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EP0151805B1 - Dispositif de régulation électrique de la vitesse de ralenti d'un moteur à combustion - Google Patents

Dispositif de régulation électrique de la vitesse de ralenti d'un moteur à combustion Download PDF

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Publication number
EP0151805B1
EP0151805B1 EP84116363A EP84116363A EP0151805B1 EP 0151805 B1 EP0151805 B1 EP 0151805B1 EP 84116363 A EP84116363 A EP 84116363A EP 84116363 A EP84116363 A EP 84116363A EP 0151805 B1 EP0151805 B1 EP 0151805B1
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EP
European Patent Office
Prior art keywords
idle
adjusting current
adjusting
true
transducer
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
EP84116363A
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German (de)
English (en)
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EP0151805A3 (en
EP0151805A2 (fr
Inventor
Harald Collonia
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.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
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 Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0151805A2 publication Critical patent/EP0151805A2/fr
Publication of EP0151805A3 publication Critical patent/EP0151805A3/de
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Publication of EP0151805B1 publication Critical patent/EP0151805B1/fr
Expired 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2048—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit said control involving a limitation, e.g. applying current or voltage limits
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value

Definitions

  • the invention relates to a device for electrical idle control of internal combustion engines according to the preamble of claim 1.
  • the minimum air flow rate through a so-called first adjustment point of an actuator in the bypass to the throttle valve has been adjusted depending on the engine type. This was done, for example, by adjustment using an adjusting screw on the actuator. This process was time consuming.
  • Another possibility of specifying the minimum air flow rate was that the actuators were adjusted prior to installation by statistical recording of the minimum air flow rates required for a motor type. However, this adjustment increased the manufacturing outlay for the device for electrical idle control. Apart from this, a future change in the required minimum air flow rate could not be taken into account in both adjustment methods.
  • the minimum air throughput was carried out in particular by an electrical adjusting element on the speed controller or a downstream voltage current transformer.
  • the actuating current supplying an actuator could therefore not exceed the preset value. It is assumed, for example, that the maximum or minimum value of the actuating current sets the minimum air throughput with the actuator.
  • an electrical idle control device in which the actuating current must not exceed a constant upper value. Furthermore, from GB-A-20 85 619 an electrical idle control device is known, in which a limitation of the maximum actuating current or the minimum by-pass air quantity is described as a fixed function of the speed and temperature.
  • the present invention has for its object to develop a device for electrical idle control of the type mentioned so that the required minimum air flow is guaranteed without time-consuming and costly adjustment processes in the manufacture of the device for idle control and / or the vehicle, and even later changing operating conditions of the internal combustion engine.
  • the minimum air throughput is automatically adjusted when the internal combustion engine is idling and is checked and, if necessary, corrected in each subsequent idling state.
  • the modulation limiter device which is connected to the speed controller to influence its modulation limit, is connected.
  • the control limiter device a comparison is made of the idle actuating current which is stationary in the idling state at the controller output with a limiting signal formed by the actuation limiter device, a target distance or safety distance from the stationary idling actuating current and the actuation limit being taken into account. This enables the controller to deliver a slightly smaller actuating current than the stationary idling actuating current if necessary.
  • the device like the usual idle controller, is designed with electrical means, which are preferably arranged according to claim 2.
  • electrical means which are preferably arranged according to claim 2.
  • the automatically adjustable, storing limit signal generator which is automatically adjusted depending on the actuating current occurring in the idle state and taking into account the setpoint distance between the idling actuating current and the maximum actuating current such that it acts on the speed limiter in the sense of the specification of the maximum actuating current on the speed controller.
  • the limit signal generator thus stores an automatically set size of the limit signal.
  • the size of the limit signal is automatically controlled depending on the existing conditions in terms of an increase or a decrease.
  • the automatically adjustable limit signal generator is only automatically adjusted in a so-called real idle state depending on the actuating current reached in this state.
  • a discriminator is therefore provided according to claim 4, which is particularly advantageously set up according to claim 5 and with greater accuracy according to claim 6 for realizing a switching function that detects the real idle state.
  • the minimum air flow rate that can be achieved in the worst case is adjusted with great accuracy depending on the amount of air actually required during idling. Falsifications of the minimum air throughput by an insufficiently warm internal combustion engine or by switched on additional units of the air conditioning compressor are avoided.
