Internal-combustion engines – Engine speed regulator – Open loop condition responsive
Patent
1992-09-23
1994-09-27
Dolinar, Andrew M.
Internal-combustion engines
Engine speed regulator
Open loop condition responsive
F02D 4124
Patent
active
053499328
DESCRIPTION:
BRIEF SUMMARY
The present invention relates to a method and a device for control of the richness of an air/fuel feed mixture of an internal combustion engine and, more particularly, to such a method and such a device calling upon a behavioural model of the engine.
A method and a device for predictive control of the injection of petrol into such an engine are known from the document EP-A-115,868. This method calls upon two mathematical models. A first mathematical model permits definition of the quantity of air actually taken up by each cylinder of the engine as a function of an input variable characteristic of the measurement of the quantity of air entering the intake manifold of the engine (angle of opening of the air-intake throttle valve, pressure sensor, etc.) and of experimental parameters characteristic of the air-intake circuit of the engine, obtained by bench measurements produced on a prototype of the engine. This model also permits, in a sampled system, prediction of the quantities of air which will be taken up with an advance of one sampling period, by relying on an assumption of linear variation of this quantity of air. The second mathematical model used serves to define the quantity of petrol to be actually injected into the cylinder as a function of the theoretical quantities suitable for maintaining a specified richness, and calculated for the previous instants and the following instant on the basis of the quantities of air taken up, established by the previous model.
It should be remarked that the two models used are independent of one another and, in particular, that the method of the abovementioned document is free of supervision on the quantity of air entering the engine, a parameter which is thus "sustained" by the system.
The abovementioned document also describes a variant permitting the system to be adapted to various operating cases for which a single model of each characteristic "air" or "petrol" is not sufficient. Sensors are then added (temperature, angle of the throttle valve etc.) in order to define operating zones (hot, cold, full load etc.) and a complementary device switches, in accordance with a specified chart, the description parameters of the models in order to adapt the reaction of the system to the operating conditions. Thus, for example, a sudden variation the angle of the throttle valve may cause the selection of models defining a higher (acceleration) or lower (deceleration) richness.
The predictive calculations applied in the method of the abovementioned document may however by flawed during sudden accelerations or decelerations controlled by the driver, by virtue of the absence of locking of the claculated parameters to actual measurements, as is inherent in any predictive system. The drift which is then noted is reflected through an error in the richness of the mixture, an error damaging as much from the point of view of pollution by the exhaust gases, as from the point of view of driving comfort.
The purpose of the present invention is therefore to provide a method, and to produce a device, for control of the richness of an air/fuel feed mixture of an internal combustion engine, which does not exhibit these disadvantages of the predictive systems.
The purpose of the present invention is also to provide such a method and such a device in which the quantity air taken up by the engine is a controlled parameter.
These purposes of the invention, as well as others which will emerge in the remainder of the present description, are accomplished with a method for control of the richness of the air/fuel feed mixture of an internal combustion engine, in accordance with which: a setpoint air charge (R.sub.c) is calculated from an indicated setpoint (Theta) of position of an accelerator pedal; a reference air charge (R.sub.r) is extracted from a behavioural model (212) of the engine activated in real time by the setpoint air charge (R.sub.c), wherein in the behavioural model the change of the reference air charge (dRr/dt) is related to the setpoint and the reference air charges (R.sub.c,
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Bidan Pierre
Boverie Serge
Dolinar Andrew M.
Greenberg Laurence A.
Lerner Herbert L.
Siemens Aktiengesellschaft
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