EP0768455A2 - Method and apparatus for controlling an internal combustion engine - Google Patents

Method and apparatus for controlling an internal combustion engine Download PDF

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Publication number
EP0768455A2
EP0768455A2 EP96110937A EP96110937A EP0768455A2 EP 0768455 A2 EP0768455 A2 EP 0768455A2 EP 96110937 A EP96110937 A EP 96110937A EP 96110937 A EP96110937 A EP 96110937A EP 0768455 A2 EP0768455 A2 EP 0768455A2
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EP
European Patent Office
Prior art keywords
signal
state
internal combustion
parameter sets
combustion engine
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Granted
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EP96110937A
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German (de)
French (fr)
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EP0768455A3 (en
EP0768455B1 (en
Inventor
Manfred Dipl.-Ing. Birk
Jürgen Ing. Biester
Peter Dipl.-Ing. Rupp
Christoph Ing. Eisath
Rüdiger Ing. Fehrmann
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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 a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • a motor vehicle Due to the elastic suspension of the engine and chassis, a motor vehicle is an oscillatory structure that can be excited to more or less damped vibrations in the event of interference. Interferences are, for example, a jump in the quantity of fuel when metering fuel into the internal combustion engine or a jump in torque caused by the outside, for example caused by a pothole in the roadway.
  • the vibrations which are noticeable through changes in speed or relative movements between the engine and the body, are usually in the range between 1 and 10 Hz and are referred to as jerking.
  • the invention is based on the object, in a method and a device for controlling an internal combustion engine of the type mentioned, to largely compensate for or avoid vibrations in all operating states. This object is achieved by the features characterized in the independent claims.
  • the procedure according to the invention has the advantage that vibrations can be largely compensated for in all operating states.
  • FIG. 1 shows the basic structure of a fuel metering system
  • FIG. 2 shows a flow diagram to illustrate the procedure according to the invention.
  • the invention is illustrated below using the example of a self-igniting internal combustion engine.
  • the invention is not restricted to this application, it can also be used in other internal combustion engines.
  • spark-ignited internal combustion engines the throttle valve position is set accordingly instead of the fuel quantity.
  • FIG. 1 the basic structure of a fuel metering system of a diesel engine is shown.
  • 10 denotes an accelerator pedal position sensor and 11 a speed sensor.
  • a setpoint control 12 is connected to the accelerator pedal position sensor 10 and the speed sensor 11.
  • the output signal MEW of the setpoint control which corresponds to the driver's desired quantity, arrives at a guide shaper 13.
  • the speed signal N of the speed transmitter 11 arrives at a disturbance variable controller 14.
  • the output signal MEF of the guide shaper 13 and the output signal MES of the fault controller 14 are superimposed at an addition point and form this Quantity signal MEA, which is fed to an actuating device 15.
  • a corresponding amount of fuel is metered into the internal combustion engine (not shown).
  • a parameter controller 16 applies signals to the guide former 13 and the fault controller 14.
  • the parameter control processes the output signal N of the speed sensor 11, the signal V of a speed sensor 17, the signal KS of a clutch sensor 18 and the signals of further control devices 19.
  • the speed signal N and the speed signal V arrive at a V / N calculation 22 via a filter 20 and a filter means 21, respectively.
  • the V / N calculation 22 is again applied logic 23 with a signal.
  • the further signals which the parameter controller 16 processes are also fed to this logic 23.
  • the logic 23 makes the output signals of the parameter control 16 available.
  • the setpoint control Based on the accelerator pedal position and the speed N, the setpoint control calculates a driver's desired quantity MEW, which is required to provide the driving performance desired by the driver. In systems without bucking damping, this signal is fed directly to the adjusting device 15.
  • the actuating device 15 converts this signal into a control signal to act on the corresponding actuating elements of the fuel pump. In the case of in-line pumps, for example, it is provided that a control loop regulates the control rod position to a corresponding value. In the case of time-controlled systems, the control device 15 emits a control signal for a quantity-determining solenoid valve.
  • 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 suitable band 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 one another. This means that the parameters TZF, TNF, TDS and KDS of these two transmission elements can be set independently of one another.
