EP0740058B1 - Method for adjusting the displacement of a control actuator varying the load - Google Patents
Method for adjusting the displacement of a control actuator varying the load Download PDFInfo
- Publication number
- EP0740058B1 EP0740058B1 EP96102704A EP96102704A EP0740058B1 EP 0740058 B1 EP0740058 B1 EP 0740058B1 EP 96102704 A EP96102704 A EP 96102704A EP 96102704 A EP96102704 A EP 96102704A EP 0740058 B1 EP0740058 B1 EP 0740058B1
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- European Patent Office
- Prior art keywords
- air flow
- mass air
- internal combustion
- combustion engine
- change
- Prior art date
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Classifications
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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
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
Definitions
- the invention relates to a method for adjusting the movement of a power changing Control element of an internal combustion engine for a motor vehicle, in which the position of a Accelerator pedal is detected and a controlled variable for depending on the position of the accelerator pedal the regulating body that changes performance is determined.
- the regulating body that changes performance is a throttle valve arranged in an intake manifold.
- German Offenlegungsschrift DE 41 08 956 A1 Device for decelerating the movement of a performance-dependent control element specified, the accelerator pedal and the performance-dependent control element - throttle valve or the the fuel quantity-setting actuator - in the sense of a non-rigid connection via Pressure element that is based on the movement of the control element relative to the actuation by the Actuating element (accelerator pedal) acts delayed, are coupled.
- the pressure element comprises a cylinder housing connected to the accelerator pedal and a cylinder housing therein guided piston element which is connected to the throttle valve.
- the pressure chamber thus formed is once with the intake manifold behind the throttle valve and on the other hand via an adjustable Throttle connected to the ambient pressure.
- the pressure in the pressure chamber is changed by the reduces negative pressure, which is a balance of intake manifold pressure across the Throttle adjoining outside air adjusts the piston element so that the Throttle valve opens completely.
- this solution offers no possibility of delay depending on other parameters, such as the operating parameters of the internal combustion engine. doubtful is also whether there is actually a defined fuel metering with such a setting the air supply to obtain a stoichiometric fuel / air ratio possible is.
- DE 3 722 088 A1 describes a method for controlling a Internal combustion engine for a motor vehicle is known in which the throttle valve position in Dependence of the accelerator pedal and the determined slip of the motor vehicle is determined, to prevent the wheels from spinning.
- US 5,084821 discloses a method in which is injected depending on the operating parameters of the internal combustion engine Fuel quantity is determined, with a driver-specific parameter is taken into account the behavior of the internal combustion engine the special requests of the driver.
- US 4,508,078 discloses a method for controlling the Throttle valve, in which when the accelerator pedal is depressed quickly, the throttle valve is opened disproportionately quickly or wide.
- the invention has for its object a method for adjusting the movement to create a performance-changing control element of an internal combustion engine, in which the setting is defined depending on a wide variety of parameters can, wherein the control element is a throttle valve in the intake manifold and the size of the Adjustment of the control element and thus the one to be introduced into the combustion chamber Air mass flow via a manipulated variable formed as a function of the position of the accelerator pedal he follows.
- the task is in a generic method by the characterizing features of claim 1 solved.
- the internal combustion engine, engine load and engine speed is an optimal value for the Change in output per work cycle of the internal combustion engine is determined in advance. From this optimal value for the change in performance and depending on the Throttle pedal position determined control variable is now a manipulated variable for the performance-changing regulating body determined for the following work cycles.
- parameters relating to the road condition can also be used flow into the determination of the optimal values for the change in performance, to prevent the wheels from spinning, for example. It is also conceivable that To incorporate driving behavior of a person who often leads the motor vehicle. This happens, for example, via a learning process in which it is recorded whether the person drives sporty or rather with less changes in performance. However, it also exists the possibility of providing a corresponding selector switch.
- Each air supply route has due to its geometrical Training and the inertia of certain moving parts a time behavior, so that it from The advantage is the inverse transmission behavior of the air supply path for the Air mass flow in the pre-calculation of the manipulated variable for the air mass flow adjusting actuator, such as the throttle valve, to be considered.
- Fuel quantity can be calculated and injected in a defined manner.
- load changes are caused by a too rapid reaction of the performance-changing control body prevented.
- parameters of the Road condition for example via the wheel slip, can also an anti-slip control can be easily realized. It is also possible with dynamic Operations, such as acceleration, without degrading fuel consumption as well as lower pollutant emissions.
