EP0892726A1 - Procede et dispositif de commande de l'unite d'entrainement d'un vehicule - Google Patents

Procede et dispositif de commande de l'unite d'entrainement d'un vehicule

Info

Publication number
EP0892726A1
EP0892726A1 EP96945906A EP96945906A EP0892726A1 EP 0892726 A1 EP0892726 A1 EP 0892726A1 EP 96945906 A EP96945906 A EP 96945906A EP 96945906 A EP96945906 A EP 96945906A EP 0892726 A1 EP0892726 A1 EP 0892726A1
Authority
EP
European Patent Office
Prior art keywords
torque
control system
driver
change
drive unit
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.)
Ceased
Application number
EP96945906A
Other languages
German (de)
English (en)
Inventor
Rüdiger BECKER
Oliver HÖRRMANN
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 EP0892726A1 publication Critical patent/EP0892726A1/fr
Ceased legal-status Critical Current

Links

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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D2200/1015—Engines misfires

Definitions

  • the invention relates to a method and a device for controlling a drive unit of a vehicle according to the preambles of the independent claims.
  • Rate of change of the torque structure of the drive unit limited.
  • the operating situation in the foreground is the transition from the overrun phase of the vehicle to the pull phase when the driver operates the accelerator pedal.
  • the limitation is given as a compromise between the vibration-reducing effect on the one hand and the desire to make the torque desired by the driver available as quickly as possible.
  • From DE-Al 28 04 444 (GB-A 20 13 937) it is known to limit the change in the duration of fuel injection pulses.
  • DE-Al 41 07 115 (GB-A 22 53 440) it is known to change the torque during the transition from overrun mode to train mode of an internal combustion engine
  • Torque change Depending on the application, they are used individually or in any combination or in a modified form. In the following, these functions and functions with a comparable effect but a different design are used as limitations of the
  • the driving behavior of a vehicle is optimized with regard to the torque change of the drive unit by the solution according to the invention.
  • Operating condition limited is influenced according to the driver's behavior.
  • Transmission control sports, economy, etc.
  • the driver type determined by this is derived.
  • the engine control system controls the torque build-up according to the driver type specified by the driver.
  • the torque build-up of an internal combustion engine is advantageously controlled in accordance with the driver's behavior, so that the driving behavior of the vehicle is adapted to the driver.
  • the driver actively has the possibility of determining the build-up of torque and thus the driving behavior of the vehicle.
  • the solution according to the invention makes it possible, depending on the driver type, to implement both a rapid torque build-up and a comfortable, smooth torque build-up.
  • winter button present in transmission controls is advantageously possible To design torque build-up so smoothly that the wheel's tendency to spin is prevented with a corresponding coefficient of friction.
  • Another advantageous addition is that information supplied by a control unit for regulating the traction slip of a vehicle about a control intervention in the braking system of the vehicle is evaluated and transmitted to the engine control system that the torque change is slowed down by the engine control system. The annoying, fast torque change during traction control intervention is avoided.
  • FIG. 1 shows an overview circuit diagram of an example of control of a drive unit
  • FIG. 2 shows a preferred embodiment of the solution according to the invention on the basis of a flow chart
  • Figure 3 finally shows timing diagrams of this preferred embodiment.
  • FIG. 1 shows an electronic control unit 10 which has an input circuit 12, at least one microcomputer 14 and an output circuit 16.
  • Input circuit, output circuit and microcomputer are one Communication system 18 linked to each other for mutual data and information exchange.
  • the input circuit 12 of the control unit 10 is supplied with the input lines 20, 22 and 24 to 26, which are optionally combined in a bus system (for example CAN), and which are connected by at least one further control unit 28 for controlling an automatic transmission and / or a control unit for regulating the drive slip, from a measuring device 32 for detecting the degree of actuation of an operating element 20 and from measuring devices 34 to 36 for detecting other operating variables of the drive unit and / or the vehicle such as engine speed, engine temperature, engine load, etc. are supplied.
  • a bus system for example CAN
  • the control unit of the engine, the transmission and / or a traction control system can also be implemented together as a so-called “power train” control unit.
  • the control unit 10 influences the torque of the drive unit (not shown) via the output circuit 16.
  • the control unit 10 may influence the Air supply to the internal combustion engine (symbolized by the output line 40), the fuel metering (symbolized by the output line 42) and / or the ignition angle (symbolized by the output line 44).
  • the microcomputer 14 determines a target value for a torque from the degree of actuation of the control element and further operating variables, such as, for example, the engine speed
  • this target value is converted into control signals for influencing parameters controlling the torque in the sense of an approximation of the actual torque to the target torque.
  • the target torque the so-called driver request
