EP0140152A2 - Dispositif de commande d'un moteur à combustion interne en décélération - Google Patents

Dispositif de commande d'un moteur à combustion interne en décélération Download PDF

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Publication number
EP0140152A2
EP0140152A2 EP84111392A EP84111392A EP0140152A2 EP 0140152 A2 EP0140152 A2 EP 0140152A2 EP 84111392 A EP84111392 A EP 84111392A EP 84111392 A EP84111392 A EP 84111392A EP 0140152 A2 EP0140152 A2 EP 0140152A2
Authority
EP
European Patent Office
Prior art keywords
speed
function
overrun
combustion engine
stage
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.)
Ceased
Application number
EP84111392A
Other languages
German (de)
English (en)
Other versions
EP0140152A3 (fr
Inventor
Herbert Dipl.-Ing. Arnold
Heinz Hofer
Michael Dipl.-Ing. Horbelt
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6212097&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0140152(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0140152A2 publication Critical patent/EP0140152A2/fr
Publication of EP0140152A3 publication Critical patent/EP0140152A3/fr
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off

Definitions

  • the invention relates to a device according to the preamble of the main claim. It is known to interrupt the fuel supply when operating internal combustion engines when the throttle valve is closed at higher and higher speeds, ie the internal combustion engine is in the so-called overrun mode. Overrun is also present when an internal combustion engine has a higher speed than the position of the throttle valve in the Otto engine or the amount of fuel injected in a diesel engine; if the internal combustion engine is in overrun mode, then work is not desired. Therefore, the carburetor, injection systems, etc. The amount of fuel supplied to the internal combustion engine is reduced or set to zero.
  • the overrun operation is not without problems in that, when the fuel supply is interrupted, the internal combustion engine cools down to a certain extent and then, after the overrun operation has ended, there is also a deterioration in exhaust gas and, under certain circumstances, a reduction in driving comfort during the transition must be accepted from overrun in normal operation.
  • Another problem is that it must be ensured that the internal combustion engine must always be safely intercepted in terms of its speed behavior, that is to say it must not go out, even if the condition of the thrust cut-off results, for example, when the internal combustion engine is cold.
  • there may be a critical load when setting the thrust cut-off when driving downhill with a cold machine i.e. when the throttle valve is closed, the fuel supply is interrupted and then the clutch is suddenly depressed, causing the internal combustion engine to rotate over the Gear is no longer taken. There is then a risk that the speed will drop so quickly before countermeasures are taken that the machine will shut down.
  • the device according to the invention with the characterizing features of the main claim has the advantage that it can react comprehensively to practically all possible operating states of an internal combustion engine with a SAS function.
  • there is an improvement in the function in the limit range of dynamic reinsertion namely that when the speed of reinsertion (dynamic range) is fallen below, locking is carried out at the same time, so that even if the engine speed rises again or if the engine speed is reduced further, i.e. the function curve is reduced The reinsertion speed is not cut off again over time, that is, the overrun cutoff is activated.
  • the invention provides the possibility of suppressing the SAS function and of increasing driving safety and / or driving comfort by means of external switches or control devices which originate from other vehicle components.
  • the invention makes it possible to completely prevent the SAS function.
  • the invention can also be used for overturn protection with a boost pressure limitation.
  • FIG. 1 An embodiment of the invention is shown in the drawing and is described and explained in more detail below.
  • the drawing shows an embodiment of the device according to the invention in terms of hardware, ie consisting of discrete circuit elements.
  • the exemplary embodiments relate to corresponding control devices in an Otto engine with fuel injection. It is understood that such a system with the corresponding changes can also be used for any fuel metering device, the output signal of the overrun cut-off stage, designated overall by 10 in the drawing, being fed to a logic stage 11, the other input of which is a total Fuel injection system denoted by 12, containing at least one timing element, are supplied with certain fuel injection pulses in their duration as a function of the amount of air passed and the speed of the internal combustion engine.
