U.S. patent number 3,875,907 [Application Number 05/399,261] was granted by the patent office on 1975-04-08 for exhaust gas composition control system for internal combustion engines, and control method.
This patent grant is currently assigned to Robert Bosch G.m.b.H.. Invention is credited to Johannes Brettschneider, Wolf Wessel.
United States Patent |
3,875,907 |
Wessel , et al. |
April 8, 1975 |
Exhaust gas composition control system for internal combustion
engines, and control method
Abstract
The exhaust gas composition is sensed by a sensor which provides
an electrical output signal which is appliied to an integral
controller which controls the mixing device (fuel injection system
or carburetor) which mixes air and fuel to provide the air-fuel
mixture for the engine, in proper proportion for minimum noxious
exhaust emission. In accordance with the invention, the integral
controller integrates at a rate which is controlled by the speed of
the engine. A speed-dependent pulse signal is derived, applied to a
monostable multivibrator (MMV) which samples the signal applied to
the integral controller, so that the integral controller will
integrate only when it receives the sample signal, and hold the
then obtained integrated signal until the next sampled signal is
applied thereto.
Inventors: |
Wessel; Wolf (Schwieberdingen,
DT), Brettschneider; Johannes
(Ludwigsburg-Pflugfelden, DT) |
Assignee: |
Robert Bosch G.m.b.H.
(Stuttgart, DT)
|
Family
ID: |
5859431 |
Appl.
No.: |
05/399,261 |
Filed: |
September 20, 1973 |
Foreign Application Priority Data
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|
|
|
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Oct 19, 1972 [DT] |
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2251167 |
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Current U.S.
Class: |
123/687; 60/276;
123/696 |
Current CPC
Class: |
F02D
35/00 (20130101); F02D 41/1482 (20130101); F02D
41/1456 (20130101) |
Current International
Class: |
F02D
35/00 (20060101); F02D 41/14 (20060101); F02b
003/00 (); F02n 037/00 () |
Field of
Search: |
;123/32EA,148E,119R
;60/276 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Antonakas; Manuel A.
Assistant Examiner: Cranson; James W.
Attorney, Agent or Firm: Flynn & Frishauf
Claims
We claim:
1. Exhaust gas composition control system for internal combustion
engines (10) having
sensing means (12) sensing the composition of exhaust gases from
the engine;
an integral controller (30, 16) integrating the sensed signal with
respect to time and providing an output control signal;
means (11), mixing and proportioning the air and fuel being applied
to the engine, said output control signal from the integral
controller (13, 16) being connected and applied to said
proportioning means and controlling said mixing and proportioning
means to mix the air-fuel mass ratio which results in a
predetermined exhaust gas composition as sensed by said sensor when
the mixture is burned in the engine;
the improvement wherein
the integral controller integrates in steps, or recurring pulses,
or cycles;
and means (S) are provided deriving a pulsed signal representative
of engine speed (n), said pulsed speed signal being applied to said
integral controller (13, 16) to control the rate of cyclical
recurrence of integration steps thereof in dependence on engine
speed to effect integration at a time-average rate determined by
said speed signal.
2. System according to claim 1, wherein said integral controller
has a fixed integration rate.
3. System according to claim 1 wherein said integral controller has
a predetermined integration rate;
said pulsed speed signal is a pulsed on-off signal having an on-off
ratio which is dependent on speed;
and said integral controller is controlled by the ON pulses of said
speed signal to effect integration at its predetermined rate during
the ON-pulses only.
4. System according to claim 1 further comprising a threshold
switch (14) connected to the output of the exhaust gas sensing
means (12) and providing on-off sensing output signals when the
sensed exhaust gas signal passes a pre-set limit;
and a switching circuit (15) controlled by said engine speed signal
(n), the on-off sensing signal being connected to said integral
controller (16) through said switching circuit and being further
modified by said switching circuit in accordance with the speed of
the engine.
5. System according to claim 4 further comprising a monostable
multivibrator (36) controlled by said engine speed signal (n) and
providing output pulses at a rate representative of engine speed to
form said pulsed speed signal;
said output pulses being connected to said switching circuit (15)
to interrupt the on-off sensing signal being applied to said
integral controller (16) and command the integral controller to
integrate the sensing signal only during occurrence of the output
pulses from the monostable multivibrator (36).
