EP0293367B1 - Dispositif pour le reglage de la stabilite de marche de moteurs a combustion - Google Patents

Dispositif pour le reglage de la stabilite de marche de moteurs a combustion Download PDF

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Publication number
EP0293367B1
EP0293367B1 EP86905739A EP86905739A EP0293367B1 EP 0293367 B1 EP0293367 B1 EP 0293367B1 EP 86905739 A EP86905739 A EP 86905739A EP 86905739 A EP86905739 A EP 86905739A EP 0293367 B1 EP0293367 B1 EP 0293367B1
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EP
European Patent Office
Prior art keywords
controllers
segments
smooth running
segment
manipulated variable
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
Application number
EP86905739A
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German (de)
English (en)
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EP0293367A1 (fr
Inventor
Thomas KÜTTNER
Wolf Wessel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0293367A1 publication Critical patent/EP0293367A1/fr
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Publication of EP0293367B1 publication Critical patent/EP0293367B1/fr
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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
    • F02D41/1497—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

  • a device for regulating the smooth running of an internal combustion engine is known, with the aid of which the vibration of a motor vehicle in the lower speed range, in particular when idling, is eliminated.
  • This swinging of the motor vehicle is often referred to as "shaking" and is a result of manufacturing tolerances that occur in the series production of the injection equipment.
  • EP-A-0 140 065 shows and describes a device for smooth running control of an internal combustion engine.
  • a control is assigned to each cylinder of the internal combustion engine, a control value S being formed from the actual value assigned to a cylinder and an average value. Pulse times of a segment wheel connected to the crankshaft of the internal combustion engine are used for averaging.
  • the object of the invention is therefore to provide a device with which good conditions can be achieved especially with regard to the dynamics. This task is solved with the features of the main claim.
  • the device according to the invention for regulating the smooth running of an internal combustion engine is distinguished by good results in dynamic operation of the internal combustion engine. It has proven to be particularly advantageous that the compensation of the phase shift between the setpoint and the actual value is achieved in that the setpoint is z-1 segments of a known segment wheel, which has z segments when it is attached to the crankshaft, compared to the actual value is delayed.
  • Another advantage is the use of 2 * z proportional-integral controllers instead of z proportional-integral controllers, since this eliminates the need for a synchronization device for the smooth running control. If only z proportional-integral controllers are installed in the injection system, synchronization is necessary.
  • FIG. 1 shows that with large signal speed fluctuations there is a greater delay or phase shift of the setpoint compared to the actual value.
  • FIG. 2 shows the moving average over 2 segments and the moving average over 8 segments, which is delayed by 3 segments.
  • this measure enables the smoothness control to recognize the correct measure for the deviation of the actual value from the mean value, even in the case of large signal speed fluctuations.
  • FIG. 3 shows a first possibility of the principle of the smooth running control LRR with proportional-integral controllers (PI controllers) without synchronization.
  • PI controllers proportional-integral controllers
  • the following variables are plotted over the time axis t.
  • Be Calculation times of target and actual values are given.
  • the calculated actual value was 3 segments behind.
  • FIG. 4 illustrates the principle of the smooth running control LRR with 8 proportional integral controllers (PI controllers), the same variables as in FIG. 3 being plotted over the time axis t.
  • PI controllers proportional integral controllers
  • FIG. 5 shows a second possibility of the principle of the smooth running control LRR with 4 proportional integral controllers (PI controllers) without synchronization.
  • FIG. 5 can be compared with FIG. 3.
  • This second option like the first option in FIG. 3, permits stable LRR control.
  • FIG. 5 shows that the reaction to the injection in cylinder 1 (Z1) is then detected in the second and third segments, in FIG. 3 already in the first and second segments.
  • the times for the controller calculation and the manipulated variable each shift by one segment compared to the first option. Since there are these two setting options, no synchronization is necessary, and it is left to chance which setting is set from the start.
  • FIG. 6 shows the principle of the smooth running control LRR with 4 proportional integral controllers (PI controllers) with synchronization, the reaction to the injection in cylinder 1 (Z1) being subsequently recorded in the second and third segments.
  • PI controllers proportional integral controllers
  • FIG. 7 shows a simplified block diagram with integration of the smooth running control LRR into the injection system.
  • the idle controller is divided into a proportional component, LL-P component, and an integral component, LL-I component, and an integral gain calculation, I-component.
  • the integral increase is added to the manipulated variables and integrators of the idle idle control LRR.
  • the mean MW of the smooth-running integrators is formed. This mean value MW is fed to a conversion point U, which uses the timer value to determine the amount of fuel that is fed to the cylinder. This conversion point U is connected to an addition point 1.
  • the idle controller proportional component is also linked to this addition point 1.
  • the addition point 1 is supplied with a third signal via the change in the driving behavior of the motor vehicle KFZ.
  • the vehicle speed control FGR and the addition point 1 are connected to a maximum value limiter MAX which, together with a full load / smoke limitation VL / R, emits signals to a minimum limiter MIN.
  • This minimum limiter MIN supplies signals to a subtraction point 2 via a fuel temperature correction KTK, a pump map (pump KF) and a timer value normalization TN.
  • the output signal of the formed mean value MW of the smoothness integrators is also fed to the subtraction point 2.
  • the output signal of the subtraction point 2 is fed to an addition point 3, which receives a further signal from the smooth running control LRR via a manipulated variable switch SGU.
  • the output signal of the addition point 3 is fed to the control path setpoint output of the injection system.
  • the minimum limiter MIN is coupled to the smooth running control LRR, in such a way that the integrator setting is stored below the zero line outside of idle mode.
  • FIG. 8 shows the course of the smooth running control LRR integrators 1 to 4 when idling LL and outside of idling LL.
  • the integrator settings are retained and the correct integrator positions are already set the next time the system is idle.
  • the characteristic curve a shows the mean value MW of the integrators of the smooth running control during idling and outside of idling.
  • FIGS. 9 and 10 show two possibilities for forming the setpoint and actual value, which have the advantage that fewer memory cells are required. Only one segment time is used as the actual value. The segment in which the reaction of the corresponding injection has the best effect is used. The setpoint is formed over z segments. Depending on the actual value, the long (Fig. 9) or short (Fig. 10) seg used for setpoint creation. Instead of processing the segment times, the corresponding speed value can also be used for the setpoint and actual value formation.
  • FIG. 11 shows a possibility for shortening the actuating time in fuel quantity interlockings with a specific actuating time (e.g. magnetic interlockings). Shortly after the time of issue for the next manipulated variable, it is not the new final value (e.g. S1) that is output, but a pilot control variable VS1, which is formed as follows:
  • the pilot control variable VS1 is pending for the time dt.
  • the factor and the time dt must be matched to the actuating speed.

