EP0359791B1 - Procede et systeme pour le reglage de la valeur lambda - Google Patents

Procede et systeme pour le reglage de la valeur lambda Download PDF

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Publication number
EP0359791B1
EP0359791B1 EP19890902627 EP89902627A EP0359791B1 EP 0359791 B1 EP0359791 B1 EP 0359791B1 EP 19890902627 EP19890902627 EP 19890902627 EP 89902627 A EP89902627 A EP 89902627A EP 0359791 B1 EP0359791 B1 EP 0359791B1
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EP
European Patent Office
Prior art keywords
adjusting
accelerator pedal
pedal position
value
position signal
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
EP19890902627
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German (de)
English (en)
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EP0359791A1 (fr
Inventor
Martin Klenk
Ernst Linder
Winfried Moser
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 EP0359791A1 publication Critical patent/EP0359791A1/fr
Application granted granted Critical
Publication of EP0359791B1 publication Critical patent/EP0359791B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/02—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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/1479—Using a comparator with variable reference
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions

Definitions

  • the invention relates to a method and a system for setting the lambda value of the air / fuel mixture to be supplied to an internal combustion engine during the transition from the lower load range to the upper load range.
  • the system has an adjusting means which, depending on the respective value of an accelerator pedal position signal fed to it, outputs an adjusting signal to a throttle valve actuator in order to adjust the amount of air to be supplied to the internal combustion engine in such a way that below a position threshold of the accelerator pedal position signal, the limit between marked lower and upper load range, a lean air / fuel mixture is obtained.
  • the system works in such a way that the throttle valve is fully opened shortly before the threshold value is reached. Once agreement between the threshold value and the value of the accelerator pedal position signal has been reached, the throttle valve is reset by a predetermined value which depends on the speed and the accelerator pedal position can. The resetting takes place to such an extent that a rich mixture is obtained in the upper load range, even if the throttle valve is opened again when the value of the accelerator pedal position signal increases further than the position threshold.
  • the invention is based on the object of specifying a method and a system for setting the lambda value of the air / fuel mixture to be supplied to an internal combustion engine during the transition from the lower load range to the upper load range and vice versa, which method or which system lead to low pollutant emissions.
  • the method and the setting system according to the invention differ, inter alia, from the prior art in that for values of the accelerator pedal position signal above the position threshold value, at least during stationary operation, adjustment signals are output in such a size that an essentially stoichiometric mixture is obtained. Lambda values greater than 1 are thus obtained in the lower load range, ie below the position threshold value of the accelerator pedal position signal, while the value Lambda is set to 1 in the upper load range. In an internal combustion engine that is equipped with a catalytic converter, low pollutant values are thus achieved even in the upper load range.
  • the adjustment means has a transition means which, when changing from an adjustment signal for lean operation to one for stoichiometric operation or vice versa, brings about a gradual transition within a predetermined period of time. This eliminates torque jumps that could occur if a sudden change from lean operation to stoichiometric operation were carried out.
  • the functional sequence of an adjustment system shown in FIG. 1 is used on an internal combustion engine 10, which has a throttle valve 12 and an injection valve 13 that can be adjusted by a throttle valve actuator 11 in an intake port.
  • a lambda probe 14 in the exhaust pipe arranged.
  • the adjustment system includes a control means 15, a lambda setpoint ROM 16, a pilot control ROM 17, a subtraction means 18, a multiplication means 19 and, as a function means that is particularly important for the invention, an adjustment means 20.
  • the latter has an adjustment signal ROM 21, a comparator means 22 and a transition means 23.
  • the comparator 22 actuates two switches, namely an adjustment signal switch 24 and a setpoint switch 25. These switches are also usually implemented by parts of a program.
  • the throttle valve 12 is adjusted directly by the accelerator pedal and the setpoint switch 25 is switched to the lower position in which it gives a setpoint for regulation to lambda equal to 1 on the subtraction means 18, to which the voltage from the lambda Probe 14 is supplied as a setpoint.
  • the control means 15 then outputs a control factor to the multiplication means 19, which is multiplied there by a pilot control value for the injection time, as a result of which the injection time actually required is obtained, which is fed to the injection valve 13.
  • the pilot control value is read out from the pilot control value ROM 17 depending on the position of the throttle valve and the speed n.
  • the setpoint switch 25 is switched upwards, so that a setpoint from the Lambda setpoint ROM 16 is supplied to it depending on the throttle valve position and the speed , finds regulation on the read setpoint instead of.
  • the setpoint value read out leads to a lambda value greater than 1, that is to say to lean regulation.
  • the throttle valve is not directly adjustable by the accelerator pedal, contrary to the assumption mentioned above, but the accelerator pedal position signal FPS is fed to the adjusting means 20, which processes this signal and then an adjusting signal to the throttle valve Actuator 11 outputs.
  • the operation of the adjusting means 20 will now be explained in more detail with reference to FIG. 2.
  • the horizontal line which indicates that the lambda value remains constant at 1 over the entire range of the accelerator pedal position FPS from 0% to 100%, is between 0% and a position threshold value FPSU 70%, i. H. in the lower load range, dash-dotted as SL 'and then drawn as SL in the upper load range.
