EP0758429B1 - Steuersystem für eine brennkraftmaschine - Google Patents
Steuersystem für eine brennkraftmaschine Download PDFInfo
- Publication number
- EP0758429B1 EP0758429B1 EP95916569A EP95916569A EP0758429B1 EP 0758429 B1 EP0758429 B1 EP 0758429B1 EP 95916569 A EP95916569 A EP 95916569A EP 95916569 A EP95916569 A EP 95916569A EP 0758429 B1 EP0758429 B1 EP 0758429B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- signal
- control system
- threshold value
- value
- difference
- 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
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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
- F02D41/14—Introducing closed-loop corrections
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
Definitions
- the invention is based on a control system for an internal combustion engine according to the preamble of claim 1.
- DE 41 03 419 A1 describes a control system for a Internal combustion engine known in which when falling below Threshold value depending on the efficiency of the machine The air / fuel mixture is enriched becomes. The efficiency is based on the cylinder pressure determined. The exhaust gas temperature has no influence on the calculated efficiency.
- the invention has for its object an increase in the exhaust gas temperature to prevent impermissibly high values.
- the invention according to the features defined in claim 1 has the advantage that components associated with the exhaust gas in heat contact, from damage due to overheating can be protected.
- the air / fuel mixture is enriched with a signal. Especially It is advantageous that the degree of enrichment very precisely oriented to the actual requirements and an unnecessarily strong enrichment is avoided. This works beneficial to the consumption and exhaust gas balance of the Internal combustion engine.
- a particularly high reliability of the invention can in particular can also be achieved in that an enrichment of the Air / fuel mixture only takes place if one or several constraints are met.
- constraints for example the elapse of a time interval since Falling below the threshold of the efficiency Signal or exceeding a threshold value for the exhaust gas or the catalyst temperature.
- FIG. 1 shows the technical environment in which the invention is used becomes.
- An internal combustion engine 100 is operated via an intake tract 102 air / fuel mixture supplied and the exhaust gases released into an exhaust duct 104.
- intake tract 102 are - seen in the direction of flow of the intake air - an air flow meter or air mass meter 106, for example a hot film air mass meter, a temperature sensor 108 for detecting the intake air temperature, a throttle valve 110 and at least one Injector 112 arranged.
- In the exhaust duct 104 are - in the flow direction of the exhaust gas - an exhaust gas sensor 114 and a catalyst 116 arranged.
- a Temperature sensor 118 for detecting the temperature of the internal combustion engine and a speed sensor 120 attached.
- Farther internal combustion engine 100 has, for example, four spark plugs 122 to ignite the air / fuel mixture in the cylinders.
- the output signals mL of the air flow meter or air mass meter 106, TAns of the temperature sensor 108, ⁇ of the exhaust gas sensor 114, TBKM of the temperature sensor 118 and n of the speed sensor 120 become a central control device 124 via corresponding Connection lines supplied.
- the control unit 124 evaluates the Sensor signals and controls via further connecting lines the injector or injectors 112 and the spark plugs 122 at.
- FIG. 2 shows a schematic diagram of the invention.
- a map 200 in which a signal for the speed n of Internal combustion engine 100 and a signal for the load tL are fed will be a signal for the optimal firing angle ⁇ ZOpt determined.
- the signal for the speed n is from the speed sensor 120 generated.
- the signal for the load tL is from the Output signal mL of the air mass meter or air flow meter 106 determined.
- the signal for the optimal ignition angle ⁇ Zopt is in a first input of a node 202 and a first input of a further node 204 fed.
- a signal for an ignition angle threshold value ⁇ ZS is fed in, which is output by a map 206.
- the map 206 has two inputs on which the signal for the speed n of the engine 100 and the signal for the load tL are present.
- the node 202 forms the difference from the Signal for the optimal ignition angle ⁇ Zopt and the signal for the Ignition angle threshold value ⁇ ZS and provides them at its output.
- the output of node 202 is with the input a characteristic curve 208 connected.
- the characteristic curve 208 gives one Threshold ⁇ s for a signal that determines the efficiency of the Internal combustion engine 100 indicates directly or indirectly.
- ⁇ s is fed into a first input of a node 210.
