JPH0574698B2 - - Google Patents

Abstract

1. Claims for contracting states AT, IT Method is conjunction with a control or regulation system for the speed of an internal combustion engine in the case of idling via an electromechanical final control element, for controlling the air quantity or mass taken in by means of an adaptation of the shape of a characteristic of the continuously operating final control element of the internal combustion engine by converting the controlling variable (Qset , mset ) fed to the final control element (12, Id-ACT.) by the control or controller output into an adapted electrical manipulated variable (tau) for the final control element in which the controlling variable (Qset , mset ) is combined multiplicatively and/or by summation with at least one stored value (I1 , I2 ) influencing the offset and/or the slope of the characteristic of the final control element, the stored values representing an output signal of in each case one control loop which is activated in the event of certain operating conditions and, from a comparison of the controlling variable (Qset , mset ) with an actual measured value of the air-mass or air-quantity measuring device, generates the output signal with which at least one of the stored values (I1 , I2 ) is altered to produce a relatively slight control deviation, the value thus altered being stored at the temporal end of the particular operating condition. 1. Claims for contracting states DE, FR, GB Method is conjunction with a control or regulation system for the speed of an internal combustion engine in the case of idling via an electromechanical final control element, for controlling the air quantity or mass taken in by means of an adaptation of the shape of a characteristic of the continuously operating final control element of the internal combustion engine by converting the controlling variable (Qset , mset ) fed to the final control element (12, Id-ACT.) by the control or controller output into an adapted electrical manipulated variable (tau) for the final control element in which the controlling variable (Qset , mset ) is combined multiplicatively or by summation with at least one stored value (I1 , I2 ) influencing the offset and/or the slope of the characteristic of the final control element, the stored values representing an output signal of in each case one control loop which is activated in the event of certain operating conditions and, from a comparison of the controlling variable (Qset , mset ) with an actual measured value of the air-mass or air-quantity measuring device, generates the output signal with which at least one of the stored values (I1 , I2 ) is altered to produce a relatively slight control deviation, the value thus altered being stored at the temporal end of the particular operating condition, characterized in that an interlocking of offset and slope adaptation takes place to the effect that, after each slope adaptation, an offset adaptation (Qset = Qactual ) first of all takes place before another slope adaptation is enabled.

Description

[Detailed description of the invention] (a) Technical field The present invention relates to a method and apparatus for matching characteristics of operating equipment,
More specifically, in particular, the characteristics of the operating equipment are harmonized in order to eliminate the amount of disturbance acting on the operating equipment that controls the amount of air supplied to the internal combustion engine during idling, controls the idling charging efficiency of the internal combustion engine, and other undesirable amounts. The present invention relates to a method and apparatus for matching characteristics of operating equipment.

(b) Prior art Conventionally, particularly in the field of automatic control, a drive signal (operation signal) obtained from a controller is input to an arbitrary operating device and a closed loop or open loop is performed to determine a predetermined value or amount or to determine a position. Settings are being made. In this case, the regulator processes the predetermined input signals and takes into account the variables obtained by the actuation of the control device in order to carry out the adjustment. Even in this type of control, disturbance amounts and other undesirable influence amounts mainly due to the characteristics of the operating equipment occur. In other words, the operation characteristics of the operating device do not necessarily correspond to the target value input to the operating device. In such a case, a problem arises in that the deviation becomes significant and the amount of overshoot increases depending on the time constant, or the control becomes very slow.

For example, consider the case where the operating device is an operating device that performs idling filling efficiency control (LFR) of an internal combustion engine that controls the amount of air supplied to the internal combustion engine.
Conventional idle speed adjustment (idling speed control)
is carried out as follows. That is, the idling speed regulator is supplied with various variables representing the actual operating state of the internal combustion engine, such as intake pipe pressure, actual engine speed, desired target engine speed during idling, and other peripheral data such as throttle valve position, bypass valve position, etc. , various data such as data regarding the amount of air inhaled or the mass of air are input. The idling speed regulator generates a drive signal (which is also a setpoint value at the same time) on the basis of these quantities, for example an air flow setpoint value Q〓soll or an air mass setpoint value m〓soll (hereinafter referred to as air volume setpoint value), and this signal is input to the idling control device. The idling operating device controls the air amount by changing, for example, the opening cross-sectional area of the bypass valve in accordance with the air amount target value inputted to the operating device.

