EP0195266B1 - Procédé de correction d'un signal d'alimentation en carburant d'un moteur à combustion - Google Patents

Procédé de correction d'un signal d'alimentation en carburant d'un moteur à combustion Download PDF

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Publication number
EP0195266B1
EP0195266B1 EP86102174A EP86102174A EP0195266B1 EP 0195266 B1 EP0195266 B1 EP 0195266B1 EP 86102174 A EP86102174 A EP 86102174A EP 86102174 A EP86102174 A EP 86102174A EP 0195266 B1 EP0195266 B1 EP 0195266B1
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EP
European Patent Office
Prior art keywords
combustion engine
operating time
internal combustion
signal
store portion
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP86102174A
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German (de)
English (en)
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EP0195266A2 (fr
EP0195266A3 (en
Inventor
Ulrich Flaig
Albrecht Sieber
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0195266A2 publication Critical patent/EP0195266A2/fr
Publication of EP0195266A3 publication Critical patent/EP0195266A3/de
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Publication of EP0195266B1 publication Critical patent/EP0195266B1/fr
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • 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
    • 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
    • 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 for influencing a fuel metering signal in an internal combustion engine at least as a function of a drift signal.
  • Such a method for influencing the metering is known from US Pat. No. 3,984,976. There, a method for influencing the metering of fuel into an internal combustion engine is described, at least as a function of an operating time-dependent drift signal.
  • An operating time-dependent resistor serves as a non-volatile memory and its resistance value as a drift signal. The resistance value is changed at certain intervals.
  • the object of the invention is to provide a method by means of which the metering of fuel into the internal combustion engine can be influenced in a simple and reliable manner as a function of the operating time of the internal combustion engine.
  • the operating time of the internal combustion engine is recorded with the aid of a volatile and a non-volatile memory, the volatile memory containing a period of time which runs from an initial value to a predeterminable maximum value and which is reset to the initial value when the maximum value is reached, and the non-volatile memory stores the number of times the maximum value has been reached, and the operating time is composed of the number and the duration.
  • Another advantage of the invention is that when the internal combustion engine is replaced, the operating time can be corrected in a simple manner by using a new non-volatile memory or by a new memory location in the old non-volatile memory for storing the number of times the maximum value of the volatile has been reached Memory is set.
  • Embodiments of the invention are shown in the drawing and explained in more detail in the following description.
  • the single figure of the drawing shows a schematic block diagram of a drift compensation.
  • reference number 10 denotes a measuring device which emits a signal 11.
  • This signal 11 is a pulse that characterizes the operating time of the internal combustion engine.
  • the signal 11 can be a signal that characterizes each working stroke of the internal combustion engine, or that characterizes each engine revolution, etc.
  • the signal 11 is fed to a first operating time count 11.
  • This operating time count 11 is a counting device which, depending on the pulses of the signal 11, that is to say depending on the quantity characterizing the operating time of the internal combustion engine, counts up a counter, from an initial value, for example 0, to an end value, 255, for example. When the counter reaches its end value, it then starts counting again from its start value.
  • This counting can be implemented particularly advantageously with the aid of an 8-bit binary counter which automatically counts up from binary value 255 to binary wait 0.
  • the first operating time count 11 At the same time each time the end value is reached, the first operating time count 11 generates a signal 12 which is fed to a second operating time count 12. Since the count value 255, i.e. the end value of the count, corresponds to the value A, and since this value A represents a specific, predeterminable operating time, after this operating time has expired, the first operating time count 11 is reset from its end value to its initial value and at the same time that Output signal 12 generated. The instantaneous value of the first operating time count 11 is available at any time in the form of the signal LZ1 at a further output of the first operating time count 11.
  • the second operating time count 12 is driven by the signal 12 of the first operating time count 11 in the form of individual pulses. Each pulse of the signal 12 causes the second operating time count 12 to change a cell of this operating time count from its initial state to its opposite state.
  • the second operating time count 12 can have any number of cells which are then successively changed from their initial state to their opposite state depending on the successive pulses of the signal 12. It is particularly advantageous to implement the second operating time count 12 with the aid of a binary memory, in which successive cells of the memory then z. B. from their binary 0 value to their binary 1 value.
  • the maximum achievable value of the second operating time count 12 depends on the number of cells available and then corresponds to a maximum measurable operating time B.
  • the output signal of the second operating time count 12 is the signal LZ2, which is available at any moment, and that Number of cells in the memory changed to their opposite state.
  • the signal LZ2 indicates the number of times the maximum time period A has been reached by the first operating time count 11, while the signal LZ1 indicates the current value of the first operating time count 11.
  • These two signals LZ1 and LZ2 are combined with the aid of link 13 to form signal LZ.
  • the signal LZ has the meaning of the actual operating time of the internal combustion engine.
  • the particular advantage of the previously described method for deriving the actual operating time of the internal combustion engine is that the storage of the operating time of the internal combustion engine is divided into two different units or parts, namely in the first and second operating time counts 11 and 12. This makes it possible to realize the first operating time count 11 with the aid of a volatile memory, while the second operating time count 12 is carried out with a non-volatile memory.
  • a supply voltage is necessary for operation.
  • the non-volatile memory has the property of retaining its information even when the supply voltage is not present, while the volatile memory loses all stored data in such a state without a supply voltage.
  • the storage of this operating time in the non-volatile memory would have to be greatly simplified, which would result in a great inaccuracy of the storable operating time and therefore would also result in their uselessness.
  • a volatile and a non-volatile memory as has been described so far, is used for storing the operating time of the internal combustion engine, only the part of the operating time that is defined by the volatile memory is lost if the supply voltage fails. The information in the non-volatile memory, however, is retained. According to the previous statements, the first runtime count 11 carries out a so-called "short-term count", while the second runtime count 12 carries out a "long-term count”.
  • the first operating time count 11 starts counting again and again from an initial value, while the second operating time count 12 has a progressive count that is not reset. If the first runtime count is implemented using a volatile memory and the second runtime count is implemented using a non-volatile memory, only the short-term count is lost in the event of a supply voltage failure, while the long-term count is retained. After such a failure, the operating time available through the long-term counting of the second operating-time count 12 has an error which can have a maximum value of A and which is on average at the value A / 2.
  • a so-called RAM as the volatile memory
  • a so-called PROM or EPROM or an EEPROM as the non-volatile memory.
  • an EEPROM is used as the non-volatile memory, it is particularly easy and advantageous to correct the operating time after an exchange of the internal combustion engine or parts of the internal combustion engine by electrically resetting the corresponding cells of the EEPROM to their initial value.
  • an EPROM is used as the non-volatile memory, either the EPROM must also be replaced when the internal combustion engine is replaced, or the old EPROM must be replaced in a corresponding manner, e.g. B. be reset to its initial values by means of UV light.
  • the PROM must also be replaced when the internal combustion engine is replaced.
  • the signal LZ is fed to an aging map 14, which generates an output signal DUS, a so-called drift signal as a function of the signal LZ. Since the age-dependent falsifications of the fuel supplied to the internal combustion engine are also dependent on the operating state of the internal combustion engine, the signal DUS is corrected with the aid of the correction map 15 and the multiplication 16.
  • the correction map 15 is in turn dependent on the speed of the internal combustion engine N and the fuel mass ME to be supplied to the internal combustion engine.
  • the output signal KUS of the correction map 15 then has a value which fluctuates by the value 1 and thus represents a weighting for the drift signal DUS.
  • the output signal of the multiplication 16 is supplied with a negative sign to the addition 18. This is also acted upon by a signal USU, which represents the uncorrected setpoint for the supply of fuel to the internal combustion engine.
  • the signal USU is generated by a pump map 17 which derives this output signal at least as a function of the speed of the internal combustion engine N and the fuel mass ME to be supplied to the internal combustion engine.
  • the output signal of addition 18 is identified by the designation USK and has the meaning of a corrected setpoint for the metering of fuel to the internal combustion engine, the correction being related to the aging of the internal combustion engine. With this last-mentioned signal USK, the internal combustion engine is then controlled.
  • the influencing can be carried out in a multiplicative and / or additive manner, and with the aid of corresponding aging maps.

