EP0768455B1 - 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
EP0768455B1
EP0768455B1 EP96110937A EP96110937A EP0768455B1 EP 0768455 B1 EP0768455 B1 EP 0768455B1 EP 96110937 A EP96110937 A EP 96110937A EP 96110937 A EP96110937 A EP 96110937A EP 0768455 B1 EP0768455 B1 EP 0768455B1
Authority
EP
European Patent Office
Prior art keywords
filtering
signal
value
state
function
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.)
Expired - Lifetime
Application number
EP96110937A
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German (de)
English (en)
Other versions
EP0768455A2 (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 an apparatus for Control an internal combustion engine according to the preambles of independent claims.
  • Such a method and such a device for controlling a Internal combustion engine is known from WO 89/07709.
  • a fault controller gives a leadership form depending on at least one driver request signal before a first value.
  • a fault controller gives a second depending on one speed signal Value before.
  • the fault controller in particular includes filtering. It is disadvantageous that the transmission behavior of the two filterings is constant for all operating states. Therefore it is with the Establishment according to the state of the art necessary that in the specification the filter parameters, the transmission behavior of the filtering determine a compromise that must be made all Operating states are taken into account and therefore not for all operating states is optimal. Therefore, vibrations cannot occur in all operating states be compensated.
  • a motor vehicle poses due to the elastic suspension of the engine and undercarriage is a structure that can vibrate with interference to more or less damped Vibrations can be excited.
  • interference for example, a jump in fuel consumption at Fuel metering into the internal combustion engine or one of moment jump caused outside, for example by a Pothole in the roadway.
  • the vibrations caused by changes in speed or Relative movements between engine and body noticeable make are usually in the range between 1 and 10 Hz and are referred to as bucking.
  • the invention has for its object in a method and a device for controlling an internal combustion engine of the type mentioned above, vibrations in all To largely compensate for operating conditions avoid. This task is carried out by the independent Characteristics characterized claims solved.
  • the procedure according to the invention has the advantage that in Vibration largely compensated for all operating conditions can be.
  • FIG. 1 shows the basic structure of a fuel metering system
  • Figure 2 a flowchart to illustrate the invention Method.
  • the invention is described below using the example of a self-igniting internal combustion engine shown.
  • the invention is not limited to this application, it can also be used for other engines are used. at spark ignition engines will replace the Fuel quantity corresponding to the throttle valve position set.
  • FIG. 1 is the basic structure of a Fuel metering system of a diesel engine shown.
  • At 10 is an accelerator pedal position sensor and at 11 called a speed sensor.
  • a setpoint control is 12 with the accelerator pedal position sensor 10 and the speed sensor 11 connected.
  • the output signal MEW of the setpoint control the corresponds to the driver's desired quantity, comes to a Guide former 13.
  • the speed signal N of the speed sensor 11 arrives at a disturbance variable controller 14.
  • the output signal MEF of the guide former 13 and the output signal MES of the Fault controller 14 are superimposed in an addition point and form the quantity signal MEA, which an actuator 15 is forwarded.
  • the MEA will not illustrated internal combustion engine a corresponding amount Fuel metered.
  • a parameter controller 16 acts on the guide former 13 and the fault controller 14 with signals.
  • the parameter control processes the output signal N of the speed sensor 11, the Signal V of a speed sensor 17, the signal KS one Coupling sensor 18 and the signals of others Control devices 19.
  • the speed signal N and the speed signal V arrive via a filter 20 or a filter means 21 for a V / N calculation 22.
  • the V / N calculation 22 is again applied logic 23 with a signal. This logic 23 will be too the other signals that the parameter control 16 processed, forwarded. Based on these signals the logic 23 for the output signals of the parameter controller 16 Available.
