EP0155273B1 - Dispositif de dosage du carburant pour un moteur a combustion interne - Google Patents

Dispositif de dosage du carburant pour un moteur a combustion interne Download PDF

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Publication number
EP0155273B1
EP0155273B1 EP84902912A EP84902912A EP0155273B1 EP 0155273 B1 EP0155273 B1 EP 0155273B1 EP 84902912 A EP84902912 A EP 84902912A EP 84902912 A EP84902912 A EP 84902912A EP 0155273 B1 EP0155273 B1 EP 0155273B1
Authority
EP
European Patent Office
Prior art keywords
injection
internal combustion
combustion engine
ignition
control unit
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
Application number
EP84902912A
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German (de)
English (en)
Other versions
EP0155273A1 (fr
Inventor
Herbert Arnold
Werner Jundt
Siegfried Malicki
Peter Werner
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to AT84902912T priority Critical patent/ATE31781T1/de
Publication of EP0155273A1 publication Critical patent/EP0155273A1/fr
Application granted granted Critical
Publication of EP0155273B1 publication Critical patent/EP0155273B1/fr
Expired legal-status Critical Current

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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue

Definitions

  • the invention relates to a device for metering fuel in a spark-ignited internal combustion engine equipped with an injection system according to the preamble of the main claim.
  • Such devices include a control unit as an essential component, the functions of which are either hard-wired in terms of hardware or freely programmable, for example, by using a microcomputer.
  • control devices have already been described in detail in the relevant specialist literature and have long been part of the prior art. In practice, these control units have proven themselves well in terms of driving behavior and exhaust gas emissions from the fuel press.
  • a device is known from JP-A-58-144 664 in which, in the event of a defect in the microcomputer, the system is switched firstly to a “fixed ignition” dependent on a reference signal and the speed signal, and secondly to a fixed injection.
  • the auxiliary signals for the injection are supplied by a separate control device which is triggered by pulses obtained on the high voltage side of the ignition coil.
  • the auxiliary devices mentioned are complex since complete auxiliary control devices are necessary.
  • the device according to the invention with the features of the main claim has the advantage that an emergency operation mode is possible in the event of failure of the control unit without the use of such relatively complex auxiliary devices. Instead of the output signals of such auxiliary devices, the signals from the ignition system are used to control the fuel injection valves. This enables an extremely cost-effective emergency running concept to be implemented, which enables the driver of a motor vehicle equipped in this way to reach the nearest workshop even in the event of a failure of the control unit in a kind of emergency operation.
  • ignition signals are derived from an encoder that is not used to control the control unit. This system therefore also proves to be effective if an encoder fails for the main input variables of the control unit.
  • the measures listed in the subclaims make further advantageous developments and improvements of the device proposed in the main claim possible.
  • the simple coupling via a diode and a simple changeover switch has proven to be particularly simple and inexpensive. This feature is particularly high in those cases in which existing control devices are to be retrofitted with such a device.
  • FIG. 3 shows a possible embodiment of the two exemplary embodiments in FIGS. 1 and 2.
  • 10 denotes an ignition coil, which contains a primary winding 11, a secondary winding and an iron core 13.
  • the primary winding 11 is connected between the battery voltage U B and the collector of a transistor 14, the emitter of which is at ground potential.
  • the base of this transistor 14 is controlled by an ignition pulse generator 15, which can be designed, for example, as a mechanical interrupter, induction transmitter, Hall sensor, Wiegand sensor or also as an optical sensor.
  • the secondary coil 12 of the ignition coil 10 is connected on the input side to the connection point 16 between the primary coil and the collector of the transistor 14. On the output side, the high-voltage ignition signals lead to an ignition system, which is not shown.
  • a designated by the numeral 17 control unit the data on various operating parameters, such as the pressure p, n is the rotational speed, the temperature of 1 to 9, load information L or the intake air and injected fuel quantity Q is fed, supplies via a pipe 18, a Switch 19, which is in position A, sends injection pulses to a schematically illustrated injection valve 20.
  • the injection valve 20 is connected on the output side to the battery voltage U B. For the switch position of the switch 19 in position B, there is a connection between the connection point 16 via a diode 28 and the injection valve 20.
  • a fuel pump designated 21 receives its supply voltage U B via a switch 22 and is connected to ground potential with its other connection.
  • the switch 22 is connected to the control unit 17 via a control line 23.
  • the connection point between the fuel pump 21 and the switch 22 can be via a further one Switch 24 interrupted line are also placed on the potential of the supply voltage U B.
  • the switches 19 and 24 are controlled by a relay 25, which is activated by applying the battery voltage U B via a line from the control unit. In the activated state of the relay 25, the switches 19 and 24 are in the position labeled A.
