EP0296323B1 - Méthode de commande de moteur - Google Patents

Méthode de commande de moteur Download PDF

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Publication number
EP0296323B1
EP0296323B1 EP88106047A EP88106047A EP0296323B1 EP 0296323 B1 EP0296323 B1 EP 0296323B1 EP 88106047 A EP88106047 A EP 88106047A EP 88106047 A EP88106047 A EP 88106047A EP 0296323 B1 EP0296323 B1 EP 0296323B1
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EP
European Patent Office
Prior art keywords
value
engine
engine revolution
engine speed
duty factor
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 - Lifetime
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EP88106047A
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German (de)
English (en)
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EP0296323B2 (fr
EP0296323A2 (fr
EP0296323A3 (en
Inventor
Mineo Kashiwaya
Kiyomi Morita
Masahide Sakamoto
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Hitachi Ltd
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Hitachi Ltd
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Priority claimed from JP57204667A external-priority patent/JPS5996455A/ja
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0296323A2 publication Critical patent/EP0296323A2/fr
Publication of EP0296323A3 publication Critical patent/EP0296323A3/en
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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
    • F02D41/24—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
    • F02D41/263—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the program execution being modifiable by physical parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator

Definitions

  • the present invention relates to an engine control method for a car employing a microcomputer, and particularly to an engine control method in which the engine revolution can be controlled stably and/or smoothly in idle running.
  • a general purpose software that is a software in which correction, modification or addition can be effected onto the various control functions depending on the kind/use of car, is required in view of improvement in cost and/or in controllability.
  • the ON duty factor of a bypass valve is determined on the basis of the sum of a value determined in accordance with the cooling water of the engine and a value representing the quantity of feedback of the number of engine revolution for controlling the number of engine revolution to be a reference number of engine revolution for idle running.
  • the ON duty factor of a bypass valve is determined on the basis of the sum of a value determined in accordance with the cooling water of the engine and a value representing the quantity of feedback of the number of engine revolution for controlling the number of engine revolution to be a reference number of engine revolution for idle running.
  • GB-A-2 053 508 discloses an intake air flow rate control system for an internal combustion engine having an open-loop control system carried out in unstable engine driving condition.
  • the pulse signal applied to an airflow rate control valve means is determined both by open loop ratio and feedback ratio.
  • the pulse duty of the pulse signal can also be varied corresponding to engine load condition or an engine starting condition.
  • GB-A-2 073 451 discloses an idling speed control system for an internal combustion machine. The control operation is thereby based on a cooling watertem- perature of the engine in either of open-loop control and feedback control mode.
  • open-loop control to a closed-loop (feedback) control
  • closed-loop feedback
  • DE-A-3 138 058 discloses that when a target engine speed is changed to a new target speed, a duty factor is not controlled so as to trace the new target speed but a target speed is gradually changed toward the new target speed and the duty factor is changed so as to trace the gradually changing target speed.
  • the technical concept of the present invention resides in that the feedback control of the duty factor is not carried out immediately after the change of an idle switch from an OFF state to an ON state but carried out when the engine speed reached to a speed which is slightly higher than a desired engine speed.
  • An object of the present invention is to provide an engine control method in which the bypass valve ON duty factor is controlled so that the number of engine revolution can be smoothly changed when the idling switch is turned ON from the OFF state, that is when the engine state is changed from normal running to idle one.
  • a control apparatus for the whole of an engine system is illustrated.
  • suction air is supplied to a cylinder 8 through an air cleaner 2, a throttle chamber 4, and a suction pipe 6.
  • a gas burnt in the cylinder 8 is discharged from the cylinder 8 to the atmosphere through an exhaust pipe 10.
  • An injector 12 for injecting fuel is provided in the throttle chamber 4. The fuel injected from the injector 12 is atomized in an air path of the throttle chamber 4 and mixed with the suction air to form a fuel-air mixture which is in turn supplied to a combustion chamber of the cylinder 8 through the suction pipe 6 when a suction valve 20 is opened.
  • Throttle valves 14 and 16 are provided in the vicinity of the output of the injector 12.
  • the throttle valve 14 is arranged so as to mechanically interlocked with an accelerator pedal (not shown) so as to be driven by the driver.
  • the throttle valve 16 is arranged to be driven by a diaphragm 18 such that it becomes its fully close state in a range where the air flow rate is small, and as the air flow rate increases the negative pressure applied to the diaphragm 18 also increases so that the throttle valve 16 begins to open, thereby suppressing the increase of suction resistance.
  • An air path 22 is provided at the upper stream of the throttle valves 14 and 16 of the throttle chamber 4 and an electrical heater 24 constituting a thermal air flow rate meter is provided in the air path 22 so as to derive from the heater 24 an electric signal which changes in accordance with the airflow velocity which is determined by the relation between the air flow velocity and the amount of heat transmission of the heater 24.
