CN101858264B - Air conditioning torque compensation energy matching inertia transfer - Google Patents

Air conditioning torque compensation energy matching inertia transfer Download PDF

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Publication number
CN101858264B
CN101858264B CN2009101733206A CN200910173320A CN101858264B CN 101858264 B CN101858264 B CN 101858264B CN 2009101733206 A CN2009101733206 A CN 2009101733206A CN 200910173320 A CN200910173320 A CN 200910173320A CN 101858264 B CN101858264 B CN 101858264B
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CN
China
Prior art keywords
torsion
moment
torque
torque request
load
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Expired - Fee Related
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CN2009101733206A
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Chinese (zh)
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CN101858264A (en
Inventor
C·E·惠特尼
M·E·约翰斯顿
T·R·舒普
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Priority claimed from US12/421,908 external-priority patent/US8406954B2/en
Application filed by GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Publication of CN101858264A publication Critical patent/CN101858264A/en
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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
    • 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
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states

Abstract

An engine control system comprises a torque control module, an air conditioning (A/C) load comparison module, and an A/C load compensation module. The torque control module controls an engine to produce a first torque request based on a first torque maintains a current speed of the engine. The A/C load comparison module compares a transient load to a difference between a torque available to the engine and the first torque request. The A/C load compensation module selectively increases the first torque request prior to a clutch engagement based on the comparison.

Description

Shift the air conditioning torque compensation energy that is complementary with inertia
The cross reference of related application
The application requires the rights and interests of No. the 61/050th, 048, the U.S. Provisional Application submitted on May 2nd, 2008.The disclosed content of above-mentioned application is incorporated herein by reference.
Technical field
The torque compensation that the present invention relates to air condition compressor control and be used for engaging.
Background technique
The normally total body display background of the present invention of the purpose of description of the background technique that here provides.The just inventor's of the present appointment of the degree of in this background technique part, describing work and when submitting to, can not can not be thought prior art of the present invention clearly or impliedly as the description part of prior art.
Below with reference to Fig. 1, demonstrate the functional block diagram of exemplary air condition compressor control system.Driver's load module 50 allows the driver to control the weather setting of vehicle.Only be that driver's load module 50 can comprise button, knob, controlling rod or pedal for example.The weather setting that the driver selects is sent to main body control module 52.Main body control module 52 is to engine control module 58 output requests, to open or close air-conditioning (A/C) compressor 54.The clutch (not shown) of engine control module 58 control motors 56.
In order to open A/C compressor 54, the clutch between A/C compressor 54 and the motor 56 is engaged.In case clutch is engaged, the camshaft (not shown) of motor 56 drives A/C compressor 54.This has applied extra load at motor 56.Therefore, 52 announcements of main body control module engage for engine control module 58 clutches.Engine control module 58 control motors 56 produce certain moment of torsion.When A/C compressor 54 was opened, engine control module 58 increased the moment of torsion output of motor 56, with the increase load of reply A/C compressor 54.
Summary of the invention
A kind of engine control system comprises moment of torsion control module, air-conditioning (A/C) load comparison module and A/C load compensation module.Moment of torsion control module control motor produces first torque request based on first moment of torsion, to keep the present speed of motor.A/C load comparison module with momentary load and motor can with moment of torsion and the difference of first torque request compare.A/C load compensation module more optionally increased by first torque request based on this before clutch engages.
More applications of the present invention field will become apparent by the detailed description that hereinafter provides.Should be understood that detailed description and specific example only are for illustrative purposes, rather than limit the scope of the invention.
Description of drawings
The present invention will more fully be understood by detailed description and drawings, wherein:
Fig. 1 is the functional block diagram according to the exemplary air condition compressor control system of prior art;
Fig. 2 is the plotted curve according to the exemplary air condition compressor torque compensation model of principle of the present invention;
Fig. 3 is the plotted curve according to the exemplary air condition compressor torque compensation model of principle of the present invention;
Fig. 4 is the functional block diagram according to the engine system of principle of the present invention;
Fig. 5 is the functional block diagram according to the exemplary engine control system of principle of the present invention;
Fig. 6 is the functional block diagram according to the exemplary of the air condition compressor control module of principle of the present invention; With
Fig. 7 is the flow chart of describing according to principle of the present invention in the illustrative steps of carrying out for the torque compensation that air condition compressor is engaged to motor.