  • the target torque is filtered with a view to reducing or reducing vibrations in the drive train of the vehicle, i.e. subjected to an increase limitation. Accordingly, the torque build-up is limited when the operating element is actuated, for example from the released position.
  • the microcomputer 14 can also include other programs that lead to a limitation of the torque change, such as limits on the rate of change of the throttle valve adjustment, the fuel injection pulses and / or programs that influence the torque of the drive unit in a vibration-reducing manner when a torque fluctuation is detected.
  • Torque change in particular the torque build-up, to be controlled depending on variables which are supplied to the engine control system by other control systems which do not directly control the drive unit, for example a transmission control and / or a control unit for traction control.
  • a transmission control the driver's behavior
  • the driver's behavior for example, is "Economy", "Sport” or "Winter”. This information is transmitted via an interface to the engine control.
  • the engine control now selects the procedure that corresponds to the driver's behavior a rapid build-up of moments is desired, which gives the driver a spontaneous
  • a factor is derived from operating variables that represents the respective driver type.
  • Another important piece of information, in the dependence of which the engine control influences the change in torque, is, in an advantageous exemplary embodiment, the information about control interventions of a traction control system on the brake of the vehicle, which is supplied to the engine control by a corresponding control unit.
  • the solution according to the invention is shown in a preferred exemplary embodiment with reference to the flow chart of FIG. 2.
  • the program part described in FIG. 2 is initiated at predetermined time intervals, for example a few milliseconds. It describes the control of the limitation of the rate of change of the driver's request derived from the control element actuation. Accordingly, this control must be applied to all other limitations implemented in the motor control.
  • a driver request FW preferably a target torque
  • information from other control systems for example a driver type signal FT or information about the gearbox setting made by the driver, whether economy, sport or winter setting, determined in accordance with predetermined characteristic maps , tables or calculations in another program part was selected, or in an advantageous embodiment, information about the status of a traction control system.
  • a change in torque is predefined by the driver, that is, in the preferred exemplary embodiment, whether the driver's request has changed accordingly. It is provided in the preferred embodiment that only a torque increase is queried in step 104 and the limitation is only influenced in this case. In the event of a torque reduction, a predefined change limitation, which is as small as possible, is then active for all operating states.
  • step 106 possibly queried whether the winter setting of the transmission is selected. If this is the case, step 108 checks, if necessary, whether brake intervention of the traction control system is active. If this is the case, at least one change limit, e.g. the
  • Change limitation of the driver's request is set to a first value Kl, in the opposite case to a second value K2 (cf. steps 110 and 112).
  • Kl e.g. Low-pass filter with variable constants used, whereby Kl, K2, etc. represent these constants.
  • step 114 a check is carried out in step 114 as to whether a brake intervention by the Traction control is active or detects the traction control at the risk of a low ⁇ value. If this is the case, the at least one change limitation is set to a value K3 (step 116), in the opposite case to a value K4 which is dependent on the driver type (step 118).
  • the value K4 is read from a characteristic curve or a table in which it is stored depending on the driver type or the gearbox setting.
  • step 110 After step 110, 112, 116 or 118 the
  • the specification of the limit values is carried out in the increasing direction with each change in torque.
  • the filtering of the change in torque is only carried out in certain operating situations, for example when changing from or into the idle position of the control element or when changing from a pushing operation to a pulling operation of the drive unit and when torque fluctuations are detected.
  • At least one manipulated variable for example the control signal for an electrically actuated throttle valve
  • the constants of controllers for example the torque or position controller, or the constants of an anti-jerk controller, depending on the supplied additional information can be changed such that a rapid torque build-up takes place when the vehicle's sporty behavior is predetermined by the driver, and a gentle torque build-up takes place given a comfortable, economical driving style.
  • FIG. 3 An example of the mode of operation of the solution according to the invention is shown in FIG. 3.
  • Figure 3a shows the time course of the degree of actuation of the control element
  • Figure 3b shows the time course of the motor torque.
  • the driver actuates the control element from the rest position of the control element (FIG. 3a).
  • torque is built up from the time TO.
  • the speed of the torque build-up is determined by suitable measures (filtering the degree of actuation, the derived one
  • Driver request a control signal for adjusting a performance parameter of the drive unit, by appropriate selection of the constants of an adjusting controller). If there is information about a sporty behavior of the driver, the moment builds up quickly