In controlling the idling charging efficiency of an internal combustion engine, various conditions must be met, such as minimizing fuel consumption and maintaining a constant minimum idling speed even if the load suddenly changes. German Patent Publication No. 3039435
In the case of the idling speed regulator described in the above publication, the idling speed regulator is designed to reduce the deviation, if it occurs, to a small value or to zero. However, fluctuations in rotational speed ultimately appear as a result of the internal combustion engine pipes reacting to external quantities, and it inevitably takes a certain amount of time for the action exerted on the internal combustion engine to act on the internal combustion engine and for a reaction to occur. The problem is that it passes. Therefore, especially during idling, where the rotational speed is maintained at a low speed, there is a risk that the internal combustion engine will stop if a large load, such as a cooler, is suddenly applied. This problem is aggravated by the fact that the characteristics of the operating devices are significantly dependent on the respective temperature and the supply voltage of the internal combustion engine. The idle control device usually serves to adjust the opening cross-section that supplies the required amount of air to the internal combustion engine tubes and can be configured as an electromagnetic transducer (in this case an anti-inductor (EWD) or a solenoid valve actuating the valve). . If the idling operating device is cooling, the operating device windings require a large current and a corresponding mismatch occurs. A similar problem occurs when power supply voltage fluctuations become large. Therefore, in order to minimize such mismatches, the idling operating device must be of complex construction and must have characteristics that can be accurately reproduced.

Furthermore, even if the idling operating device is able to function without problems, there is an unavoidable dependence on the position of the throttle valve, and leakage air may occur even in the idling position, or the amount of air leakage may occur due to the idling operating device. It depends largely on the cross-sectional opening.

(c) Purpose Therefore, the present invention has been made to eliminate such conventional drawbacks, and provides an operating device that matches (corrects) drive signals supplied to operating devices and enables accurate control. The purpose of the present invention is to provide a characteristic matching method and apparatus.

(D) Structure of the Invention In order to achieve this object, the present invention provides an internal combustion engine that is driven by a drive signal τ formed according to a target value of air amount Q In the method for matching the drive characteristics of the operating device 12 that controls the amount of air supplied to the internal combustion engine, the target value and the actual value of the amount of air supplied to the internal combustion engine are determined.
A difference value ΔQ〓 of Q〓ist is formed, and by integrating the difference value, a first integral value (K1) for performing offset matching corresponding to parallel movement of the characteristic curve of the operating device, and A second integral value (K2) is formed for performing an inclination alignment corresponding to a rotation at a predetermined pivot point of A multiplicative combination with the integral value of is carried out, so that a drive signal for the actuating device is formed such that the setpoint value and the actual value of the air volume are approximately equal, after or with each slope adjustment. A configuration is adopted in which the offset matching is performed and then a new slope matching is performed.

Furthermore, the present invention provides an operating device 12 which is driven by a drive signal τ formed according to a target value of air amount Q In the characteristics matching device of the operating equipment that matches the drive characteristics of the internal combustion engine, the target value and actual value of the amount of air supplied to the internal combustion engine
an offset integrator I1 that integrates the difference value ΔQ of Q〓ist and performs offset matching corresponding to the parallel movement of the characteristic curve of the operating device; a slope integrator I2 that performs slope matching corresponding to , means S1 for additively combining the target value of the air amount and the output signal (K1) of the offset integrator; means M for multiplying the output signal (K2) of the integrator; A multiplicative combination is performed so that a drive signal for the operating device is formed such that the setpoint value and the actual value of the air volume are approximately equal, in which case the offset matching is carried out after or together with each slope adjustment. We also adopted a configuration in which new slope matching was subsequently performed.

(e) Examples The present invention will be described in detail below according to examples shown in the drawings.

The following is an internal combustion engine (gasoline engine)
This is an example of optimizing the idling filling efficiency control (control of the amount of air supplied to the internal combustion engine during idling) (LFR) of the engine. In that case, the target value of air volume Q〓soll obtained from the idling speed regulator is converted into Q〓ist via the characteristic matching circuit and the idling operation device.Q〓sollQ〓ist
Control is performed so that

The basic idea of the present invention is to act additively, multiplicatively, or both on the target value obtained from the idling speed regulator, thereby controlling the characteristics of the idling operating device and the amount of leakage air at each point in time. We are trying to provide compensation. In this way, adjustment of the leakage air amount via the bypass path can be omitted.

