wheel were distributed evenly over the circumference of the wheel. With the help of these segments, the time between two combustion times was divided into a short and a long period. To reinforce the difference between these short and long periods of time, it is now possible to design the segments of the segment wheel asymmetrically. In the case of the described smooth running control in an internal combustion engine with four cylinders, this would mean that only two opposing segments have the same length. This asymmetry has no influence on the determination of the actual signal I, since the actual signal I represents the time period between two combustions and this time period comprises two segments.
  • the segment wheel divides the time between two combustion times into a short and a long period. Interference signals with a lower frequency than the injection frequency can now be superimposed on these time periods. This means that short and long periods of time are no longer evenly changed.
  • the synchronization devices now determine whether a time segment is longer than the previous and the following, they carry out a maximum time check. A synchronization counter, which is increased by 1 at the end of each time period, is always checked when the maximum time check e.g. has noticed a long period of time. If the synchronization is correct, the ends of the long periods of time always fall on z. B. odd-numbered synchronization counts.
  • the synchronization is incorrect. If an incorrect synchronization is detected, it is checked whether in the next e.g. An incorrect synchronization occurs again after 20 periods. The synchronization is only changed if this is the case.
  • control signal S was fed to the fuel metering device 22, which then e.g. influences the amount of fuel to be injected into the internal combustion engine. It is of course also possible that the control signal S indirectly or directly influences other control variables of the internal combustion engine, e.g. the exhaust gas recirculation, the injection timing, the injection duration, the fuel / air ratio, the ignition timing, etc.
  • the device shown and described in Figures 1 to 5 can e.g. can be realized with the help of an analog circuit structure. It is particularly advantageous to use the described smooth running control and, if necessary, also other control and / or regulating devices for fuel metering, e.g. using a suitably programmed microprocessor. With such a computer solution, however, it is then possible that the block diagrams shown can no longer be recognized, since they have been replaced by subroutine structures, time-division multiplexing, etc.
  • the smooth running control described can be used in internal combustion engines of various functional principles, that is to say in self-igniting internal combustion engines, in spark-ignited internal combustion engines, etc. It is particularly advantageous that depending on the function principle of the internal combustion engine, the control assigned to each cylinder of the internal combustion engine directly or indirectly influences a number of control variables of the internal combustion engine.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The invention is directed to an apparatus for influencing control quantities of an internal combustion engine by means of which vibrations of the entire vehicle in the lower engine speed range, particularly at idling, are to be eliminated. This is accomplished by allocating to each cylinder a regulating unit which regulates the control quantities influencing the respective cylinder, such as fuel metering, exhaust gas recirculation, start of injection, duration of injection, air/fuel ratio, ignition time point, et cetera, for the smoothest possible running condition.

Description

Stand der TechnikState of the art

Bei Kraftfahrzeugen tritt häufig im unteren Drehzahlbereich, insbesondere im Leerlauf, ein niederfrequentes Schwingen des gesamten Fahrzeugs auf. Dieses Schwingen wird oft als Schütteln bezeichnet und liegt im Bereich zwischen 1 und 5 Hz. Begründet ist dieses Schütteln in der Serienherstellung der Einspritzausrüstungen. Dabei treten Toleranzen an den Einspritzkomponenten auf, die von Zylinder zu Zylinder unterschiedliche Einspritzmengen hervorrufen. Diese Kraftstoffmengenunterschiede führen zu schnellen Drehmomentänderungen, die das schwingfähige Gebilde Motor + Karosserie anregen. Das Schütteln ist also eine unvermeidliche Folge von Fertigungstoleranzen.In motor vehicles, a low-frequency oscillation of the entire vehicle frequently occurs in the lower speed range, especially when idling. This vibration is often referred to as shaking and is in the range between 1 and 5 Hz. This shaking is due to the series production of the injection equipment. This causes tolerances on the injection components, which cause different injection quantities from cylinder to cylinder. These differences in fuel quantity lead to rapid changes in torque, which excite the oscillating structure of the engine and body. Shaking is therefore an inevitable consequence of manufacturing tolerances.

Aus der US-PS 4366793 ist eine Einrichtung bekannt, die dazu dient, Drehmomentschwankungen einer Brennkraftmaschine, die sich infolge unterschiedlicher Kraftstoffzumessung zu den einzelnen Zylindern ergeben, entgegenzuwirken. Die Drehmomentschwankungen werden aus periodischen Drehzahlschwankungen der Kurbelwelle abgeleitet. Ein Energy Discriminator erzeugt für jeden einzelnen Zylinder ein entsprechendes Signal. Abhängig von diesem Signal wird die Kraftstoffzufuhr zu den einzelnen Zylindern entweder erhöht oder erniedrigt. Als Istwert dient die Zeitdauer zwischen zwei Verbrennungszeitpunkten in den jeweiligen Zylindern, als Sollwert dient ein aus den vorangegangenen Verbrennungen ermittelter Mittelwert.From US-PS 4366793 a device is known which serves to counteract torque fluctuations of an internal combustion engine, which result from different fuel metering to the individual cylinders. The torque fluctuations are derived from periodic fluctuations in the speed of the crankshaft. An energy discriminator generates a corresponding signal for each individual cylinder. Depending on this signal, the fuel supply to the individual cylinders is either increased or decreased. The time between two combustion times in the respective cylinders serves as the actual value, and an average value determined from the previous burns serves as the setpoint.

Die Änderung der Kraftstoffzumessung zu den einzelnen Zylindern wird so vorgenommen, dass die gesamte der Maschine zugeführte Kraftstoffmenge unverändert bleibt.The change in the fuel metering to the individual cylinders is carried out in such a way that the total amount of fuel supplied to the machine remains unchanged.

Aus der US-PS 4179 922 ist weiterhin eine Einrichtung bekannt, bei welcher als Sollwert für den zwischen zwei Verbrennungen liegenden Zeitraum der über alle Zylinder gebildete Mittelwert benutzt wirt.A device is also known from US Pat. No. 4,179,922 in which the mean value formed across all cylinders is used as the setpoint for the period between two burns.

Ferner ist aus der FR-A-2 301 691 bekannt, mit Hilfe eines PI-Reglers die Kraftstoffzumessung einer Brennkraftmaschine so zu beeinflussen, dass Drehmomentschwankungen entgegengewirkt wird.Furthermore, it is known from FR-A-2 301 691 to use a PI controller to influence the fuel metering of an internal combustion engine in such a way that torque fluctuations are counteracted.