  • the parameter control depending on the detected state of the internal combustion engine, specifies corresponding parameter sets and applies the corresponding parameters to the guide former or the fault controller.
  • a parameter set of parameters TZf and TNF for the guide former and a parameter set of parameters TDS and KDS for the fault controller can be specified for each gear stage. Furthermore, it is provided that different parameter sets are selected for the fault controller when an idle controller is active or not active. Furthermore, different parameter sets are selected for the guide former and for the fault controller if an external quantity intervention takes place. Another parameter set is provided for the disengaged state.
  • An external quantity intervention occurs, for example, when a transmission control, not shown, specifies a quantity request. In these cases, other parameter sets are selected.
  • the disengaged state is preferably detected by means of a clutch switch 18.
  • the clutch switch 18 supplies different voltage values.
  • the switch When disengaged, the frictional connection between the engine and transmission is interrupted, the switch assumes a first position and a first voltage value is present at its output.
  • the switch When engaged, the frictional connection between engine and transmission is established, the switch assumes a second position and a second voltage value is present at its output.
  • the speed and speed signals are preferably evaluated.
  • the two signals are each filtered with a filter 20 and 21, which preferably have PT1 behavior.
  • the V / N calculation 22 then calculates the relationship between the driving speed of the vehicle and the speed of the internal combustion engine. If a gear is engaged, a value characterizing the engaged gear results for V / N.
  • the idle state is detected, for example, when an idle controller provides a corresponding signal.
  • the idle state can also be recognized by evaluating other signals.
  • a simplified embodiment is obtained if a distinction is only made between the engaged state and the disengaged state for the guide former, two parameter sets being predeterminable in the engaged state.
  • a parameter set is selected for the first gear and a further parameter set for the further gears.
  • a particularly advantageous embodiment results if different parameter sets are selected when accelerating and decelerating the internal combustion engine. That is, depending on the sign of the derivation of the speed and / or a power-determining signal, different parameter sets are selected.
  • the procedure according to the invention is illustrated in FIG. 2 using a flow chart.
  • the guide former and the fault controller are initialized depending on the status. This means that initialization only takes place when certain states are recognized.
  • a step 220 the status is identified. Starting from the gear recognition V / N, a signal that indicates whether the idle speed controller is active, a signal KS that indicates whether the clutch is actuated or not and any other signals and their derivatives, the state of the internal combustion engine is recognized.
  • the selected gear is recognized based on the driving speed V and the speed N of the internal combustion engine.
  • the ratio V / N is a measure of the gear engaged.
  • the corresponding parameters for the guide former and the fault controller are determined depending on the detected state.
  • the parameters are determined in the application and stored in a memory. They can then be read out of this memory depending on the recognized state in step 230. On the one hand, it can be provided that all types of an internal combustion engine receive the same parameter sets. However, it is also conceivable that vehicle-specific parameter sets are saved.
  • the subsequent query 240 checks whether a state transition from the state "disengaged” KA to the state "engaged” KE took place. If this is not the case, the new parameters that are assigned to the new state are used immediately in step 260. On the other hand, if query 240 recognizes that a state transition from the "uncoupled” state to the "coupled” state KE has occurred, then query 250 checks whether the sign of the output signal MES of the fault controller has changed since the last program run. If this is not the case, the old parameter set is still used in step 265. In the event of a change in state from the "uncoupled” state to the "coupled” state, the new parameter sets are only used if the sign of the MES signal changes at the same time.
  • Steps 260 and 265 are followed by a new program run that begins with step 220.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The control system has an accelerator pedal position sensor (10) and a revs indicator (11) providing respective signals which are combined to provide a signal (MEW) representing the fuel requirement, converted into a setting signal (MEF) for a fuel metering setting device (15). The revs signal is fed to a fault regulator (14) providing an output signal (MES) summated with the setting signal before it is fed to the fuel metering setting device. The transmission parameters of the fault regulator and/or the circuit (13) providing the setting signal from the fuel requirement signal are varied in dependence on the operating parameters.

