EP0286644A1 - Procede pour determiner electroniquement le debit de carburant d'un moteur a combustion interne. - Google Patents

Procede pour determiner electroniquement le debit de carburant d'un moteur a combustion interne.

Info

Publication number
EP0286644A1
EP0286644A1 EP87903269A EP87903269A EP0286644A1 EP 0286644 A1 EP0286644 A1 EP 0286644A1 EP 87903269 A EP87903269 A EP 87903269A EP 87903269 A EP87903269 A EP 87903269A EP 0286644 A1 EP0286644 A1 EP 0286644A1
Authority
EP
European Patent Office
Prior art keywords
filter
signal
filter characteristic
characteristic
internal combustion
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.)
Granted
Application number
EP87903269A
Other languages
German (de)
English (en)
Other versions
EP0286644B1 (fr
Inventor
Helmut Denz
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
Original Assignee
Robert Bosch GmbH
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
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6311465&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0286644(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0286644A1 publication Critical patent/EP0286644A1/fr
Application granted granted Critical
Publication of EP0286644B1 publication Critical patent/EP0286644B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1422—Variable gain or coefficients
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter

Definitions

  • the object of the invention is to provide a method with which this disruptive effect of filter devices can be reduced, if not completely eliminated. This problem is solved by the method with the characterizing features of the main claim.
  • the method with the characterizing features of the main claim has the advantage over the known prior art that a filter with variable characteristics is used. In addition, it is not the input signals of the control unit, but those of these calculated output signals are filtered. Another advantage can be seen in the fact that in stationary or quasi-stationary operation of the internal combustion engine, the filter characteristic is derived from an at least two-dimensional map, as a result of which the filter effect can be matched to the operating range of the engine.
  • FIG. 1 shows the system representation of an electronic control unit with input and output signals
  • FIG. 2 shows the dependence of the filter characteristic on the first derivative d DK / dt of the throttle valve position sensor signal
  • FIG. 3 shows a two-dimensional map, divided into areas with different filter characteristics
  • FIG. 4 shows a block diagram of a device with the properties according to FIG. 2
  • FIG. 5 an example of an insensitivity range around an output signal
  • FIG. 6 a flow chart for determining the filter characteristic from a characteristic diagram
  • FIG. 7 a flow chart for determining the filter characteristic from d DK / dt.
  • 10 denotes an electronic control device to which a number of input variables are fed.
  • 11 is the signal of a throttle valve position transmitter
  • 12 the signal of an air mass sensor (in the following, air mass and air volume are used synonymously, since it is known to the person skilled in the art to calculate the air mass from the air volume), which can be a hot-wire air mass sensor, a sensor operating on the damper principle or a pressure sensor.
  • a speed signal n is supplied via input 13, and 14 is used to identify further signals, such as, for example, engine temperature, fuel temperature, knock signal and lambda sensor signal.
  • a signal v FZ proportional to the speed of the vehicle reaches the control unit via 15.
  • control unit 10 a multiplicity of output signals are calculated and generated from the input signals.
  • 16 denotes an output for control signals from fuel injection valves
  • 17 denotes an output for ignition pulses
  • 18 denotes the outputs for further signals.
  • the time derivative of the throttle valve position sensor signal d Dr / dt is plotted on the abscissa and the filter characteristic is plotted on the ordinate.
  • the zero point 20 there is an insensitivity region 21, to which a filter characteristic 22 is assigned. This area is followed by a variable filter characteristic for positive values of d DK / dt
  • the throttle valve position transmitter signal In the event of small fluctuations in the throttle valve position, such as occur, for example, in full load operation, the throttle valve position transmitter signal remains within the insensitivity range 21.
  • the fuel metering signal is filtered by a strongly damping filter.
  • the fuel metering signal corresponds in most cases an injection time, which is then also filtered accordingly.
  • the disruptive suction stroke effects are eliminated by the filtering. If the throttle valve suddenly opens (positive d DK / dt), damping of the fuel metering signal is no longer desirable, since this would inevitably lead to damping of the acceleration. In this case, therefore, a filter characteristic 23 dependent on d DK / dt is selected.
  • a filter characteristic 24 becomes smaller in its value than the value at 22 and greater than that selected at 23.
  • the characteristics described at the beginning can be compensated for by such a characteristic.
  • the double arrows marked with 25 indicate that the filter characteristics can also depend on operating parameters of the internal combustion engine, such as the engine temperature.
  • FIG. 3 shows an implementation of the method in the event that there is no throttle position transmitter.
  • the engine speed n is plotted on the abscissa, and a load signal (such as the basic injection duration, pressure in the intake manifold, intake air mass flow in relation to speed, fuel quantity) is plotted on the ordinate.
  • a load signal such as the basic injection duration, pressure in the intake manifold, intake air mass flow in relation to speed, fuel quantity
  • Other parameters are conceivable. If you divide each of the axes into five areas, there is already a sufficiently fine network for the selection of operating state-dependent filter characteristics. 30 corresponds to full load, 32 to partial load and 31 to idling. The process then works as follows:
