EP0550459A1 - Process for the transition correction of the mixture control of an internal combustion engine during dynamic transition states. - Google Patents
Process for the transition correction of the mixture control of an internal combustion engine during dynamic transition states.Info
- Publication number
- EP0550459A1 EP0550459A1 EP91915117A EP91915117A EP0550459A1 EP 0550459 A1 EP0550459 A1 EP 0550459A1 EP 91915117 A EP91915117 A EP 91915117A EP 91915117 A EP91915117 A EP 91915117A EP 0550459 A1 EP0550459 A1 EP 0550459A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- intake manifold
- manifold pressure
- change
- correction
- transition
- 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
- F02D41/045—Detection of accelerating or decelerating state
Definitions
- the invention relates to a transition corrector for mixture control in an internal combustion engine during dynamic transition states according to the preamble of claim 1.
- the throttle valve position, the speed and the pressure in the intake manifold are recorded for the acceleration enrichment or deceleration reduction using appropriate sensors. Taking into account the change in the throttle valve position is intended to ensure a rapid correction of the fuel quantity to be injected in transitional operation. Additional consideration of the change in the measured intake manifold pressure should compensate for wall film effects by a slower correction.
- the object of the present invention is to take even better account of the influences of intake manifold pressure changes in the dynamic transition state, so that a quick correction according to the intake manifold changes is also possible.
- the invention is based on the consideration that the decisive quantity for the injection quantity correction in dynamic transitional operation is the pressure in the intake pipe and its changes.
- the problem is that a change in intake manifold pressure caused by opening and closing the throttle valve only after one certain dead time is recognized by the associated intake manifold pressure sensor. This dead time is due to pressure run times in the intake manifold and grows with increasing intake manifold length. As a result, the required rapid transition correction is not possible.
- the intake manifold pressure measured by the intake manifold pressure sensor that is used to determine the intake manifold pressure change, but rather a map.
- This map is spanned depending on the throttle valve position and the speed.
- the correct intake manifold pressure can be assigned to each throttle valve position, taking into account the speed without delay.
- the change in intake manifold pressure then results from the difference between two such successive intake manifold pressure values.
- a rapid correction of the amount of fuel to be injected e.g. in acceleration mode, without the usual indirect method of changing the throttle valve position.
- a corrected intake manifold pressure change is calculated, which additionally takes into account the measured intake manifold pressure.
- the corrected intake manifold pressure change is the largest of three determined change values. The first of these change values is the difference between the current and the previously measured intake manifold pressure. The second change value is the difference between the current and a previously recorded measured intake manifold pressure, which thus represents a smoothed intake manifold pressure change. The third change value is finally the intake manifold pressure change determined via the map.
- Such a process has significant advantages. On the one hand, there is a rapid possibility of intervention due to the change in intake manifold pressure determined via the characteristic diagram. Since, as described above, it is not subject to dead time, it represents the largest of the three change values at the start of an acceleration process, for example, to which the system reacts immediately. In this case it is corrected intake manifold pressure change equal to the intake manifold pressure change determined via the map. Accordingly, the method for transition correction is also started when the corrected intake manifold pressure change exceeds a certain limit value.
- the change values determined via the measured intake manifold pressure can be greater than the change value determined via the characteristic diagram.
- the second, smoothed change value is the largest value since it indicates the continuing tendency to accelerate.
- the values stored in the characteristic are applied so that e.g. during a constant constant acceleration, the third change value determined via the map is always smaller than the first change value. This means that the third change value is always only responsible for the dynamics, i.e. at the start of acceleration, changes in acceleration and at the end of acceleration. Because of the mismatch mentioned at the beginning, only this quick correction would therefore be omitted.
- the invention is illustrated by the figure.
- the figure shows a flowchart. for the start and to carry out an acceleration enrichment.
- the method for the transition correction of the mixture control is used in a conventional electronically controlled fuel injection.
- the amount of fuel to be injected is determined as a function of the load and the speed of the internal combustion engine.
- a correction factor K is calculated by the there is a corresponding excess or shortage of fuel to be injected.
- the signals of the following sensors are used, which are already provided in the injection system for other functions. These are a throttle valve position ⁇ , a speed n, a measured one
- Intake manifold pressure pm and a cooling water temperature TKW are read in at every top dead center of a cylinder of the internal combustion engine in step S1. The method is therefore carried out with every injection time calculation.
- steps S2 and S3 two change values of the
- Intake manifold pressure calculated based on the measured intake manifold pressure ptr.
- ⁇ pl is the difference between the current and the previous value and ⁇ p2 the difference between the current and the previous value.
- a third change value ⁇ p results from steps S4 and S5.
