EP0190268B1 - Verfahren und einrichtung zur regelung der leerlaufdrehzahl einer brennkraftmaschine - Google Patents

Verfahren und einrichtung zur regelung der leerlaufdrehzahl einer brennkraftmaschine Download PDF

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Publication number
EP0190268B1
EP0190268B1 EP19850903979 EP85903979A EP0190268B1 EP 0190268 B1 EP0190268 B1 EP 0190268B1 EP 19850903979 EP19850903979 EP 19850903979 EP 85903979 A EP85903979 A EP 85903979A EP 0190268 B1 EP0190268 B1 EP 0190268B1
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EP
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Prior art keywords
internal combustion
combustion engine
pilot control
values
revolutions
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Expired
Application number
EP19850903979
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German (de)
English (en)
French (fr)
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EP0190268A1 (de
Inventor
Ernst Wild
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02D41/16—Introducing closed-loop corrections for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to a method and a device for regulating the idle speed of an internal combustion engine according to the category of claims 1 and 15, respectively, according to DE-C2-2 855 098.
  • the idling speed can be set lower than without, with the known advantages of the reduced amount of exhaust gas, etc.
  • Another possible solution is given in GB-A-2073451.
  • a fixed value for the actuator is specified or a setpoint speed is specified, to which the internal combustion engine is then regulated.
  • the method of self-adaptation in electromechanical components, also in the motor vehicle sector is known. So z. B. in EP-A-0162203 describes a method and apparatus for adapting an actuator characteristic curve. This is a controlled actuator, whereby the adaptation ensures that the specified Qscll actually becomes the desired Qact.
  • the method according to the invention for regulating the idle speed of an internal combustion engine with the features of the main claim has the advantage over the prior art described that long-term changes in the operating state of the internal combustion engine during the regulation are possible due to the correction of the pilot control of the idle speed control depending on the operating state of the internal combustion engine the idle speed of the internal combustion engine to be taken into account.
  • the method according to the invention brings about an optimal settling of the speed of the internal combustion engine into idling, e.g. B. from the operating states of the partial load or the overrun fuel cutoff.
  • the exemplary embodiments described are the control and / or regulation of the idle speed of an internal combustion engine.
  • This idle control can be used in general in connection with internal combustion engines, that is to say in connection with gasoline internal combustion engines, with diesel internal combustion engines, etc.
  • the exemplary embodiments described below are not limited to special circuit-related designs, but can be implemented in any embodiment that is obvious to the person skilled in the art, so z. B. in analog circuit technology, in digital technology, with the help of a suitably programmed microcomputer, etc.
  • the engine temperature T M is plotted on the horizontal axis of the diagram, the limit temperature T G being particularly marked on this axis.
  • This limit temperature T ⁇ is the engine operating temperature of the internal combustion engine during normal operation.
  • the characteristics shown in the diagram are on the one hand the line labeled KV is a map pilot control signal and on the other hand the
  • AV designated line around an adapted pilot signal.
  • the constant distance between the map pilot signal KV and the adapted pilot control signal AV is shown in the diagram of FIG. 1 by the constant value WK.
  • the deviation of the adapted pilot control signal AV from the map pilot control signal KV by a value other than the constant value WK is designated in the diagram in FIG. 1 by the expression WT. (T G-Tm).
  • WT denotes a temperature-dependent value
  • T c represents the limit temperature
  • T M represents the engine temperature.
  • the map control signal KV shown in the diagram in FIG. 1 is a signal which is stored in some type of memory and the size of which depends on the operating state of the internal combustion engine. Is z. B. the operating state of the machine changed by the fact that the air conditioning system is switched on, the map control signal will change at the same time by this change. With the aid of the map pilot control signal KV, the desired idling speed of the internal combustion engine is then reached more quickly.
  • the map pilot control signal KV is not used for idle speed control in the present invention, but the adapted pilot control signal AV. According to the diagram in FIG. 1, this adapted pilot control signal AV results from the map pilot control signal by means of the following two equations:
  • the map pilot signal KV is thus shifted above the limit temperature T ⁇ by the constant value WK towards the adapted pilot signal AV, while the map pilot signal KV below the limit temperature T G is not only shifted by the constant value WK, but at the same time also its slope as a function of the temperature-dependent value WT changed.
