EP0254723B1 - Emergency driving device for diesel motors with electronically controlled apportioning of fuel - Google Patents

Emergency driving device for diesel motors with electronically controlled apportioning of fuel Download PDF

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Publication number
EP0254723B1
EP0254723B1 EP86906284A EP86906284A EP0254723B1 EP 0254723 B1 EP0254723 B1 EP 0254723B1 EP 86906284 A EP86906284 A EP 86906284A EP 86906284 A EP86906284 A EP 86906284A EP 0254723 B1 EP0254723 B1 EP 0254723B1
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EP
European Patent Office
Prior art keywords
signal
fuel
emergency driving
driving device
speed
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
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EP86906284A
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German (de)
French (fr)
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EP0254723A1 (en
Inventor
Jürgen BRÄUNINGER
Wolfgang DÜHLMEYER
Günter KETTENACKER
Volker SCHÄFER
Albrecht Sieber
Jürgen Wietelmann
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/226—Fail safe control for fuel injection pump
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions

Definitions

  • the invention relates to an emergency driving device for a diesel internal combustion engine according to the preamble of claim 1.
  • Such an emergency driving device is known from DE-A-3 311 351.
  • a control device for an injection pump of a diesel internal combustion engine is described there.
  • the injection pump signal box is regulated in normal operation.
  • an emergency operation is maintained by regulating the speed of the fuel.
  • DE-OS-3 130 094 a device according to DE-OS-3 130 094 is known, in which the microcomputer and / or the control regulator can be bridged in the event of a fault.
  • the emergency driving device has the advantage over the underlying prior art of providing an emergency driving signal with relatively simple means, with which stable speed control of the internal combustion engine is possible.
  • it has the further advantage that no additional memory space is required in addition to the memory space provided by the microprocessor. By saving additional electronic components, the device proves to be particularly cost-effective.
  • the subclaims show advantageous configurations of the emergency drive device described in the main claim. A particular advantage can be seen in the fact that the emergency drive signal is independent of the way in which the actual fuel quantity was determined.
  • a speed-dependent monitoring enables a defective encoder to be determined very precisely.
  • a polarity reversal of the sender can be recognized immediately.
  • FIG. 1 shows a block diagram of the emergency driving device, which schematically reproduces the functioning of the emergency driving device
  • FIG. 2 shows the principle of the actual fuel quantity monitoring.
  • the output of the summation point is fed to the fuel quantity regulator 30, which in turn is connected to a switch 32.
  • the switch connects the output of the controller 30 to a digital-to-analog converter 15.
  • the output of the digital-to-analog converter 15 acts on the injection pump 11 via an actuator (not shown in more detail).
  • 21 and 22 denote alternative transmitter signal lines which are connected to a signal conditioning stage 23.
  • the output of this processing stage is applied to an analog-digital converter 24 given, the output signal is connected on the one hand to the line 27, on the other hand to the monitoring device 25, which is also connected to the speed sensor.
  • the switch 31 is connected to a limiter 40 via the line 34.
  • the input signal of the "limiter 53 comes from a bypass integrator 52, to which the difference signal from the accelerator position transmitter and the speed is fed via a limiter 51 and the line 49.
  • the most important element in the chain of limiter 51, bypass integrator 52 and limiter 53 is the integrator 52, which has the task of adapting the operating point signal of the EP.
  • the two limiters 51 and 53 have different amplification factors, in addition the voltage limit depending on the coolant temperature, such as. B. Fuel temperature.
  • the switch 32 is also in its switch position, not shown. In this position, the output signal of the summation point 48 is connected to the digital-to-analog converter 15. Its output influences an actuator, which is not specifically identified, but is known, and which supplies the injection pump with the quantity of fuel which is characteristic of the respective operating state. It should be pointed out at this point that stable speed control is only possible by adding a weighted and differentiated speed signal to the control loop for emergency operation.
  • an output signal between a and d is possible for a speed lower than n1. If the actual value signal exceeds the permissible ranges, the monitoring device acts on the two switches 31 and 32 via the active connection 26 and initiates the emergency operation.
  • the emergency drive device described in the exemplary embodiment works with a computer that can only process digital signals.
  • the division of the device into individual functional blocks according to FIG. 1 was only carried out in order to express its mode of operation more clearly.
  • the representation of most functions represented by a block as an algorithm is familiar to the computer expert.
  • block diagram also provides enough information for a person skilled in the field of diesel control to set up such an emergency driving device in a conventional manner (analog).

