EP0816655A1 - Procédé et dispositif de commande du régime d'un moteur à combustion interne - Google Patents

Procédé et dispositif de commande du régime d'un moteur à combustion interne Download PDF

Info

Publication number
EP0816655A1
EP0816655A1 EP97110317A EP97110317A EP0816655A1 EP 0816655 A1 EP0816655 A1 EP 0816655A1 EP 97110317 A EP97110317 A EP 97110317A EP 97110317 A EP97110317 A EP 97110317A EP 0816655 A1 EP0816655 A1 EP 0816655A1
Authority
EP
European Patent Office
Prior art keywords
engine
injector
speed
value
controlling
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.)
Withdrawn
Application number
EP97110317A
Other languages
German (de)
English (en)
Inventor
Pierluigi Poggi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Marelli Europe SpA
Original Assignee
Magneti Marelli SpA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Magneti Marelli SpA filed Critical Magneti Marelli SpA
Publication of EP0816655A1 publication Critical patent/EP0816655A1/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2403—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially up/down counters

Definitions

  • the present invention relates to a method for controlling the speed of an internal combustion engine.
  • the present invention also relates to a device for controlling the speed of an internal combustion engine, which incorporates the method according to the invention.
  • the method according to the invention finds advantageous application for controlling the idling speed in internal combustion engines, to which the description will make explicit reference without losing in universality as a result of this.
  • the purpose of a method for controlling the idling speed is the stabilization of this speed at a preset value.
  • Methods of control which are currently used provide for the use of a closed-chain control. In these control systems, the value of the desired speed is given as an input; this value is compared with the value of the actual speed in order to obtain an error signal which is input to a control block which outputs the signal for controlling the engine speed.
  • control of the engine speed is actuated by varying the cross section of the induction pipe (typically by varying the position of the throttle valve) and/or on the value of the advance, and consequently on the quantity of fuel injected in order to keep the mixture strength, that is the air/fuel ratio, constant.
  • the aim of the present invention is to produce a method for controlling the speed of an internal combustion engine, which does not have the disadvantages described above.
  • Another aim of the present invention is to produce a device for controlling the speed of an internal combustion engine, which implements said method.
  • a method for controlling the speed of an internal combustion engine is produced, said engine operating with a succession of thermodynamic cycles in order to set in rotation at least one output shaft and comprising at least one injector for carrying out fuel injection, said method being characterized in that it comprises a phase in which said injector is activated in one of said cycles of said engine for an interval which is defined by a mechanical angle of rotation of said output shaft.
  • a device for controlling the speed of an internal combustion engine comprising at least one output shaft, at least one injector for carrying out the injection of fuel, and a sensor for detecting the angle of rotation of said output shaft, said device being characterized in that it comprises a unit for controlling the injector, which unit is connected to said sensor, for activating the injector for an interval defined by a mechanical angle of rotation of said output shaft.
  • 1 indicates an internal combustion engine comprising a fuel supply system 2 with no return.
  • the engine 1 comprises a output shaft (not shown), a cylinder 3 which contains a piston connected mechanically to the output shaft and communicates with a respective induction manifold 4 which ends in an induction valve of said cylinder 3 and in which at least one injector 5 is present for carrying out the injection of the fuel into the induction manifold 4 itself, a fuel tank 6, a fuel pump 7 positioned substantially in the tank 6 for supplying the fuel to the injector 5 through a delivery pipe 8, a central control unit 9, a battery (not shown), and a cooling circuit (not shown).
  • the injector 5 is controlled by the central unit 9 by means of an ON/OFF type control, that is the injector 5 can assume only two states: on and off. In these states, the injector 5 carries out or does not carry out respectively the injection of fuel into the induction pipe 4.
  • the delivery of fuel injected by the injector 5 depends partly on the construction characteristics of the injector 5 itself, and partly on the difference in pressure between the two ends of the injector 5. This pressure difference can be considered to a first approximation to be constant during normal operation of the engine, and it is therefore clear that the quantity of fuel injected is directly proportional to the time during which the injector is activated.
  • the fuel pump 7 comprises a pump 10 operating at a relative pressure which is typically between 4 and 6 bar, and a pressure regulator 11 for keeping the supply pressure of the fuel at a constant value (typically between 3 and 3.5 bar in relation to the pressure prevailing in the tank 6).
  • the injectors 5 are normally located (as illustrated in Figure 1) as close as possible to the induction valve whereas, in the case of engines with single-point injection, that is with a single injector for all the cylinders 3, the injector 5 is normally located immediately upstream of the throttle valve 12.
  • the central control unit 9 has various input and output connections for controlling all the functions of the engine 1: in Figure 1, the connections which are significant for the purposes of the description of the method according to the present invention and other connections as examples are illustrated.
  • 13 indicates the connection between the central control unit 9 and the injector 5, by means of which the central control unit controls the operation of the injector 5;
  • 14a indicates the connection to a sensor 14, in particular an encoder, for detecting the angular position of the output shaft (by deriving this value, the central control unit 9 can calculate the value of the angular velocity of the output shaft),
  • 15a indicates the connection to a sensor 15 for detecting the temperature of the cooling liquid
  • 16a indicates the connection to a sensor 16 for detecting the section of the induction pipe, typically by acting on the position of the throttle valve 12
  • 17a indicates the connection to a sensor 17 for detecting the temperature of the air present in the induction manifold 4