- FIG. 1 shows a cylinder 1 of an internal combustion engine with an intake manifold fuel injection via an injection valve 2.
- the method according to the invention can also be used in an internal combustion engine with direct injection.
- the supply of the cylinder 1 for setting the fuel / air ratio with fresh air takes place via the intake manifold 3, in which a throttle valve 4 is arranged, the opening angle of which via a control device 5, for example a stepping motor, corresponding to different parameters for generating a defined air mass flow m ⁇ l im Intake pipe 3 is set.
- a control device 5 for example a stepping motor
- the ignition device 6 are a function of the controller 7 obtained control signals S ignition, an ignition signal to the spark plug 8 for ignition triggering, when a corresponding also controlled by the control device the air / fuel ratio in the combustion chamber 11 of the cylinder is present.
- an accelerator pedal 9 which can be actuated by the driver of the motor vehicle is provided, the position of which is detected by a pickup 10 and converted into an electrical signal S pedal .
- a potentiometer can be integrated as a sensor 10 in the accelerator pedal, for example, which is rotated when the accelerator pedal is actuated and thus supplies the electrical signal S pedal as a function of the accelerator pedal position .
- the control device 7 Corresponding to the signal S pedal representing the accelerator pedal position , the control device 7 generates a controlled variable R for the actuating device 5 of the throttle valve 4, which is passed on to the actuating device 5 for adjusting the throttle valve angle proportionally or according to a damping function by conventional methods.
- R the controlled variable
- the control device 7 generates a controlled variable R for the actuating device 5 of the throttle valve 4, which is passed on to the actuating device 5 for adjusting the throttle valve angle proportionally or according to a damping function by conventional methods.
- this can lead to performance shocks which have a negative effect on driving comfort.
- excessive torque generated in this way causes the wheels to spin.
- Each intake manifold 3 has a time behavior, so that a stoichiometric fuel / air ratio in the combustion chamber 11 of the cylinder can only be set with difficulty due to the direct transmission of the accelerator pedal position to the actuating device 5 of the throttle valve 4 in dynamic processes (acceleration).
- the fuel / air mixture becomes lean or over-greased.
- various operating parameters of the internal combustion engine in the exemplary embodiment the engine speed n and the engine load M mot , a parameter ⁇ of the road condition and the gear ratio G applied are supplied.
- further parameters are conceivable.
- the control device 7 calculates an optimal air mass flow change ⁇ m ⁇ l per work cycle for the following work cycles of the internal combustion engine. Another possibility is to store the optimal air mass flow change ⁇ m ⁇ l as a function of certain operating states of the internal combustion engine in the control device 7 as stored values.
- a manipulated variable I throttle for the actuating device 5 for adjusting the throttle valve 4 is determined from the optimal air mass flow change in conjunction with the controlled variable R for the air mass flow m ⁇ l , which results from the change in the position of the accelerator pedal 9.
- the inverse transfer functions of the intake manifold 3 are included in the calculation.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
Die Erfindung betrifft ein Verfahren zum Einstellen der Bewegung eines leistungsverändernden Regelorgans einer Brennkraftmaschine für ein Kraftfahrzeug, bei dem die Stellung eines Gaspedals erfaßt wird und in Abhängigkeit der Stellung des Gaspedals eine Regelgröße für das leistungsverändernde Regelorgan ermittelt wird. Das leistungsverändernde Regelorgan ist dabei eine in einem Saugrohr angeordnete Drosselklappe.The invention relates to a method for adjusting the movement of a power changing Control element of an internal combustion engine for a motor vehicle, in which the position of a Accelerator pedal is detected and a controlled variable for depending on the position of the accelerator pedal the regulating body that changes performance is determined. The regulating body that changes performance is a throttle valve arranged in an intake manifold.
