EP0377596A1 - Procede et dispositif de dosage de carburant dans un moteur diesel. - Google Patents

Procede et dispositif de dosage de carburant dans un moteur diesel.

Info

Publication number
EP0377596A1
EP0377596A1 EP19880907093 EP88907093A EP0377596A1 EP 0377596 A1 EP0377596 A1 EP 0377596A1 EP 19880907093 EP19880907093 EP 19880907093 EP 88907093 A EP88907093 A EP 88907093A EP 0377596 A1 EP0377596 A1 EP 0377596A1
Authority
EP
European Patent Office
Prior art keywords
fuel
control
lambda
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
EP19880907093
Other languages
German (de)
English (en)
Other versions
EP0377596B1 (fr
Inventor
Ernst-Ulrich Joachim
Herman Kull
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 EP0377596A1 publication Critical patent/EP0377596A1/fr
Application granted granted Critical
Publication of EP0377596B1 publication Critical patent/EP0377596B1/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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed 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
    • F02D41/02—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)
    • F02D41/1482—Integrator, i.e. variable slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D2250/18—Control of the engine output torque
    • 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
    • F02D2250/32—Air-fuel ratio control in a diesel engine

Definitions

  • the invention is based on a method for fuel metering according to the preamble of claim 1.
  • the amount of fuel required for the respective operating state of a diesel internal combustion engine is generally dependent on the speed of the machine and on the accelerator pedal position - possibly also depending on other variables - determined. Since there is excess air, the amount of fresh air drawn in plays only a minor role. However, demands for a reduction in harmful exhaust gases and the lowest possible particle emissions in internal combustion engines led to the amount of fresh air drawn in also being included in the determination of the amount of fuel in diesel engines.
  • DE-OS 28 03 750 a method and a device are known which take into account the amount of fresh air drawn in when determining the amount of fuel.
  • the accelerator pedal position which signals a fuel quantity request
  • the air quantity and fuel quantity are precontrolled.
  • the exact values are taken from multi-dimensional maps.
  • the air and fuel quantities are then regulated to these exact values.
  • the amount of fuel is limited by the limits stored in the maps.
  • the air to fuel ratio (lambda) particularly affects these limitations with regard to particle emissions.
  • Corresponding lambda values are stored in the maps.
  • the object of the invention is to provide a method and a device with which an age-related increased particle emission is avoided. This object is achieved with a method with the characterizing features of the main claim.
  • the method with the features of the main claim has the advantage over the prior art that the actual Lamba value is measured directly and used in full-load operation to regulate the maximum permissible fuel quantity.
  • Another advantage lies in the simple way of replacing conventional lambda control of the fuel quantity through a minimum value selection.
  • the influence of system-related dead times is reduced by fast control up to a "trap curve" and subsequent slow lambda control. Further advantages and refinements of the invention result from the measures specified in the subclaims.
  • Figure 1 shows a block diagram in which the essential elements for fuel quantity control and for fuel quantity regulation are contained
  • Figure 2 the essential elements required for regulating the maximum permissible fuel quantity are shown
  • Figure 3a shows the time course of different fuel quantity signals
  • Figure 3b shows the time course of the Lambda probe signals
  • Figure 3c shows the time course of the start signal for the ramp
  • Figure 4 illustrates the dependence of the ramp slope on the speed of the internal combustion engine.
  • a diesel engine is identified by 100 in FIG. Fresh air is supplied to this engine via an intake pipe labeled 101. The exhaust gases are discharged via the exhaust line 102.
  • a fuel pump is identified by 110. The fuel pump is connected to an actuator 111.
  • 112 is a sensor that either measures the control path of a control rod attached to the pump 110 or the closing time of a solenoid valve. The output signal of the sensor 112 is fed to the sum point in 111.
  • a further input signal of the control controller 111 is the output signal of the pump characteristic map identified by 113.
  • At 120 is a Lambda probe attached in the exhaust pipe of the internal combustion engine.
  • the output signal of the lambda probe is fed to an evaluation circuit 121, the output signal of which is fed to a lambda controller 122 as an actual value.
  • the setpoint is taken from a lambda limitation, designated 123, which depends on several operating parameters, generally designated 124.
  • the minimum value selection levels are marked with 125, 134 and 138.
  • 130 denotes an idle controller which is driven by a signal labeled 131.
