EP0784744B1 - Steuersystem für die kraftstoffzumessung einer brennkraftmaschine - Google Patents
Steuersystem für die kraftstoffzumessung einer brennkraftmaschine Download PDFInfo
- Publication number
- EP0784744B1 EP0784744B1 EP95929720A EP95929720A EP0784744B1 EP 0784744 B1 EP0784744 B1 EP 0784744B1 EP 95929720 A EP95929720 A EP 95929720A EP 95929720 A EP95929720 A EP 95929720A EP 0784744 B1 EP0784744 B1 EP 0784744B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- combustion engine
- threshold
- hot
- value
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
-
- 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
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
-
- 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
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
Definitions
- the invention is based on a control system for metering fuel an internal combustion engine of the genus Main claim.
- This tax system runs under the Signal processing for a given hot start situation a so-called hot start correction of the control signal for the at least one injection signal, with the basis for recognizing the hot start situation are temperature signals.
- a hot start is used when e.g. B. after a brief pause in restart an then still hot internal combustion engine.
- fuel vapor bubbles form in the fuel lines as well as in the injection valve themselves. In a subsequent starting process, these hinder Fuel vapor bubbles then the regular fuel metering. Therefore, under hot start conditions, an extended one Injection signal issued so that even when Fuel vapor bubbles have a certain minimum amount of fuel be made available to the combustion process can. The question of when and how arises long a hot start situation.
- US 4 951 633 also deals with the hot start problem.
- a hot start situation is assumed there if a defined period of time after the ignition is switched off has not expired and both the intake air temperature and the engine temperature also exceeds certain threshold values.
- the hot start situation ends with these known systems then when the engine temperature drops below a threshold value or in the event of another attempt to start.
- the object of the invention is therefore to make the best possible determinations to indicate when and for how long a hot start situation is present. This task is solved with the Combination of features of the main claim.
- Figure 1 shows a qualitative representation of speed and different temperatures in an internal combustion engine before and after their shutdown in connection with the problem of a hot start
- Figure 2 shows a rough overview flow chart in connection with a hot start correction
- Figure 3 is a detailed flow chart showing the conditions for setting and resetting a special bit, that marks a hot start situation.
- FIG. 1 shows the course of speed and various temperatures in an internal combustion engine before and after switching off, plotted over time.
- time t 0 the ignition is switched off in the internal combustion engine, with the result that the speed drops to 0 by a subsequent time t 1 (curve a).
- curve b shows the course of the internal combustion engine temperature: it slowly decreases after the internal combustion engine is switched off. The engine temperature is equated with the temperature of the coolant.
- curve c is the course of the intake air temperature specified. It lies during the normal running of the internal combustion engine usually far below the engine temperature, because continuously new intake air from the warm internal combustion engine is sucked. After this Turning off the engine dries the influx fresher Intake air.
- the intake air in the intake pipe warms up refers to the engine compartment temperature and points out below one approximated to the engine temperature Course on.
- the further characteristic curve (d) shows the time course of the Injector temperature on. This course is through one marked very strong increase and by values that go beyond those of the engine temperature. This is because the injectors in the area of Cylinder head and this part with the internal combustion engine running gets particularly hot.
- the diagram in FIG. 1 illustrates the danger of vapor bubbles forming in the fuel with the very sharp increase and the very high values of the injector temperature.
- the diagram also shows that the injection valve temperature has approximately the course of the intake air temperature and, consequently, the injection valve temperature can be inferred from the intake air temperature. From measurements it is now known in which range critical injection valve temperatures are at which hot start problems are to be expected. In the representation of FIG. 1, this range lies between the times t 2 and t 3 . It is given approximately when and as long as the intake air temperature has a certain amount higher than when the internal combustion engine is switched off. An amount between about 5 ° C and about 20 ° C, for example about 12 ° C, is given here as an example. Of course, this value only applies to a specific internal combustion engine, since other amounts may inevitably apply to other internal combustion engines due to different designs.
- FIG. 2 shows a rough overview of the flow diagram of a program-controlled signal processing system for controlling the fuel metering of an internal combustion engine.
- Block 10 reads in the various operating data.
- the determination of a basic metering signal follows in FIG. 11, which is corrected in the following block 12 so that it can ultimately be provided in an output unit 13 as an injection signal for an injection valve.
- Figure 3 shows in detail a flow chart for determination a hot start situation, which is caused by the hot start bit that is then set B_HS is marked.
- the flow chart of Figure 3 illustrates that a hot start situation then accepted and thus a hot start bit then set when the engine temperature tmot exceeds a first threshold value TMH and additionally an increase in the intake air temperature of delta-tans certain value has occurred since a last measurement Has.
- the last value can be the one that leads to the When the engine was switched off, or however an average or a minimum value during a certain phase before the engine is switched off.
- the new value is obtained at the time of switching on the ignition or the starter, whereby also Averages can be formed.
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)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
Motortemperatur > Schwellwert
und die Differenz zwischen "Ansaugtemperatur bei Start" und "Ansaugtemperatur beim Abstellen" größer ist als ein Schwellwert.
