EP0502849B1 - Elektronisches steuersystem für die kraftstoffzumessung bei einer brennkraftmaschine - Google Patents

Elektronisches steuersystem für die kraftstoffzumessung bei einer brennkraftmaschine Download PDF

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Publication number
EP0502849B1
EP0502849B1 EP90914675A EP90914675A EP0502849B1 EP 0502849 B1 EP0502849 B1 EP 0502849B1 EP 90914675 A EP90914675 A EP 90914675A EP 90914675 A EP90914675 A EP 90914675A EP 0502849 B1 EP0502849 B1 EP 0502849B1
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EP
European Patent Office
Prior art keywords
signal
control system
sum
electronic control
δwk
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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
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EP90914675A
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German (de)
English (en)
French (fr)
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EP0502849A1 (de
Inventor
Eberhard Schnaibel
Rudi Mayer
Thomas GÖLZER
Bernhard Ebinger
Dieter Schuler
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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

Definitions

  • the invention is based on an electronic control system for fuel metering in an internal combustion engine with sensors for load, speed and temperature, means for determining a basic injection quantity signal and a transition compensation signal for adapting the metered fuel quantity in the event of acceleration and deceleration according to the type of the main claim (compare US A-4 852 538).
  • a fuel metering system is known from DE-OS 30 42 246 and the corresponding US Pat. No. 4,440,136, in which an enrichment factor is formed according to a certain formula for acceleration enrichment and the individual components of the formula are retrievable from memories depending on the load and speed.
  • FM 1 is speed and load dependent and FM 2 is temperature dependent.
  • DE-OS 36 23 041 and the corresponding US patent application SN 169 274 describe a method for metering fuel in the event of acceleration known that takes into account the temporal relationship between the occurrence of the acceleration request signal and the intake valve times, so that the required additional amount of fuel for realizing the acceleration request can be metered as optimally as possible.
  • provision is made, inter alia, to distribute the calculated additional quantity of fuel over a number of successive metering processes or to provide so-called intermediate splashes.
  • the physical problem with acceleration enrichment is to provide the required additional quantity in the combustion chambers of the internal combustion engine itself. This is particularly difficult at low temperatures because part of the amount of fuel metered into the intake manifold then condenses on the walls of the intake manifold and is therefore ultimately not immediately available to the actual combustion process.
  • the fuel depositing on the inner wall of the intake manifold forms a so-called fuel wall film. In addition to the design, it is primarily temperature, speed and load dependent. Since the assembly and disassembly of the fuel wall film in the case of non-stationary operating states of the internal combustion engine can only be controlled with great difficulty, different approaches for describing the wall film have become known in the literature. A basic work on this can be found in the SAE paper 810494 "Transient A / F Control Caracteristics of the 5 liter Central Fuel Injection Engine" by CF Aquino.
  • the object of the present invention is to provide an electronic control system for the fuel metering in an internal combustion engine, in which an optimal transition behavior with regard to exhaust gas is achieved during acceleration and deceleration processes.
  • the control system for fuel metering according to the invention is characterized by good exhaust gas behavior in the transition mode, in that a transition compensation signal for adapting the metered fuel quantity in the event of acceleration and deceleration is processed, including a wall film quantity difference signal and a control factor signal, depending on the operating parameters.
  • FIG. 1 shows a rough overview diagram of an electronic control system for fuel metering in an internal combustion engine
  • FIG. 2 shows in block form the most important elements of an electronic control system for fuel metering in connection with the provision of a transition compensation signal
  • FIG. 3 shows a flow chart of a first possibility for forming a transition compensation signal
  • FIG. 4a shows a time diagram of this implementation
  • FIG. 4b shows a time diagram to show a further possibility of forming a transition compensation signal
  • FIG. 5 shows a flow diagram to implement this second possibility of forming a transition compensation signal.
  • FIG. 1 shows a rough overview of an internal combustion engine with its most important sensors, a control unit and an injection valve.
  • the internal combustion engine is designated 10. It has an air intake pipe 11 and an exhaust pipe 12. In the air intake pipe 11 there is a throttle valve 13, possibly an air quantity or air mass meter 14 and an injection valve 15 for metering the required amount of fuel into the air flow flowing to the internal combustion engine 10.
  • a speed sensor is denoted by 16, a temperature sensor by 17.
  • the basic structure of a fuel metering system for an internal combustion engine shown in FIG. 1 is known.
  • the invention is concerned with the problem of providing a transition compensation signal for the acceleration or deceleration case with the aim of achieving the best possible transition behavior of the internal combustion engine or the vehicle equipped therewith while the exhaust gas is as clean as possible.
  • FIG. 2 A block diagram of the electronic control system according to the invention for fuel metering can be found in FIG. 2. There, elements already known from FIG. 1 are provided with the reference numbers already mentioned.
