EP0353216B1 - Einrichtung zum Steuern und Regeln der Brennkraftmaschine eines Fahrzeuges - Google Patents

Einrichtung zum Steuern und Regeln der Brennkraftmaschine eines Fahrzeuges Download PDF

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Publication number
EP0353216B1
EP0353216B1 EP89890171A EP89890171A EP0353216B1 EP 0353216 B1 EP0353216 B1 EP 0353216B1 EP 89890171 A EP89890171 A EP 89890171A EP 89890171 A EP89890171 A EP 89890171A EP 0353216 B1 EP0353216 B1 EP 0353216B1
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EP
European Patent Office
Prior art keywords
cylinder
speed
correction
correction values
values
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
Application number
EP89890171A
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German (de)
English (en)
French (fr)
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EP0353216A1 (de
Inventor
Christian Dipl.-Ing. Augesky
Michael Dipl.-Ing. Heiss
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.)
Automotive Diesel GmbH
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Automotive Diesel GmbH
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Publication date
Application filed by Automotive Diesel GmbH filed Critical Automotive Diesel GmbH
Priority to AT89890171T priority Critical patent/ATE67279T1/de
Publication of EP0353216A1 publication Critical patent/EP0353216A1/de
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Publication of EP0353216B1 publication Critical patent/EP0353216B1/de
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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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • 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