In Fig. 1, the idling speed regulator is designated by the symbol 10.
Further, an operating device (idling operating device) which receives a signal obtained from the idling speed regulator via the characteristic matching circuit 11 is indicated by reference numeral 12. In this embodiment, the idling control device (LL-S) is a means or device for adjusting the effective cross section of the intake pipe of the internal combustion engine 13 by expanding or contracting the bypass passage or by adjusting the throttle valve.

The air Q〓ist that the internal combustion engine 13 finally obtains is the amount of air sent through the idling operating device, that is, the amount of air obtained by driving the operating device, and the amount of leakage air Q flowing through the throttle valve. It consists of 〓l. The air amount target value Q〓soll or m〓soll obtained from the idling speed regulator 10 is converted into a drive signal (operation signal) τ by the characteristic matching circuit 11 according to the present invention, and this signal is inputted to the idling operation device 12. . Idling control device 1
A predetermined amount of air is set by 2, and leakage air is
It merges with Q〓l to obtain the actual intake air flow rate Q〓ist (or air amount m〓ist). In this case, the alignment according to the invention is carried out slowly while checking the driving conditions. In the circuit shown in FIG. 1, reference numeral 11 indicates a proportional element with an amplification degree (gain) of 1, and therefore has no effect on stability. This characteristic matching circuit forms a signal of τ=τ ₀ +m・Q〓 (third
(see figure).

In order to match the characteristics (curves) of the operating equipment, an integrator I1 is provided for offsetting the operating equipment characteristic curve, ie, moving the zero point, and an integrator I2 is provided for changing the slope of the characteristic curve. These integrators operate only when predetermined driving conditions are obtained and characteristic matching is achieved. For this purpose, an actuating element FG1 is connected to the offset integrator I1, and an actuating element FG2 is connected to the integrator I2 for changing the slope.

The integrator I2 thereby acts multiplicatively on the setpoint value obtained from the regulator 10 via the multiplier M with a multiplication factor, and the offset correction value obtained from the integrator I1 acts additively on the summing point S1. act.

In both integrators I1 and I2, the difference value ΔQ〓 of the air amount corresponding to the deviation between the target value (Q〓soll or m〓soll) and the actual value (Q〓ist or m〓ist) is added to the second addition point, that is, It is input via comparison point S2. The actual value of the air volume Q〓ist can be obtained by means of an air volume sensor placed in the intake pipe or by other well-known methods.

Therefore, by varying two parameters, namely the offset value K1 and the slope
Compensate the characteristics by changing K2 to obtain the desired relationship.
It can be controlled so that Q〓ist=Q〓sol is obtained. Integrator I1,I to obtain a predetermined initial value
Addition points S3 and S4 are connected to the subsequent stage of 2, and an initial value K10 for the offset and an initial value K20 for the slope are input to the addition points.

Matching of the characteristics of the idling operating device (LL-S) and the leakage air amount to Ql is performed as follows. The offset integrator I1 is operated only when the throttle valve is closed for a predetermined time (T1=f(n)) or more and the engine speed n is in the idling range. For this purpose, the throttle valve position signal DK and the rotational speed signal n are applied to the integrator I1 and the actuating element FG1, and the offset integrator I1 is actuated only when these two conditions are met.

On the other hand, rotate the characteristic value (change the slope)
The integrator I2, which acts strongly on the drive signal τ, that is, in a multiplicative manner,
It is activated only when closed (for example 100ms).

For T2, T2<t<T1=f(n) holds true, which makes it possible to suppress the excessive characteristics of the air amount sensor and the errors based thereon. Q〓soll when performing further slope matching
is a value larger than the value Q〓soll just before opening the throttle valve. That is, the operating point Q = soll of slope matching performed based on the value of integrator I2 is the operating point of offset matching performed based on the value of integrator I1.
Slope matching is performed only when Q = soll or higher.

FIG. 3 shows a characteristic curve Q=f(τ) of the operating device, which is related to power supply voltage, temperature, differential pressure, leakage air amount, etc.