  • the filter action which is most favorable for this state is determined from the characteristic diagram, with which the load signal, which represents the basic injection time, is filtered.
  • FIG. The time t is plotted on the abscissa, and a basic injection duration t L is plotted on the ordinate to represent the amount of fuel to be injected.
  • the solid line identified by 40 represents the time course of the basic injection signal t L
  • the dashed lines 41 indicate an insensitivity range lying around 40.
  • time 43 there is a sudden load change, which results in a strongly kinking curve 40.
  • the course of the filtered signal corresponding to curve 40 is designated by 42.
  • this curve follows curve 40 with a constantly increasing deviation due to the damping effect of the filter, and intersects upper curve 41, which characterizes the insensitivity range. Leaving the insensitivity range leads to a switching of the filter characteristic, whereupon a signal curve corresponding to that with 44 marked curve results. If the curve 44 at point 45 undercuts the limitation of the insensitivity range, the system switches back to a more damping filter, from which the course identified by 46 results.
  • FIG. 5 shows a block diagram of the method in which all three previously mentioned methods for adapting the filter characteristic to the operating state of the internal combustion engine are contained.
  • 51 is a differentiating device which is supplied with the signal from the throttle valve position sensor.
  • 51 is connected to a device 53, the output signal of which is connected to the switch 54.
  • the output of 51 is connected to a threshold value stage 52, which influences the positions of the switch 54.
  • the switch 54 connects either the output of the device 53 or the output of the characteristic map 50 to a first filter device 55.
  • the signals speed, basic injection time, vehicle speed and idling indicator are fed to the characteristic map 50.
  • the basic injection time is also simultaneously fed to the first filter device 55, a window comparator 56 and a second filter device 57.
  • the window comparator controls the position of the switch 58 to which it is connected via the operative connection 59.
  • the switch 58 connects either the output of 55 or the output of 57 to amplification devices (not identified in any more detail), which then emit the signals for actuating actuating devices.
  • the arrangement according to FIG. 5 works as follows:
  • the device 52 In dynamic operation, in which the signal d DK / dt exceeds a certain threshold, the device 52 effects a switch position of the switch 54 so that the output of the device 53 is connected to the filter device 55. The characteristic of 55 is then adjusted according to the signal of 53. If the threshold which can be predetermined in 52 is not exceeded, the switch 54 connects the characteristic diagram 50 to the filter device 55. In this stationary or quasi-stationary operation, a characteristic is set in the filter 55 in accordance with the characteristic diagram. A basic fuel quantity signal, in the case of the exemplary embodiment a basic injection time t L, is fed to the filter 55. The filtered signal is then available at the output of the filter.
  • the window comparator 56 It is checked in the window comparator 56 whether the filtered output signal lies within or outside the insensitivity range around the basic signal. If it lies within the insensitivity range, the connection 59 causes the switch 58 to be in a position which connects the output of 55 with reinforcing means, which are not identified in any more detail. If it is determined in 56 that the filtered signal leaves the insensitivity range, the switch 58 is connected to the output of a filter 57. Such a case occurs with large load changes. Filter 57, as can be seen in FIG. 4, takes effect at the point in time belonging to point 43. In the steady state, the filtering takes place in accordance with the map 50, in the dynamic state in accordance with the blocks 51 and 53. However, the blocks 55, 56 and 57 are effective both in the dynamic and in the stationary case.
  • FIG. 6 shows a flow chart for determining the filter characteristic from certain parameters, the internal combustion engine.
  • the speed parameter is entered in 60, the load parameter in 61, and the filter characteristic corresponding to this parameter is determined in 62.
  • the filter characteristic corresponding to this parameter is determined in 62.
  • other machine parameters are also conceivable as input variables.
  • the flow diagram according to FIG. 7 is based on the arrangement according to FIG. 5.
  • the first time derivative d DK / dt is formed from the throttle valve position transmitter signal.
  • a query is made as to whether the value of the differential quotient is greater or less than zero. If the differential quotient is greater than zero, the program branches to block 72, if it is less than zero it branches to block 73.
  • decision block 72 it is checked whether the differential quotient is greater than a positive constant. If it is greater than a positive constant, a filter characteristic is selected in 74 depending on the size of the differential quotient. If it is smaller than the positive constant, a filter constant C2 is selected in 75 such that it is larger than the filter constant C1.
  • a filter constant C1 is selected in 76 depending on the size of the differential quotient. If the differential quotient is greater than the lower bound, a filter characteristic of size C2 is determined in 77. From blocks 74, 75, 76 and 77 the program reaches the same point and is continued in 78. In 78, depending on the basic injection time t L and that determined in the course of the method
  • Filter characteristic determined a filtered injection time t LF .
  • decision block 79 it is checked whether the injection time calculated in 78 falls downwards or upwards from the insensitivity zone around the basic injection time t L. If the insensitivity range is left, a changed filter characteristic is determined in block 80 from the filter characteristic that was previously valid. This filter characteristic generally results in a filter with less attenuation. A new injection time t LF is formed from this filter characteristic in 81. Fell the
  • Time t LF does not leave the dead zone, so in