Description

Stand der TechnikState of the art

Die Erfindung betrifft ein Verfahren und eine Vorrichtung zum Steuern einer Brennkraftmaschine gemäß den Oberbegriffen der unabhängigen Ansprüche.The invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.

Ein solches Verfahren und eine solche Vorrichtung zur Steuerung einer Brennkraftmaschine ist aus der DE-OS 33 43 854 (US 4 656 986) bekannt. Dort wird die Fahrerwunschmenge mittels eines Führungsformers gefiltert. Der Führungsformer filtert die Führungsgröße (Sollwert) des Regelkreises. Anschließend wird diesem Signal eine von schnellen Drehzahländerungen abhängige Störgröße aufgeschaltet. Diese Anordnung liefert nicht in allen Betriebszuständen gute Ergebnisse.Such a method and such a device for controlling an internal combustion engine is known from DE-OS 33 43 854 (US 4,656,986). There, the driver's desired quantity is filtered using a guide shaper. The command shaper filters the command variable (setpoint) of the control loop. Then a disturbance variable dependent on rapid changes in speed is applied to this signal. This arrangement does not give good results in all operating conditions.

Ein Kraftfahrzeug stellt aufgrund der elastischen Aufhängung von Motor und Fahrwerk ein schwingungsfähiges Gebilde dar, das bei Störeinflüssen zu mehr oder weniger gedämpften Schwingungen angeregt werden kann. Störeinflüsse sind beispielsweise ein Kraftstoffmengensprung bei der Kraftstoffzumessung in die Brennkraftmaschine oder ein von außen verursachter Momentensprung, beispielsweise durch ein Schlagloch in der Fahrbahn verursacht.Due to the elastic suspension of the engine and chassis, a motor vehicle is an oscillatory structure that can be excited to more or less damped vibrations in the event of interference. Interferences are, for example, a jump in the quantity of fuel when metering fuel into the internal combustion engine or a jump in torque caused by the outside, for example caused by a pothole in the roadway.

Die Schwingungen, die sich durch Drehzahländerungen oder Relativbewegungen zwischen Motor und Karosserie bemerkbar machen, liegen üblicherweise im Bereich zwischen 1 und 10 Hz und werden als Ruckeln bezeichnet.The vibrations, which are noticeable through changes in speed or relative movements between the engine and the body, are usually in the range between 1 and 10 Hz and are referred to as jerking.

Aufgabe der ErfindungObject of the invention

Der Erfindung liegt die Aufgabe zugrunde, bei einem Verfahren und einer Vorrichtung zur Steuerung einer Brennkraftmaschine der eingangs genannten Art, Schwingungen in allen Betriebszuständen weitestgehend zu kompensieren bzw. zu vermeiden. Diese Aufgabe wird durch die in den unabhängigen Ansprüchen gekennzeichneten Merkmale gelöst.The invention is based on the object, in a method and a device for controlling an internal combustion engine of the type mentioned, to largely compensate for or avoid vibrations in all operating states. This object is achieved by the features characterized in the independent claims.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Vorgehensweise bietet den Vorteil, daß in allen Betriebszuständen Schwingungen weitestgehend kompensiert werden können.The procedure according to the invention has the advantage that vibrations can be largely compensated for in all operating states.

Vorteilhafte und zweckmäßige Ausgestaltungen und Weiterbildungen der Erfindung sind in den Unteransprüchen gekennzeichnet.Advantageous and expedient refinements and developments of the invention are characterized in the subclaims.

Zeichnungdrawing

Die Erfindung wird nachstehend anhand der in der Zeichnung dargestellten Ausführungsform erläutert. Es zeigen Figur 1 den prinzipiellen Aufbau eines Kraftstoffzumeßsystems und Figur 2 ein Flußdiagramm zur Verdeutlichung der erfindungsgemäßen Vorgehensweise.The invention is explained below with reference to the embodiment shown in the drawing. FIG. 1 shows the basic structure of a fuel metering system and FIG. 2 shows a flow diagram to illustrate the procedure according to the invention.

Die Erfindung wird im folgenden am Beispiel einer selbstzündenden Brennkraftmaschine dargestellt. Die Erfindung ist nicht auf diese Anwendung beschränkt, sie kann auch bei anderen Brenkraftmaschinen verwendet werden. Bei fremdgezündeten Brennkraftmaschinen wird anstelle der Kraftstoffmenge die Drosselklappenposition entsprechend eingestellt.The invention is illustrated below using the example of a self-igniting internal combustion engine. The invention is not restricted to this application, it can also be used in other internal combustion engines. In spark-ignited internal combustion engines, the throttle valve position is set accordingly instead of the fuel quantity.