The shaded area in the figure is a characteristic curve for emergency running, which is not affected by the method according to the invention, and is shown for reference. 1 is the standard characteristic curve in the initial state, 2 is the characteristic curve after matching by offset,
3 is a characteristic curve after matching by slope, which becomes a characteristic curve of an actual operating device. First, as a first step, the operating point is moved as shown by arrow A by offset. The subsequent ramp multiplication operation of the second step (arrow B) must not occur at an operating point below the offset operating point. This is because in that case the opposite undesirable effect occurs. Therefore, tilt alignment is always performed at an operating point above the offset operating point.

For this purpose, a condition is added to the actuating element FG2, for example, that the inclination is adjusted only when an air quantity greater than the minimum air quantity that occurs during idling is obtained.

To achieve this condition, a memory SB is provided to store the current Q〓soll (or m〓soll) when the throttle valve is opened, and store the throttle valve position signal DK and
The value of Q = soll is input. The above storage is equivalent to storing the operating point after being matched by the offset integrator I1. When performing the second step of inclined engagement, it is checked whether the currently requested air volume target value Q〓soll, m〓soll is greater than the previously stored value, and only if this is the case. Tilt alignment is performed. A circuit for comparing both setpoint values is designated VG in FIG.

This condition can also be supplementarily replaced with the following condition. That is, the slope is adjusted when the actual rotational speed is above a predetermined rotational speed, that is, when n>n _LL (idling rotational speed) +500/min. This is because when the rotational speed is high, the operating point is considered to have characteristics higher than the idling point, so it is on the correct characteristic curve. This increase in rotational speed occurs, for example, when the accelerator pedal is depressed or during engine braking. However, it should be noted that such an alternative should be used auxiliary and it is preferable to store the setpoint value before opening the throttle valve.

Furthermore, an addition point S5 is provided before the multiplier M, and subtraction of the target value Q= ₀ is performed there. This optimizes the operating area. In that case, it is better that the value of Q〓 ₀ is not larger than the minimum air amount target value, so the amount that reaches the multiplier M after passing through the addition point S5 is preferably always a value greater than zero (of course, if Q〓 ₀ is (It may be larger than the minimum air volume target value). By adding the value of this negative Q〓 ₀ , it becomes possible to place the turning point of the characteristic curve as close to the operating point as possible. Considering the case where the input _Q〓0 values are different from each other on the operating point, the characteristics can be matched simply by integrating, that is, by adjusting the offset and adjusting the slope.
However, even if the value of Q〓 ₀ deviates from the operating point and the rotation point is at a low point, it is possible to reduce the integration process as a whole.

Also, increase the time constant of each integrator I1, I2,
The effect of characteristic matching can be made slow so that it does not affect the original idling charging efficiency control.

It is also possible to improve the matching of the characteristic curves of the operating device according to the invention, reducing the integration steps and thus matching more rapidly or avoiding mismatches. That is, the throttle valve is closed and the slope integrator I
When the offset integrator I1 is not activated and a predetermined time T2 has elapsed, the offset integrator I1 is always driven. Also, let Q〓sp be the value stored when the throttle valve is opened, and ΔQ〓 be the predetermined air amount, Q〓ist≧Q〓sp＋ΔQ
〓
The slope integrator I2 is driven only when . In addition, after each slope matching, offset matching is performed successfully,
(Q〓soll=Q〓ist), followed by a new slope match. Further, at the same time as adjusting the slope, the offset integrator I1 is also adjusted in accordance with a predetermined calculation formula, so that the characteristic curve is rotated not around _Q〓0 but around the previous operating point Q〓sp. In this way, the number of required integration steps can be reduced to one if T1 is quite large.

Normally, perfect alignment cannot be obtained by performing tilt matching and offset matching once, so if tilt matching is repeated multiple times and offset matching is not performed in between, tilt matching will always be performed at the same rotation point and will be effective. As mentioned above, if an offset match is performed after each slope match or with each slope match, and then a new slope match is performed, the next slope match will be performed before the next slope match. Because the offset matching is performed around a rotation point that more closely matches the actual situation, it is possible to obtain a drive signal for the operating equipment that makes the target value and actual value of the air volume almost equal with high accuracy through a small number of matchings. becomes possible.