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)

Abstract

Procédé pour obtenir des signaux de sortie filtrés d'un appareil de commande électronique dans un moteur à combustion interne. Les signaux de sortie de base obtenus à partir de differents paramètres de fonctionnement sont transmis à des filtres dont les caractéristiques de filtrage sont modifiables en fonction des paramètres de fonctionnement du moteur. On tient compte de phénomènes dynamiques en ce sens que les caractéristiques de filtrage des filtres utilisés sont modifiables en fonction des premières dérivées du signal de l'indicateur de position de l'étrangleur. Une autre possibilité consiste à prévoir, pour le choix des caractéristiques de filtrage, un diagramme caractéristique multidimensionnel et subordonné aux paramètres de fonctionnement. Il est également prévu de former autour des signaux de base calculés une région d'insensibilité dont ne doit pas sortir le signal filtré. Si ce dernier en sort, la caractéristique de filtrage est modifiée de telle manière que le signal filtré rentre à nouveau dans la région d'insensibilité.
EP19870903269 1986-10-10 1987-06-06 Procede pour determiner electroniquement le debit de carburant d'un moteur a combustion interne Expired - Lifetime EP0286644B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863634551 DE3634551A1 (de) 1986-10-10 1986-10-10 Verfahren zur elektronischen bestimmung der kraftstoffmenge einer brennkraftmaschine
DE3634551 1986-10-10

Publications (2)

Publication Number Publication Date
EP0286644A1 true EP0286644A1 (fr) 1988-10-19
EP0286644B1 EP0286644B1 (fr) 1990-09-19

