JPS60224950A - Characteristic matching method and apparatus of operation machinery - 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 the characteristics of operating equipment, and more particularly to a fitting filling efficiency control for an internal combustion engine that controls the amount of air supplied to the internal combustion engine during idling. The present invention relates to a method and apparatus for matching the characteristics of operating devices to eliminate disturbances and other undesirable amounts acting on the operating devices.

(1) Prior art Conventionally, especially in the field of automatic control, a drive signal (operation signal) obtained from a controller is input to any operating device and a closed loop or open loop is performed to determine a predetermined value or quantity or to set a position. things are being done. In this case, the regulator processes the predetermined input signals and takes into account the variables obtained by the actuation of the control device to carry out the adjustment. 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 cases, the deviation becomes noticeable and the amount of overshoot increases according to the time constant. The problem arises that the control becomes very slow.

For example, consider the case where the operating device is an operating device that performs fitting efficiency control (LFR) of an internal combustion engine that controls the amount of air supplied to the internal combustion engine. Conventionally, adjustment of the idle speed (idling speed control) has been carried out as follows. This means that the idle speed regulator is supplied with various variables representing the actual operating state of the internal combustion engine, such as the pressure in the intake pipe,
Various data such as actual rotational speed, desired target rotational speed during idling, peripheral data such as throttle valve position, bypass valve position, and data regarding intake air amount or air mass are input. The idle speed regulator generates a drive signal (which is also a setpoint value at the same time) on the basis of these variables, for example an air flow setpoint value Qsoll or an air mass setpoint value m.
gall (hereinafter referred to as air amount target value), and this signal is input to the fitting operation 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 internal combustion engine fitting efficiency control, various conditions,
For example, the idling speed regulation described in DE 30 31 1 435 has to achieve conditions such as keeping the fuel consumption as low as possible or keeping the minimum idling speed constant even if the load suddenly changes. In the case of a device, if a deviation occurs, it is configured to reduce this deviation to a small value or to zero. However, fluctuations in rotational speed are ultimately the result of the internal combustion engine reacting to external quantities, and it takes a certain amount of time for an action on the internal combustion engine to act on the internal combustion engine and for a reaction to appear. The problem is that the period has passed. Therefore, especially during idling when 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 further exacerbated by the fact that the characteristics of the operating devices are significantly dependent on the respective temperature and supply voltage of the internal combustion engine.Normally, the idling operating device is an opening that supplies the required amount of air to the internal combustion engine. It serves to adjust the cross-section and is connected to an electromagnetic transducer (in this case an anti-inductor).
EWD) or the valve can be configured as an actuated solenoid 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 fitting operating equipment must be of complex construction and must have precisely reproducible characteristics.

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 cross-sectional opening provided by the idling operating device may It depends a lot on the department.

C) Purpose Therefore, the present invention has been made in order to eliminate such conventional drawbacks, and is to provide an operating device that matches (corrects) the drive signal supplied to the operating device and enables accurate control. An object of the present invention is to provide a characteristic matching method and device.

D) Structure of the Invention In order to achieve this object, the present invention converts the target value supplied from the output of the regulator to the operating device into a characteristic (curve) of the operating device.
The present invention employs a configuration in which the drive signal input to the operating device is matched or corrected by at least multiplicatively or additively combining the drive signal with the output signal of the integrator that changes the offset value or the slope thereof.

E) Examples Hereinafter, the present invention will be explained in detail according to examples shown in the drawings.

The following is an example of optimizing the fitting efficiency control (control of the amount of air supplied to the internal combustion engine during idling) (LFR) of the internal combustion engine (gasoline engine). In this case, the target air amount Qsoll obtained from the idling speed regulator is converted into Qist via the characteristic matching circuit and the idling operating device, and control is performed so that Qsoll is equal to Qist.

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, an idling speed regulator is designated by the reference numeral 1O, and an operating device (idling operating device) receiving a signal obtained from the idling speed regulator via a characteristic matching circuit 11 is designated by the reference numeral 12. In this embodiment, the idle 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 enlarging or reducing the bypass passage or by adjusting the throttle valve.