  • the heater 24 Being provided in the air path 22, the heater 24 is protected from the high temperature gas generated in the period of back fire of the cylinder 8 as well as from the pollution by dust or the like in the suction air.
  • the outlet of the air path 22 is opened in the vicinity of the narrowest portion of the venturi and the inlet of the same is opened at the upper stream of the venturi.
  • Throttle opening sensors (not shown in Fig. 1 but generally represented by a throttle opening sensor 116 in Fig. 2) are respectively provided in the throttle valves 14 and 16 for detecting the opening thereof and the detection signals from these throttle opening sensors, that is the sensor 116, are taken into a multiplexer 120 of a first analog-to-digital converter as shown in Fig. 2.
  • the fuel to be supplied to the injector 12 is first supplied to a fuel pressure regulator 38 from a fuel tank 30 through a fuel pump 32, a fuel damper 34, and a filter 36. Pressurized fuel is supplied from the fuel pressure regulator 38 to the injector 12 through a pipe 40 on one hand and fuel is returned on the other hand from the fuel pressure regulator 38 to the fuel tank 30 through a return pipe 42 so as to maintain constantthe difference between the pressure in the suction pipe 6 into which fuel is injected from the injector 12 and the pressure of the fuel supplied to the injector 12.
  • the fuel-air mixture sucked through the suction valve 20 is compressed by a piston 50, burnt by a spark produced by an ignition plug 52, and the combustion is converted into kinetic energy.
  • the cylinder 8 is cooled by cooling water 54, the temperature of the cooling water is measured by a water temperature sensor 56, and the measured value is utilized as an engine temperature.
  • a high voltage is applied from an ignition coil 58 to the ignition plug 52 in agreement with the ignition timing.
  • a crank angle sensor (not shown) for producing a reference angle signal at a regular interval of predetermined crank angles (for example 180 degrees) and a position signal at a regular interval of a predetermined unit crank angle (for example 0.5 degrees) in accordance with the rotation of engine, is provided on a not-shown crank shaft.
  • the output of the crank angle sensor, the output 56A of the water temperature sensor 56, and the electrical signal from the heater 24 are inputted into a control circuit 64 constituted by a microcomputer or the like so that the injector 12 and the ignition coil 58 are driven by the output of this control circuit 64.
  • a bypass 26 bypassing the throttle valve 16 to communicate with the suction pipe 6 is provided and a bypass valve 62 is provided in the bypass 26.
  • a control signal is inputted to a drive section of the bypass valve 62 from the control circuit 64 to control the opening of the bypass valve 62.
  • the opening of the bypass valve 62 is controlled by a pulse current such that the cross-sectional area of the bypass 26 is changed by the amount of lift of valve which is in turn controlled by a drive system driven by the output of the control circuit 64. That is, the control circuit 64 produces an open/close period signal for controlling the drive system so that the drive system responds to this open/close period signal to apply a control signal for controlling the amount of lift of the bypass valve 62 to the drive section of the bypass valve 62.
  • Fig. 2 is a diagram showing the whole configuration of the control system which is constituted by a central processing unit (hereinafter abbreviated as CPU) 102, a read only memory (hereinafter abbreviated as a ROM) 104, a random access memory (hereinafter abbreviated as RAM) 106, and an input/output (hereinafter abbreviated as I/O) circuit 108.
  • the CPU 102 operates input data from the 1/0 circuit 108 in accordance with various programs stored in the ROM 104 and returns the result of operation to the I/O circuit 108. Temporary data storage necessary for such an operation is performed by using the RAM 106. Exchange of various data among the CPU 102, the ROM 104, the RAM 106, and the 1/0 circuit 108 is performed through a bus line 110 constituted by a data bus, a control bus, and an address bus.
  • a bus line 110 constituted by a data bus, a control bus, and an address bus.
  • the I/O circuit 108 includes input means such as the above-mentioned first analog-to-digital converter (hereinafter abbreviated as ADC1), a second analog-to-digital converter (hereinafter abbreviated as ADC2), an angular signal processing circuit 126, and a discrete I/O circuit (hereinafter abbreviated as DIO) for inputting/outputting one bit information.
  • ADC1 first analog-to-digital converter
  • ADC2 second analog-to-digital converter
  • DIO discrete I/O circuit
  • the digital value of the output of the ADC 122 is stored in a register (hereinafter abbreviated as REG) 124.
  • An output signal of an air flow rate sensor (hereinafter abbreviated as AFS) 24 is inputted to the ADC2 in which the signal is AID converted in an ADC 128 and set in a REG 130.
  • AFS air flow rate sensor
  • An angle sensor (hereinafter abbreviated as ANGS) 146 produces a reference signal representing a reference crank angle (hereinafter abbreviated as REF), for example as a signal generated at an interval of 180 degrees of crank angle, and a position signal representing a small crank angle (hereinafter abbreviated as POS), for example 1 (one) degree.
  • REF reference crank angle
  • POS position signal representing a small crank angle
  • the REF and POS are applied to the angular signal processing circuit 126 to be waveform-shaped therein.
  • IDLE-SW idle switch 148
  • TOP-SW top gear switch
  • START-SW starter switch
  • An injector circuit (hereinafter abbreviated as INJC) 134 is provided for converting the digital value of the result of operation into a pulse output. Accordingly, a pulse having a pulse width corresponding to the amount of fuel injection is generated in the INJC 134 and applied to the injector 12 through an AND gate 136.