6. System according to claim 5 wherein the integration rate of the
integral controller (16) is fixed and the duration of integration
per unit time is controlled by the number of output pulses per unit
time.
7. System according to claim 5 wherein the mixing and proportioning
means comprises a fuel injection system, said system including said
means (S) deriving the engine speed representative signal to
control the integration time of the integral controller (16) in
accordance with the repetition rate of fuel injection events of the
fuel injection system.
8. System according to claim 5 wherein said switching circuit (15)
comprises a switching transistor (26) controlled by said monostable
multivibrator (36);
a pair of transistors (24, 25) connected to receive the on-off
sensing output signal and respectively conductive during the ON, or
OFF time, said switching transistor (26) being connected to said
transistors (24, 25) of the pair to additionally control their
conduction and inhibit conduction theref during the OFF time of the
MMV (36).
9. System according to claim 8 wherein a voltage divider is
provided having three resistors (29, 30, 31), and having two tap
points formed between the junction of two respective resistors (29,
30; 30, 31), one terminal electrode of the transistors, each, of
the pair being connected to a respective tap point of the voltage
divider; and conduction of the transistors is controlled by a
connection to the bases thereof, said connection including a first
connection to the on-off sensing output signal and a second
connection to said switching transistor (26).
10. Method of controlling the composition of the exhaust gases of
an internal combustion engine which comprises the steps of
mixing air and fuel to prepare an air-fuel mixture for application
to the engine;
sensing engine speed;
sensing exhaust gas composition and deriving a sensing signal
representative of said composition;
controlling the relative proportion of air and fuel being mixed as
a function of
(a) exhaust gas composition, (b) time, (c) engine speed;
wherein said controlling step comprises
integrating the sensed signal in cyclically repetitive steps;
and controlling the recurrence rate of said repetitive steps, and
hence the integration rate as a function of engine speed.
11. Method according to claim 10 wherein the step of integrating
the sensed signal in cyclically repetitive steps comprises
periodically integrating said sensed signal at a fixed integration
rate.
12. Method according to claim 10 wherein the step of controlling
the recurrence rate of said repetitive steps includes controlling
the duration of interruption of integration, between steps, as a
function of engine speed.
13. Method according to claim 10, wherein the step of controlling
the recurrence rate of said repetitive steps comprises pulsing the
sensing signal as a function of engine speed, and the integration
step comprises integrating the pulsed signal.
14. Method according to claim 13 wherein the step of pulsing the
sensing signal comprises periodically sampling the sensing signal
at a rate representative of engine speed, and the integrating step
comprises integrating the sampled signal, with respect to time, at
a fixed rate, during said sampling periods.
Description
CROSS REFERENCE TO RELATED PATENTS AND APPLICATIONS
U.S. Pat. No. 3,483,851, Reichardt, Dec. 16, 1969; U.S. Pat. No.
3,745,768, Zechnall et al., July 17, 1973; U.S. Pat. No. 3,759,232,
Wahl et al.; and U.S. Pat. No. 3,782,347, Schmidt et al.
The present invention relates to a method and a system to decrease
the noxious components in the exhaust emission of internal
combustion engines, and more particularly to such a system and
method which uses an integral controller, which controls the
relative proportion of mass of air and fuel being applied to the
internal combustion engine.
Air-fuel controllers, which may be a carburetor or a fuel injection
system to control the relative proportion of the mixture being
applied to the internal combustion engine can be so arranged that
the mixture is variable, the variation of the composition being
under control of a control signal derived from an exhaust emission
sensor. The control of the mixture may be termed a
.lambda.-control, in accordance with terminology referred to and
explained in the cross referenced applications; as explained, the
air number .lambda. is defined to have a value of 1.0 when the
air-fuel mass ratio is the stoichiometric value for perfect
combustion, in the case of gasoline and air about 14.4:1. An
exhaust emission sensor is placed in sensing relationship with the
exhaust gases of the internal combustion engine, the sensor
providing an output signal to the mixing device which, in
dependence on the output signal regulates the relative proportion
of fuel and air being applied to the internal combustion engine,
for example by increasing, or decreasing the amount of fuel with
respect to air. Change in the mass ratio of the air-fuel mixture to
control the exhaust gases can be done by any well known device; in
case of a carburetor, a jet setting can be opened or closed, and in
case of a fuel injection system, the opening times of the fuel
injection valves can be varied.