  • the throttle valve angle ⁇ recorded over the accelerator pedal position FPS must have a profile as given by the lower curve in FIG. 2b. This curve for stoichiometric operation is shown in dash-dot lines in the lower load area and designated with SA ', while the part lying in the upper load area is drawn solid and designated with SA.
  • the method or setting system according to the invention does not serve to carry out a stoichiometric setting in the entire range, but rather serves to ensure lean operation in the lower load range and stoichiometric operation in the upper load range.
  • the curves corresponding to the curves for stoichiometric operation described above for lean operation lie for the lambda value as partial branches ML or ML 'and the throttle valve angle as partial branches MA or MA' in FIGS. 2a and 2b, respectively, above.
  • the throttle valve already reaches the full opening angle of 90 ° at the FPSU position threshold of 70%.
  • the lambda value achieved in this way is indicated by 1.4 in FIG. 2a.
  • the point in time t B at which the acceleration process begins coincides with the beginning of a computing cycle.
  • This cycle has the number "1" in FIGS. 2 and 3.
  • the accelerator pedal position signal FPS is still in the lower load range, as a result of which the values marked "2" in FIGS. 2a and 2b are set on the respective lean-back rest ML for the lambda value and MA the throttle valve angle.
  • the accelerator pedal position signal at a time t B1 has reached the final value of 80%, which is in the upper load range. In the upper load range, stoichiometric operation should be carried out.
  • Stoichiometric operation in the upper load range with an accelerator pedal position signal FPS of 80% corresponds to the values shown in FIGS. 2a and 2b with O SL and O SA on the full loads SL and SA for lambda and the throttle valve angle.
  • This jump to the values for stoichiometric operation can actually be carried out with suitable internal combustion engines which have hardly any torque jump.
  • the method is advantageously carried out as follows.
  • the microprocessor therefore checks for four cycles from time t B1 , namely for cycles "3", “4", "5" and "6", whether the fluctuation ⁇ FPS of the accelerator pedal position signal FPS over the four cycles is a predetermined fluctuation range ⁇ FPSU falls below. If this is ascertained, as in the present example, the comparator means 22, ie in the usual case a comparative program step, outputs a switching signal to the adjustment signal switch 24 and the setpoint switch 25 for switching from lean operation to stoichiometric operation. The throttle valve angle ⁇ M for lean operation is then no longer read out from the adjustment signal ROM 21, but throttle valve angle ⁇ S for stoichiometric operation depending on the accelerator pedal position FPS and the speed n.
  • the lambda setpoint ROM 16 no longer reads setpoints for lean control as a function of the throttle valve angle ⁇ M for lean operation and the rotational speed, but instead a fixed setpoint is obtained for achieving lambda equal to 1 and the control means 15 also controls Using this fixed setpoint.
  • the transition means 23 is present in the embodiment of FIG. 1 as a further advantageous embodiment of the function links in an adjustment system.
  • This program stage leads to the fact that when the comparator 22 finally switches over from lean operation to stoichiometric operation at a time t B2 the jump from the throttle valve angle marked with O ML on the dash-dotted lean rest ML ′ to the throttle valve angle marked with O SL for the same accelerator pedal position signal FPS on the stoichiometric branch SL is not carried out with one step, i.e. from one computing cycle to the other.
  • the procedure is such that a jump from a throttle valve angle of 90 ° to one of approximately 60 °, as in the exemplary embodiment, is divided into four partial jumps in the computing cycles "7" - "10", e.g. B. in jumps to 75, 65, 62 and finally 60 °.
  • values U SL and U SA for the accelerator pedal position FPS are shown on the stoichiometric branches shown in dash-dot lines in the lower load range , which also includes the values U ML and U MA . It is assumed that the accelerator pedal is suddenly withdrawn from the position assumed in the acceleration process in the upper load range at a later time t V (FIG. 3) to decelerate again to the original value in the lower load range. The function of the setting system described above is then repeated in a corresponding manner.
  • the jump with the switchover is not carried out in one step, but within four steps until time t V3 the transition from the throttle valve angle ⁇ S read out for the stoichiometric branch SA 'to that for the same value of the accelerator pedal position signal FPS applicable throttle valve angle ⁇ M for lean operation on the branch MA.
  • the values for the throttle valve angle can also be calculated from the respective value of the accelerator pedal position instead of from a table stored in an adjustment signal memory.
  • the speed can accordingly be taken into account in such a calculation.
  • the position threshold value FPSU can e.g. B. at about 1200 rpm at about 27 °, at 2000 rpm at about 40 °, at 3000 rpm at about 60 ° and at 4000 rpm at about 70 °.
  • control means 15 is present in the configuration system according to the invention. However, an adjusting means with the properties described above can also be used on an uncontrolled, but only controlled, internal combustion engine.
  • accelerator pedal is generally understood to mean a device for setting the torque desired by an operator. In a motor vehicle for the disabled, this can e.g. B. a lever to be adjusted by hand.
  • throttle valve is generally used as an adjusting element for the intake air quantity understand is. In this sense, the throttle valve can be an auxiliary flap that is adjusted with a secondary intake channel independently of the actual throttle valve that is directly coupled to the accelerator pedal.
  • the respective duration of four computing cycles corresponding to four engine cycles was specified as the time periods for determining whether stationary operation is present and for making the transition from lean to stoichiometric operation or vice versa.
  • these time periods can be selected differently and each between 0 and a larger number of cycles, if the operation is carried out with the aid of a microcomputer, depending, for. B. from the desired smooth running behavior of a given internal combustion engine.