  • 18a indicates the connection to a sensor 18 for detecting the pressure of the air present in the induction manifold 4 (this pressure value is often indicated as the engine charging value)
  • 19a indicates the connection to a sensor 19 for detecting the voltage of the battery.
  • cylinder 3 cycle is intended to mean all the typical operating phases of an internal combustion engine; in the case of a four-stroke internal combustion engine, these phases are: induction, compression, combustion and exhaust.
  • the central control unit 9 contains in its interior a unit 20 intended for controlling the idling speed of the engine 1.
  • the unit 20 is activated by the central control unit 9 when the conditions for controlling the speed are met, typically when there is a lack of accelerator control and the speed of the engine is lower than a predetermined threshold value.
  • the unit 20 for controlling the idling speed receives as an input a desired speed value (this value is normally stored in a memory 21 of the central unit 9) and its task is to perform the operations necessary in order that the actual speed of rotation of the engine drifts as little as possible from this desired value.
  • regulation of the idling speed is carried out by controlling the air/fuel mixture strength, that is the mass ratio of the mixture between parts of air and parts of fuel.
  • the operation of a modern internal combustion engine normally takes place with an air/fuel mixture strength equal to the stoichiometric ratio for reasons of problems of containing pollutant emissions (essentially for good operation of the catalytic convertor on the exhaust).
  • Varying the strength of the mixture from the stoichiometric value may lead to an overall rise in the pollutant emissions of the engine, which is normally small. In controlling the idling speed, this increase is negligible, however, because it occurs during an operating state, the idling speed, which in total produces a few per cent (up to 3%) of the total pollutant emissions of an engine.
  • control of the injector 5 is preferable because it is faster and more accurate, particularly for small variations such as those used in controlling the strength, compared with control of the throttle valve 12.
  • Controlling the idling speed by varying the mixture strength can be implemented using a simple closed-chain control, into which the desired idling speed is input; this value is compared with the value of the actual speed to obtain an error signal; this error signal is input to a control block which outputs the command signal to the member for controlling the mixture strength.
  • an innovative method for controlling the strength of the mixture, using the injector 5 as the control member.
  • the injector 5 is not activated starting from one moment in time to a second moment in time but is instead activated starting from a first mechanical angle alpha1 of the engine to a second mechanical angle alpha2 of the engine.
  • This solution can be implemented easily by means of the encoder 14 because the idling speed control unit of the central unit 9 receives as an input from the encoder 14 the value of the current engine angle and activates the injector 5 when the engine angle is between alpha1 and alpha2.
  • the time during which the injector 5 is activated is shorter because, as the engine is rotating more quickly, it will take less time to pass through the angular interval delta. Consequently, less fuel is injected into the cylinder 3, therefore the torque will be decreased, and consequently the engine 1 will tend to slow, that is to decrease the angular velocity of the output shaft, thereby returning to the initial conditions.
  • G indicates the delivery of the injector 5 which is assumed to be constant
  • t indicates the injection time interval
  • q indicates the quantity of fuel injected in one cycle of the cylinder 3
  • A indicates the angular interval of operation of the injector 5
  • n indicates the angular velocity of the engine
  • the variation of the torque (dc) also depends on the square of the number of revolutions, and therefore if the engine speed is transitory, i.e. is varying in time, then for the same angular interval of opening of the injector, the quantity of fuel injected, and therefore the torque produced, varies as the moment of starting injection varies. For example, if the engine slows, starting the injection later, with the same angle of opening, makes it possible to obtain greater torque, because the engine is turning more slowly and therefore takes more time to pass through the angle of opening, and therefore more fuel is injected.
  • the method and the device according to the present invention have numerous advantages.
  • the device according to the present invention is of extremely simple construction and therefore highly economical.
  • the only sensor required, that is the encoder, is already provided for other purposes in all internal combustion engines of the latest generation.
  • the device and the method according to the present invention guarantee a very fast response speed. This speed is accounted for by two factors: the absence of control response delays and the rapidity of response of the engine speed to changes in the strength of the air/fuel mixture.
  • the absence of response delays is intrinsic to the method itself because the quantity of fuel injected depends directly (that is without any intermediate stage and therefore without any delay) on the speed of the engine.
  • internal combustion engines respond much more quickly in terms of engine speed to variations of the strength of the mixture than to variations of the section of the induction pipe (typically achieved by varying the position of the throttle valve). This difference in response speed is considerable and can vary by a factor which varies from a minimum of 5 to a maximum of 10.
  • controlling the strength makes it possible to achieve a substantial effect on the speed of the engine in addition to guaranteeing great rapidity of response.
  • the method according to the present invention can advantageously be used for stabilizing any engine speed, not necessarily idling speed. It can therefore be used in controlling internal combustion engines which have to rotate at constant speeds such as, for example, electricity-generating engines.
  • the method according to the present invention could, for example, be used to respond rapidly to variations in engine speed with a subsequent, and much slower, adaptation of the other control variables (throttle, advance and others).
  • the working point of the engine as a whole is determined by an optimized combination of all the control variables (injection, throttle, advance and others), while variations about this working point are carried out uniquely or mainly by means of controlling the strength of the mixture according to the procedure according to the present invention.

