EP0375710B1 - Systeme de reglage (commande et/ou ajustement) pour vehicules a moteur - Google Patents

Systeme de reglage (commande et/ou ajustement) pour vehicules a moteur Download PDF

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Publication number
EP0375710B1
EP0375710B1 EP19880907097 EP88907097A EP0375710B1 EP 0375710 B1 EP0375710 B1 EP 0375710B1 EP 19880907097 EP19880907097 EP 19880907097 EP 88907097 A EP88907097 A EP 88907097A EP 0375710 B1 EP0375710 B1 EP 0375710B1
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EP
European Patent Office
Prior art keywords
sensor
adjusting
signal
air
value
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
EP19880907097
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German (de)
English (en)
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EP0375710A1 (fr
Inventor
Günther PLAPP
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
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP0375710A1 publication Critical patent/EP0375710A1/fr
Application granted granted Critical
Publication of EP0375710B1 publication Critical patent/EP0375710B1/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
    • 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
    • F02D41/2454—Learning of the air-fuel ratio control
    • 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
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • 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
    • F02D41/2474—Characteristics of sensors

Definitions

  • the invention relates to an adjustment system according to claim 1, part 1 (see DE-A-37 00 766).
  • the term "setting system” is used here as a collective term for "control system” (Open Loop Control) and for "control system” (Closed Loop Control).
  • the term “setting unit” is used as a collective term for "control unit” and “control unit” and the term “setting section” for "control section” and “controlled section”.
  • the term “unit” is basically to be understood in the sense of a functional unit. A control unit and a control unit therefore do not need to be separate assemblies, but, as is common today in motor vehicle technology, they can be implemented by functions of a microprocessor.
  • the invention relates in particular to the setting of the amount of fuel supplied to an internal combustion engine in such a way that a desired lambda value is achieved as precisely as possible.
  • FIG. 1 is an exemplary embodiment of a fuel quantity setting arrangement as is known from DE-C2-24 57 436.
  • the setting system consists of a single setting unit, which is designed as a combined control unit.
  • This control unit is supplied with signals from a sensor arrangement 11, specifically the signal from a speed sensor and the signal from a throttle valve sensor.
  • the air volume drawn in by the associated engine can be determined from these signals.
  • the control unit calculates an associated fuel quantity and determines the value of a manipulated variable that is fed to a fuel injection pump 12.
  • the manipulated variable is predetermined from a throttle valve / speed characteristic field and modified by a multiplicative factor, which depends on the difference between a lambda setpoint specified for the control unit and an actual lambda value as it is from a lambda probe 13 acting as an output sensor to the regulating one Adjustment unit 10 is delivered.
  • Air mass sensors in the form of hot wire air mass sensors or hot film air mass sensors are therefore also used in the prior art as sensor arrangements. These allow a very precise determination of the air mass.
  • JP-A-61 58 945 discloses a safety system in connection with the fuel metering in an internal combustion engine in such a way that the output signals of two sensors responsive to the air flow in the intake pipe are compared with one another and an error determination is possible according to the result.
  • the object of the invention is to provide a setting system that sets faster and more accurately than the above.
  • An adjustment system not only has a single adjustment unit, as is present in the prior art, but also two adjustment units.
  • the first setting unit sends the control signal to the setting section, while the second setting unit serves to calibrate the first setting unit.
  • the second setting unit is provided for interconnection with a second sensor arrangement, which measures more slowly but more precisely than a first sensor arrangement which is connected with the first setting unit.
  • the first setting unit can thus react very quickly to changes as reported by the first sensor arrangement.
  • the first manipulated variable quickly determined in this way is compared with a second manipulated variable, which is determined more slowly but more precisely by the second control unit. If a deviation is found, the first manipulated variable is changed so that the deviation moves towards zero.
  • the overall system can react quickly and precisely to changes in the input variables. If the first manipulated variable is also to be determined as a function of an output variable, one of the two setting units becomes the signal from an output sensor forwarded
  • the first setting unit is a control unit which receives signals from a speed sensor and a throttle valve sensor in order to determine an air volume therefrom, an air mass therefrom and in turn a first manipulated variable which determines the amount of fuel to be added to the air mass to get a desired lambda value.
  • the second setting unit is also a control unit, which, however, receives the signal from a hot film air mass sensor, which enables the air mass to be determined more precisely than is possible from the speed and throttle valve position.
  • the time behavior of this second sensor arrangement is slower than that of the first sensor arrangement, as described above.
  • the second control unit determines a second manipulated variable, which represents a measurement for the fuel quantity.
  • this manipulated variable is not fed to the fuel injection pump; rather, as described above for the general case, it is used to calibrate the first setting unit.
  • the calibration values can e.g. B. stored differently in a map for different operating points. In this way, deviations depending on the operating point are compensated for separately.
  • Each of the two control units according to the exemplary embodiment just described can be designed as a control unit to which the signal from a lambda sensor is fed. Which of the two control units is designed as a control / regulating unit largely depends on the timing of the associated control / regulating circuit in the respective case. The arrangement is such that the risk of control vibrations is as small as possible.
  • FIG. 1 shows a block diagram of a known setting arrangement for setting the amount of fuel supplied to a motor vehicle engine.
  • 2 shows a block diagram of an adjustment arrangement with an adjustment system according to the invention with two adjustment units.
  • Figures 3 and 4 each show a block diagram of setting arrangements with a setting system, each with a control unit and a control unit.
  • the setting system 14 is designed as a microprocessor system with the following functional units: a first setting unit, which is designed as a first control unit 10.1.1, a second setting unit, which is designed as a second control unit 10.2.1, and a calibration unit 15.
  • the first control unit 10.1.1 receives at least one command variable from the first sensor arrangement 11.1.
  • the first sensor arrangement 11.1 emits signals from a speed sensor and from a throttle valve sensor. From these signals, the first control unit 10.1.1 calculates the first manipulated variable, which in the embodiment mentioned is the signal that is delivered to a fuel injection pump as the adjustment section 12.1.