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

Procédé et système pour le réglage de la valeur lambda du mélange air-carburant à injecter dans un moteur à combustion interne, réglant le papillon des gaz de manière à obtenir un mélange pauvre à sous charge réduite et un mélange stoechiométrique (lambda = 1) sous charge élevée.

Claims (8)

1. Procédé pour régler la valeur lambda d'un mélange air/carburant alimentant un moteur à combustion interne, procédé dans lequel un organe de réglage du clapet d'étranglement peut être déplacé en fonction de la valeur momentanée d'un signal de position de la pédale d'accélérateur pour régler la quantité d'air à fournir au moteur à combustion interne, de sorte qu'au-dessous d'une valeur de seuil du signal de position de la pédale d'accélérateur, c'est-à-dire dans la zone de charge inférieure, on obtient un mélange air/carburant plus maigre soit obtenu, procédé
caractérisé en ce que pour des valeurs du signal de position de la pédale d'accélérateur (FPS) au-dessus de la valeur de seuil (FPSU), c'est-à-dire dans la zone de charge supérieure, tout au moins en fonctionnement stationnaire le clapet d'étranglement est déplacé de façon à obtenir essentiellement un mélange stoechiométrique (lambda = 1), et en ce que le passage du fonctionnement plus maigre (αM) au fonctionnement stoechiométrique (αS) et inversement est rendu dépendant de ce que la fluctuation (ΔFPS) du signal de position de la pédale d'accélérateur (FPS) franchit vers le bas une largeur d'oscillation prédéfinie (ΔFPSU) à l'intérieur d'un laps de temps prédéfini.
2. Procédé selon la revendication 1, caractérisé en ce que la valeur de seuil (FPSU) du signal de position de la pédale d'accélérateur (FPS) est choisie en fonction de la vitesse de rotation et ceci, de préférence, de façon que la valeur de seuil se situe à peu près là où, pour la vitesse de rotation du moment, une plus large ouverture du clapet d'étranglement n'a plus pour conséquence une nouvelle augmentation notable de la quantité d'air aspirée.
3. Procédé selon une des revendications 1 et 2, caractérisé en ce que le déplacement du clapet d'étranglement lors du dépassement de la valeur de seuil (FPSU) s'effectue avec des grandeurs dépendant de la vitesse de rotation.
4. Système de réglage pour régler la valeur lambda du mélange air/carburant alimentant un moteur à combustion interne, avec
- un moyen de réglage qui, en fonction de la valeur momentanée d'un signal de position de la pédale d'accélérateur appliqué à ce moyen de réglage, délivre un signal de réglage à un organe de réglage de clapet d'étranglement, afin de régler la quantité d'air fournie au moteur à combustion interne de façon qu'au-dessous d'une valeur de seuil du signal de position de la pédale d'accélérateur, c'est-à-dire dans la zone de charge inférieure, on obtienne un mélange air/carburant plus maigre
système caractérisé en ce que
- le moyen de réglage (20), pour des valeurs du signal de position de la pédale d'accélérateur (FPS) au-dessus de la valeur de seuil (FPSU), c'est-à-dire dans la zone de charge supérieure, délivre, tout au moins en cas de fonctionnement stationnaire, des signaux de réglage (αs) d'une grandeur telle que l'on obtienne essentiellement un mélange stoechiométrique (lambda = 1), et en ce que le moyen de réglage (20) comporte un moyen de comparaison (22) qui rend le passage de signaux de réglage pour un fonctionnement maigre (αM) à des signaux de réglagepour le fonctionnement stoechiométrique (αs) et inversement, dépendant de ce que l'oscillation (ΔFPS) du signal de position de la pédale d'accélérateur (FPS) franchit vers le bas une largeur d'oscillation prédéfinie (ΔFPSU) à l'intérieur d'un laps de temps prédéfini.
5. Système de réglage selon la revendication 4, caractérisé en ce que le moyen de réglage (20) comporte un moyen de passage (23) qui, lors d'un passage d'un signal de réglage pour fonctionnement maigre (αM) à un signal de réglage pour fonctionnement stoechiométrique (αs) ou inversement, provoque un passage progressif à l'intérieur d'un laps de temps prédéfini.
6. Système de réglage selon une des revendications 4 ou 5, caractérisé en ce que le moyen de réglage (20) comporte une mémoire de signaux de réglage (21) qui, susceptible d'être adressée par l'intermédiaire de valeurs du signal de position de la pédale d'accélérateur (FPS), mémorise pour le fonctionnement maigre et le fonctionnement stoechiométrique, respectivement un jeu de valeurs de réglage (αM ou bien αS).
7. Système de réglage selon une des revendications 4 à 6, caractérisé en ce que pendant les laps de temps au cours desquels le moyen de réglage (20) délivre des signaux de réglage pour le fonctionnement stoechiométrique (αs), la valeur lambda est réglée sur 1.
8. Système de réglage selon la revendication 7, caractérisé en ce que, en outre, le moyen régulateur (15), pendant les laps de temps dans lesquels le moyen de réglage (20) délivre des signaux de réglage pour un fonctionnement maigre (αM), règle la valeur lambda sur une valeur maigre prédéfinie dépendant de valeurs de grandeur de fonctionnement (αM, n).
EP19890902627 1988-03-16 1989-02-23 Procede et systeme pour le reglage de la valeur lambda Expired - Lifetime EP0359791B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3808696A DE3808696A1 (de) 1988-03-16 1988-03-16 Verfahren und system zum einstellen des lambda-wertes
DE3808696 1988-03-16

