EP0197315B1 - Dispositif de réglage de paramètres de fonctionnement pour moteur à combustion interne - Google Patents

Dispositif de réglage de paramètres de fonctionnement pour moteur à combustion interne Download PDF

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Publication number
EP0197315B1
EP0197315B1 EP86103080A EP86103080A EP0197315B1 EP 0197315 B1 EP0197315 B1 EP 0197315B1 EP 86103080 A EP86103080 A EP 86103080A EP 86103080 A EP86103080 A EP 86103080A EP 0197315 B1 EP0197315 B1 EP 0197315B1
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EP
European Patent Office
Prior art keywords
load
combustion engine
internal combustion
sensor
control unit
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.)
Expired - Lifetime
Application number
EP86103080A
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German (de)
English (en)
Other versions
EP0197315A2 (fr
EP0197315A3 (en
Inventor
Hans-Ernst Dipl.-Ing. Beyer
Jörg Dipl.-Ing. Bonitz
Robert Dipl.-Ing. Entenmann
Siegmar Dip.-Ing. Förster
Rochus Knab
Walter Dr. Dipl.-Phys. Künzel
Wolfgang Kugler
Alfred Dr. Mahlberg
Bernhard Miller
Matthias Dipl.-Ing. Philipp
Siegfried Dr. Rohde
Stefan Dipl.-Ing. Unland
Walter Dipl.-Ing. Viess
Herbert Dipl.-Ing. Winter
Jürgen Dr. Dipl.-Phys. Zimmermann
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
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0197315A2 publication Critical patent/EP0197315A2/fr
Publication of EP0197315A3 publication Critical patent/EP0197315A3/de
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Publication of EP0197315B1 publication Critical patent/EP0197315B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • 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
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/008—Reserve ignition systems; Redundancy of some ignition devices
    • 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 device for a spark ignition internal combustion engine according to the preamble of the main claim.
  • Devices of this type are already being used in series by various motor vehicle manufacturers to influence the operating parameters of different types of internal combustion engines. These vehicles include the Volvo B200E (Europe), the Audi 200 Turbo and the VW Rabbit GTI, both of which are exported to the USA.
  • Volvo B200E European
  • Audi 200 Turbo the Audi 200 Turbo
  • VW Rabbit GTI both of which are exported to the USA.
  • the two control units work largely independently of one another, so to speak, they can also be used individually as independent components, so when the two control units are used together, the fact exists that two different sensors are used for one and the same control unit input information.
  • the control unit since it is essentially responsible for the ignition, to use a pressure sensor mounted in the intake pipe of the internal combustion engine as the load signal sensor.
  • a pressure sensor can of course also be used as the load sensor for the second control device which essentially influences the fuel-air mixture supplied to the internal combustion engine, but it has proven to be advantageous to record the amount of air sucked in by the internal combustion engine as load information.
  • a known air volume meter which is designed as a flap in the intake manifold of the internal combustion engine, or a hot wire air mass meter is used.
  • load detection for example detection of the throttle valve position or the like, are also conceivable.
  • a control unit with two microprocessors is already known from SAE paper 83 0422, EFI for the 80's ⁇ A Base Model Fuel Control System, one microprocessor calculating injection pulses, while the other microprocessor performs other functions, for example operating the gasoline pump.
  • these microprocessors are connected to one another via a data line, and operating parameters can also be exchanged via this data line.
  • the device according to the invention with the characterizing features of the main claim allows a considerably cheaper manufacture of control units.
  • the measure according to the invention makes it possible to produce and operate two independent control devices and still reduce the number of sensors. This reduces sources of error due to sensor failures.
  • the load information is processed by the second control device as a relative value. This largely mitigates the spread of specimens of the load sensor.
  • the output signals of the load sensor are subjected to a corrective influence which is based on a comparison of the setpoint and actual value load characteristics of the load sensor. This ensures excellent stability of the sensor system in relation to time.
  • an internal combustion engine shown symbolically is identified by reference number 10.
  • the air necessary for the combustion of the fuel enters the internal combustion engine 10 through an intake pipe 11.
  • a sensor 12 for detecting the amount of air sucked in by the internal combustion engine is installed in the intake pipe 11, a throttle valve 13 with a throttle valve switch 14 downstream of the sensor 12 and a sensor 15 for detecting the pressure present in the intake pipe 11 downstream of the throttle valve 13.
  • An exhaust gas duct 16 is provided on the output side of the internal combustion engine 10 for the outlet of the exhaust gases of the internal combustion engine 10.
  • a first control unit 17 is used to influence the fuel-air mixture and, in the present exemplary embodiment, supplies signals for actuating injection valves 18a and thereby influences the amount of fuel injected into the working cylinders of the internal combustion engine.
  • the invention is not limited to a single-cylinder injection system, as shown in the exemplary embodiment in FIG. 1. Based on the present disclosure of the inventive concept, it can equally well be transferred to systems with intake manifold injection or with continuous single-cylinder injection (in contrast to intermittent single-cylinder injection) without inventive step.
