Internal-combustion engines – Engine speed regulator – Having condition responsive means with engine being part of...
Patent
1996-09-09
1997-12-02
Nelli, Raymond A.
Internal-combustion engines
Engine speed regulator
Having condition responsive means with engine being part of...
F02D 4100
Patent
active
056924712
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
Such a method and such an arrangement are known from U.S. Pat. No. 5,103,928. There, to control the drive slip of a vehicle, it is suggested to determine the maximum drive torque, which can be transferred from the driven wheels, on the basis of operating variables of the vehicle and/or its drive unit and to transfer this drive torque to a central control arrangement of the internal combustion engine for adjustment. Suitable measures for processing the supplied maximum transferrable drive torque and for adjusting the torque of the drive motor in the central control arrangement are not described.
SUMMARY OF THE INVENTION
In view of the above, it is an object of the invention to provide measures for adjusting the torque of a drive motor of a vehicle by influencing power parameters of the drive motor via fuel metering, mixture composition, ignition angle and/or air supply.
The conversion of a torque desired value for a drive motor of a drive unit in an internal combustion engine is known from U.S. Pat. No. 5,558,178. This is achieved by influencing the ignition angle, by interrupting or resuming the metering of fuel to individual cylinders and/or by influencing the air supplied to the engine. A variation of the fuel/air ratio to realize a rapid torque change is not described.
According to a further aspect of the invention, measures are therefore suggested which, supplementary to other types of intervention, permit a variation of the air/fuel ratio for a spark-ignition engine to realize a rapid torque change in dependence upon a desired torque of the drive unit.
The procedure of the invention permits the realization of a torque change by changing the air/fuel ratio. The change of the air/fuel ratio for adjusting torque is used in an advantageous manner as supplement for adjusting torque via ignition angle adjustment and/or via interrupting and resuming the metering of fuel to individual cylinders (cylinder suppression).
A decisive advantage of the procedure of the invention is that the driving comfort is considerably improved by finer and more precise adjustment of the engine torque. Furthermore, an improvement of the exhaust gas emission is obtained by the change of the air/fuel ratio for fuel-injection engines compared to the exclusive use of measures for cutting off the metering of fuel. In an advantageous manner, the protection of the outlet valve, elbow and catalytic converter against overtemperature is guaranteed as a consequence of the partial avoidance of the fuel shutoff or ignition angle retard adjustment.
A continuous comfortable adjustment of the engine torque is made possible by the synchronization of the ignition intervention and/or the injection intervention with the intervention into the air/fuel ratio.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be more closely explained with respect to the embodiments shown in the drawing.
FIG. 1 shows an overview block diagram of a control arrangement for a vehicle; whereas,
FIG. 2 shows a flowchart of a preferred embodiment of the procedure of the invention; and,
FIG. 3 shows time-dependent traces of exemplary signals with respect to which the operation of the procedure of the invention is explained in greater detail.
DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION
In FIG. 1, an overview block diagram of an arrangement for controlling a vehicle is shown. The arrangement includes a drive unit 10 in the form of an internal combustion engine which has an air intake system 12 having a throttle flap 14 actuable by the driver. Furthermore, two cylinders 16 and 18 of the multi-cylinder internal combustion engine 10 (spark-ignition engine) are shown in FIG. 1. The lines 22 to 24 from measuring devices 26 to 28, respectively, are connected to a first control unit 20. The control unit 20 includes an output line 30 which leads to a second control unit 32. In addition, input lines 34 to 36 from respective measuring devices 38 to 40 are connected to the second control unit 32. A line 42 from a measuring device
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Nelli Raymond A.
Ottesen Walter
Robert & Bosch GmbH
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