EP0236207B1 - Elektronisches Einspritzverfahren und -system mit Lambdasondenregelung für Brennkraftmaschinen - Google Patents

Elektronisches Einspritzverfahren und -system mit Lambdasondenregelung für Brennkraftmaschinen Download PDF

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EP0236207B1
EP0236207B1 EP87400342A EP87400342A EP0236207B1 EP 0236207 B1 EP0236207 B1 EP 0236207B1 EP 87400342 A EP87400342 A EP 87400342A EP 87400342 A EP87400342 A EP 87400342A EP 0236207 B1 EP0236207 B1 EP 0236207B1
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Prior art keywords
value
sensor signal
richness
engine
signal
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French (fr)
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EP0236207A1 (de
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Rémi Lefebre
Francis Prampolini
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Regie Nationale des Usines Renault
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Regie Nationale des Usines Renault
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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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/1481—Using a delaying circuit
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen

Definitions

  • the invention relates to a probe-controlled electronic injection system and system for internal combustion engine, of the type comprising at least one injector whose opening time is controlled by an electronic computer as a function of engine operating parameters. and the state of the ⁇ probe.
  • the ⁇ probe is a sensor whose output voltage can switch between a high level (rich mixture) and a low level (lean mixture) located on either side of a threshold corresponding to the stoichiometric ratio (richness "1") .
  • the output signal from the X probe is formatted in the electronic injection computer and the resulting logical information is a rectangular signal to which, by convention, the value "+1" is assigned when it is at the level high and steam "-1" when it is low.
  • the regulation adapted to this kind of information is the superposition of a proportional type regulation and an integral type regulation.
  • Proportional correction makes it possible to increase the frequency of regulation, while integral correction makes it possible more particularly to pass from one operating point to another adapted differently in richness, that is to say to face a mismatch of wealth.
  • the invention provides a method and a system for injection with regulation by probe which are fundamentally different from traditional solutions while allowing the regulation frequency to be substantially increased.
  • the invention can be combined with some of these traditional solutions to further increase the efficiency of regulation.
  • the aims of the invention are achieved by means of a method of dosing the fuel supplied to an internal combustion engine by at least one injector controlled by an electronic computer associated with a probe delivering a signal capable of taking one or more other of two function states of the composition of the exhaust gases, according to which the electronic computer determines the opening time of the injector from a nominal time function of engine operating parameters and a term of proportional and integral correction as a function of the probe signal, and according to which a predictive estimate of the richness of the exhaust gases is carried out from engine operating parameters and from the pure delay, determined experimentally, between the injector and the probe, characterized in that at least one simulated probe signal is developed from said predictive wealth estimate, said correction term is developed at from the simulated probe signal and said correction term is periodically modified in response to the detection of a difference between the state of the measured probe signal and the state of a delayed simulated probe signal, the latter being obtained by a time shift of the first signal equal to said pure delay.
  • a first simulated probe signal is produced by comparison of the predictive wealth estimation with first high and low thresholds equal respectively to the high and low thresholds for change of state of the probe, the probe signal is obtained simulated delayed by a time shift of said first signal equal to said pure delay, a second simulated probe signal is produced by comparison of the predictive wealth estimate with second high and low thresholds respectively higher than the first high and low thresholds, and we develop said correction term from the second simulated probe signal.
  • a reference term representative of the correction to be made at said nominal time is developed to obtain a state of the probe representative of the richness "1" and a raw estimated value of richness is calculated as a function of the difference between the correction term and the reference term.
  • the invention also relates to an electronic injection system for implementing the method defined above, comprising at least one fuel injector on the engine intake side, a probe sensitive to the composition of the exhaust gases, sensors for measuring engine operating parameters and an electronic computer which controls the opening time of the injector as a function of said parameters and of the output signal of said probe, characterized in that said system comprises a digital value read-only memory pure delay addressable by the computer as a function of the air pressure at the engine intake.