In Figur 1 ist der prinzipielle Aufbau eines Kraftstoffzumeßsystems einer Dieselbrennkraftmaschine dargestellt. Mit 10 ist ein Fahrpedalstellungsgeber und mit 11 ein Drehzahlgeber bezeichnet. Eine Sollwertsteuerung 12 ist mit dem Fahrpedalstellungsgeber 10 und dem Drehzahlgeber 11 verbunden. Das Ausgangssignal MEW der Sollwertsteuerung, die der Fahrerwunschmenge entspricht, gelangt zu einem Führungsformer 13. Das Drehzahlsignal N des Drehzahlgebers 11 gelangt zu einem Störgrößenregler 14. Das Ausgangssignal MEF des Führungsformers 13 und das Ausgangssignal MES des Störungsreglers 14 werden in einem Additionspunkt überlagert und bilden das Mengensignal MEA, das einer Stelleinrichtung 15 zugeleitet wird. Abhängig von diesem Signal MEA wird der nicht dargestellten Brennkraftmaschine eine entsprechende Menge Kraftstoff zugemessen.In Figure 1, the basic structure of a fuel metering system of a diesel engine is shown. 10 denotes an accelerator pedal position sensor and 11 a speed sensor. A setpoint control 12 is connected to the accelerator pedal position sensor 10 and the speed sensor 11. The output signal MEW of the setpoint control, which corresponds to the driver's desired quantity, arrives at a guide shaper 13. The speed signal N of the speed transmitter 11 arrives at a disturbance variable controller 14. The output signal MEF of the guide shaper 13 and the output signal MES of the fault controller 14 are superimposed at an addition point and form this Quantity signal MEA, which is fed to an actuating device 15. Depending on this signal MEA, a corresponding amount of fuel is metered into the internal combustion engine (not shown).

Eine Parametersteuerung 16 beaufschlagt den Führungsformer 13 und den Störungsregler 14 mit Signalen. Die Parametersteuerung verarbeitet das Ausgangssignal N des Drehzahlgebers 11, das Signal V eines Geschwindigkeitsgebers 17 , das Signal KS eines Kupplungssensors 18 sowie die Signale weiterer Steuereinrichtungen 19.A parameter controller 16 applies signals to the guide former 13 and the fault controller 14. The parameter control processes the output signal N of the speed sensor 11, the signal V of a speed sensor 17, the signal KS of a clutch sensor 18 and the signals of further control devices 19.

Das Drehzahlsignal N und das Geschwindigkeitssignal V gelangen über ein Filter 20 bzw. ein Filtermittel 21 zu einer V/N-Berechnung 22. Die V/N-Berechnung 22 beaufschlagt wiederum eine Logik 23 mit einem Signal. Dieser Logik 23 werden auch die weiteren Signale, die die Parametersteuerung 16 verarbeitet, zugeleitet. Ausgehend von diesen Signalen stellt die Logik 23 die Ausgangssignale der Parametersteuerung 16 zur Verfügung.The speed signal N and the speed signal V arrive at a V / N calculation 22 via a filter 20 and a filter means 21, respectively. The V / N calculation 22 is again applied logic 23 with a signal. The further signals which the parameter controller 16 processes are also fed to this logic 23. On the basis of these signals, the logic 23 makes the output signals of the parameter control 16 available.

Diese Einrichtung arbeitet nun wie folgt. Ausgehend von der Fahrpedalstellung und der Drehzahl N berechnet die Sollwertsteuerung eine Fahrerwunschmenge MEW, die erforderlich ist, um die vom Fahrer gewünschte Fahrleistung bereitzustellen. Bei Systemen ohne Ruckeldämpfung wird dieses Signal unmittelbar der Stelleinrichtung 15 zugeleitet. Die Stelleinrichtung 15 setzt dieses Signal in ein Ansteuersignal zur Beaufschlagung der entsprechenden Stellelemente der Kraftstoffpumpe um. So ist beispielsweise bei Reihenpumpen vorgesehen, daß ein Stellregelkreis die Regelstangenposition auf einen entsprechenden Wert einregelt. Bei zeitgesteuerten Systemen gibt die Stelleinrichtung 15 ein Ansteuersignal für ein mengenbestimmendes Magnetventil ab.This facility now works as follows. Based on the accelerator pedal position and the speed N, the setpoint control calculates a driver's desired quantity MEW, which is required to provide the driving performance desired by the driver. In systems without bucking damping, this signal is fed directly to the adjusting device 15. The actuating device 15 converts this signal into a control signal to act on the corresponding actuating elements of the fuel pump. In the case of in-line pumps, for example, it is provided that a control loop regulates the control rod position to a corresponding value. In the case of time-controlled systems, the control device 15 emits a control signal for a quantity-determining solenoid valve.