  • the invention relates to a device for controlling and regulating the internal combustion engine of a vehicle, in particular a diesel engine, with a basic controller which receives signals from sensors and sensors for detecting operating variables of the engine or vehicle, such as e.g. the speed, the accelerator pedal position, the engine temperature, etc.
  • an output signal of the basic controller for driving an electromechanical actuator for the fuel and / or air quantity supplied to the engine is used, with a speed calculator, to which signals from a speed sensor are supplied and which is used for the calculation a cylinder-specific speed of each cylinder is set up, as well as with a mean value computer for determining an average engine speed, with a comparator unit for outputting positive or negative change values for each cylinder, if the cylinder-specific speeds are below or above the mean speed, with a correction value memory with z cylinder memories, which, synchronized by a synchronization unit, the change values can be supplied, for cylinder-specific correction values, and with a cylinder connected downstream of the correction value memory and synchronized by the synchronization unit Selection unit for the output of the correction values, as well as with a summer, to which the output signal of the basic controller and the output signal of the cylinder selection unit are fed.
  • EP-A1-0140065 for single-cylinder control, which is intended to counteract vibrations of the vehicle when idling, is equipped with drift compensation, with an average value of the actuator signal being subtracted from the output signals of the integrating components of the controls assigned to the individual cylinders.
  • the solution disclosed here has the disadvantage that since the mean value signal is not fed to the inputs of the integrator, but only acts after it, the integrator can start up very high values, which results in circuitry problems, as well as a few effective drift compensation, so that too only the idle case is dealt with.
  • the aim of the invention is to achieve stable operation of the additional single cylinder control, so that load change processes and in particular acceleration of the engine speed when the accelerator pedal is depressed with the single cylinder control switched on are also possible.
  • the individual cylinder control should also be able to be carried out not only at idling speed but over the largest possible speed range.
  • a drift compensator is provided, the number of cylinders corresponding to the number of inputs corresponding to the cylinder-specific correction values stored in the cylinder memories of the correction value memory and for the formation of an average value of the correction values is set up and which has subtracting elements which are connected upstream of each input of the correction memory and to which each cylinder-specific change value determined in the comparator unit and on the other hand an average value of the correction values are supplied.
  • the drift compensator constructed according to the invention prevents the correction values from "running away" during e.g. For longer acceleration phases, the mean value of the engine speed is naturally lower than the cylinder-specific engine speed values, and in this case the single-cylinder control would attempt an undesirable correction for lower amounts of fuel in all cylinders.
  • the regulation would become unstable, but at least all the individual stores would quickly reach a limit value which would make further regulation difficult. This undesirable effect can be effectively combated by the invention.
  • FIG. 1 shows a block diagram of the device according to the invention, applied to a 6-cylinder diesel engine
  • FIG. 2 shows a similar block diagram, but in more detail
  • FIG. 3a, b shows a possible flow diagram for single-cylinder control in a device the invention.
  • FIG. 1 schematically shows a 6-cylinder diesel engine 1 with an injection pump 2 of known type, the control rod of which is adjustable by means of an electromechanical drive 3.
  • a speed sensor 5 is provided, which scans pins, not shown here, which are inserted on the flywheel 4 and which accordingly delivers pulses during engine rotation which correspond to specific angular positions of the flywheel 4.
  • speed sensors are known and are disclosed, for example, in DE-A-3122533 (FIG. 3 and associated description).
  • two speed sensors can also be used, the alternator of the vehicle being used as a speed sensor, as described in the applicant's DE-A-3501435.
  • sensors 6 which provide signals with information about various operating states of the engine 1 or of the vehicle, e.g. B. temperature and pressure sensors.
  • at least one needle stroke sensor 6 ' is provided, which provides information about the position of the valve needle of an injection valve, such as in DE-A-3726712 by the applicant. In general, e.g. six such needle stroke sensors are used.
  • an electronic controller for the regulation or control of the motor 1, an electronic controller, here called basic controller 7, is used in a known manner.
  • a controller contains arithmetic units that generate an output signal RW from supplied operating quantity signals calculate which determines the current control rod travel and thus the fuel quantity via the electromechanical drive 3.
  • the basic controller 7 are thus fed the operating variable signals of the sensors 6, 6 'and at least one output signal from a speed computer 8, which is an average speed or a corresponding signal n determined.
  • a speed computer 8 which is an average speed or a corresponding signal n determined.
  • the speed calculator 8 is shown in the general part of the basic controller 7 and only here, for the sake of clarity, separately from it.
  • the output signal of an accelerator pedal position sensor 9 is fed to the basic controller.
  • a basic controller 7 generally has a PID control characteristic, as can be seen, for example, from DE-A-2735596. In principle, it forms a closed control loop via the control rod drive 3, the motor 1 and the speed sensor 5, the actual variable being the average speed n and the target variable in the basic controller 7 is calculated as a function of the supplied operating variable signals, of which of course the signal indicating the accelerator pedal position is an essential signal.
  • the middle speed signal becomes a comparator unit 10 n as well as a cylinder-specific speed signal n i determined in the speed computer 8.
  • This signal n i is determined by measuring the time period T i via the combustion strokes of the individual cylinders, specifically by counting time in a time counter 11 and generating reciprocal values in a reciprocal value generator 12.
  • the time counter 11, the reciprocal value generator 12 and an average value generator 13 are here as blocks of Speed calculator 8 shown (Fig. 2).
  • the time is counted between pulses of the speed sensor 5, the pins on the Flywheel 4 and successive top dead centers of the cylinders (in the chronological order of ignition) correspond.
  • the pulses do not have to correspond exactly to the top dead center, they can also each be generated a small angle of rotation before or after the top dead center, but should occur essentially in the vicinity of the top dead center, since in this case the most reliable information about the speed fluctuations is obtained.
  • the comparator unit 10 in this exemplary embodiment contains a subtractor 14 to which the mean or the cylinder-specific speed signal n or n i are supplied, and a signal generator 15 connected downstream of the subtractor, which outputs a change value + 1 if n i ⁇ n , and a change value - 1 if n i > n . If the cylinder-specific speed n i is not or not significantly from the mean speed n deviates, no change value is output. However, the comparator unit 10 can generally output a change value ⁇ Q i , the size of which also depends on the measure of the deviation between n i and n can depend, as indicated in Fig. 1 at the output of the comparator unit 10 with ⁇ Q i .
  • the change values ⁇ Q i form the starting point for the single-cylinder control, because according to these change values the respective cylinders should receive more or less fuel so that uneven running is compensated for.
