EP0383882B1 - Dispositif de regulation d'un parametre de fonctionnement d'un moteur a combustion interne - Google Patents

Dispositif de regulation d'un parametre de fonctionnement d'un moteur a combustion interne Download PDF

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Publication number
EP0383882B1
EP0383882B1 EP19890909150 EP89909150A EP0383882B1 EP 0383882 B1 EP0383882 B1 EP 0383882B1 EP 19890909150 EP19890909150 EP 19890909150 EP 89909150 A EP89909150 A EP 89909150A EP 0383882 B1 EP0383882 B1 EP 0383882B1
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EP
European Patent Office
Prior art keywords
speed
idling state
function
fault
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.)
Expired - Lifetime
Application number
EP19890909150
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German (de)
English (en)
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EP0383882A1 (fr
Inventor
Alfred Kratt
Eberhard Lang
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0383882A1 publication Critical patent/EP0383882A1/fr
Application granted granted Critical
Publication of EP0383882B1 publication Critical patent/EP0383882B1/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
    • F02D41/04—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
    • 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
    • F02D41/04—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
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions

Definitions

  • the invention relates to a device for controlling an operating parameter of an internal combustion engine according to the preamble of patent claim 1.
  • Such a device for controlling an operating parameter of an internal combustion engine is known from US-PS 46 35 607.
  • a fuel metering system is presented, with an actuator for influencing the air supply to the internal combustion engine, means being available which recognize a safety-critical driving state by checking the control signal of the air-influencing actuator for limit values and also sawing the idle speed by checking the speed curve and if there is a safety-critical one Modify driving condition the condition for the fuel cut-off in such a way that it increases linearly depending on the speed and still applies to throttle valve openings up to 5 °.
  • DE-OS 28 01 790 it is known from DE-OS 28 01 790 to control the fuel quantity after a selectable time function after the overrun operation has ended by opening the idling contact. This enables a smooth transition to normal driving.
  • the object of the invention is to improve the driving behavior during the transition from idle mode to driving mode and to prevent safety-critical driving conditions in a device for controlling an operating parameter of an internal combustion engine of the type mentioned at the outset.
  • DE-OS 31 34 991 discloses a method for controlling the fuel metering system of an internal combustion engine in overrun mode. There, the actual speed is compared with a predetermined speed threshold value, which is reduced from a high output value to a low end value after a time function. If the actual speed is above this speed threshold, the fuel supply is switched off. In the opposite case, when the speed is less than this speed threshold, the fuel supply starts again. The transition from overrun to the normal operating state is not described in this prior art.
  • idle state is understood to mean all the operating states in which the accelerator pedal or throttle valve are in their idle position, in particular the overrun mode.
  • the device according to the invention improves the driving behavior in an internal combustion engine in the event of a fault in the actuator controlling the air throughput, its control devices and lines and its feedback devices and lines during the transition from the idle state to normal driving by controlling a speed limitation by switching off the fuel after a predetermined time function. A safety-critical torque jump that can occur under certain operating conditions is effectively prevented.
  • the device according to the invention is capable of mastering safety-critical driving conditions and maintaining safe operation of the internal combustion engine in the event of the above-mentioned fault.
  • the invention is based on the fact that, in the event of a fault, a safety-critical driving state is only to be expected if, in the idling state, the speed fluctuates around the predetermined speed threshold for the fuel cut-off.
  • the device according to the invention can also be used outside of a fault, in particular after overrun operation.
  • fuel cut-off is also understood to mean the suppression of individual injection pulses.
