EP0314961B1 - Apparatus to determine the fuel injection quantity for an internal-combustion engine - Google Patents

Apparatus to determine the fuel injection quantity for an internal-combustion engine Download PDF

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Publication number
EP0314961B1
EP0314961B1 EP88117129A EP88117129A EP0314961B1 EP 0314961 B1 EP0314961 B1 EP 0314961B1 EP 88117129 A EP88117129 A EP 88117129A EP 88117129 A EP88117129 A EP 88117129A EP 0314961 B1 EP0314961 B1 EP 0314961B1
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EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
air mass
fuel injection
air
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Expired - Lifetime
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EP88117129A
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German (de)
French (fr)
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EP0314961A1 (en
Inventor
Ludwig Dipl.-Ing. Schifferl
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Siemens AG
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Siemens AG
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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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart

Definitions

  • the invention relates to an arrangement for determining the fuel injection quantity for an internal combustion engine according to the preamble of the patent claim (compare EP-A-0 064 664).
  • a control unit determines the fuel injection quantity from the output signals for the intake air mass flow and the speed of the internal combustion engine.
  • An air mass meter with a heated sensor used here is only in the steady state, i. that is, when its heated sensor is heated to operating temperature, an output signal that is clearly dependent on the air mass flow drawn in. However, this is not the case when the internal combustion engine is started.
  • the current flow for heating the heated sensor is not distinguished by the measuring circuit from a current flow caused by a mass air flow. Accordingly, there is an output signal that corresponds to an air mass value that is too large.
  • Test series have shown, however, that when the internal combustion engine starts warm, a further error occurs in the output signal of the air mass meter. This error also leads to incorrectly increased air mass values and decays only slowly.
  • the fault occurs during a warm start if the ignition and thus also the air mass meter were previously switched on when the internal combustion engine was at a standstill. Since no air mass is sucked in when the internal combustion engine is at a standstill, the air temperature sensor is heated due to a lack of cooling via heat conduction by the heated sensor. The air temperature sensor is used to compensate for the temperature of the intake air. However, if its temperature is above the temperature of the ambient air due to the effect described above, the air mass meter delivers incorrectly increased measured values when the internal combustion engine is restarted. These measurement errors occur until the air temperature sensor has cooled down again to the temperature of the ambient air due to the air mass flow.
  • the invention is explained with reference to the FIG.
  • the FIG shows an arrangement for determining the fuel injection quantity for an internal combustion engine.
  • An air mass meter consists of a bridge circuit 1, a measuring circuit 2 and a power supply 3.
  • a heated sensor 11 and an air temperature sensor 12 in the intake tract of an internal combustion engine, as well as further trimming resistors 13 form the bridge circuit.
  • the detailed structure and mode of operation of such an air mass meter is known and is described, for example, in German patent application 36 14 118.
  • the electrical connections between the bridge circuit 1 and the measuring circuit 2, or power supply 3, are therefore only indicated by a dashed active connection.
  • the active electronic components of the measuring circuit 2 and the power supply 3 are integrated in a control unit 6 in a spatially separated manner from the bridge circuit 1. This has the advantage that only the passive components of the bridge circuit 1 are arranged in the intake tract of the internal combustion engine exposed to high temperatures. This significantly increases the lifespan of the active electronic components.
  • the control unit 6 is essentially a microprocessor with circuitry, which calculates the fuel injection quantity for the internal combustion engine from the output signals of the air mass meter and a tachometer 4.
  • the tachometer 4 is an arbitrary tachometer which is capable of emitting an output signal suitable for processing in a microprocessor.
  • An ignition switch 5 is used to switch the control device 6 on and off and thus the entire arrangement.
  • This ignition switch 5 is identical to the switch usually used in motor vehicles for activating the electrical systems of the vehicle.
  • the power supply 3 of the air mass meter is also switched off and the air temperature sensor 12 cannot be heated inadmissibly. If, however, the internal combustion engine has come to a standstill and the ignition switch 5 remains on switches, the heated sensor 11 of the air mass meter is further adjusted to a constant excess temperature compared to the temperature of the air temperature sensor 12. Since there is no cooling by an air mass flow when the internal combustion engine is at a standstill, the air temperature sensor 12 is heated via the mechanical brackets by means of heat conduction and also via direct heat radiation from the heated sensor 11. The air mass meter thus emits an incorrect output signal when the internal combustion engine is restarted.
  • This state - ignition switch 5 on and standstill of the internal combustion engine - can possibly last longer. This is e.g. B. the case when using electrical consumers at a standstill of the engine, which are switched via the ignition switch 5. The longer this condition persists, the greater the measurement error for the air mass after the internal combustion engine is restarted.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Description