Aufgabe der Erfindung ist es, die Korrektur der in die einzelnen Zylinder einzuspritzenden Kraftstoffmengen schnell, genau, sicher und mit dem Ziel durchzuführen, dass jeder Zylinder das gleiche Drehmoment abgibt, und dass dadurch ein ruhiger Motorlauf entsteht. Diese Aufgabe wird ausgehend von einer elektronischen Einrichtung zur Steuerung der Kraftstoffzumessung einer Brennkraftmaschine nach dem Oberbegriff des Anspruches 1 durch die kennzeichnenden Merkmale des Anspruches 1 gelöst.The object of the invention is to carry out the correction of the fuel quantities to be injected into the individual cylinders quickly, precisely, safely and with the aim that each cylinder delivers the same torque and that this results in smooth engine running. This object is achieved on the basis of an electronic device for controlling the fuel metering of an internal combustion engine according to the preamble of claim 1 by the characterizing features of claim 1.

Durch die in den Unteransprüchen aufgeführten Massnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Anspruch 1 angegebenen Einrichtung möglich.The measures listed in the subclaims enable advantageous further developments and improvements of the device specified in claim 1.

Zeichnungdrawing

Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 den prinzipiellen Aufbau einer Laufruheregelung für eine Brennkraftmaschine, Figur 2 das Zeitdiagramm dieser Laufruheregelung und Figur 3 bis Figur 5 Möglichkeiten der Einbindung der Laufruheregelung in eine vorhandene Kraftstoffzumesseinrichtung.Embodiments of the invention are shown in the drawing and explained in more detail in the following description. FIG. 1 shows the basic structure of a smooth running control for an internal combustion engine, FIG. 2 shows the timing diagram of this smooth running control and FIGS. 3 to 5 show possibilities for integrating the smooth running control into an existing fuel metering device.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Figur 1 zeigt den Aufbau einer Laufruheregelung für eine Brennkraftmaschine. Diese Laufruheregelung 10 umfasst z Regelungen 11, 12 und 13, wobei z die Anzahl der Zylinder der Brennkraftmaschine ist. Weiter beinhaltet die Laufruheregelung 10 z Speichereinrichtungen 14, 15 und 16, zwei Synchronisationseinrichtungen 17 und 18, sowie eine Einrichtung zur Bildung eines Mittelwerts 19. Zum besseren Verständnis der Laufruheregelung 10 sind in der Figur 1 noch eine Leerlaufregelung 20, eine von der Stellung des Fahrpedals abhängige Steuerung 21, eine Kraftstoffzumesseinrichtung 22 und die Brennkraftmaschine 23 dargestellt.Figure 1 shows the structure of a smooth running control for an internal combustion engine. This smooth running control 10 comprises z controls 11, 12 and 13, where z is the number of cylinders of the internal combustion engine. Furthermore, the smooth running control 10 includes storage devices 14, 15 and 16, two synchronization devices 17 and 18, and a device for forming an average value 19. For a better understanding of the smooth running control 10, FIG. 1 also shows an idling control 20, one of the position of the accelerator pedal dependent control 21, a fuel metering device 22 and the internal combustion engine 23 are shown.

Die z Regelungen 11, 12 bzw. 13 sind nun zum einen mit den jeweils zugehörigen z Speichereinrichtungen 14, 15 bzw. 16 und zum anderen mit dem Ausgang der Einrichtung zur Bildung eines Mittelwerts 19 verbunden. Diese Einrichtung 19 wird von den Ausgangssignalen aller z Speichereinrichtungen 14 bis 16 beaufschlagt. Die Eingänge der z Speichereinrichtungen 14 bis 16 sind mit der Synchronisationseinrichtung 17 verbunden, während die Ausgänge der z Regelungen 11 bis 13 an die Synchronisationseinrichtung 18 angeschlossen sind. Diese beiden Synchronisationseinrichtungen 17 und 18 werden nun von einem von der Brennkraftmaschine 23 abhängigen Signal angesteuert. Die Brennkraftmaschine 23 selbst ist mit der Kraftstoffzumesseinrichtung 22 verbunden, die ihrerseits an die Synchronisationseinrichtung 18, die Leerlaufregelung 20 und die fahrpedalabhängige Steuerung 21 angeschlossen ist.The z controls 11, 12 and 13 are now connected on the one hand to the respectively associated z storage devices 14, 15 and 16 and on the other hand to the output of the device for forming an average value 19. This device 19 is acted upon by the output signals of all z memory devices 14 to 16. The inputs of the z storage devices 14 to 16 are connected to the synchronization device 17, while the outputs of the z controls 11 to 13 are connected to the synchronization device 18. These two synchronization devices 17 and 18 are now controlled by a signal dependent on the internal combustion engine 23. The internal combustion engine 23 itself is connected to the fuel metering device 22, which in turn is connected to the synchronization device 18, the idle control 20 and the accelerator pedal-dependent control 21.

Die Funktionsweise der in Figur 1 dargestellten Laufruheregelung lässt sich am besten mit Hilfe des in Figur 2 dargestellten Zeitdiagramms beschreiben. Es handelt sich dabei in Figur 2 um ein Zeitdiagramm einer Brennkraftmaschine mit vier Zylindern. Abgebildet ist der Zeitraum von zwei Kurbelwellenumdrehungen, also von 720° KW. In diesem Zeitraum hat in jedem der vier Zylinder eine Verbrennung stattgefunden.The mode of operation of the smooth running control shown in FIG. 1 can best be described with the aid of the time diagram shown in FIG. In FIG. 2, this is a time diagram of an internal combustion engine with four cylinders. The period of two crankshaft revolutions is shown, i.e. 720 ° KW. During this period, combustion took place in each of the four cylinders.

