JPH06213032A - Electronic control system for measuring fuel of internal combustion engine - Google Patents

Abstract

(57) [Summary] [Purpose] To enable optimal fuel metering and optimal transient compensation of the fuel amount in terms of exhaust gas emissions during non-steady operating conditions. A transient compensation signal tUK is applied to a basic injection signal te in an unsteady operating state such as acceleration or deceleration. This transient compensation signal is the load change dL of the internal combustion engine,
It is calculated according to dLα. In that case, the transient compensation signal is corrected by the adaptive correction coefficient. This correction factor is
It is adapted during the corresponding time interval according to the deviation between the target and the actual air-fuel ratio. This makes it possible to provide good transient compensation over the entire life of the internal combustion engine.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic control system for fuel metering of an internal combustion engine, and more particularly, to a signal for basic injection amount and a signal for transient compensation in a non-steady operating state. The present invention relates to an electronic control system for fuel metering of an internal combustion engine.

[0002]

2. Description of the Related Art A control system of this type is DE 4115.
Known from 211A1. In this system, a signal for transient compensation is additively superimposed on the load signal, and an injection signal for controlling the injection valve is obtained from the added signal. The signal for transient compensation is obtained using a characteristic value map for obtaining the amount of the fuel film on the tube wall and various adaptive correction factors.

[0003]

The object of the present invention is to enable an optimum fuel metering in an electronic control system of the kind mentioned above. In particular, an object is to optimally perform transient compensation of the fuel amount from the viewpoint of emission of exhaust gas in an unsteady operating state.

[0004]

According to the present invention, in order to solve this problem, a transient compensation signal (tUK) is applied to the basic injection amount signal (te) during a non-steady operating state. , The transient compensation signal (tUK) is transmitted to the internal combustion engine (10
0) load change (dL, dLα), adaptive correction coefficients applied to the signal (tUK) for transient compensation are formed, and a time interval is assigned to each adaptive correction coefficient. Of the air-fuel ratio in the time period assigned to each correction coefficient that is changed during the adaptation processing in which the adaptive correction coefficient is changed according to the deviation between the target and actual air-fuel ratio, and the adaptive correction coefficient is changed. The configuration that uses the deviation between

[0005]

According to this structure, the transient compensation signal tUK is applied to the basic injection amount signal te in the unsteady operating state such as acceleration or deceleration. Signal tUK for transient compensation
Is calculated according to the load changes dL and dLα of the internal combustion engine. Furthermore, an adaptive correction coefficient that can be applied to the signal tUK for transient compensation is formed. In that case, a time interval is assigned to each adaptive correction coefficient. That is, a time section is provided in association with each correction coefficient. Each adaptive correction coefficient can be changed by the matching process according to the deviation between the target and actual air-fuel ratio. During the adaptation (adjustment) process for changing the adaptive correction coefficient, the correction coefficient is changed according to the deviation between the target and actual air-fuel ratio in the time section assigned to the correction coefficient to be changed. These adaptive correction factors ensure good transient compensation that does not change over the entire life of the internal combustion engine. Transient compensation is automatically adapted or adjusted to changes due to wear, for example. Furthermore, the application costs are significantly reduced. This has the advantage that an optimum fuel metering of the internal combustion engine is possible.

Particularly, it is effective to start the adaptation process when the absolute value of the transient compensation signal tUK exceeds the threshold value tUK0. This is because it avoids accidental fitting due to accidental slight variations. After starting the adaptation process, first, a predetermined time t0 is waited, and then the deviation between the target and the actual air-fuel ratio is examined to change the adaptive correction coefficient. In that case, only the adaptive correction coefficient at which the deviation between the target and the actual air-fuel ratio becomes maximum in the assigned time interval is changed. The change in the adaptive correction coefficient is related to the value of the maximum deviation between the target and the actual air-fuel ratio.

Another advantage is that different correction factors are created for the acceleration and deceleration of the internal combustion engine, so that both cases can be considered optimally.