  • Fig. 1 shows an overview of the device according to the invention and Fig. 2 possible speed curves when the above-described errors occur and effective fuel shutdown above a speed threshold.
  • Figures 3a and b represent a possible course of the speed limitation depending on the position of the throttle valve or the accelerator pedal.
  • FIG. 1 shows an internal combustion engine 10 with at least one fuel injection valve 11, an intake pipe 12, in which there is a throttle valve 13 with a throttle valve position sensor 13a, an actuating device 14 actuating the throttle valve and an idle switch 14a.
  • the device shown also has a speed sensor 17 and a position sensor 18 of an accelerator pedal 19 which controls the throttle valve 13 and to which a switch for the zero position of the accelerator pedal is assigned.
  • a control unit 20 receives via its inputs 31 the actual speed from the speed sensor 17 via 33 the idle signal and via 34 the throttle valve position from the throttle valve position sensor 13a.
  • the idle signal can alternatively be taken from the idle switch 14a or from the accelerator pedal position transmitter 18, as is symbolically represented in FIG. 1 by the switching unit 53, via which the input 33 of the control unit 20 is linked to these transmitters 14a and 18.
  • the operating parameters fuel quantity are controlled via its outputs 36 and 37 via a corresponding control for at least one injection valve 11 and the idle air flow rate via the adjusting device 14 of the throttle valve 13.
  • the control unit 20 essentially consists of a device 40 for detecting a safety-critical driving state, an error detection circuit 41, a calculation unit for the fuel quantity 42, a device 43 for determining the speed threshold value for the fuel shutdown and a calculation unit 44 for actuating the actuating device 14, the individual Areas of the control unit are assigned.
  • the input signals of the device 40 for recognizing a safety-critical driving state are the speed and a speed threshold value specified via the feed line 50.
  • the device 40 is also connected to a timing element 51.
  • the output of this device 40 is linked via an AND gate 52 to the device 43 for forming the speed limit value.
  • the second input of the AND gate 52 receives the idle signal via the input 33.
  • the error detection circuit 41 processes, as input signals, the idle signal, the output signal of the calculation unit 44 and the throttle valve position. Its only output is connected to the device 43 for forming the speed limit value and via an AND link 51a to the idle signal with the timing element 51.
  • the device 43 has a further input signal via a feed line 54, which takes into account various operating conditions of the internal combustion engine.
  • the output of the device 43 is connected to an AND gate 56 via a comparison device 55.
  • the second input of the comparison device 55 retains the speed signal from the input 31.
  • the speed and throttle valve position are fed to the calculation unit 42 for the fuel metering signal, the output of which is connected to the second input of the AND logic element 56.
  • the feed line 57 of the calculation unit 42 represents further operating parameters that are required for the calculation of the fuel metering signal.
  • the calculation unit 44 forms the control signal for the actuating device 14 from the idle signal and the speed.
  • a further line 58 is fed to the calculation unit 44 via a feed line 58, as is known from idle control systems.
  • the output of the AND gate 56 is connected to the output 36 of the control unit 20 and thus to the fuel valve 11 of the internal combustion engine, and the output of the calculation unit 44 is connected to the actuating device 14 via the output 37 of the control unit 20.
  • the device 40 is activated by the error detection circuit 41 and by the idle signal from the input 33 and checks the speed curve of the internal combustion engine by comparing the speed with a predetermined threshold value.
  • the device 40 recognizes during predetermined periods of time, which are determined by the timer 51, from the comparison results whether speeds greater than and less than the speed threshold occur. If the internal combustion engine is in the idle state, which is taken into account by the link 52, which uses the idle signal as a second input variable, the device 43 for determining the speed limit value is selected in the device 40 depending on the result of the check of the speed curve.