Siemens AktiengesellschaftSiemens Aktiengesellschaft

Anordnung zum Bestimmen der Kraftstoffeinspritzmenge für eine BrennkraftmaschineArrangement for determining the fuel injection quantity for an internal combustion engine

Die Erfindung betrifft eine Anordnung zum Bestimmen der Kraftstoffeinspritzmenge für eine Brennkraftmaschine gemäß Oberbegriff des Patentanspruchs (Vergleiche EP-A-0 064 664).The invention relates to an arrangement for determining the fuel injection quantity for an internal combustion engine according to the preamble of the patent claim (compare EP-A-0 064 664).

Ein Steuergerät bestimmt die Kraftstoffeinspritzmenge aus den Ausgangssignalen für den angesaugten Luftmassenstrom und die Drehzahl der Brennkraftmaschine. Ein dabei verwendeter Luftmassenmesser mit beheiztem Sensor gibt jedoch nur in eingeschwungenem Zustand, d. h., wenn sein beheizter Sensor auf Betriebstemperatur aufgeheizt ist, ein von dem angesaugten Luftmassenstrom eindeutig abhängiges Ausgangssignal ab. Beim Start der Brennkraftmaschine ist dies jedoch nicht der Fall. Der Stromfluß zum Aufheizen des beheizten Sensors wird von der Meßschaltung nicht von einem durch einen Luftmassenstrom verursachten Stromfluß unterschieden. Dementsprechend ergibt sich ein Ausgangssignal, das einem zu großen Luftmassenwert entspricht.A control unit determines the fuel injection quantity from the output signals for the intake air mass flow and the speed of the internal combustion engine. An air mass meter with a heated sensor used here, however, is only in the steady state, i. that is, when its heated sensor is heated to operating temperature, an output signal that is clearly dependent on the air mass flow drawn in. However, this is not the case when the internal combustion engine is started. The current flow for heating the heated sensor is not distinguished by the measuring circuit from a current flow caused by a mass air flow. Accordingly, there is an output signal that corresponds to an air mass value that is too large.

In der europäischen Patentschrift 0 064 664 ist deshalb vorgeschlagen worden, das Ausgangssignal des Luftmassenmessers während des Startvorganges der Brennkraftmaschine bis zum Ablauf eines Zeitgliedes zu unterdrücken und an seiner Stelle ein Ersatzsignal zu verwenden. Damit kommt der durch den Aufheizstrom bewirkte Fehler nicht zur Wirkung.In European patent specification 0 064 664 it has therefore been proposed to suppress the output signal of the air mass meter during the starting process of the internal combustion engine until a timer has expired and to use an alternative signal in its place. This means that the error caused by the heating current does not take effect.

Versuchsreihen haben jedoch gezeigt, daß beim Warmstart der Brennkraftmaschine ein weiterer Fehler beim Ausgangssignal des Luftmassenmessers auftritt. Dieser Fehler führt ebenfalls zu fälschlich erhöhten Luftmassenwerten und klingt nur langsam ab.Test series have shown, however, that when the internal combustion engine starts warm, a further error occurs in the output signal of the air mass meter. This error also leads to incorrectly increased air mass values and decays only slowly.