  • the constant value WK and the temperature-dependent value WT can be positive and negative quantities.
  • the change in the characteristic diagram pilot control signal KV towards the adapted pilot control signal AV shown in the diagram in FIG. 1 is only one possibility of such a change. It is also possible according to the invention to change the map pilot signal KV in any other way towards the adapted pilot signal AV. B. by a parallel shift from KV to AV over the entire range of engine temperature T M. With such an exemplary simplification of the diagram of FIG. 1, corresponding simplifications of the implementation of the diagram of FIG. 1 (FIG. 2) also result.
  • FIG. 2 shows an implementation of the indirect correction in FIG. 1.
  • Reference numeral 10 designates an idle controller which has an integral component.
  • Reference number 11 bears a low pass.
  • the switch S1 has the reference number 12, the switch S2 the reference number 15.
  • Reference numbers 13 and 16 each indicate an integrator.
  • the reference number 17 is assigned to the switch S3.
  • Link points are identified by reference numerals 14, 18, 21 and 22.
  • a multiplier bears reference number 19.
  • reference number 20 denotes a pilot control map.
  • the idle controller 10 forms a controller output signal RA depending on its input signal, a speed difference signal ND.
  • the signal RA is then fed to the low pass 11 on the one hand and to the junction 22 on the other hand.
  • the low-pass filter 11 forms an output signal that is sent to the two switches 12 and 15.
  • An integrator is connected downstream of each of the two switches, namely switch 12, integrator 13, and switch 15, integrator 16.
  • Switch 17 is connected on the one hand to the output of integrator 16 and on the other hand to an input of multiplier 19. Der the other input of the multiplier 19 is acted upon by the output signal of the junction 18, the input signals of which consist on the one hand of the limit temperature T and on the other hand of the engine temperature T m .
  • the multiplier forms an output signal which is designated by the expression WT. (T o -T M ) in FIG. 2.
  • This output signal of the multiplier 19 and the output signal of the integrator 13, which is denoted by WK, are fed to the junction 14.
  • the output signal of the link point 14 and the output signal of the pilot control map 20, which is designated KV, are connected to the link point 21.
  • the link 21 forms an output signal AV, which is fed to the link 22.
  • This link 22 then forms the output signal LS from its input signals, which has the meaning of an idle signal.
  • the switch S1 closes when the internal combustion engine is in the disengaged state and when the engine temperature T M is greater than the limit temperature T ⁇ .
  • the switch S2 closes precisely when the internal combustion engine is in the disengaged state and when the engine temperature T M is lower than the limit temperature T ⁇ . This means that the temperature-dependent value WT only changes when switch S2 is closed. However, the output signal of the multiplier 19 can only deliver an output signal by closing the switch S2. Only when switch S3 is closed does the multiplier generate an output signal that is not equal to zero. The switch S3 is closed exactly when the engine temperature T M is lower than the limit temperature T ⁇ regardless of the other state of the internal combustion engine. Overall, this means that when switch S3 is closed, a signal is present at the output of multiplier 19, which has the size WT. (T G-TM).
  • switch S2 If the switch S2 is open, this variable changes only as a function of the limit temperature T ⁇ and the engine temperature T M. If, on the other hand, switch S2 is closed, the output signal of multiplier 19 also changes depending on the temperature-dependent value WT.
  • the entire function of the Correction of the precontrol to ensure that an output signal other than zero applies the following integrators when the switches are appropriately closed and changes their output values accordingly.
  • This change in the integrator output values results in a change in the pilot signal, which in turn results in a change in the idle signal.
  • This entire process continues until the controller output signal is zero.
  • the correction of the pilot control completely corrects an error which has arisen on the basis of the predefined values of the pilot control and cannot be corrected by the idling controller with a limited control stroke.
  • the transient response when changing to idle is improved.
  • the diagram of FIG. 3 shows the direct correction of the pilot control of the idle speed of an internal combustion engine.
  • the engine temperature T M is recorded on the horizontal axis, at which certain temperature threshold values TS1, TS2, TS3 and TS4 are particularly marked.
