EP1307643B1 - Procede et dispositif pour piloter une unite d'entrainement - Google Patents

Procede et dispositif pour piloter une unite d'entrainement Download PDF

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Publication number
EP1307643B1
EP1307643B1 EP01957722A EP01957722A EP1307643B1 EP 1307643 B1 EP1307643 B1 EP 1307643B1 EP 01957722 A EP01957722 A EP 01957722A EP 01957722 A EP01957722 A EP 01957722A EP 1307643 B1 EP1307643 B1 EP 1307643B1
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EP
European Patent Office
Prior art keywords
value
maximum
accelerator pedal
maximum permissible
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.)
Expired - Lifetime
Application number
EP01957722A
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German (de)
English (en)
Other versions
EP1307643A1 (fr
Inventor
Frank Plagge
Ralf Dunke
Torsten Bauer
Frank Bederna
Berthold Steinmann
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
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1307643A1 publication Critical patent/EP1307643A1/fr
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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
    • 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
    • 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
    • F02D2250/26—Control of the engine output torque by applying a torque limit

Definitions

  • the invention relates to a method and a device for controlling a drive unit.
  • WO99 / 13207 is a method and an apparatus for controlling a drive unit a vehicle known, wherein on the basis of the driver's request, a target torque value or a target power value is formed, which is used to control the drive unit serves, with a maximum allowable torque or a maximum allowable power is determined and the setpoint is limited to the maximum permissible value, if it exceeds the maximum allowable value.
  • the maximum allowable moment is usually greater than the allowable torque used to limit it.
  • a filtering is to increase the intake manifold time constant, the position controller delay and the moments Functions, such as B. Dashpot.
  • Such a method and such a device is known from DE 195 36 038 A1 (U.S. Patent 5,692,472).
  • the control of the drive unit a motor vehicle for monitoring purposes one an output of the drive unit representing size with a maximum allowed for this size Value compared, where error response measures are initiated when the Size exceeds the specified allowable value.
  • the output size the drive unit are the power of the drive unit or a torque of the drive unit, For example, the indicated torque, the output torque, etc.
  • the controller executes the control of the drive unit Computer at least two separate program levels, the calculated comparison for monitoring purposes in the second program level becomes.
  • the first program level is reserved for programs that support the Calculate control of the drive unit provided functions. In another execution in the first program level Limitation of the default value controlling the drive unit made to the maximum allowable value.
  • the maximum permissible value In order to determine the maximum permissible value, it is generally if there is no driver request, the largest occurring value of the output caused by the idling control can be set, given. Thereby unrestricted driveability is guaranteed. In front especially in vehicles with small engines, low rolling resistance or low internal friction affect consumers like an air conditioning compressor, a torque converter, etc. very strong on the output size of the drive unit, so that with regard to the driveability relatively large permissible Values are to be specified.
  • the reduction of the permissible values of the output variable takes place in a preferred embodiment in the each error case, in other embodiments only in selected, at least when the output increasing Errors are perceived by the driver as particularly disturbing i.e. with the accelerator pedal released and one above the Idle speed located speed and / or if the brake has kicked.
  • this filter at reduction of pedal travel one faster error response achieved. This is especially true in case of an error in which a maximum driver request is given. This error may accelerate come up to the maximum speed, the improved filtering reduces such overshoots, due to initialization about reduction of pedal way the Vibration tendency of the motor significantly reduced in the event of a fault is.
  • Figure 1 is a block diagram of a control unit for control the drive unit of a vehicle.
  • Figure 2 and Figure 3 are flowcharts which are preferred Embodiments for determining the maximum permissible value the output of the drive unit, in particular their Moment, pose.
  • Figure 4 the consideration additional torque requirements in cold start at calculation of the minimum permissible torque as a flowchart shown.
  • FIG. 1 shows a control unit 10 for controlling a drive unit 12, wherein the control unit 10 at least one Computer including memory includes, in which the control the drive unit 12 serving programs are stored. To carry out these programs are the calculator over Input lines 14 to 18 of corresponding measuring devices 20 to 24 operating variable signals of the drive unit and / or the vehicle supplied, which is evaluated by the computer and in the formation of the at least one actuating signal be considered for the drive unit 12.
  • Operating size signals are e.g. Signals indicating the engine temperature, Accelerator pedal position, etc. represent.
  • the input to the control unit 10 are input by means of running in the computer programs in at least implemented a manipulated variable, which over the at least one Output line 40 of the control unit 10, the at least one State variable of the drive unit 12 in terms of the input variables controls.