The transient compensation signal tUK consists of three components, the first of which is related to the change dLα of the load signal formed from the throttle valve angle α of the internal combustion engine and the speed n,
The second and third components are changes d in the other load signal L of the internal combustion engine.
Related to L. This has the advantage that a very accurate load signal L as well as a very fast reacting load signal Lα can be taken into account. When the three components are obtained, the signals of the load changes dLα and dL are summed by the adding means, and subsequently, the adaptive correction coefficient is applied to each of them. The value of the addition means is decreased via different paths during acceleration and deceleration. Again, both cases are considered optimally.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the embodiments shown in the drawings.

In the control system of the present invention, the signal tUK for transient compensation is applied to the basic injection signal te to obtain the injection signal ti. The signal tUK for transient compensation is composed of three components. The first component mainly relates to the operating state of the internal combustion engine immediately after the start of unsteady operation, that is, immediately after the start of the transition between the various load states. The second component and, to a greater extent, the third component are associated with operating conditions at longer time intervals at non-steady start-up.

The change over time is achieved by reducing the summing memory used to determine the three components via various time constants. The adaptive correction coefficient applied to the three components before the three components are superimposed is adapted based on the operating state in different time segments after the start of the unsteady operation.

The injection signal ti is obtained in synchronization with the power stroke (expansion stroke) of the internal combustion engine. In the following, this tuning is
It is assumed that, when necessary, it is taken into account in the individual functional blocks of the control system according to the invention, i.e. that the correction signal is obtained at the correct time.

FIG. 1 schematically shows an internal combustion engine 100 and a main part for controlling fuel metering. The air / fuel mixture is supplied to the internal combustion engine via the intake passage 102, and the exhaust gas is discharged to the exhaust passage 104. In the intake passage 102, an air volume flow meter or an air mass flow meter 106, that is, for example, a thermal film air mass flow meter, a temperature sensor 108 for detecting the intake air temperature, and a throttle valve 11 when viewed in the intake air direction.
A throttle valve 110 having a sensor 111 for detecting the opening degree of 0
, A pressure sensor 112, and one or a plurality of injection nozzles 114 are arranged. An oxygen sensor 116 is attached to the exhaust gas passage 104. The internal combustion engine 100 includes a rotation speed sensor 118 and a sensor 1 for detecting the temperature of the internal combustion engine.
19 is attached. Furthermore, the internal combustion engine 100 has, for example, four spark plugs 120 for igniting the cylinder air / fuel mixture.

The output signal from the sensor described above is fed to a central controller 122. These are the following signals, that is, the signal L of the air mass flow meter 106, the signal T of the temperature sensor 108 that detects the intake air temperature, the signal α of the sensor 111 that detects the opening of the throttle valve 110, and the signal of the pressure sensor 112. P, a signal λ of the oxygen sensor 116, a signal n of the rotation speed sensor 118, and a sensor 1 for detecting the temperature of the internal combustion engine 100.
It is the signal TMot of 19. The controller 122 processes these sensor signals and outputs one or more injection nozzles 1
14 and the spark plug 120 are driven. The fuel metering control system of the present invention is implemented by the controller 122.

FIG. 2 is a block diagram of the fuel metering control system of the present invention. The load signal L is supplied to a block 200 for determining the basic injection signal te. The output signal of block 200 is connected to the first input of node 202. The signal tUK for transient compensation is applied to the second input of the connection point 202. Connection point 20
The output of 2 is connected to the first input of node 204. The output signal of the voltage correction circuit 206 is applied to the second input of the connection point 204. The output signal ti of the connection point 204 is supplied to the input of the output stage 208. The injection valve 114 is driven by the output stage 208.