  • a synchronization unit 19 is provided, on the one hand the signal of the speed sensor 5 and on the other hand the signal of at least one needle stroke sensor 6 'are supplied, so that an absolute, ie cylinder-related synchronization is possible.
  • the signal from a needle stroke sensor another signal can just as well can be used, which is derived, for example, from moving engine parts and enables absolute synchronization. If the invention is applied to a gasoline engine, it could be, for example, signals derived from the electrical ignition.
  • the synchronization unit 19 thus controls the memory control unit via an input 20 by means of a synchronization signal s in such a way that the signals ⁇ Q i always get into the assigned memory 18-i. This is illustrated in FIG. 2 by a controlled switch 21.
  • the above-mentioned switch 16 is controlled by a comparator 22, which prevents the change values ⁇ Q i from being supplied to the correction value memory 18 if the average speed n is above a predetermined value nKB, since it is not sensible to utilize the change values ⁇ Q i at high speeds.
  • the comparator 22 can also be subject to hysteresis, ie — which has proven to be expedient — the switch-off threshold nKB-off is at higher speeds n than the switch-on threshold nKB-on.
  • a decision unit 23 shown as a multiplier, which is connected upstream of the memory control unit 17 and which outputs the output signal Q i of the comparator unit 10, the output signal ("0") or ("1") from the comparator 22 and a status signal st the synchronization unit 19 are supplied.
  • This status signal has the value "0” as long as no synchronization has taken place, which is possible, for example, when the engine is started, and the value "1" if synchronization is present.
  • the change values ⁇ Q i are only passed on with existing synchronization and below a certain speed limit.
  • the decision unit 23 corresponds to the controlled switch 16 of FIG. 1, but has an expanded function.
  • the cylinder memories 18-1 to 18-6 are each designed as summing or integrating memories, so that the correction value ⁇ RW i stored in each case increases or decreases depending on the sign (and size) of the corresponding change value ⁇ Q i supplied.
  • For the output of the correction values is also provided by the synchronization unit 19 via a synchronization signal s' synchronized cylinder selection unit 24, which is shown again in FIG. 2 as a controlled switch 25 and which serves for the correctly assigned output of the correction values to the corresponding cylinders.
  • the correction values can ⁇ RW i prior to their feed to a summer 26 where they are added to the respective output signal RW of the base controller 7, are multiplied in a multiplier 27 with a dynamics adaptation factor K EZR. This may be advisable due to the digital development of the correction values for numerical reasons.
  • the cylinder selection unit 24 (or the multiplier 27) is followed by a switch 29 controlled by a comparator 28.
  • the comparator 28 and the switch 29 have essentially the same function as the comparator 22 and the switch 16; the output of the correction values ⁇ RW i is prevented if the average speed n is above a predetermined value nKA.
  • the comparator 28 can also be subject to hysteresis, ie the switch-off threshold nKA-aus at higher speeds n lie than the switch-on threshold nKA-on.
  • FIG. 2 shows a decision unit 30, represented as a multiplier, which is connected downstream of the cylinder selection unit 24 (or the multiplier 27) and to which the correction values ⁇ RW i are thus supplied. Furthermore, the output signal (“0" or “1") from the comparator 28 and the status signal st of the synchronization unit 19 are fed to it, so that the correction values can only be output when synchronization is present and the average speed below one certain limit.
  • the decision unit 30 corresponds to the controlled switch 29 of FIG. 1, however, has an expanded function.
  • a subtractor 34-i is connected upstream of each cylinder memory 18-i or each input of the correction value memory 18, to which the change value ⁇ Q i determined by the comparator unit 10 and the mean value of the correction values are supplied.
  • the drift compensator 31 is also supplied with an activation signal from the synchronization unit 19, which occurs in synchronism with the rotation, for example every 10 or 20 revolutions, and the actual calculation or output of the arithmetic mean value to the subtracting elements 34-i, for which purpose controlled switches (not shown) or The like can be provided.
  • the activation signal as can also occur at fixed time intervals, for example every second, in which case it is generated in a clock. It is in no way necessary to carry out the drift compensation with every combustion stroke, so that computing time can be saved for other calculations if the drift compensation is only carried out at intervals at which it is likely to be required.
  • the synchronization of the memory control unit 17 and the cylinder selection unit 24 by means of the signals s and s' causes the correct storage value to be output at the correct time. If the cylinder-specific speed for the i-th cylinder was measured, the injection into the (i + 1) -th cylinder begins almost simultaneously with the completion of this measurement, so that not only the injection in the i-th but also in the (i + 1) -th cylinder is "missed". It therefore makes sense to put the control rod in one Bring position that was calculated for the (i + 2) th cylinder. In other words, a phase shift of the synchronization between the memory control unit 17 and the cylinder selection unit 24 is ensured by at least one, preferably by two cylinders. This is symbolically represented in FIG. 2 by corresponding positions of the switches 21 and 25.
  • FIG. 2 A possible embodiment of the cylinder memory 18-i is shown in FIG. 2.
  • Each of the memories 18-i acts as a digital integrator or totalizer with limitation.
  • a limiting unit 35-i At the input of a limiting unit 35-i is a summing element 36-i, on the one hand the output signal of the corresponding subtracting element 34-i of the drift compensator 31 and on the other hand the output signal of a reset element 37-i located in the feedback branch of the integrator (symbol z ⁇ 1: see Isermann , "Digital control systems", Springerverlag, Berlin / Heidelberg 1977). Such arrangements belong to the prior art.
  • Each cylinder memory 18-i with limiting unit 35-i can be set up to emit an indicator signal si which occurs if the stored correction value ⁇ RW i reaches an upper or lower limit. This is indicated in FIG. 2 for a limiting unit 35-i.
  • the indicator signals si can be OR-fed and used to trigger an error display or an alarm signal.
  • FIG. 3 shows block diagrams with individual function blocks, but in practice, all or most of the function blocks are implemented in software in a microcomputer or a microcomputer system.
  • FIG. 3 shows a possible program sequence for this.
  • limiters is entered as the penultimate process.
  • Such a limiter is shown symbolically in FIG. 1 and designated 38. 1 also shows a controlled switch 39, which is controlled by a ready signal bs of the basic controller 7.
  • This switch 39 is only closed when current values of the output signal RW are present at the output of the basic controller 7 in order to prevent the transmission of the mere correction values ⁇ RW i to the drive 3 of the controller rod.
  • the drive 3 for the control rod is usually integrated into its own servo loop, which has a feedback for the control rod position.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP89890171A 1988-07-04 1989-06-20 Einrichtung zum Steuern und Regeln der Brennkraftmaschine eines Fahrzeuges Expired - Lifetime EP0353216B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89890171T ATE67279T1 (de) 1988-07-04 1989-06-20 Einrichtung zum steuern und regeln der brennkraftmaschine eines fahrzeuges.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3822583A DE3822583A1 (de) 1988-07-04 1988-07-04 Einrichtung zum steuern und regeln der brennkraftmaschine eines fahrzeuges
DE3822583 1988-07-04