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

Abstract

With the help of an emergency driving device for a diesel motor having an electronically controlled apportioning of fuel, an optimum emergency driving operation is possible in case of failure of the sensor or sensors of the instantaneous value of the fuel amounts. In case of failure, the means which determine in normal operation the desired value of the fuel amounts and the means for controlling the amounts of fuel are separated from the fuel apportioning means, and the latter is driven by a special emergency driving signal. A failure in the sensors of the instantaneous value of the amounts of fuel is recognized in that this signal does not fall within the permissible limits for the instantaneous value of the amounts of fuel. A first signal is formed on the basis of the speed of revolution and of the position of the accelerator, which added to a second signal, gives the emergency driving signal. The second signal is essentially the differentiated speed of the revolution signal.

Description

Stand der TechnikState of the art

Die Erfindung betrifft eine Notfahreinrichtung für eine Dieselbrennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1. Eine solche Notfahreinrichtung ist aus der DE-A-3 311 351 bekannt.The invention relates to an emergency driving device for a diesel internal combustion engine according to the preamble of claim 1. Such an emergency driving device is known from DE-A-3 311 351.

Dort wird eine Regeleinrichtung für eine Einspritzpumpe einer Dieselbrennkraftmaschine beschrieben. Im Normalbetrieb erfolgt eine Regelung des Stellwerks der Einspritzpumpe. Bei Störung der Regeleinrichtung durch Ausfall des Rückmeldesignals, des Steuergeräts oder des Stellreglers, wird durch eine Drehzahlregelung der Kraftstoffmenge ein Notfahrbetrieb aufrechterhalten.A control device for an injection pump of a diesel internal combustion engine is described there. The injection pump signal box is regulated in normal operation. In the event of a fault in the control device due to a failure of the feedback signal, the control unit or the controller, an emergency operation is maintained by regulating the speed of the fuel.

Des weiteren ist eine Einrichtung nach der DE-OS-3 130 094 bekannt, bei der im Fehlerfall der Mikrocomputer und/oder der Stellregler überbrückbar ist.Furthermore, a device according to DE-OS-3 130 094 is known, in which the microcomputer and / or the control regulator can be bridged in the event of a fault.

Im Fehlerfall der Signalverarbeitungseinheit wird das Positionssignal des Fahrpedales mehr oder weniger unmittelbar auf den Regler zur Ansteuerung des Stellwerkes für das mengenbestimmende Glied geschaltet. Damit ist auch im Fehlerfall ein Notfahrbetrieb gewährleistet, der weitgehend allein vom Fahrer des mit der Brennkraftmaschine ausgestatteten Fahrzeuges beeinflußbar ist. Des weiteren ist eine Hotsteuereinrichtung aus der DE-OS-3 238 191 bekannt, bei der man sich zur Aufrechterhaltung des Notfahrbetriebes der Signale des Drehzahlgebers, des Fahrpedalstellungsgebers und des Ladedruckgebers bedient. Das Signal des Ladedruckgebers dient in der Hauptsache dazu, die geförderte Kraftstoffmenge nach oben zu begrenzen, und so einen Überdrehzahlschutz zu gewährleisten. Es hat sich nun gezeigt, daß mit den bekannten Notfahreinrichtungen in manchen Fällen ein optimaler Notfahrbetrieb nicht möglich ist.In the event of a fault in the signal processing unit, the position signal of the accelerator pedal is switched more or less directly to the controller for controlling the signal box for the quantity-determining element. This also ensures emergency operation in the event of a fault, which can largely be influenced solely by the driver of the vehicle equipped with the internal combustion engine. Furthermore, a hot control device is known from DE-OS-3 238 191, in which one uses the signals from the speed sensor, the accelerator pedal position sensor and the boost pressure sensor to maintain the emergency driving mode. The main purpose of the signal from the boost pressure sender is to limit the amount of fuel delivered, thus ensuring that the engine is protected against overspeed. It has now been shown that optimal emergency operation is not possible in some cases with the known emergency driving devices.