  • the setting of the minimum air flow rate is not affected if the accelerator pedal is not actuated - which would correspond to the normal idling case - but the combustion engine is relieved or driven by the rolling vehicle.
  • slight throttle valve changes by the driver, in particular when maneuvering, are recognized, so that the influence of an arbitrary throttle valve change on the minimum air throughput is also eliminated.
  • the advantageous target distance between the modulation limit of the speed controller and the idle control current is advantageously introduced according to claim 6.
  • the fixed value transmitter in the signal flow direction before the further comparison point ensures that the limit signal transmitter is automatically set to a value which is lower by the fixed value than the idle current, which is also fed into the further comparator.
  • the modulation limiter itself which practically represents an actuator acting on the speed controller for changing its modulation limit, is expediently designed according to claim 7 as a control amplifier with PID time behavior in order to achieve a rapid but stable change in the modulation limit.
  • 1 denotes a speed-voltage converter, which converts the speed of an internal combustion engine, not shown, into a proportional voltage.
  • a reference junction 2 follows the speed-voltage converter in the signal flow direction.
  • the comparison point forms a control deviation signal on a line 4 from the actual speed signal, which is emitted by the speed voltage converter 1, and a set speed signal, which is defined by a speed setpoint generator 3.
  • the idle speed control deviation signal is converted into a speed controller via line 4 5 fed with PID behavior.
  • An output variable of the speed controller is converted via a voltage / current converter 6 into a control current corresponding to the idle speed control deviation signal, which is fed into an actuator 7.
  • the actuator 7 is located in a side path to a throttle valve of an internal combustion engine.
  • FIG. 2 A typical characteristic curve of the actuator 7 is shown in FIG. 2, namely the characteristic curve shows the dependence of the air flow through the actuator Q as a function of the actuating current in the actuator 7. It can be seen from FIG. that a minimum value of the idle control current results in the largest value of the air flow rate Q, while larger control currents control smaller air flow rates Q according to a linear characteristic.
  • Figure 2 shows that the modulation limit of the control amplifier is set so that the maximum value of the control current is 500 mA, for example, greater than the associated control current with real idling, which is, for example, 470 mA. The distance A between these two control currents is the so-called target or safety distance.
  • a device for influencing the modulation limit of the speed controller acts on it via a line 8.
  • a signal that can be set automatically is fed into a modulation limiter 11 via a comparator 10 via a comparison point 10.
  • the modulation limiter is designed as a PID control amplifier and feeds a limit signal into line 8.
  • the comparison point 10 is supplied with a signal corresponding to the actuating current via a line 13.
  • the further comparison point 12 receives an additive fixed value signal from a fixed value transmitter 14, which generates the target distance between the control limit and the actuating current with real idling.
  • a comparison signal at the output of the comparison point 12, which originates from the magnitude of the signal from the limit signal generator 9 which is increased by the fixed value of the fixed value transmitter 14, is fed into a discriminator 15 to detect whether the signal in the limit signal transmitter corresponds to the signal of the actuating current on line 13 9 stored size to be increased or decreased: lines 16, 17.
  • the limit signal transmitter is symbolized as an adjustable resistance, which can form a voltage signal corresponding to an electromotive adjustment of the grinder.
  • An electric motor - not shown - corresponds to signals on one of the lines 16, 17 driven one of its two possible directions of rotation.
  • a signal is formed in the further comparison point 12 from the current actuating current signal and the previously stored value (size) in the limit signal transmitter plus the setpoint distance - fixed value transmitter 14 9 stored size changed in the sense that the signal emitted corresponds to the signal of the idle control current reduced by the target distance.
  • the final limit signal for influencing the modulation limit of the speed controller 5 is derived from this signal.
  • FIG. 3 shows how, at time t o, the actuator opening assumed a certain amount in order to keep the idling speed of an internal combustion engine at a value predetermined by the target idling speed. Shortly thereafter, the actuator is opened even further by switching on the additional unit.
  • the actuator opening falls back to a value that already corresponds to the real idling mode.
  • the discriminator 19 recognizes the real idling mode only after a predetermined period of time, after which it can be certain that the accelerator pedal has not been arbitrarily adjusted by the driver.
  • the old control limit corresponding to the distance B at time t 2 was initially too large, so that the modulation limitation device must now automatically raise the control limit to the value A.
  • the target distance can also be lowered in the opposite direction if z. B.
  • the self-adjustment can thus - controlled by the discriminator 15 - in both directions.
  • the device for electrical idle control is practically always optimally set.