Claims (4)
- Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine mit Mitteln zum Erfassen von Betriebsdaten, einer programmgesteuerten Signalverarbeitunganlage sowie Mitteln zur Ausgabe eines Ansteuersignals an wenigstens ein Einspritzventil,
wobei im Rahmen der Signalverarbeitung bei gegebener Heißstartsituation eine sog. Heißstartkorrektur des Ansteuersignals durchgeführt wird,und Basis für das Erkennen einer Heißstartsituation Temperatursignale sind,
eine Heißstartsituation dann angenommen wird, wenndie Brennkraftmaschinentemperatur tmot höher als eine erste Schwelle TMH liegt unddie Differenz der Ansauglufttemperatur (delta-tans) zwischen einem früheren Wert und dem Wert zu Beginn des neuen Starts betragsmäßig eine Schwelle überschreitet,die Brennkraftmaschinentemperatur tmot unterhalb einer zweiten Schwelle TMGHS liegt odernachdem die Brennkraftmaschine eine bestimmte Luftmenge oder -masse IMLHS angesaugt hat. - Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine, nach Anspruch 1, dadurch gekennzeichnet, daß der Wert für die erste Schwelle TMH zwischen allgemein angebbaren Werten TMH1 und TMH2, etwa im Bereich zwischen 80 und 110°C, vorzugsweise zwischen 95 und 105°C, liegt.
- Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine, nach Anspruch 1, dadurch gekennzeichnet, daß der Wert für die zweite Schwelle TMGHS zwischen werten TMGHS1 und TMGHS2 in der Größenordnung zwischen 70 und 100°C, vorzugsweise zwischen 85 und 95°C, liegt.
- Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine, nach Anspruch 1, dadurch gekennzeichnet, daß der Wert für die bestimmte angesaugte Luftmenge oder -masse IMLHS maximal etwa 4 Kilogramm beträgt.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4435419A DE4435419A1 (de) | 1994-10-04 | 1994-10-04 | Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine |
DE4435419 | 1994-10-04 | ||
PCT/DE1995/001157 WO1996010690A1 (de) | 1994-10-04 | 1995-08-30 | Steuersystem für die kraftstoffzumessung einer brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0784744A1 EP0784744A1 (de) | 1997-07-23 |
EP0784744B1 true EP0784744B1 (de) | 1999-11-17 |
Family
ID=6529905
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP95929720A Expired - Lifetime EP0784744B1 (de) | 1994-10-04 | 1995-08-30 | Steuersystem für die kraftstoffzumessung einer brennkraftmaschine |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP0784744B1 (de) |
JP (1) | JPH10506450A (de) |
DE (2) | DE4435419A1 (de) |
ES (1) | ES2139929T3 (de) |
WO (1) | WO1996010690A1 (de) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19739901B4 (de) * | 1997-09-11 | 2008-04-17 | Robert Bosch Gmbh | Verfahren und Einrichtung zur Steuerung einer Brennkraftmaschine abhängig von Betriebskenngrößen |
DE10005257A1 (de) | 2000-02-05 | 2001-08-09 | Opel Adam Ag | Steuerung für die Kraftstoffzumessung einer Brennkraftmaschine |
DE10014564A1 (de) | 2000-03-23 | 2001-09-27 | Opel Adam Ag | Kraftstoffzumess-System für eine Brennkraftmaschine |
DE10043695A1 (de) | 2000-09-04 | 2002-03-14 | Bosch Gmbh Robert | Verfahren zum Bestimmen einer Heißstartsituation bei einer Brennkraftmaschine |
DE10064653A1 (de) | 2000-12-22 | 2002-07-11 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62168941A (ja) * | 1986-01-21 | 1987-07-25 | Toyota Motor Corp | 燃料圧力制御装置 |
EP0365714B1 (de) * | 1988-10-28 | 1991-09-04 | Siemens Aktiengesellschaft | Verfahren zum Durchführen eines Heissstarts |
DE4039598B4 (de) * | 1990-12-12 | 2008-11-27 | Robert Bosch Gmbh | Heißstartverfahren und -Vorrichtung für eine Brennkraftmaschine |
DE4224893B4 (de) * | 1992-07-28 | 2006-12-07 | Robert Bosch Gmbh | Verfahren zur Kraftstoffzumessung für eine Brennkraftmaschine in Verbindung mit einem Heißstart |
DE4308813A1 (de) * | 1993-03-19 | 1994-09-22 | Bosch Gmbh Robert | Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine |
-
1994
- 1994-10-04 DE DE4435419A patent/DE4435419A1/de not_active Withdrawn
-
1995
- 1995-08-30 JP JP8511249A patent/JPH10506450A/ja active Pending
- 1995-08-30 WO PCT/DE1995/001157 patent/WO1996010690A1/de active IP Right Grant
- 1995-08-30 DE DE59507258T patent/DE59507258D1/de not_active Expired - Lifetime
- 1995-08-30 EP EP95929720A patent/EP0784744B1/de not_active Expired - Lifetime
- 1995-08-30 ES ES95929720T patent/ES2139929T3/es not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
WO1996010690A1 (de) | 1996-04-11 |
DE4435419A1 (de) | 1996-04-11 |
DE59507258D1 (de) | 1999-12-23 |
JPH10506450A (ja) | 1998-06-23 |
EP0784744A1 (de) | 1997-07-23 |
ES2139929T3 (es) | 2000-02-16 |
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