EP0937886B1 - Procédé de réglage de la puissance d'un véhicule - Google Patents

Procédé de réglage de la puissance d'un véhicule Download PDF

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Publication number
EP0937886B1
EP0937886B1 EP99101945A EP99101945A EP0937886B1 EP 0937886 B1 EP0937886 B1 EP 0937886B1 EP 99101945 A EP99101945 A EP 99101945A EP 99101945 A EP99101945 A EP 99101945A EP 0937886 B1 EP0937886 B1 EP 0937886B1
Authority
EP
European Patent Office
Prior art keywords
torque
ignition angle
load
correction factor
angle correction
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
EP99101945A
Other languages
German (de)
English (en)
Other versions
EP0937886A2 (fr
EP0937886A3 (fr
Inventor
Christian Heiselbetz
Dieter Kalweit
Thomas Klaiber
Uwe Kleinecke
Kurt Maute
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
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0937886A2 publication Critical patent/EP0937886A2/fr
Publication of EP0937886A3 publication Critical patent/EP0937886A3/fr
Application granted granted Critical
Publication of EP0937886B1 publication Critical patent/EP0937886B1/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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • F02D2041/1411—Introducing closed-loop corrections characterised by the control or regulation method using a finite or infinite state machine, automaton or state graph for controlling or modelling
    • 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
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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