  • 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 a suitable bandpass 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 each other. This means that the Parameters TZF, TNF, TDS and KDS both of these Transmission elements can be set independently of one another.
  • the parameter control depending on the recognized state of the internal combustion engine corresponding parameter sets and the leadership form or the fault controller with the corresponding parameters applied.
  • An external quantity intervention exists, for example, if a transmission control, not shown, a quantity request pretends. In these cases, other parameter sets selected.
  • the state is preferably disengaged by means of a Clutch switch 18 detected.
  • Clutch switch 18 different voltage values.
  • the frictional connection between the engine and Gearbox is interrupted, the switch takes a first one Position on and at its exit there is a first Voltage value.
  • Engaged in the state the frictional connection is established between the engine and transmission, the Switch a second position and is at its output a second voltage value.
  • the speed and speed signals are evaluated.
  • the two signals are each provided with a filter 20 and 21, which preferably have PT1 behavior, are filtered.
  • the V / N calculation 22 then calculates the ratio between the driving speed of the vehicle and the speed of the Internal combustion engine. If a gear is engaged, the result is for V / N a value characterizing the engaged gear.
  • the idle state is detected, for example, when a Idle controller provides a corresponding signal.
  • the idle state can also be evaluated by others Signals are recognized.
  • the state “idle” For improved detection of the various states, in particular the state “idle”, the state “Disengaged” and the status “engaged” can be more Sizes are used. This is the driving speed V, the engine speed N, the amount of fuel QK, and the time derivatives, that is, the changes, the sizes.
  • a simplified embodiment results if for Lead formers only engaged between the state and the state disengaged is differentiated, whereby in engaged state two parameter sets can be specified.
  • a parameter set and is used for the first gear another parameter set selected for the further gears.
  • a particularly advantageous embodiment results if different parameter sets for acceleration and for Decelerating the internal combustion engine can be selected. That is, that depending on the sign of the derivative of the speed and / or a power-determining signal different Parameter sets can be selected.
  • FIG of a flow chart clarified The procedure according to the invention is illustrated in FIG of a flow chart clarified.
  • a first step become the lead former and the fault controller initialized depending on condition. That means an initialization occurs only when certain conditions are recognized.
  • a step 220 the status is identified is present. Based on the gear recognition V / N, a signal, that indicates whether the idle controller is active, a signal KS, that indicates whether the clutch is engaged or not and possibly further signals and their derivatives the state of the internal combustion engine is recognized.
  • the selected gear is based on the vehicle speed V and the speed N of the internal combustion engine are recognized.
  • the Ratio V / N is a measure of the gear engaged.
  • the corresponding Parameters for the guide former and the fault controller determined depending on the detected state.
  • the Parameters are determined and stored in a memory. Out You can then use this memory depending on the detected state can be read out in step 230. On the one hand, it can be provided be that all types of an internal combustion engine are the same Receive parameter sets. But it is also conceivable that vehicle-specific parameter sets can be saved.
  • the subsequent query 240 checks whether a State transition from the "disengaged” state to the state "engaged” KE took place. If not, so be it in step 260 immediately the new parameters that correspond to the new State are used. Detects query 240 against the fact that a state transition from the "disengaged” state KA to the state "engaged” KE was carried out, so check the Query 250 whether the sign of the output signal MES of the Fault controller changed since the last program run Has. If this is not the case, step 265 continues the old parameter set is used. In the event of a change of state from the "disengaged" state to the "engaged” state only uses the new parameter sets if at the same time changes the sign of the MES signal.
  • Steps 260 and 265 are followed by another Program run beginning with step 220.

