EP0383753A1 - Fuel metering system for internal combustion engines. - Google Patents
Fuel metering system for internal combustion engines.Info
- Publication number
- EP0383753A1 EP0383753A1 EP88901229A EP88901229A EP0383753A1 EP 0383753 A1 EP0383753 A1 EP 0383753A1 EP 88901229 A EP88901229 A EP 88901229A EP 88901229 A EP88901229 A EP 88901229A EP 0383753 A1 EP0383753 A1 EP 0383753A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- metering
- internal combustion
- signal
- counter
- 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
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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for 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
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
-
- 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
- F02D41/047—Taking into account fuel evaporation or wall wetting
-
- 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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
-
- 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
Definitions
- the invention relates to a fuel metering system for internal combustion engines, of the type defined in the preamble of claim 1.
- Such a fuel metering system is known from DE-OS 27 27 804.
- the fuel supply is completely switched off or at least severely throttled during the overrun operation of the internal combustion engine, ie when the rotational speed exceeds a certain value when the throttle valve is closed.
- the internal combustion engine with the intake pipe may have cooled down to such an extent that part of the fuel is on the inner surface of the intake pipe and cylinder precipitates. This part of the fuel is lost to the ignition mixture, which makes it too lean.
- the internal combustion engine runs unsteadily, the rotational speed "plunges through” or the internal combustion engine stops.
- hydrocarbon emission peaks occur in the exhaust gas.
- the steady-state amount of fuel metered by the metering device in accordance with the operating point of the internal combustion engine is enriched by a predetermined fuel add-on quantity .
- the additional quantity can be constant over a certain number of ignition pulses and the associated metering pulses or can be varied with each metering pulse.
- the total metered fuel additive amount can only ever be an inadequate compromise due to the complex relationships between the required additional wall film amount and the associated operating history of the internal combustion engine.
- the amount added may be too large or too small. The effects are corresponding. Over-greasing of the mixture leads to carbon monoxide exhaust gas peaks, remaining leaning of the mixture to hydrocarbon emission peaks and immersion of the internal combustion engine.
- the fuel metering system according to the invention with the characterizing features of claim 1 has the advantage that the additional enrichment of the metered fuel margin is canceled by the provision of the lambda probe when it is reliably determined that "rich mixture” is present. Leaning or supersaturation of the mixture can thus be largely avoided.
- the lambda probe already present in this control device can advantageously be used.
- the probe signal of the lambda probe can also be evaluated for the termination of the enrichment even in states of the lambda regulation prohibition, and thus with the control loop open.
- the invention is explained in more detail in the following description with reference to an embodiment shown in the drawing.
- the drawing shows a block diagram of a fuel metering system. Description of the embodiment
- 10 denotes a pulse generator, which triggers the ignition signals for the internal combustion engine and whose pulse repetition frequency is dependent on the speed of the internal combustion engine.
- the pulses are fed to a fuel metering unit 11, which consists of a metering time setting device 12 and electromagnetic injection valves, which are combined in a block 13.
- the electromagnetic injection valves cause fuel to be injected into an air intake pipe of the internal combustion engine during the metering time specified by the metering time setting device.
- the metering time setting device 12 has a first timer 14 and a second timer 15.
- the first timing element 14 determines a metering time basic interval t p as a function of the rotational speed and an air quantity signal Q which is dependent on the air quantity drawn in.
- the second timing element 15 serves as a correction stage for the metering time basic interval t p determined in the first timing element 14 and supplies the electromagnetic injection valves as a function of further operating parameters, for example a temperature signal , corrected metering time interval t i .
- the thrust detection stage 16 is a thrust detection stage, which is connected to a throttle valve switch 17.
- the thrust detection stage 16 generates an output gear signal during the coasting operation, that is to say when the rotational speed of the internal combustion engine exceeds a certain value when the throttle valve is closed and the throttle valve switch 17 is closed.
- the speed of the internal combustion engine is from the pulse repetition frequency the pulse generator 10 removed.