  • the error detection circuit 41 determines abnormal operating states depending on the throttle valve position, the size of the control signal for the actuating device 14 and the idle signal. The throttle valve position is compared with a calculated setpoint. So all the errors can be taken into account, in which the opening of the air flow actuator 13 can no longer be withdrawn, and thus remains inadmissibly large. If a fault is detected, the fault detection circuit 41 activates the device 43 for forming the speed limit value and the device 40 via the AND link 51a and the timing element 51.
  • Fig. 2 shows the conceivable speed curves in the idle state of the internal combustion engine in the event of a fault.
  • the predetermined speed value denoted in Fig. 2 with n o , which is fed to the device 40 via the feed line 50, is chosen so large that it is above the normal speed lies.
  • the rotational speed can be constantly below the rotational speed threshold value 50 during the time period specified by the timing element 51.
  • the detected error does not have a serious effect on the speed, ie the opening of the actuator 13 is not inadmissibly wide, for example, or the motor is heavily loaded by mechanical or electrical consumers.
  • the device 43 is switched off outside the idle state.
  • the speed is always greater than the speed threshold. Overrun mode is concluded from this speed curve when the fuel is switched off.
  • the device 43 according to the invention is also not active outside of the idle state, since an immediate connection without a drop in torque is desired. A safety-critical driving state is therefore only present due to the fuel cut-off above the speed threshold if the speed, as shown in FIG. 2c, oscillates around the speed threshold.
  • the device 43 according to the invention must also deliver a speed limit value outside of the idling state. The device 43 therefore outputs a speed limit value when the idle switch is opened when there is an error detection signal from the circuit 41 in the idle state and the device 40 has additionally detected an oscillation of the speed around the speed threshold value 50.
  • 3b shows the course of the speed limit value in and outside of the idle state when the latter case occurs.
  • the idle switch becomes at time t o
  • the device 43 raises the speed limit value slightly and controls it according to a time function.
  • a limit value determines the maximum speed limit value.
  • 3b shows a ramp function as a time function.
  • the comparator 55 continuously compares the speed limit value with the speed and switches off the fuel supply via the logic element 56 if the speed is greater than the speed limit value and switches on the fuel if the speed drops below the speed limit value.
  • an air mass meter 60 which emits an air mass signal 61 to the error detection circuit 41 and to the calculation unit 42 of the fuel metering, can additionally be used in the device according to the invention.
  • the speed signal can also be processed for error detection.
  • speed fluctuations can be recognized in that alternating positive and negative speed gradients are determined as a function of a predetermined limit value and a predetermined speed.
  • the time function for increasing the speed limit value is not limited to the ramp function described in the exemplary embodiment.
  • any time function can be implemented depending on the operating states of the internal combustion engine.
  • this time function can be dependent on parameters such as the operating speed of the accelerator pedal or the throttle valve or on the driving speed. In Fig. 1 this is taken into account by the additional input 54 of the device 43 for determining the speed limit value.
  • a dependency of this speed limit value on the actuation speed of the accelerator pedal means that the internal combustion engine reacts to driver requests even in the event of a fault outside of the idling state.
  • the checking of the speed curve is independent of the position of the idle switch 14a.
  • the limp-home mode can be limited to a speed band specified thereby.
  • the device according to the invention also includes the control of an operating parameter of an internal combustion engine with a bypass channel and an adjusting device controlling the air throughput in this bypass channel.
  • the device according to the invention can be used analogously in accordance with the above exemplary embodiment even after overrun operation.
  • the idle signal can also be obtained directly from the throttle valve position sensor 13a.
  • the device described first detects the fault, then activates the speed limit value n o in the idling state and then checks for a safety-critical driving state. If this test is positive, the speed limit is increased according to the invention when changing from idling or coasting to driving.