Landscapes

  • 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)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (5)

1. Procédé de correction d'un signal de dosage de carburant (USU) dans un moteur à combustion interne, au moins en fonction d'un signal de dérive (DUS) qui est produit à l'aide d'une caractéristique de vieillissement (14), en partant du temps de fonctionnement (LZ), le temps de fonctionnement (LZ) du moteur à combustion interne étant fixé à l'aide d'une partie de mémoire volatile (11) et d'une partie de mémoire rémanente (12), la partie de mémoire volatile (11) contenant une valeur de durée (LZ1) s'écoulant depuis une valeur initiale (0) jusqu'à une valeur maximale (A) susceptible d'être prédéterminée et qui est replacée à la valeur initiale (0) lorsque la valeur maximale (A) est atteinte, et la partie de mémoire rémanente (12) mettant en mémoire le nombre (LZ2) de fois où la valeur maximale (A) a été atteinte, le temps de fonctionnement (LZ) se composant du nombre (LZ2) et de la valeur de la durée (LZ1), le signal de dérive (DUS) étant corrigé de manière multiplicative (16) et/ou additive (18), et la correction multiplicative et/ou additive étant de son côté dépendante au moins de la vitesse de rotation (N) du moteur à combustion interne et/ou de la quantité de carburant (ME) à fournir au moteur à combustion interne, le signal de dérive corrigé corrigeant le signal de dosage de carburant (USU).
2. Procédé selon la revendication 1, caractérisé en ce que le temps de fonctionnement (LZ) satisfait à l'égalité suivante:
Figure imgb0008
3. Procédé selon au moins l'une des revendications 1 à 2, caractérisé en ce que la partie de mémoire rémanente est placée à sa valeur initiale par le fait qu'une partie de mémoire ou la mémoire complète est remplacée.
4. Procédé selon au moins l'une des revendications 1 à 2, caractérisé en ce que la partie de mémoire rémanente est placée à sa valeur initiale par le fait que la partie de mémoire est effacée de manière électronique ou autre.
5. Procédé selon au moins l'une des revendications 1 à 2, caractérisé en ce que la partie de mémoire rémanente est placée à sa valeur initiale par le fait qu'une nouvelle zone de mémoire est utilisée.
EP86102174A 1985-03-21 1986-02-19 Procédé de correction d'un signal d'alimentation en carburant d'un moteur à combustion Expired EP0195266B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853510216 DE3510216A1 (de) 1985-03-21 1985-03-21 Verfahren zur beeinflussung der zumessung von kraftstoff in eine brennkraftmaschine
DE3510216 1985-03-21

