EP0254059A1 - Système de dosage de carburant - Google Patents

Système de dosage de carburant Download PDF

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Publication number
EP0254059A1
EP0254059A1 EP87109064A EP87109064A EP0254059A1 EP 0254059 A1 EP0254059 A1 EP 0254059A1 EP 87109064 A EP87109064 A EP 87109064A EP 87109064 A EP87109064 A EP 87109064A EP 0254059 A1 EP0254059 A1 EP 0254059A1
Authority
EP
European Patent Office
Prior art keywords
fuel
air
internal combustion
combustion engine
load
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP87109064A
Other languages
German (de)
English (en)
Inventor
Hans-Jürgen Dipl.-Ing. Schäfer
Reinhard Schulz
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP0254059A1 publication Critical patent/EP0254059A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
    • F02D41/1488—Inhibiting the regulation
    • F02D41/149—Replacing of the control value by an other parameter
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the invention relates to a fuel processing system for a mixture-compressing internal combustion engine, in particular for passenger vehicles, according to the preamble of patent claim 1.
  • Engine concepts equipped with a three-way catalytic converter and a ⁇ -controlled mixture generator are currently the best technical solution for reducing the exhaust gas emissions from mixture-compressing internal combustion engines in the entire engine map with good driving behavior and sufficient long-term stability.
  • the components contained in the internal combustion engine and regarded as harmful, namely carbon monoxide CO, hydrocarbon HC and nitrogen oxide NOx, can be converted in the downstream three-way catalytic converter at the same time and with high conversion rates.
  • the object on which the invention is based is to provide a fuel processing system for mixture-compressing internal combustion engines, in particular for people Motor vehicles to create according to the preamble of claim 1, which on the one hand meets the strictest exhaust gas regulations created for the sake of keeping the air clean and which on the other hand avoids the consumption losses present in the conventional concepts, in particular in the part-load range.
  • the stoichiometric, consumption-increasing air-fuel ratio is therefore not driven in the entire operating range of the internal combustion engine, but only in an operating range outside the idling and part-load operating range.
  • a lean fuel-air mixture with a value ⁇ ⁇ 1.15 is used, which brings a decisive improvement in consumption.
  • the knowledge was exploited that a three-way catalytic converter can be used in lean operation as a pure oxidation catalytic converter.
  • test procedures prescribed by law to limit exhaust emissions represent driving cycles with relatively large proportions of city traffic, i.e. with relatively low performance requirements of the internal combustion engine. This means that low to very low nitrogen oxide emissions are generated during large periods of time in the test cycle, which only make up a small part of the overall test result to have.
  • these test areas are relevant for fuel consumption. Therefore, if during the part load operating range comprising the idling and the low part load with a lean matched fuel Air mixture is driven, compared to stoichiometric operation, only slightly increased nitrogen oxide emissions are generated, but decisive improvements in consumption are achieved, including in the test cycles prescribed by law.
  • FIG. 1 of the drawing 1 denotes a conventional, mixture-compressing internal combustion engine, such as is used, for example, to drive passenger vehicles, with an intake system 2 and an exhaust system 3.
  • the fuel-air mixture supplied to the internal combustion engine 1 is supplied by a mixture generator 6 arranged in the intake system 2, to which a control unit 5 supplies the fuel metering signals which effect the fuel metering via a signal line 15.
  • the control unit 5 forms the fuel metering signals as a function of the operating state of the internal combustion engine, wherein it is connected via signal lines 11 to 14 to various measuring transmitters 7 to 10 for detecting operating variables which characterize the operating state of the internal combustion engine.
  • the senor 7 provides a known ⁇ probe arranged in the exhaust system 3 for detecting the excess of oxygen in the Exhaust gas and thus the actually existing air-fuel ratio, while 8 indicates a sensor that determines a machine load-dependent value, such as the negative pressure prevailing in the intake system 2, and 9 indicates a speed sensor that detects the speed of the internal combustion engine 1.
  • a temperature sensor for detecting the temperature of the internal combustion engine is indicated at 10. From all these values, the control device 5 now determines a fuel metering signal assigned to the respective operating state and delivers this to the mixture generator 6 for supplying the corresponding amount of fuel into the air drawn in by the internal combustion engine 1.
  • a fuel metering signal resulting in a stoichiometric fuel-air mixture can only be supplied outside an idling and part-load operating range.
  • the mixture generator should be acted upon with those fuel metering signals which result in an overall lean fuel-air mixture with ⁇ values greater than or at most equal to 1.15. Only in a transition area between this part-load operating area and the rest of the load area should the air-fuel ratio continuously change from the lean to the stoichiometric value.
