EP0337987A1 - Dispositif de reglage electronique pour moduler l'alimentation en carburant d'un moteur a combustion interne. - Google Patents

Dispositif de reglage electronique pour moduler l'alimentation en carburant d'un moteur a combustion interne.

Info

Publication number
EP0337987A1
EP0337987A1 EP87905174A EP87905174A EP0337987A1 EP 0337987 A1 EP0337987 A1 EP 0337987A1 EP 87905174 A EP87905174 A EP 87905174A EP 87905174 A EP87905174 A EP 87905174A EP 0337987 A1 EP0337987 A1 EP 0337987A1
Authority
EP
European Patent Office
Prior art keywords
speed
threshold
fuel
internal combustion
combustion engine
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
EP87905174A
Other languages
German (de)
English (en)
Other versions
EP0337987B1 (fr
Inventor
Frank Ahlborn
Wolfgang Duhlmeyer
Volker Schafer
Albrecht Sieber
Rainer Buck
Herbert Kalberer
Alf Loffler
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0337987A1 publication Critical patent/EP0337987A1/fr
Application granted granted Critical
Publication of EP0337987B1 publication Critical patent/EP0337987B1/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
    • F02D41/14—Introducing closed-loop corrections
    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
    • 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
    • F02D2200/1012—Engine speed gradient
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration

