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EP0121066B1 - Idle speed regulation apparatus for an internal-combustion engine - Google Patents

Idle speed regulation apparatus for an internal-combustion engine Download PDF

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Publication number
EP0121066B1
EP0121066B1 EP84101695A EP84101695A EP0121066B1 EP 0121066 B1 EP0121066 B1 EP 0121066B1 EP 84101695 A EP84101695 A EP 84101695A EP 84101695 A EP84101695 A EP 84101695A EP 0121066 B1 EP0121066 B1 EP 0121066B1
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EP
European Patent Office
Prior art keywords
speed
precontrol
internal
value
combustion engine
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
EP84101695A
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German (de)
French (fr)
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EP0121066A3 (en
EP0121066A2 (en
Inventor
Alfred Dipl.-Ing. Schulz
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0121066A2 publication Critical patent/EP0121066A2/en
Publication of EP0121066A3 publication Critical patent/EP0121066A3/en
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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
    • 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
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling

Definitions

  • the invention is based on an idle speed control device for internal combustion engines according to the preamble of claim 1 or 7 (see GB-A-2 012 997).
  • Idle speed control devices are already known.
  • the control behavior of the controller must be adapted. This is done in particular by setting and linking various control characteristics, in particular the P, I and D behavior. A combination of these characteristics and the connection of such shares as a function of parameters can be carried out in any complex manner in order to optimally adapt the control behavior to the given circumstances. However, this requires a large application effort.
  • a controller it is desirable for a controller to react very quickly to changes in the actual value, on the other hand, a fast controller can cause overshoots and even instability.
  • switchable loads e.g. air-conditioner
  • start-up phase the use of pre-control values for switchable loads (e.g. air-conditioner) and the start-up phase were introduced as is known from GB-A-2 012 997.
  • the advantage of the pilot control over technical solutions with target speed increases as disclosed in DE-A-3 039 435 is precisely that the idling target speed remains constant and the controller is nevertheless not used.
  • the gain of the start pre-control function according to a constant time schedule is quite rough and problems such as the rapid return of the machine from high speeds to idle without overshoots of the control remain unsolved.
  • an idle control which switches to a limit control which has the character of a temperature and / or speed-dependent control when the threshold values of the control output signal are exceeded or undershot.
  • DE-OS 26 33 617 discloses a learning map control for a gasoline injection, the learning taking place under certain operating conditions.
  • the learning goal is to optimize the exhaust gas with regard to the lambda value. It is therefore necessary for the learning process that the internal combustion engine operates under constant operating conditions for a sufficiently long time while the subject of the present application is intended to intercept sudden load changes.
  • the device according to the invention which works according to the method according to the invention with the characterizing features of the main claim, has the advantage that special pilot functions, which are formed from the machine temperature, the combination of start detection and temperature and the actual speed, and are additionally used Advantage that the controller itself can now be appropriately dimensioned and designed in a simple manner, since control deviations can only occur to a very reduced extent. The controller therefore only has to intervene to support it in extreme situations. This means that only minimal application effort is required for the controller itself, since the peculiarities of the respective controlled system are taken into account by corresponding pre-control values.
  • FIG. 1 shows a block diagram of the exemplary embodiment
  • FIG. 2 shows a signal diagram to explain the mode of operation of one of the possible pilot control values that are dependent on the actual speed.
  • This comparison point 12 is connected to a further comparison point 14 via a controller 13.
  • the controller 13 has a P and / or an I and / or a D behavior in a known manner. However, it can be designed very simply.