  • An ignition pulse generating circuit (hereinafter abbreviated as IGNC) 138 includes a register (hereinafter referred to as ADV) for setting ignition timing and another register (hereinafter referred to as DWL) forsetting initiating timing of the primary current conduction of the ignition coil 58 and these data are set by the CPU 102.
  • ADV register for setting ignition timing
  • DWL register forsetting initiating timing of the primary current conduction of the ignition coil 58 and these data are set by the CPU 102.
  • the rate of opening of the bypass valve 62 is controlled by a pulse supplied thereto by a control circuit (hereinafter referred to as ISCC) 142 through an AND gate 144.
  • the ISCC 142 has a register ISCD for setting a pulse width and another register ISCP for setting a repetitive pulse period.
  • the one-bit I/O signals are controlled by the circuit DIO.
  • the 1/0 signals include the respective output signals of the IDLE-SW 148, the TOP-SW 150 and the START-SW 152 as input signals, and include a pulse signal for controlling the fuel pump 32 as an output signal.
  • the DIO includes a register DDRfordetermin- ing whether a terminal be used as a data inputting one or a data outputting one, and another register DOUT for latching the output data.
  • a register (hereinafter referred to as MOD) 160 is provided for holding commands instructing various internal states of the I/O circuit 108 and arranged such that, for exmaple, all the AND gates 136, 140, 144, and 156 are turned on/off by setting a command into the MOD 160.
  • the stoppage/start of the respective outputs of the INJC 134, IGNC 138, and ISCC 142 can be thus controlled by setting a command into the MOD 160.
  • FIG. 3 to 6 An embodiment of the invention will be explained referring to Figs. 3 to 6, in which the bypass valve ON duty factor is controlled so that the number of engine revolution can be smoothly changed when the idling switch is turned ON from the OFF state, that is when the engine state is changed from normal running to idle one.
  • the feedback control with respect to the bypass valve ON duty factor is started as shown in Fig. 3(B). That is, the ON duty fac- torforthe OFF state of the idlinge switch, i.e. the value (Ko + ISC FB ) which is the sum of the ON duty factor fixed component Ko and the ON duty factor feedback component ISC FB corresponding to the difference AN between the actual value of the number of engine revolution N and the reference value of the number of engine revolution for idle running N REF , is outputted as the ON duty factor at this time.
  • the ON duty fac- torforthe OFF state of the idlinge switch i.e. the value (Ko + ISC FB ) which is the sum of the ON duty factor fixed component Ko and the ON duty factor feedback component ISC FB corresponding to the difference AN between the actual value of the number of engine revolution N and the reference value of the number of engine revolution for idle running N REF .
  • the feedback component ISC FB has a negative value (hereinafter, it is assumed that the value ISC FB is negative in this embodiment)
  • the value ISC FB is decreased at regular or predetermined intervals of time by a feedback component changing value AD (negative value) which is determined by the above-mentioned difference value AN in the number of engine revolution and therefore the bypass valve ON duty factor gradually decreases after the time t 1 . as shown in Fig. 3(B).
  • the ON duty factor is determined to control the number of engine revolution to the reference number of engine revolution N REF by feedback control, however, the number of engine revolution may be so reduced below the reference number of engine revolution N REF (overshoot) as shown in Fig.
  • the number of engine revolution may overshoot to downward exceed the desired value N REF as shown by the broken curve in Fig. 3(C) even if the ON duty factor is increased at the time where the number of engine revolution has reached the value which is the sum of the desired value N REF and the predetermined value ANo.
  • the feedback control is not immediately effected upon the turning ON of the idling switch at the time t 1 but started when the number of engine revolution has reduced to the value which is larger than the reference or desired value N REF by a predetermined value ANo (for example, 400 r.p.m.), as shown in Fig. 3(E) and (F). Although it takes a longer time for the number of engine revolution to reach the value of the sum of the desired number of engine revolution N REF and the fixed value ANo in comparison with the case of Fig.
  • ANo for example, 400 r.p.m.
  • the gain of feedback control i.e. the feedback changing value AD
  • the gain of feedback control is made small to increase the rate of change of the ON duty factor (Ko + ISC FB ) to effect the feedback control gently as shown in Fig. 4(C).
  • the feedback control is started at the time where the number of engine revolution is larger than the desired value N REF by ANo and therefore the rate of reduction of the number of engine revolution may be large if there exists a load such as airconditioner at the time when the feedback control is started.
  • the ON duty factor increment ISCD is maintained constant while the rate of reduction of the number of engine revolution is substantially constant, and increased or decreased in accordance the value of the rate of reduction of the number of engine revolution when the rate of reduction increases or decreases respectively.
  • FIG. 33 Referring to the flowchart shown in Fig. 33, the embodiment in which the bypass valve ON duty factor after the turning-ON of the idling switch is controlled as shown in Figs. 3 to 5 will be described hereunder. It is assumed that the processing flow of Fig. 33 is executed every 160 msec and that the feedback component ISC FB has a negative value in this processing flow as shown in Figs. 3 to 5.
  • step 1201 first, the number of engine revolution is read and be stored as N NEW in a predetermined area of the RAM and the previously read value is shifted as N OLD to another area in the RAM.