Definitions

  • the known device which intervenes directly in the fuel quantity control, does not operate in all operating states of a force vehicle or an associated internal combustion engine, because the connection of the differentiated speed signal with the fuel quantity control can also lead to instabilities in the control loop.
  • the object of the invention is to provide a method for damping bucking in internal combustion engines by which on the one hand the sucking vibrations are effectively damped, especially when accelerating and in overrun mode, but on the other hand does not directly intervene in the fuel quantity control.
  • the method according to the invention with the characterizing features of the main claim has the advantage over the cited prior art that it can be easily implemented since there is no intervention in the fuel quantity control.
  • a further advantage can be seen in the limitation of the speed range in which the bucking damping is to be carried out, since this measure saves time for controls with a microcomputer.
  • FIG. 1 shows the internal combustion engine with the elements necessary for its control
  • Figure 2 shows schematically the operation of the method in acceleration, in overrun mode and the signal curve of the speed, the first and the second derivative of the speed when sucking and in the event of synchronous fluctuations.
  • FIG. 3 shows the sequence of process steps using a flow chart
  • FIG. 4 serves to explain the flow 3
  • FIG. 5 shows in a block diagram the elements necessary for carrying out the method
  • FIG. 6 shows an implementation of the decision stage
  • FIG. 7 one with the limitation of the speed range
  • FIG. 8 shows an implementation for negative and positive values of dn / dt.
  • 10 denotes an electronic control unit, 11 an internal combustion engine, and 12 an output stage for controlling an actuating device 13.
  • Sensor signals are fed to the electronic control unit via the inputs 14 to 17.
  • a speed signal is present at input 14, and a signal proportional to fuel quantity Q K is present at input 15, but the signals of the start of spraying or of a control transmitter are also conceivable.
  • 16 is an accelerator position transmitter
  • number 17 refers to input signals such as the air temperature, the fuel temperature, the engine temperature or the throttle valve position.
  • 18 is a group of output signals, which include, for example, the start of spraying or the control rod position.
  • the fuel quantity signal is output at output 19.
  • the electronic control device 10 contains a microcomputer which is connected to the input and output signals via interface modules.
  • the method to be described below is intended to counteract these jerky vibrations.
  • the fuel supply to the internal combustion engine is reduced. This is shown in the lower diagram in FIG. 2a.
  • the fuel quantity supplied has the value marked with 24. If the actual speed deviates too much from the desired speed curve, the quantity of fuel supplied to the internal combustion engine is reduced to the value marked with 25.
  • the fuel quantity values marked with 24 and 25 are not absolute values, but relative values. It is essential that the fuel quantity is reduced if the actual speed deviates too much from the desired profile.
  • Figure 2b deals with the case of overrun operation. After the fuel supply is interrupted, real internal combustion engines often experience excessive drops in speed. If the speed were to change from a value denoted by 26 to a value denoted by 29, it would ideally follow the curve denoted by 27. However, speed drops corresponding to the line marked with 28 are observed. According to the method, fuel is briefly supplied in this case in order to compensate for the excessive drop in speed. This is shown in the lower diagram of Figure 2b. While the fuel supply is interrupted at the beginning of the overrun operation, it is briefly restarted if the speed drops too much.
  • Figures 2c and 2d show the temporal behavior of the speed, the first derivative of the speed and the second derivative of the speed once for the case of jerking, ( Figure 2c), the other time in the case of synchronism fluctuations ( Figure 2d).
  • the speed signal n is plotted over time in the upper part of FIG. 2c. 21 denotes the speed curve over time, which is already mentioned in FIG. 2a and can often be observed on real internal combustion engines.
  • 210 denotes the first derivative of the speed signal, and 211 a threshold for the differentiated speed signal.
  • the differentiated signal 210 leads to a representation corresponding to the curve labeled 212. This curve is the second derivative of the speed signal.
  • the bottom diagram in FIG. 2c shows that the fuel quantity is only modulated if
  • FIG. 2d The case of synchronism fluctuations is dealt with in FIG. 2d, which should not lead to fuel quantity modulation.
  • the increasing speed signal, to which synchronism fluctuations are superimposed, is identified by 214.
  • the associated differentiated speed signal, identified by 215, fluctuates very rapidly between values below threshold 211 and above threshold 211. These fluctuations are not intended to cause fuel quantity modulation.
  • a switching sequence with the in Figure 2d with the Behavior marked number 217 should not occur. This is prevented by observing the second derivative of the speed signal.
  • a second derivation of the speed signal corresponding to 216 according to FIG. 2D prevents the fuel quantity modulation, so that jerk and synchronism fluctuations can be distinguished from one another by this device.
  • FIG. 3 shows a flow chart which contains the steps necessary to carry out the method.
  • This flowchart can be understood, for example, as a subroutine of a subroutine contained in the control unit as a pictorial representation.
  • Figure 3 is divided into Figures 3a, b and c.
  • Figure 3a applies in the event that the fuel quantity modulation is dependent on the second derivative of the speed signal.
  • the fuel quantity modulation is made dependent on whether the first derivative of the speed suffers a sign change or not.
  • the program starts at 30.
  • the current speed n is read.
  • 32 a decision is made as to whether the current speed is in a predeterminable speed range. This speed range is limited at the bottom by the speed nl, at the top by the speed n2. If the current speed lies outside the desired range, the program jumps to end point 37. If the speed lies within the desired speed range, in the
  • the first and the second derivative of the speed, dn / dt and d 2 h / dt 2 are formed from block 33 from the read speed values.
  • FIG. 331 of FIG. 3a it is checked whether the amount of the second derivative is greater than a predefinable threshold S5. If it is larger, the signal jumps to point A marked 333.
  • block 332 of FIG. 3b the procedure is as follows: First, it is checked whether the first derivative of the speed signal has already exceeded the first positive threshold S1 once or whether it has already fallen below the first negative threshold S3. Then it is checked whether there is a change of sign for the first derivation of the speed signal. If the sign change takes place, the program jumps to point A marked with 333. Otherwise it ends in 37. In FIG. 3c there is point A marked with 333, at which the partial programs shown in FIGS. 3a and 3b are continued.
  • block 34 it is checked whether the idle switch is closed or not. If the idle switch is open, the program branches to block 351 and detects acceleration of the internal combustion engine. If the idle switch is closed, branches to 361. The case of "idle switch open" will be dealt with first.
  • decision stage 351 it is checked whether the first derivative of the speed is greater than a positive threshold S1. If dn / dt is smaller than this first positive threshold S1, the value zero is assigned in block 357 to a flag denoted by two.
  • block 358 it is output that the amount of fuel supplied is not to be corrected. In this case, correction means a reduction in the amount of fuel.
  • the program then jumps to its end point 37.