  • a manipulated variable which over the at least one Output line 40 of the control unit 10, the at least one State variable of the drive unit 12 in terms of the input variables controls.
  • a setpoint torque as the setpoint for an output variable determined, which in control signals for control the throttle position, the ignition angle and / or the Fuel metering, etc. implemented an internal combustion engine is, wherein the torque of the internal combustion engine (ie their Output) approaches the predetermined setpoint.
  • the power of the drive unit, its speed, etc. controlled as output accordingly.
  • the procedure described below is not limited to Connection with an internal combustion engine, but also at other drive types, e.g. used in electric motors.
  • a division of Programs are provided in at least two levels, with the First level programs are assigned to the control function and perform the above-mentioned setpoint limitation, assigned during the second level monitoring programs are, which also in the aforementioned state of Technology are described.
  • the drive unit To calculate the maximum allowable value for the output the drive unit becomes a maximum allowable Value determined depending on the engine speed.
  • Base of the minimum Value form the determined depending on the engine speed maximum permissible values of the output quantity at released pedal, by means of a correction value for the cold start phase, which depends on engine temperature and Engine speed is formed, a correction value when active Catalyst heating function, which also depends on the speed is corrected and / or allowable consumer demand values becomes.
  • the latter represent the maximum permissible demand values the active consumer and / or a power stabilization function.
  • the permissible values of the output variable are tightened, ie reduced. This tightening does not happen abruptly, but continuously and gently via so-called splines. These allow transition states to be defined so that not only black-and-white states but also gray zones are present.
  • the first-order splines have the following general formula, where the input variable is the variable X, the output variable is the variable Y and the transition region is designated by ⁇ :
  • the output signals of several splines can be like bits with each other be linked.
  • a multiplication represents one logical AND, an addition logical Or link is.
  • the splines are used, by the permissible value in certain operating conditions to control and reduce sharper.
  • a Operating condition is when the pedal angle is 0, i. the accelerator pedal is released and / or the brake is kicked when the speed is greater than the idle speed and / or if the desired air or ignition torques are the maximum exceed permissible torques.
  • an error indicator is received.
  • the error indicator then returns from 0 different values, if all conditions are at least in their gray areas.
  • the value of the error indicator is then of the permissible outputs deducted a value to be applied. Are all conditions is satisfied, the value of the error indicator is 1. Then the largest applied value subtracted from the allowed values and the error response in this way more manageable.
  • the maximum permissible moment is calculated from the smaller value of the speed-dependent maximum read out of a characteristic curve permissible moments and actually in the past occurring maximum moments formed.
  • a cold start reservation is additionally included in the cold start activated additively depending on the engine temperature, depending on the engine temperature filtered in time different proportions are taken into account. Thereby the maximum allowable torque will eventually be in cold start expanded so that the availability of the vehicle in this Area is less restricted.
  • a provisional value of the maximum permissible value is then entered Moments MIZUV formed according to the weighting of the maximum allowable, relative driver torque MIFAZUL and between the minimum and maximum allowable moment.
  • the preliminary maximum allowable moment MIZUV is then a deadtime element 108 supplied.
  • the dead time is at the dead time the intake manifold system of the internal combustion engine oriented or corresponds to this dead time.
  • the provisionally permissible moment is then fed to the deadtime member a low-pass filter 110 and filtered there.
  • Output signal is the filtered one maximum permissible moment MIZUFIL.
  • the filtering is initialized, if a return of the accelerator pedal has been detected. This is done by a corresponding threshold switch 112, which is supplied with the pedal position signal WPED is.
  • the filter 110 It generates an output signal when the accelerator pedal is withdrawn is, i. e.g. if this is a threshold below.
  • the output signal leads to a Initialization of the filter 110 with the provisional maximum permissible value as well as a switching of the switching element 114 in the dashed line position. These Position means that the filtered maximum allowable Value is output.
  • the filter 110th then initialize when external torque requests be present, for example, requirements of a motor drag torque controller, a traction control, etc. In this Case is used as the second initialization size instead of the Return of the accelerator pedal position the withdrawal of the provisional maximum permissible torque MIZUV evaluated.
  • a predicate 116 the filtered maximum permissible moment MIZUFIL compared with the unfiltered MIZUV. If the unfiltered is smaller than the filtered one, so is via the output line of the comparison element 116 the Switching element 114 shown in the solid line Switched position. This means that then instead of the filtered maximum permissible torque the unfiltered is passed on.
  • the dead zone member 108 is connected to the provisional value initialized.