Landscapes

  • 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)

Claims (7)

1. Dispositif de régulation électrique de la vitesse de ralenti de moteurs à combustion interne installés dans des véhicules, ce dispositif comportant un comparateur (2) dans lequel est formé un signal de divergence du réglage de la vitesse de ralenti, pilotant avec un régulateur (5) de vitesse, un courant de réglage injectable dans un organe (7) de réglage du débit d'air au ralenti, ainsi que des éléments destinés à ajuster ce courant de réglage, et étant caractérisé en ce que, pour influer sur la limite de régulation du régulateur (5) de vitesse, est relié à celui-ci un dispositif (8-19) limiteur de régulation à ajustage automatique en fonction du courant de réglage au ralenti franc, dispositif qui, pour limiter par le bas le débit minimal d'air au ralenti, limite le courant maximal de réglage à une valeur qui se trouve supérieure d'une quantité prédéterminée (écart de consigne A) à celle du courant de réglage au ralenti franc, ce ralenti franc étant signalé quand la vitesse du véhicule est nulle, quand le papillon est fermé et que ce courant de réglage ne subit aucune variation pendant une durée prédéterminée.
2. Dispositif selon la revendication 1, caractérisé en ce que le dispositif limiteur de régulation comporte un générateur/enregistreur (9) de signaux de limitation, ajustable automatiquement, qui, le cas échéant, par l'intermédiaire d'un circuit comparateur (10) dans lequel un signal de courant de réglage peut être injecté, alimente un limiteur (11) de régulation et est couplé par réaction, par l'intermédiaire d'un autre circuit comparateur (12), dans lequel le signal de courant de réglage peut aussi être injecté, avec inclusion d'éléments destinés à former l'écart de consigne à chaque situation de ralenti franc.
3. Dispositif selon la revendication 2, caractérisé par la présence d'un discriminateur (15) de sens, disposé dans une branche de réaction entre l'autre circuit comparateur (12) et le générateur/enregistreur (9) de signaux de limitation à ajustage automatique, et destiné à déterminer la tendance de réglage dans ce générateur (9) de signaux de limitation.
4. Dispositif selon la revendication 2 ou 3, caractérisé par la présence d'un discriminateur (19), reconnaissant la situation de ralenti franc et destiné à provoquer l'ajustement du générateur (9) de signaux de limitation.
5. Dispositif selon la revendication 4, caractérisé en ce que le discriminateur (19) est agencé de manière à former la fonction de commutation .
Figure imgb0004
dans laquelle
LL représente l'état de ralenti franc
V indique la vitesse nulle du véhicule
T indique qu'il n'y a pas de variations du courant de réglage (variations des grandeurs de réglage) dans un intervalle de temps prédéterminé
DK indique que le papillon est fermé
ICK indique que le compresseur de climatisation est hors circuit
MT indique que le moteur est chaud.
6. Dispositif selon l'une des revendications précédentes, caractérisé en ce que, pour former l'écart de consigne (A) entre la limite de régulation et le courant de réglage du ralenti dans la phase de ralenti franc, un générateur (14) de valeur fixe additionnelle est disposé entre la sortie du générateur (9) de signaux de limitation et l'autre circuit comparateur (12).
7. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que le limiteur de régulation (11) est un amplificateur de réglage à triple action dans le temps (PID : comportement proportionnel, par intégration et par différentiation).
EP84116363A 1984-02-03 1984-12-27 Dispositif de régulation électrique de la vitesse de ralenti d'un moteur à combustion Expired EP0151805B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3403750 1984-02-03
DE19843403750 DE3403750A1 (de) 1984-02-03 1984-02-03 Einrichtung zur elektrischen leerlaufregelung von verbrennungsmotoren

Publications (3)

Publication Number Publication Date
EP0151805A2 EP0151805A2 (fr) 1985-08-21
EP0151805A3 EP0151805A3 (en) 1987-06-16
EP0151805B1 true EP0151805B1 (fr) 1988-09-28

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP84116363A Expired EP0151805B1 (fr) 1984-02-03 1984-12-27 Dispositif de régulation électrique de la vitesse de ralenti d'un moteur à combustion

Country Status (4)

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US (1) US4616613A (fr)
EP (1) EP0151805B1 (fr)
JP (1) JPS60198345A (fr)
DE (2) DE3403750A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3515132A1 (de) * 1985-04-26 1986-10-30 Robert Bosch Gmbh, 7000 Stuttgart Verfahren und vorrichtung zur regelung der leerlaufdrehzahl bei brennkraftmaschinen
DE4215959C2 (de) * 1991-05-15 1997-01-16 Toyoda Automatic Loom Works Verstärkungsfaktor-Einstelleinrichtung für PID-Regler
US6817338B2 (en) * 2002-02-04 2004-11-16 Cummins, Inc. Idle speed control system

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS54162025A (en) * 1978-06-12 1979-12-22 Nippon Denso Co Ltd Engine revolution speed controlling apparatus
JPS5926782B2 (ja) * 1978-06-17 1984-06-30 トヨタ自動車株式会社 内燃機関の回転速度制御方法
JPS55160135A (en) * 1979-05-29 1980-12-12 Nissan Motor Co Ltd Suction air controller
JPS5612029A (en) * 1979-07-10 1981-02-05 Toyota Motor Corp Control method for speed of revolution in internal combustion engine
JPS6038544B2 (ja) * 1979-10-17 1985-09-02 株式会社デンソー エンジンの回転速度制御方法
DE3039435C2 (de) * 1980-10-18 1984-03-22 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur Regelung der Leerlauf-Drehzahl von Brennkraftmaschinen
DE3149097A1 (de) * 1981-12-11 1983-06-16 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum regeln der leerlaufdrehzahl bei einer brennkraftmaschine
DE3226283A1 (de) * 1982-07-14 1984-01-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Leerlaufregler, insbesondere fuer kraftfahrzeuge
DE3235186A1 (de) * 1982-09-23 1984-03-29 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zur regelung der leerlauf-drehzahl von brennkraftmaschinen

Also Published As

Publication number Publication date
EP0151805A3 (en) 1987-06-16
DE3474333D1 (en) 1988-11-03
EP0151805A2 (fr) 1985-08-21
DE3403750A1 (de) 1985-08-08
JPS60198345A (ja) 1985-10-07
US4616613A (en) 1986-10-14

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