  • the first manipulated variable is calculated either via a speed sensor / throttle valve sensor / manipulated variable characteristic field or by using the signals from the speed sensor and from the throttle valve sensor an air volume, from it an air mass, from it a fuel quantity and from it the first manipulated variable is determined.
  • the second control unit 10.2.1 receives an input signal from the second sensor arrangement 11.2, which in the embodiment mentioned is designed as an air mass sensor.
  • This air mass sensor determines the air mass drawn in by an internal combustion engine much more precisely than it is possible to determine the air mass from the measurement of the rotational speed and throttle valve position with the aid of the first sensor arrangement 11.1.
  • the air mass sensor according to the second sensor arrangement 11.2 measures more slowly than the first sensor arrangement 11.1.
  • the second control unit 10.2.1 converts this exact sensor signal, which changes slowly to the new value when the air mass is drawn in, into a second manipulated variable that is identical to the first manipulated variable, a signal that is suitable for a fuel injection pump To be set so that it delivers exactly the amount of fuel that is to be added to the determined air mass in order to obtain a desired lambda value during combustion.
  • this second manipulated variable is not supplied to the setting section 12.1, which is designed as a fuel injection pump, but to the calibration unit 15. This (usually in terms of computers) implements the functions of a comparator, a signal converter and a sample / hold circuit.
  • the calibration unit 15 determines whether the first manipulated variable, which was determined on the basis of signals from the less precise first sensor arrangement, deviates from the more precise second manipulated variable.
  • the calibration unit 15 also determines whether the first manipulated variable remained within a predetermined range in a time period that corresponds to at least the settling time of the second sensor arrangement 11.2. If this is the case, it is certain that there was a quasi-steady state for the second sensor arrangement 11.2, within which the slow second sensor arrangement was able to settle to a precise display value after a sudden change in the amount of air sucked in.
  • the difference signal of the first manipulated variable and the second manipulated variable or a signal converted to the differential signal is output to the first control unit 10.1.1 via the sample / hold function. If the first manipulated variable then swings by more than the specified percentage within the specified time span, the sample / hold function holds the value that was last output when there were still quasi-steady states.
  • the value output by the calibration unit 15 influences the first control unit 10.1.1 in such a way that it changes the first manipulated variable in one direction such that the value of the first manipulated variable is adapted to the value of the second manipulated variable.
  • the first control unit 10.1.1 multiplies the previously given value of the first manipulated variable by the factor 1.02.
  • the first manipulated variable is determined almost throughout the entire operating time of the arrangement according to FIG. 2 with an accuracy that corresponds to the high measuring accuracy of the second sensor arrangement, but changes with changes in the input variables with the high subsequent speed, which changes the setting speed of the corresponds to the first sensor arrangement.
  • control / regulating units can also be used, for example a control / regulating unit 10.1.2 for emitting the first manipulated variable, as shown in the setting arrangement according to FIG. 3, or a control / regulating unit 10.2.2 for emitting the second manipulated variable. as shown in the arrangement of FIG. 4.
  • control units instead of control units has the advantage that it is monitored whether the output variable influenced by the manipulated variable actually took the desired setpoint or whether there are deviations which are to be corrected.
  • the arrangement according to FIG. 3 differs from that according to FIG. 2 in that an output sensor 13.1 is also present, which measures the output variable of the adjustment section 12.1 or a variable dependent thereon and outputs its output signal to the control unit 10.1.2 already mentioned , which replaces the control unit 10.1.1.
  • the control / regulating unit 10.1.2 carries out a regulation to a value dependent on the output signal of the first sensor arrangement 11.1. In this control, the output signal from the output sensor 13.1 is compared with a target value which is fed to the control unit 10.1.2.
  • the setting arrangement according to FIG. 4 with the embodiment of a setting system 14 just described has a configuration which corresponds to the configuration of the arrangement according to FIG. 2, it is advantageous to design the output sensor as a lambda probe. The entire arrangement then functions like the arrangement according to FIG. 2, but taking into account the control function described above.
  • the output sensor 13.1 described on the basis of the arrangement according to FIG. 3 outputs its output signal to the control unit 10.2.2 already mentioned above, which, based on the embodiment according to FIG. 2, replaces the second control unit 10.2.1. At the same time, a setpoint is fed to the second control unit 10.2.2.
  • This arrangement means that the control unit 10.1.1 no longer receives a controlled calibration value for outputting the first manipulated variable, but rather a regulated one.
  • the first manipulated variable also has a control character, although it is only controlled by the control unit 10.1.1 as a function of values as measured by the first sensor arrangement 11.1.
  • the question of when it is more advantageous to regulate the first setting unit and when it is more advantageous to regulate the second setting unit largely depends on the time behavior of the sensors used in the overall arrangement.
  • the control is selected in the branch that is less prone to control vibrations due to its time behavior.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Un système de réglage (14) de la quantité de carburant amenée à un moteur à combustion comprend une première unité de réglage (10.1.1) et une deuxième unité de réglage (10.2.1). La première unité de réglage fournit en fonction de signaux qu'elle reçoit d'un premier agencement détecteur (11.1) une première valeur de réglage à la pompe d'injection de carburant (12.1). La deuxième unité de réglage détermine en fonction des signaux d'un deuxième agencement détecteur (11.2) une deuxième valeur de réglage qui conviendrait elle aussi à commander la pompe d'injection mais qui est utilisé pour calibrer la première unité de réglage. On met en oeuvre un système de réglage ainsi construit lorsque le deuxième agencement détecteur utilisé est plus lent mais plus précis que le premier agencement détecteur. La deuxième valeur de réglage correspond alors mieux que la première valeur de réglage à une valeur requise pour obtenir une valeur lambda voulue. Par contre, la première valeur de réglage réagit plus rapidement à des changements de la masse d'air amenée au moteur à combustion. Etant donné que la première unité de commande est calibrée au moyen de la deuxième valeur de réglage, on peut influencer la première valeur de réglage avec davantage de précision que dans le passé, mais à une vitesse toujours aussi élevée.