Mit I und J sind in diesem Zeitdiagramm zwei Istsignale bezeichnet, die mit Hilfe eines Segmentrads erzeugt werden. Dieses Segmentrad, das mit der Kurbelwelle verbunden ist, besitzt vier Segmente, die symmetrisch auf seinem Umfang verteilt sind. Jeder Impuls des Istsignals J entspricht nun einem Segment dieses Segmentrads. Dabei entspricht die Länge eines jeden Impulses dieses Istsignals J der Zeitdauer, die ein Segment dieses Segmentrads benötigt, um eine gedachte, senkrecht zum Segmentrad stehende Ebene zu durchlaufen. Da während einer Kurbelwellenumdrehung vier Segmente des Segmentrads die gedachte Ebene durchlaufen, da in dieser Zeit aber nur zwei Verbrennungen in den Zylindern stattfinden, durchlaufen demnach genau zwei Segmente des Segmentrads zwischen zwei Verbrennungen die gedachte, senkrecht zum Segmentrad stehende Ebene. Die Zeitdauer zwischen zwei Verbrennungen ist also mit Hilfe dieser beiden Segmente des Segmentrads in zwei Zeitabschnitte aufgeteilt. Aufgrund der Symmetrie des Segmentrads, und da direkt nach einer Verbrennung die Kurbelwellenwinkelgeschwindigkeit immer etwas grösser ist als direkt vor einer Verbrennung, sind diese beiden Zeitabschnitte, z. B. J21 und J22 immer verschieden gross. Der kürzere der beiden Zeitabschnitte, z.B. J21, deutet also immer auf eine stattgefundene Verbrennung hin, während der längere der beiden Zeitabschnitte, z.B. J22, eine kommende Verbrennung ankündigt.In this time diagram, I and J denote two actual signals that are generated using a segment wheel. This segment wheel, which is connected to the crankshaft, has four segments which are distributed symmetrically on its circumference. Each pulse of the actual signal J now corresponds to a segment of this segment wheel. The length of each pulse of this actual signal J corresponds to the time it takes for a segment of this segment wheel to to pass through the plane perpendicular to the segment wheel. Since four segments of the segment wheel pass through the imaginary plane during a crankshaft revolution, but since only two burns take place in the cylinders during this time, exactly two segments of the segment wheel pass through the imaginary plane perpendicular to the segment wheel between two burnings. The time between two burns is thus divided into two time segments with the help of these two segments of the segment wheel. Due to the symmetry of the segment wheel, and since the crankshaft angular velocity is always somewhat higher immediately after combustion than immediately before combustion, these two time periods, e.g. B. J21 and J22 always different sizes. The shorter of the two periods, e.g. J21, always indicates that combustion has taken place, while the longer of the two periods, e.g. J22, announces an upcoming combustion.

Nach einer einmaligen Justierung des Segmentrads auf der Kurbelwelle lassen sich somit mit Hilfe des Istsignals J die nachgebildeten Verbrennungszeitpunkte V der einzelnen Zylinder, die auch Synchronisationssignale genannt werden, genau festlegen. Im Zeitdiagramm der Figur 2 sind diese Verbrennungszeitpunkte V der einzelnen Zylinder und ihr Zusammenhang mit dem Istsignal J dargestellt.After a single adjustment of the segment wheel on the crankshaft, the simulated combustion times V of the individual cylinders, which are also called synchronization signals, can be precisely determined with the aid of the actual signal J. These combustion times V of the individual cylinders and their relationship with the actual signal J are shown in the time diagram in FIG.

Diese Bestimmung der Verbrennungszeitpunkte V aus dem Istsignal J wird in beiden Synchronisationseinrichtungen 17 und 18 der Figur 1 durchgeführt. Die Synchronisationseinrichtung 17 schaltet mit Hilfe der nachgebildeten Verbrennungszeitpunkte V die Istwerte 11, 12 bzw. Iz auf die entsprechenden Speichereinrichtungen 14, 15 bzw. 16, wobei diese Istwerte li, 12 bis Iz ebenfalls von der Synchronisationseinrichtung 17 mit Hilfe des Istsignals J gebildet werden. Es handelt sich bei den Istwerten 11, 12 bis Iz jeweils um die Zeitdauern zwischen zwei Verbrennungszeitpunkten, wie es in Figur 2 dargestellt ist. Die Synchronisationseinrichtung 18 bestimmt ebenfalls mit Hilfe des Istsignals J die nachgebildeten Verbrennungszeitpunkte V, und schaltet damit die von den Regeleinrichtungen 11, 12 bzw. 13 gebildeten Stellwerte S1, S2 bzw. Sz als Stellsignal S auf die Kraftstoffzumesseinrichtung 22 auf.This determination of the combustion times V from the actual signal J is carried out in both synchronization devices 17 and 18 of FIG. 1. The synchronization device 17 switches the actual values 11, 12 and Iz to the corresponding storage devices 14, 15 and 16 with the aid of the simulated combustion times V, these actual values li, 12 to Iz also being formed by the synchronization device 17 with the aid of the actual signal J. The actual values 11, 12 to Iz are each the time periods between two combustion times, as shown in FIG. 2. The synchronization device 18 likewise uses the actual signal J to determine the simulated combustion times V, and thus applies the control values S1, S2 and Sz formed by the control devices 11, 12 and 13 as control signal S to the fuel metering device 22.

Das Stellsignal S ist im Zeitdiagramm der Figur 2 dargestellt. Es besteht aus den Stellwerten S1, S2 bis Sz der einzelnen Zylinder, wobei diese Stellwerte von den jeweils zugehörigen Regeleinrichtungen gebildet werden. So wird z. B. der Stellwert S1 von der Regeleinrichtung 11 aus dem von der Speichereinrichtung 14 zwischengespeicherten Istwert 11 und einem Mittelwert Mz hergestellt. Der Mittelwert Mz wird dabei von der Einrichtung 19 aus sämtlichen zwischengespeicherten Istwerten 11, 12 bis Iz gebildet.The control signal S is shown in the time diagram of FIG. 2. It consists of the control values S1, S2 to Sz of the individual cylinders, these control values being formed by the associated control devices. So z. B. the control value S1 is produced by the control device 11 from the actual value 11 buffered by the storage device 14 and an average value Mz. The mean value Mz is formed by the device 19 from all temporarily stored actual values 11, 12 to Iz.

Befindet sich die Brennkraftmaschine z. B. gerade im Zeitpunkt T, wie es im Zeitdiagramm der Figur 2 dargestellt ist, so findet in diesem Augenblick erstens eine Verbrennung im Zylinder 2 statt, zweitens übergibt die Synchronisationseinrichtung 17 den Istwert 11, also die Zeitdauer von der Verbrennung des Zylinders 1 bis zur Verbrennung des Zylinders 2 an die Speichereinrichtung 14, und drittens schaltet die Synchronisationseinrichtung 18 den Stellwert S3 für die nachfolgende Verbrennung des Zylinders 3 auf die Kraftstoffzumesseinrichtung 22 auf. Dieses Aufschalten des Stellwerts S3 findet kurze Zeit nach dem Zeitpunkt T statt, damit die zugehörige Regeleinrichtung diesen neuen Stellwert auch einstellen kann. Dadurch ist dieser neue Stellwert abhängig von sämtlichen vorhergehenden Istwerten.Is the internal combustion engine z. B. just at time T, as shown in the time diagram of Figure 2, at this moment there is first a combustion in cylinder 2, second, the synchronization device 17 transfers the actual value 11, that is the time from the combustion of the cylinder 1 to Combustion of the cylinder 2 to the storage device 14, and thirdly, the synchronization device 18 applies the manipulated variable S3 for the subsequent combustion of the cylinder 3 to the fuel metering device 22. This control value S3 is activated shortly after the time T so that the associated control device can also set this new control value. This means that this new manipulated variable is dependent on all previous actual values.