  • Output signals are plotted on the vertical axis of the diagram in FIG. 3, the values W1, W2, W3 and W4 being particularly marked here.
  • the diagram of FIG. 3 shows the characteristic curve of the map pilot control signal KV as a function of the engine temperature T M.
  • This characteristic curve KV of FIG. 3 is comparable to the characteristic curve KV of FIG. 1.
  • the characteristic curve KV of FIG. 3 is formed from four support points which are connected to one another in a straight line. This makes it possible to significantly refine the characteristic curve KV of FIG. 3 in comparison to FIG. 1. Of course, it is also possible to introduce even more support points and thereby represent an almost non-linear characteristic curve KV.
  • the direct correction of the pre-control of the idle speed control described in FIGS. 3, 4 and 5 is a device with an appropriately programmed electronic computer. For this reason, the values W1 ... W4 of the support points TS1 ... TS4 are sufficient for the computers in FIG. 3.
  • the computer calculates all intermediate output values based on an interpolation adapted to the respective application.
  • the correction of the map pilot control signal KV of FIG. 3 it is not necessary, as in the indirect correction according to FIG. 1, to change the entire characteristic curve, but in this case it is sufficient to correct only the four support points. Due to the interpolation mentioned, the correction of the support points acts on the entire map pilot signal characteristic curve KV.
  • FIG. 4 shows an implementation of the direct correction of FIG. 3.
  • Reference numeral 24 denotes an idle controller with an I component.
  • a switch bears the reference number 25.
  • Reference number 26 is assigned to a correction device, while a pilot control map is designated by the reference symbol 27.
  • a link point bears the symbol 28.
  • the idle speed controller 24 is supplied with the speed difference signal ND as an input signal. Depending on its input signal, the idle controller 24 forms the output signal RA, which is connected to the switch 25 and to the junction 28.
  • the correction device 26 is also connected to the switch 25. Its output signals are led from the correction device 26 to the pilot control map 27.
  • the output signal of the pilot control map 27, which is denoted by KV is connected to the junction 28, which, depending on its input signals, forms the output signal LS, which has the meaning of an idle signal.
  • the correction device 26 generates signals with the switch 25 closed and with a non-zero controller output signal RA, with the aid of which the pre-control of the idle speed control is corrected.
  • the correction is carried out directly, that is to say by directly changing the values of the pilot control map 27. Since in the exemplary embodiment described, only the four values W1 ... W4 of the pilot control map 27 four reference points TS1 ... TS4 are stored, these values can be corrected in a particularly advantageous manner. Overall, the four values of the pilot control map 27 are changed with the aid of the correction device 26 until the controller output signal RA becomes zero when the switch 25 is closed.
  • this difference exceeds a certain, predefinable threshold, it means that the internal combustion engine is in the coupled state. However, if the difference is smaller than the predetermined threshold, this means that the internal combustion engine is in the disengaged operating state.
  • the particular advantage of this detection of the disengaged operating state is that the difference in the speed drop in the case of an engaged and disengaged internal combustion engine is so great in all examples of the manufactured internal combustion engines that the predefinable threshold value does not have to be set on the engine test bench for each individual internal combustion engine, but rather is set once can be.
  • An initial adaptation as is necessary for the detection described in connection with the block diagram of FIG. 2, is therefore not necessary for this detection with the aid of the speed drop.
  • the idle actuator signal LS is always generated by linking the controller output signal RA with the map pilot signal KV, the values of the pilot control, i.e. the values of the map pilot signal, in the disengaged operating state of the engine KV can be corrected depending on the controller output signal RA.
  • a simplification of the functioning of the block diagram of FIG. 4 is that when the device is used in connection with motor vehicles, the switch 25 is not closed when the internal combustion engine is in the disengaged operating state, but rather when the The speed of the motor vehicle is less than a specific, predeterminable limit speed.
  • This has the advantage that all possible problems associated with initial adjustments to the device no longer occur. It is particularly advantageous if the switch 25 of the block diagram of FIG. 4 can also be closed by external interventions, for. B. for diagnostic purposes. This makes it possible to correct errors that occur with less effort.