Vorteile der ErfindungAdvantages of the invention

Die Notfahreinrichtung gemäß der Erfindung hat gegenüber dem zugrundegelegten Stand der Technik den Vorteil, ein Notfahrsignal mit relativ einfachen Mitteln bereitzustellen, mit dem eine stabile Drehzahlregelung der Brennkraftmaschine möglich ist. Im Falle digitaler Signalverarbeitung hat sie den weiteren Vorteil, daß zusätzlich zu dem vom Mikroprozessor bereitgestellten Speicherplatz kein weiterer Speicherplatz benötigt wird. Durch die Einsparung weiterer elektronischer Bauteile erweist sich die Einrichtung als besonders kostengünstig.The emergency driving device according to the invention has the advantage over the underlying prior art of providing an emergency driving signal with relatively simple means, with which stable speed control of the internal combustion engine is possible. In the case of digital signal processing, it has the further advantage that no additional memory space is required in addition to the memory space provided by the microprocessor. By saving additional electronic components, the device proves to be particularly cost-effective.

Die Unteransprüche zeigen vorteilhafte Ausgestaltungen der im Hauptanspruch beschriebenen Notfahreinrichtung. Ein besonderer Vorteil ist darin zu sehen, daß das Notfahrsignal unabhängig davon ist, auf welche Weise der Kraftstoffmengenistwert ermittelt wurde.The subclaims show advantageous configurations of the emergency drive device described in the main claim. A particular advantage can be seen in the fact that the emergency drive signal is independent of the way in which the actual fuel quantity was determined.

Vorteile ergeben sich auch aus der Art und Weise, in der das Kraftstoffmengen-Istwertsignal überwacht wird. Durch eine drehzahlabhängige Überwachung kann sehr präzise auf einen defekten Geber geschlossen werden. Zudem läßt sich, abhängig vom Kraftstoffmengengeber, ein Verpolen des Gebers sofort erkennen.Advantages also result from the way in which the actual fuel quantity signal is monitored. A speed-dependent monitoring enables a defective encoder to be determined very precisely. In addition, depending on the fuel quantity sender, a polarity reversal of the sender can be recognized immediately.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Figur 1 zeigt ein Blockschaltbild der Notfahreinrichtung, welches die Funktionsweise der Notfahreinrichtung schematisch wiedergibt, Figur 2 gibt das Prinzip der Kraftstoffmengen-Istwertüberwachung wieder.An embodiment of the invention is shown in the drawing and explained in more detail in the following description. FIG. 1 shows a block diagram of the emergency driving device, which schematically reproduces the functioning of the emergency driving device, FIG. 2 shows the principle of the actual fuel quantity monitoring.