- the output of the thrust detection stage 16 is connected to the metering time setting device 12 and there to the second timing element 15.
- the output signal causes the metering time setting to be blocked or an extreme reduction in the metering time set so that the fuel supply to the air intake pipe is blocked or at least largely throttled for the duration of the overrun operation via the electromagnetic injection valves in block 13.
- the leading edge of the thrust detection stage 16 causes the metering time setting to be blocked or an extreme reduction in the metering time set so that the fuel supply to the air intake pipe is blocked or at least largely throttled for the duration of the overrun operation via the electromagnetic injection valves in
- Output signal of the thrust detection stage 16 denotes the start of the overrun operation of the internal combustion engine, and the rear or trailing edge of the output signal of the thrust detection stage 16 denotes the end of the overrun operation.
- the trailing edge of the output signal of the thrust detection stage 16 is referred to below as the thrust end signal.
- the thrust detection stage 16 is connected on the output side to an enrichment device 18 which, in response to the end of the thrust signal, enriches the metered fuel quantity by a predetermined additional fuel quantity and for this purpose controls the metering time setting device 12 such that the corrected metering time time interval t i is extended by a predetermined time interval .
- the size of the extension time interval is changed at each metering time interval t i in such a way that the size of the extension intervals decreases continuously in successive corrected time intervals t i , for example according to a linear or exponential function.
- the enrichment device 18 has a digital down-counter 19, the clock input of which corresponds to the output of the first timer of the 14 is connected and thus occupied with counting pulses, the frequency of which corresponds to the pulse repetition frequency of the pulse generator 10 and thus the speed of the internal combustion engine.
- the parallel count outputs of the down counter 19 are connected to a decoding stage 20.
- the decoding stage 20 decodes the current count content of the down counter 19 and sends a time extension signal proportional to the counter reading to the second timer 15, which in turn increases the corrected metering time interval t i by an extension time interval corresponding to the time extension signal.
- the down counter 19 is connected via the set input (set) to the output of the slip detection stage 16 in such a way that the end of the push signal, i.e. the trailing edge of the output signal of the slip detection stage 16, sets the down counter 19 to a predetermined counter reading, from which the down counter 19 with each count pulse counts down at its clock input.
- a lambda probe 21 connected, which is usually arranged in the exhaust gas flow of the internal combustion engine and is used to regulate the composition of the fuel-air mixture in the intake pipe.
- This lambda probe 21 sends control signals to an electronic control unit in a known manner if the mixture composition shows over-richness or leanness, ie if the fuel content is too large or too low. These control signals lead to a corresponding correction of the mixture composition by the electronic
- Control unit A control pulse is sent to the reset input of the down counter 19, which is derived from that for "rich mixture", ie increased fuel content in the mixture, characteristic signal of the lambda probe 21 is derived. This control pulse forces the down counter 19 to be reset to its "zero level", regardless of the current counter status. This "zero counter reading” is also detected by the decoding stage 20 and accordingly makes the time extension signal reaching the second timing element 15 zero. The influence of the enrichment device 18 on the metering time interval t i set by the metering time setting device 12 as a function of the instantaneous operating point of the internal combustion engine is thus eliminated.
- the first timing element 14 determines a metering time basic interval tp as a function of signals of the speed and the air throughput in the air intake pipe. This basic interval becomes dependent on further operating parameters in the second timing element 15. such as, for example, the temperature, corrects and reaches the electromagnetic injection valves of the block 13 as a corrected metering time interval t i .
- an output signal is produced when the rotational speed exceeds a certain value when the throttle valve switch 17 is closed.
- the second timing element 15 is blocked with the leading edge of the output signal, the so-called overrun start signal, and thus the injection of fuel into the air intake pipe of the internal combustion engine is stopped by the electromagnetic injection valves 13.
- the trailing edge of the output signal removes the injection blockage and sets the down counter 19 to a predetermined one
- the decoding stage 20 converts the current counting content of the down counter 19 into a time extension signal, the size of which is proportional to the respective counter content.