The second input of the node 202 to which the signal tUK is applied is connected to the output of the node 210. Connection point 2
The first input of 10 is connected to the output of the temperature correction circuit 212, and the temperature signal TMot of the internal combustion engine 100 is applied to the input of this correction circuit. The output signal of node 214 is applied to the second input of node 210. Junction 214
Has three inputs. The first input is connected to the output of block 216, the second input is connected to the output of block 218, and the third input is connected to the output of block 220. The inputs of blocks 216 and 218 are connected via switch 222 to the output of block 224 which determines the load change dL. The load signal L is applied to the input of the block 224. The input of block 220 is connected to the output of block 226 which determines the change dLα of the other load signal Lα.
The throttle valve opening signal α and the internal combustion engine speed signal n are applied to the inputs of the block 226. The load signal Lα is determined in block 226 according to the signals α, n via the characteristic value map.

The control system shown in FIG. 2 is based on the following functional principle.

To the basic injection signal te obtained by the block 200, the transient compensation signal tUK formed by the blocks 210 to 226 is additively applied at the connection point 202. Subsequently, at the connection point 204, an additive correction is performed by the output signal of the voltage correction circuit 206, so that the start-up delay of the injection valve related to the battery voltage is taken into consideration. The injection valve 114 is controlled via the output stage 208 by the injection signal ti thus formed.

The function of the control system will be described in detail below.

In block 200, the basic injection signal te is determined from the load signal L. This is done by arithmetic processing or by reading from the characteristic line. The basic injection signal te is then subjected to two corrections and the output stage 20
8 to drive the injection valve 114. The first correction is performed at the connection point 202. At this connection point, the signal tUK is additively superimposed on the signal te, and the special characteristics during the non-steady operation (acceleration, deceleration) of the internal combustion engine are taken into account. By this correction, the air-fuel ratio becomes the theoretical value as much as possible even during the unsteady operation of the internal combustion engine 100, so that the harmful substance concentration of the exhaust gas is kept as low as possible. Without this correction, the mixture becomes too lean during acceleration and too rich during deceleration. This is because part of the injected fuel is the intake passage 10
This is because it adheres to the wall of the second pipe and is burned with a time delay. At the time of acceleration, the thickness of the fuel film on the tube wall increases, and the fuel forming the fuel film does not mix with the air-fuel mixture and becomes lean.
On the other hand, at the time of deceleration, that is, when the throttle valve 110 is closed, the fuel film on the wall of the pipe decreases, so that the excess fuel is supplied and, as a result, the mixture becomes rich.

The above-mentioned effect of the fuel film on the tube wall becomes remarkable especially when the internal combustion engine 100 is cold. This is because a large amount of fuel then condenses on the cold wall of the intake passage 100. In order to take into consideration the dependency of the internal combustion engine 100 on the temperature TMot, the transient compensation signal t
The UK is weighted at the junction 210 with a temperature related coefficient. This coefficient is determined by the temperature TMo of the internal combustion engine 100.
It is obtained from the temperature correction circuit 212 from t. Before the temperature-related correction is performed, the signal tU for transient compensation is used.
K is additively combined from the three components at junction point 214.

The first component is the rotation speed n of the internal combustion engine 100.
And the throttle valve angle α. Therefore, the load signal Lα is read from the characteristic value map formed via α and n in block 226. Further, the difference dLα between the two characteristic values Lα read back and forth is formed and supplied to the output of the block 226. This difference d
The signal tUK for transient compensation from Lα by the block 220
The first component of is determined. How this is specifically done will be explained later on the basis of FIG.

The second and third components of the transient compensation signal tUK are determined by the blocks 216 to 224 based on the load signal L.
Required by. For that purpose, the load signal L is first supplied to the block 224, which is followed by 2
The difference dL between the two signals is formed and output to the switch 222. The switch 222 is normally open and is closed only when two conditions are met. The first condition is that the rotation speed n of the internal combustion engine 100 is a limit value, for example, 4500 rp.
It is satisfied when it is smaller than m. This first condition is only needed for reasons of calculation time. This is because the number of calculations to be performed per unit time increases as the rotation speed increases. The first condition may be omitted if the calculation capabilities correspond.