- an intake manifold pressure value pKF is taken from a map. This map is spanned over the throttle valve position ⁇ and the speed n.
- the intake manifold pressure values pKF are determined for each engine type by driving tests or on the test bench.
- the intake manifold pressure change ⁇ p is the difference between the current intake manifold pressure value pKF and the intake manifold pressure value pKF determined during the previous pass.
- a corrected intake manifold pressure change ⁇ pkorr is determined, which is equal to the largest of the three change values from steps S2, S3 and S5.
- this greatest value will be the intake manifold pressure change ⁇ p, since it is taken directly from the map without a time delay depending on the throttle valve position ⁇ and the speed n and is not determined via the measured intake manifold pressure pm, which is subject to delays.
- the map values are applied in such a way that the change value ⁇ p1 is greater during a constant acceleration or deceleration that is already in progress. The determined from the map
- step S7 the corrected intake manifold pressure change ⁇ pkorr determined in step S6 is compared with a limit value GW. If it exceeds the limit value GW, then there is either an acceleration or a deceleration. If, on the other hand, it remains below the limit value GW, no transition correction has to be carried out and the method is terminated if the transition correction is not already running. This case will be discussed later.
- Step S8 is followed by a decision as to whether there is acceleration or deceleration. This corresponds to an evaluation of the sign of the determined intake manifold pressure change ⁇ p from step S5, depending on whether the intake manifold pressure is increasing or decreasing. The case of acceleration is considered below.
- the procedure for a deceleration is analogous, with the only difference that the correction factors subsequently calculated are then selected in accordance with a reduction in the fuel quantity to be injected.
- step S9 follows with a check as to whether a correction has already been carried out. If this is the case, the conditions for ending the acceleration correction, which will be described later in connection with the figure, must be queried.
- steps S10 to S14 follow to determine a correction factor K which corrects the amount of fuel to be injected.
- the correction factor K consists of three parts K1 to K3.
- the first portion K1 is dependent on the cooling water temperature TKW, i.e. takes into account the different amounts of fuel required when the machine is cold or warm.
- the second component K2 is taken from a characteristic diagram as a function of the throttle valve position ⁇ and the speed n. The load on the machine is taken into account via this map.
- the third part K3 is finally dependent on the corrected intake manifold pressure change ⁇ pkorr and takes into account the dynamic processes.
- the corresponding values and functions in steps S10, S11 and S12 are again determined by driving tests or on the engine test bench.
- step S13 The correction factor K results in step S13 from the sum of the three components K1 to K3. Finally, in step S14, this correction factor K is transferred to the sequence routine for the injection time calculation, which then specifies a correspondingly longer injection time and thus a larger amount of fuel.
- the correction factor K for the acceleration enrichment is recalculated each time the top dead center of a cylinder is reached in accordance with the steps described above. From the first recognition of the acceleration state, in the next run in step S5 the queries for ending the acceleration enrichment are made. For this purpose, a check is carried out in step S15 as to whether the change in suction pressure ⁇ p determined via the characteristic diagram is greater than the limit value GW. If this is the case, steps S10 to S14 again follow to calculate the new correction factor K. However, if the intake manifold pressure change ⁇ p is smaller than the limit value GW, one of the change values ⁇ pl or ⁇ p2 must still be greater than the limit value GW, otherwise the process would have ended in step S7.
- the method is ended after an applicable number of times.
- a counter is started in step S16, which still allows x runs of steps S10 to S14 and then calls a regulation function for the acceleration enrichment.
- the method is also ended if - as already mentioned - the answer in step S7 is no. In this case, none of the three change values is above the limit value GW. Since the correction is already running, the answer in step S17 is yes and step S18 with the regulating function follows. According to a preselectable function, this reduces the amount of fuel to be injected, which is increased by the correction factor K, to the normal load / speed-dependent value.
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
Un facteur de correction de transition K de la quantité de carburant à injecter lors d'une accélération ou d'un ralentissement, est fonction d'une variation de pression DELTAp à la tubulure d'aspiration, variation qui, dans un champ caractéristique, est considérée comme fonction de la position de la vanne papillon et de la vitesse de rotation n.A transition correction factor K of the quantity of fuel to be injected during acceleration or deceleration is a function of a pressure variation DELTAp at the intake manifold, a variation which, in a characteristic field, is considered as a function of the position of the butterfly valve and the rotational speed n.