  • FIG. 1 shows an internal combustion engine with positive ignition 1 equipped with an injector 2 on the intake side 3 and a catalyst 4 for purifying exhaust gas on the exhaust side 5.
  • the injector 2 is controlled by a programmed microcomputer 6 via a power circuit 7.
  • the microcomputer 6 determines the nominal time Tin of opening of the injector 2 as a function of the air pressure measured by a pressure sensor 8 placed on the intake side 3 and of the engine speed. This latter information is delivered by a sensor 9 in front of which the teeth of a target 10 pass in rotation with the crankshaft of the engine.
  • the target 10 can also be provided with one or more accidents placed in a predetermined angular position to provide angular position information via the sensor 9, or a second target associated with an additional sensor can be provided for this purpose.
  • the nominal time Tin can be corrected by the microcomputer 6 as a function of other information such as the temperature of the atmospheric air, the temperature of the engine cooling water, etc., which it possibly receives. on auxiliary inputs 11.
  • the nominal time Tin is also corrected on the basis of the information delivered by a probe ⁇ 12 disposed on the exhaust side 5, between the engine 1 and the catalyst 4.
  • the output signal from the probe ⁇ is shaped in the microcomputer 6 and it then presents the shape of the signal SA of FIG. 5.
  • This signal S ⁇ contains information on the residual oxygen content of the exhaust gases, and also on the momentary ratio of air and fuel of the mixture drawn in by the engine. .
  • the high and low levels of this signal S ⁇ , to which numerical values, "+1" and "-1" are respectively assigned, correspond to riches respectively higher and lower than the stoichiometric ratio (wealth "1").
  • the state of the probe ⁇ is not the instantaneous image of the richness of the mixture admitted into the engine because there is a pure delay between the injector 2 and the probe ⁇ 12.
  • This pure delay determined experimentally, is stored in the form of digital values in a read only memory 13 addressable by the computer 6 as a function of the air pressure at the intake of the engine.
  • the ROM 13 can be internal or external to the computer 6.
  • FIG. 1 relates to a four-cylinder engine comprising a single injector opening for a time Ti at each engine half-turn.
  • the invention applies to any type of positive-ignition engine, regardless of the number of injectors and cylinders which equip it.
  • the parameters for calculating the nominal time Tin of opening of the injector 2 are given only by way of examples and it is possible, among other things, to use an air flow sensor instead of the pressure sensor. 8 intake side 3. In this case, the memory 13 containing the pure delay digital values is addressed as a function of the air flow instead of the pressure.
  • the gain of the integral correction may be an increasing function of the time elapsed since the last tilting of the probe 12, for example a parabolic function if acl is of the following form: or
  • G is then a predetermined fixed coefficient involved in determining the gain of the integral correction.
  • the invention differs from the solutions recalled above for determining the correction term aci by the fact that for this purpose it does not call directly on the measured probe signal S ⁇ , but on a simulated probe signal Ss ⁇ .
  • the method according to the invention is in fact based on the fact that the injection time Ti is adjusted on the basis of an estimate of richness and that the observation of the measured probe signal SA serves to periodically readjust this estimate. This makes it possible to get rid of the pure delay between the injector and the probe and, therefore, of this step wait for its tilting to effect the proportional correction, which has the consequence of increasing the frequency of richness oscillation.
  • the term is representative of the difference in richness with respect to richness 1 at the level of the probe ⁇ at the instant n + m + 1, m representing the pure delay between the injector and the probe.
  • Blocks 13 and 14 represent the initial values of acl and a and the difference acl- is made at 15 ⁇ .
  • Block 17 represents the entire system of FIG. 1 and includes in particular as a quantity the injection time Ti and the angular position ⁇ m of the engine from which is deduced the number n of engine U-turns that have elapsed since the last tilting of the probe.
  • the output quantities of block 17 are the measured pressure P and the measured probe signal S ⁇ .
  • Block 18 represents a low-pass filtering of the pressure P and the difference PP is performed at 19. This difference is multiplied by the coefficient K 'in 20, the term K' (PP) being positive in acceleration and negative in deceleration, and making it possible to take into account the problems of wetting of the walls of the intake manifold by the fuel.