  • decision stage 351 if the value of the differentiated speed signal is greater than the positive threshold S1, it is checked in block 352 whether the value of the differentiated speed signal is greater than a positive threshold S2.
  • the positive threshold S2 is larger than the threshold S1. If dn / dt is greater than threshold S2, flag 2 is set in 354. At block 355, it is output that the amount of fuel is to be reduced. The program then ends. Was the first derivative. of the speed signal less than the second threshold S2, one arrives at decision block 353, in which it is checked whether flag 2 is set or not. If flag 2 is set, it is output in block 356 that the fuel quantity is no longer increasing correct it. The program then ends. If flag 2 is not set, the program jumps back to block 355, which results in a reduction in the fuel quantity.
  • block 365 the command is issued to increase the amount of fuel.
  • the program then ends in 37.
  • dn / dt was greater than the second negative threshold S4
  • the mode of operation of the method becomes even clearer on the basis of FIG. 4.
  • the first derivative of the speed signal dn / dt is plotted on the ordinate of FIG. 4, the time t on the abscissa.
  • the first positive threshold S1 is identified by 41 and the second positive threshold S2 by 42.
  • the two negative thresholds S3 and S4 have the reference symbols 43 and 44.
  • the mode of operation of the device is explained on the basis of the fictitious curve shape and the points a to h.
  • the fuel quantity to be supplied remains unchanged below the positive threshold S1.
  • the dn / dt has the first positive threshold S1 exceeded.
  • the amount of fuel to be supplied is reduced.
  • dn / dt continues to increase, for example up to point b, the amount of fuel to be supplied is further reduced.
  • the fuel quantity correction is only canceled after falling below the second positive threshold S2.
  • Such an operating point is point c. If dn / dt also falls below the first positive threshold, this initially has no effect. However, if dn / dt increases again without exceeding the second positive threshold (point d), the amount of fuel to be supplied is reduced again. However, the reduction in the amount of fuel is now only canceled when it drops below the first positive threshold S1 again after dt.
  • Point e is identified as the operating point at which dn / dt has fallen below the first negative threshold S3. It can be seen from the flow chart that in this case the amount of fuel to the internal combustion engine is increased. Even when the second negative threshold S4 is undershot, the fuel quantity is increased further (operating point f). Only after the second negative threshold S4 (operating point g) has been exceeded is the fuel supply to the internal combustion engine reduced or interrupted. Exceeding the first negative threshold S3 has no effect on the amount of fuel supplied. Only when the value falls below the first negative threshold S3 without falling below the second negative threshold S4 does the fuel supply change. Since there is overrun, the amount of fuel to be supplied is increased (operating point h).
  • FIG. 5 contains a series of essential details for carrying out the method.
  • the crankshaft or camshaft is identified, on which reference marks 51 are attached.
  • 52 denotes a speed sensor, the output signal of which is fed to a divider with variable part ratio 53.
  • the speed n is determined in 54 from the periods measured at 50.
  • the speed signal determined in this way is filtered in a filter 55 in order to eliminate disruptive components.
  • the filtered speed signal is differentiated and then passed to a decision stage 57.
  • FIG. 6 shows a hardware implementation of the decision stage 57.
  • the differentiated speed signal reaches the two comparators 61 and 62 via 63.
  • the threshold S1 is monitored by the comparator 61, the threshold S2 by the comparator 62.
  • the output of the comparator 61 is connected to an inverter 67 and the set input of a flip-flop 65.
  • the output of the comparator 62 is connected on the one hand to the set input of a flip-flop 64, but on the other hand also to the input of an inverter 66.
  • the output of the inverter 66 and the output of the flip-flop 64 are fed to the AND gate 68, the input of which is connected to an OR circuit 69 is connected.
  • the output of the inverter 67 is also fed to this OR circuit 69.
  • the reset inputs of the two flip-flops 64 and 65 are connected to the output of the OR gate 69.
  • the output of the flip-flop 65 controls an output stage 70, which in turn controls an actuating device 71.
  • a device 630 is also connected to the input 63, the output of which influences the blocking input 631 of the flip-flop 65.
  • the two thresholds identified by S1 and S2, which are fed to the comparators 61 and 62, are connected to a device 621, to which 622 signals of operating parameters of the internal combustion engine are fed at their input. The operation of the device is easy to understand in connection with Figure 4.
  • Another function of block 630 is to monitor the sign change of the first derivative of the speed signal. If the first derivative does not change its sign after a first fuel quantity modulation, further modulations are prevented via the lock input 631.
  • the height of the two thresholds S1 and S2 can be controlled. This is shown by the block marked 621.
  • This can be a memory unit that outputs values for thresholds S1 and S2 depending on operating parameters that are supplied via input 622. For example, the speed, the first derivative of the speed, the machine temperature or the like are suitable as input variables. For the person skilled in the field of electronic control of internal combustion engines, it is not difficult to implement the device identified by 621 and 630, since it is adequately described in the specialist literature.
  • the mode of operation of the device according to FIG. 6 described here for the positive thresholds S1 and S2 naturally also applies to the two negative thresholds S3 and S4. The only difference is in influencing the output stage. While the amount of fuel is reduced when the positive thresholds are exceeded, the amount of fuel is increased when the two negative thresholds are undershot in order to counteract excessive drops in engine speed.
  • FIG. 7 shows a block diagram for the case where the speed range in which the fuel quantity correction is to be carried out is limited.
  • the already known speed signal arrives at the filter device 55. From there it reaches the window comparator 72 on the one hand and the differentiating device 56 on the other.
  • the known decision stage 57 with its thresholds S1, S2 or with thresholds S3 and S4 connects to the differentiating device 56.
  • the output of the window comparator and the output of the decision stage are fed to an AND gate 73, which is used to control the output stage 70.
  • the operation of the circuit shown has already been explained in detail in the handling of the flow chart. Through the window comparator 72 causes the amount of fuel to be influenced only in a certain speed range. In all other cases, the computer has a considerably longer computing time to deal with other tasks.
  • FIG. 8 shows a hardware implementation which can be used to distinguish whether the internal combustion engine is in overrun mode or in the state of acceleration.
  • the speed signal n in turn reaches the filter designated 55, from there to the differentiating device 56.
  • the output signal of the differentiating device is fed to two decision stages 57, one of which queries thresholds S1 and S2, the other queries negative thresholds S3 and S4 .
  • An idle switch is identified by 80, which switches to the decision level with the two thresholds S3 and S4 in the event of idle speed, with the thresholds S1 and S2 in the case of acceleration to the decision-making level.
  • the output signal of the respective decision stage is then fed to the final stage 70, which in turn controls an actuating device 71.
  • the changeover switch bears the reference number 81.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