  • a basic map for emitting a basic injection signal tlk is designated by 25.
  • a control factor map for delivering a control factor signal Tk bears the reference numeral 26 and 27 denotes a wall film quantity map for delivering a corresponding wall film quantity signal Wk. All three characteristic diagrams 25, 26 and 27 receive signals from the load sensor 17 and speed sensor 15 on the input side.
  • a block 30 emits a signal which marks the end of a pushing or pushing operation.
  • a subsequent block 31 generates a correction signal TUKSAS depending on the previous duration of an overrun operating phase.
  • An addition point 32 subsequently connects the output signals of the two blocks 29 and 31.
  • a multiplier 33 follows, in which the output signal of the addition point 32 is multiplicatively linked with a temperature-dependent signal from a block 34, which is in turn connected to the temperature sensor 16. The result is then a wall film change signal ⁇ Wn corrected as a function of temperature and operating time.
  • difference-forming element 39 which receives both the signal on line 35 and the output signal of multiplication point 36 and which forms the second signal to be processed in block 29 one calculation step later.
  • FIG. 2 The subject of FIG. 2 is expediently explained on the basis of a flow chart shown in FIG.
  • the individual calculation steps can take place both in the time grid and in the angle grid (e.g. related to the crankshaft).
  • the starting point is designated 40.
  • a load value ⁇ k and a speed value nk are read in in block 41.
  • the letter k clarifies the values of the individual variables available at time tk. With k-1 the corresponding values are designated at the previous sampling time.
  • Block 41 is followed by a block 42 in which a value for the basic metering signal tlk, for the wall film fuel quantity Wk and a control factor Tk are read out from the characteristic diagrams 25, 26 and 27 known from FIG. 2, or are already made available as interpolation values.
  • a difference is formed between the individual wall film fuel quantity values at successive sampling times.
  • a correction takes place depending on the temperature and the duration of the overrun.
  • the remainder of the previous difference SUM ⁇ Wk-1 which has not yet been injected, is added to the current wall film difference ⁇ Wn in the following block 45.
  • the subsequent block 46 corresponds to the multiplication point 36 of FIG. 2.
  • the value of the currently applicable transition compensation signal UKk is determined.
  • the output signal is formed in accordance with the addition point 37 in FIG. 2, which further corrections can follow in block 49.
  • a signal relating to the total injection period ti total is then output and the program run ends with the program step Stop (50).
  • FIGS. 2 and 3 thus disclose a load-dependent and speed-dependent reading of a wall film fuel quantity signal from a corresponding characteristic diagram 27 or 42 at a sampling time tk.
  • This wall film fuel quantity value is redetermined at each sampling time depending on the load and speed and a difference is determined therefrom. This is followed by taking into account the residual values of previous wall film differences with blocks 29 and 44 respectively. Depending on the duration of the preceding overrun operation or the prevailing temperature, correction terms are then formed, which ultimately result in a wall film fuel quantity signal SUM ⁇ Wk on line 35 or in block 47.
  • a control factor signal Tk from the control factor map 26 or 42 is taken into account multiplicatively for the formation of a current applicable transition compensation signal UKk and this transition compensation signal UKk is added to the basic injection quantity signal tlk from the basic map 25.
  • the applicable wall film quantity value is continuously determined and changes in formation are taken into account as a transition compensation signal.
  • FIG. 4a shows an example of the course of the transition compensation (UK) as it results from the function described in FIGS. 2) and 3).
  • An acceleration request should occur at time to.
  • the time course of the transition compensation is determined by the throttle valve and speed-dependent control factor T.
  • FIG. 4b shows a typical course when the transition compensation is implemented differently.
  • a so-called intermediate spray is triggered, which provides an additional quantity of fuel asynchronously to the normal injection.
  • the remaining excess amount is divided into two stores.
  • the exponential reduction of this memory begins, with one memory being driven quickly and the other slowly. From the time t2 only slow slowdown takes effect.
  • the course from FIG. 4b makes it possible to dispense with the calculation of the control factor from a characteristic diagram. Instead, the map is replaced by 2 control factors, which are derived from 2 applicable constants.
  • the distribution factor can also be described by a map of speed and load.
  • FIG. 5 shows a possible implementation of the signal curve in FIG. 4b. Blocks which correspond to those in FIG. 3 are also provided with the corresponding reference numbers. It can be seen that in block 22 the formation of a control factor signal from a map does not take place and this factor is specifically formed in the further course.
  • this difference signal is queried for a threshold.
  • a programmatic union 62 connects the outputs of the two blocks 56 and 61 and the interrogation unit 59 with respect to the output "change in throttle valve position negative".
  • a query 67 follows a threshold greater or less than 0. If the total injection signal is less than 0, the injection time is limited to 0 in a block 68 and at the same time the negative The rest is taken into account for the next injection.
  • the entire injection signal can be metered in without a certain residual value having to be taken into account in the subsequent injection. This is reflected in block 70. Ultimately, further corrections are made in block 49 and the resulting injection quantity signal ti total is output.