- the time extension signal is supplied to the second timer 15 and here causes an increase in the corrected metering time interval t i. This increases the opening time of the electromagnetic injectors of the block 13 and increases the amount of fuel injected into the air intake pipe.
- the down counter 19 is reset by the output signal of the lambda probe 21.
- the counting content of the counter thus becomes zero, so that the decoding stage 20 implementing the counting content does not give a time extension signal to the second timing element 15. This switches back to normal operation, in which only the amount of fuel that the internal combustion engine requires in accordance with the current operating parameters is injected via the electromagnetic injection valves in block 13.
- the invention is not restricted to the exemplary embodiment described above.
- the counting pulses for the down counter 19 can be taken directly from the pulse generator 10.
- the output pulses of the pulse generator 10 can also be applied to the thrust detection stage 16 instead of the metering time basic intervals t p .
- Enrichment device 18 can be many are wrinkled. Instead of the linear decrease in the extension time intervals in successive metering time intervals t i, an exponential shortening of the extension time intervals can be provided.
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)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Dans le système décrit, le dosage de carburant est arrêté pendant la décélération du moteur et, après cessation de cette dernière, accru, pendant une brève période, par rapport au dosage nécessaire au fonctionnement normal à cet instant de marche du moteur, afin d'accélérer, au moyen de cet enrichissement du carburant, la reconstitution du film de carburant dans la tubulure d'admisssion sans affecter la composition du mélange carburant-air. Pour le dosage précis de l'enrichissement du carburant, on utilise comme critère d'interruption de cet enrichissement le signal de sortie ''mélange riche'' d'une sonde lambda (21).In the system described, the metering of fuel is stopped during the deceleration of the engine and, after cessation of the latter, increased, for a brief period, compared to the metering necessary for normal operation at this instant of running the engine, in order to accelerate, by means of this fuel enrichment, the reconstitution of the fuel film in the intake manifold without affecting the composition of the fuel-air mixture. For the precise dosage of fuel enrichment, the `` rich mixture '' output signal from a lambda probe (21) is used as the criterion for interrupting this enrichment.
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19873711398 DE3711398A1 (en) | 1987-04-04 | 1987-04-04 | FUEL METERING SYSTEM FOR INTERNAL COMBUSTION ENGINES |
DE3711398 | 1987-04-04 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0383753A1 true EP0383753A1 (en) | 1990-08-29 |
EP0383753B1 EP0383753B1 (en) | 1991-08-28 |
Family
ID=6324880
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19880901229 Expired - Lifetime EP0383753B1 (en) | 1987-04-04 | 1988-02-02 | Fuel metering system for internal combustion engines |
Country Status (6)
Country | Link |
---|---|
US (1) | US5020495A (en) |
EP (1) | EP0383753B1 (en) |
JP (1) | JP2604840B2 (en) |
KR (1) | KR0121323B1 (en) |
DE (2) | DE3711398A1 (en) |
WO (1) | WO1988008077A1 (en) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4236922C2 (en) * | 1992-10-31 | 2003-05-08 | Bosch Gmbh Robert | Method for setting the fuel / air mixture for an internal combustion engine after a coasting phase |
WO1996000347A1 (en) * | 1994-06-24 | 1996-01-04 | Siemens Aktiengesellschaft | Method of controlling the fuel supply to an internal-combustion engine with a selective cylinder cut-off capability |
DE19548054C1 (en) * | 1995-12-21 | 1997-06-05 | Siemens Ag | IC engine ignition control method |