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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)

Abstract

Ce dispositif compense un décalage ou un retard de phase des variations de vitesse. Ce décalage ou retard est défini par une valeur effective et une valeur prescrite moyenne. Ces deux valeurs sont introduites dans un bloc de commande pour l'injection du carburant dans un cylindre. Si l'on utilise 2 x z régulateurs proportionnels à corrélation intégrale pour le réglage de la stabilité de marche de z cylindres, on obtient automatiquement une synchronisation. Si le nombre de cylindres est inférieur à 6, une synchronisation automatique est obtenue avec z régulateurs.

Claims (9)

1. Installation de régulation de la stabilité de marche d'un moteur à combustion interne, et chaque cylindre est équipé d'une régulation et chaque régulation forme, à partir de sa grandeur réelle associée et d'une grandeur de consigne associée, une grandeur de réglage pour le dosage du carburant dans le cylindre associé, avec, pour un nombre z de cylindres, un nombre correspondant z de régulateurs à fonctionnement proportionnel/inté- gral (régulateurs Pl), pour former la grandeur de consigne égale à la grandeur moyenne des durées par les segments d'une roue phonique montée sur l'arbre du vilebrequin et comportant z segments, installation caractérisée en ce que la grandeur de consigne est retardée par rapport à la grandeur réelle de z-1 segments de la roue phonique.
2. Installation selon la revendication 1, caractérisée en ce que la grandeur réelle est formée pendant le segment suivant et le second segment suivant après l'injection ou pendant le second ou le troisième segment suivant l'injection.
3. Installation selon l'une des revendications 1 ou 2, caractérisée en ce que la grandeur réelle est formée pendant un segment et la grandeur de consigne est formée pendant z segments, et, entre les z segments servant à former la grandeur de consigne, il subsiste toujours un segment qui n'est pas utilisé.
4. Installation selon l'une des revendications précédentes, caractérisée en ce qu'en utilisant 2z régulateurs Pl, après chaque impulsion de segments et en utilisant z régulateurs PI après chaque seconde impulsion de segment, on calcule une grandeur de régulation pour la quantité à injecter.
5. Installation selon l'une des revendications précédentes, caractérisée en ce que l'on met en mémoire intermédiaire la grandeur de régulation et, lorsqu'on utilise 2z régulateurs, on retarde de z-2 segments, lorsqu'on utilise z régulateurs sans synchronisation, on retarde de z-3 segments et, lorsque l'on utilise z régulateurs avec synchronisation, on retarde de z-4 segments.
6. Installation selon l'une des revendications précédentes, caractérisée en ce qu'en utilisant un dispositif de régulation, on ne règle la quantité dosée de carburant qu'après un certain temps déterminé, on effectue une mise en forme de la grandeur de régulation avec pour objectif de régler plus rapidement la quantité de carburant dosée.
7. Installation selon la revendication 6, caractérisée en ce que la mise en forme de la grandeur de régulation consiste à multiplier la différence de grandeurs de régulation successives par un coeffi- cientsupérieur à 1 et de faire agir, pendant le temps dt, après un point d'émission de la grandeur de régulation.
8. Installation selon l'une des revendications précédentes, caractérisée en ce que, pour un nombre de cylindres z égal ou supérieur à 6, la synchronisation est automatique par le montage de 2*z régulateurs à fonctionnement proportionnel/inté- gral (régulateurs PI).
9. Installation selon l'une des revendications précédentes, caractérisée en ce qu'en montant la régulation de stabilité de marche (LRR) dans le système d'injection, en fonctionnement en ralenti (LL), on ajoute un accroissement intégral (accroissement I) du régulateur de ralenti (régulateur L) à tous les intégrateurs de la régulation de stabilité de marche (LRR) et on modifie ainsi en commun tous les intégrateurs de la régulation de stabilité de marche (LRR).
EP86905739A 1986-02-17 1986-09-19 Dispositif pour le reglage de la stabilite de marche de moteurs a combustion Expired EP0293367B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3604904 1986-02-17
DE19863604904 DE3604904A1 (de) 1986-02-17 1986-02-17 Einrichtung zur regelung der laufruhe einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0293367A1 EP0293367A1 (fr) 1988-12-07
EP0293367B1 true EP0293367B1 (fr) 1989-12-20