Embodiment
Following description only actually is exemplary, and does not attempt to limit invention, its application, or uses.For purpose clearly, will use identical reference character to represent similar element in the accompanying drawings.Among term A used herein, B and the C at least one should be interpreted as adopting non-exclusive logical "or" to represent a kind of logic (A or B or C).Should be understood that the step in a kind of method can be carried out with different orders under the prerequisite that does not change principle of the present invention.
Term module used herein is represented application-specific IC (ASIC), electronic circuit, carries out the processor of one or more softwares or firmware program that (shared, special-purpose or group) and storage, combinational logic circuit and/or other provide the suitable parts of described function.
Weather control based on the driver arranges, and air-conditioning (A/C) compressor can be opened or closed.The A/C compressor can be opened by means of it is connected to driving pulley by the A/C clutch.Driving pulley can launched machine camshaft actuated.When the A/C clutch was engaged, the A/C compressor applied extra load at motor.In addition, it is big to start the required moment of torsion of the required torque ratio operation A/C compressor of A/C compressor.
Therefore, the A/C clutch is engaged and reduced the moment of torsion that can be used for making engine rotation and drive wheel.If engine idle, so remaining moment of torsion may keep engine rotation inadequately, thereby causes stall.In higher speed, the driver can notice that power descends.When the A/C clutch was engaged, therefore the output of the combustion torque of motor increased.But, since by closure suck air, by manifold, enter the delay of cylinder then, the closure of motor is opened is caused moment of torsion to increase relatively slowly, above-mentioned delay typically is called as manifold and postpones.Before starting the enough moments of torsion of function generation, stall or power descend and may take place.
Below declarative description principle of the present invention be the joint that how to be applied to the A/C clutch.Principle of the present invention is not restricted to the A/C clutch and engages.Principle of the present invention can be applied in the mode similar to the A/C compressor extra load being applied to parts on the motor.Only be that principle of the present invention can be applied to power steering pump for example.
Fig. 2 has adopted curve description and produced the method for torque reserve (reserve oftorque) before the A/C clutch is engaged.Adopt torque reserve, when the A/C compressor was connected to motor, Engine torque can increase rapidly in order to satisfy extra load.In the illustrative embodiments of Fig. 2, the closure of motor is opened to increase air mass flow, and this has increased moment of torsion.Simultaneously, the timing that spark is provided to cylinder is delayed (that is to say, postponed) from the electronic spark advance of the best, and this has reduced moment of torsion.Adopt this method, it is roughly constant that Engine torque keeps.
In case the A/C clutch engages, ignition lag can be eliminated, thereby increases the moment of torsion output of motor rapidly.Because ignition lag can be got angry and is changed for subsequently cylinder, therefore when next cylinder is got angry, can realize the moment of torsion increase immediately.This increases opposite with waiting for Engine torque to open in response to closure, the latter is slow relatively process.Then, the air quality of increase must be inhaled into cylinder, is realizing that moment of torsion burns before increasing then.
May there be some situation, can not produces enough torque reserves in said case with compensation A/C compressor load.How long the limit of torque reserve determines if can being postponed by spark before unsettled burning or mistake ignition generation.The difference that the moment of torsion that spark is postponed fully and spark are in the moment of torsion that the best shifts to an earlier date is called as spark management (spark authority).At lower torque level, for example near idling, the spark management is similarly very low.
For less motor (for example 4-Cylinder engine), the moment of torsion that produces when idling is compared less with bigger motor (for example 8-Cylinder engine).But each the A/C compressor that is used for above-mentioned motor can be determined by car cabin size, and irrelevant with size of engine.The starting torque of big A/C compressor can be smaller motor big near the management of the spark of idling.