Die gesamte Laufruheregelung 10 erzeugt also aus einem Istsignal I, das mit Hilfe eines Segmentrads gewonnen wird, ein Stellsignal S zur Ansteuerung der Kraftstoffzumesseinrichtung 22. Diese Einrichtung 22 wird des weiteren noch gegebenenfalls z.B. von einer Leerlaufregelung 20 und/oder von einer fahrpedalabhängigen Steuerung 21 beeinflusst. Aus diesen Eingangssignalen bestimmt dann die Kraftstoffzumesseinrichtung 22 z. B. die der Brennkraftmaschine 23 einzuspritzende Kraftstoffmenge.The entire smooth running control 10 thus generates an actuating signal S for actuating the fuel metering device 22 from an actual signal I, which is obtained with the aid of a segment wheel. influenced by an idle control 20 and / or by an accelerator pedal-dependent control 21. The fuel metering device 22 then determines z. B. the amount of fuel to be injected into the internal combustion engine 23.

Da die Regelungen 11 bis 13 z. B. auch Integralverhalten aufweisen können, und da des weiteren auch die Leerlaufregelung 20 Integralverhalten besitzen kann, ist es möglich, dass diese beiden I-Regelanteile gegeneinander arbeiten. Damit dies verhindert wird, muss die Laufruheregelung 10 in das gesamte Einspritzsystem der Brennkraftmaschine eingebunden werden. Dies ist z.B. dadurch möglich, dass die Laufruheregelung 10 das gesamte Einspritzsystem nur dynamisch beeinflussen kann. Für diese dynamische Beeinflussung muss dann die Summe der Stellwerte S1 bis Sz gleich 0 sein, d.h. es muss die mittlere Kraftstoffmenge, die aufgrund der Laufruheregelung der Brennkraftmaschine weniger oder mehr zugeführt wird, über z Einspritzungen 0 sein. Diese Forderung zur Einbindung der Laufruheregelung 10 in das gesamte Einspritzsystem kann z. B. mit Hilfe einer der in Figur 3 bis Figur 5 gezeigten Änderungen der Laufruheregelung erfüllt werden.Since the regulations 11 to 13 z. B. can also have integral behavior, and since the idle control 20 can also have integral behavior, it is possible that these two I control components work against each other. In order to prevent this, the smooth running control 10 must be integrated into the entire injection system of the internal combustion engine. This is e.g. possible that the smooth running control 10 can only influence the entire injection system dynamically. For this dynamic influence, the sum of the manipulated values S1 to Sz must be 0, i.e. it must be the average amount of fuel that is supplied to the internal combustion engine less or more due to the smooth running control over z injections 0. This requirement for the integration of the smooth running control 10 into the entire injection system can e.g. B. with the help of one of the changes shown in Figure 3 to Figure 5 of the smooth running control.

Figur 3 zeigt das Blockschaltbild eines Teils der Laufruheregelung, wobei in diesem Beispiel die Einbindung der Laufruheregelung in das gesamte Einspritzsystem dadurch realisiert wird, dass der Mittelwert des Stellsignals S von den Ausgangssignalen der integrierenden Anteile der den einzelnen Zylindern zugeordneten Regelungen subtrahiert wird. Die Regelung 11 besteht in diesem Beispiel aus einem integrierenden Anteil 30, einem Proportionalanteil 31, zwei Subtraktionsstellen 32 und 33 und einer Additionsstelle 34. Die der Regelung 11 zugeführten Eingangssignale 11 und Mz werden zuerst an der Subtraktionsstelle 32 miteinander verknüpft. Das Ausgangssignal dieser Subtraktionsstelle 32 wird dem integrierenden Anteil 30 und dem Proportionalanteil 31 zugeführt. Das Ausgangssignal des Proportionalanteils 31 ist an die Additionsstelle 34 angeschlossen, die des weiteren noch mit dem Ausgangssignal der Subtraktionsstelle 33 beaufschlagt wird. Dieses Ausgangssignal der Subtraktionsstelle 33 wird zum einen gebildet aus dem Ausgangssignal des integrierenden Anteils 30 und aus dem Mittelwert des Stellsignals S. Das Ausgangssignal der Additionsstelle 34 stellt nun den Stellwert S1 dar, der der Synchronisationseinrichtung 18 zugeführt wird. Das Ausgangssignal dieser Synchronisationseinrichtung 18 ist das Stellsignal S, das einer Einrichtung zur Bildung eines Mittelwerts 35 zugeführt wird, deren Ausgangssignal dann den Mittelwert des Stellsignals S darstellt. Diese Einrichtung zur Bildung eines Mittelwerts 35 kann z.B. aus einem Tiefpassfilter bestehen.Figure 3 shows the block diagram of part of the smooth running control, in this example the integration of the smooth running control in the entire injection system is realized by subtracting the mean value of the control signal S from the output signals of the integrating components of the controls assigned to the individual cylinders. In this example, the control 11 consists of an integrating component 30, a proportional component 31, two subtraction points 32 and 33 and an addition point 34. The input signals 11 and Mz supplied to the control 11 are first linked to one another at the subtraction point 32. The output signal of this subtraction point 32 is supplied to the integrating component 30 and the proportional component 31. The output signal of the proportional component 31 is connected to the addition point 34, which is further subjected to the output signal of the subtraction point 33. This output signal of the subtraction point 33 is formed on the one hand from the output signal of the inte limiting portion 30 and from the mean value of the control signal S. The output signal of the addition point 34 now represents the control value S1, which is fed to the synchronization device 18. The output signal of this synchronization device 18 is the control signal S, which is fed to a device for forming an average 35, the output signal of which then represents the average of the control signal S. This device for forming an average 35 can consist, for example, of a low-pass filter.

