EP1245809B1 - Méthode de commande du régime de ralenti d'un moteur à combustion interne - Google Patents

Méthode de commande du régime de ralenti d'un moteur à combustion interne Download PDF

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Publication number
EP1245809B1
EP1245809B1 EP20020007155 EP02007155A EP1245809B1 EP 1245809 B1 EP1245809 B1 EP 1245809B1 EP 20020007155 EP20020007155 EP 20020007155 EP 02007155 A EP02007155 A EP 02007155A EP 1245809 B1 EP1245809 B1 EP 1245809B1
Authority
EP
European Patent Office
Prior art keywords
injection amount
engine speed
corrective
speed
neisc
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 - Fee Related
Application number
EP20020007155
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German (de)
English (en)
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EP1245809A2 (fr
EP1245809A3 (fr
Inventor
Toru Kudo
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.)
Denso Corp
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Denso Corp
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Filing date
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Publication of EP1245809A3 publication Critical patent/EP1245809A3/fr
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Publication of EP1245809B1 publication Critical patent/EP1245809B1/fr
Anticipated expiration legal-status Critical
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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
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/008—Electric control of rotation speed controlling fuel supply for idle speed control
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • 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
    • F02D41/16—Introducing closed-loop corrections for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period

Definitions

  • the present invention relates to a method for controlling an idling speed of an internal combustion engine in which an injection amount is controlled by a feedback method so as to keep a target engine speed when a vehicle runs under an idling condition after a driver takes his or her foot off an accelerator while the vehicle runs.
  • An idling speed of an engine becomes stable at a rotating speed where a generated torque of the engine and a load torque caused by a friction in the engine itself balance. For example, if temperature is low, the idling speed is lowered since the friction in the engine itself is increased resulted from an increased viscosity of the engine lubricant oil. However, if the idling speed is lowered, the engine speed gets unstable, therefore there is a possibility that the driver get an uncomfortable feeling. On the other hand, if the idling speed is too high, the engine noise may be increased and the fuel economy may be lowered.
  • idling speed control a method for controlling the injection amount to a value that is necessary to keep the target idling speed even if the load torque of the engine is changed. That is called as an idling speed control.
  • an actual engine speed and a target engine speed obtained based on conditions such as a engine cooling water temperature and a load of a compressor for an air conditioner, and the injection amount is controlled by a PI type feedback method so that the target engine speed is achieved in accordance with a difference between those of the engine speeds.
  • the present invention was accomplished in consideration of the above-mentioned circumstances, it is an abject of the present invention to provide a method for controlling an idling speed of an internal combustion engine, which is capable of approaching the actual engine speed to the target engine speed smoothly during the idling speed control executed when the vehicle runs under the idling condition after the driver takes foot off the accelerator while running the vehicle.
  • the method for controlling the idling speed of the present invention is characterized by executing a injection correcting control for correcting the injection amount in order to suppress an excessive drop of the engine speed (decreasing speed) caused by a feedback control of the injection amount in accordance with a difference between an actual engine speed and a target engine speed.
  • the injection correcting control may comprises a step of calculating a corrective injection amount based on a decreasing speed of the engine speed. It is possible to suppress a decreasing speed of the engine speed relative to a decreasing speed caused by injecting a usual injection amount.
  • the injection correcting control may comprises a step of gradually increasing the corrective injection amount as the actual engine speed approaches to the target engine speed when the actual engine speed closely approaches to the target engine speed so that 100 % of the corrective injection amount affects the engine speed. It is possible to prevent the engine speed from an excessive quick deviation, and the driver is prevented from an uncomfortable shock feeling.
  • the corrective injection amount may be different with respect to an engine load. It is possible to execute the injection correcting control appropriately by varying the corrective injection amount in accordance with the engine load, e.g. the corrective injection amount is increased as the gear ratio is increased.
  • FIG. 1 is a control block diagram of the embodiment
  • FIGS. 2 through 4 are flowcharts showing processing order of an ECU which executes an idling speed control.
  • the idling speed control is applied to a diesel engine 1.
  • the idling speed control executes a feedback control of an injection amount by driving an injection device 3 via an Electronic Control Unit 2 so as to coincide an actual engine speed Ne with a target engine speed Neisc when a vehicle runs under an idling condition after a driver takes foot off an accelerator pedal while running a vehicle. That is, during the driver taking foot off the accelerator, an operating degree of the accelerator is 0.
  • the ECU 2 inputs the operating degree of the accelerator and other sensor signals such as the engine speed Ne.
  • the ECU 2 has a block 2a for obtaining a proportional component of an injection amount in accordance with a difference (Neisc - Ne) between the engine speed Ne and the target engine speed Neisc.
  • the ECU 2 has a block 2b for obtaining an integral component of the injection amount in accordance with the difference.