  • the unfiltered for further processing maximum allowed moment passed, if not a return of the accelerator pedal has been detected.
  • the maximum permissible moment is filtered, since the withdrawal the accelerator pedal only after a certain dead time makes the torque noticeable with a delay.
  • This is filtered via deadband 108 and filter 110 maximum allowed moment passed, taking at initialization from Totzonenglied and filter the unfiltered moment is set as the starting point. Once the filtered smaller as the unfiltered moment is, the unfiltered one again passed.
  • the permissible moment MIZUL formed in this way becomes then further processed according to FIG. In FIG. 3, the continuous reduction of the maximum permissible torque represented in certain operating situations, the be used initially mentioned splines.
  • the maximum allowable torque value of a maximum value selection stage 118 supplied, in the one of the engine speed Nmot dependent value formed by means of a characteristic 120 is, and which the minimum filling of the internal combustion engine represents compared to the maximum allowable value and the larger each passed.
  • Is the accelerator pedal let go i. the accelerator pedal position equals 0, so is output from the signal generator 122, a signal which the switching element 124 is in the dashed position and the maximum value selection 118 supplies the value 0.
  • a characteristic 130 becomes a correction factor depending on the engine speed formed for the maximum allowable moment, which in multiplication point 132 with a value between 0 and 1 multiplied.
  • the weighted correction value MIKORR is supplied to the difference point 126.
  • two spline functions 134 and 136 are shown after the formula given above for a first-order spline work in another embodiment second order.
  • the input of the spline 134 is formed from the Difference between the pedal travel WPED and a pedal threshold WSCHW, the area of the released accelerator pedal delimited from the area of the stepped accelerator pedal.
  • the difference is formed in the difference stage 138.
  • the value ⁇ is the threshold WSCHW.
  • the output Y of the spline function 134 is in a multiplication 140 with the Output value of the spline function 136 linked.
  • This link provides a logical AND link output of multiplication 140 is the error value ERRIND, which takes values between 0 and 1. Values greater than 1 are limited to 1.
  • the input quantity of the second illustrated spline 136 is the difference between engine speed Nmot and stationary idle speed Nstat, which formed in the point of difference 142 becomes.
  • the value ⁇ depends on a characteristic 144 determined by the engine temperature Tmot.
  • the output size Y 'of the spline 136 is in an addition point 146 the value 1 is activated when the brake is applied, or the value 0 when the brake is not applied. The initial value the addition point 146 becomes the multiplication point 140 led.
  • FIG. 4 shows a flow chart for determining the minimum permissible moments, taking special measures for the Cold start and the additional torque requirements in this Operating state are met.
  • the minimum allowed Moment miminzul becomes dependent on the engine speed nmot e.g. predetermined by a characteristic 200. This size becomes a nonzero value in link 202 switched on (preferably added), if certain predetermined Conditions exist. These are in the switching signal B_zusatz summarized, with this switching signal a positive Has value if additional torque requirements e.g. additional consumers such as vacuum pumps, Air conditioners, fans, headlights, from the generator, etc. are present request the extra moment, and / or additional Functions that also increase the momentum lead the drive unit, such as a KatalysatorMapfunktion.
  • the switching signal B_zusatz only on set a positive value if such a torque request during the cold start phase or after start phase occurs. Does the switching signal have a positive value, the switching element 204 is transferred to the dashed position. In this operating state is in the linkage 202 the speed-dependent value a speed and motor temperature dependent formed value switched. The latter is e.g. in map 206 depending on engine speed nmot and engine temperature tmot formed. He takes into account the additional losses occurring in cold engine e.g. through increased friction. This value is in the link 208 with additional torque requests values switched (preferably added) containing these additional Consider torque requirements.
  • Catalyst heating function (condition B_katloom fulfilled) further speed-dependent value in the point of connection 208 activated.
  • This value is e.g. in a characteristic 210 determined depending on the engine speed nmot and switched on, when the switching element 212 in the presence of said Condition in the dashed position is located.
  • Another value to be added in the node 208 is formed in the filter 214.
  • This preferably represents a low-pass filter in which a motor temperature-dependent value formed in 216 is filtered.
  • the engine temperature tmot is read in and set with respect to a fixed temperature value TNS, possibly weighted with further predetermined variables.
  • the temperature value represents a limit that distinguishes the operating state of the cold start from others.
  • the low-pass filter is designed such that filtering only takes place when one positive edge was detected in condition signal B_addition (see 218), i. only at Occurrence of a new moment request.
  • the value at this time dm_zusatz is filtered with a certain time constant, with changes of this Value can not be taken into account after the above date.
  • the filtered one Value dm_zusatz thus represents a time filtered engine temperature-dependent proportion (Cold start derivative).