  • the output lines of the control device 17 can be separated from the control device via a central plug 26.
  • the relay 25 is activated by applying the battery voltage U B via the central plug 26.
  • the injection pulses from the control unit reach the injection valves via line 18 and switch 19 (in position A).
  • the switch 22 is closed via the control line 23 and the fuel pump 21 supplies the fuel to the injection valves 20 via fuel lines (not shown).
  • the ignition works independently of the function of the control unit and delivers the corresponding ignition pulses to the spark plugs of the internal combustion engine, which are not shown in this picture.
  • the emergency drive function can be switched on in that the central plug 26 is removed from the control unit.
  • This measure is a very special embodiment; it would also be conceivable that the output lines of the control device can be interrupted via a switch installed in the motor vehicle.
  • switch 22 is then opened so that fuel pump 21 is decoupled from the supply voltage.
  • the relay 25 switches to its rest position, i.e. the two switches 19 and 24 move to the drawn position B. This has the consequence that the injector 20 is located via switch 19 (in position B) and the diode 28 at the connection point 16. The voltage supply to the fuel pump 21 is restored via the second switch 24 (in position B).
  • the connection point 16 is approximately at ground potential and the injection valve 20 is activated via the conductive diode 28.
  • the transistor 14 is blocked by the ignition pulse generator 15 for the purpose of generating an ignition spark, high positive voltages occur at the connection point 16, so that the diode 28 blocks and thus closes the injection valve 20. In this way, the injector 20 and the spark plugs are driven alternately.
  • the switch 24 can be omitted for exemplary embodiments in which the switch 22 is not controlled by the control device 17 but is actuated by other independent components.
  • the injection pulses t; or the load signals tp, as before, are fed to the injection valve 20 via the switch 19 (in position A).
  • these signals are also present at a speed relay 29 with which the switch 19 is actuated.
  • Start signal information from a start signal transmitter 30 can also be supplied to this speed relay.
  • the switch 22 for interrupting the supply voltage is not actuated by the control unit 17 but by a speed relay 31 which is connected on the input side to the connection point 16.
  • These speed relays 29 and 31 function in such a way that they switch when the value falls below a certain value of the pulse repetition frequency applied to their input, i.e. change their output size or press the assigned switch.
  • the relay is controlled by an electronic time stage, which is designed either as a retriggerable monostable multivibrator or as a retriggerable timer.
  • the timer is set, the relay picks up for a certain period of time and then drops again if no pulses arrive. The time period is chosen so that it is greater than the time pulse interval at the lowest speed.
  • the relay is also activated immediately in the event of a fault.
  • the speed relay When the engine is running, the speed relay is triggered again and again by the ignition pulses, so that the service life does not expire and the relay remains constantly energized.
  • the switching threshold for the pulse repetition frequency is in the region of 1 Hz, but it can also take on other values adapted to the vehicle.
  • the speed relay 31 switches off the fuel supply to the fuel pump 21 in the event of firing pulse sequences that fall below the set threshold value.
  • a possible malfunction of the control unit 17 is recognized by the speed relay 29 in the present exemplary embodiment. If there are no injection pulses or if the number of injection pulses falls below an adjustable number, the speed relay 29 switches the switch 19 to position B, so that here too, in the same way as in the exemplary embodiment in FIG. 1, the injection valve 20 releases the pulses via the diode 28 the ignition system is controlled at connection point 16.
  • a start signal generator 30 is provided which prevents the speed relay 29 from responding during the start phase.
  • the switchover to “emergency driving mode” takes place automatically, i.e. it is recognized by the speed relay 29.
  • the exemplary embodiment in FIG. 3 is used for active decoupling between the primary coil 11 of the ignition coil 10 and the injection valve 20.
  • identical components are identified by the same numbers.
  • the components which are not important for explaining the functioning of this exemplary embodiment have not been shown, but it is understood that this arrangement can be used in any of the previous exemplary embodiments.
  • Switch 19 is in position B, ie there is emergency driving operation before, in the present case the injection valve 20 is no longer directly connected to the diode 28.
  • the signals of the ignition system run from the connection point 16 via the diode 28, a resistor 32, the base-collector path of a transistor 33, the base-collector path of a further transistor 34 and the switch 19 (position B) to the injection valve 20.
  • the collector of the transistor 33 is connected to the supply voltage U B via a resistor 35, while the emitters of the transistors 33 and 34 are connected to ground potential.
  • This circuit arrangement which is known per se, has the advantage that the primary coil 11 of the ignition pulses 10 (not shown) is hardly loaded and thus sufficient decoupling between the injection valve 20 and the ignition system is achieved.