Even bigger motor also may not have enough spark management.For example, bigger motor has more rotary inertia, so their idle speed may reduce.Under these lower speed, bigger engine spark floral tube reason may be not enough to compensate the A/C compressor load.In addition, the A/C compressor load increases when higher temperature.
If the spark management is not enough, so when the A/C clutch is engaged, because the quick increase of moment of torsion that the spark that shifts to an earlier date produces will can not produce enough moments of torsion.Therefore, when slow relatively moment of torsion increase is worked by opening throttle, speed or power may take place descend or stall.
A kind of method of alleviating this moment of torsion deficiency is to increase the inertia of motor by increasing engine speed before the A/C clutch engages.When engaging, this engine speed amplification (engine speed flare) provides inertia to the A/C compressor, and the load of A/C compressor makes motor slack-off, gets back to desired engine speed.
The size of estimating the RPM of desired engine speed amplification may be difficult.In addition, it may be difficult only producing the engine speed amplification in the case of necessary clearly.It is feature with the moment of torsion that operation in the moment of torsion zone can allow the engine speed amplification.Can at first calculate spark and manage to determine whether that the desired engine speed amplification prevents that engine speed from descending owing to lacking enough spark management.
Fig. 3 produces the plotted curve that the A/C clutch based on the amplification of the rotating speed of moment of torsion engages therein.Can be called as the available torque capacity that the current air mass flow of air moment of torsion-have and optimum igniting shift to an earlier date by removing actual torque that ignition lag obtains.The deficiency of spark management is to keep the motor present speed and start the amount that the required moment of torsion of A/C compressor deducts the air moment of torsion.
The deficiency of spark management will continue the regular hour, the starting torque that may reach motion speed and no longer need to increase up to the A/C compressor.The amount of the deficiency of spark management multiply by this not enough endurance have been determined when the A/C clutch is engaged roughly with the inertia that loses.This is corresponding with the upper right dash area among Fig. 3.
For the inertia of recovering damage, before engaging, the A/C clutch can produce too much inertia.Too much inertia will be absorbed by the A/C compressor, and motor is returned for keeping the suitable inertia of speed before.For example, Engine torque output can be by reducing the ignition lag increase (ramp up) that is inclined upwardly before the A/C clutch engages.The area in right angle trigonometry district can multiply by square calculating at the end then by slope be multiply by 1/2.Therefore, the inertia that before the A/C clutch engages, produces can be gradient multiply by inclination time square 1/2.This lower-left dash area with Fig. 3 is corresponding.
Gradient and inclination time can be selected as, and the extra inertia that produced before the A/C clutch engages will be substantially equal to the inertia of loss after the A/C clutch engages.If there is no the spark management is not enough, makes inertia transfer and moment of torsion inclination (torque ramp) inapplicable so.Fig. 4 describes the exemplary engine system that can shift according to the inertia that principle of the present invention is implemented.The exemplary engine control module of Fig. 5 describing series system.Fig. 6 describes the exemplary A/C control module of engine control module.The A/C control module is coordinated inertia according to step for example shown in Figure 7 and is shifted.
Get back to Fig. 2, reserve torque is used to compensate the plotted curve that the exemplary A/C of A/C compressor load engages and is illustrated therein.When needing air conditioning to select with the weather control that realizes the driver, make the A/C request.In the scheduled time after the A/C request, the A/C clutch engages so that the A/C compressor is connected to motor.
Term prediction moment of torsion and instant moment of torsion use in Fig. 2.As being explained in more detail in the back, the prediction moment of torsion with after expect that the moment of torsion of needs is corresponding.In spark ignition gasoline engine, the prediction moment of torsion is typically controlled air and is activated.Instant moment of torsion is corresponding with the moment of torsion output of current needs.The prediction moment of torsion can equate greatly or with it than instant moment of torsion usually.The closure of motor can be opened to enough greatly to allow to produce the prediction moment of torsion.But the spark timing can be postponed, and the actual output of motor only equals instant moment of torsion like this.