  • the ECU 2 also has a block 2c for obtaining a differential component of the injection amount in accordance with the decreasing speed of the engine speed.
  • the ECU 2 has a switch block 2d for controlling the differential component in accordance with conditions of the vehicle and the engine.
  • the ECU 2 has adding blocks 2e and 2f for adding the components to obtain a conclusive corrective injection amount Qisc.
  • the ECU 2 has a block 2g for calculating a base injection amount Qbase for maintaining the engine rotation in accordance with the operating degree of the accelerator and the engine speed, for calculating a conclusive injection amount Q by summing the base injection amount Qbase and the conclusive corrective injection amount Qisc, and for controlling the injection device 3 so as to inject and supply the conclusive injection amount Q to the engine 1.
  • a processing order of the idling speed control with the ECU 2 is explained with reference to a base routine shown in FIG. 2 and subroutines shown in FIGS. 3 and 4 .
  • functions of each step are explained step by step.
  • a corrective amount Pi for P term, proportional component is calculated by the following expression (1).
  • the corrective amount Pi is calculated as a base injection amount for an idling speed control.
  • Pi Kp ⁇ Neisc - Ne
  • a step 200 corrective amounts Ii and Di for I and D terms, integral and differential components, are calculated and read into the main routine.
  • a conclusive corrective injection amount Qisc is calculated by summing the corrective amounts Pi, Ii and Di.
  • a step 201 it is determined that whether an initial process is completed or not. In the initial process, for instance, it is determined that whether an engine-starting switch (an ignition key) is turned on or not. If the engine-starting switch is turned on (YES) the process proceeds to a step 202, if the engine-starting switch is already turned on (NO) the process proceeds to a step 203.
  • an engine-starting switch an ignition key
  • steps 203 through 210 conditions of the vehicle are determined into three categories as shown in FIG. 5 .
  • a step 204 it is determined that whether the following EVENT A is satisfied or not.
  • EVENT A Ne ⁇ Neisc + ⁇ N2, or the driver takes foot off the accelerator and Ne is not changed (is stable).
  • ⁇ N2 is a threshold value to determine whether the correction of D term should be stopped or not a shown in FIG. 5 . If the EVENT A is satisfied (YES) the process proceeds to the step 205, if it is not satisfied (NO) the process proceeds to the step 208.
  • a step 207 it is determined that whether the following EVENT B is satisfied or not.
  • EVENT B Ne ⁇ Neisc + ⁇ N1.
  • ⁇ N1 is a threshold value to determine whether the Di term correction should be executed or not as shown in FIG. 5 . If the EVENT B is satisfied (YES) the process proceeds to the step 208, if it is not satisfied (NO) the process proceeds to the step 210.
  • a step 209 it is determined that whether the following EVENT C is satisfied or not.
  • EVENT C Ne ⁇ Neisc + ⁇ N1. If the EVENT C is satisfied (YES) the process proceeds to the step 210, if the EVENT C is not satisfied (NO) the process proceeds to the step 205.
  • the ⁇ N1 is a greater value than the ⁇ N2.
  • a differential component is calculated. The step 212 is activated only when the engine speed is approaching to the target engine speed and the engine speed is within a predetermined range.
  • the process proceeds to a step 213 after calculating the corrective amount Di for the D term by the following expression (2).
  • Di Kd ⁇ dNe / dt
  • Kd coefficient (affecting ratio coefficient)
  • dNe/dt decreasing speed of the Ne.
  • the coefficient Kd is obtained as the product of a coefficient Kd1 and Kd2 as shown in FIGS. 6 and 7 .
  • the coefficient Kd1 is obtained based on a difference between the Ne and the Neisc.
  • the coefficient Kd1 is set to increase the corrective amount gradually so as to affect 100 % of the corrective amount for Di term when the engine speed Ne coincides with the target engine speed Neisc.
  • the coefficient Fd2 is determined by parameters such as an engine load as shown in FIG.
  • the load may be obtained by a signal from a transmission indicative of gear positions. For example, it is necessary to increase torque generated by the engine 1 to obtain an even torque (deceleration) on a driving wheel as a gear position (ratio) is increased. Therefore, the corrective injection amount is also increased.
  • a step 213 the process proceeds to a step 220 after replacing the corrective amount Ii-1 calculated in the last time with the present corrective amount Ii.
  • a step 216 the process proceeds to a step 217 after calculating the corrective amount Ii for the I term by the following expression (3).
  • Ii Ii - 1 + Di
  • a step 218 the process proceeds to the step 220 after calculating the corrective amount Ii by the following expression (4).
  • Ii Ii - 1
  • a step 210 the process proceeds to the step 220 after calculating the corrective amount Ii by the following expression (5).
  • Ii Ii - 1 + f ⁇ Neisc - Ne
  • a step 220 the corrective amounts Ii-1 and Di-1 calculated in the last time are replaced with the corrective amounts Ii and Di calculated in the present process.
  • a corrective injection amount for correcting the injection amount is obtained on a vicinity of the target engine speed (Neisc + ⁇ N2 ⁇ Ne ⁇ Neisc + ⁇ N1). Therefore, it is possible to suppress a decreasing speed of the engine speed relative to a conventional idling speed control using a PI type feedback control. Accordingly, it is possible to prevent the engine speed from an excessive drop (overshoot) with respect to the target engine speed. It is possible to approach the engine speed smoothly to the target engine speed as shown in FIG. 8 with a solid line.
  • a corrective injection amount is calculated and added on a base injection amount when the engine speed is in a vicinity of the target engine speed (Neisc + ⁇ N2 ⁇ Ne ⁇ Neisc + ⁇ N1).
  • the corrective injection amount is calculated based on a decreasing speed dNe/dt of the Ne.
  • the corrective amount is gradually increased by an affecting ratio coefficient Kd1 so that 100 % of the corrective amount is fully effective when the engine speed Ne coincides with the target engine speed Neisc.
  • Kd1 ratio coefficient

