EP0768455A2 - Méthode et dispositif pour commander un moteur à combustion interne - Google Patents

Méthode et dispositif pour commander un moteur à combustion interne Download PDF

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Publication number
EP0768455A2
EP0768455A2 EP96110937A EP96110937A EP0768455A2 EP 0768455 A2 EP0768455 A2 EP 0768455A2 EP 96110937 A EP96110937 A EP 96110937A EP 96110937 A EP96110937 A EP 96110937A EP 0768455 A2 EP0768455 A2 EP 0768455A2
Authority
EP
European Patent Office
Prior art keywords
state
signal
internal combustion
parameter sets
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96110937A
Other languages
German (de)
English (en)
Other versions
EP0768455B1 (fr
EP0768455A3 (fr
Inventor
Manfred Dipl.-Ing. Birk
Jürgen Ing. Biester
Peter Dipl.-Ing. Rupp
Christoph Ing. Eisath
Rüdiger Ing. Fehrmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0768455A2 publication Critical patent/EP0768455A2/fr
Publication of EP0768455A3 publication Critical patent/EP0768455A3/fr
Application granted granted Critical
Publication of EP0768455B1 publication Critical patent/EP0768455B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • a motor vehicle Due to the elastic suspension of the engine and chassis, a motor vehicle is an oscillatory structure that can be excited to more or less damped vibrations in the event of interference. Interferences are, for example, a jump in the quantity of fuel when metering fuel into the internal combustion engine or a jump in torque caused by the outside, for example caused by a pothole in the roadway.
  • the vibrations which are noticeable through changes in speed or relative movements between the engine and the body, are usually in the range between 1 and 10 Hz and are referred to as jerking.
  • the invention is based on the object, in a method and a device for controlling an internal combustion engine of the type mentioned, to largely compensate for or avoid vibrations in all operating states. This object is achieved by the features characterized in the independent claims.
  • the procedure according to the invention has the advantage that vibrations can be largely compensated for in all operating states.
  • FIG. 1 shows the basic structure of a fuel metering system
  • FIG. 2 shows a flow diagram to illustrate the procedure according to the invention.
  • the invention is illustrated below using the example of a self-igniting internal combustion engine.
  • the invention is not restricted to this application, it can also be used in other internal combustion engines.
  • spark-ignited internal combustion engines the throttle valve position is set accordingly instead of the fuel quantity.
  • FIG. 1 the basic structure of a fuel metering system of a diesel engine is shown.
  • 10 denotes an accelerator pedal position sensor and 11 a speed sensor.
  • a setpoint control 12 is connected to the accelerator pedal position sensor 10 and the speed sensor 11.
  • the output signal MEW of the setpoint control which corresponds to the driver's desired quantity, arrives at a guide shaper 13.
  • the speed signal N of the speed transmitter 11 arrives at a disturbance variable controller 14.
  • the output signal MEF of the guide shaper 13 and the output signal MES of the fault controller 14 are superimposed at an addition point and form this Quantity signal MEA, which is fed to an actuating device 15.
  • a corresponding amount of fuel is metered into the internal combustion engine (not shown).
  • a parameter controller 16 applies signals to the guide former 13 and the fault controller 14.
  • the parameter control processes the output signal N of the speed sensor 11, the signal V of a speed sensor 17, the signal KS of a clutch sensor 18 and the signals of further control devices 19.
  • the speed signal N and the speed signal V arrive at a V / N calculation 22 via a filter 20 and a filter means 21, respectively.
  • the V / N calculation 22 is again applied logic 23 with a signal.
  • the further signals which the parameter controller 16 processes are also fed to this logic 23.
  • the logic 23 makes the output signals of the parameter control 16 available.
  • the setpoint control Based on the accelerator pedal position and the speed N, the setpoint control calculates a driver's desired quantity MEW, which is required to provide the driving performance desired by the driver. In systems without bucking damping, this signal is fed directly to the adjusting device 15.
  • the actuating device 15 converts this signal into a control signal to act on the corresponding actuating elements of the fuel pump. In the case of in-line pumps, for example, it is provided that a control loop regulates the control rod position to a corresponding value. In the case of time-controlled systems, the control device 15 emits a control signal for a quantity-determining solenoid valve.
  • the driver request signal MEW is filtered by means of a guide former 13.
  • this leadership form is designed as a so-called lead-lag 1st order (PDT1).
  • PDT1 lead-lag 1st order
  • Such a lead lag element has the following transfer function G13 (s).
  • G13 (s) MEF (s)
  • MEW (s) (1 + TZF * s) (1 + TNF * s)
  • the speed signal N is fed to a fault controller 14, which is preferably a D2T2 element or another phase-correcting transmission element or suitable band filter.