Landscapes

  • 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)

Claims (10)

  1. Procédé de commande d'un moteur à combustion interne selon lequel un formateur de pilotage (13) prédétermine une première valeur (MES) en fonction d'au moins un signal de souhait de conducteur (FP), par filtrage, et un régulateur de perturbations (14) prédétermine une seconde valeur (MES) par filtrage en fonction d'au moins un signal de vitesse de rotation (N), et à partir de la première et de la seconde valeur on prédétermine un signal (MEA) pour solliciter un actionneur (15),
    caractérisé en ce que
    les jeux de paramètres qui définissent le comportement de transfert du filtrage du formateur de pilotage (13) et/ou le comportement de transfert du filtrage du régulateur de perturbations (14), sont prédéterminés suivant les paramètres de fonctionnement.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on sélectionne des jeux de paramètres différents pour l'état embrayé et pour l'état débrayé.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    en fonction du rapport de vitesses sélectionné on prédétermine des jeux de paramètres différents.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on détecte le rapport de vitesses sélectionné à partir de la vitesse du véhicule et du régime.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    à l'état embrayé du premier rapport, on sélectionne un jeu de paramètres pour le premier rapport et un autre jeu de paramètres pour les autres rapports.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on sélectionne un jeu de paramètres pour l'état de ralenti.
  7. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on sélectionne un jeu de paramètres pour une intervention externe sur le dosage.
  8. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on sélectionne des jeux de paramètres différents pour l'accélération et la décélération du moteur à combustion interne.
  9. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    en cas de changement d'état passant de l'état débrayé à l'état embrayé, on utilise seulement les nouveaux jeux de paramètres si le signe algébrique de la seconde valeur change.
  10. Dispositif de commande d'un moteur à combustion interne selon lequel un formateur de pilotage (13) prédétermine par filtrage une première valeur (MEF) à partir d'au moins un signal de souhait de conducteur (FP) et un régulateur de perturbations (14) prédétermine une seconde valeur (MES) par filtrage, au moins en fonction d'un signal de vitesse de rotation (N), et des moyens prédéterminent partant de la première valeur (MEF) et de la seconde valeur (MES), un signal (MEA) pour solliciter un actionneur (15),
    caractérisé par
    des moyens (16) qui prédéterminent les jeux de paramètres définissant le comportement de transfert du filtrage du formateur de pilotage (13) et/ou de comportement de transfert du filtrage du régulateur de perturbations (14) selon les paramètres de fonctionnement.
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 EP0768455A2 (fr) 1997-04-16
EP0768455A3 EP0768455A3 (fr) 1999-01-20
EP0768455B1 true 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 (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1555410A3 (fr) * 2004-01-16 2009-08-26 Scania CV AB (publ) Dispositif et procédé pour amortir la réaction de signal de pédale d'accélérateur

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19722253A1 (de) * 1997-05-28 1998-11-05 Daimler Benz Ag Elektronische Ruckeldämpfungseinrichtung für Brennkraftmaschinen
DE19740527C2 (de) * 1997-09-15 2001-11-15 Siemens Ag Verfahren zur Steuerung der Kraftstoffeinspritzung bei einer Brennkraftmaschine
JP3500935B2 (ja) * 1997-10-30 2004-02-23 トヨタ自動車株式会社 車載内燃機関のトルク制御装置
DE19753997C1 (de) * 1997-12-05 1999-07-29 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine zur Kompensation von Ruckelschwingungen
JPH11324770A (ja) * 1998-05-14 1999-11-26 Mitsubishi Electric Corp 燃料噴射装置
DE10024269A1 (de) 2000-05-17 2001-12-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Filterung eines Signals
US6589135B2 (en) * 2001-08-21 2003-07-08 Deere & Company System and method for reducing vehicle bouncing
DE10315410A1 (de) 2003-04-04 2004-10-14 Robert Bosch Gmbh Verfahren zum Betreiben eines Verbrennungsmotors mit einer Drehmomentüberwachung
DE10317648A1 (de) 2003-04-17 2004-11-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum sicheren Betreiben eines Verbrennunsmotors im Schiebebetrieb
US7313472B2 (en) 2004-07-08 2007-12-25 Deere & Company Tractor power hop control system and method
DE102005042650B4 (de) * 2005-09-08 2017-10-12 Robert Bosch Gmbh Drehzahlregelung für eine Brennkraftmaschine im Sturzgasfall
FR3000993B1 (fr) * 2013-01-17 2017-08-11 Peugeot Citroen Automobiles Sa Procede de determination d'un couple de correction d'oscillation de regime moteur d'un groupe motopropulseur
FR3012847B1 (fr) * 2013-11-06 2016-01-01 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

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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 (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1555410A3 (fr) * 2004-01-16 2009-08-26 Scania CV AB (publ) Dispositif et procédé pour amortir la réaction de signal de pédale d'accélérateur

Also Published As

Publication number Publication date
EP0768455A2 (fr) 1997-04-16
DE19537787A1 (de) 1997-04-17
JPH09112327A (ja) 1997-04-28
JP4157173B2 (ja) 2008-09-24
EP0768455A3 (fr) 1999-01-20
DE59609209D1 (de) 2002-06-20

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