Publications (2)

Publication Number Publication Date
EP0359791A1 EP0359791A1 (fr) 1990-03-28
EP0359791B1 true EP0359791B1 (fr) 1992-01-29

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EP19890902627 Expired - Lifetime EP0359791B1 (fr) 1988-03-16 1989-02-23 Procede et systeme pour le reglage de la valeur lambda

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US (1) US5014668A (fr)
EP (1) EP0359791B1 (fr)
JP (1) JP3048587B2 (fr)
KR (1) KR0137222B1 (fr)
DE (2) DE3808696A1 (fr)
WO (1) WO1989008777A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19537465B4 (de) * 1995-10-07 2007-07-12 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

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JPH03225044A (ja) * 1990-01-31 1991-10-04 Toyota Motor Corp 内燃機関の制御装置
JPH03229936A (ja) * 1990-02-02 1991-10-11 Hitachi Ltd エンジンの制御方法および制御装置
JP2678985B2 (ja) * 1991-09-18 1997-11-19 本田技研工業株式会社 内燃エンジンの空燃比制御装置
US5575266A (en) * 1993-08-31 1996-11-19 Yamaha Hatsudoki Kabushiki Kaisha Method of operating gaseous fueled engine
DE4416611A1 (de) * 1994-05-11 1995-11-16 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JPH0835438A (ja) * 1994-07-25 1996-02-06 Hitachi Ltd エンジンパワートレインの制御方法
JPH0960543A (ja) * 1995-08-24 1997-03-04 Hitachi Ltd エンジン制御装置
DE19537381B4 (de) * 1995-10-07 2007-01-04 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
US5918704A (en) * 1996-06-28 1999-07-06 Otis Elevator Company Car door lock
JP3175601B2 (ja) * 1996-08-26 2001-06-11 トヨタ自動車株式会社 希薄燃焼エンジンの吸気量制御装置
DE102007030319A1 (de) * 2007-06-29 2009-01-02 Ford Global Technologies, LLC, Dearborn Steuerstrategie während eines Verbrennungsmoduswechsels zur Drehmomentneutralisation

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EP0176967A2 (fr) * 1984-09-29 1986-04-09 Mazda Motor Corporation Système de commande de moteur

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EP0176967A2 (fr) * 1984-09-29 1986-04-09 Mazda Motor Corporation Système de commande de moteur

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Patent Abstracts of Japan, vol.11,no.321 1,4,8 (M-633) (2768) 20 October 1987 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19537465B4 (de) * 1995-10-07 2007-07-12 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Also Published As

Publication number Publication date
KR900700740A (ko) 1990-08-16
DE3808696A1 (de) 1989-10-05
US5014668A (en) 1991-05-14
DE58900795D1 (de) 1992-03-12
EP0359791A1 (fr) 1990-03-28
KR0137222B1 (ko) 1998-04-25
JP3048587B2 (ja) 2000-06-05
WO1989008777A1 (fr) 1989-09-21
JPH02503460A (ja) 1990-10-18

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