Publications (3)

Publication Number Publication Date
EP0195266A2 EP0195266A2 (fr) 1986-09-24
EP0195266A3 EP0195266A3 (en) 1987-04-08
EP0195266B1 true EP0195266B1 (fr) 1989-10-04

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EP86102174A Expired EP0195266B1 (fr) 1985-03-21 1986-02-19 Procédé de correction d'un signal d'alimentation en carburant d'un moteur à combustion

Country Status (4)

Country Link
US (1) US4696276A (fr)
EP (1) EP0195266B1 (fr)
JP (1) JPH0625546B2 (fr)
DE (2) DE3510216A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0710972Y2 (ja) * 1988-09-30 1995-03-15 株式会社カンセイ エアバックシステム
DE3841686C1 (fr) * 1988-12-10 1990-01-04 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
JPH03151542A (ja) * 1989-11-09 1991-06-27 Zexel Corp ディーゼル発電機用運転制御装置
DE4332103A1 (de) * 1993-09-22 1995-03-23 Bayerische Motoren Werke Ag Verfahren zur Kraftstoffzumessung einer Diesel-Brennkraftmaschine
DE10100412B4 (de) * 2001-01-08 2011-07-28 Robert Bosch GmbH, 70469 Verfahren zur Steuerung einer Brennkraftmaschine
US10774771B2 (en) * 2016-03-04 2020-09-15 Ge Global Sourcing Llc Engine control system for reducing particulate matter

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5534283Y2 (fr) * 1974-06-17 1980-08-14
GB1511468A (en) * 1975-04-22 1978-05-17 Nissan Motor Mixture control system for internal combustion engine
IT1081383B (it) * 1977-04-27 1985-05-21 Magneti Marelli Spa Apparecchiatura elettronica per il controllo dell'alimentazione di una miscela aria/benzina di un motore a combustione interna
JPS5420203A (en) * 1977-07-15 1979-02-15 Hitachi Ltd Combustion control equipment of engine
JPS5459510A (en) * 1977-10-19 1979-05-14 Hitachi Ltd Electronic type engine controller
DE2961307D1 (en) * 1978-08-09 1982-01-14 Bosch Gmbh Robert Ignition and fuel injection control system for internal combustion engines
US4196702A (en) * 1978-08-17 1980-04-08 General Motors Corporation Short duration fuel pulse accumulator for engine fuel injection
DE2840793C3 (de) * 1978-09-20 1995-08-03 Bosch Gmbh Robert Verfahren und Einrichtung zum Bestimmen der von einer Brennkraftmaschine angesaugten Luftmenge
JPS55138104A (en) * 1979-04-13 1980-10-28 Hitachi Ltd Engine controller
JPS55153003A (en) * 1979-05-15 1980-11-28 Nissan Motor Co Ltd Computer for automobile
DE3026097A1 (de) * 1980-07-10 1982-02-18 Robert Bosch Gmbh, 7000 Stuttgart Regeleinrichtung fuer steuergroessen einer brennkraftmaschine
US4387684A (en) * 1981-10-13 1983-06-14 Motorola Inc. Ignition advance circuit with sensor inputs
JPS5925043A (ja) * 1982-08-04 1984-02-08 Nissan Motor Co Ltd 内燃機関の空燃比制御装置
JPS6053635A (ja) * 1983-09-01 1985-03-27 Toyota Motor Corp 空燃比制御方法

Also Published As

Publication number Publication date
JPH0625546B2 (ja) 1994-04-06
US4696276A (en) 1987-09-29
DE3510216A1 (de) 1986-09-25
EP0195266A2 (fr) 1986-09-24
JPS61247834A (ja) 1986-11-05
DE3666069D1 (en) 1989-11-09
EP0195266A3 (en) 1987-04-08

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