DE19954608B4 (en) * | 1999-11-12 | 2007-05-16 | Volkswagen Ag | Method for detecting the actual power of an internal combustion engine of a vehicle in overrun mode |
JP3966014B2 (en) | 2002-02-25 | 2007-08-29 | 株式会社デンソー | Exhaust gas purification device for internal combustion engine |
JP4334367B2 (en) * | 2004-02-09 | 2009-09-30 | 本田技研工業株式会社 | Fuel injection control device |
CN103328793B (en) * | 2011-01-20 | 2017-09-01 | 丰田自动车株式会社 | The control device of internal combustion engine |
US9599052B2 (en) | 2014-01-09 | 2017-03-21 | Ford Global Technologies, Llc | Methods and system for catalyst reactivation |
DE102015226138B3 (en) | 2015-12-21 | 2016-12-29 | Continental Automotive Gmbh | Method for determining the composition of the fuel used to operate an internal combustion engine |
DE102015226446B4 (en) * | 2015-12-22 | 2017-08-31 | Continental Automotive Gmbh | Method for determining the composition of the fuel used to operate an internal combustion engine |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2736307C2 (en) * | 1976-08-18 | 1986-07-31 | Nippondenso Co., Ltd., Kariya, Aichi | Method and device for a fuel supply system of an internal combustion engine with external ignition |
JPS561937Y2 (en) * | 1976-08-31 | 1981-01-17 | ||
DE2727804A1 (en) * | 1977-06-21 | 1979-01-18 | Bosch Gmbh Robert | PROCEDURE FOR OPERATING AND SETTING UP AN INJECTION SYSTEM IN COMBUSTION MACHINES |
JPS57124033A (en) * | 1981-01-26 | 1982-08-02 | Nissan Motor Co Ltd | Fuel controller for internal combustion engine |
JPS57191426A (en) * | 1981-05-20 | 1982-11-25 | Honda Motor Co Ltd | Fuel supply cutting device for reducing speed of internal combustion engine |
JPS5825524A (en) * | 1981-08-07 | 1983-02-15 | Toyota Motor Corp | Fuel injection method of electronically controlled fuel injection engine |
DE3207787A1 (en) * | 1982-03-04 | 1983-09-08 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL FEEDING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
JPS58214626A (en) * | 1982-06-08 | 1983-12-13 | Toyota Motor Corp | Air-fuel ratio control method for fuel injection internal-combustion engine |
JPS58217736A (en) * | 1982-06-09 | 1983-12-17 | Honda Motor Co Ltd | Fuel supply controlling method for internal-combustion engine |
JPS5965537A (en) * | 1982-10-08 | 1984-04-13 | Hitachi Ltd | Air-fuel ratio control device for engine |
JPS59185833A (en) * | 1983-04-06 | 1984-10-22 | Honda Motor Co Ltd | Fuel feed control method of internal-combustion engine |
JPS6030446A (en) * | 1983-07-28 | 1985-02-16 | Toyota Motor Corp | Fuel injection control method |
JPH0674765B2 (en) * | 1984-11-30 | 1994-09-21 | スズキ株式会社 | Air-fuel ratio control method for internal combustion engine |
JPH08222928A (en) * | 1995-02-15 | 1996-08-30 | Casio Comput Co Ltd | Antenna system |
-
1987
- 1987-04-04 DE DE19873711398 patent/DE3711398A1/en not_active Withdrawn
-
1988
- 1988-02-02 KR KR1019880701583A patent/KR0121323B1/en not_active IP Right Cessation
- 1988-02-02 US US07/427,858 patent/US5020495A/en not_active Expired - Lifetime
- 1988-02-02 DE DE8888901229T patent/DE3864521D1/en not_active Expired - Lifetime
- 1988-02-02 EP EP19880901229 patent/EP0383753B1/en not_active Expired - Lifetime
- 1988-02-02 JP JP63501437A patent/JP2604840B2/en not_active Expired - Fee Related
- 1988-02-02 WO PCT/DE1988/000047 patent/WO1988008077A1/en active IP Right Grant
Non-Patent Citations (1)
Title |
---|
See references of WO8808077A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE3711398A1 (en) | 1988-10-20 |
KR890700748A (en) | 1989-04-27 |
EP0383753B1 (en) | 1991-08-28 |
KR0121323B1 (en) | 1997-11-24 |
JP2604840B2 (en) | 1997-04-30 |
JPH02502934A (en) | 1990-09-13 |
DE3864521D1 (en) | 1991-10-02 |
US5020495A (en) | 1991-06-04 |
WO1988008077A1 (en) | 1988-10-20 |
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