Wie es in Figur 3 angedeutet ist, wird das Stellsignal S nicht nur auf die Regelung 11 rückgekoppelt, sondern auch auf die den anderen Zylindern zugeordneten Regelungen 12 bis 13. Durch diese Rückkopplung des Stellsignals S auf sämtliche Regelungen 11 bis 13 der Laufruheregelung 10 wird erreicht, dass der Mittelwert des Stellsignals über z Verbrennungen gleich 0 ist.As indicated in FIG. 3, the control signal S is not only fed back to the control 11, but also to the controls 12 to 13 assigned to the other cylinders. This feedback of the control signal S to all the controls 11 to 13 of the smooth running control 10 is achieved that the mean value of the control signal over z burns is 0.

In Figur 4 wird die Einbindung der Laufruheregelung in das gesamte Einspritzsystem dadurch bewerkstelligt, dass der Mittelwert der integrierenden Anteile der den einzelnen Zylinder zugeordneten Regelungen von den Ausgangssignalen dieser integrierenden Anteile der einzelnen Regelungen subtrahiert wird. Die Regelung 11 besteht dann aus einem integrierenden Anteil 40, einem Proportionalanteil 41, zwei Subtraktionsstellen 42 und 43 und einer Additionsstelle 44. Die der Regelung 11 zugeführten Eingangssignale 11 und Mz werden an der Subtraktionsstelle 42 miteinander verbunden. Das Ausgangssignal dieser Subtraktionsstelle 42 wird dem integrierenden Anteil 40 und dem Proportionalanteil 41 zugeführt. Das Ausgangssignal des integrierenden Anteils 40 wird nun an eine Summationsstelle 45 angeschlossen, die des weiteren noch mit den Ausgangssignalen der integrierenden Anteile der den anderen Zylindern zugeordneten Regelungen beaufschlagt wird. Das Ausgangssignal dieser Summationsstelle 45 wird einer Einrichtung zur Bildung eines Mittelwertes 46 zugeführt, deren Ausgangssignal mit dem Verknüpfungspunkt 47 verbunden ist. Dieser Verknüpfungspunkt 47 ist mit sämtlichen den einzelnen Zylindern zugeordneten Regelungen verknüpft. In der in Figur 4 dargestellten Regelung - 11 ist der Verknüpfungspunkt 47 an die Substraktionsstelle 43 angeschlossen, die des weiteren noch mit dem Ausgangssignal des integrierenden Anteils 40 beaufschlagt ist. Die Additionsstelle 44 ist zum einen mit dem Ausgangssignal dieser Subtraktionsstelle 43 und zum anderen mit dem Ausgangssignal des Proportionalanteils 41 verbunden. Das Ausgangssignal der Additionsstelle 44 stellt den Stellwert S1 dar. Durch die Bildung eines Mittelwerts aus sämtlichen Ausgangssignalen der integrierenden Anteile der den einzelnen Zylindern zugeordneten Regelungen und durch die Subtraktion dieses Mittelwerts von diesen Ausgangssignalen der integrierenden Anteile der einzelnen Regelungen wird nun erreicht, dass die Forderung nach der Einbindung der Laufruheregelung in das gesamte Einspritzsystem erfüllt ist.In FIG. 4, the smooth running control is integrated into the entire injection system by subtracting the mean value of the integrating components of the controls assigned to the individual cylinders from the output signals of these integrating components of the individual controls. The control 11 then consists of an integrating component 40, a proportional component 41, two subtraction points 42 and 43 and an addition point 44. The input signals 11 and Mz fed to the control 11 are connected to one another at the subtraction point 42. The output signal of this subtraction point 42 is supplied to the integrating component 40 and the proportional component 41. The output signal of the integrating component 40 is now connected to a summation point 45, which is further subjected to the output signals of the integrating components of the controls assigned to the other cylinders. The output signal of this summation point 45 is fed to a device for forming an average value 46, the output signal of which is connected to the node 47. This connection point 47 is linked to all the controls assigned to the individual cylinders. In the control system 11 shown in FIG. 4, the connection point 47 is connected to the subtraction point 43, which is further subjected to the output signal of the integrating component 40. The addition point 44 is connected on the one hand to the output signal of this subtraction point 43 and on the other hand to the output signal of the proportional component 41. The output signal of the addition point 44 represents the manipulated variable S1. By forming an average of all the output signals of the integrating components of the controls assigned to the individual cylinders and by subtracting this average value from these output signals of the integrating components of the individual controls, the requirement is now achieved after integrating the smooth running control into the entire injection system.

Die Figur 5 zeigt eine weitere Möglichkeit der Einbindung der Laufruheregelung in das gesamte Einspritzsystem, bei dem der Mittelwert der Stellwerte der den einzelnen Zylindern zugeordneten Regelungen vom Ausgangssignal der integrierenden Anteile dieser Regelungen subtrahiert wird. Die Regelung 11 besteht dabei z.B. aus einem integrierenden Anteil 50, einem Proportionalanteil 51, zwei Subtraktionsstellen 52 und 53 und einer Additionsstelle 54. Die der Regelung 11 zugeführten Eingangssignale 11 und Mz werden an der Subtraktionsstelle 52 miteinander verknüpft. Das Ausgangssignal dieser Subtraktionsstelle 52 wird nun dem integrierenden Anteil 50 und dem Proportionalanteil 51 zugeführt. Das Ausgangssignal des integrierenden Anteils wird an die Substraktionsstelle 52, das Ausgangssignal des Proportionalanteils an die Additionsstelle 54 angeschlossen. Diese Additionsstelle 54 ist des weiteren noch mit dem Ausgangssignal der Subtraktionsstelle 53 beaufschlagt, das Ausgangssignal dieser Additionsstelle 54 stellt den Stellwert S1 dar. Dieser Stellwert S1 wird zu einem Additionspunkt 57 geführt, an dem des weiteren noch die Stellwerte der den anderen Zylindern zugeordneten Regelungen angeschlossen sind. Das Ausgangssignal dieser Additionsstelle 57 wird einer Einrichtung zur Bildung eines Mittelwerts 56 zugeführt, deren Ausgangssignal an einen Verknüpfungspunkt 55 angeschlossen ist. Mit diesem Verknüpfungspunkt 55 sind sämtliche den einzelnen Zylindern zugeordneten Regelungen verbunden, wie dies z.B. bei der Regelung 11 mit der Verbindung des Verknüpfungspunktes 55 mit der Subtraktionsstelle 53 gezeigt ist. Durch diese Rückkopplung des Mittelwerts der Stellwerte der den einzelnen Zylindern zugeordneten Regelungen auf die Ausgangssignale der integrierenden Anteile dieser Regelungen wird erreicht, dass die Laufruheregelung nur dynamisch wirkt, dass also das Stellsignai S über z-Verbrennungen gleich 0 ist.FIG. 5 shows a further possibility of integrating the smooth running control into the entire injection system, in which the mean value of the control values of the controls assigned to the individual cylinders is subtracted from the output signal of the integrating components of these controls. Regulation 11 is e.g. from an integrating part 50, a proportional part 51, two subtraction points 52 and 53 and an addition point 54. The input signals 11 and Mz fed to the control 11 are linked together at the subtraction point 52. The output signal of this subtraction point 52 is now fed to the integrating component 50 and the proportional component 51. The output signal of the integrating part is connected to the subtraction point 52, the output signal of the proportional part to the addition point 54. This addition point 54 is also subjected to the output signal of the subtraction point 53, the output signal of this addition point 54 represents the manipulated variable S1. This manipulated variable S1 is led to an addition point 57, to which the manipulated values of the controls assigned to the other cylinders are also connected are. The output signal of this addition point 57 is fed to a device for forming an average value 56, the output signal of which is connected to a node 55. With this connection point 55, all the controls associated with the individual cylinders are connected, such as e.g. is shown in the control 11 with the connection of the node 55 to the subtraction point 53. This feedback of the mean value of the control values of the controls assigned to the individual cylinders to the output signals of the integrating components of these controls ensures that the smooth running control only has a dynamic effect, that is to say that the control signal S is zero over z combustions.