  • This fault controller implemented as a D2T2 element, has the transmission behavior specified in the following formula.
  • the fault controller 14 and the guide former 13 are functionally independent of one another. This means that the parameters TZF, TNF, TDS and KDS of these two transmission elements can be set independently of one another.
  • the parameter control depending on the detected state of the internal combustion engine, specifies corresponding parameter sets and applies the corresponding parameters to the guide former or the fault controller.
  • a parameter set of parameters TZf and TNF for the guide former and a parameter set of parameters TDS and KDS for the fault controller can be specified for each gear stage. Furthermore, it is provided that different parameter sets are selected for the fault controller when an idle controller is active or not active. Furthermore, different parameter sets are selected for the guide former and for the fault controller if an external quantity intervention takes place. Another parameter set is provided for the disengaged state.
  • An external quantity intervention occurs, for example, when a transmission control, not shown, specifies a quantity request. In these cases, other parameter sets are selected.
  • the disengaged state is preferably detected by means of a clutch switch 18.
  • the clutch switch 18 supplies different voltage values.
  • the switch When disengaged, the frictional connection between the engine and transmission is interrupted, the switch assumes a first position and a first voltage value is present at its output.
  • the switch When engaged, the frictional connection between engine and transmission is established, the switch assumes a second position and a second voltage value is present at its output.
  • the speed and speed signals are preferably evaluated.
  • the two signals are each filtered with a filter 20 and 21, which preferably have PT1 behavior.
  • the V / N calculation 22 then calculates the relationship between the driving speed of the vehicle and the speed of the internal combustion engine. If a gear is engaged, a value characterizing the engaged gear results for V / N.
  • the idle state is detected, for example, when an idle controller provides a corresponding signal.
  • the idle state can also be recognized by evaluating other signals.
  • a simplified embodiment is obtained if a distinction is only made between the engaged state and the disengaged state for the guide former, two parameter sets being predeterminable in the engaged state.
  • a parameter set is selected for the first gear and a further parameter set for the further gears.
  • a particularly advantageous embodiment results if different parameter sets are selected when accelerating and decelerating the internal combustion engine. That is, depending on the sign of the derivation of the speed and / or a power-determining signal, different parameter sets are selected.
  • the procedure according to the invention is illustrated in FIG. 2 using a flow chart.
  • the guide former and the fault controller are initialized depending on the status. This means that initialization only takes place when certain states are recognized.
  • a step 220 the status is identified. Starting from the gear recognition V / N, a signal that indicates whether the idle speed controller is active, a signal KS that indicates whether the clutch is actuated or not and any other signals and their derivatives, the state of the internal combustion engine is recognized.
  • the selected gear is recognized based on the driving speed V and the speed N of the internal combustion engine.
  • the ratio V / N is a measure of the gear engaged.
  • the corresponding parameters for the guide former and the fault controller are determined depending on the detected state.
  • the parameters are determined in the application and stored in a memory. They can then be read out of this memory depending on the recognized state in step 230. On the one hand, it can be provided that all types of an internal combustion engine receive the same parameter sets. However, it is also conceivable that vehicle-specific parameter sets are saved.
  • the subsequent query 240 checks whether a state transition from the state "disengaged” KA to the state "engaged” KE took place. If this is not the case, the new parameters that are assigned to the new state are used immediately in step 260. On the other hand, if query 240 recognizes that a state transition from the "uncoupled” state to the "coupled” state KE has occurred, then query 250 checks whether the sign of the output signal MES of the fault controller has changed since the last program run. If this is not the case, the old parameter set is still used in step 265. In the event of a change in state from the "uncoupled” state to the "coupled” state, the new parameter sets are only used if the sign of the MES signal changes at the same time.
  • Steps 260 and 265 are followed by a new program run that begins with step 220.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP96110937A 1995-10-11 1996-07-06 Méthode et dispositif pour commander un moteur à combustion interne Expired - Lifetime EP0768455B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19537787A DE19537787A1 (de) 1995-10-11 1995-10-11 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19537787 1995-10-11