The second condition is satisfied when the absolute value of the difference between the load signals by selecting the cylinder is larger than the threshold value. The difference between the load signals when a cylinder is selected means the difference between the load signals L obtained between two intake strokes before and after the same cylinder. By associating with the same cylinder, variations between cylinders will be unaffected.
When the first and second conditions are met, the switch 222 is closed, which allows the blocks 216 and 218 to form a component of the signal tUK for transient compensation. The internal structure of the blocks 216 to 220 will be described below with reference to FIG.

FIG. 3 shows the block 21 shown in FIG.
The internal structure of 6, 218 to 220 is shown.
The input of block 216 (or 218 or 220) is connected to the first input of junction 300. The output of the connection point 300 is connected to the input of the addition (sum) memory 302. The output of summing memory 302 is connected via switch 304 (at block 220) or directly (at 216 and 218) to the first input of node 306. Switch 304 is normally closed. This switch is opened only when the absolute value of the output signal of the addition memory 302 exceeds a threshold value and at the same time, the rotational speed n of the internal combustion engine 100 is smaller than a limit value, for example, 4500 rpm. The output of junction 306 is routed to the output of block 216 (or 218 or 220).

A signal is applied to the second input of node 300 from switch 310 or block 312 via switch 308. The inputs of blocks 310 and 312 are connected together and to the first input of junction 306. A signal from either memory 316 or memory 318 is applied to the second input of junction 306 via switch 314. The switch 314 is the switch 30.
8 is controlled by the control circuit 320.

According to the circuit shown in FIG. 3, in the case of the block 220, the first component of the transient compensation signal tUK is input from the input signal dLα, and in the case of the blocks 218 to 216, the first component of the input signal dL is changed to the second component. Three components are formed. To that end, the input signals of the circuit summed by the summing memory 302 are multiplied at the connection point 306 by an adaptive correction factor. Depending on whether the control circuit 320 detects acceleration or deceleration of the internal combustion engine 100, the memory 316
Alternatively, the adaptive correction coefficient is read from 318.
Extremely accurate transient compensation is possible by using different adaptive correction factors for acceleration and deceleration. In principle, the same correction factor can be used for both cases. In that case, of course, the accuracy that can be achieved is reduced.

At the end of the acceleration or deceleration process, the effect of transient compensation on the injection signal ti gradually disappears. Therefore, the addition memory 302 includes switches 30
Block 302 or block 31 according to the position of 8
The content is continuously reduced through any of the two.
For this purpose, a part of the output signal is supplied to the input of the addition memory 302 via the connection point 300 with the opposite sign. Its size is defined in blocks 310-312. Alternatively, blocks 310 and 312 may output constant values having the same sign as the output signal of summing memory 302, respectively.

As in the case of the adaptive correction coefficient, the acceleration and deceleration of the internal combustion engine 100 are distinguished when the output signal of the addition memory 302 is fed back to the input. This distinction is realized by the switch 308 which is driven by the control circuit 320 together with the switch 314. Control circuit 3
20 identifies acceleration or deceleration and switches 308 and 314 are activated accordingly. Addition memory 302
Outputs a negative signal, that is, when the difference dL or dLα between the front and rear load signals is negative, the control circuit 320 determines that deceleration is occurring. In the opposite case, acceleration is determined. The switch positions of switches 308 and 314 shown in FIG. 3 apply when acceleration is occurring. In this case, the second input of connection point 300 is connected to block 310 and the second input of connection point 306 is connected to memory 316. In the case of deceleration, both switches 308 and 314 are inverted so that the output signal of block 312 is applied to the second input of junction point 300 and memory 3
Eighteen output signals are applied to the second input of junction 306.

FIG. 4 shows the load signal L (upper (a)), the transient compensation signal tUK (central (b)), and the air-fuel ratio (lower (c), respectively) for acceleration. Excess air ratio λ
(Indicated by the arrow) is shown over time. The load signal L in (a) rises fairly rapidly from a relatively small value and gradually approaches a constant value. Therefore, acceleration is performed first. That is, the load shifts from a small value to a large value, and then steady operation at high load continues.

