EP0372113B1 - Procédé pour la détermination du mélange de carburant dans l'alimentation d'un moteur à combustion - Google Patents

Procédé pour la détermination du mélange de carburant dans l'alimentation d'un moteur à combustion Download PDF

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Publication number
EP0372113B1
EP0372113B1 EP88120463A EP88120463A EP0372113B1 EP 0372113 B1 EP0372113 B1 EP 0372113B1 EP 88120463 A EP88120463 A EP 88120463A EP 88120463 A EP88120463 A EP 88120463A EP 0372113 B1 EP0372113 B1 EP 0372113B1
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EP
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Prior art keywords
supporting
pressure
value
intake
ambient
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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 - Lifetime
Application number
EP88120463A
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German (de)
English (en)
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EP0372113A1 (fr
Inventor
Ludwig Binnewies
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Siemens AG
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Siemens AG
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Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to EP88120463A priority Critical patent/EP0372113B1/fr
Priority to DE8888120463T priority patent/DE3869617D1/de
Priority to US07/446,929 priority patent/US5060160A/en
Publication of EP0372113A1 publication Critical patent/EP0372113A1/fr
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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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2416—Interpolation techniques
    • 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
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration

Definitions

  • the invention relates to a method for determining the amount of fuel to be supplied to an internal combustion engine during dynamic transitional operation, according to the preamble of claim 1.
  • the object of the invention is to further improve the transition behavior by correcting the falsifying influence of other factors on the measured intake pressure.
  • the invention is based on the consideration that the influences of various ambient pressures and temperatures must first be compensated for an accurate correction of the measured intake pressure. If one assumes a certain throttle valve angle and a certain speed in stationary operation, different intake pressures result for different ambient pressures and temperatures.
  • the solution according to the invention therefore uses support maps in which, depending on the throttle valve angle and the speed a certain ambient pressure and a certain ambient temperature, the values for the suction pressure are stored. At least four such characteristic maps are used. Two of them apply to the same first ambient pressure, but for two different ambient temperatures. The other two apply to the same second ambient pressure and the two different ambient temperatures.
  • a support part ratio is calculated that relates the intake air temperature value to the values of the two ambient temperatures for which the two support maps apply. With this support part ratio, a support high value is then determined from the two support values for the pressure. In relation to the two support values, this high support value behaves like the intake air temperature value in relation to the two ambient temperatures.
  • the support high value therefore represents a temperature-compensated value for the intake pressure valid for the determined first ambient pressure.
  • additional support maps can also be used for further ambient pressures. Then the respective two base values for the calculation of the support high value or support low value are preferably taken from those support characteristic maps between whose ambient pressures the measured value of the suction pressure lies and which comes closest to it.
  • the value of the intake pressure measured in the stationary operation of the internal combustion engine is now somewhere between the high support value and the low support value.
  • a partial ratio is calculated for this position, which relates the size of this measured intake pressure to the high support value and the low support value.
  • the values for the degree of opening of the throttle valve and / or the speed change accordingly.
  • a new support high value and support low value are calculated from the four support maps. Since the measured values for the intake pressure are too imprecise in the present dynamic operation of the internal combustion engine, they are corrected with a compensated intake pressure valid for the new operating state, which is calculated from the new values for the support high and low support value and the partial ratio.
  • This compensated suction pressure in dynamic operation based on the new support high value and support low value, behaves like the measured suction pressure in stationary operation to the support high value and support low value valid there.
  • the measured intake pressure is now corrected to a dynamic intake pressure with the aid of the compensated intake pressure by adding the difference between the compensated intake pressure and the measured intake pressure divided by a time constant.
  • This time constant takes into account the time delay between the measured intake pressure and the dynamic intake pressure actually present in the intake manifold.
  • a corrected pressure value determined in this way is then the value which, together with the rotational speed, determines the quantity of fuel to be supplied in each case.
  • FIG. 1 shows a block diagram of a device which is used to supply the internal combustion engine with the required amount of fuel.
  • 1 denotes a microcomputer to which the values for a speed n, an opening degree ⁇ of the throttle valve, an intake air temperature TAL and a measured intake pressure pm are supplied as input signals.
  • the microcomputer 1 uses this to calculate the required fuel quantity for each work cycle of the internal combustion engine using various characteristic maps. It then issues a corresponding command to an injection system 2, which comprises all the components necessary for the process, such as a metering device, injection valves, etc.
  • the support maps each contain pressure values as a function of the opening degree ⁇ of the throttle valve and the speed n of the internal combustion engine. They have been determined experimentally and apply to various environmental conditions.
  • the two support maps shown on the right apply to a high ambient pressure PUH of 970 mbar, one for a high ambient temperature TUH of + 50 ° C and the other for a low ambient temperature TUL of -20 ° C. Accordingly, the two support maps shown on the left apply to one low ambient pressure PUL of 1040 mbar, one again for the high ambient temperature TUH and the other for the low ambient temperature TUL.
  • the support maps are stored in the microcomputer 1 as memory areas, the values for ⁇ and n each representing the addresses for the memory cells with the associated pressure value.
  • a steady-state operating state of the internal combustion engine is now assumed with an opening degree ⁇ 0 of the throttle valve and a speed n0. With these values, a support value psa to psd for the pressure is read from each of the support maps. In order to illustrate the following calculation method, these four basic values are transferred to a straight line in FIG. 2, the values increasing from left to right.
  • a support part ratio ⁇ s which characterizes the size of the intake air temperature value TAL in relation to the high and low ambient temperature TUH and TUL, is determined according to the equation
  • the calculated quantities for this support high value psh and support low value psL are also entered in FIG. 2 on the pressure number line.
  • the measured intake pressure value pm is also shown.
  • a partial ratio ⁇ for this measured intake pressure pm with respect to the support high value psH and support low value psL then results in
  • This compensated intake pressure pk is now used to correct the values of the measured intake pressure pm during dynamic transitional operation.
  • a dynamic intake pressure pdyn results from the relationship ⁇ is an experimentally determined time constant that takes into account the dead times of the air masses in the intake tract. It therefore takes into account the time delay between the measured intake pressure pm and the dynamic intake pressure pdyn actually present in the intake manifold.
  • This dynamic suction pressure pdyn must finally be corrected by a computer factor that takes into account the computing times of the microcomputer 1.
  • This corrected intake pressure value pkorr is then the value which, together with the speed value n, determines the fuel quantity to be injected with each work cycle.
  • the method described above is to be applied analogously for all dynamic transition processes, regardless of whether the internal combustion engine e.g. is accelerated or decelerated.
  • the pressure increase gradient corresponds to a pressure reduction gradient.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (3)