Um auftretende Ruckelschwingungen kompensieren zu können, ist vorgesehen, daß das Fahrerwunschsignal MEW mittels eines Führungsformers 13 gefiltert wird. Bei einer bevorzugten Ausführungsform ist vorgesehen, daß dieser Führungsformer als sogenanntes Lead-lag 1.Ordnung (PDT1) ausgeführt ist. Ein solches Lead-lag-Glied besitzt die folgende Übertragungsfunktion G13(s). G13(s) = MEF(s) MEW(s) = (1 + TZF * s) (1 + TNF * s)

Figure imgb0001
In order to be able to compensate for jerky vibrations, it is provided that the driver request signal MEW is filtered by means of a guide former 13. In a preferred embodiment it is provided that this leadership form is designed as a so-called lead-lag 1st order (PDT1). Such a lead lag element has the following transfer function G13 (s). G13 (s) = MEF (s) MEW (s) = (1 + TZF * s) (1 + TNF * s)
Figure imgb0001

Des weiteren wird das Drehzahlsignal N einem Störungsregler 14 zugeleitet, bei dem es sich vorzugsweise um ein D2T2-Glied oder ein anderes phasenkorrigierendes Übertragungsglied oder geeigneten Bandfilter handelt. Dieser als D2T2-Glied realisierte Störungsregler besitzt das in folgender Formel angegebene Übertragungsverhalten. G14(s) = MES(s) N(s) = KDS * s 2 (1 + TDS * s) 2

Figure imgb0002
Furthermore, the speed signal N is fed to a fault controller 14, which is preferably a D2T2 element or another phase-correcting transmission element or suitable band filter. This fault controller, implemented as a D2T2 element, has the transmission behavior specified in the following formula. G14 (s) = MES (s) N (s) = KDS * s 2nd (1 + TDS * s) 2nd
Figure imgb0002

Der Störungsregler 14 und der Führungsformer 13 sind funktionell von einander unabhängig. Dies bedeutet, daß die Parameter TZF, TNF, TDS und KDS dieser beider Übertragungsglieder unabhängig von einander einstellbar sind.The fault controller 14 and the guide former 13 are functionally independent of one another. This means that the parameters TZF, TNF, TDS and KDS of these two transmission elements can be set independently of one another.

Erfindungsgemäß ist vorgesehen, daß die Parametersteuerung abhängig vom erkannten Zustand der Brennkraftmaschine entsprechende Parametersätze vorgibt und den Führungsformer bzw. den Störungsregler mit den entsprechenden Parametern beaufschlagt.According to the invention, it is provided that the parameter control, depending on the detected state of the internal combustion engine, specifies corresponding parameter sets and applies the corresponding parameters to the guide former or the fault controller.

Es ist vorgesehen, daß für jede Gangstufe jeweils ein Parametersatz der Parameter TZf und TNF für den Führungsformer und ein Parametersatz der Parameter TDS und KDS für den Störungsregler vorgebbar ist. Des weiteren ist vorgesehen, daß bei dem Störungsregler jeweils unterschiedliche Parametersätze gewählt werden, wenn ein Leerlaufregler aktiv oder nicht aktiv ist. Ferner werden unterschiedliche Parametersätze für den Führungsformer und für den Störungsregler gewählt, wenn ein externer Mengeneingriff erfolgt. Ein weiterer Parametersatz ist für den Zustand ausgekuppelt vorgesehen.It is provided that a parameter set of parameters TZf and TNF for the guide former and a parameter set of parameters TDS and KDS for the fault controller can be specified for each gear stage. Furthermore, it is provided that different parameter sets are selected for the fault controller when an idle controller is active or not active. Furthermore, different parameter sets are selected for the guide former and for the fault controller if an external quantity intervention takes place. Another parameter set is provided for the disengaged state.

Ein externer Mengeneingriff liegt beispielsweise vor, wenn eine nicht dargestellte Getriebesteuerung einen Mengenwunsch vorgibt. In diesen Fällen werden andere Parametersätze gewählt.An external quantity intervention occurs, for example, when a transmission control, not shown, specifies a quantity request. In these cases, other parameter sets are selected.

Der Zustand ausgekuppelt wird vorzugsweise mittels eines Kupplungsschalters 18 erkannt. Abhängig davon, ob ein Kraftschluß zwischen Motor und Getriebe vorliegt liefert der Kupplungsschalter 18 unterschiedliche Spannungswerte. Im Zustand ausgekuppelt, der Kraftschluß zwischen Motor und Getriebe ist unterbrochen, nimmt der Schalter eine erste Stellung ein und an seinem Ausgang liegt ein erster Spannungswert an. Im Zustand eingekuppelt, der Kraftschluß zwischen Motor und Getriebe ist hergestellt, nimmt der Schalter eine zweite Stellung ein und an seinem Ausgang liegt ein zweiter Spannungswert an.The disengaged state is preferably detected by means of a clutch switch 18. Depending on whether there is a frictional connection between the engine and the transmission, the clutch switch 18 supplies different voltage values. When disengaged, the frictional connection between the engine and transmission is interrupted, the switch assumes a first position and a first voltage value is present at its output. When engaged, the frictional connection between engine and transmission is established, the switch assumes a second position and a second voltage value is present at its output.