  • step 1202. judgement is made as to whether the ON duty factor increment ISCD is zero or not in the step 1202. If the result of judgement proves that the increment ISCD is not zero, a predetermined ON duty factor value Ad is subtracted from the ON duty factor increment ISCD and the resulted value is stored in a predetermined area of the RAM in the step 1203, and the processing is shifted to the step 1204.
  • the processing is shifted to the step 1204.
  • step 1204 judgement is made as to whether the idling switch is in the ON state or not. If the result of judgement in this step proves that the idling switch is in the OFF state, a flag 1 is set to "1" in the step 1205 and a flag 2 is reset to "0" in the step 1206. The flag 1 is for indicating the OFF state of the idling switch and the flag 2 is for executing the control to minimize the changing value AD for the ON duty factor feedback component ISC FB .
  • the reference number of engine revolution for idle running N REF is computed on the basis of the cooling water temperature and stored in a predetermined area of the RAM in the step 1208.
  • next judgement is made as to whether "1" is set in the flag 1 or not. If the result of judgement proves that "1" is not set to the flag 1, it is considered that the idling switch has been left in the ON state and the processing is shifted to the step 1214.
  • step 1209 If the result of judgement in the step 1209 proves that "1" is set in the flag 1, it is considered that the state of the idling switch has been changed from its OFF state to ON and judgement is made in the step 1210 as to whether the number of engine revolution N NEW taken-in in the step 1201 is not smaller than the value obtained by adding the value ANo to the reference number of engine revolution N REF for idle running. If the result of judgement in this step 1210 proves that the value N NEW is equal to or larger than the sum of the value N REF and the value ANo, it is considered that the ON duty factor is not yet to be subjected to the number-of-engine-revolution feedback control but to the open loop control and the processing is shifted to the step 1224.
  • the ON duty factor fixed component Ko is map-retrieved on the basis of the cooling water temperature and set into the register ISCC 142.
  • open loop control is effected after the turning ON of the idling switch and before the time t 1 . If the result of judgement in the step 1210 proves that the value N NEW is smaller than the sum of the value N REF and the value ANo, on the contrary, it is considered that the number-of-engine-revolution feedback control for the ON duty factor is to be effected and the flag 1 is reset in the step 1211.
  • the changing value AD for the feedback component ISC FB is set to a minimum value when the rate of reduction of the number of engine revolution An is smaller than the predetermined value ⁇ n o at the time t 1 as shown in Fig. 4, and "1" is set to the flag 1 to indicate such control.
  • the processing is shifted from the step 1209 to the step 1214 after the time t 1 .
  • the increment ISCD is set such that it is larger as the rate of reduction An is larger and set to zero when it is smaller than the predetermined value ⁇ n 1 , i.e. (An, ⁇ Ana). That is, as shown in Fig. 5, when the rate of reduction of the number of engine revolution An is equal to or larger than the predetermined value An 1 after the time t 1 , the increment ISCD in accordance with the rate of reduction An is add to the ON duty factor to prevent the sudden reduction in the engine speed.
  • the increment ISCD o obtained in the step 1214 is made to be the increment ISCD which is used in the ON duty factor computing operation in the step 1223.
  • the increment ISCD is renewed to a larger value determined corresponding to the rate of reduction of the number of engine revolution An to thereby prevent the engine speed from suddenly falling down.
  • the reference number of engine revolution N REF obtained in the step 1208 is compared with the number of engine revolution N NEW taken-in in the step 1201 to judge whether the former is not smaller than the latter. If the result of judgement in this step 1201 proves that N REF is smaller than N NEW , the flag 2 is reset in the step 1218. That is, it is considered that the control to minimize the changing value AD for the ON duty factor feedback component ISC FB has been completed.
  • the new feedback component ISC FB(NEW) is obtained from the previous feedback component ISC FB(OLD) (this value is assumed to be negative, here) and the changing value AD obtained in the step 1221. That is, the value (ISC FB(OLD) - AD) is made ISC FB(NEW).
  • ON duty factor is obtained from the value of increment ISCD determined in the steps 1215 and 1216 and the feedback component ISC FB(NEW) obtained in the step 1222. That is the value Ko + ISC FB(NEW) + ISCD is computed and set in the ISCC 142.
  • the flag 2 is set to "1" in the steps 1212 and 1213 and the change value AD for the feedback component ISC FB is minimized, as shown in the steps 1217 to 1220, to thereby prevent the number of engine revolution from falling down suddenly.
  • the ON duty factor increment ISCD is zero in this case.
  • the ON duty increment ISCD is obtained in the step 1214 on the basis of An, the larger one between this value ISCD and the value of difference obtained by subtracting the predetermined value Ad from the previous increment obtained in the step 1203 is obtained in the step 1215 and 1216, and the thus obtained value is added to the fixed and feedback components of the ON duty factor in the step 1223. In this manner, the ON duty factor is made larger to prevent the number of engine revolution from falling down when the rate of reduction of the number of engine revolution is large.
  • the present invention can be applied to the case where the feedback component ISC FB takes a positive value.
  • the feedback control is effected from the beginning because the number of engine revolution N is always smaller than the sum N REF + ANo.
  • the changing value Ad in the step 1203 and the changing value AD in the step 1221 are assumed to be negative, and the changing value ISCD for the ON duty is also assumed to be negative.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (1)