  1. Procédé pour déterminer la quantité de carburant devant être envoyée à un moteur à combustion interne pendant un fonctionnement dynamique transitoire, lors duquel, et au cours de chaque cadence de travail du moteur à combustion interne -une pression d'aspiration pm, une vitesse de rotation (n), un degré d'ouverture (α) du papillon des gaz ainsi qu'une température (TAL) de l'air d'aspiration sont mesurés,
    - alors qu'à partir de la valeur de la pression d'aspiration pm, valeur corrigée de la pression d'aspiration (pkorr), qui détermine conjointement avec la vitesse de rotation (n) la quantité de carburant,
    caractérisé par le fait
    a) des ensembles de caractéristiques d'assistance, qui contiennent des valeurs d'assistance pour la pression en fonction de la vitesse de rotation (n) et de l'angle d'ouverture (α), sont mémorisés, et ce en étant respectivement valables pour une pression ambiante et une température ambiante,
    b) que lors de chaque cadence de travail
    ba) un rapport de division d'assistance est calculé, qui caractérise la grandeur de la valeur (TAL) de la température de l'air d'aspiration rapportée aux valeurs de deux températures ambiantes de deux ensembles de caractéristiques d'assistance valables pour une même première pression ambiante, le rapport de division d'assistance étant calculé d'une manière rapportée à ces deux températures ambiantes, entre lesquelles est située la température (TAL) de l'air d'aspiration et qui sont les plus proches de cette température,
    bb) une valeur d'assistance (psa à psd) est obtenue respectivement, avec les valeurs actuellement déterminées pour la vitesse de rotation (n) pour l'angle d'ouverture (α), à partir des deux ensembles de caractéristiques d'assistance pour la première pression ambiante et deux autres ensembles de caractéristiques d'assistance valables pour une seconde pression ambiante et pour les deux températures ambiantes, moyennant l'utilisation de la première pression ambiante et de la seconde pression ambiante, entre lesquelles est située la pression d'aspiration mesurée pm et qui sont les plus proches de cette pression,
    bc) une valeur élevée d'assistance (psH) est déterminée à partir du rapport de subdivision d'assistance et des deux valeurs d'assistance pour la première pression ambiante,
    bd) qu'une valeur basse d'assistance (psL) est déterminée de façon correspondante à partir des deux valeurs d'assistance pour la seconde pression ambiante,
    be) qu'un rapport de subdivision est calculé, qui caractérise la valeur de la pression d'aspiration mesurée pm rapportée à la valeur élevée d'assistance (psH) et à la valeur basse d'assistance (psL),
    c) que lors de chaque cadence suivante de travail, les pas indiqués en b) sont répétés,
    d) qu'une pression d'aspiration compensée pk est calculée à partir du rapport de subdivision et de la valeur élevée actuelle respective d'assistance (psH) et de la valeur basse actuelle respective d'assistance (psL), auquel cas après une modification de la position du papillon des gaz d'une valeur stationnaire (α₀) à une valeur (α₁), le rapport de subdivision calculé dans le fonctionnement stationnaire est utilisé,
    e) que la pression d'aspiration actuelle mesurée actuellement pm est corrigée avec la pression d'aspiration compensée pk pour former une pression d'aspiration dynamique pdyn conformément à la relation
    Figure imgb0015
     τ étant une constante de temps, qui prend en compte les temps morts des masses d'air, et
    f) que la pression d'aspiration corrigée (pkorr) est obtenue à partir de la pression d'aspiration dynamique pdyn avec adjonction d'un facteur de calcul (RF), qui prend en compte un retard (tv) conditionné par les opérations de calcul.
  2. Procédé selon la revendication 1, caractérisé en ce que quatre ensembles de caractéristiques d'assistance sont mémorisés, avec obtention
    - d'une première valeur d'assistance (pna) tirée d'un premier ensemble de caractéristiques et valable pour une première pression ambiante élevée (PUH) et une température ambiante élevée (TUH),
    - d'une seconde valeur d'assistance (pnb) tirée d'un second ensemble de caractéristiques et valable pour la première pression ambiante élevée (PUH) et une basse température ambiante (TUL),
    - d'une troisième valeur d'assistance (pnc) tirée d'un troisième ensemble de caractéristiques et valable pour une seconde basse pression ambiante (PUL) et pour la température ambiante élevée (TUH),
    - d'une quatrième valeur d'assistance (pnc) tirée d'un quatrième ensemble de caractéristiques et valable pour la seconde basse pression ambiante (PUL) et la basse température ambiante (TUL).
  3. Procédé suivant la revendication 1, caractérisé par le fait que le facteur de calcul (FR) est calculé à partir d'un gradient d'accroissement de la pression, multiplié par un temps de retard (tv), c'est-à-dire conformément à