  • the output signal of the second comparison point 14 controls the speed of an internal combustion engine 16 via an actuator 15.
  • the actuator 15 acts directly on the throttle valve in the air intake pipe of the internal combustion engine 16 or that a bypass is controlled via the throttle valve or that the timing or injection quantities of a fuel injector are controlled or that an ignition timing is appropriate being affected.
  • the direct control of the throttle valve or the influencing of the fuel injection can be effective on its own, while the other functions for influencing the speed can serve as auxiliary functions.
  • the actuator 15 itself can be designed as a servomotor, as a solenoid, as a hydraulically or pneumatically acting member with solenoid valves in the feed lines or as a control signal generator.
  • the actual speed Ni generated is fed back to the comparison point 12, where a setpoint-actual value comparison takes place.
  • An accelerator pedal 10 which can be operated by the driver of a motor vehicle, in which the internal combustion engine 16 is installed, acts on the internal combustion engine in a known manner, not shown, in order to control the rotational speed.
  • the output signals of the controller 13 include pilot control functions for the actuator 15 overlaid. These are generated by three pilot control function generators 17, 18, 19, the output signals of which are combined in a comparison point 20 and fed from there to the comparison point 14.
  • the first pilot control function generator 17 is controlled on the input side by a signal T which is dependent on the engine temperature and is constantly active.
  • the generated temperature-dependent precontrol function f (T) controls the actuator 15 more strongly in the direction of higher idling speed at low temperatures (still cold engine), since it is known that when the internal combustion engine is cold, a higher fuel supply is required than would be necessary at a higher temperature and the same speed.
  • low temperatures still cold engine
  • other temperatures can also be used for such control, e.g. B. the outside temperature.
  • other constantly present external parameters such as. B. the air pressure can be used for a corresponding pilot function.
  • the second pilot function generator 18 generates a start pilot function St, which is only effective during the starting process and is then either switched off or limited in time.
  • the start case is recognized by the combination of the supplied parameters T and Ni.
  • the actuator 15 is in turn driven in the direction of higher speeds by the signal St.
  • pilot control functions can also be taken into account accordingly using pilot control functions.
  • Each component in the motor vehicle the activation of which would result in a speed reduction as a result of increased load, can advantageously generate a corresponding pilot control value, which acts on the actuator 15 in the direction of increasing the speed.
  • the generation of corresponding pilot control functions is particularly advantageous.
  • the third pilot function generator 19 generates speed-dependent pilot functions. This is explained in more detail in the signal diagram shown in FIG. 2.
  • the speed-dependent pilot control function f (N) is shown there.
  • N The speed-dependent pilot control function f (N) is shown there.
  • the accelerator pedal 10 has been depressed to a certain angle a. This turns z. B. after some time an actual speed of 3000 U / min. If the accelerator pedal is now released, the angle a becomes 0 and an idle speed setpoint Ns of 750 rpm is specified again. Suddenly there is a large control deviation which would cause the actuator 15 to be changed very quickly in the direction of low speeds, with the risk of overshoot occurring, i. that is, the speed would drop below the predetermined idle speed due to the large change in the actuator.
  • the manipulated variable St corresponding to the function f (N) becomes effective when the accelerator pedal is released.
  • the function f (N) must be designed so that no steady-state speed value can be set.
  • the control output variable is 0 due to the large control deviation.
  • the actual value is then carefully brought back to the setpoint Ns (idle speed). For this purpose, it makes sense that the pilot function generator 19 is only effective when the throttle valve is closed (idling or thrust detection).
  • the pilot control functions and components of the control loop described can advantageously be implemented in a microcomputer in accordance with the stated prior art.
  • the various setting parameters can preferably be set by pin programming.

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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)