Claims (4)

1. Système de réglage d'un moteur à combustion interne équipant un véhicule automobile, pour une grandeur de réglage concernant notamment le dosage du carburant, système comportant des capteurs pour les paramètres de fonctionnement tels que la vitesse de rotation et la position du volet d'étranglement,
- une première unité de réglage (10.1.1 ; 10.1.2) pour fournir un premier signal dépendant d'un premier groupe de capteurs, les signaux des capteurs définissant un volume ou une masse d'air aspiré ;
- une seconde unité de réglage (11.2.1 ; 11.2.2) pour traiter au moins un signal d'un autre capteur et préparer un second signal, cet autre capteur étant un capteur de masse d'air placé dans la tubulure d'aspiration du moteur, et qui travaille de manière plus précise mais avec un temps de stabilisation plus long que les capteurs du premier groupe qui définissent le volume ou la masse d'air aspiré ;
- une unité de calibrage (15) pour compenser la grandeur de commande dépendant du premier signal, pour certains états de fonctionnement, notamment dans le cas de largeurs d'oscillation réduites des signaux de sortie des capteurs influençant le premier signal dans le premier groupe de capteurs, en fonction du signal de sortie de l'autre capteur,
caractérisé en ce que la compensation (calibrage) se fait dans des états quasi stationnaires.
2. Système de réglage selon la revendication 1, caractérisé en ce que l'autre capteur est un capteur de masse d'air à film chaud.
3) Système de réglage selon la revendication 1 ou 2, caractérisé en ce que la compensation (calibrage) est en outre influencée par un signal de sortie d'un quatrième capteur (capteurs de sortie 13, 13.1).
4. Système de réglage selon la revendication 3, caractérisé en ce que le quatrième capteur est une sonde Lambda (13).
EP19880907097 1987-09-04 1988-08-05 Systeme de reglage (commande et/ou ajustement) pour vehicules a moteur Expired - Lifetime EP0375710B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873729635 DE3729635A1 (de) 1987-09-04 1987-09-04 Einstellsystem (steuerung- und/oder regelungssystem) fuer kraftfahrzeuge
DE3729635 1987-09-04