Landscapes

  • Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • General Engineering & Computer Science (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Dispositif de dosage du carburant pour un moteur à combustion interne équipé d'un dispositif d'injection et à allumage indépendant, avec un appareil de commande (17) produisant au moins en fonction de la vitesse de rotation (12) du moteur à combustion interne des impulsions d'injection destinées aux soupapes d'injection, une commutation (19) s'opérant pour une commande des soupapes d'injection au moyen des impulsions d'injection dérivées de l'installation d'allumage (15) du moteur à combustion interne en cas de perturbation de l'appareil de commande. La commutation peut s'effectuer soit par le retrait de la prise centrale de l'appareil de commande, soit par une détection automatique d'erreur au moyen d'un relais de vitesse de rotation.

Claims (7)

1. Installation de dosage de carburant pour un moteur à combustion interne à installation d'injection sans auto-allumage, comportant un dispositif de commande qui fournit des impulsions d'injection au moins en fonction de la vitesse de rotation du moteur à combustion interne, pour commander les injecteurs, et pour lequel en cas d'incident au niveau du dispositif de commande (17), on bascule sur une commande des injecteurs (20) à l'aide d'impulsions d'injection dérivées de l'installation d'allumage du moteur à combustion interne, installation caractérisée en ce que la durée de la phase de passage de courant dans les injections est déterminée directement par la commutation d'un transistor monté en série sur l'enroulement basse-tension de la bobine d'allumage.
2. Installation selon la revendication 1, caractérisée en ce que l'installation d'allumage du moteur à combustion interne est une installation d'allumage à transistor régulée en intensité.
3. Installation selon la revendication 1 ou 2, caractérisée en ce que les impulsions d'injection sont appliquées aux injecteurs (20) à partir d'une bobine d'allumage (10) par l'intermédiaire d'un élément de combustion en forme de diode (28).
4. Installation selon la revendication 3, caractérisée par une combinaison de transistors (33, 34) en forme de convertisseurs d'impédance, entre l'élément de commutation (diode 28) et les injecteurs (20).
5. Installation selon au moins l'une quelconque des revendications précédentes, caractérisée en ce que le dispositif de commande est relié aux appareils électriques à commander par l'intermédiaire d'une fiche centrale et en ce que la commutation est assurée par l'extraction de la fiche centrale (26).
6. Installation selon au moins l'une des revendications 1 à 4, caractérisée en ce que la commutation est assurée par l'intermédiaire d'un relais à vitesse de rotation (29) sensible à la suite des impulsions d'injection lors du dépassement par le bas d'une valeur minimale prédéterminée.
7. Installation selon la revendication 6, caractérisée en ce que pour le démarrage, le relais de vitesse de rotation (29) est mis hors service.
EP84902912A 1983-09-08 1984-07-25 Dispositif de dosage du carburant pour un moteur a combustion interne Expired EP0155273B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84902912T ATE31781T1 (de) 1983-09-08 1984-07-25 Einrichtung zur kraftstoffzummessung bei einer brennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3332399 1983-09-08
DE3332399A DE3332399C1 (de) 1983-09-08 1983-09-08 Einrichtung zur Kraftstoffzumessung bei einer fremdgezuendeten,mit einer Einspritzanlage ausgeruesteten Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0155273A1 EP0155273A1 (fr) 1985-09-25
EP0155273B1 true EP0155273B1 (fr) 1988-01-07