1. Dans un système de commande d'un moteur comprenant :
(A) une pluralité de capteurs incluant un capteur (148) de l'ouverture du papillon des gaz, servant à détecter l'état fermé d'un papillon des gaz (16),
(B) le papillon des gaz (16) disposé dans un trajet d'admission pour commander un débit de l'air d'admission qui est introduit dans le moteur,
(C) une dérivation (26) disposée en parallèle avec le papillon des gaz,
(D) une vanne de dérivation (62) servant à commander un débit auxiliaire d'admission qui est introduit dans le moteur,
(E) des moyens centraux de traitement (64) servant à calculer une valeur du facteur de marche de la vanne de dérivation (62) conformément à une vitesse réelle du moteur pour maintenir la vitesse du moteur à une valeur prédéterminée, et
(F) un circuit générateur d'impulsions (142) servant à produire des impulsions en fonction de la valeur du facteur de marche calculée par les moyens centraux de traitement (64) ; un procédé de commande d'un moteur, caractérisé en ce que ledit procédé inclut les étapes consistant à :
(G) évaluer si la vitesse du moteur est tombée ou non à une vitesse prédéterminée (âNo + NREF), qui est supérieure à une vitesse désirée (NREF) du moteur lors du fonctionnement au ralenti de ce dernier, lorsque ledit papillon des gaz (16) a été fermé, et
(H) dans le cas où il est établi que la vitesse du moteur est tombée au-dessous de ladite vitesse prédéterminée, commander le facteur de marche de ladite vanne de dérivation en fonction de la vitesse réelle du moteur, et dans le cas où il est établi que la vitesse du moteur est supérieure à ladite vitesse prédéterminée de ce dernier, commander le facteur de marche de ladite vanne de dérivation selon un mode en boucle ouverte.
EP88106047A 1982-11-24 1983-11-23 Méthode de commande de moteur Expired - Lifetime EP0296323B2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP204667/82 1982-11-24
JP57204667A JPS5996455A (ja) 1982-11-24 1982-11-24 エンジン制御装置
EP83111717A EP0110312B1 (fr) 1982-11-24 1983-11-23 Méthode de commande de moteur