  • FIG. 5 shows an implementation of the correction device of FIG. 4.
  • Reference numeral 30 denotes an idle controller with an I component.
  • the reference numbers 31 to 35 are each assigned to a switch.
  • Reference symbols 36 to 41 denote a multiplier.
  • One linking point each bears one of the reference numerals 42 to 45.
  • an integrator is identified by reference numerals 46 to 49.
  • the idle controller 30 is acted upon by the speed difference signal ND at its input. Depending on the ND, the idle controller 30 generates an output signal, namely the control output signal RA. This signal is supplied to each of the switches 31 to 35.
  • the respectively free connection point of the switches 31 and 35 is connected to the junction 42 and 45, respectively.
  • each of the multipliers 36 to 41 is also subjected to a temperature-dependent signal. These signals, designated by the letters T11, T22, T21, T32, T31 and T42, are discussed in more detail in the description below.
  • Each of the multipliers 36 to 41 generates an output signal, the output signal of the multiplier 36 being connected to the junction 42, the output signal of the multiplier 41 to the junction 45, the output signals of the multipliers 37 and 38 to the junction 43 and the output signals of the multipliers 39 and 40 to the junction 44.
  • each junction is connected with its output signal to one of the integrators, namely the junction 42 to the integrator 46, the junction 43 to the integrator 47, the junction 44 to the integrator 48 and the junction 45 the integrator 49.
  • the integrators 46 to 49 then generate corresponding output signals which are designated by the letters DW4, DW3, DW2 and DW1.
  • the characteristic curve of the map pilot control signal KV is divided into a total of five areas due to the four support points TS1 ... TS4. This division is carried out in the implementation of the correction device according to FIG. 5 by means of the five switches 31 to 35. Of the five switches 31 to 35 present, only one always closes, specifically that which is assigned to the temperature range in which the engine temperature T M is currently located. If the engine temperature T M is in a temperature range which lies within the two outermost support points, the control output signal RA reaches two multipliers via the respectively closed switch. Each of these two multipliers is also acted upon by a second input signal and, depending on its two input signals, forms an output signal with which it influences an integrator.
  • the output signal of the integrator is then connected directly to the pilot control map, e.g. B. to the pilot control map 20 in FIG. 1 or to the pilot control map 27 in FIG. 3.
  • the values of the map pilot control signals are then changed with the output values of the integrators.
  • the engine temperature T M is now greater than the threshold temperature TS2, but less than the threshold temperature TS3.
  • the control output signal RA then reaches the two multipliers 38 and 39 via the switch 33.
  • the value T32 is supplied to the multiplier 38 as a further input signal, whereas the multiplier 39 is supplied with the value T21.
  • the two multipliers 38 and 39 each generate an output signal which is connected to the junction 43 and 44, respectively.
  • the second input signal of the two links 43 and 44 is zero in each case, since the two switches 32 and 34 are open.
  • the two output signals of the two multipliers 38 and 39 are passed on directly to the two integrators 47 and 48.
  • the output signal of the two integrators 47 and 48 ultimately forms the correction value DW3 and DW2.
  • the two correction values DW3 and DW2 are now directly connected to the pilot control map 27 of FIG. 3 and influence z. B. additively the values W3 and W2.
  • the characteristic of the map pilot control signal KV of FIG. 3 is thus shifted with the aid of the two correction values.
  • the controller output value is fed directly to the integrator via the respectively closed switch without being multiplied by any other values.
  • the pilot control map 27 of FIG. 4 is directly influenced by the integrator.
  • the controller output signal RA reaches one of the multipliers 36 to 41.
  • each of these multipliers has a further input signal applied to it.
  • the two output values of the interpolation points are weighted according to the distance of the motor temperature from the interpolation points. If, on the other hand, the motor temperature is located directly on a support point, the output value of only this support point is weighted by a factor of one.