  • the part-load operating range in which a mixture which is lean for consumption reasons is to be worked is indicated in the engine map with the hatched area 23 in FIG. 2 as a diagram of the engine torque versus the engine speed.
  • the entire characteristic diagram 22 of the internal combustion engine 1 is limited by the maximum permissible engine speed n max and the full-load line denoted by 20. With 21 usual road part load curves are entered, which result at constant vehicle speeds v.
  • the implementation of the invention leads to different solutions.
  • the invention can be implemented without additional hardware.
  • the sensor signals necessary for the detection of this operating range essentially a signal about the engine speed and the load or the filling, are available in any case with these injection systems.
  • smooth transitions with hysteresis in the mixture quality are advisable when changing from the lean to the stoichiometric fuel-air ratio.
  • FIG. 3 shows a block diagram of a control circuit for an electronically controlled, continuous injection.
  • 31 denotes a ⁇ control device, which comes into effect outside the part-load operating range and supplies a control current via a signal line 36 as a function of the operating state-dependent parameters, such as engine load, engine speed, engine temperature and ⁇ value, which are supplied via the signal lines 11 to 14 , which is a measure of the fuel metering.
  • This control current is fed via the signal line 36 to a changeover switch 37, which only forwards this control current via a signal line 38 to the electro-hydraulic pressure actuator of the injection device, for example, outside the part-load operating range.
  • the changeover switch 37 is controlled via a signal line 33a from the output of a device indicated by 32, which, based on the operating state-dependent parameters of the internal combustion engine supplied via the signal lines 11 to 13, namely in particular the engine load and the engine speed and, if appropriate, the engine temperature, the applicable operating point in Characteristic map is determined and at the same time decides whether this operating point lies within or outside the partial-load operating range 23 hatched in FIG. If the respective operating point of the internal combustion engine 1 lies within the part-load operating range, then the changeover switch 37 is placed on the output of a constant current source indicated by 34, which can be controlled depending on the map from the output signal of the device 32.
  • This control current is set so that the internal combustion engine 1 at each operating point of this selective characteristic map formed by the part-load operating region 23 with an air ratio in the range between 1.05 (idle) and 1.2 (part-load) or possibly even leaner, if possible therefore in Minimum consumption, is driven.
  • the changeover switch 37 is acted upon so that the control current coming from the ⁇ control device 31 via the signal line 36 is then supplied to the pressure regulator of the injection device.
  • an electronically controlled carburetor a system which is basically the same as that shown in FIG. 3 can be used.
  • a device controlling the mixture composition for example an electrically operated fuel valve of the carburetor, is then acted upon by the control or regulating current present at the output of the changeover switch 37.
  • the controlled lean operation described above can, at least if at all, to work with air-fuel ratios of ⁇ > 1.2 lead to driving errors in conventional gasoline engines.
  • a controlled lean-burn operation is therefore possible, with the known advantages of regulation, that is to say in particular the balancing of runtime and environment-dependent disturbance variables.
  • a lean ⁇ control, a quiet running control or an efficiency control could be used as possible controls for the part-load operating range.
  • the uneven running of the internal combustion engine is measured in a closed control loop, for example in the form of torque fluctuations, and this uneven running is regulated by a corresponding change in the fuel metering signal to a desired value (reference variable) which is regarded as favorable for such an internal combustion engine.
  • the efficiency regulation does not require a reference variable. It represents a direct control of the efficiency or the fuel consumption as an inversely proportional variable, which is carried out with the aid of the actuating variables ignition angle ( ⁇ z ) and air-fuel ratio ⁇ .
  • ignition angle ⁇ z
  • air-fuel ratio ⁇ the actuating variables
  • the torque is used as a substitute for the actual value measurement.
  • the ignition angle is controlled with the aid of an electronic controller in such a way that the torque assumes a maximum.
  • the actual value of the torque can be determined with the aid of a suitable sensor that detects the torque of the internal combustion engine, or it can also be calculated from the angular velocity changes of the crankshaft measured with corresponding sensors.
  • the regulation is therefore carried out in such a way that after pilot control of the fuel quantity assigned to the respective operating point of the internal combustion engine, the ignition angle and / or the air mass flow passing through the intake line is regulated in order to achieve a maximum engine torque.