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einer Leerlaufdrehzahlregelvorrichtung für Brennkraftmaschinen nach der Gattung des Anspruchs 1 bzw. 7 (vergleiche GB-A-2 012 997). Leerlaufdrehzahlregelvorrichtungen sind schon bekannt. In Abhängigkeit des gewünschten zu erzielenden Komforts und der bei der Leerlaufdrehzahlregelung zu behandelnden Sonderfälle muß dabei das Regelverhalten des Reglers angepaßt werden. Dies geschieht insbesondere durch Einstellung und Verknüpfung verschiedener Regelcharakteristika, insbesondere des P-, I- und D-Verhaltens. Eine Verknüpfung dieser Charakteristika sowie das Aufschalten solcher Anteile in Abhängigkeit von Parametern kann dabei in beliebig aufwendiger Weise vorgenommen werden, um das Regelverhalten für die vorliegenden Gegebenheiten optimal anzupassen. Dies erfordert jedoch einen großen Applikationsaufwand. Darüber hinaus ist es zum einen wünschenswert, daß ein Regler sehr schnell auf Veränderungen des Istwerts reagiert, andererseits kann ein schneller Regler Überschwingungen und sogar Instabilität hervorrufen. Zur Verbesserung eines solchen Reglers wurde die Verwendung von Vorsteuerwerten für zuschaltbare Lasten (z. B. air-conditioner) und die Startphase eingeführt wie aus GB-A-2 012 997 bekannt ist. Der Vorteil der Vorsteuerung liegt gegenüber technischen Lösungen mit Solldrehzahlerhöhungen wie in der DE-A-3 039 435 offenbart gerade darin, daß die Leerlaufsolldrehzahl konstant bleibt und der Regler trotzdem nicht in Anspruch genommen wird. Jedoch ist die Gewinnung der Startvorsteuerfunktion nach einem konstanten zeitlichen Schema recht grob und außerdem bleiben Probleme wie die schnelle Rückführung der Maschine von hohen Drehzahlen zum Leerlauf ohne Überschwingungen der Regelung ungelöst.The invention is based on an idle speed control device for internal combustion engines according to the preamble of claim 1 or 7 (see GB-A-2 012 997). Idle speed control devices are already known. Depending on the desired level of comfort to be achieved and the special cases to be dealt with in idle speed control, the control behavior of the controller must be adapted. This is done in particular by setting and linking various control characteristics, in particular the P, I and D behavior. A combination of these characteristics and the connection of such shares as a function of parameters can be carried out in any complex manner in order to optimally adapt the control behavior to the given circumstances. However, this requires a large application effort. In addition, on the one hand, it is desirable for a controller to react very quickly to changes in the actual value, on the other hand, a fast controller can cause overshoots and even instability. To improve such a controller, the use of pre-control values for switchable loads (e.g. air-conditioner) and the start-up phase were introduced as is known from GB-A-2 012 997. The advantage of the pilot control over technical solutions with target speed increases as disclosed in DE-A-3 039 435 is precisely that the idling target speed remains constant and the controller is nevertheless not used. However, the gain of the start pre-control function according to a constant time schedule is quite rough and problems such as the rapid return of the machine from high speeds to idle without overshoots of the control remain unsolved.

Ferner ist aus der DE-OS 30 39 435 eine Leerlaufregelung bekannt, die bei Über- bzw. Unterschreiten von Schwellwerten des Regelungsausgangssignales auf eine Begrenzungsregelung umschaltet, die den Charakter einer temperatur- und/oder drehzahlabhängigen Steuerung hat.Furthermore, from DE-OS 30 39 435 an idle control is known, which switches to a limit control which has the character of a temperature and / or speed-dependent control when the threshold values of the control output signal are exceeded or undershot.