  • Block 23 represents the hysteresis of the probe ⁇ and reconstitutes at time n (half-turn n) a simulated probe signal S's ⁇ which is a predictive estimate of what the measured probe signal S ⁇ will be at instant n + m + 1.
  • block 24 represents the determination of the pure delay m as a function of the air pressure P measured at the intake of the engine.
  • Block 25 represents a pure delay m brought to the signal S's ⁇ (n), corresponding to a transfer function eK "/ NP, and the difference between the simulated probe signal S" s ⁇ (n is made at 26) ) and the measured probe signal S ⁇ (n). This difference is multiplied by the coefficient K2 at 27 to be reinjected at 22 as explained above. Furthermore, this same difference S "s ⁇ (n) -S ⁇ (n) is multiplied by K1 at 28 to be reinjected at 15.
  • the proportional and integral correction on the coefficient acl is carried out on the basis of a second simulated probe signal Ss ⁇ (n) produced by block 29 from the non-delayed richness estimate Re.
  • This block 29 has a higher hysteresis than block 23, which allows more direct tilting of the probe 12 since the wealth excursions are amplified.
  • the blocks 30 and 31 respectively represent the integral and proportional corrections and the difference obtained at 32 represents the term ⁇ cl which is subtracted at 33 from the initial ⁇ cl. We therefore obtain at the exit of 33 the term acl which is injected at 15 with the term a resulting from the difference made at 34 between the initial a (block 14) and the ⁇ ⁇ calculated (block 28).
  • Figure 4 is a flowchart of operation of the computer 6 which allows to implement the servo diagram of Figure 2.
  • Figure 3 is a flowchart of an initialization program which takes place when the engine starts.
  • step 40 Upon receipt of an initialization instruction (step 40), the computer 6 loads a predetermined value XX into a CPT counter which counts the engine U-turns (step 41).
  • Step 45 represents the end of the initialization program.
  • step 50 The sequence of the main program in FIG. 4 will now be described with reference also to the timing diagram in FIG. 5.
  • This program takes place on each detection of the passage of the motor through a predetermined angular position, for example the passage of a piston through the top dead center (step 50).
  • step 51 is a test to determine whether or not the engine is still in its starting phase. If this is the case, the counter CPT has not yet been counted down and the flag set in step 42 of the initialization program is always 0.
  • step 52 the correction term acl is conventionally calculated from the measured probe signal SA (n):
  • the reference term a is calculated: where x is a coefficient of predetermined fixed value.
  • the step 54 which follows consists in giving the simulated probe signal S "s ⁇ (n) the value presented by the measured probe signal S ⁇ (n) at the nth half-turn.
  • step 55 the delayed simulated probe signal S "s ⁇ (n) is then given the value presented by the simulated non-delayed probe signal S's ⁇ (nm) m half-turns earlier. This can be viewed on the FIG. 5 where it can be seen that the signal S "s ⁇ is offset with respect to the signal S's ⁇ of the pure delay m as a function of the pressure P.
  • step 56 the reference term a is calculated:
  • Steps 54 and 56 both lead to step 57 of calculating the term ⁇ : where k is a coefficient of predetermined fixed value.
  • the next step 59 is the calculation of the predictive estimate of non-delayed wealth Re:
  • Step 59 is followed by a series of tests to compare the wealth estimate Re with thresholds D + and D- on the one hand and D '+ and D'- on the other hand.
  • the thresholds D + and D- are symmetrical with respect to richness 1, as are the thresholds D '+ and D'- which are higher than the thresholds D + and D- respectively.
  • the thresholds D + and D '+ have been shown in FIG. 5, which corresponds to operation in a rich mixture, but we can immediately deduce the various signals which would be obtained in the event of operation in a lean mixture by comparison of the estimated wealth Re with the thresholds D- and D'-.