- the second input of node 210 is with connected to the output of a characteristic curve 212, at the input of which Signal for the intake air temperature TAns is present.
- the signal TAns is output by the temperature sensor 108.
- the characteristic curve 212 determines a correction value depending on the intake air temperature TAns d ⁇ for the threshold ⁇ s.
- Junction point 210 adds the threshold value ⁇ s and the correction value d ⁇ and sets the corrected threshold value ⁇ SK determined at its output ready.
- the output of node 210 is a first input of a node 214 connected.
- An actual value ⁇ is the signal indicating the efficiency.
- This actual value ⁇ actual is output by a characteristic curve 216, the input of which the output of node 204 is connected.
- At first Input of node 204 is the signal for the optimal Ignition angle ⁇ ZOpt on and at the second input Signal for the actual ignition angle value ⁇ ZIst, that of a block 218 is output.
- characteristic curve 220 gives an enrichment factor FAnf for the air / fuel ratio.
- the enrichment factor FAnf can be switched to a first via a switch 222 Input of a node 224 are forwarded.
- A is located at the second input of node 224 Signal for the injection time te on. This signal te is in the Node 224 multiplied by the enrichment factor FAnf and with that provided at the exit of node 224
- the injection nozzle 112 or the injection nozzles 112 are activated.
- the switch 222 can be switched between two switch positions become. In a first switch position I connects the switch 222 the output of the characteristic curve 220 with the first Entry of node 224. In a second switch position II, switch 222 connects the output of a memory 228 with the first input of node 224.
- Im Memory 228 is a fixed value for the enrichment factor FAnf stored, usually the value 1.
- the switch is controlled 222 from block 230.
- Block 230 tests one or more Conditions and controls switch 222 depending on the result this test either in switch position I or in Switch position II. The conditions are designed so that a unnecessary or undesirable enrichment of the air / fuel mixture is prevented.
- a predeterminable time period t0 exceeds. With this condition it is ensured that there is a short-term and thus harmless Efficiency deterioration - for example at a brief ignition angle intervention - not an enrichment of the air / fuel mixture comes.
- As further conditions can be queried whether the exhaust gas temperature is higher than a predefinable threshold or whether the catalyst temperature is higher is a predefinable threshold. Only if the corresponding one Threshold is already exceeded, there is a risk of Damage to the exhaust valves, the catalyst or other components of the exhaust system.
- the exhaust gas temperature and / or the catalyst temperature can either use a temperature model be determined or measured.
- Air / fuel mixture may be greased by the Injection time te at node 224 with an enrichment factor FAnf that has a value greater than or equal to 1 is multiplied becomes.
- FAnf an enrichment factor
- An essential aspect of the invention is in that the air / fuel mixture is then enriched, if the actual value ⁇ is the efficiency of the internal combustion engine 100 signal indicating the corrected threshold ⁇ SK falls below.
- This approach is based on the knowledge that the more thermal energy is released into the exhaust gas the lower the efficiency of the internal combustion engine 100 is.
- the comparison between the actual value ⁇ actual and the corrected Threshold value ⁇ SK takes place in node 214. There the difference between the two values is formed and into the Characteristic curve 220 fed. As long as the difference is negative, that is, as long as the actual value ⁇ actual is greater than the corrected one Threshold value ⁇ SK, characteristic curve 220 delivers the value 1, the is called the enrichment factor FAnf has the value 1 and it finds no enrichment instead.
- characteristic curve 220 has an enrichment factor FAnf greater than 1.
- the enrichment factor FAnf can then be linear, for example the difference increase. Depending on the application, it can also another functional relationship between FAnf and the difference come into use.
- ⁇ SK is determined from the threshold ⁇ S.
- the objective when specifying the threshold value ⁇ S is that a critical exhaust gas or catalytic converter temperature, above which damage can occur, is just achieved when the actual value ⁇ actual is equal to the threshold value ⁇ S at a given intake air temperature TAns.
- the threshold value ⁇ S is determined as a function of the difference between the signal for the optimum ignition angle ⁇ Zopt and a signal for an ignition angle threshold value ⁇ ZS.