  • the first control device 17 receives various input information, namely information 19 regarding the battery voltage, information 20 regarding the speed, information 21 regarding the load, which in the present exemplary embodiment is derived from the sensor 12, information 22 regarding the intake air temperature, information 23 regarding the throttle valve position of the throttle valve 13, which are derived from the throttle valve position sensor 14, are supplied with information 24 relating to the engine temperature and further unspecified information 26.
  • information 19 regarding the battery voltage information 20 regarding the speed
  • information 21 regarding the load which in the present exemplary embodiment is derived from the sensor 12
  • information 22 regarding the intake air temperature information 22 regarding the intake air temperature
  • information 23 regarding the throttle valve position of the throttle valve 13 which are derived from the throttle valve position sensor 14
  • further output variables 27 are provided with which the fuel-air ratio is to be influenced.
  • these output variables can be used to control the speed via a controllable air bypass (not shown in the drawing) or to control an exhaust gas recirculation system.
  • a controllable air bypass not shown in the drawing
  • the second control unit 18 essentially provides output signals for actuating the ignition units 29 of the internal combustion engine as a function of the input information speed or degrees crankshaft angle 20, the battery voltage 19 and other input variables 30 not specified in more detail, the information about the fuel metering or about the boost pressure of an in include the charger, not shown, or about the tendency of the internal combustion engine to knock. Other output variables can be used to regulate the boost pressure or other operating parameters of the internal combustion engine or for knock control.
  • FIG. 1 a shows the state of the art from which sensors the two control units obtain their load information. While the first control device 17 obtains its load information from the sensor 12 for the intake air quantity, the load information for the second control device 18 is derived from the pressure sensor 15 for measuring the intake pressure in the intake pipe 11 of the internal combustion engine 10.
  • FIG. 1b shows part of the improvement of the present invention over the prior art, namely since the load information for the second control device 18 is also derived from the sensor 12 for measuring the amount of air drawn in by the internal combustion engine 10.
  • the pressure sensor 15 is saved and thus a more economical production and greater interference immunity of the combination of the two control devices is ensured.
  • the invention does not consist exclusively in replacing the load sensor for the second control unit 18, but also in achieving an adaptation, in particular in terms of hardware, of this second control unit 18 to the changed characteristics of the load input information of the sensor 12.
  • the following criteria are in the foreground for an adaptation: Due to the changed load input information, no far-reaching changes in the hardware structure of the second control device 18 should be carried out. Rather, the adaptation should essentially be implemented through software changes.
  • the accuracy of response of the second control unit 18 to the new load information should at least not deteriorate compared to the version according to the prior art and it should be largely independent of production variations of the sensor 12.
  • the block circuit structure of the two control devices 17, 18 is shown schematically. Since the interior of the first control device 17 is of no interest in the determination of the fuel-air mixture in the present case, it is represented by a block 40 (black box). The input information already mentioned, in particular information 19 relating to the battery voltage and information 21 relating to the load, are fed to this block 40. All other input information should be disregarded for the following consideration.
  • the block 40 controls output stages 41, which in turn are connected to the injection valves 18a. Further output stages 42 for actuating further actuators 43 are provided.
  • a load signal is taken from the sensor 12 for detecting the amount of air sucked in; which is available at the center tap of a potentiometer coupled to the moving part of the air flow meter.
  • This potentiometer of the sensor 12 is in series with a protective resistor R1, which in turn is connected to a reference voltage source U1, which is fed by the battery voltage UB.
  • the voltage applied to the center tap of the potentiometer of the sensor 12 is thus a measure of the deflection of the movable part of the air flow meter and thus contains information about the load. If sensors are used to detect the intake air quantity of the internal combustion engine, which are based on another measuring principle, for example on the hot wire principle or the vortex principle, then these are processed further as equivalent load information.
  • the structure of the second control device 18 is shown in somewhat more detail in FIG.
  • the input variables 19, 21 and further input variables 30, for example for knock control, are converted into digital variables in an analog-digital converter 45.
  • the information 20 about the speed and the crankshaft angle degrees, which is already largely digital due to the sensor characteristic, is fed to a pulse shaper 46, which essentially normalizes the pulse shape of the input pulses. All signals in digital form are fed to an input unit 47, which is connected to an output unit 49 via an input / output unit 48.
  • These units 47, 48, 49 form the periphery of a digital signal processing unit, which is constructed from the central unit 50, read-only memories 51, operating data memories 52, a bus 53, all of which are connected to one another in terms of data.