Publications (3)

Publication Number Publication Date
EP0768455A2 true EP0768455A2 (fr) 1997-04-16
EP0768455A3 EP0768455A3 (fr) 1999-01-20
EP0768455B1 EP0768455B1 (fr) 2002-05-15

Family

ID=7774537

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96110937A Expired - Lifetime EP0768455B1 (fr) 1995-10-11 1996-07-06 Méthode et dispositif pour commander un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP0768455B1 (fr)
JP (1) JP4157173B2 (fr)
DE (2) DE19537787A1 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2768461A1 (fr) * 1997-09-15 1999-03-19 Siemens Ag Procede de commande de l'injection de carburant pour moteur a combustion interne
FR2778698A1 (fr) * 1998-05-14 1999-11-19 Mitsubishi Electric Corp Dispositif d'injection de carburant
EP0881376A3 (fr) * 1997-05-28 2000-03-22 DaimlerChrysler AG Dispositif électronique d'ammortissement de secousses pour moteur à combustion interne
EP0913565A3 (fr) * 1997-10-30 2001-02-28 Toyota Jidosha Kabushiki Kaisha Dispositif pour commander le couple moteur d'un véhicule
US6589135B2 (en) 2001-08-21 2003-07-08 Deere & Company System and method for reducing vehicle bouncing
WO2004088112A1 (fr) * 2003-04-04 2004-10-14 Robert Bosch Gmbh Procede permettant de faire fonctionner un moteur a combustion interne par surveillance du couple
FR2890414A1 (fr) * 2005-09-08 2007-03-09 Bosch Gmbh Robert Installation de regulation de la vitesse de rotation d'un moteur a combustion interne en cas de reduction brusque des gaz
US7313472B2 (en) 2004-07-08 2007-12-25 Deere & Company Tractor power hop control system and method
FR3000993A1 (fr) * 2013-01-17 2014-07-18 Peugeot Citroen Automobiles Sa Procede de determination d'un couple de correction d'oscillation de regime moteur d'un groupe motopropulseur
FR3012847A1 (fr) * 2013-11-06 2015-05-08 Peugeot Citroen Automobiles Sa Procede d'attenuation d'un couple d'agrement curatif en cas d'activation d'un regulateur de ralenti et calculateur moteur correspondant

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19753997C1 (de) * 1997-12-05 1999-07-29 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine zur Kompensation von Ruckelschwingungen
DE10024269A1 (de) 2000-05-17 2001-12-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Filterung eines Signals
DE10317648A1 (de) 2003-04-17 2004-11-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum sicheren Betreiben eines Verbrennunsmotors im Schiebebetrieb
SE526382C2 (sv) * 2004-01-16 2005-09-06 Scania Cv Abp Anordning samt förfarande för dämpning

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4625690A (en) * 1984-08-03 1986-12-02 Nissan Motor Company, Limited System for controlling an engine and method therefor
WO1989007709A1 (fr) * 1988-02-22 1989-08-24 Robert Bosch Gmbh Regulateur de moteur diesel avec dispositif anti-trepidation
US4922869A (en) * 1988-04-18 1990-05-08 Hitachi, Ltd. Torque controlling apparatus for internal combustion engine
FR2713286B1 (fr) * 1993-11-30 1996-01-05 Renault Procédé de correction des à-coups de couple d'un moteur à combustion interne.

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0881376A3 (fr) * 1997-05-28 2000-03-22 DaimlerChrysler AG Dispositif électronique d'ammortissement de secousses pour moteur à combustion interne
US6098593A (en) * 1997-05-28 2000-08-08 Daimlerchrysler Ag Electronic bucking damping device for internal-combustion engines
FR2768461A1 (fr) * 1997-09-15 1999-03-19 Siemens Ag Procede de commande de l'injection de carburant pour moteur a combustion interne
EP0913565A3 (fr) * 1997-10-30 2001-02-28 Toyota Jidosha Kabushiki Kaisha Dispositif pour commander le couple moteur d'un véhicule
FR2778698A1 (fr) * 1998-05-14 1999-11-19 Mitsubishi Electric Corp Dispositif d'injection de carburant
US6589135B2 (en) 2001-08-21 2003-07-08 Deere & Company System and method for reducing vehicle bouncing
WO2004088112A1 (fr) * 2003-04-04 2004-10-14 Robert Bosch Gmbh Procede permettant de faire fonctionner un moteur a combustion interne par surveillance du couple
CN100408833C (zh) * 2003-04-04 2008-08-06 罗伯特·博世有限公司 利用一个扭矩监控装置驱动一个内燃机的方法
US7313472B2 (en) 2004-07-08 2007-12-25 Deere & Company Tractor power hop control system and method
FR2890414A1 (fr) * 2005-09-08 2007-03-09 Bosch Gmbh Robert Installation de regulation de la vitesse de rotation d'un moteur a combustion interne en cas de reduction brusque des gaz
FR3000993A1 (fr) * 2013-01-17 2014-07-18 Peugeot Citroen Automobiles Sa Procede de determination d'un couple de correction d'oscillation de regime moteur d'un groupe motopropulseur
WO2014111430A1 (fr) * 2013-01-17 2014-07-24 Peugeot Citroen Automobiles Sa Procede de determination d'un couple de correction d'oscillation de regime moteur d'un groupe motopropulseur
FR3012847A1 (fr) * 2013-11-06 2015-05-08 Peugeot Citroen Automobiles Sa Procede d'attenuation d'un couple d'agrement curatif en cas d'activation d'un regulateur de ralenti et calculateur moteur correspondant
WO2015067874A1 (fr) * 2013-11-06 2015-05-14 Peugeot Citroen Automobiles Sa Procede d'attenuation d'un couple d'agrement curatif en cas d'activation d'un regulateur de ralenti et calculateur moteur correspondant

Also Published As

Publication number Publication date
DE19537787A1 (de) 1997-04-17
EP0768455B1 (fr) 2002-05-15
JPH09112327A (ja) 1997-04-28
JP4157173B2 (ja) 2008-09-24
EP0768455A3 (fr) 1999-01-20
DE59609209D1 (de) 2002-06-20

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