Bei einer Verstellung eines leistungsverändernden Regelorgans proportional zur Betätigung des Gaspedals durch den Fahrer des Kraftfahrzeuges tritt das Problem auf, daß es bei einem zu schnellen, Öffnen beispielsweise der Drosselklappe, zu einer unvollständigen Verbrennung im Brennraum der Brennkraftmaschine kommt. Dies führt wiederum zu einer erhöhten Schadstoffemission und zu einem unnötig hohen Verbrauch von Kraftstoff. Andererseits kann in bestimmten Fällen ein zu schnelles Reagieren des leistungsabhängigen Regelorgans ein ruckartiges Erhöhen bzw. Verringern der Leistung der Brennkraftmaschine verursachen, was sich negativ auf den Fahrkomfort auswirkt.When adjusting a power-changing control element proportional to the actuation the accelerator pedal by the driver of the motor vehicle, the problem arises that it Too fast, for example opening the throttle valve, to incomplete combustion comes in the combustion chamber of the internal combustion engine. This in turn leads to one increased pollutant emissions and unnecessarily high fuel consumption. on the other hand In certain cases, the performance-based Control device a jerky increase or decrease the power of the internal combustion engine cause, which has a negative impact on driving comfort.
Zur Lösung dieses Problems ist in der deutschen Offenlegungsschrift DE 41 08 956 A1 eine Vorrichtung zum Verzögern der Bewegung eines leistungsabhängigen Regelorgans angegeben, wobei das Gaspedal und das leistungsabhängige Regelorgan - Drosselklappe oder das die Kraftstoffmenge vorgebende Stellglied - im Sinne einer nicht starren Verbindung über ein Druckorgan, das auf die Bewegung des Regelorgans gegenüber der Betätigung durch das Stellorgan (Gaspedal) verzögernd einwirkt, gekoppelt sind.In order to solve this problem, German Offenlegungsschrift DE 41 08 956 A1 Device for decelerating the movement of a performance-dependent control element specified, the accelerator pedal and the performance-dependent control element - throttle valve or the the fuel quantity-setting actuator - in the sense of a non-rigid connection via Pressure element that is based on the movement of the control element relative to the actuation by the Actuating element (accelerator pedal) acts delayed, are coupled.
Das Druckorgan umfaßt ein mit dem Gaspedal verbundenes Zylindergehäuse und ein darin geführtes Kolbenelement, das mit der Drosselklappe verbunden ist. Der so gebildete Druckraum ist einmal mit dem Saugrohr hinter der Drosselklappe und andererseits über eine einstellbare Drossel mit dem Umgebungsdruck verbunden.The pressure element comprises a cylinder housing connected to the accelerator pedal and a cylinder housing therein guided piston element which is connected to the throttle valve. The pressure chamber thus formed is once with the intake manifold behind the throttle valve and on the other hand via an adjustable Throttle connected to the ambient pressure.
Während eines Beschleunigungsvorganges wird über den sich im Druckraum durch den sich reduziert einstellenden Unterdruck, der sich als Gleichgewicht aus Saugrohrdruck über die Drossel nachströmenden Außenluft einstellt, das Kolbenelement nachgeführt, so daß die Drosselklappe sich vollständig öffnet.During an acceleration process, the pressure in the pressure chamber is changed by the reduces negative pressure, which is a balance of intake manifold pressure across the Throttle adjoining outside air adjusts the piston element so that the Throttle valve opens completely.
Neben dem Nachteil der mechanischen Lösung, die zusätzlich Bauraum in Anspruch nimmt, bietet diese Lösung keinerlei Möglichkeit die Verzögerung in Abhängigkeit weiterer Parameter, wie beispielsweise der Betriebsparameter der Brennkraftmaschine, einzustellen. Zweifelhaft ist auch, ob tatsächlich eine definierte Kraftstoffzumessung bei einer derartigen Einstellung der Luftzufuhr zum Erhalt eines stöchiometrischen Kraftstoff/Luftverhältnisses möglich ist.In addition to the disadvantage of the mechanical solution, which also takes up space, this solution offers no possibility of delay depending on other parameters, such as the operating parameters of the internal combustion engine. doubtful is also whether there is actually a defined fuel metering with such a setting the air supply to obtain a stoichiometric fuel / air ratio possible is.