The characteristic of the transient compensating signal tUK shown in FIG. 4 (b) is obtained by such a time course of the load signal. When the load signal L rapidly rises, the transient compensation signal tUK also rises fairly rapidly and reaches the maximum value. Since the load signal L remarkably rises with time and then approaches a constant value, the transient compensation signal tUK
Decreases again and reaches 0 after a while.

As can be seen from (c), the air-fuel ratio still deviates from the stoichiometric air-fuel ratio (λ = 1) despite the transient compensation. Of course, this deviation is even greater without transient compensation. The difference is that the mixture is too lean (λ>
The direction is 1). Next, overshoot occurs in the direction of the air-fuel mixture that is too rich (λ <1). With the system of the present invention,
During acceleration or deceleration, the air / fuel ratio is made as theoretical as possible. In this connection, an adaptive correction coefficient used for monitoring (observing) the target and actual deviation dλ of the excess air ratio λ caused by acceleration or deceleration and obtaining the signal tUK for transient compensation accordingly. It has been found to be effective to adjust. A target excess air ratio of λ = 1 is usually chosen for reasons of exhaust gas technology.

Furthermore, it has been found preferable to subdivide the monitoring period into a plurality of time intervals (time intervals) and assign a unique adaptive correction coefficient to each time interval. The division of time intervals is shown in FIG. 4 (c). First, time t
= 0 is defined, and specifically, at time t = 0, the signal t
It is set at a time when the UK exceeds the threshold value tUK0 (see (b)). The time t = 0 forms the left end of the time interval. Time t0, t1, t2, t3 as the right end
Is determined. These times are usually temporally consecutive in this order. The time section from time t = 0 to t = t0 is the waiting time. The adaptive correction coefficient FB1 is in the time section from 0 to t1, the adaptive correction coefficient FB2 is in the time section from 0 to t2, and the adaptive correction coefficient FB3 is in the time section from 0 to t3. Assigned.

The adaptation (adjustment) of this adaptive correction coefficient is as follows.
Only the adaptive correction coefficient that maximizes the deviation dλ between the target and actual excess air ratio λ in the allotted time period is changed. If this applies to multiple time intervals, the smallest time interval is selected (see FIG. 4 (c)). Time t0, t1, t2
Is usually between 0 and 1 second and time t3 is between 0 and 4 seconds. 5 and 6 for details regarding adaptive correction coefficient adaptation.
It is described in.

Since FIG. 4 has been described for the case of acceleration, so far the adaptive correction factor FB1 for acceleration,
Although only FB2 and FB3 have been described, the adaptive correction factors FV1 and FV for deceleration to which each time interval is similarly assigned are also described.
V2 and FV3 can also be defined. Select the same time period as acceleration or a different time period according to the purpose.

In that case, the correction coefficient FB1 is stored in the block 22.
0 in the memory 316, and the correction coefficient FV1 is stored in the block 2
20 in memory 318. In addition, the correction coefficient FB
2 is stored in the memory 316 of the block 218, and the correction coefficient F
V2 is stored in the memory 318 of block 218. Further, the correction coefficient FB3 is stored in the memory 316 of the block 216,
Further, the correction coefficient FV3 is stored in the memory 318 of the block 216.

FIG. 5 shows a flow chart of the adaptation process for changing the adaptive correction coefficient for transient compensation. In the first step 500, the absolute value of the signal tUK is the threshold value t
It is checked whether it is larger than UKmin. If this is the case, step 502 is checked to see if the signal tUK is positive. If this is the case, the acceleration is normal, so in the following step 504, the acceleration flag is set and this information is stored. If the condition of step 502 is not satisfied, the acceleration flag is cleared.

Step 5 following steps 504 and 506
At 08, almost initialization is performed. The maximum deviation dλMax between the target and the actual excess air ratio λ is set to 0, and similarly, the time t at which dλ takes its maximum value dλMax.
Max is also set to 0. In addition, the time counter is activated. That is, the time t is set to 0. Furthermore, time t0
It is waited until it reaches (see also FIG. 4).