Beschreibung derdescription of AusführungsbeispieleEmbodiments

Das in Figur 1 dargestellte Blockschaltbild bezieht sich auf eine Dieselbrennkraftmaschine mit elektronischer Regelung der Kraftstoffzufuhr. Ein Fahrpedalstellungsgeber 13 ist über einen Analog-Digital-Wandler 14 mit dem Schalter 31 verbunden. Im störungsfreien Betrieb verbindet der Schalter 31 das Fahrpedalgebersignal über eine Leitung 33 mit einem Kennfeld 12, in das als weitere Größe wenigstens ein Drehzahlsignal eingeht. Im allgemeinsten Fall handelt es sich beim Block 12 um eine Recheneinrichtung, die, je nach gewünschtem Fahrkomfort, aus dem Signal des Fahrpedalgebers und betriebskenngrößenabhängigen Signalen, wie z. B. Drehzahl, Kühlmitteltemperatur oder Batteriespannung, einen KraftstoffmengenSollwert bestimmt. Der Ausgang des Kennfeldes 12 ist mit einem Summationspunkt 29 verbunden, dem über eine Leitung 27 der KraftstoffmengenIstwert Okist zugeführt wird. Der Ausgang des Summationspunktes wird dem Kraftstoffmengenregler 30 zugeführt der wiederum mit einem Schalter 32 in Verbindung steht. Der Schalter verbindet im störungsfreiem Falle den Ausgang des Reglers 30 mit einem Digital-Analog-Wandler 15. Der Ausgang des Digital-Analog-Wandlers 15 wirkt über ein nicht näher bezeichnetes Stellglied auf die Einspritzpumpe 11. Zwischen Einspritzpumpe 11 und Brennkraftmaschine 10 befindet sich - vereinfacht dargestellt - ein Nadelhubgeber 20 eines Einspritzventils. Mit 21 und 22 sind alternative Gebersignalleitungen bezeichnet, die mit einer Signalaufbereitungsstufe 23 verbunden sind. Der Ausgang dieser Aufbereitungsstufe wird auf einen Analog-Digital-Wandler 24 gegeben, dessen Ausgangssignal einerseits mit der Leitung 27, andererseits mit der Überwachungseinrichtung 25 in Verbindung steht, die außerdem mit dem Drehzahlgeber verbunden ist. Zwischen der Überwachungseinrichung 25 und den Schaltern 31 und 32 besteht eine Wirkverbindung 26. Im Störfungsfalle ist Schalter 31 über die Leitung 34 mit einem Begrenzer 40 verbunden.The block diagram shown in FIG. 1 relates to a diesel internal combustion engine with electronic control of the fuel supply. An accelerator pedal position sensor 13 is connected to the switch 31 via an analog-digital converter 14. In the trouble-free operation, the switch 31 connects the accelerator pedal signal via a line 33 to a map 12, in which at least one speed signal is received as a further variable. In the most general case, block 12 is a computing device which, depending on the desired driving comfort, consists of the signal from the accelerator pedal sensor and signals dependent on the operating parameters, such as. B. speed, coolant temperature or battery voltage, a fuel quantity setpoint. The output of the characteristic diagram 12 is connected to a summation point 29, to which the actual fuel quantity Okist is supplied via a line 27. The output of the summation point is fed to the fuel quantity regulator 30, which in turn is connected to a switch 32. In the case of a fault, the switch connects the output of the controller 30 to a digital-to-analog converter 15. The output of the digital-to-analog converter 15 acts on the injection pump 11 via an actuator (not shown in more detail). shown in simplified form - a needle stroke sensor 20 of an injection valve. 21 and 22 denote alternative transmitter signal lines which are connected to a signal conditioning stage 23. The output of this processing stage is applied to an analog-digital converter 24 given, the output signal is connected on the one hand to the line 27, on the other hand to the monitoring device 25, which is also connected to the speed sensor. There is an operative connection 26 between the monitoring device 25 and the switches 31 and 32. In the event of a fault, the switch 31 is connected to a limiter 40 via the line 34.

Das Ausgangssignal des Begrenzers 40 geht über ein Tiefpaßfilter 41 auf einen Summationspunkt 42, dem über eine Leitung 44 ein Drehzahlsignal zugeführt wird. Das Ausgangssignal des Summationspunktes 42 wird über ein Proportionalglied 43 dem Summationspunkt 48 zugeführt. Außerdem gelangt dieses Signal über einen zweiten Pfad, bestehend aus der Leitung 49, einem ersten Begrenzer 51, einem Integrator 52, einem zweiten Begrenzer 53 und einem Summationspunkt 54, auf den Summationspunkt 48. In den Summationspunkt 54 wird über eine Leitung 55 ein dem Arbeitspunkt der EP entsprechendes Signal eingespeist. Die Begrenzer 51 und 53, proportional wirkende Verstärker mit Begrenzungseigenschaften, werden von der Temperatur des Kühlwassers (oder auch der Kraftstofftemperatur) beeinflußt. Dem Summationspunkt wird über einen Block 46 und einen Differenzierer 47 ebenfalls noch das aufbereitete Drehzahlsignal zugeführt. 45 bezeichnet einen Analog-Digital-Wandler, der das über eine Leitung 50 kommende Drehzahlsignal aufbereitet.The output signal of the limiter 40 goes via a low-pass filter 41 to a summation point 42, to which a speed signal is fed via a line 44. The output signal of the summation point 42 is fed to the summation point 48 via a proportional element 43. In addition, this signal reaches the summation point 48 via a second path, consisting of the line 49, a first limiter 51, an integrator 52, a second limiter 53 and a summation point 54. In the summation point 54, a line 55 becomes the operating point the signal corresponding to the EP fed. The limiters 51 and 53, proportionally acting amplifiers with limiting properties, are influenced by the temperature of the cooling water (or else the fuel temperature). The processed speed signal is also fed to the summation point via a block 46 and a differentiator 47. 45 denotes an analog-digital converter, which processes the speed signal coming via a line 50.