  • the first test 60 which follows step 59 consists in comparing Re to the threshold D +. If Re is greater than or equal to D +, the value Ss ⁇ (n) is set to +1 (step 61). Otherwise, we go to test 62 where we compare Re to the threshold D-. If Re is less than or equal to D-, the value Ss ⁇ (n) is set to the value -1 (step 63). Steps 61 and 63 or a negative response to test 62 lead to test 64 where Re is compared to the threshold D '+. If the response to this test is positive, the value S's ⁇ (n) is set to the value +1 (step 65), while in the opposite case we go to test 66 where we compare Re to the seil D'- .
  • Step 67 the value S's ⁇ (n) is set to the value -1 (step 67). Steps 65 and 67, as well as a negative response to test 66, lead to test 68. In the case of a negative response to tests 60 and 62, Ss ⁇ (n) retains the value it had at the time n-1 and, similarly, in the case of a negative response to tests 64 and 66, S's ⁇ (n) retains the value it had at time n-1.
  • Test 68 relates to the value of the flag. If the engine is still starting, the flag always has the value 0 fixed in step 42 of the initialization program and the response to test 68 is negative and leads to a test 69 concerning the content of the counter CPT initialized to the value XX in step 41 of the initialization program. In the start-up phase, the content of the CPT counter has still not been brought to 0 and the negative response to test 69 leads to step 70 where the CPT counter is decremented by one.
  • the next step 71 consists in calculating the injection time using the correction term ⁇ cl calculated in step 52:
  • the next step 72 marks the end of the program which remains pending the next interruption due to the passage of the motor through a predetermined angular position.
  • step 73 When the engine has made XX U-turns, the content of the CPT counter has been counted down to 0 and the response to test 69 is positive. The flag is then set to 1 (step 73), after which we go to step 71 for calculating the injection time Ti.
  • step 74 the correction term acl is calculated depending on the simulated probe signal Ss ⁇ :
  • the term ⁇ cl is always calculated from the simulated probe signal Ss ⁇ , although one can envisage a return to a traditional calculation based on the measured probe signal SA under certain specific operating conditions. of the motor.
  • FIG. 5 clearly shows the pure delay which exists between the injector 2 and the probe 12: it can be seen that the real richness at the level of the probe Rr, supposed to be initially at a level to facilitate the understanding of the phenomenon described, does not begins to increase as m half-turns after the increase in the richness of the mixture on admission due to the proportional correction introduced by the presence of a jump in the term ⁇ cl at the supposedly initial time I has appeared. against that the predictive wealth estimate Re begins to increase from the U-turn 1 until the U-turn p where it reaches the threshold D +. This causes a change in state of the simulated probe signal Ss ⁇ used for the calculation of aci which, therefore, immediately provides a proportional correction followed by an integral correction.
  • the simulated probe signal S's ⁇ has already changed state at half-turn n when the predictive richness estimate Re has reached the threshold D '+ below the threshold D +, so that the simulated probe signal delayed S "s ⁇ will also change state m half-turns later, namely at the half-turn n + m.
  • the real probe had switched some time earlier, at half turn q. This means that the predictive wealth estimate Re does not exactly coincide with the evolution of the real wealth Rr at the probe ⁇ and this results in a turn around q correction, both in the predictive estimate of wealth Re (coefficient K2), than of coefficient a (coefficient K1).
  • acl of proportional and integral correction is assumed to be calculated in a conventional manner as indicated by the above formula (2). It should however be noted that this term can be calculated just as well by formula (3) ensuring an integral correction of the parabolic type or by any other appropriate formula. Indeed, the invention does not lie in the actual calculation formula of this term, but in the use, for this purpose, of a simulated probe signal based on a prediction of the evolution of the richness of the gases. exhaust at the actual probe. In other words, the described method and system ensure richness looping from a signal simulated by an internal model and a recalibration of this internal model is carried out periodically from the observation of the state of the ⁇ probe.