Landscapes

  • 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)
EP87109064A 1986-07-10 1987-06-24 Système de dosage de carburant Withdrawn EP0254059A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863623195 DE3623195A1 (de) 1986-07-10 1986-07-10 Kraftstoffaufbereitungssystem
DE3623195 1986-07-10

Publications (1)

Publication Number Publication Date
EP0254059A1 true EP0254059A1 (fr) 1988-01-27

Family

ID=6304823

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87109064A Withdrawn EP0254059A1 (fr) 1986-07-10 1987-06-24 Système de dosage de carburant

Country Status (3)

Country Link
EP (1) EP0254059A1 (fr)
JP (1) JPS6325341A (fr)
DE (1) DE3623195A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5436011A (en) * 1993-04-16 1995-07-25 Bristol-Myers Squibb Company Solid pharmaceutical dosage form and a method for reducing abrasion
DE19505687A1 (de) * 1995-02-20 1996-08-22 Audi Ag Verfahren zur Steuerung einer Brennkraftmaschine im Sekundärluftbetrieb
DE19752274A1 (de) * 1997-11-26 1999-05-27 Opel Adam Ag Verfahren zum Schutz eines im Abgasstrang einer Brennkraftmaschine angeordneten Katalysators vor Überhitzung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4166437A (en) * 1976-07-27 1979-09-04 Robert Bosch Gmbh Method and apparatus for controlling the operating parameters of an internal combustion engine
JPS59196950A (ja) * 1983-04-22 1984-11-08 Mitsubishi Motors Corp エンジンのトルク調整装置
JPS6019929A (ja) * 1983-07-13 1985-02-01 Fujitsu Ten Ltd 電子制御燃料噴射装置
EP0136519A2 (fr) * 1983-08-24 1985-04-10 Hitachi, Ltd. Appareil de commande du rapport air/carburant pour moteurs à combustion interne

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS566053A (en) * 1979-06-27 1981-01-22 Hitachi Ltd Air fuel ratio controller used for engine with reactor
DE3143492C1 (de) * 1981-11-03 1983-03-10 Daimler-Benz Ag, 7000 Stuttgart Gemischverdichtende, fremdgezündete Brennkraftmaschine, insbesondere für Kraftfahrzeuge
US4495920A (en) * 1982-04-09 1985-01-29 Nippondenso Co., Ltd. Engine control system and method for minimizing cylinder-to-cylinder speed variations
JPS58195043A (ja) * 1982-05-11 1983-11-14 Nissan Motor Co Ltd 内燃機関の回転速度制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4166437A (en) * 1976-07-27 1979-09-04 Robert Bosch Gmbh Method and apparatus for controlling the operating parameters of an internal combustion engine
JPS59196950A (ja) * 1983-04-22 1984-11-08 Mitsubishi Motors Corp エンジンのトルク調整装置
JPS6019929A (ja) * 1983-07-13 1985-02-01 Fujitsu Ten Ltd 電子制御燃料噴射装置
EP0136519A2 (fr) * 1983-08-24 1985-04-10 Hitachi, Ltd. Appareil de commande du rapport air/carburant pour moteurs à combustion interne

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Band 9, Nr. 139 (M-387)[1862], 14. Juni 1985; & JP-A-60 19 929 (FUJITSU TEN K.K.) 01-02-1985 *
PATENT ABSTRACTS OF JAPAN, Band 9, Nr. 63 (M-365)[1786], 20. März 1985; & JP-A-59 196 950 (MITSUBISHI JIDOSHA KOGYO K.K.) 08-11-1984 *

Also Published As

Publication number Publication date
DE3623195A1 (de) 1988-01-14
JPS6325341A (ja) 1988-02-02

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Inventor name: SCHAEFER, HANS-JUERGEN, DIPL.-ING.

Inventor name: SCHULZ, REINHARD