Beim Ausführungsbeispiel handelt es sich um eine Notfahreinrichtung mit digitaler Signalverarbeitung. In diesem Fall wird die Überwachungseinrichtung durch einen Algorithmus realisiert, durch den geprüft wird, ob sich das gemessene Kraftstoffmengensignal in dem den jeweiligen Betriebszustand kennzeichnenden Bereich befindet (siehe Figur 2). Zur Kennzeichnung des Betriebszustandes können neben dem Drehzahlsignal natürlich auch andere Betriebsparameter, wie z. B. Temperatur, Luftdruck oder ähnliches herangezogen werden.The exemplary embodiment is an emergency driving device with digital signal processing. In this case, the monitoring device is implemented by an algorithm, by means of which it is checked whether the measured fuel quantity signal is in the area which characterizes the respective operating state (see FIG. 2). To identify the operating state, in addition to the speed signal, of course, other operating parameters, such as. B. temperature, air pressure or the like can be used.

Die Einrichtung entsprechend der Figur 1 arbeitet wie folgt: Im Normalbetrieb wird das vom Fahrpedalstellungsgeber 13 kommende Signal über den Analog-Digital-Wandler 14 dem Schalter 31 zugeführt. Von dort aus geht es über die Leitung 33 auf den Kraftstoffmengen-Sollwertgeber 12, dem außerdem wenigstens auch das Signal des Drehzahlgebers zugeführt wird. Je nach Erfordernis besteht natürlich auch die Möglichkeit, Einflußgrößen wie Temperatur, Luftdruck oder ähnliches in den Kraftstoffmengen-Sollwertgeber aufzunehmen. Abhängig vom Signal des Fahrpedalstellunggebers und wenigstens der Drehzahl wird in 12 ein Kraftstoffmengensollwert ermittelt. Dieser Sollwert wird über die Leitung 28 dem Summationspunkt 29 zur Verfügung gestellt. Eine weitere Eingangsgröße des Summationspunktes ist der Kraftstoffmengenistwert Qkist, der dem Summationspunkt über die Leitung 27 zugeführt wird. Zur Bestimmung des KraftstoffmengenIstwertes gibt es mehrere Möglichkeiten.

  • - Signalleitung 21 verbindet das Signal eines nicht näher gekennzeichneten Regelweggebers, z. B. eines Potentiometers,
  • - Signalleitung 22 das Signal eines Nadelhubgebers oder eines Drucksensors mit der Signalaufbereitungsstufe 23.
The device according to FIG. 1 works as follows: In normal operation, the signal coming from the accelerator pedal position transmitter 13 is fed to the switch 31 via the analog-digital converter 14. From there it goes via line 33 to the fuel quantity setpoint device 12, to which at least the signal from the speed sensor is also supplied. Depending on the requirements, it is of course also possible to include influencing variables such as temperature, air pressure or the like in the fuel quantity setpoint generator. Depending on the signal from the accelerator pedal position sensor and at least the speed, a fuel quantity setpoint is determined in FIG. This setpoint is made available to summation point 29 via line 28. Another input variable of the summation point is the actual fuel quantity Qkist, which is fed to the summation point via line 27. There are several ways to determine the actual fuel quantity.
  • - Signal line 21 connects the signal of an unspecified control encoder, z. B. a potentiometer,
  • - Signal line 22, the signal of a needle stroke transmitter or a pressure sensor with the signal conditioning stage 23.