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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)

Abstract

Un dispositif permet de régler un paramètre de fonctionnement d'un moteur à combustion interne. Lors du passage du ralenti à la marche normale, on limite le régime selon une fonction temporelle prédéterminée en agissant sur le dosage de carburant. Cette limitation du régime est notamment activée lors d'une erreur du système de régulation, de la commande et du rétrosignal dudit système et lors d'une variation dangereuse du régime pendant le ralenti.

Claims (13)

1. Dispositif de commande d'un paramètre de fonctionnement d'un moteur à combustion interne, avec des moyens d'identification d'un régime de marche au ralenti d'un dispositif de réglage influencé par le débit d'air, avec des moyens de commande de la quantité de carburant délivrée ainsi qu'avec des moyens d'identification d'un régime de marche critique pour la sécurité, caractérisé en ce que grâce au moyen d'identification d'un régime de marche critique pour la sécurité, on peut activer un dispositif de limitation de la vitesse de rotation, qui agit en régime de marche au ralenti et en dehors de ce régime et qui, en dehors du régime de marche au ralenti, emploie en quittant ce régime une limitation de la vitesse de rotation croissant avec le temps.
2. Dispositif selon la revendication 1, caractérisé en ce que les moyens d'identification d'un régime de marche critique pour la sécurité contrôlent les évolutions dans le temps de la vitesse de rotation en régime de marche au ralenti, et activent la limitation de la vitesse de rotation en régime de marche au ralenti et en dehors de ce régime, en cas d'oscillation de la vitesse de rotation.
3. Dispositif selon la revendication 1, caractérisé en ce qu'il existe des moyens d'identification d'une panne sur un dispositif de réglage influencé par le débit d'air, sa commande, ou l'information de retour, et que la limitation de la vitesse de rotation agit en fonction de cette panne.
4. Dispositif selon la revendication 2, caractérisé en ce qu'il existe des moyens qui, par comparaisons successives de la vitesse réelle de rotation avec une valeur de seuil prédéterminée (n.), identifient une oscillation de la vitesse de rotation.
5. Dispositif selon la revendication 4, caractérisé en ce que ces moyens contrôlent l'évolution de la vitesse de rotation pendant des intervalles de temps prédéterminés.
6. Dispositif selon la revendication 4, caractérisé en ce qu'on identifie l'oscillation de la vitesse de rotation au moyen de gradients alternés de vitesse de rotation en fonction d'une valeur limite et d'une vitesse de rotation prédéterminée.
7. Dispositif selon la revendication 4, caractérisé en ce que la valeur de seuil de la vitesse de rotation est constituée par une bande de vitesse de rotation avec une vitesse de rotation supérieure de coupure et une vitesse de rotation inférieure de rétablissement de l'injection.
8. Dispositif selon les revendications 1 et 2, caractérisé en ce que la limitation de la vitesse de rotation suit une fonction prédéterminée du temps selon l'actionnement de la pédale d'accélérateur ou du clapet d'étranglement.
9. Dispositif selon la revendication 8, caractérisé en ce que cette fonction du temps est une fonction croissante (rampe).
10. Dispositif selon les revendications 8 ou 9, caractérisé en ce que la limitation de la vitesse de rotation variable en fonction du temps accepte différentes évolutions dans le temps en fonction de la vitesse d'actionnement de la pédale d'accélérateur ou du clapet d'étranglement, ou de la vitesse du véhicule.
11. Dispositif selon les revendications 2 et 3, caractérisé en ce qu'une liaison avec une identification de panne, on réalise le contrôle de l'évolution de la vitesse de rotation indépendamment du régime de marche au ralenti.
12. Dispositif selon la revendication 3, caractérisé en ce qu'on identifie un cas de panne par contrôle de la position du clapet d'étranglement en régime de marche au ralenti, avec exécution d'une comparaison de plausibilité entre la vitesse de rotation réelle et la valeur commandée.
13. Dispositif selon la revendication 12, caractérisé en ce que pour l'identification des pannes, on traite en plus un signal de mesure de masse d'air ou la vitesse de rotation, et qu'on l'inclut dans le contrôle de plausibilité.
EP19890909150 1988-08-25 1989-08-16 Dispositif de regulation d'un parametre de fonctionnement d'un moteur a combustion interne Expired - Lifetime EP0383882B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3828850 1988-08-25
DE3828850A DE3828850A1 (de) 1988-08-25 1988-08-25 Vorrichtung zur steuerung einer betriebskenngroesse einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0383882A1 EP0383882A1 (fr) 1990-08-29
EP0383882B1 true EP0383882B1 (fr) 1992-01-02

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EP19890909150 Expired - Lifetime EP0383882B1 (fr) 1988-08-25 1989-08-16 Dispositif de regulation d'un parametre de fonctionnement d'un moteur a combustion interne

Country Status (7)

Country Link
US (1) US5048482A (fr)
EP (1) EP0383882B1 (fr)
JP (1) JP2835118B2 (fr)
KR (1) KR0147078B1 (fr)
DE (2) DE3828850A1 (fr)
ES (1) ES2014881A6 (fr)
WO (1) WO1990002258A1 (fr)

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Also Published As

Publication number Publication date
DE3828850A1 (de) 1990-03-08
KR900702197A (ko) 1990-12-06
WO1990002258A1 (fr) 1990-03-08
KR0147078B1 (ko) 1998-08-17
EP0383882A1 (fr) 1990-08-29
ES2014881A6 (es) 1990-07-16
US5048482A (en) 1991-09-17
DE3828850C2 (fr) 1992-01-23
DE58900670D1 (de) 1992-02-13
JPH03500913A (ja) 1991-02-28
JP2835118B2 (ja) 1998-12-14

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