    F R = (pdyn nouvelle - pdyn ancienne ) x tv.
    Figure imgb0016
EP88120463A 1988-12-07 1988-12-07 Procédé pour la détermination du mélange de carburant dans l'alimentation d'un moteur à combustion Expired - Lifetime EP0372113B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP88120463A EP0372113B1 (fr) 1988-12-07 1988-12-07 Procédé pour la détermination du mélange de carburant dans l'alimentation d'un moteur à combustion
DE8888120463T DE3869617D1 (de) 1988-12-07 1988-12-07 Verfahren zur ermittlung der einer brennkraftmaschine zuzufuehrenden kraftstoffmenge.
US07/446,929 US5060160A (en) 1988-12-07 1989-12-06 Method for calculating the quantity of fuel to be supplied to an internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP88120463A EP0372113B1 (fr) 1988-12-07 1988-12-07 Procédé pour la détermination du mélange de carburant dans l'alimentation d'un moteur à combustion

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EP0372113A1 EP0372113A1 (fr) 1990-06-13
EP0372113B1 true EP0372113B1 (fr) 1992-03-25

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5136517A (en) * 1990-09-12 1992-08-04 Ford Motor Company Method and apparatus for inferring barometric pressure surrounding an internal combustion engine
FR2731050B1 (fr) * 1995-02-28 1997-04-18 Siemens Automotive Sa Procede d'estimation du remplissage en air d'un cylindre d'un moteur a combustion interne
US5564390A (en) * 1995-03-31 1996-10-15 Caterpillar Inc. Method for controlling engine timing
DE19609132A1 (de) * 1995-03-31 1996-10-02 Caterpillar Inc Vorrichtung zum Steuern des Motortimings
DE10234144A1 (de) * 2002-07-26 2004-02-05 Dornier Medtech Gmbh Lithotripter

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS549257B2 (fr) * 1972-02-21 1979-04-23
JPS5191421A (fr) * 1975-02-07 1976-08-11
JPS55131535A (en) * 1979-04-02 1980-10-13 Honda Motor Co Ltd Engine controller
US4424568A (en) * 1980-01-31 1984-01-03 Hitachi, Ltd. Method of controlling internal combustion engine
JPS5865950A (ja) * 1981-10-14 1983-04-19 Nippon Denso Co Ltd 内燃機関の制御方法
JPS58172446A (ja) * 1982-04-02 1983-10-11 Honda Motor Co Ltd 内燃機関の作動状態制御装置
JPS6397843A (ja) * 1986-10-13 1988-04-28 Nippon Denso Co Ltd 内燃機関の燃料噴射制御装置
US4823755A (en) * 1987-01-27 1989-04-25 Toyota Jidosha Kabushiki Kaisha Fuel injection system for an internal combustion engine
JPH01280645A (ja) * 1988-04-30 1989-11-10 Fuji Heavy Ind Ltd エンジンの燃料噴射制御装置
JPH0740671Y2 (ja) * 1988-11-18 1995-09-20 富士重工業株式会社 ２サイクルエンジンの空燃比制御装置

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DE3869617D1 (de) 1992-04-30
EP0372113A1 (fr) 1990-06-13

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