Um den eingelegten Gang erkennen zu können, wird vorzugsweise das Drehzahl- und das Geschwindigkeitssignal ausgewertet. Hierzu werden die beiden Signale mit jeweils einem Filter 20 und 21, die vorzugsweise PT1-Verhalten aufweisen, gefiltert. Die V/N-Berechnung 22 berechnet dann das Verhältnis zwischen der Fahrgeschwindigkeit des Fahrzeugs und der Drehzahl der Brennkraftmaschine. Ist ein Gang eingelegt, so ergibt sich für V/N ein den eingelegten Gang charakterisierender Wert.In order to be able to recognize the gear engaged, the speed and speed signals are preferably evaluated. For this purpose, the two signals are each filtered with a filter 20 and 21, which preferably have PT1 behavior. The V / N calculation 22 then calculates the relationship between the driving speed of the vehicle and the speed of the internal combustion engine. If a gear is engaged, a value characterizing the engaged gear results for V / N.

Der Zustand Leerlauf wird beispielsweise erkannt, wenn ein Leerlaufregler ein entsprechendes Signal bereitstellt. Der Zustand Leerlauf kann aber auch durch Auswertung anderer Signale erkannt werden.The idle state is detected, for example, when an idle controller provides a corresponding signal. The idle state can also be recognized by evaluating other signals.

Zur verbesserten Erkennung der verschiedenen Zustände, insbesondere des Zustands "Leerlauf", des Zustands "ausgekuppelt" und des Zustands "eingekuppelt" können weitere Größen herangezogen werden. Dies sind die Fahrgeschwindigkeit V, die Motordrehzahl N, die Kraftstoffmenge QK, sowie die zeitlichen Ableitungen, das heißt die Änderungen, der Größen.Further variables can be used to improve the detection of the various states, in particular the state "idling", the state "disengaged" and the state "engaged". These are the driving speed V, the engine speed N, the amount of fuel QK, and the time derivatives, that is, the changes in the quantities.

Eine vereinfachte Ausführungsform ergibt sich, wenn für den Führungsformer lediglich zwischen dem Zustand eingekuppelt und dem Zustand ausgekuppelt unterschieden wird, wobei im eingekuppelten Zustand zwei Parametersätze vorgebbar sind. Insbesondere wird für den ersten Gang ein Parametersatz und für die weiteren Gänge ein weiterer Parametersatz gewählt.A simplified embodiment is obtained if a distinction is only made between the engaged state and the disengaged state for the guide former, two parameter sets being predeterminable in the engaged state. In particular, a parameter set is selected for the first gear and a further parameter set for the further gears.

Eine besonders vorteilhafte Ausgestaltung ergibt sich, wenn unterschiedliche Parametersätze beim Beschleunigen und beim Verzögern der Brennkraftmaschine gewählt werden. D. h., daß abhängig von dem Vorzeichen der Ableitung der Drehzahl und/oder eines leistungsbestimmenden Signals unterschiedliche Parametersätze ausgewählt werden.A particularly advantageous embodiment results if different parameter sets are selected when accelerating and decelerating the internal combustion engine. That is, depending on the sign of the derivation of the speed and / or a power-determining signal, different parameter sets are selected.

In Figur 2 wird die erfindungsgemäße Vorgehensweise anhand eines Flußdiagramms verdeutlicht. In einem ersten Schritt werden der Führungsformer und der Störungsregler zustandsabhängig initialisiert. Das heißt eine Initialisierung erfolgt nur dann, wenn bestimmte Zustände erkannt werden.The procedure according to the invention is illustrated in FIG. 2 using a flow chart. In a first step, the guide former and the fault controller are initialized depending on the status. This means that initialization only takes place when certain states are recognized.

In einem Schritt 220 erfolgt die Erkennung, welcher Zustand vorliegt. Ausgehend von der Gangerkennung V/N, einem Signal, das anzeigt, ob der Leerlaufregler aktiv ist, einem Signal KS, das anzeigt, ob die Kupplung betätigt oder nicht betätigt ist sowie gegebenenfalls weiteren Signalen und deren Ableitungen wird der Zustand der Brennkraftmaschine erkannt.In a step 220 the status is identified. Starting from the gear recognition V / N, a signal that indicates whether the idle speed controller is active, a signal KS that indicates whether the clutch is actuated or not and any other signals and their derivatives, the state of the internal combustion engine is recognized.