Definitions

  • the invention relates to a method for adjusting the drive power of a motor vehicle with a spark-ignited internal combustion engine according to the preamble of patent claim 1.
  • a generic method for adjusting the drive power of a motor vehicle is known from DE 44 07 475 A1.
  • the firing angle and the air / fuel ratio are influenced on the basis of a desired value for the torque to be output by the drive unit in addition to the load.
  • the coordination of the various requirements for the vehicle drive is decoupled from the functions for adjusting the internal combustion engine in the engine control.
  • the torque interface is only a target torque and information about the dynamics with which this torque request is to be set, to the control of the internal combustion engine.
  • the starting point for the method described in the drawing is a desired setpoint torque M_setpoint and information about how the desired setpoint torque M_setpoint is set.
  • a driver desired torque determined from a driver specification and optionally further desired torque M_i is processed to a resulting target torque M_soll.
  • This is preferably a so-called torque interface, in which the driver's desired torque with other desired moments M_i, which are passed, for example, from the transmission control, from a vehicle dynamics control or other subsystems of the drive control to a resulting target torque M_soll is processed.
  • Such a torque interface is known in principle from the prior art and is therefore not explained here in detail.
  • torque interface in block 1 in the form of two so-called dynamic bits MDYN0, MDYN1.
  • torque requests can be realized in a known manner via the air path and / or via an ignition intervention.
  • the respectively desired type of torque adjustment is defined by operating states Z1 to Z3 via the two dynamic bits MDYN0, MDYN1: torque adjustment MDYN1 MDYN0 Status Efficiency optimal torque adjustment via the air path 0 0 Z1 Fastest possible torque adjustment via ignition angle adjustment and air path 0 1 Z2 Torque setpoint for the air path is frozen, torque reduction takes place via ignition angle adjustment 1 0 Z3 Invalid combination 1 1 -
  • an optimum torque adjustment efficiency is also predetermined. In certain operating conditions, however, can for The adaptive cruise control can be switched to a fastest possible setpoint torque setting. In the driving dynamics control systems, a fastest possible setpoint torque setting is specified during normal operation. In certain operating conditions, however, can be switched to a torque setting with Vorhalt. The transmission control also usually wishes a fastest possible torque setting. Of course, the above specifications only show examples.
  • the setpoint torque M_setpoint is then divided into a filling moment M_filling and a resulting moment M_zünd depending on the current operating state Z1 to Z3.
  • the filling moment M_Füll is set via the load control, while the resulting torque M_Zünd is contributed by a Zündwinkelver ein.
  • operating state Z4 is a transitional state, which will be explained below with reference to FIG. 2.
  • the filling moment M_Füll is fixed. This means that when entering the operating state Z3 is the Filling moment M_Füll set to the momentary setpoint torque M_soll. Subsequently, for each determination, the current setpoint torque M_setpoint is compared with the filling momentum M_filling (k-1) of the last pass, and the larger of the two values is stored and passed on as the actual filling moment M_fill. This means that in the operating state Z3, the filling torque M_Füll not decrease, but can only increase.
  • a residual torque M_Rest is determined, which is composed of the friction torque and the torque required for the drive of auxiliary units.
  • the friction torque can be determined from the current engine speed, the oil temperature and possibly other operating parameters.
  • This residual moment M_Rest is added in blocks 4 and 5 to determine the indicated filling moment M_Füll_Ind and the indicated resultant moment M_Zünd_Ind to the effective filling moment M_Füll or to the effective resulting moment M_Zünd.
  • an idling torque M_Leer is determined in block 6 for idle control and compared in block 7 with the indexed filling torque M_Füll-Ind, wherein in each case the larger of the two values is passed as indicated torque M_Ind to the load control.
  • the load control is known ansich and therefore will be explained here only briefly.
  • a load reference value TL_setpoint is determined from the indicated torque M_Ind on the basis of the current engine speed and possibly further operating parameters.
  • the actual load value TL_act is determined, for example with the aid of an air mass meter, continuously compared with the load setpoint TL_soll and a difference value is calculated. This difference value is then regulated by a control of the throttle as possible to zero.
  • a first ignition angle correction factor ⁇ dyn is determined from the quotient of indexed resulting moment M_initial_ind and indicated filling moment M_fill_ind, and in block 9 multiplied by a second ignition angle correction factor ⁇ MK for calculating the resulting ignition angle correction factor ⁇ . From the resulting ignition angle correction factor ⁇ , a retard angle for the ignition angle calculation can then be determined with the aid of a characteristic diagram.
  • the calculation of the second ignition angle correction factor ⁇ MK takes place starting from block 10. There, a correction factor ⁇ TL is calculated from the quotient of the load setpoint TL_setpoint and the actual load value TL_ist and limited to the maximum value 1 in block 11 by a MIN comparison. This limited correction factor ⁇ TL is passed both to block 2 and to block 12. In block 12, the second ignition angle correction factor ⁇ MK is subsequently determined as a function of the control bit MDYN_MK, which is transferred from block 2 to block 12, and the limited correction factor ⁇ TL .
  • the second ignition angle correction factor ⁇ MK is then multiplied in block 9 by the first ignition angle correction factor ⁇ dyn for calculating the resulting ignition angle correction factor ⁇ .
  • a torque adjustment is performed with Vorhalt.
  • the filling momentum M_fill is retained at the original value M_fill (k-1).
  • the torque reduction takes place in this case exclusively via the ignition timing.
  • the filling moment M_Füll is correspondingly increased and thus the load control is carried out accordingly.
  • the determination of the second Zündwinkelkorrekturf actuator ⁇ MK is analogous to the method according to operating condition Z2.
  • the resulting moment M_Zünd can differ from the filling moment M_Füll, so that one of 1 different first Zündwinkelkorrekturcons ⁇ dyn results.
  • the operating state Z1 When starting, the operating state Z1 is selected as part of an initialization. Depending on the dynamic demand MDYN0, MDYN1 respectively currently determined in block 1, a new operating state Zi is then selected.
  • the possible transitions between the operating states Zi are each shown as arrows with associated conditions. As can be seen from FIG. 2, starting from the operating state Z1, only a transition to the operating states Z2 or Z3 is possible. A direct transition from the operating state Z1 to the transitional operating state Z4 is not provided. Accordingly, although any changes between the operating conditions Z2, Z3 and Z4 are possible, a direct change from the operating conditions Z2 or Z3 to the operating state Z1 is again not provided.

