EP0779428B1 - Méthode et dispositif pour contrôler le couple d'un moteur - Google Patents

Méthode et dispositif pour contrôler le couple d'un moteur Download PDF

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Publication number
EP0779428B1
EP0779428B1 EP96117576A EP96117576A EP0779428B1 EP 0779428 B1 EP0779428 B1 EP 0779428B1 EP 96117576 A EP96117576 A EP 96117576A EP 96117576 A EP96117576 A EP 96117576A EP 0779428 B1 EP0779428 B1 EP 0779428B1
Authority
EP
European Patent Office
Prior art keywords
engine torque
throttle valve
suppression
torque
fuel injection
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
EP96117576A
Other languages
German (de)
English (en)
Other versions
EP0779428A2 (fr
EP0779428A3 (fr
Inventor
Kurt Maute
Wolfgang Dr. Strauss
Hartmut Weckenmann
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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
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Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0779428A2 publication Critical patent/EP0779428A2/fr
Publication of EP0779428A3 publication Critical patent/EP0779428A3/fr
Application granted granted Critical
Publication of EP0779428B1 publication Critical patent/EP0779428B1/fr
Anticipated expiration legal-status Critical
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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

Definitions

  • the invention relates to a method for engine torque control according to the preamble of claim 1 and to one its implementation suitable device.
  • a method and device for reducing engine torque by fuel injection suppression are in the published patent application DE 42 11 173 A1 as part of a traction control system described there for a motor vehicle with spark ignition Internal combustion engine disclosed.
  • This traction control system Excess torque occurs when excessive drive slip occurs of the motor depending on this drive slip, the gear ratio, the current engine torque corresponding to the operation of an associated engine control unit and the mass moment of inertia of the drive train and the wheels calculated in such a way that when the current engine torque is reduced by the amount of excess moment of excessive Traction slip disappears.
  • the excess torque to be eliminated is supplied to an engine torque reduction control, which controls a fuel injection control such that one selected from a given masking pattern set Masking pattern that has a certain number of cylinders and a a certain number of duty cycles is periodic reduction torque corresponding to the excess torque a suitable masking of injections is set.
  • the regulation there provides for parallel to the respective ignition suppression, the original ignition angle to adjust so that the drive torque by Adaptation torque is changed, the part of the reduction torque is and in its size at least a part of the injection fades available step ranges for the reduction torque corresponds.
  • the shifted ignition angle evenly to the original ignition angle returned.
  • the invention is a technical problem of providing a device for engine torque control of the aforementioned Type based on which requested engine torque reductions with comparatively little effort and short response times as well as favorable engine torque dynamics.
  • the individual blanking levels on the difference between that from a Engine air mass measurement derived, load-indicated actual engine torque and the desired target engine torque, these Difference preferably as a percentage of the load-indicated engine torque is related.
  • the actual actual engine torque corresponds the product of the load-indicated engine torque with the fraction cylinder not hidden.
  • the single figure shows a schematic functional diagram of a Engine torque control device.
  • the engine torque control device shown contains a hot-film air mass measuring element (1) to measure the engine air mass as a measure of the corresponding load-indicated actual engine torque (M I ).
  • a throttle valve (2) and, on the other hand, conventional fuel injection elements (not shown) are used as actuators, which are controlled by an injection control according to usual criteria and on the basis of a stored masking pattern set for injection masking processes.
  • the skip pattern set can consist of stepped skip patterns in which another one of eight successive injections is successively masked out.
  • the step (3) indicated in the figure for selecting a respective masking pattern is based on the size of the difference (dM) between the detected load-indicated actual engine torque (M I ) and the desired engine torque (M SA ) requested by a traction control system, the latter is subjected to a suitable dynamic adaptation by means of a filter stage (4) indicated by dashed lines in the figure.
  • the injection blanking part of the system queries (step 5) whether the difference between the load-indicated actual engine torque (M I ) and the target engine torque (M SA ), which is determined by an associated subtractor (6), is positive.
  • this torque difference (dM) is positive, the appropriate masking pattern is selected depending on this difference.
  • the torque difference (dM) is related as a percentage to the load-indicated actual engine torque (M I ), and a corresponding percentage range is assigned to each of the masking patterns. This is the first time that there is an injection suppression in the lowest stage, in which every second injection of one of the four cylinders is suppressed when the percentage torque difference has exceeded a value of 12.5%. With a further increase of 12.5%, the transition to the fade-out pattern of the next higher level takes place.