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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP97110317A 1996-06-27 1997-06-24 Procédé et dispositif de commande du régime d'un moteur à combustion interne Withdrawn EP0816655A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT96BO000355A IT1285972B1 (it) 1996-06-27 1996-06-27 Metodo e dispositivo di controllo del regime di un motore endotermico
ITBO960355 1996-06-27

Publications (1)

Publication Number Publication Date
EP0816655A1 true EP0816655A1 (fr) 1998-01-07

Family

ID=11341491

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97110317A Withdrawn EP0816655A1 (fr) 1996-06-27 1997-06-24 Procédé et dispositif de commande du régime d'un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP0816655A1 (fr)
BR (1) BR9702537A (fr)
IT (1) IT1285972B1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3741176A (en) * 1971-01-15 1973-06-26 Bosch Gmbh Robert Pulse generator for controlling the valves of an internal combustion engine
US4232647A (en) * 1978-11-13 1980-11-11 The Bendix Corporation Control circuit for diesel injection system
JPS59155540A (ja) * 1983-02-23 1984-09-04 Japan Electronic Control Syst Co Ltd エンジンの電子制御燃料噴射装置
WO1991017350A1 (fr) * 1990-05-10 1991-11-14 Robert Bosch Gmbh Procede et dispositif pour la determination de la quantite de carburant a fournir a un moteur a combustion interne avec injection par intermittence, en cours de fonctionnement
GB2257806A (en) * 1991-06-19 1993-01-20 Volkswagen Ag Fuel injection pulse control.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3741176A (en) * 1971-01-15 1973-06-26 Bosch Gmbh Robert Pulse generator for controlling the valves of an internal combustion engine
US4232647A (en) * 1978-11-13 1980-11-11 The Bendix Corporation Control circuit for diesel injection system
JPS59155540A (ja) * 1983-02-23 1984-09-04 Japan Electronic Control Syst Co Ltd エンジンの電子制御燃料噴射装置
WO1991017350A1 (fr) * 1990-05-10 1991-11-14 Robert Bosch Gmbh Procede et dispositif pour la determination de la quantite de carburant a fournir a un moteur a combustion interne avec injection par intermittence, en cours de fonctionnement
GB2257806A (en) * 1991-06-19 1993-01-20 Volkswagen Ag Fuel injection pulse control.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 009, no. 003 (M - 349) 9 January 1985 (1985-01-09) *

Also Published As

Publication number Publication date
ITBO960355A0 (it) 1996-06-27
IT1285972B1 (it) 1998-06-26
BR9702537A (pt) 1998-09-01
ITBO960355A1 (it) 1997-12-27

Similar Documents

Publication Publication Date Title
JP3403728B2 (ja) 空燃比制御方法
US4391253A (en) Electronically controlling, fuel injection method
US6009852A (en) Engine idle rotation speed controller
US4403584A (en) Method and apparatus for optimum control for internal combustion engines
US5722359A (en) Apparatus for controlling lean-burn engine
US4596221A (en) Transient injection timing control
US6688282B1 (en) Power-based idle speed control
US6145489A (en) Torque controller for internal combustion engine
US6240895B1 (en) Method for operating an internal combustion engine mainly intended for a motor vehicle
US4711211A (en) Fuel injection apparatus for internal combustion engine
US6283101B1 (en) Method of controlling exhaust recycling in an internal combustion engine
CN1364216B (zh) 运行多缸内燃机的方法
US5014668A (en) Method and system for adjusting the lambda value
JPH1182090A (ja) 内燃機関の制御装置
US4543634A (en) Electronic engine control system
US5476085A (en) Method for metering fuel to an internal combustion engine in conjunction with a hot start
US4829963A (en) Method for the regulation of the mixture composition in a mixture-compressing internal combustion engine
US6446596B1 (en) Method of operating an internal combustion engine
US6539914B1 (en) Internal combustion engine, a control element for the internal combustion engine, and method for operating the internal combustion engine
US5894829A (en) Method for regulating the full-load injection quantity of a diesel internal combustion engine
US6805091B2 (en) Method for determining the fuel content of the regeneration gas in an internal combustion engine comprising direct fuel-injection with shift operation
US4387687A (en) Control apparatus for a fuel metering system in an internal combustion engine
EP0816655A1 (fr) Procédé et dispositif de commande du régime d'un moteur à combustion interne
US7873462B2 (en) Method and device for air pilot control in speed-controlled internal combustion engines
JP2002519559A (ja) 内燃機関の作動方法

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE ES FR GB SE

17P Request for examination filed

Effective date: 19971205

AKX Designation fees paid

Free format text: DE ES FR GB SE

RBV Designated contracting states (corrected)

Designated state(s): DE ES FR GB SE

17Q First examination report despatched

Effective date: 19990323

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19990803