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 Ignition Timing (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (5)

  1. Procédé pour régler la puissance d'entraînement d'un véhicule automobile comportant un moteur à combustion interne à allumage extérieur comportant des moyens pour prédéterminer un couple de consigne sur la base d'un couple souhaité par le conducteur et éventuellement d'autres couples souhaités, et comportant des moyens pour régler ce couple de consigne par action sur la charge et/ou l'angle d'allumage, selon lequel, dans les conditions de fonctionnement, il existe trois états (Z1, Z2, Z3) différents, caractérisé en ce que
    - dans un premier état de fonctionnement (Z1), le réglage du couple s'effectue, d'une manière optimale du point de vue rendement, par une régulation de la charge;
    - dans un second état de fonctionnement (Z2), le réglage du couple est réalisé aussi rapidement que possible par un réglage supplémentaire de l'angle d'allumage, et
    - dans un troisième état de fonctionnement (Z3), la prédétermination du couple pour le réglage de la charge est fixée et le réglage résiduel du couple est exécuté par un réglage supplémentaire de l'angle d'allumage,
    - le couple de consigne de consigne (M_soll) est réparti, en fonction de l'état instantané (Z1, Z2, Z3), en un couple de remplissage (M_Füll) et un couple résultant (M_Zünd),
    - une valeur de consigne de la charge (TL_soll) étant déterminée à partir du couple de remplissage (M_Füll).
  2. Procédé selon la revendication 1, caractérisé en ce
    - qu'à l'aide d'une régulation de la charge, la valeur réelle de la charge (TL_ist) est réglée sur cette valeur de consigne de la charge (TL_soll),
    - qu'un premier facteur (ηdyn) de correction de l'angle d'allumage est déterminé à partir du quotient du couple résultant (M_Zünd) et du couple de remplissage (M_Füll),
    - qu'un second facteur (ηmk) de correction de l'angle d'allumage est déterminé à partir du quotient de la valeur de consigne de la charge (TL_soll) et de la valeur réelle de la charge (TL_ist),
    - que dans le premier état (Z1), le second facteur (ηmk) de correction de l'angle d'allumage est réglé égal à 1, et
    - qu'un facteur résultant (η) de correction de l'angle d'allumage est déterminé à partir du produit des premier et second facteurs (ηdyn*ηmk) de correction de l'angle d'allumage et qu'à partir de là un angle de réglage ultérieur est déterminé pour le calcul de l'angle d'allumage.
  3. Procédé selon la revendication 2, caractérisé en ce que le second facteur (ηMK) de l'angle d'allumage est limité à des valeurs inférieures ou égales à 1.
  4. Procédé selon la revendication 2, caractérisé en ce que le couple de remplissage (M_Füll) est limité à des valeurs supérieures ou égales à un couple de marche au ralenti (M_LLR).
  5. Procédé selon la revendication 2, caractérisé en ce qu'un passage du second état (Z2) ou du troisième état (Z3) au premier état (Z1) s'effectue uniquement dans le cas où le second facteur (ηMK) de l'angle d'allumage dépasse une valeur de seuil prédéterminée (s).
EP99101945A 1998-02-20 1999-01-30 Procédé de réglage de la puissance d'un véhicule Expired - Lifetime EP0937886B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19807126A DE19807126C2 (de) 1998-02-20 1998-02-20 Verfahren zur Einstellung der Antriebsleistung eines Kraftfahrzeuges
DE19807126 1998-02-20

Publications (3)

Publication Number Publication Date
EP0937886A2 EP0937886A2 (fr) 1999-08-25
EP0937886A3 EP0937886A3 (fr) 2001-04-25
EP0937886B1 true EP0937886B1 (fr) 2006-01-04

Family

ID=7858383

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99101945A Expired - Lifetime EP0937886B1 (fr) 1998-02-20 1999-01-30 Procédé de réglage de la puissance d'un véhicule

Country Status (5)