Step 508 is followed by step 510, in which the actual value of dλ is determined. This is done by forming the difference between the desired and the actual value of λ. Then, in step 512, it is checked whether the absolute value of dλ thus obtained is larger than the minimum value dλMin. If the condition of 512 is satisfied,
Following step 514, this step checks to see if the absolute value of dλ is greater than the previous maximum value dλMax. If so, step 516 is reached where dλMax and its associated time tMax are updated. Thus, the maximum deviation dλMax between the target and the actual excess air ratio λ and the maximum deviation dλM between the target and the actual
The time tMax at which ax occurs is determined.

Step 516 is followed by step 518, in which it is checked whether t is greater than t3, ie the maximum time period to be monitored has already elapsed. When the determination is “no” in at least one of steps 512 and 514, step 518 is performed.
If the condition of step 518 is not satisfied, the process returns to step 510. That is, the search for dλMax and tMax is continued. If the conditions of step 518 are fulfilled, then step 520 is reached, in which adaptive correction factors for transient compensation are adapted according to the values found for dλMax and tMax. The details of how this adaptation is performed are illustrated in the flow chart of FIG. Step 520 ends the execution according to the flowchart. If the condition of step 500 is not satisfied, the flowchart is not executed and the end of the flowchart is directly reached from step 500.

FIG. 6 shows a flow chart for adapting the correction coefficient for transient compensation by the values dλMax and tMax. In step 600, it is checked using the flowchart shown in FIG. 5 whether the maximum deviation dλMax between the target and the actual value can be obtained in the first place. Therefore, it is checked whether tMax = 0. If so, then dλMax has not been determined. As a result, the adaptive correction coefficient for transient compensation is not adapted, and the execution of the flowchart ends.

Otherwise, step 600 is followed by step 602, where time tMax is equal to time t.
It is checked whether it is smaller than 1, that is, whether dλMax occurs in the time interval of 0 and t1. If so, the correction factor assigned to this time interval is changed. For that purpose, in the next step 604, it is checked whether the correction coefficient FB1 for acceleration or the correction coefficient FV1 for deceleration should be changed. Therefore, in step 604, it is checked whether the acceleration flag is set, that is, whether there is acceleration (see also steps 502 to 504 in FIG. 5 for this).

When the answer to this judgment is "yes", it means that acceleration has occurred, and as a result, the correction coefficient FB1 for acceleration is changed. This change is calculated in the next step 606 by adding dλMax to the previous value of FB1.
And the constant c are added together. Constant c
Has a value between 1 and 0. When it is determined in step 604 that the acceleration flag is not set, step 608 follows step 604. In this step 608, the deceleration correction coefficient FV1 is adapted. In that case, the process corresponding to step 606 is performed. Execution of steps 606 through 608 ends the flowchart.

If the condition of step 602 is not met, then step 610 follows, where time tM.
It is checked whether ax is less than time t2. "Jesus"
In the case of, the procedure goes to step 612, where it is checked whether or not the acceleration flag is set. If so, the process proceeds to step 614, where the acceleration correction coefficient FB is used.
2 is adapted. If not, step 616 follows, in which the correction factor FV2 for deceleration is adapted. In that case, the processing described in step 606 is used in each case. Execution of steps 614 to 616 ends the flowchart.

If the condition of step 610 is not satisfied, step 618 is reached where it is checked if the acceleration flag is set. If "yes", in a subsequent step 620 the correction factor FB3 for acceleration is adapted. If no, step 622 continues,
Therefore, the correction coefficient FV3 for deceleration is adapted. Execution of steps 620 to 622 ends the flowchart.

The control system of the present invention can be used for single point injection as well as for multipoint injection. Further, the control system of the present invention can be realized by using analog or digital technology, and it is also possible to combine both technologies. The individual functional blocks, such as the control circuit 320 and the addition memory 302, can be implemented as hardware or software, in which case the functions of a plurality of functional blocks can be integrated according to the purpose.