  • An applicable hysteresis threshold is provided for switching back from a masking pattern higher to the masking pattern of the next lower level, in order to avoid a possible oscillation between two neighboring masking patterns.
  • the respective threshold values for activating a masking pattern can be varied depending on the application.
  • the fuel cut-off associated with fuel injection suppression works with the next higher cylinder. On request the torque reduction becomes larger Starting point of the new blanking pattern in the front half of the pattern placed while reducing the reduction request is in the back half of the pattern if it is assumed that when dropping the blanking pattern set the injection on one respective cylinder always first in the front half of the sample is hidden. It can also be provided that the application certain fade-out patterns within a specifiable load-speed range is omitted. The fuel cut will depending on the engine temperature, engine speed and others Influencing factors locked. As soon as with a cylinder the fuel is switched off, the lambda control goes to control mode and for the correction of the residual gas proportion a presettable one Last offset value added to the raw raw value.
  • a throttle valve angle ( ⁇ R ) to be set as a function of time is determined by a subtractor (8) of a throttle valve actuating unit, on the one hand the output signal of a converter (9) which converts the desired engine torque (M SA ) requested by the traction control system into a corresponding throttle valve angle value, and on the other hand the output signal of a PI controller (10) is supplied, at which the torque difference (dM) between the load-indicated actual engine torque (M I ) and the target engine torque (M SA ) is present on the input side.
  • the output signal of the PI controller (10) is limited to an applicable positive or negative maximum value.
  • the PI controller (10) is only active in operating phases with traction control. In this way, the value of the throttle valve angle belonging to the requested target engine torque (M SA ) is superimposed by the additional value brought about by the PI controller (10), with which the throttle valve control controls the difference between the load-indicated engine torque (M I ) unaffected by the injection suppression. and set engine torque (M SA ) with simultaneous gradual withdrawal of the injection suppression.
  • M I load-indicated engine torque
  • M SA set engine torque
  • the throttle valve actuating value ( ⁇ R ) which is decisive during the engine torque reduction processes which are requested by the traction control system is fed to a throttle valve selection unit (10) of the throttle valve actuating unit, which additionally has a control value ( ⁇ F ) which is detected via the accelerator pedal and which is based on a corresponding driver request.
  • a control value ( ⁇ T ) based on a cruise control and a control value ( ⁇ E ) based on engine drag control for the throttle valve (2) are fed and which selects the valid throttle valve control value ( ⁇ S ) in accordance with the respective operating conditions.
  • the throttle valve control value ( ⁇ E ) selected in operating phases with active engine drag control is generated by a subtractor (11), which receives the output signal of a converter (12) which converts a target engine torque (M SS ) requested by the engine drag control into a corresponding throttle valve angle value converts, and on the other hand the output signal of a further PI controller (13) is supplied, to the input side via an associated subtractor (14) the torque difference between the load-indicated actual engine torque (M I ) and the target engine torque requested in this case by the engine drag control (M SS ) is supplied.
  • the output signal of the PI controller (13) is also limited to an applicable positive or negative maximum value.
  • this measure of a corresponding torque difference feedback via the PI controller (13) also reliably regulates the difference between the load-indicated actual engine torque (M I ) and the required target engine torque during operating phases with engine drag control ( M SS ).
  • the engine torque control system according to the invention shown by way of example enables the implementation of a respective requirement after a rapid engine torque reduction with a relative simple system structure through an inexpensive coupling of fuel injection blanking and throttle valve interventions such that the demand for rapid torque reduction fulfilled by a corresponding injection suppression and their Effect in the further course of the wearer reacting successively Load control on the associated throttle valve control is transmitted, the injection suppression automatically take back.
  • the fade out patterns are dependent from the difference of that represented by the engine air mass load-indicated actual engine torque to the required target engine torque, by means of a direct comparison of moments, selected.
  • this torque difference serves as an input variable for throttle valve control, with which the latter Torque reducing effect of the injection suppression with the is able to take on her own, greater reaction time and that Injection suppression simultaneously reversed in stages can be.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (3)