The air Qist that the internal combustion engine 13 finally obtains consists of 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 QJ flowing through the throttle valve. 0 The idling speed regulator 10 is controlled by the characteristic matching circuit 11 according to the present invention.
The idle signal obtained from the above is converted into τ, and this signal is input to the fitting operation device 12. A predetermined amount of air is set by the idling operation device 12, and the leakage airflow is obtained by the air weight m1st). In this case, the alignment according to the invention is performed 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. With this characteristic matching circuit, τ=τ(, +mφ
A Q signal is formed (see FIG. 3).

In order to match the characteristics (curves) of the operating equipment, an integrator II that offsets the characteristic curve of the operating equipment, that is, moves the zero point, and an integrator I2 that changes the slope of the characteristic curve are provided. It operates only when the driving conditions are obtained and the characteristics are matched.

For this purpose, the offset integrator 11 has an actuating element FG.
I also has an actuating element FG2 in the integrator 2 that changes the slope.
is connected.

Thereby, the integrator 2 acts multiplicatively on the target value obtained from the regulator 10 via the multiplier M having a multiplication coefficient, and the offset correction value obtained from the integrator 11 acts additively on the summing point S1. It acts on

The target value (Qsoll or m
An air amount difference value Δa corresponding to the deviation between the actual value (4iat or ;n1st) is inputted via the second addition point, that is, the comparison point S2. Actual value of air volume Qi
st can be obtained by an air flow sensor placed in the intake pipe or by other well known methods.

Therefore, by changing the two parameters,
That is, by changing the offset value Kl and the slope by 2, the characteristics are compensated and the desired relationship Q igt=Qsol
It can be controlled so that l can be obtained. Integrator II to obtain a predetermined initial value.

A summing point S3, 34 is connected after I2, and 20 is input to this summing point as an initial value KIO1 for the offset and an initial value for the slope.

Matching to the characteristics of the idling operating device (LL-3) and the amount of leakage air (cap) is performed as follows. The offset integrator If is operated only when the throttle valve is closed for a predetermined time (Tt=f(n)) or more and the engine speed n is in the idling range. For that purpose the integrator I l.

The aperture azimuth at signal DK and the rotational speed signal n are applied to the offset operating element FGI, and the offset integrator 11 is operated only when both conditions are satisfied.

On the other hand, the integrator I2, which rotates the characteristic value (changes the slope) and acts strongly on the drive signal τ, that is, in a multiplicative manner,
Activated only when closed.

For T2, T2<t<TI=f (n) holds true, which makes it possible to suppress the excessive characteristic of the air amount sensor and the error based thereon. Furthermore, Qgoll when performing slope matching is a larger value than the value Qsoll immediately before opening the throttle valve. In other words, the operating point for integrator 2 at that point is integrator If
This means that the position must be above the operating point obtained by the operation of .

FIG. 3 shows the characteristic curve Q=f(τ) of the operating device, which is related to the 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. The reference characteristic curve 1 is the standard characteristic curve in the initial state, 2 is the characteristic curve after matching by offset, and 3 is the characteristic curve after matching by slope, which is the characteristic curve of the actual operating device. First, in the first step, the operating point is moved as shown by arrow A by an offset.The second step, which is performed by inclination (arrow B), is performed at an operating point below the operating point of the offset. should not be done, because in that case the opposite undesirable effect would occur. Therefore, alignment by tilting 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.

In order to achieve this condition, a memory SB is provided to store Qsoll (or m5all) at that time when the throttle valve is opened, and store the throttle valve position signal DK and Qsoll in this memory.
The value is entered. The above storage is equivalent to storing the operating point after being matched by the offset integrator 11. When performing the second step of slope matching, the target value of the currently required air volume (Qsoll, m5all)
It is checked whether or not the value is larger than the previously stored value, and only when this is the case, slope matching is performed. A circuit for comparing the two target values is indicated by VG in the diagram W42.

This condition can also be supplementarily replaced with the following condition. In other words, when the actual rotational speed is higher than the predetermined rotational speed,
That is, n>nL (idling speed) + 5
00/min to align the slope. 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 Qsoll and the air amount Qo is performed there.