Publications (2)

Publication Number Publication Date
EP0353216A1 EP0353216A1 (de) 1990-01-31
EP0353216B1 true EP0353216B1 (de) 1991-09-11

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EP89890171A Expired - Lifetime EP0353216B1 (de) 1988-07-04 1989-06-20 Einrichtung zum Steuern und Regeln der Brennkraftmaschine eines Fahrzeuges

Country Status (4)

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EP (1) EP0353216B1 (enrdf_load_stackoverflow)
AT (1) ATE67279T1 (enrdf_load_stackoverflow)
DE (2) DE3822583A1 (enrdf_load_stackoverflow)
ES (1) ES2024074B3 (enrdf_load_stackoverflow)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04214946A (ja) * 1990-12-14 1992-08-05 Toyota Motor Corp 内燃機関のトルク変動制御装置
EP0583495B1 (de) * 1992-08-14 1996-01-10 Siemens Aktiengesellschaft Verfahren zur Erkennung und Korrektur von Fehlern bei der Zeitmessung an sich drehenden Wellen
DE4447846B4 (de) * 1993-04-27 2006-06-14 Hitachi, Ltd. Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE4414727B4 (de) * 1993-04-27 2004-01-29 Hitachi, Ltd. Steuerverfahren und Steuereinheit für Mehrzylinder-Brennkraftmaschinen
DE19828279A1 (de) * 1998-06-25 1999-12-30 Bosch Gmbh Robert Gleichstellung der zylinderindividuellen Drehmomentenbeiträge beim mehrzylindrigen Verbrennungsmotor
PL221746B1 (pl) * 2012-03-06 2016-05-31 Sarre Piotr Sposób optymalizacji zasilania dwupaliwowego, elektronicznie sterowanych, czterosuwowych silników tłokowych z zapłonem samoczynnym, z wykorzystaniem paliw gazowych

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4495920A (en) * 1982-04-09 1985-01-29 Nippondenso Co., Ltd. Engine control system and method for minimizing cylinder-to-cylinder speed variations
JPS5925055A (ja) * 1982-08-03 1984-02-08 Nippon Denso Co Ltd 空燃比制御装置
DE3336028C3 (de) * 1983-10-04 1997-04-03 Bosch Gmbh Robert Einrichtung zur Beeinflussung von Steuergrößen einer Brennkraftmaschine
JPS6131645A (ja) * 1984-07-20 1986-02-14 Fuji Heavy Ind Ltd 自動車用エンジンの電子制御方式
JPS61118535A (ja) * 1984-11-14 1986-06-05 Nippon Soken Inc 内燃機関の空燃比制御装置
JPS61212644A (ja) * 1985-03-19 1986-09-20 Diesel Kiki Co Ltd 内燃機関用アイドル運転制御装置
JP2562577B2 (ja) * 1985-12-28 1996-12-11 株式会社ゼクセル 内燃機関用アイドル運転制御装置

Also Published As

Publication number Publication date
DE3822583C2 (enrdf_load_stackoverflow) 1990-05-31
DE58900281D1 (de) 1991-10-17
ES2024074B3 (es) 1992-02-16
DE3822583A1 (de) 1990-01-11
ATE67279T1 (de) 1991-09-15
EP0353216A1 (de) 1990-01-31

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