  1. Procédé pour le réglage du couple moteur, selon lequel
    pour une réduction rapide du couple moteur, on réalise un appauvrissement de l'injection de carburant moyennant l'utilisation d'un modèle d'appauvrissement pouvant être choisi dans un ensemble de modèles d'appauvrissement en fonction de l'écart du couple moteur, et parallèlement à l'appauvrissement d'injection du carburant, on réalise une intervention de réglage du papillon des gaz qui réduit le couple moteur,
    caractérisé en ce que
    l'intervention de réglage du papillon des gaz sur la régulation du couple moteur réel (MI), indiqué en fonction de la charge, est réglée sur le couple moteur de consigne requis (MSA) et l'appauvrissement de l'injection de carburant est réduit pendant ce processus de réduction du couple moteur, et ce successivement de la valeur de réduction du couple produite par l'intervention de réglage du papillon des gaz.
  2. Procédé selon la revendication 1, caractérisé en outre en ce que comme critère pour la sélection du modèle respectif d'appauvrissement, on utilise la différence entre le couple moteur réel (MI) indiqué en fonction de la charge, obtenu à partir d'une mesure de la masse d'air du moteur, et le couple moteur de consigne requis (MSA).
  3. Dispositif pour la régulation du couple moteur comportant
    un dispositif pour appauvrir l'injection de carburant en fonction d'un ensemble mémorisé de modèles d'appauvrissement, et
    une unité de réglage du papillon des gaz,
    caractérisé en ce que
    le dispositif d'appauvrissement de l'injection de carburant sélectionne le modèle d'appauvrissement pour un appauvrissement respectif d'injection en fonction de la valeur de la différence entre le couple réel du moteur (MI) indiqué en fonction de la charge, qui est dérivé d'une mesure de la masse d'air du moteur, et le couple moteur de consigne requis (MSA), et
    l'unité de réglage du papillon des gaz superpose, à un appauvrissement respectif de l'injection, une intervention de réglage du papillon des gaz, lors de laquelle l'angle (αR) du papillon des gaz, qui doit être réglé, est constitué d'une composante associée au couple moteur de consigne (MSA) et une composante éliminant par réglage la différence de couple (DM) entre le couple moteur réel (MI), indiqué en fonction de la charge, et le couple moteur de consigne (MSA).
EP96117576A 1995-12-13 1996-11-02 Méthode et dispositif pour contrôler le couple d'un moteur Expired - Lifetime EP0779428B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19546554 1995-12-13
DE19546554A DE19546554C1 (de) 1995-12-13 1995-12-13 Verfahren und Vorrichtung zur Motormomentregelung

Publications (3)

Publication Number Publication Date
EP0779428A2 EP0779428A2 (fr) 1997-06-18
EP0779428A3 EP0779428A3 (fr) 1999-01-07
EP0779428B1 true EP0779428B1 (fr) 2000-06-14

Family

ID=7780026

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96117576A Expired - Lifetime EP0779428B1 (fr) 1995-12-13 1996-11-02 Méthode et dispositif pour contrôler le couple d'un moteur

Country Status (3)

Country Link
US (1) US5724942A (fr)
EP (1) EP0779428B1 (fr)
DE (2) DE19546554C1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3709652B2 (ja) * 1997-05-13 2005-10-26 日産自動車株式会社 車両用駆動力制御装置
JP3395708B2 (ja) 1999-04-27 2003-04-14 株式会社日立製作所 ハイブリッド車両
US6615126B1 (en) 2002-03-05 2003-09-02 Daimlerchrysler Corporation Torque management based traction control system
JP2003293823A (ja) * 2002-03-27 2003-10-15 Robert Bosch Gmbh 駆動滑り制御方法および装置

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3737698A1 (de) * 1987-11-06 1989-05-18 Bayerische Motoren Werke Ag Regeleinrichtung zur regelung des antriebsdrehmomentes einer brennkraftmaschine eines kraftfahrzeuges
JP2524246B2 (ja) * 1990-06-13 1996-08-14 本田技研工業株式会社 駆動輪スリップ制御装置
US5224045A (en) * 1990-11-27 1993-06-29 Navistar International Transportation Corp. Automotive vehicle microprocessor control having grade-holder vehicle speed control
JPH04271929A (ja) * 1991-02-26 1992-09-28 Jidosha Denki Kogyo Co Ltd 車両用定速走行装置
DE4211173C2 (de) * 1992-04-03 1994-11-24 Audi Ag Antriebsschlupfregelung für ein Kraftfahrzeug mit einer fremdgezündeten Brennkraftmaschine
US5213178A (en) * 1992-04-21 1993-05-25 General Motors Corporation Traction control system with fuel and spark control
JP3236344B2 (ja) * 1992-05-13 2001-12-10 本田技研工業株式会社 車両の動力源出力制御装置
US5392215A (en) * 1992-08-17 1995-02-21 Mitsubishi Denki Kabushiki Kaisha Automatic cruising speed controller for an automotive vehicle
JPH06144080A (ja) * 1992-11-12 1994-05-24 Jidosha Denki Kogyo Co Ltd 自動定速走行装置の制御方法
DE4334864C2 (de) * 1993-10-13 2003-01-30 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE4341584B4 (de) * 1993-12-07 2004-12-23 Robert Bosch Gmbh Steuersystem für eine Brennkraftmaschine
DE4342333C2 (de) * 1993-12-11 2003-06-18 Bosch Gmbh Robert Steuereinrichtung für die zylinderindividuelle Kraftstoffeinspritzung bei einer Brennkraftmaschine
US5463993A (en) * 1994-02-28 1995-11-07 General Motors Corporation Engine speed control

Also Published As

Publication number Publication date
EP0779428A2 (fr) 1997-06-18
DE19546554C1 (de) 1997-02-27
DE59605438D1 (de) 2000-07-20
EP0779428A3 (fr) 1999-01-07
US5724942A (en) 1998-03-10

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