Internal-combustion engines – Engine speed regulator – Engine speed reduction by fuel cutoff
Patent
1998-01-12
1999-12-14
Argenbright, Tony M.
Internal-combustion engines
Engine speed regulator
Engine speed reduction by fuel cutoff
12333916, 12340623, 123436, F02D 4134, F02P 515
Patent
active
060003766
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The invention relates to a method and an arrangement for controlling an internal combustion engine.
BACKGROUND OF THE INVENTION
Such a method or an arrangement of this kind is known from DE-A 42 39 711. There, a desired value for a torque of the internal combustion engine is pregiven by the driver or, in special operating states, from other open-loop or closed-loop control systems. This desired value is, on the one hand, converted into a desired charging value and then into a desired value for controlling the air supply to the engine, for example, via a throttle flap and, on the other hand, into an ignition angle adjustment and/or a number of cylinders to which the metering of fuel is interrupted. The actual torque of the internal combustion engine approaches the pregiven desired torque value with this control of the power parameter of the engine.
In addition to the ignition angle adjustment and/or the suppression of injection to cylinders, it is known from WO-A 95/24550 to influence the mixture composition of the engine.
If a torque reduction for an engine is desired (for a corresponding input of the desired value), then the engine is, as a rule, adjusted with the desired dynamic because the engine torque can be immediately reduced by interventions, which act quickly on the torque. These interventions are interventions into the ignition angle, into the metering of fuel to the cylinders and/or into the mixture composition. The slower charge intervention is superposed for the torque reduction on this rapid torque change. However, if a torque increase is requested, then this can be carried out only via an increase in charge if: all cylinders are fired, the mixture composition is stoichiometric and the ignition angle is not shifted toward retard. The dynamic of this charge increase is however limited by the dynamic of the throttle flap actuator and/or the intake manifold dynamic.
SUMMARY OF THE INVENTION
It is an object of the invention to optimize the dynamic of the control of the torque of an engine at least in some operating states.
The dynamic of the torque change, especially for a torque increase, is optimized. It is especially advantageous that also in such operating states, the actual torque of the engine essentially follows the desired torque with the requested dynamic.
The solution according to the invention is especially advantageous in operating states wherein the torque change, especially the torque build-up, is already known in advance. This applies, for example, to a torque change: by the driver via pedal actuation, for interventions of a drive-slip controller or an engine drag torque controller, of a driving dynamic controller or like control system when loads are applied such as a climate control, in the case of a start and/or during warm-running in combination with catalytic converter heating measures. In these operating states, the torque change is undertaken correctly dynamically by the separation of the torque desired value into a desired value for the charge path and a desired value for the rapid interventions which can assume different values.
It is especially advantageous that the operating point of the engine can be shifted by the formation of so-called reserve torques so that all torque commands can be realized with the requested dynamic.
It is especially advantageous that, with the introduction of suitable limits, it is ensured that the requested torque can actually be realized especially in the charge path.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be explained with reference to the drawings wherein:
FIG. 1 shows the structure of the torque control of the invention with respect to an overview block circuit diagram;
FIG. 2 is a block circuit diagram showing a first embodiment of the separation of the torque desired values;
FIG. 3 is a block diagram for showing how the desired torque Mides-L is determined;
FIG. 4 is a block diagram of a first embodiment for the input in the charge path;
FIG. 5 is a block diagram wherein the torque desired va
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Hess Werner
Zhang Hong
Argenbright Tony M.
Bosch Robert
Castro Arnold
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