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  • 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)

Claims (6)

  1. Procédé de commande d'un régime de ralenti d'un moteur à combustion interne (1), dans lequel dans le procédé une quantité d'injection est commandée par un procédé de rétroaction afin de maintenir un régime moteur cible lorsqu'un véhicule fonctionne dans une condition de ralenti après qu'un conducteur retire son pied de l'accélérateur lors du fonctionnement d'un véhicule,
    dans lequel le procédé comprend les étapes consistant à :
    calculer (2a) une quantité d'injection proportionnelle correctrice (Pi) pour une commande de régime de ralenti conformément à une différence (Neisc - Ne) entre le régime moteur réel (Ne) et le régime moteur cible (Neisc) ;
    calculer (2c) une quantité d'injection différentielle correctrice (Di) sur la base du taux de réduction (dNe/dt) du régime moteur (Ne) ; et
    obtenir (2e, 2f) une quantité d'injection conclusive correctrice (Qisc) pour la commande de régime de ralenti en faisant la somme de la quantité d'injection proportionnelle correctrice (Pi) et la quantité d'injection différentielle correctrice (Di),
    dans lequel le procédé est caractérisé
    en ce que l'étape consistant à calculer (2c) la quantité d'injection différentielle correctrice (Di) sur la base du taux de réduction (dNe/dt) du régime moteur (Ne) est activée seulement lorsque le régime moteur (Ne) est réduit vers le régime moteur cible (Neisc) et seulement lorsque le régime moteur (Ne) est au sein d'une plage prédéterminée, dans laquelle le régime moteur (Ne) est inférieur à un premier seuil et supérieur ou égal à un second seuil, le premier seuil étant supérieur au régime moteur cible (Neisc) selon une première valeur de seuil (ΔN1) et le second seuil étant supérieur au régime moteur cible (Neisc) selon une seconde valeur de seuil (ΔN2) qui est inférieure à la première valeur de seuil (ΔN1).
  2. Procédé selon la revendication 1, comprenant en outre les étapes consistant à :
    calculer une quantité d'injection de base (Qbase) pour faire tourner le moteur conformément à un degré d'actionnement d'un accélérateur (Acc) et au régime moteur (Ne) ;
    calculer une quantité d'injection conclusive (Q) en faisant la somme de la quantité d'injection de base (Qbase) et la quantité d'injection conclusive correctrice (Qisc) pour la commande de régime de ralenti ; et
    injecter la quantité d'injection conclusive (Q) dans le moteur.
  3. Procédé selon la revendication 1 ou 2, dans lequel la quantité d'injection différentielle correctrice (Di) est calculée afin d'augmenter lorsque le régime moteur (Ne) se rapproche du régime moteur cible (Neisc).
  4. Procédé selon la revendication 3, dans lequel la quantité d'injection différentielle correctrice (Di) est calculée de sorte que 100 % de la quantité d'injection différentielle correctrice (Di) affecte la commande de régime moteur lorsque le régime moteur (Ne) coïncide sensiblement avec le régime moteur cible (Neisc).
  5. Procédé selon une des revendications 1 à 3, dans lequel la quantité d'injection différentielle correctrice (Di) est calculée afin d'être différente par rapport à une charge de moteur.
  6. Procédé selon la revendication 5, dans lequel la quantité d'injection différentielle correctrice (Di) est calculée afin d'augmenter lorsque la charge de moteur augmente.
EP20020007155 2001-03-29 2002-03-28 Méthode de commande du régime de ralenti d'un moteur à combustion interne Expired - Fee Related EP1245809B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001095573 2001-03-29
JP2001095573A JP2002295291A (ja) 2001-03-29 2001-03-29 内燃機関のアイドル回転速度制御方法