On propose un dispositif pour agir au moyen d'une régulation électronique sur les moyens de réglage d'un moteur à combustion interne où l'on agit sur ces moyens à l'aide de la comparaison entre des signaux différenciés provenant de capteurs et ayant des valeurs de seuil prédéterminées. On agit directement (sans détour) sur les moyens de réglage par un quelconque dispositif de commande. Le dispositif qui correspond au procédé est simple et bon marché. Par l'action directe sur les moyens de réglage, on évite des oscillations dues aux boucles de rétroaction.
EP87905174A 1986-11-08 1987-08-12 Dispositif de reglage electronique pour moduler l'alimentation en carburant d'un moteur a combustion interne Expired - Lifetime EP0337987B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3638214 1986-11-08
DE3638214 1986-11-08
DE19873705278 DE3705278A1 (de) 1986-11-08 1987-02-19 Elektronische steuereinrichtung zur kraftstoffmengenmodulation einer brennkraftmaschine
DE3705278 1987-02-19

Publications (2)

Publication Number Publication Date
EP0337987A1 true EP0337987A1 (fr) 1989-10-25
EP0337987B1 EP0337987B1 (fr) 1991-01-23

Family

ID=25849203

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87905174A Expired - Lifetime EP0337987B1 (fr) 1986-11-08 1987-08-12 Dispositif de reglage electronique pour moduler l'alimentation en carburant d'un moteur a combustion interne

Country Status (6)

Country Link
US (1) US4993389A (fr)
EP (1) EP0337987B1 (fr)
JP (1) JP2653379B2 (fr)
KR (1) KR950004609B1 (fr)
DE (2) DE3705278A1 (fr)
WO (1) WO1988003607A1 (fr)

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EP0407377A1 (fr) * 1988-03-25 1991-01-16 Robert Bosch Gmbh Dispositif de regulation electronique servant a moduler les quantites de carburant alimentant un moteur a combustion interne
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Also Published As

Publication number Publication date
EP0337987B1 (fr) 1991-01-23
WO1988003607A1 (fr) 1988-05-19
KR950004609B1 (ko) 1995-05-03
JP2653379B2 (ja) 1997-09-17
DE3705278A1 (de) 1988-05-11
KR890700191A (ko) 1989-03-10
DE3767726D1 (de) 1991-02-28
US4993389A (en) 1991-02-19
JPH02500762A (ja) 1990-03-15

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