Die DE-OS 26 33 617 offenbart eine lernende Kennfeldsteuerung für eine Benzineinspritzung, wobei das Lernen unter bestimmten Betriebsbedingungen stattfindet. Hierbei ist das Lernziel eine Optimierung des Abgases im Hinblick auf den Lambda-Wert. Daher ist es für den Lernprozeß notwendig, daß die Brennkraftmaschine eine hinreichend lange Zeit unter konstanten Betriebsbedingungen arbeitet, während der Gegenstand der vorliegenden Anmeldung gerade plötzliche Lastwechsel abfangen soll.DE-OS 26 33 617 discloses a learning map control for a gasoline injection, the learning taking place under certain operating conditions. The learning goal is to optimize the exhaust gas with regard to the lambda value. It is therefore necessary for the learning process that the internal combustion engine operates under constant operating conditions for a sufficiently long time while the subject of the present application is intended to intercept sudden load changes.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Vorrichtung, die nach dem erfindungsgemäßen Verfahren mit den kennzeichnenden Merkmalen des Hauptanspruchs arbeitet, hat demgegenüber den Vorteil, das durch spezielle Vorsteuerfunktionen, die aus der Maschinentemperatur, der Kombination von Starterkennung und Temperatur sowie der Ist-Drehzahl gebildet werden und zusätzlich verwendet werden den Vorteil, daß der Regler nun selbst entsprechend träge dimensioniert und einfach ausgelegt werden kann, da Regelabweichungen nur noch in sehr vermindertem Maße auftreten können. Der Regler muß daher nur noch in extremen Situationen stützend eingreifen. Für den Regler selbst ist dadurch nur noch ein minimaler Applikationsaufwand notwendig, da die Besonderheiten der jeweiligen Regelstrecke durch entsprechende Vorsteuerwerte berücksichtigt werden.The device according to the invention, which works according to the method according to the invention with the characterizing features of the main claim, has the advantage that special pilot functions, which are formed from the machine temperature, the combination of start detection and temperature and the actual speed, and are additionally used Advantage that the controller itself can now be appropriately dimensioned and designed in a simple manner, since control deviations can only occur to a very reduced extent. The controller therefore only has to intervene to support it in extreme situations. This means that only minimal application effort is required for the controller itself, since the peculiarities of the respective controlled system are taken into account by corresponding pre-control values.

Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der in den unabhängigen Ansprüchen angegebenen Leerlaufdrehzahlregelungen möglich. Besonders vorteilhaft ist es, die erfindungsgemäßen Vorsteuerfunktionen mit denen durch den Stand der Technik gekennzeichneten Vorsteuerfunktionen zu kombinieren, da hierdurch eine optimale Anpassung erfolgen kann und die Vorzüge einer dann erst möglichen trägen Regelung ausgenutzt werden können.The measures listed in the subclaims allow advantageous developments and improvements to the idle speed controls specified in the independent claims. It is particularly advantageous to combine the pilot control functions according to the invention with the pilot control functions characterized by the prior art, since this allows an optimal adaptation and the advantages of a slow control that is only possible then.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 ein Blockschaltbild des Ausführungsbeispiels und Figur 2 ein Signaldiagramm zur Erläuterung der Wirkungsweise eines der möglichen von der Istdrehzahl abhängigen Vorsteuerwertes.An embodiment of the invention is shown in the drawing and explained in more detail in the following description. FIG. 1 shows a block diagram of the exemplary embodiment and FIG. 2 shows a signal diagram to explain the mode of operation of one of the possible pilot control values that are dependent on the actual speed.