Weiterhin ist durch die DE 3 722 088 A1 ein Verfahren zum Steuern einer
Brennkraftmaschine für ein Kraftfahrzeug bekannt, bei dem die Drosselklappenstellung in
Abhängigkeit des Gaspedals und des ermittelten Schlupfs des Kraftfahrzeugs bestimmt wird,
um ein Durchdrehen der Räder zu verhindern. Die US 5,084821 offenbart ein Verfahren, bei
dem in Abhängigkeit von den Betriebsparametem der Brennkraftmaschine die eingespritzte
Kraftstoffmenge ermittelt wird, wobei zusätzlich ein fahrerspezifischer Parameter
berücksichtigt wird, um das Verhalten der Brennkraftmaschine den speziellen Wünschen
des Fahrers anzupassen. Ferner offenbart die US 4,508,078 ein Verfahren zum Steuern der
Drosselklappe, bei dem bei einem schnellen Niedertreten des Gaspedals die Drosselklappe
überproportional schnell bzw. weit geöffnet wird.Furthermore,
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zum Einstellen der Bewegung eines leistungsverändernden Regelorgans einer Brennkraftmaschine zu schaffen, bei dem die Einstellung definiert in Abhängigkeit unterschiedlichster Parameter vorgegeben werden kann, wobei das Regelorgan eine Drosselklappe im Saugrohr ist und die Größe der Verstellung des Regelorgans und damit der in den Brennraum einzuführende Luftmassenstrom über eine in Abhängigkeit der Stellung des Gaspedals gebildete Stellgröße erfolgt.The invention has for its object a method for adjusting the movement to create a performance-changing control element of an internal combustion engine, in which the setting is defined depending on a wide variety of parameters can, wherein the control element is a throttle valve in the intake manifold and the size of the Adjustment of the control element and thus the one to be introduced into the combustion chamber Air mass flow via a manipulated variable formed as a function of the position of the accelerator pedal he follows.
Die Aufgabe wird bei einem gattungsgemäßen Verfahren durch die kennzeichnenden Merkmale
des Patentanspruchs 1 gelöst. In Abhängigkeit von Betriebsgrößen
der Brennkraftmaschine, Motorlast und Motordrehzahl, wird ein optimaler Wert für die
Leistungsveränderung pro Arbeitstakt der Brennkraftmaschine vorausschauend ermittelt.
Aus diesem optimalen Wert für die Leistungsveränderung und der in Abhängigkeit der
Gaspedalstellung ermittelten Regelgröße wird jetzt eine Stellgröße für das
leistungsverändernde Regelorgan für die folgenden Arbeitstakte ermittelt. The task is in a generic method by the characterizing features
of
Neben den Betriebsgrößen der Brennkraftmaschine können auch Größen des Fahrbahnzustandes in die Ermittlung der optimalen Werte für die Leistungsveränderung einfließen, um beispielsweise ein Durchdrehen der Räder zu verhindern. Außerdem ist denkbar, das Fahrverhalten einer das Kraftfahrzeug oft führenden Personen einfließen zu lassen. Dies geschieht beispielsweise über einen Lernvorgang, in dem festgehalten wird, ob die Person sportlich oder eher mit geringeren Leistungsveränderungen fährt. Es besteht jedoch auch die Möglichkeit, einen entsprechenden Wahlschalter vorzusehen.In addition to the operating parameters of the internal combustion engine, parameters relating to the road condition can also be used flow into the determination of the optimal values for the change in performance, to prevent the wheels from spinning, for example. It is also conceivable that To incorporate driving behavior of a person who often leads the motor vehicle. This happens, for example, via a learning process in which it is recorded whether the person drives sporty or rather with less changes in performance. However, it also exists the possibility of providing a corresponding selector switch.
Ist das leistungsverändernde Regelorgan ein bei dem in einer Luftzufuhrstrecke einer Brennkraftmaschine angeordnetem Verstellelement, beispielsweise eine in einem Saugrohr angeordnete Drosselklappe, und wird in Abhängigkeit der Stellung des Gaspedals eine Regelgröße für den über das Verstellelement einzustellenden Luftmassenstrom ermittelt, so wird als optimaler Wert für die Leistungsveränderung eine optimale Luftmassenstromänderung vorausschauend ermittelt. Aus der optimalen Luftmassenstromveränderung und der Regelgröße für den Luftmassenstrom wird eine Stellgröße für das den Luftmassenstrom einstellenden Stellelement für die folgenden Arbeitstakte berechnet. Jede Luftzufuhrstrecke hat aufgrund seiner geometrischen Ausbildung und der Trägheit bestimmter beweglicher Teile ein Zeitverhalten, so daß es von Vorteil ist, das inverse Übertragungsverhalten der Luftzufuhrstrecke für den Luftmassenstrom in die Vorausberechnung der Stellgröße für das den Luftmassenstrom einstellende Stellelement, beispielsweise der Drosselklappe, zu berücksichtigen.Is the performance-changing control unit one in one in an air supply path Adjustment element arranged in the internal combustion engine, for example one in an intake manifold arranged throttle valve, and depending on the position of the accelerator pedal Control variable determined for the air mass flow to be set via the adjusting element, see above becomes an optimal value for the change in performance Air mass flow change determined proactively. From the optimal Air mass flow change and the controlled variable for the air mass flow becomes one Control variable for the control element that adjusts the air mass flow for the following Work cycles calculated. Each air supply route has due to its geometrical Training and the inertia of certain moving parts a time behavior, so that it from The advantage is the inverse transmission behavior of the air supply path for the Air mass flow in the pre-calculation of the manipulated variable for the air mass flow adjusting actuator, such as the throttle valve, to be considered.