Der gewählte Gang wird ausgehend von der Fahrgeschwindigkeit V und der Drehzahl N der Brennkraftmaschine erkannt. Das Verhältnis V/N ist ein Maß für den eingelegten Gang.The selected gear is recognized based on the driving speed V and the speed N of the internal combustion engine. The ratio V / N is a measure of the gear engaged.

Im anschließenden Schritt 230 werden die entsprechenden Parameter für den Führungsformer und den Störungsregler abhängig vom erkannten Zustand bestimmt.In the subsequent step 230, the corresponding parameters for the guide former and the fault controller are determined depending on the detected state.

Vorzugsweise ist vorgesehen, daß bei der Applikation die Parameter ermittelt und in einem Speicher abgelegt werden. Aus diesem Speicher können sie dann abhängig vom erkannten Zustand im Schritt 230 ausgelesen werden. Es kann zum einen vorgesehen sein, daß alle Typen einer Brennkraftmaschine die gleiche Parametersätze erhalten. Es ist aber auch denkbar, daß fahrzeugspezifische Parametersätze abgespeichert werden.It is preferably provided that the parameters are determined in the application and stored in a memory. They can then be read out of this memory depending on the recognized state in step 230. On the one hand, it can be provided that all types of an internal combustion engine receive the same parameter sets. However, it is also conceivable that vehicle-specific parameter sets are saved.

Die sich anschließende Abfrage 240 überprüft, ob ein Zustandsübergang vom Zustand "ausgekuppelt" KA zum Zustand "eingekuppelt" KE erfolgte. Ist dies nicht der Fall, so werden in Schritt 260 unmittelbar die neuen Parameter, die dem neuen Zustand zugeordnet sind, verwendet. Erkennt die Abfrage 240 dagegen, daß ein Zustandsübergang vom Zustand "ausgekuppelt" KA zum Zustand "eingekuppelt" KE erfolgte, so überprüft die Abfrage 250, ob sich das Vorzeichen des Ausgangssignal MES des Störungsreglers seit dem letzten Programmdurchlauf geändert hat. Ist dies nicht der Fall, so wird in Schritt 265 weiterhin der alte Parametersatz verwendet. Bei einer Zustandsänderung vom Zustand "ausgekuppelt" zum Zustand "eingekuppelt" werden nur dann die neuen Parametersätze verwendet, wenn sich gleichzeitig das Vorzeichen des Signals MES ändert.The subsequent query 240 checks whether a state transition from the state "disengaged" KA to the state "engaged" KE took place. If this is not the case, the new parameters that are assigned to the new state are used immediately in step 260. On the other hand, if query 240 recognizes that a state transition from the "uncoupled" state to the "coupled" state KE has occurred, then query 250 checks whether the sign of the output signal MES of the fault controller has changed since the last program run. If this is not the case, the old parameter set is still used in step 265. In the event of a change in state from the "uncoupled" state to the "coupled" state, the new parameter sets are only used if the sign of the MES signal changes at the same time.

Anschließend an die Schritte 260 bzw. 265 folgt ein erneuter Programmdurchlauf, der mit dem Schritt 220 beginnt.Steps 260 and 265 are followed by a new program run that begins with step 220.

Claims (10)