Controllers which control the mass ratio of the air-fuel mixture
applied to the internal combustion engine preferably have
integrating characteristics, so that, if the composition of exhaust
gases deviates from a predetermined command value for a longer
period of time, the correction signal being applied to the mixing
device, and hence the correction by the mixing device will be
greater, the longer the deviation persists. Such known control
devices with integrating characteristics have the disadvantage that
the integrating constant of the integrating controller is
independent of engine speed. There is a delay in the response of
the control loop formed by the exhaust sensor, the control
circuitry, the mixing device which changes the mass ratio of the
air-fuel mixture, and, particularly, the time that the mixture, as
modified, takes as it is applied to the engine. Before any change
in the air-fuel mixture is sensed by the sensor, four strokes of
the internal combustion engine (assuming a four-cycle engine) must
elapse before the exhaust sensor in the exhaust system of the
internal combustion engine can sense a change in the composition of
the exhaust gases. If, for example, the integrating time constant
of the integral controller is set for optimum response at an
average speed of the internal combustion engine, then, when the
speed of the internal combustion engine is low, the integration of
the controller will be too rapid, due to the longer time of the
portion of the control loop, taken by the fuel-air mixture through
the internal combustion engine; this results in over-correction of
the mass ratio of the fuel-air mixture and a consequent overshoot,
with an undesired substantial deviation in the other direction from
the command value. At high speeds of the engine, the controller
however reacts too slowly and the desired command value is reached
only slowly.
It is an object of the present invention to provide a system, and a
method to decrease the noxious components in the exhaust emission
of internal combustion engines which is so arranged that the
correction of the mass ratio, that is, of the composition of the
air-fuel mixture applied to the internal combustion engine is
carried out rapidly, regardless of operating speed of the engine.
The system should, additionally, be sturdy, inexpensive, and use as
much of existing circuitry and components and control signals as
may be available within the engine system already.
SUBJECT MATTER OF THE PRESENT INVENTION
Briefly, the integrating rate of the integral controller is changed
as a function of engine speed; in accordance with a preferred form
of the invention, a periodically recurring signal is obtained, in
synchronism with engine speed, the controller integrating in
accordance with this periodically recurring signal.
The invention will be described by way of example with reference to
the accompanying drawings, wherein:
FIG. 1 is a schematic block diagram of the system of the present
invention;
FIG. 2 is a schematic diagram and circuit diagram of the system in
accordance with the present invention; and
FIG. 3 is a series of graphs, to the same time scale, illustrating
operation of the system of the present invention and useful in
connection with explanation thereof.
An internal combustion engine 10, shown only schematically, has a
speed transducer S, such as in tachometer generator, which provides
an output signal at a line or terminal 10a, representative of the
speed n of the engine. Fuel-air mixture is applied over a fuel-air
mixing and proportioning device 11, to which fuel and air are
applied, separately, the device 11 mixing the fuel and air and
setting the relative proportion, that is the mass ratio thereof to
a predetermined value. The exhaust from the engine 10 has an
exhaust sensor 12 located in sensing relation thereto which
provides an output signal over line 12a to an integral controller
13. In accordance with the present invention, the integral
controller 13 is responsive to integrate at a rate which depends on
the speed n, and, therefore, the speed terminal 10a is also
connected to controller 13. The output of controller 13, available
at line 13a is applied to the fuel-air mixing and proportioning
device 11. A feedback line 11a is connected from the fuel-air
mixing and proportioning device 11 back to the controller 13 to
provide a closed loop; the feedback line and the closed loop
control is not necessary and therefore line 11a is shown as a
broken line.