Da für jeden folgenden Arbeitstakt der einzuführende Luftmassenstrom bekannt ist, kann jetzt auch zur Einhaltung eines stöchiometrischen Kraftstoff/Luftgemisches die erforderliche Kraftstoffmenge berechnet und definiert eingespritzt werden.Since the air mass flow to be introduced is known for each subsequent work cycle, now the necessary to maintain a stoichiometric fuel / air mixture Fuel quantity can be calculated and injected in a defined manner.
Mit Hilfe der Erfindung werden Lastwechselschläge durch ein zu schnelles Reagieren des leistungsveränderlichen Regelorgans verhindert. Bei Berücksichtigung von Parametern des Fahrbahnzustandes, beispielsweise über den Radschlupf, kann außerdem eine Antischlupfregelung auf einfache Weise realisiert werden. Außerdem ist es möglich, bei dynamischen Vorgängen, wie einer Beschleunigung, ohne Leistungsminderungen den Kraftstoffverbrauch als auch die Schadstoffemission zu senken.With the help of the invention, load changes are caused by a too rapid reaction of the performance-changing control body prevented. Taking into account parameters of the Road condition, for example via the wheel slip, can also an anti-slip control can be easily realized. It is also possible with dynamic Operations, such as acceleration, without degrading fuel consumption as well as lower pollutant emissions.
Nachfolgend wird die Erfindung anhand eines Ausführungsbeispiels näher beschrieben. Die zugehörigen Zeichnungen zeigen:
Figur 1- ein Blockschaltbild einer Regelung gemäß des erfindungsgemäßen Verfahrens und
- Figur 2
- Verläufe des Drosselklappenwinkels, des dadurch eingestellten Saugrohrdrucks um das Kraftstoff/Luftverhältnis der Brennkraftmaschine in Abhängigkeit des Signals für die Gaspedalbetätigung.
- Figure 1
- a block diagram of a control according to the inventive method and
- Figure 2
- Curves of the throttle valve angle, the resulting intake manifold pressure around the fuel / air ratio of the internal combustion engine as a function of the signal for accelerator pedal actuation.
In Figur 1 ist ein Zylinder 1 einer Brennkraftmaschine mit einer Saugrohr-Kraftstoffeinspritzung
über ein Einspritzventil 2 dargestellt. Das erfindungsgemäße Verfahren ist jedoch auch
bei einer Brennkraftmaschine mit einer direkten Einspritzung anwendbar. Die Versorgung
des Zylinders 1 zur Einstellung des Kraftstoff/Luftverhältnisses mit Frischluft erfolgt über das
Saugrohr 3, in dem eine Drosselklappe 4 angeordnet ist, deren Öffnungswinkel über eine
Stelleinrichtung 5, beispielsweise einen Schrittmotor, entsprechend unterschiedlicher Parameter
zur Erzeugung eines definierten Luftmassenstroms m ˙l im Saugrohr 3 eingestellt wird.
Die Zündeinrichtung 6 gibt in Abhängigkeit von der Regeleinrichtung 7 erhaltenen Steuersignalen
Szünd ein Zündsignal an die Zündkerze 8 zur Zündauslösung, wenn ein entsprechendes
ebenfalls von der Regeleinrichtung gesteuertes Kraftstoff/Luftverhältnis im Brennraum
11 des Zylinders 1 vorliegt. Weiterhin ist ein vom Fahrer des Kraftfahrzeuges betätigbares
Gaspedal 9 vorgesehen, dessen Stellung von einem Aufnehmer 10 erfaßt und in ein
elektrisches Signal Spedal umgewandelt wird. Als Aufnehmer 10 kann beispielsweise im
Gaspedal ein Potentiometer integriert werden, das beim Betätigen des Gaspedals verdreht
wird und somit in Abhängigkeit der Gaspedalstellung das elektrische Signal Spedal liefert.