  • 132 is a driving behavior map in which the amount of fuel to be supplied to the internal combustion engine is determined as a function of input variables 133.
  • 140 denotes a block which, after initialization, emits a ramp-shaped output signal by means of a signal 142. The slope of the ramp depends more than 141 on the speed of the internal combustion engine.
  • the output signal of block 140 is fed to a summation point 137, to which the output signal of a torque precontrol labeled 135 is fed as a further variable. Via 136, the torque pre-control depends
  • the device described works as follows: In the operating states start, idling and partial load, the amount of fuel to be fed to the internal combustion engine remains unaffected by the lambda control. Depending on the operating state, the internal combustion engine becomes a quantity of fuel that is determined either by the idle speed control 130, by the torque precontrol 135, or by the driving behavior map 132. Which of the possible fuel quantities will ultimately be fed to the machine depends on the minimum value selection stages 125, 134 and 138. The output signal of the minimum value selection 138 is fed to a pump map 113. In the pump map, the fuel quantity signal is supplied with a control signal for the control controller 111 which is dependent on operating parameters arranges. The control controller 111 regulates the amount of fuel corresponding to the signal from the pump map 113.
  • the elements pump 110, sensor 112 and actuator 111 form a closed control loop.
  • the full load limitation with the aid of the lambda control is illustrated in FIGS. 2 and 3 explained.
  • FIG. 2 shows a block diagram in which only the elements required for the lambda control are contained.
  • the same reference numerals designate the same elements.
  • the torque precontrol 135 outputs a fuel quantity signal denoted by M.
  • the ramp 140 emits an additional signal marked M whenever it is switched on.
  • the signals M 1 and M are added, and together they give the signal M 2 .
  • the two signals M 2 and M lambda are present at the minimum value selection 125.
  • Signal M 2 to the output of minimum selection 125.
  • This signal is marked with M R.
  • Signals M R and M X reach the minimum value selection 138, at the output of which the signal M 3 is available.
  • M X is the output signal of the minimum value selection 134 and comes from either the idle controller 131 or the driving behavior map 132.
  • the minimum value selections 125 and 138 could also be summarized, but the drawing shown is clearer.
  • FIG. 3a shows the time course of the signals M 1 , M 2 ,
  • the ramp is activated by the additional signal M from block 140.
  • fuel quantity M 3 is equal to fuel quantity M 1 .
  • the fuel quantity M starting from zero, is added to the fuel quantity M 1 .
  • the actual lambda signal drops due to the increase in fuel (cf. FIG. 3b).
  • FIG. 3b shows that the actual lambda value is now equal to the desired lambda value.
  • the minimum value selections 125, 134 and 138 found a very simple detachment mechanism for the various control signals influencing the fuel quantity. Despite the specific dead times that occur in the control loop (filling dead times in the engine), the present method does not lead to any significant loss in dynamics. This is caused by the fact that the slope of the ramp depends on the one hand on the speed and on the other hand on the specific dead times. This fact is to be illustrated by Figure 4. The additional quantity M is plotted there as a function of time. The dependency on other parameters is indicated by dashed lines.
  • Block diagrams were chosen for the description of the exemplary embodiment, since the method can be represented well using block diagrams. However, the same method steps can also be partial programs of a program stored in a microcomputer. It is at the discretion of the person skilled in the art to use the solution corresponding to the respective state of the art.

Landscapes

  • 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)

Abstract

Dans le procédé et le dispositif décrits, le débit de carburant dans la plage de charge partielle est dérivé de diagrammes caractéristiques multidimensionnels, tandis que dans la plage de pleine charge, le débit de carburant est limité au moyen d'une régulation lambda. On utilise des incréments de sélection de valeurs minimales pour délimiter les diverses méthodes de régulation du débit de carburant. En dépit de temps de retard inhérents au système, on obtient un système de régulation lambda dynamique et satisfaisant, puisqu'on utilise une commande rapide jusqu'à une courbe d'intersection, et ensuite la régulation lambda plus lente. Par suite de la mise en oeuvre d'une régulation lambda pour limiter la pleine charge, les gaz d'échappement sont pratiquement exempts de particules.
EP88907093A 1987-09-05 1988-07-28 Procede et dispositif de dosage de carburant dans un moteur diesel Expired - Lifetime EP0377596B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3729771 1987-09-05
DE19873729771 DE3729771A1 (de) 1987-09-05 1987-09-05 Verfahren und einrichtung zur kraftstoffzumessung bei einer diesel-brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0377596A1 true EP0377596A1 (fr) 1990-07-18
EP0377596B1 EP0377596B1 (fr) 1992-10-21