- ⁇ Zopt is read from the map 200 as a function of the load tL and the speed n.
- ⁇ ZS is read from the map 206 as a function of the load tL and the speed n.
- the difference between ⁇ ZOpt and ⁇ ZS is formed in node 202.
- the intake air temperature TAns to take into account which also the exhaust gas temperature influenced, the threshold value ⁇ S in node 210 with linked to the correction value d ⁇ .
- d ⁇ is dependent on the Intake air temperature TAns read from characteristic curve 212. The Taking the intake air temperature TAns into account is an advantageous one Further development of the invention, d. H. they are too Embodiments without the node 210 and the Characteristic curve 212 is provided.
- the actual value ⁇ actual is made from the deviation using the characteristic diagram 216 of the signal for the actual ignition angle value ⁇ ZIst from the signal determined for the optimal ignition angle ⁇ ZOpt. The stronger this the two signals differ from each other, the smaller the actual value ⁇ is.
- the difference between the signals for ⁇ ZOpt and ⁇ ZIst is formed in node 204.
- the signal for ⁇ ZOpt from the map 200 is dependent determined by the load tL and the speed n.
- the signal for ⁇ ZIst is provided by block 218. Like block 218 the signal ⁇ ZIst generated in detail is for the invention not relevant and is therefore not explained in more detail.
- FIG. 3a A possible course of the characteristic curve 208 is shown in FIG. 3a, that is, the threshold ⁇ S is above the difference the signals for the optimal ignition angle ⁇ ZOpt and the ignition angle threshold ⁇ ZS applied. If there is a difference of 0 the threshold value ⁇ S maximal and falls with increasing difference from.
- FIG. 3b shows a possible course for the characteristic curve 216, that is, the actual value ⁇ actual is over the difference the signals for the optimal ignition angle ⁇ Zopt and the actual ignition angle value is applied. If there is a difference of 0, the Actual value ⁇ is maximum and decreases with increasing difference.
- tie points 202, 204, 210, 214 and 224 each of which combines two input signals perform on an output signal.
- the link is done by subtraction, addition or multiplication.
- in a tie point or other link operations in several link points are performed as described in the text of FIG. 2 and other types of linking operations, e.g. B. the Division.
- the signals involved in the link and the link operation must be coordinated, d. H. the stored values, characteristics and maps are in use corresponding to another link operation to interpret.
- one or more each of the characteristic curves or characteristic diagrams shown in FIG be replaced by a predeterminable value and so the effort be reduced.
- the enrichment factor FAnf as shown in Fig. 2 of the characteristic curve 220 can also be read out by multiplication the difference between the corrected threshold ⁇ SK and the actual value ⁇ Is determined with a constant. Is the If the difference is negative, the enrichment factor FAnf becomes 1 assigned.
Description
ηSK wird aus dem Schwellwert ηS ermittelt. Die Zielsetzung bei der Vorgabe des Schwellwerts ηS besteht darin, daß eine kritische Abgas- oder Katalysatortemperatur, bei deren Überschreiten es zu Schädigungen kommen kann, gerade erreicht wird, wenn bei einer gegebenen Ansauglufttemperatur TAns der Istwert ηIst gleich dem Schwellwert ηS ist. Mit Hilfe des Kennfelds 208 wird der Schwellwert ηS in Abhängigkeit von der Differenz aus dem Signal für den optimalen Zündwinkel αZopt und einem Signal für einen Zündwinkel-Schwellwert αZS ermittelt. αZopt wird in Abhängigkeit von der Last tL und der Drehzahl n aus dem Kennfeld 200 ausgelesen. αZS wird in Abhängigkeit von der Last tL und der Drehzahl n aus dem Kennfeld 206 ausgelesen. Die Differenz aus αZOpt und αZS wird im Verknüpfungspunkt 202 gebildet.
Claims (9)
- Steuersystem für eine Brennkraftmaschine (100), in dem bei einer Unterschreitung eines Schwellwerts (ηS) eines den Wirkungsgrad der Brennkraftmaschine (100) mittelbar oder unmittelbar angebenden Signals das Luft/Kraftstoff-Gemisch angefettet wird, dadurch gekennzeichnet, daß der Schwellwert ηS des den Wirkungsgrad angebenden Signals in Abhängigkeit von der Differenz (αZOpt - αZS) aus einem Signal für einen optimalen Zündwinkel αZopt und einem Signal für einen Zündwinkel-Schwellwert (αZS) aus einer Kennlinie (208) ermittelt wird.