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP83111717.1 Division 1983-11-23

Publications (4)

Publication Number Publication Date
EP0296323A2 EP0296323A2 (fr) 1988-12-28
EP0296323A3 EP0296323A3 (en) 1989-01-25
EP0296323B1 true EP0296323B1 (fr) 1991-03-20
EP0296323B2 EP0296323B2 (fr) 1996-10-16

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EP88106047A Expired - Lifetime EP0296323B2 (fr) 1982-11-24 1983-11-23 Méthode de commande de moteur

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Publication number Priority date Publication date Assignee Title
JP2751323B2 (ja) * 1989-02-21 1998-05-18 スズキ株式会社 内燃機関のアイドル回転数制御装置
FR2704024B1 (fr) * 1993-04-14 1995-07-07 Siemens Automotive Sa Procede de commande d'un moteur a combustion interne lors d'une entree en regime de ralenti.
JP3772518B2 (ja) * 1998-02-27 2006-05-10 いすゞ自動車株式会社 エンジンの運転制御装置

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GB2053508B (en) 1979-05-22 1983-12-14 Nissan Motor Automatic control of ic engines
JPS56135730A (en) 1980-03-27 1981-10-23 Nissan Motor Co Ltd Controlling device for rotational number of internal combustion engine
JPS5759038A (en) * 1980-09-25 1982-04-09 Toyota Motor Corp Intake air flow controlling process in internal combustion engine
JPS58124052A (ja) * 1982-01-18 1983-07-23 Honda Motor Co Ltd 内燃エンジンのアイドル回転数フィ−ドバック制御方法

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EP0296323B2 (fr) 1996-10-16
EP0296323A2 (fr) 1988-12-28
EP0296323A3 (en) 1989-01-25

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