  • the read-only memory 51 In the read-only memory 51, all programs and all characteristic data, characteristic curve setpoints, etc. are stored in a captive manner, while the data supplied by the sensors are stored in the read / write memory 52 until they are called up by the microprocessor or replaced by more current data. In the central processing unit 50, the arithmetic and logical operations are carried out with the data fed in.
  • the output unit 49 In turn controls various output stages 54, 55, which are used for ignition 56 or to control other actuators 57, for example to control the boost pressure.
  • the output signal of the sensor 12 for detecting the amount of intake air is also supplied to the second control unit as load information 21. Since the second control device 18 has a reference voltage source U2 that is independent of the reference voltage source U1 of the first control device 17, care must be taken because of the tolerance in the output voltage of these reference voltage sources that the input signal for the second control device 18 in no case assumes values that exceed the current value of the reference voltage source U2. For this reason, a voltage divider circuit consisting of resistors R2 and R3 is provided, which divides the output voltage of the load sensor down by a certain proportion.
  • a second signal path 58 is provided, which supplies the voltage applied to the total resistance of the potentiometer of the sensor 12 to the second control device 18.
  • a further voltage divider circuit consisting of the resistors R2 ', R3' is provided.
  • these two pieces of information 21, 58 are essentially divided by one another, so that a measurement variable which is independent of the absolute value of the total resistance of the potentiometer of the sensor 12 is available as load information.
  • both control units now calculate output variables for controlling the actuators.
  • characteristic maps are provided in particular for the second control device 18 of interest, in which, for example, the ignition timing is stored in degrees crankshaft angle as a function of the load and speed in the read-only memory means 51, 52.
  • FIG. 3a An example of such a map is shown in FIG. 3a, in which the map values are stored as a function of the speed and the output signals of a pressure sensor as a load sensor.
  • the map values are stored as a function of the speed and the output signals of a pressure sensor as a load sensor.
  • eight load ranges L1 to L8 and eight speed ranges can be distinguished in the present case, so that a total of 64 map values are stored.
  • the load signals for map control are now derived from an air quantity sensor, in particular an air flap sensor, instead of a pressure sensor, the map takes on the form shown in FIG. 3b due to the completely different output signal characteristics of the air volume sensor.
  • this figure clarifies that a load range, for example load range L1, can no longer be described by a fixed output voltage value over the entire speed range, but that the voltage values per load range assume a wide, speed-dependent bandwidth.
  • the output signal characteristic of the air flow sensor is designed in such a way that the output values of the air flow sensor in the various speed ranges do not even cover the full maximum possible range of the possible output values accept. It follows from this that in order to achieve the same resolution as is possible with a pressure sensor as a load sensor, a much larger memory is required for storing the map values.
  • the output signals of the sensor 12 in the second control unit are influenced by computing functions according to the invention, so that the output characteristic of the sensor 12 can be changed .
  • the method for changing the output signal characteristic of the air quantity sensor is explained in more detail below with reference to FIG. 3b.
  • the possible range of values for the output values of the air flow sensor in the individual speed ranges is applied with individual, in particular speed-dependent, additive variables C1 (n1), ..., C1 (n8), ... such that, for example, the lowest values of all value ranges have a common, identical value accept.
  • This can be, for example, the zero line in the coordinate system shown, or it can also be another basic variable that appears to be advantageous.
  • the individual possible values of each speed-dependent value range are acted upon by a speed-dependent multiplicative variable C2 (n1), ..., C2 (n8), ... in order to adapt the speed-dependent value ranges to one another.
  • the multiplicative constant C2 can also assume a value that is constant for all speed ranges, in particular if the variation of the individual speed-dependent value ranges of the output signals of the air quantity sensor is essentially the same or has negligible differences from one another. This additive and / or multiplicative change in the output signals of the air flow sensor ensures that the value set in the individual speed ranges becomes essentially identical.
  • a match between setpoint and actual value can be achieved by adding a correction element AC1 to the quantities for additive influencing C1 (n).
  • the full-load characteristic curve can in particular be stored as the setpoint characteristic curve, the position of the throttle valve 13 being monitored by the throttle valve position sensor 14 in order to detect the full-load case. If the throttle valve is fully open, there is a full load and the described target / actual value comparison can be carried out. In a first approximation, this correction can be valid for the entire speed range, i.e. that all additive C1 (n) are modified with one and the same correction value AC1.
  • the correction value ⁇ C1 / 2 (n) is determined in such a way that the difference between the setpoint and actual value of the load characteristic is eliminated.
  • the invention allows an air quantity sensor to be used instead of an additional pressure sensor for load detection without having to sacrifice accuracy and long-term stability.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (13)