- Steuersystem nach Anspruch 1, dadurch gekennzeichnet, daß die Anfettung des Luft/Kraftstoff-Gemisches abhängt von der Differenz ηS - ηIst aus dem Schwellwert (ηS) und einem Istwert ηIst des den Wirkungsgrad angebenden Signals.
- Steuersystem nach Anspruch 2, dadurch gekennzeichnet, daß bei einer negativen Differenz ηS - ηIst keine Anfettung des Luft/Kraftstoff-Gemisches erfolgt und bei einer positiven Differenz ηS - ηIst mit zunehmender Differenz ηS - ηIst eine zunehmend stärkere Anfettung erfolgt.
- Steuersystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß nur dann eine Anfettung des Luft/Kraftstoff-Gemisches erfolgt, wenn das Zeitintervall (t) seit Unterschreitung des Schwellwerts (ηS) des den Wirkungsgrad angebenden Signals größer ist als ein vorgebbarer Wert (t0) und/oder die Abgastemperatur größer ist als ein vorgebbarer Wert und/oder die Katalysatortemperatur größer ist als ein vorgebbarer Wert.
- Steuersystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der Schwellwert (ηS) des den Wirkungsgrad angebenden Signals mit einem Korrekturwert (dη) versehen wird, der von der Ansauglufttemperatur (TAns) abhängt.
- Steuersystem nach Anspruch 2, dadurch gekennzeichnet, daß der Istwert (ηIst) des den Wirkungsgrad angebenden Signals in Abhängigkeit von der Differenz αZOpt - αZIst des Signals für den optimalen Zündwinkel αZOpt und einem Sigral für einen Zündwinkel-Istwert αIst aus einer Kennlinie (216) ermittelt wird.
- Steuersystem nach Anspruch 1, dadurch gekennzeichnet, daß das Signal für den optimalen Zündwinkel (αZOpt) und das Signal für den Zündwinkel-Schwellwert (αZS) jeweils in Abhängigkeit von der Last (tL) und der Drehzahl (n) der Brennkraftmaschine (100) aus einem Kennfeld (200, 206) ermittelt werden.
- Steuersystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der Grad der Anfettung mittels eines Anfettungsfaktors (FAnf) festgelegt wird, der in Abhängigkeit von der Differenz ηS - ηIst aus dem Schwellwert ηS und dem Istwert ηIst des den Wirkungsgrad angebenden Signals aus einer Kennlinie (220) ausgelesen wird oder berechnet wird.
- Steuersystem nach Anspruch 8, dadurch gekennzeichnet, daß zur Anfettung des Luft/Kraftstoff-Gemisches eine Einspritzzeit (te) mit dem Anfettungsfaktor (FAnf) verknüpft wird.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4415994A DE4415994A1 (de) | 1994-05-06 | 1994-05-06 | Steuersystem für eine Brennkraftmaschine |
DE4415994 | 1994-05-06 | ||
PCT/DE1995/000564 WO1995030827A1 (de) | 1994-05-06 | 1995-04-27 | Steuersystem für eine brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0758429A1 EP0758429A1 (de) | 1997-02-19 |
EP0758429B1 true EP0758429B1 (de) | 1999-04-14 |
Family
ID=6517451
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP95916569A Expired - Lifetime EP0758429B1 (de) | 1994-05-06 | 1995-04-27 | Steuersystem für eine brennkraftmaschine |
Country Status (7)
Country | Link |
---|---|
US (1) | US5829247A (de) |
EP (1) | EP0758429B1 (de) |
JP (1) | JP3636723B2 (de) |
KR (1) | KR100346968B1 (de) |
CN (1) | CN1062640C (de) |
DE (2) | DE4415994A1 (de) |
WO (1) | WO1995030827A1 (de) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4444416A1 (de) * | 1994-12-14 | 1996-06-20 | Bosch Gmbh Robert | Verfahren zur Beeinflussung der Kraftstoffzumessung bei einer Brennkraftmaschine |