Family

ID=6311465

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19870903269 Expired - Lifetime EP0286644B1 (fr) 1986-10-10 1987-06-06 Procede pour determiner electroniquement le debit de carburant d'un moteur a combustion interne

Country Status (5)

Country Link
US (1) US4924835A (fr)
EP (1) EP0286644B1 (fr)
JP (1) JP2795644B2 (fr)
DE (2) DE3634551A1 (fr)
WO (1) WO1988002811A1 (fr)

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JPH01315642A (ja) * 1988-06-15 1989-12-20 Mitsubishi Electric Corp エンジンの燃料制御装置
DE3905736A1 (de) * 1989-02-24 1990-08-30 Pierburg Gmbh Messeinrichtung zum bestimmen des luftmassenstroms
US5255655A (en) * 1989-06-15 1993-10-26 Robert Bosch Gmbh Fuel injection system for an internal combustion engine
WO1990015921A1 (fr) * 1989-06-15 1990-12-27 Robert Bosch Gmbh Systeme d'injection de carburant pour un moteur a combustion interne
DE3932763C1 (fr) * 1989-09-30 1990-08-02 Robert Bosch Gmbh, 7000 Stuttgart, De
JPH07116966B2 (ja) * 1990-01-17 1995-12-18 三菱自動車工業株式会社 内燃機関の燃料制御装置
DE59103597D1 (de) * 1990-09-18 1995-01-05 Siemens Ag Verfahren zum ermitteln der kraftstoffeinspritzmenge.
JP2693884B2 (ja) * 1991-07-31 1997-12-24 株式会社日立製作所 内燃機関制御装置
US5477827A (en) * 1994-05-16 1995-12-26 Detroit Diesel Corporation Method and system for engine control
DE19712843C2 (de) * 1997-03-26 2001-02-01 Siemens Ag Verfahren und Einrichtung zum Steuern einer Brennkraftmaschine
DE19722253A1 (de) * 1997-05-28 1998-11-05 Daimler Benz Ag Elektronische Ruckeldämpfungseinrichtung für Brennkraftmaschinen
AU734476B2 (en) * 1997-11-05 2001-06-14 Baylor College Of Medicine Sequences for targeting metastatic cells
DE10159069A1 (de) * 2001-12-01 2003-06-12 Daimler Chrysler Ag Verfahren zum Betrieb eines elektronischen Steuergerätes eines Kraftfahrzeuges
DE102004058621B4 (de) * 2004-12-04 2008-08-07 Audi Ag Verfahren zum Ermitteln von Größen in einem Motorsteuergerät
CN101290241B (zh) * 2007-04-19 2011-02-02 上海德科电子仪表有限公司 异常情况下燃油表信号处理方法
DE102013000061B4 (de) 2013-01-02 2018-10-11 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine

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DE2243037C3 (de) * 1972-09-01 1981-04-30 Robert Bosch Gmbh, 7000 Stuttgart Elektrisch gesteuerte Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen mit einem im oder am Saugrohr angeordneten Luftmengenmesser
DE2455482A1 (de) * 1974-11-23 1976-05-26 Volkswagenwerk Ag Anordnung zur gewinnung von signalen fuer das steuergeraet einer elektronischen kraftstoffeinspritzung
US4051818A (en) * 1974-11-23 1977-10-04 Volkswagenwerk Aktiengesellschaft Device for obtaining signals for the control unit of an electronic fuel injection system
DE3039436C3 (de) * 1980-10-18 1997-12-04 Bosch Gmbh Robert Regeleinrichtung für ein Kraftstoffzumeßsystem einer Brennkraftmaschine
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Also Published As

Publication number Publication date
US4924835A (en) 1990-05-15
DE3634551A1 (de) 1988-04-21
WO1988002811A1 (fr) 1988-04-21
EP0286644B1 (fr) 1990-09-19
JPH01501077A (ja) 1989-04-13
JP2795644B2 (ja) 1998-09-10
DE3765114D1 (de) 1990-10-25

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