In order to utilize such a method for idle fill efficiency control according to the invention, a circuit block FB is provided as illustrated in FIG.
This block FB has the function of locking both integrators to each other, and this circuit block FB contains the output signal of the memory SB which stores the value Q〓sp when the throttle valve was last opened, the two integrators and the related information. The output signals from the actuating elements are respectively inputted. The output signal of this block FB is input to actuating elements FG1 and FG2. Thereby, the offset integrator is activated via the actuating element FG1 whenever the above-mentioned condition is met, ie, when the throttle valve is closed and the integrator I2 is not activated and the time T2 has elapsed. Also, this block FB causes the slope integrator to operate only when the actual air amount signal Q ist is greater than or equal to the sum of the value stored when the throttle valve is opened and the predetermined air amount. In this way, the slope matching allows a relatively strong influence on the drive signal.

In addition, since the circuit block FB functions to mutually lock the operations of the offset integrator and the slope integrator, strong matching is achieved by changing the slope, and in the meantime, the leg point or rotation point is also matched by the offset matching. This can be prevented.

Although the embodiments described above are illustrated as block diagrams, they may be implemented in analog, digital or hybrid configurations, and may be implemented using program-controlled devices such as microprocessors, microcomputers, digital logic circuits, etc. It is also possible to implement this using a digital device.

Further, the present invention can be applied not only to idling operating equipment but also to any operating equipment in an automatic control system.

As explained above, in the present invention, compensation for undesirable amounts such as the characteristics of the operating device or other disturbance amounts can be performed regardless of the characteristics of the operating device. The advantage is that there is no need to configure the idling control device in a particularly complex manner. As described above, according to the present invention, even with a simple configuration of operating equipment, when measuring the amount of air, it is possible to make the driving state of the internal combustion engine irrelevant. The abundance of driving states can be significantly reduced. Furthermore, since the present invention is independent of the amount of leaked air, engine adjustment is not required, and it is possible to match the characteristics of the operating equipment in the entire control area so as not to affect the original idling charging efficiency control. .

In addition, according to a preferred embodiment of the invention, the reduction in integration steps and therefore rapid alignment is achieved by:
That is, the offset integrator is also adjusted according to a predetermined calculation formula at the same time as the slope is adjusted, so that the characteristic curve can be rotated around the operating point of the actual value of the air amount stored when the aperture was previously opened.

Furthermore, the misalignment caused by multiple tilt matches can be avoided by first performing an offset match after each tilt match, and then performing a new tilt match. In that case, the offset integrator is activated whenever the throttle valve is closed and the slope integrator is inactive and a predetermined lock time has elapsed. Additionally, the slope integrator is normally activated only when the actual amount of air becomes greater than the sum of the value stored when the throttle valve is open and a predetermined amount of air.

(f) Effects As explained above, in the present invention, the first integral value for offset matching and the second integral value for slope matching are determined according to the difference value between the target value and the actual value of the amount of air supplied to the internal combustion engine. an integral value is formed, and the desired value of the air quantity is combined additively with the first integral value and multiplicatively with the second integral value so that the desired value and the actual value of the air quantity are approximately equal. A drive signal for the operating device is formed. In that case, offset alignment is performed after each tilt alignment or with each tilt alignment, and then a new tilt alignment is performed, so that the next tilt alignment will be performed at a rotation point that more closely matches the actual situation due to the previous offset alignment. can be carried out mainly on
Therefore, by performing matching a small number of times, it is possible to obtain a driving signal for the operating device with high precision so that the target value and the actual value of the air amount are approximately equal.

[Brief explanation of drawings]

Figure 1 is a block diagram showing the configuration of the idling speed regulator and idling operating equipment, and Figure 2
The figure is a block diagram showing details of the characteristic matching circuit, and FIG. 3 is a diagram illustrating the operation of matching the characteristics of the operating equipment. DESCRIPTION OF SYMBOLS 10... Idling speed regulator, 11... Characteristics matching circuit, 12... Operating device, 13... Internal combustion engine, I1, I2... Integrator, FG1, FG2... Operating element, M... Multiplier.