Family

ID=6294227

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86905739A Expired EP0293367B1 (fr) 1986-02-17 1986-09-19 Dispositif pour le reglage de la stabilite de marche de moteurs a combustion

Country Status (4)

Country Link
EP (1) EP0293367B1 (fr)
JP (1) JP2545521B2 (fr)
DE (2) DE3604904A1 (fr)
WO (1) WO1987005074A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0481983B1 (fr) * 1989-07-07 1994-09-21 Siemens Aktiengesellschaft Procede et dispositif pour la regulation de la vitesse d'un moteur diesel polycylindrique a faible vitesse de rotation
DE4005735A1 (de) * 1990-02-23 1991-08-29 Bosch Gmbh Robert Verfahren und einrichtung zur regelung/steuerung der laufruhe einer brennkraftmaschine
IT1279073B1 (it) * 1994-12-23 1997-12-04 Bosch Gmbh Robert Procedimento e dispositivo per la regolazione della silezionsita' di funzionamento di un motore endotermico
DE19725233B4 (de) * 1997-06-14 2005-03-24 Volkswagen Ag Verfahren zur Anpassung der Einspritzmenge einer Brennkraftmaschine zur Laufruheregelung
DE19961292C2 (de) * 1999-12-18 2003-04-24 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10147589B4 (de) * 2001-09-27 2011-01-27 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
JP4424380B2 (ja) * 2007-06-20 2010-03-03 株式会社デンソー 噴射量制御装置およびそれを用いた燃料噴射システム
DE102013210741A1 (de) * 2013-06-10 2014-12-11 Robert Bosch Gmbh Verfahren zum Bestimmen einer mittleren Segmentzeit eines Geberrads einer Brennkraftmaschine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2906782A1 (de) * 1979-02-22 1980-09-04 Bosch Gmbh Robert Einrichtung zum daempfen von ruckelschwingungen bei einer brennkraftmaschine
US4475511A (en) * 1982-09-01 1984-10-09 The Bendix Corporation Fuel distribution control system for an internal combustion engine
JPS5993945A (ja) * 1982-11-19 1984-05-30 Nippon Denso Co Ltd 内燃機関のアイドル運転制御方法
JPS59119039A (ja) * 1982-12-24 1984-07-10 Nippon Denso Co Ltd エンジンのアイドル運転制御装置
DE3336028C3 (de) * 1983-10-04 1997-04-03 Bosch Gmbh Robert Einrichtung zur Beeinflussung von Steuergrößen einer Brennkraftmaschine
JPS60184944A (ja) * 1984-03-02 1985-09-20 Toyota Motor Corp 電子制御デイ−ゼルエンジンの気筒別燃料噴射量制御方法

Also Published As

Publication number Publication date
EP0293367A1 (fr) 1988-12-07
DE3604904A1 (de) 1987-08-20
JP2545521B2 (ja) 1996-10-23
JPH01501643A (ja) 1989-06-08
WO1987005074A1 (fr) 1987-08-27
DE3667701D1 (de) 1990-01-25

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