Die Aufgabe der Erfindung besteht deshalb darin, eine Anordnung zum Bestimmen der Kraftstoffeinspritzmenge für eine Brennkraftmaschine so auszuführen, daß dieser Fehler vermieden wird.The object of the invention is therefore to implement an arrangement for determining the fuel injection quantity for an internal combustion engine so that this error is avoided.

Die erfindungsgemäße Lösung ist im Patentanspruch gekennzeichnet.The solution according to the invention is characterized in the claim.

Es hat sich gezeigt, daß der Fehler beim Warmstart dann auftritt, wenn vorher bei Stillstand der Brennkraftmaschine die Zündung und damit auch der Luftmassenmesser eingeschaltet war. Da im Stillstand der Brennkraftmaschine keine Luftmasse angesaugt wird, kommt es wegen fehlender Kühlung zu einer Erwärmung des Lufttemperaturfühlers über Wärmeleitung durch den beheizten Sensor. Der Lufttemperaturfühler dient zur Kompensation der Temperatur der angesaugten Luft. Liegt seine Temperatur jedoch durch den vorbeschriebenen Effekt über der Temperatur der Umgebungsluft, so liefert der Luftmassenmesser beim Wiederstart der Brennkraftmaschine fälschlich erhöhte Meßwerte. Diese Meßfehler treten so lange auf, bis der Lufttemperaturfühler durch den Luftmassenstrom wieder auf die Temperatur der Umgebungsluft abgekühlt ist.It has been shown that the fault occurs during a warm start if the ignition and thus also the air mass meter were previously switched on when the internal combustion engine was at a standstill. Since no air mass is sucked in when the internal combustion engine is at a standstill, the air temperature sensor is heated due to a lack of cooling via heat conduction by the heated sensor. The air temperature sensor is used to compensate for the temperature of the intake air. However, if its temperature is above the temperature of the ambient air due to the effect described above, the air mass meter delivers incorrectly increased measured values when the internal combustion engine is restarted. These measurement errors occur until the air temperature sensor has cooled down again to the temperature of the ambient air due to the air mass flow.

Um diese Fehlerquelle zu beseitigen ist erfindungsgemäß vorgesehen, die Stromversorgung des Luftmassenmessers abzuschalten, wenn die Drehzahl der Brennkraftmaschine einen bestimmten Schwellwert unterschreitet. Dieser Schwellwert liegt unterhalb der kleinsten Betriebsdreh-' zahl der Brennkraftmaschine, die der Anlaßdrehzahl entspricht. Ein Unterschreiten des Schwellwertes ist somit gleichbedeutend mit dem Stillstand der Brennkraftmaschine.In order to eliminate this source of error, it is provided according to the invention to switch off the power supply to the air mass meter when the speed of the internal combustion engine falls below a certain threshold value. This threshold is below the lowest operating speed of the internal combustion engine, which corresponds to the starting speed. Falling below the threshold value is therefore synonymous with the standstill of the internal combustion engine.

Durch das Abschalten der Stromversorgung wird das Aufheizen des Lufttemperaturfühlers vermieden. Die Wiederinbetriebnahme des Luftmassenmessers beim nächsten Anlassen der Brennkraftmaschine ist gewährleistet, da der die Abschaltung auslösende Schwellwert der Drehzahl unterhalb der Anlaßdrehzahl liegt.Switching off the power supply prevents the air temperature sensor from heating up. The restart of the air mass meter the next time the internal combustion engine is started is ensured, since the threshold value of the speed that triggers the switch-off is below the starting speed.

Die Erfindung wird anhand der FIG erläutert. Die FIG zeigt eine Anordnung zum Bestimmen der Kraftstoffeinspritzmenge für eine Brennkraftmaschine.The invention is explained with reference to the FIG. The FIG shows an arrangement for determining the fuel injection quantity for an internal combustion engine.

