Power plants – Fluid motor means driven by waste heat or by exhaust energy... – With supercharging means for engine
Patent
1996-07-26
1998-07-07
Koczo, Michael
Power plants
Fluid motor means driven by waste heat or by exhaust energy...
With supercharging means for engine
123480, F02D 4118
Patent
active
057751064
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
The invention relates to a device for load detection in an internal combustion engine with a turbocharger.
The load on an internal combustion engine is a value of very great importance in connection with the regulation of the internal combustion engine. It is therefore customary to detect the load with the aid of a sensor, for example an airflow meter, and to perform a further load detection in addition. The signal provided by the load sensor is here customarily identified as the main signal. The signal detected in another way is the so-called auxiliary load signal. It is calculated, for example, from the throttle flap angle, which is measured anyway, and the rpm of the internal combustion engine, also continuously detected. So that an exact regulation of the internal combustion engine is possible, the auxiliary load signal must be subjected to a compression compensation.
Such a compression compensation of the auxiliary load signal by means of temperature and/or pressure or altitude compensation for internal combustion engines without a turbo-charger is already known from DE-P 43 22 281. However, additional requirements arise in connection with internal combustion engines with turbochargers, for which the auxiliary load detection being performed in conventional internal combustion engines is insufficient.
SUMMARY OF THE INVENTION
The device in accordance with the invention has the advantage that an especially reliable load detection in connection with an internal combustion engine with a turbocharger is possible. In this case it is particularly advantageous that the auxiliary load detection can be adapted to various turbo-specific conditions. These advantages are attained in that, depending on the detected condition, the auxiliary load signal is calculated in accordance with different algorithms, taking into consideration various correction factors. Thus, when calculating the auxiliary load signal, a differentiation is made whether the internal combustion engine operates within an operation range comparable to a naturally aspirated engine, whether a boost range has been achieved by means of controlled operation, or whether a boost range with airflow or boost-pressure regulation is present.
A further advantage is to be seen in that values which are present anyway are used for determining the corrected auxiliary load signal. It is furthermore advantageous that all calculations can be performed in the already present control device of the internal combustion engine. Since an auxiliary load signal is obtained, which is especially accurate and is optimally adapted to the actual conditions, it is possible on the basis of this auxiliary load signal for an emergency operation of the internal combustion engine to take place when the main load sensor is defective, or if an error of any kind occurs in the main load signal detection.
BRIEF DESCRIPTION OF THE DRAWINGS
An exemplary embodiment of the invention is represented in the single drawing figure and will be explained in detail in the subsequent description.
DESCRIPTION OF THE PREFERRED EMBODIMENT
A flow diagram is represented in the drawing figure, from which it can be seen how the corrected auxiliary load signal is formed, taking into consideration various initial values, in connection with an engine with a turbocharger. This determination customarily is performed in the control device of the internal combustion engine. Since internal combustion engines with turbochargers and including the associated sensors have already been described in other references, for example in DE-P 42 19 791, such a description will be omitted here.
The corrected auxiliary load signal tlwk is calculated in the control device from the values of main load signal tl, rpm n, throttle flap angle as a function of the idle angle wdkbl, amount of airflow qsoll through the bypass, temperature of the aspirated air tans, factor for the throttle flap height adaptation FKor and the corrected boost pressure set value ldsk, which are measured or calculated in a
REFERENCES:
patent: 4928489 (1990-05-01), Inoue et al.
patent: 4986244 (1991-01-01), Kobayashi et al.
Bottcher Klaus
Denz Helmut
Koczo Michael
Robert & Bosch GmbH
Striker Michael
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