Entsprechend dem die Gaspedalstellung repräsentierenden Signal Spedal wird von der
Regeleinrichtung 7 eine Regelgröße R für die Stelleinrichtung 5 der Drosselklappe 4 erzeugt,
die nach herkömmlichen Verfahren direkt an die Stelleinrichtung 5 zur Einstellung des Drosselklappenwinkels
proportional oder nach einer Dämpfungsfunktion weitergegeben wird.
Dies kann jedoch bei bestimmten Betriebsparametern der Brennkraftmaschine dazu führen,
daß es zu Leistungsschlägen kommt, die sich negativ auf den Fahrkomfort auswirken. Bei
bestimmten Fahrbahnzuständen beispielsweise extremer Glätte, führt ein so erzeugtes zu
großes Drehmoment zum Durchdrehen der Räder. Jedes Saugrohr 3 weist ein Zeitverhalten
auf, so daß wegen der direkten Weitergabe der Gaspedalstellung an die Stelleinrichtung 5
der Drosselklappe 4 bei dynamischen Vorgängen (Beschleunigung) nur schwer ein stöchiometrisches
Kraftstoff/Luftverhältnis im Brennraum 11 des Zylinders eingestellt werden kann.
Es kommt zu einer Abmagerung oder Überfettung des Kraftstoff/Luftgemisches. Aus diesem
Grund werden gemäß der Erfindung der Regeleinrichtung 7 verschiedene Betriebsparameter
der Brennkraftmaschine, im Ausführungsbeispiel die Motordrehzahl n und die Motorlast
Mmot , ein Parameter η des Fahrbahnzustandes sowie der eingelegte Getriebegang G zuge-führt.
Es sind jedoch weitere Kenngrößen denkbar. Aus diesen Parametern bzw. Kenngrößen
errechnet die Regeleinrichtung 7 vorausschauend für die folgenden Arbeitstakte der
Brennkraftmaschine eine optimale Luftmassenstromänderung Δm ˙l pro Arbeitstakt. Eine
andere Möglichkeit besteht darin, die optimale Luftmassenstromänderung Δm ˙l in Abhängigkeit
bestimmter Betriebszustände der Brennkraftmaschine in der Regeleinrichtung 7 als
Speicherwerte zu hinterlegen. Aus der optimalen Luftmassenstromänderung wird in Verbindung
mit der Regelgröße R für den Luftmassenstrom m ˙l , die sich aus der Veränderung der
Stellung des Gaspedals 9 ergibt, eine Stellgröße Idrossel für die Stelleinrichtung 5 zur Einstellung
der Drosselklappe 4 ermittelt. Um das Zeitverhalten des Saugrohrs 3 bei der Berechnung
der Stellgröße Idrossel zu berücksichtigen, wird in die Berechnung die inverse Übertragungsfunktionen
des Saugrohrs 3 einbezogen. Da sich während der Betriebszeit der Brennkraftmaschine
die Übertragungsfunktion des Saugrohrs ändert, wird diese Änderung in Form
einer Adaption berücksichtigt. Weiterhin sollte die Ladungswechseländerung über die Zeit, d.
h. die Änderung der vom Motor angesaugten Luft/Kraftstoffmenge, in Form einer Adaption
aufgrund von Toleranzen und Alterungsprozessen berücksichtigt werden. Damit ist vorausschauend
für die folgenden Arbeitstakte der Brennkraftmaschine bekannt, welche Luftmenge
jeweils dem Brennraum 11 tatsächlich zugeführt wird. Die für ein stöchiometrisches Kraftstoff/Luftverhältnis
benötigte Kraftstoffmenge m ˙k kann nun von der Regeleinrichtung 7 ebenfalls
definiert berechnet werden.FIG. 1 shows a
In Figur 2 sind zur Verdeutlichung die Verläufe des nach dem Verfahren eingestellten Drosselklappenwinkels α, der entsprechend erzeugte Saugrohrdruck psaug und das Kraftstoff/Luftverhältnis λ, in Abhängigkeit des Signals Spedal aufgrund eines sprunghaft betätigten Gaspedals dargestellt. Der zu Beginn der Drosselklappenbetätigung auftretende große Öffnungswinkel α resultiert dabei aus der Berücksichtigung der inversen Übertragungsfunktion des Saugrohrs.For clarification, the curves of the throttle valve angle α set by the method, the correspondingly generated intake manifold pressure p suction and the fuel / air ratio λ, as a function of the signal S pedal , are shown in FIG. 2 due to a sudden accelerator pedal operation. The large opening angle α occurring at the start of the throttle valve actuation results from the consideration of the inverse transfer function of the intake manifold.