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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)
EP90914675A 1989-11-30 1990-10-12 Elektronisches steuersystem für die kraftstoffzumessung bei einer brennkraftmaschine Expired - Lifetime EP0502849B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3939548A DE3939548A1 (de) 1989-11-30 1989-11-30 Elektronisches steuersystem fuer die kraftstoffzumessung bei einer brennkraftmaschine
DE3939548 1989-11-30
PCT/DE1990/000774 WO1991008390A1 (de) 1989-11-30 1990-10-12 Elektronisches steuersystem für die kraftstoffzumessung bei einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0502849A1 EP0502849A1 (de) 1992-09-16
EP0502849B1 true EP0502849B1 (de) 1994-08-24

Family

ID=6394473

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Application Number Title Priority Date Filing Date
EP90914675A Expired - Lifetime EP0502849B1 (de) 1989-11-30 1990-10-12 Elektronisches steuersystem für die kraftstoffzumessung bei einer brennkraftmaschine

Country Status (7)

Country Link
US (1) US5243948A (es)
EP (1) EP0502849B1 (es)
JP (1) JP2877953B2 (es)
KR (1) KR0151702B1 (es)
DE (2) DE3939548A1 (es)
ES (1) ES2062556T3 (es)
WO (1) WO1991008390A1 (es)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4115211C2 (de) * 1991-05-10 2003-04-30 Bosch Gmbh Robert Verfahren zum Steuern der Kraftstoffzumessung bei einer Brennkraftmaschine
DE4306208A1 (de) * 1993-02-27 1994-09-01 Hella Kg Hueck & Co Kraftstoffeinspritzsystem
DE4420946B4 (de) * 1994-06-16 2007-09-20 Robert Bosch Gmbh Steuersystem für die Kraftstoffzumessung bei einer Brennkraftmaschine
JPH08177556A (ja) * 1994-10-24 1996-07-09 Nippondenso Co Ltd 内燃機関の燃料供給量制御装置
DE19548054C1 (de) * 1995-12-21 1997-06-05 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine im Schubbetrieb
DE19819481A1 (de) * 1998-04-30 1999-11-04 Volkswagen Ag Triebstrangmangementfunktion eines Fahrzeuges mit CVT-Getriebe
DE10147622A1 (de) * 2001-09-27 2003-04-10 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine nach einem Schubbetrieb
JP2003254118A (ja) * 2002-02-28 2003-09-10 Toyota Motor Corp 車輌用内燃機関の運転停止制御方法
DE102007009840B4 (de) 2007-03-01 2018-11-22 Robert Bosch Gmbh Verfahren zur Bestimmung einer Fehlfunktion einer Vorrichtung zur Kraftstoffzumessung
FR2993318A3 (fr) * 2012-07-10 2014-01-17 Renault Sa Adaptation de reglage moteur en transitoire
DE102013206551A1 (de) * 2013-04-12 2014-10-16 Robert Bosch Gmbh Verfahren zur Anpassung der Übergangskompensation
JP6168097B2 (ja) 2015-05-08 2017-07-26 トヨタ自動車株式会社 ハイブリッド自動車

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4357923A (en) * 1979-09-27 1982-11-09 Ford Motor Company Fuel metering system for an internal combustion engine
JPS5741441A (en) * 1980-08-27 1982-03-08 Hitachi Ltd Warming-up correcting device for air fuel ratio controller
DE3042246C2 (de) * 1980-11-08 1998-10-01 Bosch Gmbh Robert Elektronisch gesteuerte Kraftstoff-Zumeßvorrichtung für eine Brennkraftmaschine
JPS588238A (ja) * 1981-07-06 1983-01-18 Toyota Motor Corp 燃料噴射式エンジンの燃料噴射量制御方法
US4939658A (en) * 1984-09-03 1990-07-03 Hitachi, Ltd. Control method for a fuel injection engine
DE3636810A1 (de) * 1985-10-29 1987-04-30 Nissan Motor Kraftstoffeinspritzregelsystem fuer eine brennkraftmaschine
JPS62182454A (ja) * 1985-12-26 1987-08-10 Honda Motor Co Ltd 内燃エンジンの空燃比制御方法
DE3623041A1 (de) * 1986-07-09 1988-01-14 Bosch Gmbh Robert Verfahren zur kraftstoffzuteilung
JPS6361739A (ja) * 1986-09-01 1988-03-17 Hitachi Ltd 燃料制御装置
JPS63314339A (ja) * 1987-06-17 1988-12-22 Hitachi Ltd 空燃比制御装置
US4903668A (en) * 1987-07-29 1990-02-27 Toyota Jidosha Kabushiki Kaisha Fuel injection system of an internal combustion engine
JP2512787B2 (ja) * 1988-07-29 1996-07-03 株式会社日立製作所 内燃機関のスロットル開度制御装置

Also Published As

Publication number Publication date
JPH05501595A (ja) 1993-03-25
US5243948A (en) 1993-09-14
DE59006920D1 (de) 1994-09-29
WO1991008390A1 (de) 1991-06-13
KR920703981A (ko) 1992-12-18
EP0502849A1 (de) 1992-09-16
ES2062556T3 (es) 1994-12-16
KR0151702B1 (ko) 1998-10-01
DE3939548A1 (de) 1991-06-06
JP2877953B2 (ja) 1999-04-05

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