This optimizes the operating area. In that case Q
It is better that the value of o is not larger than the eel low air amount criterion value, so the amount that reaches the multiplier M after reducing the addition point S5 is preferably always a value greater than or equal to zero (of course, if Qo is the minimum air amount) By adding this negative Qo value, it is possible to place the turning point of the characteristic curve as close to the operating point as possible. If we consider the case where the input QO value is exactly on the operating point, we can simply integrate it,
That is, the characteristics can be matched simply by adjusting the offset and adjusting the slope. However, even if the QO value deviates from the operating point and the rotation point is at a low location, it is possible to reduce the number of integration steps as a whole.

Furthermore, the time constant of each integrator If, I2 can be increased to slow down the effect of characteristic matching so as not to affect the original fitting 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 closes, the slope integrator I2 does not operate, and the predetermined time T2
The offset integrator II is always driven when the time period elapses. In addition, Qsp is the value stored when the throttle valve is opened, and ΔQ is the predetermined air amount, Qigt≧Qs.
The slope integrator I2 is driven only when p+ΔQ. In addition, after each slope matching, offset matching is first performed successfully, and (Q
goll=Q is t ), followed by a new slope match. Furthermore, at the same time as adjusting the slope, the offset integrator 11 is also adjusted according to a predetermined calculation formula, thereby changing the rotation of the characteristic curve to the previous operating point Qsp instead of Qo.
Make sure to focus on In this way, the number of required integration steps can be reduced to one if Tl is quite large.

In order to use such a method for idle charging efficiency control according to the invention, a circuit block FB is provided as shown in FIG.

This block FB has the function of locking the inner integrators to each other, and this circuit block FB contains the output signal of the memory SB which stores the value Qgp when the throttle valve was last opened. Output signals from the elements are respectively input. The output signal of this block FB is input to actuating elements FGI, FG2. As a result, whenever the above-mentioned condition is satisfied, that is, when the throttle valve is closed and the integrator 2 is not activated and the time T2 has elapsed, the offset integrator is activated via the activation element FGI. . Further, this block FB causes the slope integrator to operate only when the actual air amount signal Qist 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, it is ensured that the adjustment is strongly performed by the slope change, and that the leg point or the rotation point is also aligned by the offset adjustment. It can be prevented.

Although the embodiments described above are illustrated as blow diagrams, they can be implemented in analog, digital or hybrid configurations, such as microprocessors, microcomputers, computers, digital logic circuits, etc. It is also possible to implement it using program-controlled digital devices.

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

f) Effects As explained above, in the present invention, compensation for undesirable amounts such as characteristics of the operating device or other disturbances can be performed regardless of the characteristics of the operating device. When used for this purpose, the advantage is that there is no need to configure the idling operation device in a particularly complicated manner. As described above, according to the present invention, even with a simple configuration of operating equipment, it is possible to make the driving state of the internal combustion engine irrelevant when measuring the amount of air.
The dependence of the air quantity measurement on the operating state of the internal combustion engine can also 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. .

Also, in accordance with a preferred embodiment of the present invention, the integration steps are reduced and thus rapid alignment is achieved as follows.

That is, the offset integrator is also adjusted according to a predetermined calculation formula at the same time as the slope adjustment, 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.

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

[Brief explanation of the drawing]

Figure 1 is a block diagram showing the configuration of the idling speed regulator and fitting operating equipment, Figure 2 is a block diagram showing details of the characteristic matching circuit, and Figure 3 explains the operation of matching the characteristics of the operating equipment. FIG. 10... Idling speed regulator 11... Characteristic matching circuit 12... Operation device 13...
- Internal combustion engine II, I2... Integrator FG1. FG2・
...Operating element M...Multiplier C) ・OE

Claims (1)