  • a speed sensor 13 is provided, a circuit 14 for detecting the idling condition of the internal combustion engine, a temperature sensor 15 and an air mass / air quantity sensor 16; these elements are known per se in a fuel injection system and are indicated so that the overrun cutoff stage 10 can be classified into the overall system. Therefore, the linkage stage 11 is designed such that it prevents the forwarding of the fuel injection pulses generated by the fuel metering system or the injection system 12, for example to an output stage for the control of fuel injection valves, in the presence of a fuel cut-off signal of the fuel cut-off stage 10.
  • the overrun cutoff stage 10 essentially determines from the operating states “throttle valve closed” and the speed n whether there is overrun operation, the speed signal from the speed sensor 13 via a diode 16 in series with a resistor 17 to a speed signal converter stage 18 in the form of an RC element Capacitor 19 comes with adjustable series resistors 20 and 21 against positive supply voltage + U B.
  • the output voltage Via two further series resistors 22 and 23 from the connection point 24, the output voltage, which is inversely proportional to the rotational speed, reaches the negative (inverting) input of a first operational amplifier 25, the other input of which supplies the idle signal via various voltage divider circuits in conjunction with an energy store (capacitor 26)
  • the control of the operational amplifier 25 and the various Voltage dividers which generate bias voltages are designed in such a way that, in the event of a thrust cut-off, a high signal occurs at the output 25a of the operational amplifier 25, which is conducted via series resistors 27 and 28 to an external output connection (measuring output) SAS information, shown as block 29.
  • the same high signal determining the thrust cut-off case passes via the diode 30 and a resistor 31 to a voltage divider consisting of the resistors 32, 33 and 34 and to the inverting (negative) input of a downstream operational amplifier 35, which then has a low (low) output signal Combination stage 11 drives in the sense of suppressing the fuel injection pulses from its output.
  • Means for positive feedback are provided on the operational amplifier 25, consisting of the series connection of a diode 36 and a resistor 37 for the positive input of the operational amplifier, so that a hysteresis effect can form in the area of the reinsertion speed;
  • the first operational amplifier 35 takes over the evaluation of the respectively supplied actual value signals, while on the second operational amplifier 35 essentially the timing element 40 belonging to the voltage divider of the resistors 32, 33 and 34 with capacitor 41 and the two bleeder resistors 42 and 44 takes over the course of the reinsertion speed specifies which is compared with the processed actual speed curve supplied to the other (non-inverting) input of the operational amplifier 35.
  • the respective course of the reinsertion speed is determined decisively by a further comparison circuit, represented by block 47, which works on the timing element 40 via the diode 48 and additionally processes information from different circuit points of the circuit 10.
  • block 29 can also be supplied with input information via a block 45, as indicated by the arrows 46, which makes it possible to initiate and carry out measures by suitable dimensioning at this output of the SAS information now used as input that suppress the overrun cutoff function as a whole.

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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)
EP84111392A 1983-10-18 1984-09-25 Dispositif de commande d'un moteur à combustion interne en décélération Ceased EP0140152A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833337786 DE3337786A1 (de) 1983-10-18 1983-10-18 Vorrichtung zur steuerung des schubbetriebs einer brennkraftmaschine
DE3337786 1983-10-18

Publications (2)

Publication Number Publication Date
EP0140152A2 true EP0140152A2 (fr) 1985-05-08
EP0140152A3 EP0140152A3 (fr) 1986-04-16

Family

ID=6212097

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84111392A Ceased EP0140152A3 (fr) 1983-10-18 1984-09-25 Dispositif de commande d'un moteur à combustion interne en décélération

Country Status (6)

Country Link
US (1) US4572126A (fr)
EP (1) EP0140152A3 (fr)
JP (1) JPH0670390B2 (fr)
AU (1) AU559756B2 (fr)
BR (1) BR8405209A (fr)
DE (1) DE3337786A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0257384A1 (fr) * 1986-08-13 1988-03-02 Pierburg Gmbh Dispositif de préparation de mélange