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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Le procédé et le dispositif décrits servent à commander l'unité d'entraînement d'un véhicule. La limitation de la variation des moments de l'unité d'entraînement réalisée par un système (10) de commande du moteur dépend d'au moins une information d'état fournie par au moins un autre système de commande (28).
EP96945906A 1996-04-20 1996-12-21 Procede et dispositif de commande de l'unite d'entrainement d'un vehicule Ceased EP0892726A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19615806A DE19615806B4 (de) 1996-04-20 1996-04-20 Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeuges
DE19615806 1996-04-20
PCT/DE1996/002502 WO1997039910A1 (fr) 1996-04-20 1996-12-21 Procede et dispositif de commande de l'unite d'entrainement d'un vehicule

Publications (1)

Publication Number Publication Date
EP0892726A1 true EP0892726A1 (fr) 1999-01-27

Family

ID=7791956

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96945906A Ceased EP0892726A1 (fr) 1996-04-20 1996-12-21 Procede et dispositif de commande de l'unite d'entrainement d'un vehicule

Country Status (6)

Country Link
US (1) US6230092B1 (fr)
EP (1) EP0892726A1 (fr)
JP (1) JP2000508596A (fr)
KR (1) KR20000005443A (fr)
DE (1) DE19615806B4 (fr)
WO (1) WO1997039910A1 (fr)

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DE19747270A1 (de) * 1997-10-25 1999-04-29 Bayerische Motoren Werke Ag Kraftfahrzeug mit einem Automatikgetriebe
US6705685B1 (en) * 1998-04-24 2004-03-16 Continental Teves Ag & Co. Ohg Method and device for controlling the traction slip of a vehicle with a high coefficient of friction
DE19913824B4 (de) * 1999-03-26 2010-04-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit
DE19949449B4 (de) * 1999-10-14 2005-11-03 Daimlerchrysler Ag Verfahren zur Dämpfung von Ruckelschwingungen
DE19958393A1 (de) 1999-12-03 2001-06-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung des Fahrertyps
DE10011706A1 (de) 2000-03-10 2001-09-13 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
JP4172391B2 (ja) * 2003-12-24 2008-10-29 株式会社デンソー 車両統合制御システムおよびプログラム
DE102005049707A1 (de) * 2005-10-18 2007-04-26 Zf Friedrichshafen Ag Fahrzeug mit einer in Fahrzeugquerrichtung angeordneten Antriebsmaschine
DE102005050005A1 (de) * 2005-10-19 2007-04-26 Zf Friedrichshafen Ag Verfahren zum Betreiben antriebsstrangseitiger Komponenten eines Kraftfahrzeugs
JP4640141B2 (ja) * 2005-11-28 2011-03-02 トヨタ自動車株式会社 車両の駆動力制御装置
DE102006025178A1 (de) * 2006-05-30 2007-12-06 Siemens Ag Verfahren und Einrichtung zum Verbessern des Kraftstoffverbrauchs einer Brennkraftmaschine
US7779947B2 (en) * 2007-01-31 2010-08-24 Caterpillar Inc Acceleration based automated slip control system
DE102010060681B4 (de) * 2010-11-19 2024-02-08 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betrieb eines Parallel-Hybridfahrzeuges
DE102013200145A1 (de) * 2013-01-08 2014-07-10 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung des Drehmoments mindestens eines Antriebsmotors in einem Kraftfahrzeug
CN105626849A (zh) * 2016-03-21 2016-06-01 重庆长安汽车股份有限公司 自动变速器冬季模式控制方法
JP2022149629A (ja) * 2021-03-25 2022-10-07 いすゞ自動車株式会社 制御装置
DE102021133400A1 (de) 2021-12-16 2023-06-22 Universität Rostock, Körperschaft des öffentlichen Rechts Verfahren und Vorrichtung zur Gradientenbegrenzung eines an einem Drehmomentübertragungselement eines drehschwingungsfähigen Antriebssystems anliegenden Drehmoments