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EP1245809A2 EP1245809A2 (fr) 2002-10-02
EP1245809A3 EP1245809A3 (fr) 2004-11-10
EP1245809B1 true EP1245809B1 (fr) 2009-01-14

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Publication number Priority date Publication date Assignee Title
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
JP3966096B2 (ja) 2002-06-20 2007-08-29 株式会社デンソー 内燃機関用噴射量制御装置
JP4277677B2 (ja) * 2003-06-27 2009-06-10 株式会社デンソー ディーゼル機関の噴射量制御装置
JP4192759B2 (ja) * 2003-10-31 2008-12-10 株式会社デンソー ディーゼル機関の噴射量制御装置
DE102004001723A1 (de) * 2004-01-13 2005-08-18 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine mit kontinuierlicher Lambda-Regelung
EP1566531A1 (fr) 2004-02-19 2005-08-24 Siemens Aktiengesellschaft Turbine à gas avec carter protégé contre le refroidessement et Méthode de fonctionnement d'une turbine à gas
DE102004044652B4 (de) * 2004-09-15 2006-12-21 Siemens Ag Verfahren zur Regelung einer Brennkraftmaschine im Leerlauf
JP4710888B2 (ja) 2007-08-23 2011-06-29 株式会社デンソー ディーゼル機関の燃料噴射制御装置及びディーゼル機関の燃料噴射量学習方法
JP2009057853A (ja) 2007-08-30 2009-03-19 Denso Corp 内燃機関の燃料噴射制御装置及び内燃機関の燃料噴射量学習方法
FR2923862B1 (fr) * 2007-11-19 2014-05-09 Renault Sas Procede et dispositif de controle d'un moteur a combustion interne lors d'une phase de ralenti.
CA2754137C (fr) 2011-09-30 2012-11-20 Westport Power Inc. Appareil et procede pour l'etalonnage sur place d'un injecteur de carburant de moteur a combustion interne
CN103047034B (zh) * 2012-12-28 2016-02-10 潍柴动力股份有限公司 一种低怠速控制方法及装置
CN115142973B (zh) * 2022-07-01 2023-07-28 奇瑞汽车股份有限公司 发动机怠速防熄火控制方法及装置

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DE3226283A1 (de) * 1982-07-14 1984-01-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Leerlaufregler, insbesondere fuer kraftfahrzeuge
US4520778A (en) * 1983-10-11 1985-06-04 Kokusan Denki Co., Ltd. Method of controlling engine speed for internal combustion engine
DE4112848C2 (de) * 1991-04-19 2001-11-15 Bosch Gmbh Robert System zur Regelung der Leerlaufdrehzahl einer Brennkraftmaschine
FR2707347B1 (fr) * 1993-07-06 1995-09-22 Siemens Automotive Sa Procédé et dispositif de commande du régime d'un moteur à combustion interne en phase de ralenti.

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EP1245809A2 (fr) 2002-10-02
DE60230831D1 (de) 2009-03-05
JP2002295291A (ja) 2002-10-09
EP1245809A3 (fr) 2004-11-10

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