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61132737A (ja) * 1984-11-30 1986-06-20 Fuji Heavy Ind Ltd 減速時燃料停止装置
JPS61275537A (ja) * 1985-05-10 1986-12-05 Nissan Motor Co Ltd 内燃機関の燃料供給装置
DE3521551A1 (de) * 1985-06-15 1986-12-18 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zur steuerung und/oder regelung von betriebskenngroessen einer brennkraftmaschine
US5046009A (en) * 1987-11-05 1991-09-03 Nissan Motor Company, Limited Slip suppressive drive control system for automotive vehicle with reduction of power output of internal combustion engine
DE3942862C2 (de) * 1989-12-23 2001-04-12 Bosch Gmbh Robert Verfahren zur Motorschleppmomentbegrenzung
US5313922A (en) * 1989-12-23 1994-05-24 Robert Bosch Gmbh Method for controlling a flow of fuel to an engine of a vehicle during overrun operation
DE102023120156B4 (de) 2023-07-28 2025-09-04 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine mit Schubabschaltung

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS586052B2 (ja) * 1976-09-06 1983-02-02 日産自動車株式会社 空燃比制御装置
US4146006A (en) * 1976-09-17 1979-03-27 Arthur Garabedian Fuel injection split engine
DE2801790A1 (de) * 1978-01-17 1979-07-19 Bosch Gmbh Robert Verfahren und einrichtung zur steuerung der kraftstoffzufuhr zu einer brennkraftmaschine
DE2803145C2 (de) * 1978-01-25 1985-01-17 Robert Bosch Gmbh, 7000 Stuttgart Verfahren und Einrichtung zum automatischen Abstellen und erneuten Starten eines Motors zur Kraftstoffeinsparung
JPS55109738A (en) * 1979-02-16 1980-08-23 Nissan Motor Co Ltd Control device for stopping fuel supply
JPS5650232A (en) * 1979-09-28 1981-05-07 Nissan Motor Co Ltd Controlling device for fuel
JPS5657943U (fr) * 1979-10-08 1981-05-19
FR2511430B1 (fr) * 1981-08-11 1986-06-27 Peugeot Dispositif de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration
JPS5830438A (ja) * 1981-08-19 1983-02-22 Nissan Motor Co Ltd 自動車用エンジンの燃料制御装置
DE3134991A1 (de) * 1981-09-04 1983-03-17 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum betrieb und einrichtung fuer ein kraftstoffsteuersystem einer brennkraftmaschine bei schubbetrieb
JPS5862331A (ja) * 1981-10-09 1983-04-13 Toyota Motor Corp エンジンの燃料噴射制御方法
DE3210512C2 (de) * 1982-03-23 1994-05-11 Bosch Gmbh Robert Elektronische Steuereinrichtung für das Kraftstoffzumeßsystem einer Brennkraftmaschine
JPS59226240A (ja) * 1983-06-07 1984-12-19 Fujitsu Ten Ltd 燃料噴射装置の燃料遮断器

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0257384A1 (fr) * 1986-08-13 1988-03-02 Pierburg Gmbh Dispositif de préparation de mélange

Also Published As

Publication number Publication date
US4572126A (en) 1986-02-25
BR8405209A (pt) 1985-08-27
AU3308684A (en) 1985-04-26
EP0140152A3 (fr) 1986-04-16
DE3337786A1 (de) 1985-04-25
JPS6093139A (ja) 1985-05-24
JPH0670390B2 (ja) 1994-09-07
DE3337786C2 (fr) 1991-07-18
AU559756B2 (en) 1987-03-19

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Inventor name: ARNOLD, HERBERT, DIPL.-ING.

Inventor name: HOFER, HEINZ

Inventor name: HORBELT, MICHAEL, DIPL.-ING.