Controller 13 so controls the mixing and proportioning device 11
that the exhaust gases sensed by sensor 12 have a minimum of
noxious components. Controller 13 controls the device 11 in steps,
or in periodically recurring pulses, the repetition rate of the
pulses being determined by a signal derived from speed transducer
S, and representative of engine speed. Such a signal can be
obtained, for example, from the ignition system of the internal
combustion engine. If device 11 is a fuel injection system, then a
signal which is speed dependent and triggers the fuel injection
events, may also be used. This periodically recurring, step
integration provides a predetermined change of the proportioning of
fuel and air for the fuel-air mixture for each working stroke of
the internal combustion engine. Thus, with respect to unit time,
the integration time constant of controller 13 changes
automatically and fits to the instantaneous speed of the internal
combustion engine. This speed matching is obtained practically
without delay. The amplitude of the remaining control swings are
effectively the same for any operating cycle of the internal
combustion engine, and thus will, likewise, be matched to the speed
of the internal combustion engine so that the control loop can be
set for optimum response regardless of engine speed.
FIG. 2 illustrates an embodiment of the controller 13 which
controls the relative proportioning of the air and fuel components
of the mixture being applied to the engine in steps. The period of
the stepwise change is controlled by a speed signal.
Controller 13 includes threshold switch 14, a speed responsive
switching circuit 15 and an integrating control amplifier 16. The
threshold switch 14 has as its active element an operational
amplifier 17. One input of operational amplifier 17 is connected to
a threshold comparison voltage, obtained from a voltage divider
formed by a potentiometer 20 which is connected across positive and
negative buses 18, 19. The tap point, or slider of the
potentiometer 20 is connected to the operational amplifier 17. The
second input of the operational amplifier 17 is connected to the
output of the exhaust gas sensor 12. A suitable exhaust gas sensor
is an oxygen ion sensor. The output voltage, with respect to time,
derived from the exhaust gas sensor 12 is shown in graph a of FIG.
3, at curve 12'. The broken line 20' of graph a FIG. 3 illustrates
the threshold level set by the potentiometer 20. The output voltage
from the operational amplifier is shown in graph b. So long as the
voltage from sensor 12 is below the threshold level 20', the output
voltage of the operational amplifier 17 will be at the low level
indicated by curve 22. As soon as the threshold limit 20' is
exceeded, the output voltage of operational amplifier 17 jumps to
the high level 21. When the voltage drops, the output voltage of
operational amplifier 17 again drops to the low level 22. The
output signal will thus be a digital signal.
The output of operational amplifier 17, that is, the output of
threshold switch 14 is connected over a resistor 23 to the bases of
two transistors 24, 25. The transistors 24, 25 are complementary.
The speed responsive switching circuit 15, of which transistors 24,
25 are a part further includes switching transistor 26, the emitter
of which is connected to the tap point of a voltage divider formed
of resistors 27, 28 and connected across buses 18, 19. The output
electrode of switching transistor 26 is connected to the bases of
transistors 24, 25. The emitters of the transistors 24, 25 are each
connected to a tap point of a voltage divider formed of resistors
29, 30, 31 and connected across the buses 18, 19. The emitter of
transistor 24 is connected to the junction of resistors 29, 30 and
the emitter of transistor 5 is connected to the junction of
resistors 30, 31. The collectors of the two transistors 24, 25 are
connected together and further connected over a coupling resistor
32 to the first input of an operational amplifier 33 forming part
of the integrating controller 16. An integrating capacitor 34 is
connected between the output of operational amplifier 33 and the
input to which also resistor 32 is connected, to provide the
integrating effect of the operational amplifier 33. The second
input of operational amplifier 33 is connected to the tap point of
the voltage divider formed by resistors 27, 28 in the speed
responsive switching circuit 15. The output of operational
amplifier 33 has a correction voltage appear thereat which is used
to control the fuel-air mixing and proportioning device 11. If the
mixing and proportioning device 11 is a carburetor, then the output
voltage from integrating controller 16 can be used to change the
setting of a jet, for example by controlling a small motor to turn
a needle valve, or to control a solenoid to change the position of
a plunger which controls a needle valve, so that the mass ratio of
the air-fuel mixture being applied to the engine will be changed.