  • the described correction of the pre-control of the idle speed control of an internal combustion engine has so far only included the dependence of the correction of the pre-control on a variable. It is also possible to make the correction of the feedforward control dependent on two variables. This then does not result in two-dimensional characteristics, such as. B. shown in Fig. 3, but three-dimensional maps. Especially with the help of the direct correction of the feedforward control, as shown in the two block diagrams of FIG. 4 and FIG. 5, it is possible in a particularly advantageous manner to easily convert these three-dimensional characteristic maps with the aid of reference points and corresponding interpolations to correct. The calculation of the correction values for the individual reference points requires only little additional effort in comparison to the two-dimensional characteristic curve. The equations for these correction values result in an analogous form to the specified general equations of the correction values, as is explained in connection with the block diagram of FIG. 5.
  • the reference number 51 denotes an idle controller with an I component
  • the reference number 52 has a limiting element
  • the reference number 53 a counter
  • the reference number 54 a dead time element.
  • a changeover switch is identified by reference number 55, while a switch has reference number 56.
  • the idle controller 51 is supplied with the speed difference signal ND at its input and, depending on it, generates the controller output signal RA.
  • the limiting element 52, the counter 53, the dead time element 54 and one of the two connection points of the changeover switch 55 form a series circuit, to which the controller output signal RA is fed at the input of the limiting element 52.
  • connection point of the switch 55 is also acted upon by the controller output signal RA.
  • common connection point of the changeover switch 55 is connected to the switch 56, the free end of which then either indirectly or directly influences the precontrol of the idle speed control of the internal combustion engine.
  • the limiting element 52 has the task of limiting the controller output signal RA to certain, predeterminable small values. These limited controller output signals are then summed up by counter 53. So that not every small change in the count value of the counter 53 immediately causes a direct or indirect correction of the precontrol, the dead time element 54 has the task of only generating an output signal if the count value of the counter 53 exceeds a certain, predeterminable value.
  • the changeover switch 55 is switched in such a way that it connects the dead time element 54 to the switch 56.
  • the switch 55 can only be used for diagnostic purposes. B. be brought into its other position by means of an external intervention and thus the limiting element 52, the counter 53 and the dead time element 54 are short-circuited.
  • the switch 56 is only closed when the internal combustion engine is not idling. The result of this is that no correction of the precontrol takes place during the operating state of the idling, but only outside the idling mode. It should be pointed out again that the output signal of the switch 56 can on the one hand indirectly correct the precontrol of the idle speed control analogously to FIGS. 1 and 2, and on the other hand it can also carry out this correction directly, as shown in FIGS. 3 to 5.

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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)
EP19850903979 1984-08-09 1985-07-27 Verfahren und einrichtung zur regelung der leerlaufdrehzahl einer brennkraftmaschine Expired EP0190268B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3429351A DE3429351C2 (de) 1984-08-09 1984-08-09 Verfahren und Einrichtung zur Steuerung und/oder Regelung der Leerlaufdrehzahl einer Brennkraftmaschine
DE3429351 1984-08-09

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EP0190268A1 EP0190268A1 (de) 1986-08-13
EP0190268B1 true EP0190268B1 (de) 1988-10-05

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US (1) US4815433A (pt)
EP (1) EP0190268B1 (pt)
JP (1) JP2509178B2 (pt)
AU (1) AU577888B2 (pt)
BR (1) BR8506872A (pt)
DE (2) DE3429351C2 (pt)
WO (1) WO1986001257A1 (pt)

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US4130095A (en) * 1977-07-12 1978-12-19 General Motors Corporation Fuel control system with calibration learning capability for motor vehicle internal combustion engine
US4348727A (en) * 1979-01-13 1982-09-07 Nippondenso Co., Ltd. Air-fuel ratio control apparatus
EP0162203A2 (de) * 1984-04-21 1985-11-27 Robert Bosch Gmbh Verfahren und Vorrichtung zur Adaption eines Stellglied-Kennlinienverlaufs

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EP0190268A1 (de) 1986-08-13
BR8506872A (pt) 1986-12-09
JP2509178B2 (ja) 1996-06-19
WO1986001257A1 (fr) 1986-02-27
JPS61502973A (ja) 1986-12-18
DE3429351C2 (de) 1994-06-23
AU4723085A (en) 1986-03-07
US4815433A (en) 1989-03-28
DE3429351A1 (de) 1986-02-13
DE3565422D1 (en) 1988-11-10
AU577888B2 (en) 1988-10-06

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