Beschreibung des AusführungsbeispielesDescription of the embodiment

In dem in Figur 1 dargestellten Ausführungsbeispiel ist das Ausgangssignal eines Sollwert-Funktionsgebers 11, der ein Sollwertsignal Ns in Abhängigkeit von Parametern wie Motortemperatur und verschiedenen Lastbedingungen erzeugt, einer Vergleichsstelle 12 zugeführt. Diese Vergleichsstelle 12 ist über einen Regler 13 mit einer weiteren Vergleichsstelle 14 verbunden. Der Regler 13 weist in bekannter Weise ein P- und/oder ein I- und/oder ein D-Verhalten auf. Er kann jedoch sehr einfach ausgelegt sein. Das Ausgangssignal der zweiten Vergleichsstelle 14 steuert über ein Stellglied 15 die Drehzahl einer Brennkraftmaschine 16. Dies kann in bekannter Weise dadurch erfolgen, daß das Stellglied 15 direkt auf die Drosselklappe im Luftansaugrohr der Brennkraftmaschine 16 einwirkt oder daß ein Bypaß über der Drosselklappe gesteuert wird oder daß die Steuerzeiten oder Einspritzmengen einer Kraftstoffeinspritzvorrichtung gesteuert werden oder daß ein Zündzeitpunkt entsprechend beeinflußt wird. Dabei kann die direkte Steuerung der Drosselklappe oder die Beeinflussung der Kraftstoffeinspritzung für sich allein wirksam sein, während die übrigen Funktionen zur Beeinflussung der Drehzahl als Hilfsfunktionen dienen können. Zur Einwirkung auf die genannten Größen kann das Stellglied 15 selbst als Stellmotor, als Stellmagnet, als hydraulisch oder pneumatisch wirkendes Glied mit Magnetventilen in den Zuleitungen oder als Steuersignalgenerator ausgebildet sein. Die erzeugte Ist-Drehzahl Ni ist zur Vergleichsstelle 12 zurückgeführt, wo ein Sollwert-Istwert-Vergleich stattfindet. Ein vom Fahrer eines Kraftfahrzeugs, in das die Brennkraftmaschine 16 eingebaut ist, bedienbaren Fahrpedal 10 wirkt in nicht näher dargestellter, bekannter Weise auf die Brennkraftmaschine ein, um die Drehzahl zu steuern.In the exemplary embodiment shown in FIG. 1, the output signal of a setpoint function generator 11, which generates a setpoint signal Ns as a function of parameters such as engine temperature and various load conditions, is fed to a comparison point 12. This comparison point 12 is connected to a further comparison point 14 via a controller 13. The controller 13 has a P and / or an I and / or a D behavior in a known manner. However, it can be designed very simply. The output signal of the second comparison point 14 controls the speed of an internal combustion engine 16 via an actuator 15. This can be done in a known manner in that the actuator 15 acts directly on the throttle valve in the air intake pipe of the internal combustion engine 16 or that a bypass is controlled via the throttle valve or that the timing or injection quantities of a fuel injector are controlled or that an ignition timing is appropriate being affected. The direct control of the throttle valve or the influencing of the fuel injection can be effective on its own, while the other functions for influencing the speed can serve as auxiliary functions. To act on the variables mentioned, the actuator 15 itself can be designed as a servomotor, as a solenoid, as a hydraulically or pneumatically acting member with solenoid valves in the feed lines or as a control signal generator. The actual speed Ni generated is fed back to the comparison point 12, where a setpoint-actual value comparison takes place. An accelerator pedal 10 which can be operated by the driver of a motor vehicle, in which the internal combustion engine 16 is installed, acts on the internal combustion engine in a known manner, not shown, in order to control the rotational speed.

Die bis hierher beschriebene Anordnung arbeitet in bekannter Weise, indem eine durch Abweichung des Istwerts vom Sollwert erzeugte Regelabweichung über den Regler 13 auf das Stellglied 15 einwirkt und durch dieses die Drehzahl wieder auf den Sollwert eingeregelt wird.The arrangement described so far works in a known manner in that a control deviation generated by the deviation of the actual value from the target value acts on the actuator 15 via the controller 13 and the speed is adjusted to the target value again by this.