1. Dispositif destiné à un moteur à combustion interne à allumage extérieur, comportant un premier dispositif de commande pour influencer au moins le mélange carburant/air alimentant le moteur à combustion interne, au moins en fonction d'une grandeur caractérisant la charge du moteur à combustion interne, un premier dispositif de commande recevant les informations de charge constituées par les grandeurs de sortie d'un capteur à débitmètre d'air de la quantité d'air aspirée par le moteur à combustion interne, et un second dispositif de commande qui est pour l'essentiel indépendant du fonctionnement du premier dispositif de commande pour influencer au moins l'instant d'allumage du moteur à combustion interne, le second dispositif de commande ayant au moins un micro-ordinateur et des mémoires et les mémoires contenant au moins les données de l'instant d'allumage du moteur à combustion interne en fonction d'au moins des informations de charge et de vitesse de rotation, dispositif caractérisé en ce que les informations de charge destinées au second dispositif de commande sont fournies par le capteur à débitmètre d'air (12) qui donne l'information de charge au premier dispositif de commande (17) et en ce que dans le second dispositif de commande (18), on traite les signaux de sortie du capteur à débitmètre d'air (12) par des grandeurs additives (C1) ou des grandeurs multiplicatives (C2) et les grandeurs (C1, C2) sont des fonctions de la vitesse de rotation du moteur à combustion interne, les signaux de sortie ainsi traités étant utilisés pour l'accès aux données relatives au point d'allumage.
2. Dispositif selon la revendication 1, caractérisé en ce que les grandeurs (C1, C2) sont déterminées par des stratégies de régulation adaptatives.
3. Dispositif selon l'une des revendications 1 et 2, caractérisé en ce que les grandeurs sont inscrites dans des mémoires.
4. Dispositif selon l'une des revendications précédentes, caractérisé en ce que les grandeurs additives (C1) ou multiplicatives (C2) sont fixées pour influencer la caractéristique de transfert du capteur de charge (12) pour que la réserve de grandeurs des signaux de sortie du capteur de charge (12) soit essentiellement indépendante de la vitesse de rotation du moteur à combustion interne.
5. Dispositif selon l'une des revendications précédentes, caractérisé en ce que le capteur de charge (2) comporte un potentiomètre sur lequel se prend l'information relative à la charge.
6. Dispositif selon la revendication 5, caractérisé en ce que la tension disponible sur le curseur du potentiomètre et la tension aux bornes de l'ensemble de la résistance du potentiomètre sont fournies au second dispositif de commande (18) pour être traitées.
7. Dispositif selon la revendication 6, caractérisé en ce que les deux tensions appliquées au dispositif de commande (18) sont divisées l'une par l'autre.
8. Dispositif selon l'une des revendications précédentes, caractérisé en ce que pour un fonctionnement en charge déterminé du moteur à combustion interne, on compare les grandeurs réelles fournies par le capteur de charge (12) à des grandeurs de consigne de caractéristiques de charge inscrites en mémoire et en fonction du résultat de cette comparaison, on entreprend une action de correction (AC) de la caractéristique de transfert du capteur de charge (12).
9. Dispositif selon la revendication 8, caractérisé en ce que pour influencer dans le sens de la correction, on applique des grandeurs de correction additives (AC1) au signal de sortie du capteur de charge (12).
10. Dispositif selon l'une des revendications 8 et 9, caractérisé en ce que pour influencer dans le sens de la correction, on applique des grandeurs de correction par multiplication (AC2) au signal de sortie du capteur de charge (12).
11. Dispositif selon l'une des revendications 9 et 10, caractérisé en ce que les grandeurs de correction (AC1, ΔC2), sont des fonctions de la vitesse de rotation du moteur à combustion interne.
12. Dispositif selon l'une des revendications 8 à 11, caractérisé en ce que l'action correctrice est effectuée en fonctionnement en pleine charge ou en fonctionnement en charge partielle supérieure du moteur à combustion interne.
13. Dispositif selon l'une des revendications 8 à 12, caractérisé en ce que l'action correctrice est effectée de façon à minimiser la différence entre les valeurs de consigne et les valeurs réelles des caractéristiques de charge.
EP86103080A 1985-04-12 1986-03-07 Dispositif de réglage de paramètres de fonctionnement pour moteur à combustion interne Expired - Lifetime EP0197315B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853513086 DE3513086A1 (de) 1985-04-12 1985-04-12 Vorrichtung fuer eine brennkraftmaschine zur beeinflussung von betriebsparametern
DE3513086 1985-04-12