[Scope of Claims] l) In particular, a method for matching the characteristics of an operating device that removes disturbance amounts and other undesirable amounts acting on an operating device that controls the amount of air supplied to an internal combustion engine, and matches the characteristics of the operating device, Control equipment (12, LL-3) from the output of the controller
The target value supplied to (Q 5 oil , m 5 oil
) is combined at least multiplicatively or additively with the output signal of an integrator (I 1 , I 2 ) that changes the offset value or the slope of the characteristic curve of the operating device, in which case the offset integrator (I 1) and the slope Integrator (I2)
The actual values obtained (
A method for matching characteristics of an operating device, comprising converting a target value into a matched driving signal (τ) in consideration of Q ist , m ist ), and driving the operating device. 2) @Distribution integrator (If, I2) is activated according to a predetermined driving state of the internal combustion engine and receives a drive signal (
A method for matching characteristics of an operating device according to claim 1, wherein τ) is changed. 3) Offset value and slope matching using integrator (II, I2
2. A method for matching characteristics of an operating device according to claim 1 or 2, wherein the time constant of ) is increased so as not to affect the original idling filling efficiency control. 4) The throttle valve of the internal combustion engine is activated for a predetermined time (Tl-f(n))
3. The method for matching characteristics of an operating device according to claim 1, wherein the offset integrator (11) is operated only when the engine is closed and the engine speed is in the fitting range. 5) A patent claim in which the integrator (I2) for slope matching is operated only when the throttle valve is closed for a predetermined time (I2) and the operating point for performing slope matching is above the operating point obtained by offset matching. The method for matching the characteristics of an operating device according to any one of the ranges 1 to 4. 8) Air acid target value (Qso) stored when the throttle valve opens
ll) with a required target value, and the slope matching is performed by comparing the operating point of the slope matching with the required target value so that the operating point of the slope matching is always higher than the operating point of the offset matching.
Method for matching the characteristics of the operating equipment described in Section. 7) Subtracting a constant air quantity (QO), preferably smaller than the minimum air quantity target value, from the air quantity target value (Qsoll) obtained from the idle speed regulator (10) to reduce the integral for offset and slope matching. A method for matching characteristics of an operating device according to any one of claims 1 to 6, wherein the method is as follows. 8) The offset integrator (I l) is connected to the throttle valve (D
K) is closed and the slope integrator (I2) is not activated and is activated whenever a predetermined time (I2) has elapsed. A method for matching the characteristics of operating equipment. 3) The inclination integrator (part 2) is activated only when the actual air amount is greater than or equal to the sum of the air amount collected when the throttle valve is opened and the predetermined air amount. 8. The method for matching characteristics of an operating device according to any one of paragraphs 1 to 8. 10) Any one of claims 1 to 9, wherein after each slope alignment, an offset alignment is first performed, and then the offset alignment and the slope alignment are rowed relative to each other so that a new slope alignment can be started. The method for matching the characteristics of the operating device according to item 1. +1) Any one of claims 1 to 10, wherein the offset integrator is also adjusted at the same time as each slope matching, and each characteristic curve obtained by slope matching is rotated around the previous operating point. The method for matching the characteristics of the operating device according to item 1. 12) In particular, in an operating equipment characteristic matching device that eliminates disturbance amounts and other undesirable amounts acting on operating equipment that controls the amount of air supplied to the internal combustion engine, and matches the characteristics of the operating equipment, An integrator (If) that performs offset matching and an integrator (I2) that performs slope matching of the characteristics of the operating device are provided, and at least the integrators (If, I2) are provided.
) is obtained from the regulator (10) by the output of the target value (Q
soll) at least multiplicatively or additively, in which case the operation of the offset integrator (I1) and the slope integrator (I2) is correlated, so as to effect an offset or slope matching of the characteristics of the operating device. Characteristic matching device for controlled operating equipment. 13) Connect the offset integrator (I1) and the slope matching integrator (I2) to the addition point (S2) where the air volume target value and actual value are added, and also connect the outputs of both integrators to the initial value. Addition point (S3.S) where the value (KIO, 20) is input
4) and the summing point (S) of the integrator for slope matching.
A summing point (S3) connects the output of 4) to the multiplier (M), and is also connected to the downstream of the integrator (I1) for offset matching.
The output of the summing point (Sl) connected in series with the multiplier (M)
13. The characteristic matching device for operating equipment according to claim 12, wherein the device is connected to a controller (10) and adjusts the air amount target value obtained from the regulator (10) in an additive or multiplicative manner. , 14) Both of the integrators (I 1 , I 2 ) are provided with actuating elements (FG l , FG2), and the integrators are actuated according to the driving state of the internal combustion engine. Characteristic matching device for operating equipment as described in Section 1. 15) The first aspect of any one of claims 12 to 14, wherein an air amount preferably equal to or less than a minimum air amount target value is subtracted from the air amount target value obtained from the regulator (10). Characteristic matching device for operating equipment as described in Section 1. 1B) Claim 1 providing means for locking the interaction between the offset integrator and the slope integrator.
The characteristic matching device for an operating device according to any one of items 2 to 15.