Country Link
US (1) US6119654A (fr)
EP (1) EP0937886B1 (fr)
JP (1) JPH11315746A (fr)
DE (2) DE19807126C2 (fr)
ES (1) ES2255738T3 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10058355A1 (de) 1999-12-18 2001-08-30 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
WO2001044644A2 (fr) * 1999-12-18 2001-06-21 Robert Bosch Gmbh Procede et dispositif pour assurer la commande de l"unite d"entrainement d"un vehicule
CN1250416C (zh) * 1999-12-18 2006-04-12 罗伯特·博施有限公司 控制机动车驱动单元的方法及装置
FR2816989B1 (fr) 2000-11-20 2003-05-16 Saime Sarl Procede d'optimisation de la combustion d'un moteur a combustion interne fonctionnant en auto-allumage
DE10061432B4 (de) * 2000-12-09 2007-04-26 Daimlerchrysler Ag Verfahren zur Drehmomenteinstellung beim Betrieb eines Kraftfahrzeuges mittels einer zeitlichen Sollwertüberhöhung
WO2003016698A1 (fr) * 2001-08-17 2003-02-27 Tiax Llc Procede permettant de regler la combustion dans un moteur a allumage par compression de charge homogene
US6705285B2 (en) 2001-10-31 2004-03-16 Daimlerchrysler Corporation Air flow target determination
US6688282B1 (en) 2002-08-28 2004-02-10 Ford Global Technologies, Llc Power-based idle speed control
DE102004005450B4 (de) * 2004-02-04 2017-05-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs mittels phasenvoreilender Signalpfade

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0933522A2 (fr) * 1998-01-29 1999-08-04 DaimlerChrysler AG Méthode pour ajuster la puissance de sortie d'un moteur à combustion interne

Family Cites Families (13)

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Publication number Priority date Publication date Assignee Title
JP2564275B2 (ja) * 1986-05-09 1996-12-18 株式会社日立製作所 状態適応型内燃機関制御システム
DE3728573C1 (de) * 1987-08-27 1988-11-24 Daimler Benz Ag Einrichtung zum Regeln wenigstens einer das Antriebsmoment einer Brennkraftmaschine eines Kraftfahrzeuges beeinflussenden Groesse
JP2832266B2 (ja) * 1990-06-30 1998-12-09 マツダ株式会社 エンジンのスロットル弁制御装置
JP3206224B2 (ja) * 1993-06-30 2001-09-10 日産自動車株式会社 車両用トラクション制御装置
DE4343353C2 (de) * 1993-12-18 2002-12-05 Bosch Gmbh Robert Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE4407475C2 (de) * 1994-03-07 2002-11-14 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
US5479898A (en) * 1994-07-05 1996-01-02 Ford Motor Company Method and apparatus for controlling engine torque
JPH08218911A (ja) * 1995-02-14 1996-08-27 Honda Motor Co Ltd 車両用内燃エンジン制御装置
DE19517675B4 (de) * 1995-05-13 2006-07-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung des Drehmoments einer Brennkraftmaschine
DE19545221B4 (de) * 1995-12-05 2005-08-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19618893A1 (de) * 1996-05-10 1997-11-13 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19630213C1 (de) * 1996-07-26 1997-07-31 Daimler Benz Ag Verfahren und Vorrichtung zur Motormomenteinstellung bei einem Verbrennungsmotor
DE19739567B4 (de) * 1997-09-10 2007-06-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung des Drehmoments der Antriebseinheit eines Kraftfahrzeugs

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0933522A2 (fr) * 1998-01-29 1999-08-04 DaimlerChrysler AG Méthode pour ajuster la puissance de sortie d'un moteur à combustion interne

Also Published As

Publication number Publication date
DE19807126A1 (de) 1999-08-26
US6119654A (en) 2000-09-19
EP0937886A2 (fr) 1999-08-25
EP0937886A3 (fr) 2001-04-25
DE19807126C2 (de) 2000-11-16
DE59913003D1 (de) 2006-03-30
JPH11315746A (ja) 1999-11-16
ES2255738T3 (es) 2006-07-01

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