EP0146779A2 - Dispositif de réglage de la vitesse de ralenti d'un moteur à combustion - Google Patents

Dispositif de réglage de la vitesse de ralenti d'un moteur à combustion Download PDF

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Publication number
EP0146779A2
EP0146779A2 EP84113966A EP84113966A EP0146779A2 EP 0146779 A2 EP0146779 A2 EP 0146779A2 EP 84113966 A EP84113966 A EP 84113966A EP 84113966 A EP84113966 A EP 84113966A EP 0146779 A2 EP0146779 A2 EP 0146779A2
Authority
EP
European Patent Office
Prior art keywords
speed
control
microcomputer
signals
control signals
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP84113966A
Other languages
German (de)
English (en)
Other versions
EP0146779A3 (fr
Inventor
Karlheinz Arnold
Georg Haubner
Kurt Dr.-Ing. Neuffer
Hartmut Zöbl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0146779A2 publication Critical patent/EP0146779A2/fr
Publication of EP0146779A3 publication Critical patent/EP0146779A3/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/263—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the program execution being modifiable by physical parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass

Definitions

  • the invention is based on an idle speed control device for an internal combustion engine according to the preamble of the main claim.
  • Such idle speed control devices are already known from DE-OS 28 03 750 and DE-OS 31 24 496, in which the speed changing device acting on the internal combustion engine is a fuel metering device.
  • the setpoint for the idling speed and the control components (PID) for the controller are either contained in a memory of the computer or they are specified by external circuitry. If a microcomputer is used to implement such an idle speed control device, which either has no interrupt and / or no fast processing time, problems arise in the organization of the computing and output cycles.
  • the idle speed control device with the characterizing features of the main claim has the advantage that the microcomputer performs the speed measurement, the output of control signals on the actuator of the fuel metering device and the execution of the operating program for calculating these signals in parallel.
  • the microcomputer issues the switch-on and switch-off commands for the signal output at pre-calculated intervals and simultaneously determines the speed of the internal combustion engine in a first section of the entire program run, in order to then recalculate the control signals dependent on it in a further section. Since the entire system is time-controlled via a quartz crystal of the microcomputer, no interrupt is required and a very fast computing time is achieved.
  • a specific register of the microcomputer alternately serves as a counter for summing up the actual speed pulses in the first program section and that the same register is used in the second program section as a timer for processing the predetermined time for the calculation of the subsequent control signals.
  • FIG. 1 shows a block diagram of the exemplary embodiment
  • FIG. 2 shows a flow diagram to explain the mode of operation of the control device
  • FIG. 3 shows a signal diagram to explain the organization of the various computing processes and signal outputs.
  • a microcomputer is designated 10, which is used to control the idle speed of a diesel engine, not shown.
  • the microcomputer 10 contains, in a known manner, a central processing unit 11, a read-only memory (ROM) 12, a main memory (RAM) 13 and an input / output unit 14.
  • the input / output unit 14 is a temperature-dependent signal T and a speed-dependent signal n fed.
  • 11 pin connections are provided, to which the numerical values Z1 to Z3 can be applied by pin programming.
  • Z1 is a 6-bit data word on pins 1 to 6 for external specification of the idle speed setpoint
  • Z2 a 3-bit data word on pins 7 to 9 for external specification of the control behavior (PID)
  • Z3 a 2-bit -Data word on pins 10 and 11 for external specification of different desired output signal sequences for different types of actuators.
  • the pin is programmed in such a way that the data words are generated by applying a 0 or 1 signal to the individual pins. This can be done either via switches or via fixed connections (fixed programming).
  • the assemblies 13 of the microcomputer 10 are interconnected via a bus system 15.
  • a control output 16 of the microcomputer 10 controls an actuator 17, which is implemented as an actuating magnet in the exemplary embodiment.
  • the actuator 17 acts on a fuel metering device 18, which is implemented in the exemplary embodiment by an injection pump.
  • the actuator 17 in a bypass 19 of a fuel line 20 changes the amount of fuel for idling the internal combustion engine by means of a throttle valve 21.
  • the bypass 19 is parallel to a fuel shut-off valve 22 in the fuel line 20.
  • the actuator 17 can also be designed as an actuator or as a solenoid valve. It is also possible to arrange the actuator 17 in a bypass in the air intake duct parallel to the throttle valve in carburetor engines.
  • actuator 17 and the fuel metering device 18 are given by the stated prior art, e.g. known from direct action on a throttle valve or on the fuel pump.
  • a solenoid valve in a bypass 19 and its control for idle speed control is described in DE-OS 27 49 369.
  • Further examples for realizing the actuator 17 and the fuel metering device 18 are possible by specifying control times on fuel injection valves or on an ignition timing control device for changing the ignition timing according to DE-OS 28 45 284 and DE-OS 28 45 285.
  • the pin programming can also be omitted and replaced by data stored internally in the microcomputer.
  • the basic mode of operation of the signal processing and the signal output will be explained in more detail below with reference to the flowchart of the microcomputer 10 shown in FIG.
  • a speed signal n is first queried in program step 24.