Family

ID=6208548

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84902912A Expired EP0155273B1 (fr) 1983-09-08 1984-07-25 Dispositif de dosage du carburant pour un moteur a combustion interne

Country Status (7)

Country Link
US (1) US4653450A (fr)
EP (1) EP0155273B1 (fr)
JP (1) JPH0654098B2 (fr)
BR (1) BR8407061A (fr)
DE (2) DE3332399C1 (fr)
IT (1) IT1176637B (fr)
WO (1) WO1985001083A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0347446A (ja) * 1989-07-12 1991-02-28 Mitsubishi Electric Corp 点火及び燃料系バックアップ装置
US5103792A (en) * 1990-10-16 1992-04-14 Stanadyne Automotive Corp. Processor based fuel injection control system
JPH04232361A (ja) * 1990-12-28 1992-08-20 Kokusan Denki Co Ltd 内燃機関用インジェクタ駆動方法及び駆動装置
US6119670A (en) * 1997-08-29 2000-09-19 Autotronic Controls Corporation Fuel control system and method for an internal combustion engine
JP2002364435A (ja) * 2001-06-01 2002-12-18 Kawasaki Heavy Ind Ltd 燃料噴射式エンジン

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3834361A (en) * 1972-08-23 1974-09-10 Bendix Corp Back-up fuel control system
DE2503108C3 (de) * 1975-01-25 1979-09-20 Robert Bosch Gmbh, 7000 Stuttgart Elektrisch gesteuerte Kraftstoffeinspritzanlage mit zündungsgesteuerter Triggerstufe für eine Brennkraftmaschine
DE2838619A1 (de) * 1978-09-05 1980-03-20 Bosch Gmbh Robert Einrichtung zum steuern von betriebsparameterabhaengigen und sich wiederholenden vorgaengen fuer brennkraftmaschinen
DE2945543A1 (de) * 1979-11-10 1981-05-21 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum steuern von betriebsparameterabhaengigen und sich wiederholenden vorgaengen fuer brennkraftmaschinen
JPS56135201A (en) * 1980-03-24 1981-10-22 Nissan Motor Co Ltd Pulse generator for engine control
JPS57181939A (en) * 1981-05-06 1982-11-09 Hitachi Ltd Fuel feed method for automobile engine
JPS58117326A (ja) * 1982-01-05 1983-07-12 Nissan Motor Co Ltd 自動車用危険防止装置
JPS58106564U (ja) * 1982-01-13 1983-07-20 日産自動車株式会社 内燃機関の点火制御装置
JPS58144664A (ja) * 1982-02-23 1983-08-29 Nippon Denso Co Ltd 内燃機関制御装置
JPS592102A (ja) * 1982-06-29 1984-01-07 Oki Electric Ind Co Ltd 内燃機関の動作制御方式

Also Published As

Publication number Publication date
EP0155273A1 (fr) 1985-09-25
DE3332399C1 (de) 1985-02-28
JPH0654098B2 (ja) 1994-07-20
WO1985001083A1 (fr) 1985-03-14
US4653450A (en) 1987-03-31
DE3468482D1 (en) 1988-02-11
IT8422501A0 (it) 1984-09-03
JPS60502162A (ja) 1985-12-12
IT1176637B (it) 1987-08-18
BR8407061A (pt) 1985-08-13

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