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (11)

  1. Procédé de gestion d'une unité d'entraínement selon lequel on fixe une valeur maximale d'une grandeur de sortie de l'unité d'entraínement et en cas de dépassement de cette valeur maximale par la valeur actuelle on lance des mesures, la valeur maximale autorisée étant formée à partir de la position de la pédale d'accélérateur et dans au moins un état de fonctionnement on filtre en s'appuyant sur la dynamique de la conduite d'admission du moteur à combustion interne,
    caractérisé en ce que
    le filtrage comprend un élément à zone morte qui représente le temps mort dans la conduite d'admission.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    le filtre et/ou l'élément de zone morte sont initialisés lorsqu'on détecte la libération de la pédale d'accélérateur.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la valeur maximale autorisée est la valeur filtrée si on détecte la libération de la pédale d'accélérateur alors que cette valeur maximale est la valeur non filtrée si la valeur filtrée est inférieure à la valeur non filtrée.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la valeur maximale autorisée est réduite en continu suivant la distance d'au moins une grandeur correspondant à un état de fonction déterminé par rapport à leurs limites.
  5. Procédé selon la revendication 4,
    caractérisé en ce qu'
    on utilise des splines pour déterminer la grandeur de réduction.
  6. Procédé selon les revendications 4 ou 5,
    caractérisé en ce qu'
    on diminue la valeur autorisée si la pédale d'accélération est libérée ou si le frein est actionné et si le régime moteur est supérieur au régime de consigne correspondant au ralenti.
  7. Procédé selon l'une des revendications 4 à 6,
    caractérisé en ce qu'
    on forme une grandeur limite pour la position de la pédale d'accélérateur et/ou la différence entre le régime moteur et la vitesse de rotation de consigne et lorsqu'on se rapproche de celle-ci on détermine une grandeur de sortie qui augmente avec le rapprochement et qui agit sur la valeur de correction pour diminuer la valeur maximale autorisée.
  8. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on détermine cette valeur maximale en fonction de la charge minimale et/ou en ce qu'on détermine cette valeur maximale en fonction d'une valeur minimale formée lorsqu'existe une demande supplémentaire de couple ayant une valeur dépendant de la température du moteur.
  9. Dispositif de gestion d'une unité d'entraínement comprenant une unité de commande qui forme une valeur maximale autorisée pour une grandeur de sortie de l'unité d'entraínement et qui en dépassement de cette valeur maximale par la valeur actuelle lance des mesures de réaction,
    la valeur maximale autorisée étant formée sur la base de la position de la pédale d'accélérateur,
    caractérisé en ce que
    l'unité de commande comporte un filtre pour filtrer la valeur maximale autorisée, le filtre comprenant un élément de zone morte déduit du temps mort de la conduite d'admission.
  10. Dispositif selon la revendication 9,
    caractérisé en ce que
    l'unité de commande comprend des moyens de correction qui réduisent en continu la valeur maximale autorisée suivant qu'une grandeur représentant au moins un état de fonctionnement se rapproche d'une grandeur limite.
  11. Dispositif selon la revendication 9 ou 10,
    caractérisé en ce que
    l'unité de commande comprend des moyens qui déterminent cette valeur maximale en fonction du remplissage minimum et/ou qui détermine cette valeur maximale en fonction d'une valeur minimale formée à l'aide d'une valeur dépendant de la température du moteur s'il existe une demande de couple supplémentaire.
EP01957722A 2000-07-26 2001-07-17 Procede et dispositif pour piloter une unite d'entrainement Expired - Lifetime EP1307643B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10036282A DE10036282A1 (de) 2000-07-26 2000-07-26 Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit
DE10036282 2000-07-26
PCT/DE2001/002690 WO2002008595A1 (fr) 2000-07-26 2001-07-17 Procede et dispositif pour piloter une unite d'entrainement

Publications (2)

Publication Number Publication Date
EP1307643A1 EP1307643A1 (fr) 2003-05-07
EP1307643B1 true EP1307643B1 (fr) 2005-09-28

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EP01957722A Expired - Lifetime EP1307643B1 (fr) 2000-07-26 2001-07-17 Procede et dispositif pour piloter une unite d'entrainement

Country Status (7)

Country Link
US (1) US6854444B2 (fr)
EP (1) EP1307643B1 (fr)
JP (1) JP2004504541A (fr)
CN (1) CN100422529C (fr)
DE (2) DE10036282A1 (fr)
RU (1) RU2267632C2 (fr)
WO (1) WO2002008595A1 (fr)

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US6854444B2 (en) 2005-02-15
DE50107580D1 (de) 2006-02-09
JP2004504541A (ja) 2004-02-12
US20030183193A1 (en) 2003-10-02
CN100422529C (zh) 2008-10-01
EP1307643A1 (fr) 2003-05-07
CN1432101A (zh) 2003-07-23
RU2267632C2 (ru) 2006-01-10
DE10036282A1 (de) 2002-02-07

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