  • FIG. 6 represents at different excitation frequencies of the term ⁇ cl the efficiency of a trifunctional catalyst of 54,000 miles as a function of the peak-to-peak amplitude of the richness oscillations at the entry of the catalyst pot. Efficiency is calculated as follows, expressed as a percentage:
  • FIGS. 7 and 8 relate to an internal combustion engine controlled respectively by a conventional fuel injection method and the method according to the invention.
  • These curves represent the spectral analysis of the engine period T expressed in milliseconds at idle speed. It appears that in the first case the fundamental line is located around 0.9 Hz, while it is close to 2 Hz with the method of the invention.
  • This increase in frequency results not only in a gain in the efficiency of the catalytic converter, but also in a reduction in low-frequency pumping of the engine speed at idle, from which it results an improvement in the vibrational comfort on the vehicle perceptible by a driver .

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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)
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Claims (15)

1. Verfahren zum Dosieren des Kraftstoffes, der einem Verbrennungsmotor (1) mittels wenigstens einer Einspritzdüse zugeführt wird, die von einem elektronischen Rechner (6) gesteuert wird, welcher einer Sonde (12) zugeordnet ist, die ein Signal (Sλ) liefert entsprechend dem einen oder anderen von zwei Zustandsfunktionen der Abgaszusammensetzung, gemäß der der elektronische Rechner (6) die Öffnungszeit (Ti) der Einspritzdüse (2) bestimmt, asugehend von einer Nominalzeit (Tin) als Funktion der Betriebsparameter des Motors (1) und eines Wertes (ac!) der gesamten und proportionalen Korrektur als Funktion des Zustandssignals der Sonde, wobei eine vorherige Schätzung (Re) der Abgasanreicherung erfolgt, ausgehend von den Betriebsparametern des Motors und der reinen Verzögerung (m), entsprechend einer experimentellen Bestimmung zwischen der Einspritzdüse (2) und der Sonde (12), dadurch gekennzeichnet, daß mindestens ein simuliertes Sondersignal (Ssλ) gebildet wird, ausgehend von der vorherigen Schätzung der Anreicherung, daß der Korrekturwert (acl) gebildet wird, ausgehend vom simulierten Sondensignal (SsA), daß periodisch der Korrekturwert (acl) verändert wird in Abhängigkeit der Messung eines Unterschiedes zwischen dem Zustand des gemessenen Sondensignals (Sλ) und dem Zustand eines simulierten verzögerten Sondensignals (S"sÄ), wobei letzteres durch eine zeitliche Verschiebung des ersten Signals (S'sλ) gleich der reinen Verzögerung (m) erhalten wird.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß das erste simulierte Sondensignal (S'sλ) gebildet wird durch Vergleich der vorherigen Schätzung der Anreicherung (Re) mit ersten oberen und unteren Schwellwerten (D'+, D'-), die gleich entsprechenden oberen und unteren Schwellwerten für die Zustandsänderung der Sonde sind, daß das simulierte verzögerte Sondensignal (S"sλ) erhalten wird durch eine zeitliche Verschiebung des ersten Signals (S'sλ) gleich der reinen Verzögerung (m), daß ein zweites simuliertes Sondensignal (Ssλ) gebildet wird durch Vergleich der vorherigen Schätzung der Anreichung (Re) mit zweiten oberen und unteren Schwellwerten (D+, D-), die größer sind als die ersten oberen bzw. unteren Schwellwerte und daß der Korrekturwert (acl) erhalten wird ausgehend vom zweiten simulierten Sondensignal (Ssλ).
3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß ein Referenzwert (α) gebildet wird, der den Korrekturwert für die Nominalzeit (Tin) darstellt, um einen Sondenzustand zu erhalten für die Anreichung "1" und daß ein geschätzter Bruttowert für die Anreichung (ß) berechnet wird als Funktion des Unterschiedes zwischen dem Korrekturwert (acl) und dem Referenzwert (a).
4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß der Referenzwert (α) gebildet wird als Funktion des Unterschiedes zwischen dem Zustand des simulierten verzögerten Sondensignals (S"sλ) und dem Zustand des gemessenen Sondensignals (Sλ).