Die Signalaufbereitungsstufe 23 bereitet die Signale der Kraftstoffmengengeber auf. Die so aufbereiteten Signale werden dem Analog-Digital-Wandler 24 zugeführt, dessen Ausgang einerseits mit dem Summationspunkt 29, andererseits mit der Überwachungseinrichtung 25 verbunden ist. Der Überwachungseinrichtung 25 wird neben dem Signal des Krtraftstoffmengen-Istwertes auch das Drehzahlsignal zugeführt. Bei Feststellung eines Fehlers der Kraftstoffmengengeber bewirkt die Überwachungseinrichtung über die Wirkverbindung 26 eine Umschaltung der Schalter 31 und 32 in die nicht dargestellte Schaltposition. In dieser Stellung ist das Signal des Fahrpedalstellunggebers über die Leitung 34 mit einem Begrenzer 40 verbunden. Das Ausgangssignal dieses Begrenzers wird in dem Tiefpaßfilter 41 gefiltert und anschließend dem Summationspunkt 42 zugeführt. Im Summationspunkt 42 wird die Differenz aus dem tiefpaßgefilterten Fahrpedalstellunggebersignal und dem digitalisierten Drehzahlsignal gebildet. Am Ausgang des Summationspunktes steht ein erstes Signal zur Verfügung, welches über eine Proportionalstufe 43 auf den Summationspunkt 48 gegeben wird. Dort wird die Differenz aus dem ersten Signal und einem zweiten Signal gebildet. Das zweite Signal entsteht aus dem Drehzahlsignal, indem letzteres einer Einrichtung 46 zugeführt wird, in welcher die Drehzahlbereiche unterschiedlich gewichtet werden. Das Ausgangssignal dieser Einrichtung wird der Differenziereinrichtung 47 zugeführt, an deren Ausgang dann das zweite Signal zur Verfügung steht. Als dritte Größe wirkt das Ausgangssignal vom Summationspunkt 48. Dieses Signal besteht aus zwei Teilen:

  • - dem Ausgangssignal des Begrenzers 53
  • - dem zum Arbeitspunkt der EP proportionalen Signal auf der Leitung 55.
The signal processing stage 23 processes the signals from the fuel quantity sensors. The signals processed in this way are fed to the analog-digital converter 24, the output of which is connected on the one hand to the summation point 29 and on the other hand to the monitoring device 25. In addition to the signal of the actual quantity of fuel, the monitoring device 25 is also supplied with the speed signal. If an error is detected in the fuel quantity transmitter, the monitoring device effects a switchover of the switches 31 and 32 to the switching position (not shown) via the active connection 26. In this position, the signal from the accelerator pedal position sensor is connected to a limiter 40 via line 34. The output signal of this limiter is filtered in the low-pass filter 41 and then fed to the summation point 42. At the summation point 42, the difference between the low-pass filtered accelerator position transmitter signal and the digitized speed signal is formed. A first signal is available at the output of the summation point, which is transmitted to the summation point 48 via a proportional stage 43. There the difference between the first signal and a second signal is formed. The second signal arises from the speed signal by feeding the latter to a device 46 in which the speed ranges are weighted differently. The output signal of this device is fed to the differentiating device 47, at whose output the second signal is then available. The third variable is the output signal from summation point 48. This signal consists of two parts:
  • - The output signal of the limiter 53
  • - The signal proportional to the operating point of the EP on line 55.

Das Eingangssignal des"Begrenzers 53 stammt aus einem Bypass-Integrator 52, dem über einen Begrenzer 51 und die Leitung 49 das Differenzsignal aus Fahrpedalstellungsgeber und Drehzahl zugeführt wird. Wichtigstes Element in der Kette Begrenzer 51, Bypass-Integrator 52 und Begrenzer 53 ist der Integrator 52, der die Aufgabe hat, eine Adaption des Arbeitspunktsignals der EP zu bewerkstelligen.The input signal of the "limiter 53 comes from a bypass integrator 52, to which the difference signal from the accelerator position transmitter and the speed is fed via a limiter 51 and the line 49. The most important element in the chain of limiter 51, bypass integrator 52 and limiter 53 is the integrator 52, which has the task of adapting the operating point signal of the EP.