  • a sequence of speed pulses is used as the speed signal, which are generated in an inductive transmitter (not shown) by a rotating gear ring driven by the internal combustion engine.
  • the next program step 25 it is checked whether the measured speed is greater than a predetermined lower limit speed n1. If this is not the case, a control signal sequence with constant pulse duty factor and constant frequency is output to the actuator 17 in accordance with program step 26.
  • the actuator 17 assumes the position determined by the mean value of the duty cycle of the control pulse train.
  • the program now jumps back to program step 24 for measuring the speed and the control signal sequence thus remains constant during the entire starting process and the actuator 17 remains in a predetermined position thereby.
  • the speed n becomes greater than the limit speed n1, the computer starts regulating the idling speed.
  • the speed value is determined from the speed pulses and then in program step 28 the pulse width of the control signals emitted is now newly determined from the previously determined speed value.
  • the determined value is buffered in program step 29.
  • the expiration of the time T3 specified by the timer 30 is awaited and in the subsequent program step 31 the time T5 is processed until the next program step.
  • the control signals corresponding to the value stored in step 29 are emitted at a fixed frequency to control output 16 by corresponding switch-on and switch-off commands in program section 32.
  • the temporally parallel output of the control signals on the one hand and the determination of the engine speed and the calculation of the subsequent control signals on the other hand will be explained in more detail with reference to FIG. 3 with the aid of the signal diagram shown.
  • the speed pulses In are shown as signal sequence a, which are received at the control input n of the microcomputer 10.
  • the signal sequence a is shown for an idling speed of 600 min. Since the crankshaft in a four-cylinder internal combustion engine is accelerated after approximately 180 ° by the ignition in one cylinder, but is then decelerated again by the compression stroke of another cylinder, the crankshaft has a non-uniform rotational movement.
  • the non-uniform rotational speed v of the crankshaft is shown on the second time axis b.
  • Control pulses Is are then added up in a first time period T1 over a fixed measuring time of 50 ms, the speed pulses In occurring at input n.
  • the speed pulses In are read into a register of the working memory 13 at the beginning of the first time period T1.
  • the sum of the read-in speed pulses In at the end of the first time period T1 immediately forms a value for the current speed of the internal combustion engine.
  • this first time period T1 ensures that at an idling speed of 600 min, the non-uniform rotational speed v and thus the non-illustrated uneven input of the speed pulses In is compensated.
  • the pulse width for the control signals Is is then recalculated as a function of the previously determined speed value during the output of further control pulses Is within a predetermined time T3. Since a different calculation time T4 is required by the microcomputer 10 for the calculation depending on the determined speed value, the fixed predetermined time T3 is processed in parallel by the same register of the working memory 13 that was used in the first time period T1 to determine the speed.
  • the register is used as a timer in which the predetermined time T3 is processed.
  • the newly calculated pulse width of the control pulses Is of now, for example, 80 time increments is now stored in the working memory 13 and after the second time segment T2 has elapsed, the following ones Control pulses Is' with the previously determined pulse width for a new program run (T1 + T2) are output via control output 16.
  • the frequency for the control pulses is chosen so that the first time period T1 is defined by three control pulse periods To of 256 time increments, which are run through by the microcomputer 10 with crystal accuracy, while within the second time period T2 at least one control pulse period To, but preferably run through two periods will.
  • the new control signals Is' must be determined following the control signal edge which, depending on the duty cycle of the control signals Is, has the greater distance from it subsequent control signal edge. In the example according to FIG. 3, this is the pulse pause between the fourth and fifth control pulses Is.
  • the fixed time T3 specified by the timer is processed at this interval and then the remaining time T5 or the time still required until the subsequent control signal edge.
  • the pulse width of the control pulses Is is increased and the pause time is reduced with increasing idling speed, so that the mean current value of the control pulses Is thereby increased and, depending on this, the amount of fuel for idling the internal combustion engine is reduced via the actuator 17.
  • the computer recognizes this in the period T2 calculated value and stored in the working memory 13.
  • the operating program T4 and the timer T3 are activated at the beginning of the fourth control pulse Is.
  • this control device completely eliminates the fluctuations in the rotational speed v of the crankshaft even in a 6-cylinder engine, since the crankshaft has an angle of rotation of 180 at an idling speed of 600 min during the time period T1 for measuring the speed ° passes through.
  • a 4-cylinder machine a minimum and a maximum rotation speed are always recorded, and with a 6-cylinder machine, at least two maximum or two minimum rotation speeds are recorded, so that the desired average is obtained in both cases.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP84113966A 1983-12-22 1984-11-19 Dispositif de réglage de la vitesse de ralenti d'un moteur à combustion Withdrawn EP0146779A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833346368 DE3346368A1 (de) 1983-12-22 1983-12-22 Leerlaufdrehzahlregeleinrichtung fuer brennkraftmaschinen
DE3346368 1983-12-22