Publications (3)

Publication Number Publication Date
EP0197315A2 EP0197315A2 (fr) 1986-10-15
EP0197315A3 EP0197315A3 (en) 1988-03-02
EP0197315B1 true EP0197315B1 (fr) 1990-08-08

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EP86103080A Expired - Lifetime EP0197315B1 (fr) 1985-04-12 1986-03-07 Dispositif de réglage de paramètres de fonctionnement pour moteur à combustion interne

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US (1) US4762105A (fr)
EP (1) EP0197315B1 (fr)
DE (2) DE3513086A1 (fr)

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JP2585312B2 (ja) * 1987-11-09 1997-02-26 日産自動車株式会社 内燃機関の点火時期制御装置
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JPH05340295A (ja) * 1992-06-09 1993-12-21 Toyota Motor Corp 多気筒内燃機関の制御装置
JPH0953499A (ja) * 1995-08-10 1997-02-25 Mitsubishi Electric Corp ４サイクル内燃機関用制御装置
JPH0960540A (ja) * 1995-08-25 1997-03-04 Yamaha Motor Co Ltd 内燃機関の制御ユニット
DE19650828B4 (de) * 1996-12-07 2005-09-29 Robert Bosch Gmbh Prüfgerät zur Überprüfung eines Steuergeräts
US6546789B1 (en) 1997-06-30 2003-04-15 Robert Bosch Gmbh Method and arrangement for monitoring the operation of an intake-manifold flap for switching over the intake manifold of an internal combustion engine
DE19729212C2 (de) * 1997-07-09 2002-01-24 Forsch Transferzentrum Ev An D Verfahren zur optimierten Steuerung von Verbrennungsmotoren
JPH11132096A (ja) * 1997-10-27 1999-05-18 Keihin Corp エンジン制御装置
JP4742433B2 (ja) * 2000-09-29 2011-08-10 マツダ株式会社 エンジンの制御装置
CA2483694C (fr) 2002-05-17 2016-04-19 Becton, Dickinson And Company Systeme automatise destine a isoler, amplifier et detecter une sequence d'acides nucleiques cibles
DE102006061438A1 (de) * 2006-12-23 2008-06-26 Dr.Ing.H.C. F. Porsche Ag Verfahren und Steuergerät zur Überprüfung einer Saugrohrlängenverstellung bei einem Verbrennungsmotor
CN101798966B (zh) * 2010-01-15 2012-11-21 河南柴油机重工有限责任公司 气体机智能集中监控系统

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Also Published As

Publication number Publication date
EP0197315A2 (fr) 1986-10-15
EP0197315A3 (en) 1988-03-02
US4762105A (en) 1988-08-09
DE3513086A1 (de) 1986-10-16
DE3673206D1 (de) 1990-09-13
DE3513086C2 (fr) 1988-06-01

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