Claims (8)
- Process for adjusting the movement of a power control element of an internal combustion engine for a motor vehicle, the power control element taking the form of a control element arranged in the air supply section of the internal combustion engine, in which process the position of an accelerator pedal is determined and a control variable for a mass air flow which is to be adjusted by means of the control element is determined depending on the position of the accelerator pedal, characterized in that an optimum mass air flow change (Δm ˙l ) is calculated in advance, at least depending upon operating variables (n, Mmot), as the optimum value for the change in power per work cycle of the internal combustion engine, and in that an adjustment variable (Ithrottle) is calculated from the optimum mass air flow change (Δm ˙l ) and the control variable (R) for the mass air flow for the following work cycles for the control element (4) which adjusts the mass air flow (m ˙l ).
- Process according to Claim 1, characterized in that variables (η) for the condition of the road surface are incorporated in the calculation of the optimum value for the change in power (Δm ˙l ) per work cycle of the internal combustion engine.
- Process according to Claim 1 or 2, characterized in that the driving behaviour of a person driving the motor vehicle is incorporated in the calculation of the optimum value for the change in power (Δm ˙l ) per work cycle of the internal combustion engine.
- Process according to one of Claims 1 to 3, characterized in that the engaged gear (G) of a transmission connected ahead of the internal combustion engine is incorporated in the calculation of the optimum value for the change in power (Δm ˙l ) per work cycle of the internal combustion engine.
- Process according to one of Claims 1 to 4, characterized in that the adjustment variable (Ithrottle ) is calculated for the control element (4), under consideration of the inverted transfer function of the air supply section (3), from the optimum mass air flow change (Δm ˙l ) per work cycle and the control variable (R) for the mass air flow (m ˙l ).
- Process according to one of Claims 1 to 5, characterized in that the adjustment variable (Ithrottle ) is calculated for the control element (4), under consideration of the charge change over time, from the optimum mass air flow change (Δm ˙l ) per work cycle and the control variable (R) for the mass air flow (m ˙l ).
- Process according to one of Claims 1 to 6, characterized in that the air supply section (3) is an intake pipe and the control element (4) which adjusts the mass air flow (m ˙l ) is a throttle valve.
- Process according to one of Claims 1 to 7, characterized in that a fuel quantity (m ˙k ) to be injected per work cycle into the combustion chamber (11) according to the expected mass air flow (m ˙l ) is calculated from the optimum mass air flow change (Δm ˙l ).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19515855A DE19515855A1 (en) | 1995-04-29 | 1995-04-29 | Method for adjusting the movement of a performance-changing control element |
| DE19515855 | 1995-04-29 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0740058A2 EP0740058A2 (en) | 1996-10-30 |
| EP0740058A3 EP0740058A3 (en) | 1998-12-09 |
| EP0740058B1 true EP0740058B1 (en) | 2003-05-07 |
Family
ID=7760729
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP96102704A Expired - Lifetime EP0740058B1 (en) | 1995-04-29 | 1996-02-23 | Method for adjusting the displacement of a control actuator varying the load |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US5642708A (en) |
| EP (1) | EP0740058B1 (en) |
| DE (2) | DE19515855A1 (en) |
| ES (1) | ES2196101T3 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5931136A (en) * | 1997-01-27 | 1999-08-03 | Denso Corporation | Throttle control device and control method for internal combustion engine |