Verfahren zur Steuerung einer Brennkraftmaschine, bei dem ein Führungsformer abhängig von wenigstens einem Fahrerwunschsignal einen ersten Wert vorgibt, und ein Störungsregler abhängig von wenigstens einem Drehzahlsignal einen zweiten Wert vorgibt, wobei ausgehend von dem ersten und dem zweiten Wert ein Signal zur Beaufschlagung eines Stellers vorgebbar ist, dadurch gekennzeichnet, daß die Parametersätze, die das Übertragungsverhalten des Führungsformers und/oder des Störungsreglers bestimmen, abhängig von Betriebsparametern vorgebbar sind.Method for controlling an internal combustion engine, in which a guide shaper specifies a first value as a function of at least one driver request signal and a fault controller specifies a second value as a function of at least one speed signal, a signal for acting on an actuator being predefinable based on the first and the second value , characterized in that the parameter sets which determine the transmission behavior of the guide former and / or the fault controller can be specified as a function of operating parameters. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß unterschiedliche Parametersätze gewählt werden, wenn der Zustand ausgekuppelt und der Zustand eingekuppelt vorliegt.Method according to claim 1, characterized in that different parameter sets are selected when the state is disengaged and the state is engaged. Verfahren nach einem der vorherigen Ansprüche, dadurch gekennzeichnet, daß abhängig von einer gewählten Gangstufe unterschiedliche Parametersätze vorgebbar sind.Method according to one of the preceding claims, characterized in that different parameter sets can be predetermined depending on a selected gear stage. Verfahren nach einem der vorherigen Ansprüche, dadurch gekennzeichnet, daß der gewählte Gang ausgehend von der Fahrgeschwindigkeit und der Drehzahl erkannt wird.Method according to one of the preceding claims, characterized in that the selected gear is recognized on the basis of the driving speed and the speed. Verfahren nach einem der vorherigen Ansprüche, dadurch gekennzeichnet, daß im eingekuppelten Zustand für den ersten Gang ein Parametersatz und für die weiteren Gänge ein weiterer Parametersatz gewählt wird.Method according to one of the preceding claims, characterized in that in the engaged state a parameter set is selected for the first gear and a further parameter set for the further gears. Verfahren nach einem der vorherigen Ansprüche, dadurch gekennzeichnet, daß ein Parametersatz gewählt wird, wenn ein Zustand Leerlauf vorliegt.Method according to one of the preceding claims, characterized in that a parameter set is selected when there is an idle state. Verfahren nach einem der vorherigen Ansprüche, dadurch gekennzeichnet, daß ein Parametersatz gewählt wird, wenn ein externer Mengeneingriff erfolgt.Method according to one of the preceding claims, characterized in that a parameter set is selected when an external quantity intervention takes place. Verfahren nach einem der vorherigen Ansprüche, dadurch gekennzeichnet, daß beim Beschleunigen und beim Verzögern der Brennkraftmaschine unterschiedliche Parametersätze gewählt werden.Method according to one of the preceding claims, characterized in that different parameter sets are selected when accelerating and decelerating the internal combustion engine. Verfahren nach einem der vorherigen Ansprüche, dadurch gekennzeichnet, daß bei einer Zustandsänderung vom Zustand ausgekuppelt zum Zustand eingekuppelt werden nur dann die neuen Parametersätze verwendet, wenn sich das Vorzeichen des zweiten Werts ändert.Method according to one of the preceding claims, characterized in that in the event of a change in state from the state disengaged to the state engaged, the new parameter sets are only used if the sign of the second value changes. Vorrichtung zur Steuerung einer Brennkraftmaschine, bei dem ein Führungsformer wenigstens abhängig von wenigstens einem Fahrerwunschsignal eine Führungsgröße vorgibt, und ein Störungsregler wenigstens abhängig von einem Drehzahlsignal eine Störungsgröße vorgibt, mit Mitteln die ausgehend von der Führungsgröße und der Störungsgröße ein Signal zur Beaufschlagung eines Stellers vorgeben, dadurch gekennzeichnet, daß Mittel vorgesehen sind, die die Parametersätze, die das Übertragungsverhalten des Führungsformers und/oder des Störungsreglers bestimmen, abhängig von Betriebsparametern vorgeben.Device for controlling an internal combustion engine, in which a guide shaper specifies a reference variable at least as a function of at least one driver request signal, and a fault controller specifies a fault variable at least as a function of a speed signal, with means which, based on the reference variable and the fault variable, specify a signal for acting on an actuator, characterized in that means are provided which the parameter sets, the transmission behavior of the Determine the guide former and / or the fault controller, depending on the operating parameters.
EP96110937A 1995-10-11 1996-07-06 Method and apparatus for controlling an internal combustion engine Expired - Lifetime EP0768455B1 (en)

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EP0913565A2 (en) * 1997-10-30 1999-05-06 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling engine torque in a vehicle
EP0913565A3 (en) * 1997-10-30 2001-02-28 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling engine torque in a vehicle
FR2778698A1 (en) * 1998-05-14 1999-11-19 Mitsubishi Electric Corp FUEL INJECTION DEVICE
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WO2014111430A1 (en) * 2013-01-17 2014-07-24 Peugeot Citroen Automobiles Sa Method for determining a corrective torque that corrects fluctuations in engine speed of a power plant
FR3012847A1 (en) * 2013-11-06 2015-05-08 Peugeot Citroen Automobiles Sa METHOD OF ATTENUATING A CURATIVE APPROVAL TORQUE WHEN ACTIVATING AN IDLE REGULATOR AND CORRESPONDING ENGINE COMPUTER
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EP0768455B1 (en) 2002-05-15
JP4157173B2 (en) 2008-09-24

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