Die beiden Begrenzer 51 und 53 haben unterschiedliche Verstärkungsfaktoren, zudem ist die Spannungsgrenze abhängig von der Kühlmitteltemperatur, wie z. B. Kraftstofftemperatur. Im Fehlerfall befindet sich auch der Schalter 32 in seiner nicht gezeichneten Schaltstellung. In dies er Stellung ist das Ausgangssignal des Summationspunktes 48 mit dem Digital-Analog-Wandler 15 verbunden. Dessen Ausgang beeinflußt eine nicht näher gekennzeichnete, doch bekannte Stelleinrichtung, die die Einspritzpumpe mit der für den jeweiligen Betriebszustand kennzeichnenden Kraftstoffmenge versorgt. Es sei an dieser Stelle darauf hingewiesen, daß erst durch die Hinzunahme eines gewichteten und differenzierten Drehzahlsignales in den Regelkreis für den Notfahrbetrieb eine stabile Drehzahlregelung möglich ist.The two limiters 51 and 53 have different amplification factors, in addition the voltage limit depending on the coolant temperature, such as. B. Fuel temperature. In the event of a fault, the switch 32 is also in its switch position, not shown. In this position, the output signal of the summation point 48 is connected to the digital-to-analog converter 15. Its output influences an actuator, which is not specifically identified, but is known, and which supplies the injection pump with the quantity of fuel which is characteristic of the respective operating state. It should be pointed out at this point that stable speed control is only possible by adding a weighted and differentiated speed signal to the control loop for emergency operation.

In Figur 2 ist auf der Abszisse die Drehzahl, auf der Ordinate der Kraftstoffmengenistwert aufgetragen. Man unterscheidet drei Drehzahlbereiche 1, und 3 sowie die Kraftstoffmengenistwerte a, b, c und d. Der schraffiert gekennzeichnete Bereich ist der zulässige Signalbereich. Im Drehzahlbereich 1 von Drehzahl Null bis zur Drehzahl n1 muß sich das Kraftstoffmengen-Istwertsignal innerhalb der Werte b und d befinden, für Drehzahlen im Bereich von n1 bis n2 innerhalb der Kraftstoffmengenwerte a und d, und für Drehzahlen oberhalb von n2 innerhalb der Grenzen a und c. In der Warmlaufphase der Brennkraftmaschine, also für Kühlmitteltemperaturen kleiner als eine bestimmte Grenztemperatur, ist für eine Drehzahl kleiner als n1 ein Ausgangssignal zwischen a und d möglich. Überschreitet das Istwertsignal die zulässigen Bereiche, so wirkt die Überwachungseinrichtung über die Wirkverbindung 26 auf die beiden Schalter 31 und 32, und leitet den Notfahrbetrieb ein.In FIG. 2, the speed is plotted on the abscissa, and the actual fuel quantity value is plotted on the ordinate. A distinction is made between three speed ranges 1 and 3 as well as the actual fuel quantities a, b, c and d. The hatched area is the permissible signal area. In the speed range 1 from speed zero to speed n1, the actual fuel quantity signal must be within the values b and d, for speeds in the range from n1 to n2 within the fuel quantity values a and d, and for speeds above n2 within the limits a and c. In the warm-up phase of the internal combustion engine, that is to say for coolant temperatures lower than a certain limit temperature, an output signal between a and d is possible for a speed lower than n1. If the actual value signal exceeds the permissible ranges, the monitoring device acts on the two switches 31 and 32 via the active connection 26 and initiates the emergency operation.

Die im Ausführungsbeispiel beschriebene Notfahreinrichtung arbeitet mit einem Rechner, der ausschließlich digitale Signale verarbeiten kann. Die Aufspaltung der Einrichtung in einzelne Funktionsblöcke entsprechend Figur 1, wurde nur deshalb vorgenommen, um deren Arbeitsweise klarer zum Ausdruck zu bringen. Die Darstellung der meisten durch einen Block dargestellten Funktionen als Algorithmus ist dem Rechnerfachmann geläufig.The emergency drive device described in the exemplary embodiment works with a computer that can only process digital signals. The division of the device into individual functional blocks according to FIG. 1 was only carried out in order to express its mode of operation more clearly. The representation of most functions represented by a block as an algorithm is familiar to the computer expert.

Für den Fachmann auf dem Gebiet der Dieselregelung liefert das Blockschaltbild jedoch auch genügend Information, eine solche Notfahreinrichtung in konventioneller Weise (analog) aufzubauen.However, the block diagram also provides enough information for a person skilled in the field of diesel control to set up such an emergency driving device in a conventional manner (analog).