5. Verfahren nach einem der Ansprüche 3 bis 4, dadurch gekennzeichnet, daß die vorherige Schätzung der Anreicherung (Re) gleich ist der Summe des Bruttowertes (ß) eines ersten Wertes (K'(P-P)) als Funktion des Ansaugluftdrucks des Motors und eines zweiten Wertes (K2(S"sλ-Sλ)) als Funktion des Unterschiedes zwischen dem Zustand des simulierten verzögerten Sondensignals (S"sλ) und dem Zustand des gemessenen Sondensignals (Ssλ).
6. Verfahren nach Anspruch 5, bei dem der Zustand der Sonde gemessen wird und die Öffnungszeit (Ti) der Einspritzdüse zyklisch berechnet wird für jede Umdrehung oder Teilumdrehung des Motors, dadurch gekennzeichnet, daß die vorherige Schätzung der Anreicherung (Re) ausgedrückt wird durch:
Figure imgb0021
wobei:
β der geschätzte Bruttowert der Anreicherung ist,
K' ein Koeffizient einer vorgegebenen Größe ist,
P der Ansaugluftdruck des Motors ist,
P den Druck P durch einen Tiefpaßfilter darstellt,
K2 ein Koeffizient einer vorgegebenen Größe ist,
Sλ(n) der Wert ist, der das Sondensignal darstellt, gemessen nach n Zyklen nach dem letzten Umschalten der Sonde,
S"Ä(n) der Wert ist, der das simulierte verzögerte Sondensignal während des Zyklus n darstellt und
die Signale SA(n) und S"sλ(n) die Werte +1 oder -1 annehmen können.
7. Verfahren nach Anspruch 6, dadurch gekennzeichnet, daß der geschätzte Bruttowert der Anreicherung während des Zyklus n ausgedrückt wird durch:
Figure imgb0022
wobei:
ß(n-1) der geschätzte Bruttowert der Anreichung während des Zyklus n-1 ist,
k ein Koeffizient mit vorgegebenem Wert ist,
acl(n-1) der berechnete Korrekturwert während des Zyklus n-1 ist und
an der berechnete Referenzwert während des Zyklus n ist.
8. Verfahren nach Anspruch 7, dadurch gekennzeichnet, daß die Größe des Referenzwertes während des Zyklus n ausgedrückt wird durch:
Figure imgb0023
wobei
a(n-1) die Größe des Referenzwertes während des Zyklus n-1 ist und
K1 ein Koeffizient einer vorgegebenen Größe ist.
9. Verfahren nach einem der Ansprüche 2 bis 8, dadurch gekennzeichnet, daß die Größe des Korrekturwertes n Zyklen nach dem ersten Umschalten der Sonde ausgedrückt wird durch:
Figure imgb0024
wobei
acl(n-1) die Größe des Korrekturwertes während des Zyklus n-1 ist,
G1 ein Koeffizient ist, der in die Bestimmung der Größe der gesamten Korrektur eingeht,
H1 ein Koeffizient ist, der die Amplitude der proportionellen Korrektur bestimmt,
Ssλ(n) der Wert ist, der das zweite simulierte Sondensignal während des Zyklus n darstellt;
Ssλ(n-1) der Wert ist, der das zweite simulierte Sondensignal während des Zyklus n-1 darstellt, wobei das Signal Ssλ die Werte +1 oder -1 annehmen kann.
10. Verfahren nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß-die Größe der Korrekturwerte n Zyklen nach dem letzten Umschalten der Sonde ausgedrückt wird durch
Figure imgb0025
wobei
acl(n-1) die Größe des Korrekturwertes während des Zyklus n-1 ist,
H2 ein Koeffizient ist, der die Amplitude der proportionellen Korrektur bestimmt,
G2 ein Koeffizient ist, der in die Bestimmung der gesamten Korrektur eingeht,
Ssλ(n) der Wert ist, der das zweite simulierte Sondensignal während des Zyklus n darstellt,
Ssλ(n-1) der Wert ist, der das zweite simulierte Sondensignal während des Zyklus (n-1) darstellt, wobei das Signal Ssλ den Wert +1 oder -1 annehmen kann.