Ein Luftmassenmesser besteht aus einer Brükkenschaltung 1, einer Meßschaltung 2 und einer Stromversorgung 3. Ein beheizter Sensor 11 und ein Lufttemperaturfühler 12 im Ansaugtrakt einer Brennkraftmaschine, sowie weitere Abgleichwiderstände 13 bilden die Brückenschaltung.An air mass meter consists of a bridge circuit 1, a measuring circuit 2 and a power supply 3. A heated sensor 11 and an air temperature sensor 12 in the intake tract of an internal combustion engine, as well as further trimming resistors 13 form the bridge circuit.

Der detaillierte Aufbau und die Wirkungsweise eines solchen Luftmassenmessers ist bekannt und zum Beispiel in der deutschen Patentanmeldung 36 14 118 beschrieben. In der FIG sind die elektrischen Verbindungen zwischen der Brückenschaltung 1 und der Meßschaltung 2, bzw. Stromversorgung 3, deshalb nur durch eine strichlierte Wirkverbindung angedeutet. Die aktiven elektronischen Bauteile der Meßschaltung 2 und der Stromversorgung 3 sind von der Brückenschaltung 1 räumlich getrennt in einem Steuergerät 6 integriert. Das hat den Vorteil, daß in dem hohen Temperaturen ausgesetzten Ansaugtrakt der Brennkraftmaschine nur die passiven Bauteile der Brückenschaltung 1 angeordnet sind. Die Lebensdauer der aktiven elektronischen Bauteile wird dadurch wesentlich erhöht. Das Steuergerät 6 ist im wesentlichen ein Mikroprozessor mit Beschaltung, der aus den Ausgangssignalen des Luftmassenmessers und eines Drehzahlmessers 4 die Kraftstoffeinspritzmenge für die Brennkraftmaschine berechnet. Der Drehzahlmesser 4 ist dabei ein beliebiger Drehzahlmesser, der in Lage ist, ein zur Verarbeitung in einem Mikroprozessor geeignetes Ausgangssignal abzugeben.The detailed structure and mode of operation of such an air mass meter is known and is described, for example, in German patent application 36 14 118. In the FIG, the electrical connections between the bridge circuit 1 and the measuring circuit 2, or power supply 3, are therefore only indicated by a dashed active connection. The active electronic components of the measuring circuit 2 and the power supply 3 are integrated in a control unit 6 in a spatially separated manner from the bridge circuit 1. This has the advantage that only the passive components of the bridge circuit 1 are arranged in the intake tract of the internal combustion engine exposed to high temperatures. This significantly increases the lifespan of the active electronic components. The control unit 6 is essentially a microprocessor with circuitry, which calculates the fuel injection quantity for the internal combustion engine from the output signals of the air mass meter and a tachometer 4. The tachometer 4 is an arbitrary tachometer which is capable of emitting an output signal suitable for processing in a microprocessor.

Ein Zündschalter 5 dient zum Ein- und Ausschalten des Steuergeräts 6 und damit der gesamten Anordnung. Dieser Zündschalter 5 ist identisch mit dem in Kraftfahrzeugen üblicherweise verwendeten Schalter zum Aktivieren der elektrischen Systeme des Fahrzeugs.An ignition switch 5 is used to switch the control device 6 on and off and thus the entire arrangement. This ignition switch 5 is identical to the switch usually used in motor vehicles for activating the electrical systems of the vehicle.