Zur Entlastung des beschriebenen Regelkreises und um auch bei träge dimensioniertem Regler 13 eine schnelle und exakte Einstellung der Drehzahl bewirken zu können und um auch spezielle Sonderfunktionen auf einfache Weise bei der Bildung eines Drehzahlwerts berücksichtigen zu können, sind den Ausgangssignalen des Reglers 13 Vorsteuerfunktionen für das Stellglied 15 überlagert. Diese werden durch drei Vorsteuerfunktionsgeneratoren 17, 18, 19 erzeugt, deren Ausgangssignale in einer Vergleichsstelle 20 zusammengeführt und von dort aus der Vergleichsstelle 14 zugeführt sind. Der erste Vorsteuerfunktionsgenerator 17 wird eingangsseitig von einem motortemperaturabhängigen Signal T gesteuert und ist ständig wirksam. Die erzeugte temperaturabhängige Vorsteuerfunktion f (T) steuert bei niedrigen Temperaturen (noch kalter Motor) das Stellglied 15 stärker in Richtung höherer Leerlaufdrehzahl an, da bekanntermaßen bei kalter Brennkraftmaschine eine höhere Kraftstoffzufuhr benötigt wird, als dies bei höherer Temperatur und gleicher Drehzahl notwendig wäre. Anstelle oder alternativ zur Motortemperatur können auch andere Temperaturen für eine solche Regelung herangezogen werden, z. B. die Außentemperatur. Entsprechend können weitere ständig vorliegende Außenparameter, wie z. B. der Luftdruck für eine entsprechende Vorsteuerfunktion herangezogen werden.To relieve the described control circuit and to be able to effect a quick and exact adjustment of the speed even with sluggishly dimensioned controller 13 and to also be able to take special special functions into account in a simple way when forming a speed value, the output signals of the controller 13 include pilot control functions for the actuator 15 overlaid. These are generated by three pilot control function generators 17, 18, 19, the output signals of which are combined in a comparison point 20 and fed from there to the comparison point 14. The first pilot control function generator 17 is controlled on the input side by a signal T which is dependent on the engine temperature and is constantly active. The generated temperature-dependent precontrol function f (T) controls the actuator 15 more strongly in the direction of higher idling speed at low temperatures (still cold engine), since it is known that when the internal combustion engine is cold, a higher fuel supply is required than would be necessary at a higher temperature and the same speed. Instead of or as an alternative to the engine temperature, other temperatures can also be used for such control, e.g. B. the outside temperature. Accordingly, other constantly present external parameters, such as. B. the air pressure can be used for a corresponding pilot function.

Der zweite Vorsteuerfunktionsgenerator 18 erzeugt eine Start-Vorsteuerfunktion St, die nur während des Startvorgangs wirksam ist und danach entweder abgeschaltet oder zeitlich abgeregelt wird. Der Startfall wird im dargestellten Beispiel durch die Kombination der zugeführten Parameter T und Ni erkannt. Alternativ dazu ist natürlich auch die Verwendung des Signals eines Startschalters oder ein Lastsignal möglich. Während des Starts wird durch das Signal St wiederum das Stellglied 15 in Richtung höherer Drehzahlen angesteuert.The second pilot function generator 18 generates a start pilot function St, which is only effective during the starting process and is then either switched off or limited in time. In the example shown, the start case is recognized by the combination of the supplied parameters T and Ni. As an alternative to this, it is of course also possible to use the signal from a start switch or a load signal. During the start, the actuator 15 is in turn driven in the direction of higher speeds by the signal St.

Auch andere Sonderzustände der Brennkraftmaschine (der Startfall ist ein solcher Sonderzustand) können entsprechend durch Vorsteuerfunktionen berücksichtigt werden. So kann vorteilhaft durch jede Komponente im Kraftfahrzeug, deren Einschaltung infolge erhöhter Belastung eine Drehzahlminderung zur Folge hätte, ein entsprechender Vorsteuerwert erzeugt werden, der in Richtung Anhebung der Drehzahl auf das Stellglied 15 einwirkt. Vor allem bei Verbrauchern mit hohen Strombedarf, wie z. B. Klimaanlagen, ist die Erzeugung entsprechender Vorsteuerfunktionen besonders vorteilhaft.Other special states of the internal combustion engine (the starting case is such a special state) can also be taken into account accordingly using pilot control functions. Each component in the motor vehicle, the activation of which would result in a speed reduction as a result of increased load, can advantageously generate a corresponding pilot control value, which acts on the actuator 15 in the direction of increasing the speed. Especially for consumers with high electricity requirements, such as B. air conditioning, the generation of corresponding pilot control functions is particularly advantageous.