| JP2000097086A (en) | 1998-09-18 | 2000-04-04 | Hitachi Ltd | Intake air flow rate control method of engine, control device and output control method |
| FR2804472B1 (en) * | 2000-02-02 | 2002-07-26 | Sagem | METHOD AND DEVICE FOR CONTROLLING A FLOW OF GAS PASSING THROUGH A THRIGGING MEMBER |
| EP1234964A1 (en) * | 2001-02-20 | 2002-08-28 | Sagem S.A. | Method and apparatus for controlling the flow rate of a gas passing a throttle element |
| US8019521B2 (en) | 2006-03-16 | 2011-09-13 | Chrysler Group Llc | Enhanced throttle control |
| CN107117158B (en) * | 2017-04-24 | 2023-11-14 | 深圳智慧车联科技有限公司 | Method for reducing exhaust pollutant emission and vehicle |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4508078A (en) * | 1982-07-09 | 1985-04-02 | Mazda Motor Corporation | Electrically operated engine throttle valve actuating device |
| US5084821A (en) * | 1988-10-05 | 1992-01-28 | Hitachi, Ltd. | Apparatus for determining control characteristics for automobiles and system therefor |
| JPH0596977A (en) * | 1991-10-09 | 1993-04-20 | Hitachi Ltd | Road condition recognizing method |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4335695A (en) * | 1979-10-01 | 1982-06-22 | The Bendix Corporation | Control method for internal combustion engines |
| DE3019562A1 (en) * | 1980-05-22 | 1981-11-26 | Daimler-Benz Ag, 7000 Stuttgart | DEVICE FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE |
| DE3414681A1 (en) * | 1984-04-18 | 1985-10-24 | Robert Bosch Gmbh, 7000 Stuttgart | METHOD AND DEVICE FOR INJECTING TIME CONTROL IN INTERNAL COMBUSTION ENGINES |
| JPS61182438A (en) * | 1985-02-07 | 1986-08-15 | Inoue Japax Res Inc | Control method of internal-combustion engine |
| JPS62258131A (en) * | 1986-04-30 | 1987-11-10 | Mazda Motor Corp | Air-fuel ratio control device for engine equiped with electronically controlled automatic transmission |
| DE3722088A1 (en) * | 1986-07-03 | 1988-01-21 | Nissan Motor | Method for controlling an internal combustion engine and an engine control system for a motor vehicle |
| JP2512787B2 (en) * | 1988-07-29 | 1996-07-03 | 株式会社日立製作所 | Throttle opening control device for internal combustion engine |
| DE3842075A1 (en) * | 1988-12-14 | 1990-06-21 | Bosch Gmbh Robert | METHOD FOR DETERMINING THE FUEL QUANTITY |
| DE3930396C2 (en) * | 1989-09-12 | 1993-11-04 | Bosch Gmbh Robert | METHOD FOR ADJUSTING AIR AND FUEL AMOUNTS FOR A MULTI-CYLINDRICAL INTERNAL COMBUSTION ENGINE |
| DE4108956A1 (en) * | 1990-03-21 | 1991-09-26 | Gerardus Antonius Keers | Delaying movement of IC engine regulating element |
| US5163398A (en) * | 1991-12-16 | 1992-11-17 | General Motors Corporation | Engine idle speed control based upon fuel mass flow rate adjustment |
| JP2982460B2 (en) * | 1992-01-13 | 1999-11-22 | 株式会社デンソー | Accumulation type fuel injection system for diesel engine |
-
1995
- 1995-04-29 DE DE19515855A patent/DE19515855A1/en not_active Withdrawn
-
1996
- 1996-02-23 ES ES96102704T patent/ES2196101T3/en not_active Expired - Lifetime
- 1996-02-23 EP EP96102704A patent/EP0740058B1/en not_active Expired - Lifetime
- 1996-02-23 DE DE59610416T patent/DE59610416D1/en not_active Expired - Lifetime
- 1996-04-23 US US08/636,838 patent/US5642708A/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4508078A (en) * | 1982-07-09 | 1985-04-02 | Mazda Motor Corporation | Electrically operated engine throttle valve actuating device |
| US5084821A (en) * | 1988-10-05 | 1992-01-28 | Hitachi, Ltd. | Apparatus for determining control characteristics for automobiles and system therefor |
| JPH0596977A (en) * | 1991-10-09 | 1993-04-20 | Hitachi Ltd | Road condition recognizing method |
Also Published As
| Publication number | Publication date |
|---|---|
| ES2196101T3 (en) | 2003-12-16 |
| EP0740058A2 (en) | 1996-10-30 |
| EP0740058A3 (en) | 1998-12-09 |
| US5642708A (en) | 1997-07-01 |
| DE19515855A1 (en) | 1996-10-31 |
| DE59610416D1 (en) | 2003-06-12 |
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