Wird die Brennkraftmaschine über den Zündschalter 5 abgestellt, so ist damit auch die Stromversorgung 3 des Luftmassenmessers abgeschaltet und es kann zu keiner unzulässigen Erwärmung des Lufttemperaturfühlers 12 kommen. Ist dagegen die Brennkraftmaschine zum Stillstand gekommen und der Zündschalter 5 bleibt eingeschaltet, wird der beheizte Sensor 11 des Luftmassenmessers weiterhin auf eine konstante Übertemperatur gegenüber der Temperatur des Lufttemperaturfühlers 12 eingeregelt. Da im Stillstand der Brennkraftmaschine jede Kühlung durch einen Luftmassenstrom entfällt wird der Lufttemperaturfühler 12 über die mechanischen Halterungen mittels Wärmeleitung und auch über direkte Wärmestrahlung vom beheizten Sensor 11 her erwärmt. Damit gibt der Luftmassenmesser beim Wiederstart der Brennkraftmaschine ein fehlerhaftes Ausgangssignal ab.If the internal combustion engine is switched off via the ignition switch 5, the power supply 3 of the air mass meter is also switched off and the air temperature sensor 12 cannot be heated inadmissibly. If, however, the internal combustion engine has come to a standstill and the ignition switch 5 remains on switches, the heated sensor 11 of the air mass meter is further adjusted to a constant excess temperature compared to the temperature of the air temperature sensor 12. Since there is no cooling by an air mass flow when the internal combustion engine is at a standstill, the air temperature sensor 12 is heated via the mechanical brackets by means of heat conduction and also via direct heat radiation from the heated sensor 11. The air mass meter thus emits an incorrect output signal when the internal combustion engine is restarted.

Dieser Zustand - Zündschalter 5 ein und Stillstand der Brennkraftmaschine - kann unter Umständen länger anhalten. Dies ist z. B. der Fall beim Benutzen elektrischer Verbraucher im Stillstand der Brennkraftmaschine, die über den Zündschalter 5 geschaltet werden. Je länger dieser Zustand bestehen bleibt, desto größer wird der Meßfehler für die Luftmasse nach dem Wiederstart der Brennkraftmaschine.This state - ignition switch 5 on and standstill of the internal combustion engine - can possibly last longer. This is e.g. B. the case when using electrical consumers at a standstill of the engine, which are switched via the ignition switch 5. The longer this condition persists, the greater the measurement error for the air mass after the internal combustion engine is restarted.

Um dies zu verhindern ist ein Prüfteil 61 in dem Steuergerät 6 vorgesehen, dem das Ausgangssignal des Drehzahlmessers 4 zugeführt ist und das die Stromversorgung 3 des Luftmassenmessers ein- und ausschalten kann. Das Prüfteil 61 ist eine Schwellwertstufe, die beim Unterschreiten der Anlaßdrehzahl der Brennkraftmaschine die Stromversorgung abschaltet und erst beim Wiedererreichen dieses Schwellwertes wieder einschaltet. Damit wird beim Stehenbleiben der Brennkraftmaschine die Stromversorgung 3 des Luftmassenmessers abgeschaltet und der Lufttemperaturfühler 12 damit nicht unzulässig erwärmt, obwohl der Zündschalter 5 eingeschaltet bleibt. Da bereits beim Anlaßvorgang der Brennkraftmaschine der Schwellwert der Drehzahl überschritten ist, wird die Stromversorgung 3 beim Wiederanlassen sofort wieder eingeschaltet.In order to prevent this, a test part 61 is provided in the control unit 6, to which the output signal of the tachometer 4 is fed and which can switch the power supply 3 of the air mass meter on and off. The test part 61 is a threshold value stage, which switches off the power supply when the starting speed of the internal combustion engine is undershot and only switches on again when this threshold value is reached again. Thus, when the internal combustion engine stops, the power supply 3 of the air mass meter is switched off and the air temperature sensor 12 is not heated in an inadmissible manner, although the ignition switch 5 remains switched on. Since the threshold value of the rotational speed has already been exceeded during the starting process of the internal combustion engine, the power supply 3 is immediately switched on again when the engine is restarted.