Die beschriebene Laufruheregelung soll nur im unteren Drehzahlbereich, besonders im Leerlauf, ein Schwingen des Fahrzeugs verhindern. Dies erreicht man dadurch, dass die Laufruheregelung nur in einem bestimmten Drehzahlbereich wirksam ist. Die Übergangsbereiche von diesem Bereich der aktiven Laufruheregelung zu Drehzahlen, bei denen die Laufruheregelung nicht wirksam ist, können z. B. mit Hilfe einer Steuerung der Laufruheregelung abgedeckt werden. Ausserdem ist es auch möglich, in den Übergangsbereichen das Ausgangssignal der Laufruheregelung, mit einem Faktor, der zwischen 0 und 1 liegt, zu bewerten, was ein sprunghaftes Ansteigen oder Abfallen der Ausgangsgrösse der Laufruheregelung verhindert. Im Betriebsfall der gesteuerten Laufruheregelung wird des weiteren noch die Ausgangsgrösse der Laufruheregelung mit einem kraftstoffmengenabhängigen Faktor, der zwischen 0 und 1 liegt, multipliziert, um bei einem starken Drehzahlabfall ein der Kraftstoffmenge proportionales weiches Ansteigen der Stellgrösse zu erreichen.The smooth running control described is only intended to prevent the vehicle from vibrating in the lower speed range, especially when idling. This is achieved by the fact that the smooth running control is only effective in a certain speed range. The transition areas from this area of the active smoothness control to speeds at which the smoothness control is not effective can e.g. B. covered with a control of the smooth running control. In addition, it is also possible to evaluate the output signal of the smoothness control in the transition areas with a factor that is between 0 and 1, which prevents the output variable of the smoothness control from increasing or falling suddenly. In the operating case of the controlled smooth running control, the output variable of the smooth running control is further multiplied by a fuel quantity-dependent factor which is between 0 and 1 in order to achieve a soft increase in the manipulated variable in the event of a sharp drop in speed.

Bei der beschriebenen Laufruheregelung wurde das Istsignal, also die Zeitdauer zwischen zwei Verbrennungszeitpunkten, mit Hilfe des Segmentrads bestimmt. Es ist auch möglich, ein Drehzahlsignal mit Hilfe eines schnellen Tachogenerators oder mittels eines Zahnrads mit nachfolgendem Impulsgeber und Frequenzspannungswandler zu erzeugen. Ein Istsignal für die Laufruheregelung kann durch Integration dieses Drehzahlsignals von Einspritzung zu Einspritzung oder von Synchronisierimpuls zu Synchronisierimpuls erzeugt werden. Eine weitere Möglichkeit zur Erzeugung des Istsignals wäre eine Spitzenwertauswertung des Drehzahlsignals zwischen zwei Einspritzmengen.In the case of the smooth running control described, the actual signal, that is to say the time period between two combustion times, was determined with the aid of the segment wheel. It is also possible to generate a speed signal using a fast tachometer generator or by means of a gearwheel with a subsequent pulse generator and frequency voltage converter. An actual signal for the smooth running control can be generated by integrating this speed signal from injection to injection or from synchronizing pulse to synchronizing pulse. A further possibility for generating the actual signal would be a peak value evaluation of the speed signal between two injection quantities.

Die für die Bereitstellung des Istsignals notwendigen Verbrennungszeitpunkte werden in der beschriebenen Laufruheregelung durch die Unterteilung der Zeitdauer zwischen zwei Verbrennungszeitpunkten in zwei Zeitabschnitte bestimmt. Da die Durchschaltung des Istsignals auf die Speichereinrichtungen und/oder die Durchschaltung der Stellwerte auf die Kraftstoffzumesseinrichtung unter Umständen nicht genau in einem Verbrennungszeitpunkt erfolgen soll, ist es möglich, die beschriebene Laufruheregelung mit Hilfe eines Zählers so zu erweitern, dass dieser Zähler von einem Referenzsignal, z. B. von einem Nadelhubimpuls, einem Spritzbeginnimpuls, einem Verbrennungsbeginnimpuls, usw., zurückgesetzt wird, und bei bestimmten, vorgebbaren Zählerständen die beiden Synchronisationseinrichtungen ansteuert. Dadurch ist es möglich, das Durchschalten der beiden Synchronisationseinrichtungen in beliebigen, aber festen Zeitpunkten zu erzeugen. Der Zähler kann nun entweder drehzahlabhängig hochzählen und dann bei bestimmten Zählerständen die Synchronisierimpulse an die beiden Synchronisationseinrichtungen abgeben, oder er zählt mit einer festen Frequenz hoch und bestimmt die Synchronisationszeitpunkte abhängig von der Drehzahl. Ebenso ist es möglich, dass der Zähler bei jedem Synchronisationsimpuls und bei jedem Referenzimpuls zurückgesetzt wird.The combustion times required for the provision of the actual signal are determined in the smooth running control described by dividing the time period between two combustion times into two time segments. Since the switching of the actual signal to the storage devices and / or the switching of the control values to the fuel metering device may not take place exactly at the time of combustion, it is possible to extend the smoothness control described with the aid of a counter so that this counter is converted from a reference signal, e.g. B. is reset by a needle stroke pulse, an injection start pulse, a combustion start pulse, etc., and controls the two synchronization devices at certain, predeterminable counter readings. This makes it possible to generate the switching through of the two synchronization devices at arbitrary, but fixed times. The counter can now either count up as a function of speed and then deliver the synchronization pulses to the two synchronization devices at certain counter readings, or it counts up at a fixed frequency and determines the synchronization times depending on the speed. It is also possible that the counter is reset with every synchronization pulse and with every reference pulse.