Publications (2)

Publication Number Publication Date
EP0146779A2 true EP0146779A2 (fr) 1985-07-03
EP0146779A3 EP0146779A3 (fr) 1987-02-04

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EP84113966A Withdrawn EP0146779A3 (fr) 1983-12-22 1984-11-19 Dispositif de réglage de la vitesse de ralenti d'un moteur à combustion

Country Status (2)

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EP (1) EP0146779A3 (fr)
DE (1) DE3346368A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0360528A2 (fr) * 1988-09-21 1990-03-28 Matsushita Electric Industrial Co., Ltd. Dispositif de commande de moteur

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2027944A (en) * 1978-08-07 1980-02-27 Hitachi Ltd Electronic engine control apparatus
DE3124496A1 (de) * 1981-06-23 1983-01-05 Robert Bosch Gmbh, 7000 Stuttgart Leerlaufdrehzahlregeleinrichtung fuer brennkraftmaschinen
US4392468A (en) * 1981-01-23 1983-07-12 Toyota Jidosha Kogyo Kabushiki Kaisha Method and apparatus for controlling the idling speed of an engine
DE3223168A1 (de) * 1982-06-22 1983-12-22 Robert Bosch Gmbh, 7000 Stuttgart Leerlaufdrehzahlregeleinrichtung fuer brennkraftmaschinen

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2027944A (en) * 1978-08-07 1980-02-27 Hitachi Ltd Electronic engine control apparatus
US4392468A (en) * 1981-01-23 1983-07-12 Toyota Jidosha Kogyo Kabushiki Kaisha Method and apparatus for controlling the idling speed of an engine
DE3124496A1 (de) * 1981-06-23 1983-01-05 Robert Bosch Gmbh, 7000 Stuttgart Leerlaufdrehzahlregeleinrichtung fuer brennkraftmaschinen
DE3223168A1 (de) * 1982-06-22 1983-12-22 Robert Bosch Gmbh, 7000 Stuttgart Leerlaufdrehzahlregeleinrichtung fuer brennkraftmaschinen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
ELECTRONIC TECHNOLOGIES AND SYSTEMS FOR COMMERCIAL VEHICLES OF THE 80S, SP-505, November 1981, Seiten 1-7, SAE, Warrendale, PA, US; L. SMITH: "Microcomputer technology for truck and vehicle applications" *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0360528A2 (fr) * 1988-09-21 1990-03-28 Matsushita Electric Industrial Co., Ltd. Dispositif de commande de moteur
EP0360528A3 (en) * 1988-09-21 1990-12-27 Matsushita Electric Industrial Co., Ltd. Engine controller
US5095437A (en) * 1988-09-21 1992-03-10 Matsushita Electric Industrial Co., Ltd. Engine controller with interrupt processing

Also Published As

Publication number Publication date
DE3346368A1 (de) 1985-08-22
EP0146779A3 (fr) 1987-02-04

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Inventor name: NEUFFER, KURT, DR.-ING.