Claims (1)

  1. Arrangement for determining the fuel injection quantity for an internal combustion engine,
    having an air mass meter,
    which has a bridge circuit (1) with a heated sensor (11) and an air temperature detector (12) in the intake duct of the internal combustion engine,
    which has a measuring circuit (2) and a power supply (3) for the bridge circuit (1) and
    which outputs an output signal dependent on the mass flow of air taken in,
    having a tachometer (4) which outputs an output signal dependent on the speed of the internal combustion engine,
    having a control device (6) which, using the output signals of the air mass meter and of the tachometer (4), determines the fuel injection quantity to be supplied to the internal combustion engine and which contains a check part (61),
    having an ignition switch (5) for switching the arrangement on and off,
    characterized in that when the speed of the internal combustion engine falls below a threshold value which lies below the starting speed, the check part (61) switches off the power supply (3) of the air mass meter.
EP88117129A 1987-11-06 1988-10-14 Apparatus to determine the fuel injection quantity for an internal-combustion engine Expired - Lifetime EP0314961B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3737812 1987-11-06
DE3737812 1987-11-06

Publications (2)

Publication Number Publication Date
EP0314961A1 EP0314961A1 (en) 1989-05-10
EP0314961B1 true EP0314961B1 (en) 1991-01-23

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Application Number Title Priority Date Filing Date
EP88117129A Expired - Lifetime EP0314961B1 (en) 1987-11-06 1988-10-14 Apparatus to determine the fuel injection quantity for an internal-combustion engine

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US (1) US4889101A (en)
EP (1) EP0314961B1 (en)
JP (1) JPH01237334A (en)
DE (1) DE3861660D1 (en)
ES (1) ES2019681B3 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0820292B2 (en) * 1989-04-14 1996-03-04 株式会社日立製作所 Intake air flow rate measuring device for internal combustion engine
JPH0760107B2 (en) * 1989-07-11 1995-06-28 三菱電機株式会社 Signal processing method for thermal flow sensor
JP2580054B2 (en) * 1990-01-25 1997-02-12 日産自動車株式会社 Air flow measurement device
JP2569978B2 (en) * 1991-02-26 1997-01-08 三菱電機株式会社 Control device for internal combustion engine
JP3463757B2 (en) * 1993-04-08 2003-11-05 株式会社日立製作所 Engine control device and air flow meter used therefor
US7047944B2 (en) * 2003-10-17 2006-05-23 Toyota Technical Center Usa, Inc. Method and system to determine engine restart

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Publication number Priority date Publication date Assignee Title
JPS57181938A (en) * 1981-04-30 1982-11-09 Hitachi Ltd Engine control device
JPS5823255A (en) * 1981-08-01 1983-02-10 Nippon Denso Co Ltd Control method of idling speed in internal combustion engine
JPS603521A (en) * 1983-06-21 1985-01-09 Nissan Motor Co Ltd Control device of hot-wire type air flow meter of internal-combustion engine
EP0144027B1 (en) * 1983-11-16 1990-06-20 Nippondenso Co., Ltd. Apparatus for measuring a flow rate of intake air for an engine
JPS61715A (en) * 1984-06-13 1986-01-06 Nippon Denso Co Ltd Thermal air-flow detector
DE3567700D1 (en) * 1984-10-26 1989-02-23 Nippon Denso Co A control system for an engine having air passage
JPH0625560B2 (en) * 1985-06-17 1994-04-06 日本電装株式会社 Engine controller
JPS62248839A (en) * 1986-04-22 1987-10-29 Mitsubishi Electric Corp Fuel control device
JPS62265438A (en) * 1986-05-09 1987-11-18 Mitsubishi Electric Corp Fuel controlling device for internal combustion engine
DE3637541A1 (en) * 1986-11-04 1988-05-05 Vdo Schindling DEVICE FOR DETERMINING THE MASS CURRENT AND THE FLOW DIRECTION
JPH0723702B2 (en) * 1986-12-27 1995-03-15 マツダ株式会社 Fuel control device

Also Published As

Publication number Publication date
US4889101A (en) 1989-12-26
ES2019681B3 (en) 1991-07-01
EP0314961A1 (en) 1989-05-10
DE3861660D1 (en) 1991-02-28
JPH01237334A (en) 1989-09-21

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