Der dritte Vorsteuerfunktionsgenerator 19 erzeugt drehzahlabhängige Vorsteuerfunktionen. Dies ist in dem in Figur 2 dargestellten Signaldiagramm näher erläutert. Dort ist die drehzahlabhängige Vorsteuerfunktion f (N) gezeigt. Als Beispiel sei davon ausgegangen, daß das Fahrpedal 10 bis zu einem bestimmten Winkel a durchgetreten ist. Dadurch stellt sich z. B. nach einiger Zeit ein Drehzahlistwert von 3000 U/min ein. Wird nun das Fahrpedal losgelassen, so wird der Winkel a zu 0, und es wird wieder ein Leerlaufdrehzahl-Sollwert Ns von 750 U/min vorgegeben. Es entsteht schlagartig eine große Regelabweichung die bewirken würde, daß das Stellglied 15 sehr schnell in Richtung kleine Drehzahlen verändert würde, wobei die Gefahr eines Überschwingens entstehen würde, d. h., die Drehzahl würde infolge der starken Veränderung des Stellglieds unter die vorgegebene Leerlaufdrehzahl absinken. Durch das Wirksamwerden der Vorsteuerfunktion f (N) wird im Zeitpunkt des Loslassens des Fahrpedals die der Funktion f (N) entsprechende Stellgröße St wirksam. Die Funktion f (N) muß dabei so ausgelegt sein, daß sich kein stationärer Drehzahlwert einstellen kann. Die Regierausgangsgrö- ße ist aufgrund der großen Regelabweichung gleich 0. Der Istwert wird dadurch wieder behutsam an den Sollwert Ns (Leerlaufdrehzahl) herangeführt. Für diesen Zweck ist es sinnvoll, daß der Vorsteuerfunktionsgenerator 19 nur bei geschlossener Drosselklappe (Leerlauf- bzw. Schuberkennung) wirksam wird.The third pilot function generator 19 generates speed-dependent pilot functions. This is explained in more detail in the signal diagram shown in FIG. 2. The speed-dependent pilot control function f (N) is shown there. As an example, assume that the accelerator pedal 10 has been depressed to a certain angle a. This turns z. B. after some time an actual speed of 3000 U / min. If the accelerator pedal is now released, the angle a becomes 0 and an idle speed setpoint Ns of 750 rpm is specified again. Suddenly there is a large control deviation which would cause the actuator 15 to be changed very quickly in the direction of low speeds, with the risk of overshoot occurring, i. that is, the speed would drop below the predetermined idle speed due to the large change in the actuator. When the pilot control function f (N) takes effect, the manipulated variable St corresponding to the function f (N) becomes effective when the accelerator pedal is released. The function f (N) must be designed so that no steady-state speed value can be set. The control output variable is 0 due to the large control deviation. The actual value is then carefully brought back to the setpoint Ns (idle speed). For this purpose, it makes sense that the pilot function generator 19 is only effective when the throttle valve is closed (idling or thrust detection).

Die beschriebenen Vorsteuerfunktionen und Komponenten des Regelkreises können gemäß dem angegebenen Stand der Technik vorteilhaft in einem Mikrorechner realisiert sein. Dabei können die verschiedenen Einstellparameter vorzugsweise durch Pin-Programmierung eingestellt werden.The pilot control functions and components of the control loop described can advantageously be implemented in a microcomputer in accordance with the stated prior art. The various setting parameters can preferably be set by pin programming.