Claims (1)

[Claims] 1. An operating device that is driven by a drive signal τ that is formed according to a target value of air amount Q = soll and controls the amount of air supplied to the internal combustion engine during idling according to a predetermined characteristic curve. In the characteristic matching method of operating equipment that matches the drive characteristics of 12, the target value and actual value of the amount of air supplied to the internal combustion engine
A difference value ΔQ〓 of Q〓ist is formed, and by integrating the difference value, a first integral value (K1) for performing offset matching corresponding to parallel movement of the characteristic curve of the operating device, and A second integral value (K2) is formed for performing an inclination alignment corresponding to a rotation at a predetermined pivot point of A multiplicative combination with the integral value of is carried out, so that a drive signal for the actuating device is formed such that the setpoint value and the actual value of the air volume are approximately equal, after or with each slope adjustment. A method for matching characteristics of an operating device, characterized in that the offset matching is performed and then a new slope matching is performed. 2. The method for matching characteristics of an operating device according to claim 1, wherein the first and second integral values are formed in different driving states of the internal combustion engine. 3. The method for matching characteristics of an operating device according to claim 1 or 2, wherein the offset matching and the tilt matching are performed slowly. 4 The throttle valve of the internal combustion engine is activated for a predetermined time (T1=f
(n)) The operating device according to any one of claims 1 to 3, characterized in that offset matching is performed only when the engine is closed and the engine speed is in the idling range. Characteristic matching method. 5. Claims characterized in that slope matching is performed only when the throttle valve is closed for a predetermined time T2 and a target value of the air volume is obtained that is larger than the target value of the air volume before opening the throttle valve. The method for matching characteristics of an operating device according to any one of items 1 to 3. 6. A patent claim characterized in that a target value of the air amount is stored when the throttle valve was opened last time, and slope matching is performed when the target value of the required air amount is larger than the stored target value. A method for matching characteristics of an operating device according to scope 5. 7. Claim 1, characterized in that the number of times of offset matching and slope matching is reduced by subtracting a constant air amount Q〓 ₀ that is smaller than or equal to the minimum air amount target value from the air amount target value. 6. The method for matching the characteristics of an operating device according to any one of Items 6 to 6. 8. Claim 1, characterized in that the first integral value is always formed when the throttle valve DK is closed, the second integral value is not formed, and a predetermined time T2 has elapsed. The method for matching the characteristics of an operating device according to any one of items 7 to 7. 9 When the throttle valve is opened, the target value Q〓sp of the air amount is stored, and the actual value Q〓ist of the air amount is larger than the sum of the stored target value Q〓sp of the air amount and the predetermined air amount. 9. The method for matching characteristics of an operating device according to claim 1, wherein the second integral value is formed only when the values are equal to or equal to each other. 10 Matching the drive characteristics of the operating device 12 that is driven by the drive signal τ formed according to the target value of air amount Q The target value and actual value of the amount of air supplied to the internal combustion engine are
an offset integrator I1 that integrates the difference value ΔQ of Q〓ist and performs offset matching corresponding to the parallel movement of the characteristic curve of the operating device; a slope integrator I2 that performs slope matching corresponding to , means S1 for additively combining the target value of the air amount and the output signal (K1) of the offset integrator; means M for multiplying the output signal (K2) of the integrator; A multiplicative combination is performed so that a drive signal for the operating device is formed such that the setpoint value and the actual value of the air volume are approximately equal, in which case the offset matching is carried out after or together with each slope adjustment. A characteristic matching device for operating equipment, characterized in that a new slope matching is then performed. 11 Connect the offset integrator I1 and the slope integrator I2 to the summing point S2 where the target value and actual value of the air amount are input and the difference is formed, and the outputs of both integrators are respectively connected to the initial value (K10 . and the means M for multiplying the air amount multiplies the target value of the air amount by the output signal of the addition point S4, and also adds the output signal of the offset integrator I1 and the initial value (K10). connecting the output of the summing point S3 to the additively combining means S1, the additively combining means S1 adding the output signal of the multiplicatively combining means M and the output signal of the summing point S3;
11. The characteristic matching device of claim 10, wherein the target value of the air amount is adjusted additively and multiplicatively to form the drive signal. 12 Said offset and slope integrator I
1, I2 are connected to actuating elements FG1, FG2 which actuate the offset and inclination integrators when predetermined driving conditions are reached, respectively. Characteristic matching device for the operating equipment described. 13 Negative air amount Q equal to or smaller than the minimum air amount target value to the air amount target value _{= 0}
Claim 1 characterized in that the addition of
The characteristic matching device for an operating device according to any one of items 0 to 12.