11. Verfahren nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, daß die reine Verzögerung (m) eine Funktion des Ansaugluftdrucks (P) des Motors ist.
12. Verfahren nach Anspruch 11, dadurch gekennzeichnet, daß die reine Verzögerung (m) ein numerischer Wert ist, der durch die Anzahl der Umdrehungen oder Teilumdrehungen des Motors ausgedrückt wird.
13. Vorrichtung zum Dosieren des Kraftstoffs, der einem Verbrennungsmotor (1) zugeführt wird, gemäß einem der Ansprüche 1 bis 12, mittels wenigstens einer Einspritzdüse (2), die von einem elektronischen Rechner (6) gesteuert wird, welcher einer Sonde (12) zugeordnet ist, die ein Signal (Sλ) liefert entsprechend dem einen oder dem anderen von zwei Betriebszuständen der Abgaszusammensetzung, wobei der elektronische Rechner (6) eine erste Anordnung aufweist, die die Öffnungszeit (Ti) der Einspritzdüse (2) bestimmt, ausgehend von einer Nominalzeit (Tin) als Funktion der Betriebsparameter des Motors (1) und eines Wertes (acl) der gesamten und proportionalen Korrektur als Funktion des Zustandssignals der Sonde, wobei eine zweite Anordnung eine vorherige Schätzung (Re) der Abgasanreicherung durchführt ausgehend von den Betriebsparametern des Motors und der reinen Verzögerung (m) entsprechend einer experimentellen Bestimmung zwischen Einspritzdüse (2) und Sonde (12), dadurch gekennzeichnet, daß eine dritte Anordnung mindestens ein simuliertes Sondensignal (Ssλ) bidlet ausgehend von der vorherigen Schätzung der Anreicherung und daß eine vierte Anordnung den Korrekturwert (acl) bildet, ausgehend vom simulierten Sondensignal (Ssλ) und periodisch den Korrekturwert (αcl) verändert in Abhängigkeit der Messung eines Unterschiedes zwischen dem Zustand des gemessenen Sondensignals (Sλ) und dem Zustand eines simulierten verzögerten Sondensignals (S"sλ), wobei letzteres erhalten wird durch eine Anordnung zur zeitlichen Verschiebung des ersten Signals (S'sλ) gleich der reinen Verzögerung (m).
14. Vorrichtung nach Anspruch 13, mit wenigstens einer Kraftstoffeinspritzdüse auf der Ansaugseite des Motors einer Sonde, die auf die Zusammensetzung der Abgase reagiert, Meßfühlern für die Betriebsparameter des Motors und einem elektronischen Rechner, der die Öffnungszeit der Einspritzdüse als Funktion dieser Parameter und des Ausgangssignals der Sonde steuert, dadurch gekennzeichnet, daß die Vorrichtung einen Totspeicher (13) aufweist für numerische Verzögerungswerte (m), die vom Rechner (6) adressierbar sind als Funktion des Ansaugluftdrucks (P).
EP87400342A 1986-02-25 1987-02-17 Elektronisches Einspritzverfahren und -system mit Lambdasondenregelung für Brennkraftmaschinen Expired - Lifetime EP0236207B1 (de)

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AT87400342T ATE51681T1 (de) 1986-02-25 1987-02-17 Elektronisches einspritzverfahren und -system mit lambdasondenregelung fuer brennkraftmaschinen.

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FR8602557 1986-02-25
FR8602557A FR2594890B1 (fr) 1986-02-25 1986-02-25 Procede et systeme d'injection electronique a regulation par sonde l pour moteur a combustion interne

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FR2594890B1 (fr) 1990-03-09
EP0236207A1 (de) 1987-09-09
DE3762145D1 (de) 1990-05-10
ATE51681T1 (de) 1990-04-15
US4766871A (en) 1988-08-30
FR2594890A1 (fr) 1987-08-28

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