If device 11 is, for example, a fuel injection system then the
output voltage can be applied to control a resistor, for example by
controlling the resistance of a transistor, or control a motor
which turns a potentiometer to change a resistance, the variable
resistance being included within the electronic control circuitry
of the fuel injection system to change the opening time of the
injection valve. Thus, by changing the output voltage of
operational amplifier 33, the opening time of the fuel injection
valves, and hence the amount of fuel being applied for a given
amount of air can be changed, thereby changing the mass ratio of
the mixture being applied to the internal combustion engine.
Switching transistor 26 of the speed responsive switching circuit
15 is controlled over a resistor 35 which is connected to the
output of a monostable multivibrator (MMV) 36. MMV 36 is triggered
by a speed signal, that is, by a periodically recurring signal
applied at terminal 10a, derived from the engine. This speed signal
is generated by the speed signal generator S which, for example,
may be an element coupled to the ignition system of the internal
combustion engine 10; or it may be a tachometer generator which
rotates in synchronism with the engine main shaft, cam shaft, or
crank shaft, and which may already be provided to be used to
control a fuel injection system. However derived, the pulses
applied at terminal 10a, and recurring at the rate determined by
the speed n of the engine are applied to MMV 36. The pulses applied
to MMV 36 are seen in FIG. 3, graph c, the MMV providing output
pulses as seen in graph d. These pulses will all have the same
pulse widths; the pulse spacing, that is the pulse repetition rate
will depend on engine speed. The pulses control the output signal
derived from the operational amplifier 33 for periodic, stepped
correction of the mass ratio of the air-fuel mixture being applied
to the internal combustion engine, as seen in graph e of FIG.
3.
Operation: let it be assumed that transistor 26 blocks, since the
output voltage of the MMV 36 is smaller than the voltage applied
over resistor 28 to the emitter of transistor 26. If the value of
the operational amplifier 17 is that indicated by the curve portion
21 (graph b, FIG. 3), that is, is positive, then transistor 24 will
have the collector-base diode portion in conductive state and
resistance 32 will have current flowing thereover which is
connected to the first input of operational amplifier 33. The
feedback capacitor 34 connected to operational amplifier 33 causes
integration, and the output voltage of operational amplifier 33
will change linearly. When then the output signal of the MMV
changes, so that the switching transistor 26 becomes conductive,
the base voltage of transistors 24, 25 will be placed at a value
which is halfways between the respective emitter voltages, thus
causing the transistors 24, 25 to block. No current will flow over
resistor 32 to the input of the operational amplifier 33, and
integration is interrupted. The output voltage of the operational
amplifier 33 will remain at the then obtaining value for so long
until one or the other of the transistors 24, 25 will again be
conductive, which can occur only when switching transistor 26 again
blocks. Integration will then proceed in the one, or in the other
direction, so that the correction signal at the output of
operational amplifier 33 increases or decreases.
Switching transistor 26 is changed between blocked and conductive
state by the MMV 36 which, in turn, is controlled to periodically
switch over in dependence on engine speed. Each pulse signal, for
example each ignition signal or each injection pulse triggers MMV
36, so that the MMV 36 provides a pulse of a predetermined duration
to the base of transistor 26. The integration of the integrator
can, therefore, proceed in steps of predetermined widths. The
output voltage of the control amplifier 16, that is, of operational
amplifier 33 then provides the required correction voltage to
change the relative proportion of air and fuel of the air-fuel
mixture being applied to the engine, for example by proportionate
extension, or foreshortening of injection pulses of electronically
controlled fuel injection systems, or by porportional change of a
jet opening in the carburetor of an internal combustion engine.
A signal being applied from the threshold switch 14 to the
integrating control amplifier 16 thus is periodically sampled or
strobed, by the MMV 36, which has a fixed unstable time.
Referring again to FIG. 3, and specifically to the graph of FIG. e,
if the speed of the engine increases, the horizontal portions of
the curve of graph e will become less wide (representative of
shorter time), and the average slope of the correction curve will
increase, thus increasing the correction speed. If the speed of the
engine should decrease, there will be longer gaps between the time
when integration can proceed.
Various changes and modifications may be made within the scope of
the inventive concept.
* * * * *