Claims (14)

1. Emergency driving device for a diesel engine having electronically controlled apportioning of fuel, sensors for speed of revolution, accelerator pedal position and the amount of fuel supplied to the engine, means (23, 24) for determining the instantaneous value of the fuel amounts from the sensor signals, means (12) for determining a desired value of the fuel amounts from signals of at least the accelerator pedal position and the speed of revolution, having an amount of fuel controller with switching means which, in the case of a failure, connect the fuel apportioning device to an emergency driving speed of revolution control formed from the speed of revolution and accelerator pedal position sensor signal, characterized in that the emergency driving speed of revolution control signal (48) is formed from the combination
- of a first signal (42), which is a function of the speed of revolution signal and of the accelerator pedal position sensor signal, and
- of a second signal from weighted and differentiated speed of revolution signal.
2. Emergency driving device according to Claim 1, characterized in that, in the case of a failure, the accelerator pedal signal is limited and low pass-filtered
3. Emergency driving device according to Claim 1, characterized in that, before differentiation, the speed of revolution signal is differently weighted depending on speed range.
4. Emergency driving device according to at least one of Claims 1 to 3, characterized in that the emergency driving signal is influenced by a signal proportional to the operating point of the injection pump and adapting the operating point of the injection pump.
5. Emergency driving device according to Claims 1 and 4, characterized in that, for adaptation of the operating point of the injection pump, the first signal is fed via means acting in a limiting manner to an integrator acting as bypass integrator.
6. Emergency driving device according to Claims 1 and 5, characterized in that the output signal of the bypass integrator is combined via two limiting means with the emergency driving signal.
7. Emergency driving device according to one of Claims 4 to 6, characterized in that the first and second limiting means are dependent on the coolant temperature.
8. Emergency driving device according to Claims 4 to 7, characterized in that the first and second limiting means are dependent on the fuel temperature.
9. Emergency driving device according to at least one of Claims 1 to 8, characterized in that, for detection of a case of failure, the range of the amount of fuel instantaneous value signal is monitored.
10. Emergency driving device according to Claim 9, characterized in that the range of the amount of fuel instantaneous value signal is monitored for speed of revolution-dependent values.
11. Emergency driving device according to Claim 9, characterized in that the amount of fuel instantaneous value signal is obtained from the position of a control travel sensor.
12. Emergency driving device according to Claim 9, characterized in that the amount of fuel instantaneous value signal is obtained from the signal of a needle- stroke sensor known per se.
13. Emergency driving device according to Claim 9, characterized in that the amount of fuel instantaneous value signal is obtained from a signal of a pressure sensor exposed to the fuel pressure.
14. Emergency driving device according to Claim 9, characterized in that the signal range of the instantaneous value of the fuel amounts is temperature-dependent.
EP86906284A 1986-02-06 1986-11-05 Emergency driving device for diesel motors with electronically controlled apportioning of fuel Expired EP0254723B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3603571 1986-02-06
DE19863603571 DE3603571A1 (en) 1986-02-06 1986-02-06 EMERGENCY DRIVING DEVICE FOR A DIESEL INTERNAL COMBUSTION ENGINE WITH ELECTRONICALLY CONTROLLED FUEL MEASUREMENT

Publications (2)

Publication Number Publication Date
EP0254723A1 EP0254723A1 (en) 1988-02-03
EP0254723B1 true EP0254723B1 (en) 1989-03-08

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EP86906284A Expired EP0254723B1 (en) 1986-02-06 1986-11-05 Emergency driving device for diesel motors with electronically controlled apportioning of fuel

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US (1) US4793308A (en)
EP (1) EP0254723B1 (en)
JP (1) JP2730574B2 (en)
DE (2) DE3603571A1 (en)
WO (1) WO1987004759A1 (en)

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Also Published As

Publication number Publication date
DE3603571A1 (en) 1987-08-13
JP2730574B2 (en) 1998-03-25
DE3662296D1 (en) 1989-04-13
WO1987004759A1 (en) 1987-08-13
US4793308A (en) 1988-12-27
EP0254723A1 (en) 1988-02-03
JPH01501495A (en) 1989-05-25

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