In principle, it is also possible to divide the monitoring period into three time intervals (see FIG. 4) shown in the embodiment and a different number of time intervals. This is done purposefully by the person skilled in the art on a case-by-case basis.

[0048]

As described above, according to the present invention, by adapting the adaptive correction coefficient, good transient compensation is guaranteed without changing over the entire life of the internal combustion engine, and the optimum fuel for the internal combustion engine is guaranteed. Weighing becomes possible.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a configuration of an electronic control system for fuel metering of an internal combustion engine.

FIG. 2 is a block diagram showing a detailed configuration of a control system of the present invention.

FIG. 3 is a block diagram showing an internal configuration of a block shown in FIG. 2 for obtaining each component of a signal for transient compensation.

4A, 4B, and 4C are diagrams showing temporal characteristics of a load signal during acceleration, a signal for transient compensation, and an air-fuel ratio, respectively.

FIG. 5 is a flowchart showing a flow of an adaptation process for changing an adaptive correction coefficient for transient compensation.

FIG. 6 is a flowchart showing details of the process of step 520 of FIG.

[Explanation of symbols]

 100 Internal Combustion Engine 106 Air Volume Sensor 108 Temperature Sensor 110 Throttle Valve 112 Pressure Sensor 114 Injection Nozzle 116 Oxygen Sensor 118 Rotation Speed Sensor 122 Central Control Unit

 ─────────────────────────────────────────────────── ————————————————————————————————————————————— THE INVENTOR KREMENS GREASER FEDERAL REPUBLIC OF GERMANY 51371 LEVERKUSEN MURDESTRACE 7

Claims (9)

[Claims] 1. A signal (te) for transient compensation is applied to a signal (te) for basic injection amount in a non-steady operating state, and a signal (tUK) for transient compensation is applied to the internal combustion engine (100). An adaptive correction coefficient, which is obtained according to the load change (dL, dLα) and applied to the signal (tUK) for transient compensation, is formed, and a time interval is assigned to each adaptive correction coefficient. The coefficient is changed by the fitting process according to the deviation between the target and the actual air-fuel ratio, and during the fitting process that changes the adaptive correction coefficient, the difference between the target and the actual air-fuel ratio in the time interval assigned to the correction coefficient that should be changed An electronic control system for fuel metering of an internal combustion engine, characterized in that the deviation of is used. 2. The adaptive processing includes a signal (t for transient compensation).
Control system according to claim 1, characterized in that it is initiated when the absolute value of (UK) exceeds a threshold value (tUK0). 3. A predetermined time (t0) after starting the adaptation process.
The control system according to claim 1 or 2, wherein a standby is performed, and thereafter, the deviation between the target and the actual air-fuel ratio is evaluated to change the adaptive correction coefficient. 4. The adaptive correction coefficient for changing the maximum difference between the target and actual air-fuel ratios in the allotted time period during the adaptation processing is changed. The control system according to any one of 1. 5. The control system according to claim 4, wherein the change in the adaptive correction coefficient is related to the value of the maximum deviation between the target and the actual air-fuel ratio. 6. A correction coefficient which is different for acceleration and deceleration of the internal combustion engine (100).
The control system according to any one of items 1 to 5. 7. The transient compensating signal (tUK) comprises three components, the first component of which is the load formed from the throttle valve angle (α) and the rotational speed (n) of the internal combustion engine (100). 7. The method according to any one of claims 1 to 6, characterized in that it relates to a change (dLα) in the signal and the second and third components relate to a change (dL) in another load signal (L) of the internal combustion engine. The control system according to item 1. 8. When obtaining the three components, the signals of the load changes (dLα, dL) are summed by the summing means (302), and subsequently, the respective adaptive correction factors are applied thereto. The control system according to claim 7. 9. Control system according to claim 8, characterized in that the value of the addition means (302) is reduced via different paths during acceleration and during deceleration.