US6343596B1 (en) * | 1997-10-22 | 2002-02-05 | Pc/Rc Products, Llc | Fuel delivery regulator |
DE10007242C2 (de) * | 2000-02-17 | 2003-03-20 | Daimler Chrysler Ag | Verfahren und Vorrichtung zum Schutz des Katalysators einer Brennkraftmaschine gegen Überhitzung |
ES2382149T3 (es) * | 2001-08-29 | 2012-06-05 | Niigata Power Systems Co., Ltd. | Motor, dispositivo para controlar la temperatura de escape del motor y procedimiento de control |
JP4089244B2 (ja) * | 2002-03-01 | 2008-05-28 | 株式会社デンソー | 内燃機関用噴射量制御装置 |
EP1671026A4 (de) * | 2003-09-10 | 2015-02-25 | Pcrc Products | Elektronisches kraftstoffregelsystem für kleine motoren |
US7798128B2 (en) * | 2003-09-10 | 2010-09-21 | Pc/Rc Products, L.L.C. | Apparatus and process for controlling operation of an internal combustion engine having an electronic fuel regulation system |
JP2006177241A (ja) * | 2004-12-22 | 2006-07-06 | Nissan Motor Co Ltd | 内燃機関の制御装置 |
US8014938B2 (en) * | 2005-12-29 | 2011-09-06 | GM Global Technology Operations LLC | Fuel efficiency determination for an engine |
DE102006005503A1 (de) | 2006-02-07 | 2007-08-09 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine, Computerprogramm-Produkt, Computerprogramm und Steuer- und/oder Regeleinrichtung für eine Brennkraftmaschine |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6258040A (ja) * | 1985-09-05 | 1987-03-13 | Mazda Motor Corp | エンジンの制御装置 |
US4825836A (en) * | 1986-11-28 | 1989-05-02 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine with turbo-charger and knocking control system |
JPH0270960A (ja) * | 1988-09-05 | 1990-03-09 | Mitsubishi Electric Corp | 内燃機関の制御装置 |
JP2514446B2 (ja) * | 1989-12-25 | 1996-07-10 | 株式会社ユニシアジェックス | ノッキング制御機能付内燃機関の燃料供給制御装置 |
JPH03233162A (ja) * | 1990-02-06 | 1991-10-17 | Mitsubishi Electric Corp | 内燃機関の燃焼制御装置 |
US5107815A (en) * | 1990-06-22 | 1992-04-28 | Massachusetts Institute Of Technology | Variable air/fuel engine control system with closed-loop control around maximum efficiency and combination of otto-diesel throttling |
-
1994
- 1994-05-06 DE DE4415994A patent/DE4415994A1/de not_active Withdrawn
-
1995
- 1995-04-27 WO PCT/DE1995/000564 patent/WO1995030827A1/de active IP Right Grant
- 1995-04-27 JP JP52858695A patent/JP3636723B2/ja not_active Expired - Fee Related
- 1995-04-27 EP EP95916569A patent/EP0758429B1/de not_active Expired - Lifetime
- 1995-04-27 US US08/718,331 patent/US5829247A/en not_active Expired - Lifetime
- 1995-04-27 DE DE59505662T patent/DE59505662D1/de not_active Expired - Lifetime
- 1995-04-27 CN CN95192526A patent/CN1062640C/zh not_active Expired - Fee Related
- 1995-04-27 KR KR1019960706118A patent/KR100346968B1/ko not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
WO1995030827A1 (de) | 1995-11-16 |
CN1146231A (zh) | 1997-03-26 |
CN1062640C (zh) | 2001-02-28 |
EP0758429A1 (de) | 1997-02-19 |
KR970702963A (ko) | 1997-06-10 |
DE59505662D1 (de) | 1999-05-20 |
DE4415994A1 (de) | 1995-11-09 |
JPH10500187A (ja) | 1998-01-06 |
JP3636723B2 (ja) | 2005-04-06 |
US5829247A (en) | 1998-11-03 |
KR100346968B1 (ko) | 2002-12-28 |
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