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DE2804444A1 (de) * 1978-02-02 1979-08-09 Bosch Gmbh Robert Elektronische steuereinrichtung fuer ein kraftstoffeinspritzsystem bei brennkraftmaschinen
EP0441393A2 (fr) * 1990-02-08 1991-08-14 Fujitsu Limited Système de commutation de cellules avec signalisation
GB2253440A (en) * 1991-03-06 1992-09-09 Bosch Gmbh Robert Ignition control circuit for the prevention of engine speed oscillations during load changes
US5209203A (en) * 1988-12-06 1993-05-11 Robert Bosch Gmbh Method and apparatus for controlling the torque of an engine
DE4321333A1 (de) * 1993-06-26 1995-01-05 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs

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US5097809A (en) * 1990-10-26 1992-03-24 Hitachi, Ltd. Engine control system and method for changing acceleration response characteristic
DE4115647B4 (de) * 1991-05-14 2006-06-01 Robert Bosch Gmbh Steuersystem in einem Fahrzeug
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DE4232204C2 (de) * 1992-09-25 1995-11-02 Siemens Ag Verfahren zur Unterdrückung von Schwingungen im Antriebsstrang eines Kraftfahrzeugs
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DE2804444A1 (de) * 1978-02-02 1979-08-09 Bosch Gmbh Robert Elektronische steuereinrichtung fuer ein kraftstoffeinspritzsystem bei brennkraftmaschinen
GB2013937A (en) * 1978-02-02 1979-08-15 Bosch Gmbh Robert Electronic control of fuel injection in internal combustion engines
US5209203A (en) * 1988-12-06 1993-05-11 Robert Bosch Gmbh Method and apparatus for controlling the torque of an engine
EP0441393A2 (fr) * 1990-02-08 1991-08-14 Fujitsu Limited Système de commutation de cellules avec signalisation
GB2253440A (en) * 1991-03-06 1992-09-09 Bosch Gmbh Robert Ignition control circuit for the prevention of engine speed oscillations during load changes
DE4107115A1 (de) * 1991-03-06 1992-09-10 Bosch Gmbh Robert Schaltungsanordnung zum verhindern von drehzahlschwingungen
DE4321333A1 (de) * 1993-06-26 1995-01-05 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs

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See also references of WO9739910A1 *

Also Published As

Publication number Publication date
JP2000508596A (ja) 2000-07-11
DE19615806B4 (de) 2007-08-30
DE19615806A1 (de) 1997-10-23
WO1997039910A1 (fr) 1997-10-30
KR20000005443A (ko) 2000-01-25
US6230092B1 (en) 2001-05-08

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