Claims (12)

1. Process for idle speed regulation for internal-combustion engines, having a feedback control to a speed setpoint value via a final control element determining the quantity of air supplied, in combination with at least one precontrol value, characterized in that it is fed-in between controller and controlled system (16) (internal-combustion engine) and is formed as a function with the parameter of starting state, detected from the combined evaluation of engine temperature and speed signal.
2. Process according to Claim 1, characterized in that the precontrol value is furthermore formed from at least one of the following parameters :
a) engine temperature
b) actual speed
c) air pressure and/or ambient temperature.
3. Process according to Claim 2, characterized in that the precontrol value is modified from the actual speed by the parameters of idling detection or overrun detection.
4. Process according to claim 2 or 3, characterized in that the precontrol value acts from the actual speed in the sense of a relative reduction of a system deviation in overrun operation.
5. Process according to one of claims 1 to 4, characterized in that at least one of the precontrol values is combined with a precontrol value which is formed as a function of the load of the internal-combustion engine.
6. Process according to claim 5, characterized in that this additional precontrol value becomes effective when loads are switched on.
7. Apparatus for implementation of the process according to claim 1 for idle speed regulation for internal-combustion engines, having a controller (12, 15), to which a speed setpoint value (Ns) and actual value (N;) are fed, and which determines via a final control element (15), determining the quantity of air supplied, the speed of the internal-combustion engine (16), in combination with a precontrol value (18), characterized in that it is fed in between controller and controlled system (16) (internal-combustion engine) and is formed as a function with the parameter of starting state, detected from the combined evaluation of engine temperature and speed signal.
8. Apparatus according to claim 7 for implementation of the process according to claim 2, characterized in that the precontrol value is formed from at least one of the following parameters :
a) engine temperature
b) actual speed
c) air pressure and/or ambient temperature.
9. Apparatus according to claim 7, characterized in that means are available which modify the precontrol value from the actual speed by the parameters of idling detection or overrun detection.
10. Apparatus according to claim 8 or 9, characterized in that the means are designed such that the precontrol value acts from the actual speed in the sense of a relative reduction of a system deviation in overrun operation.
11. Apparatus according to one of Claims 7 to 10, characterized in that at least one of the precontrol values is combined with a precontrol value which is formed as a function of the load of the internal-combustion engine.
12. Apparatus according to claim 11, characterized in that this additional precontrol value becomes effective when loads are switched on.
EP84101695A 1983-03-30 1984-02-18 Idle speed regulation apparatus for an internal-combustion engine Expired EP0121066B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833311550 DE3311550A1 (en) 1983-03-30 1983-03-30 DEVICE FOR IDLE SPEED CONTROL FOR INTERNAL COMBUSTION ENGINES
DE3311550 1983-03-30

Publications (3)

Publication Number Publication Date
EP0121066A2 EP0121066A2 (en) 1984-10-10
EP0121066A3 EP0121066A3 (en) 1986-02-05
EP0121066B1 true EP0121066B1 (en) 1988-12-21

Family

ID=6195064

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84101695A Expired EP0121066B1 (en) 1983-03-30 1984-02-18 Idle speed regulation apparatus for an internal-combustion engine

Country Status (4)

Country Link
US (1) US4592321A (en)
EP (1) EP0121066B1 (en)
JP (1) JPH063160B2 (en)
DE (2) DE3311550A1 (en)

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DE4405340B4 (en) * 1994-02-19 2008-05-15 Robert Bosch Gmbh Method and device for adjusting the speed of a drive unit of a vehicle in idle
DE4443652B4 (en) * 1994-12-08 2012-01-19 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
US5806485A (en) * 1997-01-23 1998-09-15 Chrysler Corporation Method of adaptive air conditioning compensation
GB2323687B (en) * 1997-03-25 1999-03-10 Nissan Motor Diesel engine fuel injection device
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CN108625993B (en) * 2018-03-29 2020-09-18 北京航天控制仪器研究所 Automatic speed regulating method and device for vehicle engine

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Also Published As

Publication number Publication date
JPH063160B2 (en) 1994-01-12
JPS59183051A (en) 1984-10-18
DE3475725D1 (en) 1989-01-26
US4592321A (en) 1986-06-03
DE3311550A1 (en) 1984-10-04
EP0121066A3 (en) 1986-02-05
EP0121066A2 (en) 1984-10-10

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