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP90118328 | 1990-09-24 | ||
EP90118328 | 1990-09-24 | ||
PCT/EP1991/001683 WO1992005353A1 (en) | 1990-09-24 | 1991-09-05 | Process for the transition correction of the mixture control of an internal combustion engine during dynamic transition states |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0550459A1 true EP0550459A1 (en) | 1993-07-14 |
EP0550459B1 EP0550459B1 (en) | 1994-11-23 |
Family
ID=8204506
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP91915117A Expired - Lifetime EP0550459B1 (en) | 1990-09-24 | 1991-09-05 | Process for the transition correction of the mixture control of an internal combustion engine during dynamic transition states |
Country Status (5)
Country | Link |
---|---|
US (1) | US5261377A (en) |
EP (1) | EP0550459B1 (en) |
JP (1) | JP2520068B2 (en) |
DE (1) | DE59103598D1 (en) |
WO (1) | WO1992005353A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5435285A (en) * | 1993-05-04 | 1995-07-25 | Chrysler Corporation | Flexible fuel compensation system |
US6968824B1 (en) * | 2004-06-15 | 2005-11-29 | General Motors Corporation | Determining manifold pressure based on engine torque control |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4359993A (en) * | 1981-01-26 | 1982-11-23 | General Motors Corporation | Internal combustion engine transient fuel control apparatus |
JPS58144632A (en) * | 1982-02-23 | 1983-08-29 | Toyota Motor Corp | Method for electronically controlling fuel injection in internal-combustion engine |
DE3216983A1 (en) * | 1982-05-06 | 1983-11-10 | Robert Bosch Gmbh, 7000 Stuttgart | CONTROL DEVICE FOR A FUEL METERING SYSTEM OF AN INTERNAL COMBUSTION ENGINE |
JPS59200027A (en) * | 1983-04-25 | 1984-11-13 | Nippon Denso Co Ltd | Electronic fuel injection controller for internal- combustion engine of vehicle |
JPS606032A (en) * | 1983-06-22 | 1985-01-12 | Honda Motor Co Ltd | Control method of operating condition of internal- combustion engine |
JPS60156948A (en) * | 1984-01-25 | 1985-08-17 | Fujitsu Ten Ltd | Electronically-controlled fuel injector |
JPS60156946A (en) * | 1984-01-25 | 1985-08-17 | Toyota Motor Corp | Method of controlling injected quantity of fuel for internal-combustion engine |
JPS60156947A (en) * | 1984-01-25 | 1985-08-17 | Toyota Motor Corp | Method of controlling injected quantity of fuel for internal-combustion engine |
JPS60203832A (en) * | 1984-03-29 | 1985-10-15 | Honda Motor Co Ltd | Method for controlling feed of fuel to internal- combustion engine |
JPS60249646A (en) * | 1984-05-23 | 1985-12-10 | Honda Motor Co Ltd | Fuel feed control in internal-combustion engine |
JPS62240441A (en) * | 1986-04-09 | 1987-10-21 | Hitachi Ltd | Fuel control device |
JPH0759905B2 (en) * | 1987-07-10 | 1995-06-28 | 日産自動車株式会社 | Fuel injection control device for internal combustion engine |
DE3865023D1 (en) * | 1988-03-17 | 1991-10-24 | Bosch Gmbh Robert | FUEL INJECTION SYSTEM FOR A COMBUSTION ENGINE. |
JPH01280645A (en) * | 1988-04-30 | 1989-11-10 | Fuji Heavy Ind Ltd | Fuel injection control device for engine |
JPH0833117B2 (en) * | 1988-07-07 | 1996-03-29 | 三菱自動車工業株式会社 | Fuel injector |
JP2754513B2 (en) * | 1990-01-23 | 1998-05-20 | 三菱電機株式会社 | Engine fuel injection device |
JP2564990B2 (en) * | 1990-11-06 | 1996-12-18 | 三菱電機株式会社 | Engine fuel control device |
-
1991
- 1991-09-05 WO PCT/EP1991/001683 patent/WO1992005353A1/en active IP Right Grant
- 1991-09-05 JP JP3514340A patent/JP2520068B2/en not_active Expired - Lifetime
- 1991-09-05 DE DE59103598T patent/DE59103598D1/en not_active Expired - Fee Related
- 1991-09-05 EP EP91915117A patent/EP0550459B1/en not_active Expired - Lifetime
- 1991-09-05 US US07/940,884 patent/US5261377A/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO9205353A1 * |
Also Published As
Publication number | Publication date |
---|---|
JPH05506078A (en) | 1993-09-02 |
EP0550459B1 (en) | 1994-11-23 |
US5261377A (en) | 1993-11-16 |
JP2520068B2 (en) | 1996-07-31 |
WO1992005353A1 (en) | 1992-04-02 |
DE59103598D1 (en) | 1995-01-05 |
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