Bei der beschriebenen Laufruheregelung wurden die vier Segmente des Segmentrads gleichmässig über den Umfang des Rads verteilt. Mit Hilfe dieser Segmente wurde die Zeitdauer zwischen zwei Verbrennungszeitpunkten in einen kurzen und einen langen Zeitabschnitt aufgeteilt. Zur Verstärkung des Unterschieds zwischen diesen kurzen und langen Zeitdauern ist es nun möglich, die Segmente des Segmentrads asymmetrisch zu gestalten. Im Falle der beschriebenen Laufruheregelung bei einer Brennkraftmaschine mit vier Zylindern würde dies bedeuten, dass nur jeweils zwei sich gegenüberliegende Segmente dieselbe Länge haben. Auf die Bestimmung des Istsignals I hat diese Asymmetrie keinen Einfluss, da das Istsignal I die Zeitdauer zwischen zwei Verbrennungen darstellt, und diese Zeitdauer zwei Segmente umfasst.With the smooth running control described, the four segments of the segment wheel were distributed evenly over the circumference of the wheel. With the help of these segments, the time between two combustion times was divided into a short and a long period. To reinforce the difference between these short and long periods of time, it is now possible to design the segments of the segment wheel asymmetrically. In the case of the described smooth running control in an internal combustion engine with four cylinders, this would mean that only two opposing segments have the same length. This asymmetry has no influence on the determination of the actual signal I, since the actual signal I represents the time period between two combustions and this time period comprises two segments.

Unter normalen Betriebsbedingungen wird mittels des Segmentrads die Zeitdauer zwischen zwei Verbrennungszeitpunkten in einen kurzen und einen langen Zeitabschnitt aufgeteilt. Es können nun diesen Zeitdauern auch Störsignale mit kleinerer Frequenz als die Einspritzfrequenz überlagert sein. Dadurch ist ein gleichmässiger Wechsel kurzer und langer Zeitabschnitte nicht mehr gegeben. Die Synchronisationseinrichtungen stellen nun fest, ob ein Zeitabschnitt-länger ist als der vorherige und der nachfolgende, sie führen eine Maximalzeitprüfung durch. Ein Synchronisationszähler, der am Ende eines jeden Zeitabschnitts um 1 erhöht wird, wird immer dann geprüft, wenn die Maximalzeitprüfung z.B. einen langen Zeitabschnitt festgestellt hat. Wenn die Synchronisation richtig ist, fallen die Enden der langen Zeitabschnitte immer auf z. B. ungeradzahlige Synchronisationszählerstände. Fällt durch eine Fehlfunktion das Ende eines langen Zeitabschnitts auf einen geradzahligen Synchronisationszählerstand, so ist die Synchronisation falsch. Wenn eine falsche Synchronisation erkannt wird, wird geprüft, ob in den nächsten z.B. 20 Zeitabschnitten nochmals eine falsche Synchronisation auftritt. Nur wenn dies der Fall ist, wird die Synchronisation geändert.Under normal operating conditions, the segment wheel divides the time between two combustion times into a short and a long period. Interference signals with a lower frequency than the injection frequency can now be superimposed on these time periods. This means that short and long periods of time are no longer evenly changed. The synchronization devices now determine whether a time segment is longer than the previous and the following, they carry out a maximum time check. A synchronization counter, which is increased by 1 at the end of each time period, is always checked when the maximum time check e.g. has noticed a long period of time. If the synchronization is correct, the ends of the long periods of time always fall on z. B. odd-numbered synchronization counts. If the malfunction causes the end of a long period of time to fall on an even-numbered synchronization counter, the synchronization is incorrect. If an incorrect synchronization is detected, it is checked whether in the next e.g. An incorrect synchronization occurs again after 20 periods. The synchronization is only changed if this is the case.

Es ist auch möglich, Fehlfunktionen dadurch zu erkennen, dass immer die beiden letzten Zeitabschnitte voneinander subtrahiert werden. Abhängig vom Ergebnis dieser Subtraktion wird ein Wert in ein Schieberegister eingeschrieben. Durch den Vergleich der Werte des Schieberegisters mit vorgegebenen Werten können Fehlfunktionen erkannt und danach entsprechend behoben werden. Die Grösse des Schieberegisters und auch die vorgegebenen Werte, die die Fehlfunktionen charakterisieren, müssen experimentiell bestimmt werden.It is also possible to detect malfunctions by always subtracting the last two periods. Depending on the result of this subtraction, a value is written into a shift register. By comparing the values of the shift register with specified values, malfunctions can be identified and then corrected accordingly. The size of the shift register and the specified values that characterize the malfunction must be determined experimentally.

Bei der beschriebenen Laufruheregelung wurde das Stellsignal S der Kraftstoffzumesseinrichtung 22 zugeführt, die dann z.B. die der Brennkraftmaschine einzuspritzende Kraftstoffmenge beeinflusst. Es ist selbstverständlich auch möglich, dass das Stellsignal S mittelbar oder unmittelbar andere Steuergrössen der Brennkraftmaschine beeinflusst, so z.B. die Abgasrückführung, den Einspritzzeitpunkt, die Einspritzdauer, das Kraftstoff/Luft-Verhältnis, den Zündzeitpunkt usw.In the smooth running control described, the control signal S was fed to the fuel metering device 22, which then e.g. influences the amount of fuel to be injected into the internal combustion engine. It is of course also possible that the control signal S indirectly or directly influences other control variables of the internal combustion engine, e.g. the exhaust gas recirculation, the injection timing, the injection duration, the fuel / air ratio, the ignition timing, etc.