Publications (2)

Publication Number Publication Date
EP0375710A1 EP0375710A1 (fr) 1990-07-04
EP0375710B1 true EP0375710B1 (fr) 1992-01-22

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EP19880907097 Expired - Lifetime EP0375710B1 (fr) 1987-09-04 1988-08-05 Systeme de reglage (commande et/ou ajustement) pour vehicules a moteur

Country Status (6)

Country Link
US (1) US5050560A (fr)
EP (1) EP0375710B1 (fr)
JP (1) JP2735591B2 (fr)
KR (1) KR0121326B1 (fr)
DE (2) DE3729635A1 (fr)
WO (1) WO1989002030A1 (fr)

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JP2816758B2 (ja) * 1990-09-07 1998-10-27 株式会社日立製作所 ファジイ推論を用いた流量測定装置及び方法
US5190020A (en) * 1991-06-26 1993-03-02 Cho Dong Il D Automatic control system for IC engine fuel injection
US5150692A (en) * 1991-12-16 1992-09-29 General Motors Corporation System for controlling air supply pressure in a pneumatic direct fuel injected internal combustion engine
US5537981A (en) * 1992-05-27 1996-07-23 Siemens Aktiengesellschaft Airflow error correction method and apparatus
JP3168355B2 (ja) * 1992-08-17 2001-05-21 株式会社ユニシアジェックス 内燃機関の空燃比制御装置
US5492106A (en) * 1994-12-27 1996-02-20 Ford Motor Company Jump-hold fuel control system
KR20010023770A (ko) 1997-09-17 2001-03-26 클라우스 포스, 게오르그 뮐러 내연기관내의 스로틀 밸브를 통과하는 가스 유동을조절하기 위한 조절방법과 조절장치
US6370935B1 (en) 1998-10-16 2002-04-16 Cummins, Inc. On-line self-calibration of mass airflow sensors in reciprocating engines
DE10039785B4 (de) * 2000-08-16 2014-02-13 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
US6636796B2 (en) 2001-01-25 2003-10-21 Ford Global Technologies, Inc. Method and system for engine air-charge estimation
DE20102002U1 (de) * 2001-02-06 2001-04-26 J. Eberspächer GmbH & Co., 73730 Esslingen Flüssigkeitszudosiersystem
US20030105536A1 (en) * 2001-12-04 2003-06-05 Eastman Kodak Company Open and closed loop flow control system and method
FR2874054B1 (fr) * 2004-08-04 2006-11-24 Peugeot Citroen Automobiles Sa Procede et systeme de supervision du calibrage d'une chaine d'acquisition de pression dans un cylindre d'un moteur diesel
US8224519B2 (en) 2009-07-24 2012-07-17 Harley-Davidson Motor Company Group, LLC Vehicle calibration using data collected during normal operating conditions

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JPS57193760A (en) * 1981-05-22 1982-11-29 Hitachi Ltd Fuel controller
US4562814A (en) * 1983-02-04 1986-01-07 Nissan Motor Company, Limited System and method for controlling fuel supply to an internal combustion engine
JPS60178952A (ja) * 1984-02-27 1985-09-12 Mitsubishi Electric Corp 内燃機関の燃料噴射制御装置
JPS6158945A (ja) * 1984-08-29 1986-03-26 Nissan Motor Co Ltd 内燃機関の燃料噴射制御装置
US4644474A (en) * 1985-01-14 1987-02-17 Ford Motor Company Hybrid airflow measurement
JPS6278449A (ja) * 1985-10-02 1987-04-10 Mitsubishi Electric Corp 内燃機関の燃料噴射制御装置
JPH0827203B2 (ja) * 1986-01-13 1996-03-21 日産自動車株式会社 エンジンの吸入空気量検出装置
KR930000347B1 (ko) * 1988-04-28 1993-01-16 가부시기가이샤 히다찌세이사꾸쇼 내연기관용 공연비제어장치

Also Published As

Publication number Publication date
DE3729635A1 (de) 1989-03-16
WO1989002030A1 (fr) 1989-03-09
DE3868071D1 (de) 1992-03-05
JPH03500563A (ja) 1991-02-07
US5050560A (en) 1991-09-24
EP0375710A1 (fr) 1990-07-04
JP2735591B2 (ja) 1998-04-02
KR890701883A (ko) 1989-12-22
KR0121326B1 (ko) 1997-11-24

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