Family

ID=6335318

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88907093A Expired - Lifetime EP0377596B1 (fr) 1987-09-05 1988-07-28 Procede et dispositif de dosage de carburant dans un moteur diesel

Country Status (5)

Country Link
US (1) US5067461A (fr)
EP (1) EP0377596B1 (fr)
JP (1) JP2695217B2 (fr)
DE (2) DE3729771A1 (fr)
WO (1) WO1989002524A1 (fr)

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DE3925877C2 (de) * 1989-08-04 1998-10-08 Bosch Gmbh Robert Verfahren und Einrichtung zur Steuerung der Kraftstoffzumessung bei einer Dieselbrennkraftmaschine
DE3928875A1 (de) * 1989-08-31 1991-03-07 Audi Ag Kraftstoff-einspritzvorrichtung fuer eine luftverdichtende brennkraftmaschine
JPH0571431A (ja) * 1991-03-19 1993-03-23 Honda Motor Co Ltd 内燃エンジンの蒸発燃料制御装置
JPH04358750A (ja) * 1991-06-05 1992-12-11 Honda Motor Co Ltd 内燃エンジンの蒸発燃料制御装置
DE4141481C2 (de) * 1991-12-16 2002-04-11 Oskar Schatz Verfahren zur Regelung des Luft-Kraftstoff-Verhältnisses eines Verbrennungsmotors, insbesondere eines Verbrennungsmotors der Kolbenbauart
JPH05263687A (ja) * 1992-03-23 1993-10-12 Zexel Corp 内燃機関の回転速度制御方法
DE4332103A1 (de) * 1993-09-22 1995-03-23 Bayerische Motoren Werke Ag Verfahren zur Kraftstoffzumessung einer Diesel-Brennkraftmaschine
DE19535056C2 (de) * 1995-09-21 2000-09-14 Daimler Chrysler Ag Verfahren zur Steuerung der Kraftstoffeinspritzung bei einem Dieselmotor
DE19612453C2 (de) * 1996-03-28 1999-11-04 Siemens Ag Verfahren zum Bestimmen der in das Saugrohr oder in den Zylinder einer Brennkraftmaschine einzubringenden Kraftstoffmasse
AUPO095296A0 (en) 1996-07-10 1996-08-01 Orbital Engine Company (Australia) Proprietary Limited Engine warm-up offsets
DE19637395C1 (de) * 1996-09-13 1998-04-16 Siemens Ag Verfahren und Einrichtung zur Steuerung der einer Brennkraftmaschine zuzuführenden Kraftstoffmenge
US6062197A (en) * 1998-06-15 2000-05-16 Cummins Engine Company, Inc. Hybrid power governor
US6202629B1 (en) 1999-06-01 2001-03-20 Cummins Engine Co Inc Engine speed governor having improved low idle speed stability
DE10004001A1 (de) * 2000-01-29 2001-08-02 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
US6493627B1 (en) * 2000-09-25 2002-12-10 General Electric Company Variable fuel limit for diesel engine
DE10249138A1 (de) * 2002-10-22 2004-05-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
US7010417B2 (en) * 2002-12-03 2006-03-07 Cummins, Inc. System and method for determining maximum available engine torque
DE10302263B3 (de) * 2003-01-22 2004-03-18 Mtu Friedrichshafen Gmbh Verfahren zur Drehzahl-Regelung einer Brennkraftmaschine
US8499752B2 (en) * 2009-09-28 2013-08-06 Robert Bosch Gmbh Method to adapt the O2 signal of an O2 sensor during overrun

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Also Published As

Publication number Publication date
EP0377596B1 (fr) 1992-10-21
WO1989002524A1 (fr) 1989-03-23
JP2695217B2 (ja) 1997-12-24
DE3875488D1 (de) 1992-11-26
US5067461A (en) 1991-11-26
DE3729771A1 (de) 1989-03-16
JPH03500193A (ja) 1991-01-17

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