Die in den Figuren 1 bis 5 dargestellte und beschriebene Einrichtung kann z.B. mit Hilfe eines analogen Schaltungsaufbaus realisiert werden. Besonders vorteilhaft ist es, die beschriebene Laufruheregelung und gegebenenfalls auch noch weitere Steuer- und/oder Regeleinrichtungen für die Kraftstoffzumessung z.B. mittels eines entsprechend programmierten Mikroprozessors zu verwirklichen. Bei einer derartigen Rechnerlösung ist es dann jedoch möglich, dass die dargestellten Blockschaltbilder nicht mehr erkennbar sind, da sie durch Unterprogrammstrukturen, Zeitmultiplexverfahren, usw. ersetzt worden sind.The device shown and described in Figures 1 to 5 can e.g. can be realized with the help of an analog circuit structure. It is particularly advantageous to use the described smooth running control and, if necessary, also other control and / or regulating devices for fuel metering, e.g. using a suitably programmed microprocessor. With such a computer solution, however, it is then possible that the block diagrams shown can no longer be recognized, since they have been replaced by subroutine structures, time-division multiplexing, etc.

Die beschriebene Laufruheregelung ist bei Brennkraftmaschinen verschiedenster Funktionsprinzipien anwendbar, also bei selbstzündenden Brennkraftmaschinen, bei fremdgezündeten Brennkraftmaschinen, usw. Dabei ist es besonders vorteilhaft, dass abhängig vom Funktionsprinzip der Brennkraftmaschine die jedem Zylinder der Brennkraftmaschine zugeordnete Regelung mehrere Steuergrössen der Brennkraftmaschine mittelbar oder unmittelbar beeinflusst.The smooth running control described can be used in internal combustion engines of various functional principles, that is to say in self-igniting internal combustion engines, in spark-ignited internal combustion engines, etc. It is particularly advantageous that depending on the function principle of the internal combustion engine, the control assigned to each cylinder of the internal combustion engine directly or indirectly influences a number of control variables of the internal combustion engine.

Claims (11)

1. Electronic apparatus for controlling the fuel amount in an internal combustion engine, having a first apparatus for providing a basic fuel amount dependent on rotational speed and load, and having a second apparatus with a synchronization facility, for the cylinder-specific influencing of the fuel amount, which is dependent on the difference between a nominal smooth running value and an actual smooth running value, characterized in that the second apparatus has a control with a proportional and integral behaviour assigned to each cylinder, wherein the period between two combustion instants is defined as the actual smooth running value and the average of all temporarily stored actual values is defined as the nominal smooth running value, and wherein the regulated value of the control is a fuel amount signal which is specific to the cylinder in question and which is combined additively with the basic fuel amount signal at the next injection process.
2. Apparatus according to Claim 1, characterized in that, for the purpose of synchronization, instants are used which depend indirectly or directly on the instants of combustion in the individual cylinders.
3. Apparatus according to Claim 2, characterized in that the synchronizations are generated with the aid of reference signals, counters and comparators.
4. Apparatus according to Claim 3, characterized in that the reference signals are needle lift pulses, injection-begin pulses, combustion-begin pulses etc. which occur at every or every second revolution.
5. Apparatus according to Claim 4, characterized in that means for monitoring the synchronization are present which alter the subsequent synchronizations after an incorrect synchronization twice within a definable given period.
6. Apparatus according to at least one of Claims 1 to 5, characterized in that the fuel amount signals (S) averaged over a number of combustions corresponding to the number of cylinders are equal to zero.
7. Apparatus according to one of Claims 1 to 6, characterized in that means are provided which restrict the influencing of the basic fuel amount signals to a given definable rotational speed range and which prevent a sudden increase or decrease of the fuel amount signal in the bordering transitional ranges.
8. Electronic apparatus according to at least one of Claims 1 to 7, characterized in that the apparatus contains means for recording the momentary speed of the crankshaft which consist of a symmetrical segment wheel connected to the crankshaft and a time measuring facility for measuring the cycle time of a segment of the segment wheel through an ideal plane, lying vertical to the segment wheel, and in that the period between two combustion instants is divided by means of the segment wheel into two intervals, by which means that interval of the two which directly follows a combustion instant is shorter than the other interval and hence the instant of a combustion is detected.
9. Electronic apparatus according to Claim 8, characterized in that the instant of a combustion is detected even more reliably with the aid of an alternating arrangement of long and short segments on the segment wheel.
10. Electronic apparatus according to one of Claims 8 or 9, characterized in that a diagnosis of the functioning capability of the individual cylinders of the internal combustion engine is carried out with the aid of the different lengths of the two intervals between combustion instants.
11. Electronic apparatus according to one of Claims 8 or 9, characterized in that each interval is compared with the preceding and the succeeding interval, in that a synchronization counter is incremented upon each comparison, in that a check is performed depending on the result of the comparison of the synchronization counter and in that, depending on the checks of the synchronization counter performed within a definable given time, the synchronization is altered if necessary.
EP84110673A 1983-10-04 1984-09-07 Electronic apparatus for controlling the fuel amount in an internal combusion engine Expired EP0140065B1 (en)

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AT84110673T ATE39163T1 (en) 1983-10-04 1984-09-07 ELECTRONIC DEVICE FOR CONTROLLING THE FUEL METERING OF AN ENGINE.

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DE3336028 1983-10-04
DE3336028A DE3336028C3 (en) 1983-10-04 1983-10-04 Device for influencing control variables of an internal combustion engine

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WO2001059282A1 (en) 2000-02-11 2001-08-16 Robert Bosch Gmbh Method and device for determining cylinder-individual differences of a controlled variable in a multicylinder internal combustion engine
US6694960B2 (en) 2000-02-11 2004-02-24 Robert Bosch Gmbh Method and arrangement for determining cylinder-individual differences of a control variable in a multi-cylinder internal combustion engine
DE10009065A1 (en) * 2000-02-25 2001-09-13 Bosch Gmbh Robert Method and device for controlling a multi-cylinder internal combustion engine

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JPS6081450A (en) 1985-05-09
DE3336028C2 (en) 1992-06-04
US4688535A (en) 1987-08-25
ATE39163T1 (en) 1988-12-15
JPH0633723B2 (en) 1994-05-02
DE3475549D1 (en) 1989-01-12
DE3336028C3 (en) 1997-04-03
EP0140065A1 (en) 1985-05-08
DE3336028A1 (en) 1985-04-18

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