Driver's torque request 62 keeps stable in the time range shown in figure 2.But in the time 64, the A/C clutch engages requested.A/C reserve torque 66 is requested then.A/C reserve torque 66 is the estimators that drive the required moment of torsion of A/C compressor, and can be determined by the factor of for example temperature.
Predicted torque request 68 can be based on driver's torque request 62.But when A/C reserve torque 66 was requested, the amount that predicted torque request 68 can A/C reserve torque 66 increased.The limit rate of predicted torque request 68 shown in can Fig. 2 increases or increases immediately.
Because predicted torque request 68 determines how many air mass flows motor should produce, so increasing can appear after predicted torque request 68 increases in air moment of torsion 70.Air moment of torsion 70 since by closure suck air, by manifold, enter the delay of cylinder and the increase that slowly is inclined upwardly then.As a result, air moment of torsion 70 should arrive predicted torque request 68.
Simultaneously, the actual torque of motor generation is determined by instant torque request 72.Because the A/C compressor does not also need moment of torsion, therefore, instant torque request 72 remains on the level of driver's torque request 62.Face the air moment of torsion 70 of increase by post ignition, shown in track 76, realize instant torque request.
In the time 74, the A/C clutch is engaged.Therefore, A/C load 78 is applied to motor by the A/C compressor.In order to satisfy this load, instant torque request 72 increases, to satisfy predicted torque request 68.Ignition lag is eliminated, and in case next cylinder is got angry, motor can arrive predicted torque request.Because the extra moment of torsion that A/C load 78 is required, instant torque request 72 keeps being lifted on driver's torque request 62.
Referring now to Fig. 3, produce controlled RPM amplification therein and be illustrated with the line chart description that the exemplary A/C clutch of inertia being transferred to the A/C compressor engages.In Fig. 3, motor is illustrated and is in idling mode.The instant torque request 80 of idling is set to 0Nm, and it will neither make motor not have the idle engine of load to accelerate also not make its deceleration at the flywheel place.Idling predicted torque request 82 is determined and is higher than the instant torque request 80 of idling.Difference between the instant torque request 80 of idling predicted torque request 82 and idling has been determined the idling torque reserve.
The idling torque reserve is provided as allowing the motor quick adjustment to instantaneous torque demand, for example servosteering pump load.In the time 84, the A/C clutch engages requested.Final then predicted torque request 86 can have precedence over idling predicted torque request 82.Final predicted torque request 86 is increased to and keeps the required torque level of engine idle when the A/C compressor start.
The increase of final predicted torque request 86 causes closure to be opened, and therefore, air moment of torsion 88 increases.But in the example of Fig. 3, because the management of not enough spark, air moment of torsion 88 is limited and can not reaches final predicted torque request 86.Air moment of torsion 88 is increased to completely, and ignition lag will allow to reach the point of instant torque request.
Therefore, air moment of torsion 88 is less than the certain amount of final predicted torque request 86.This amount is called as the moment of torsion deficiency.In the time 90, the A/C clutch engages, and final instant torque request 92 is increased to final predicted torque request 86.But Engine torque only can arrive the same with the air moment of torsion high, and this deficiency will exist in a period of time.In case the A/C compressor is activated, keep the required moment of torsion of its operation less.Compensation to the moment of torsion deficiency continues to be increased to the speed identical with motor up to the A/C compressor speed from 0RPM.When the speed of A/C compressor speed and motor was identical, final instant torque request 92 reduced.Final predicted torque request 86 only is reduced to the level that is higher than final instant torque request 92, and the idling torque reserve is held like this.
The amount of time of Engine torque deficiency and the inertia loss amount of roughly having determined owing to this deficiency generation in shortage.This is represented as shadow region 94.The inertia loss can be multiply by RPM based on the area of shadow region 94 and be calculated.This determines had how many too much inertia can be added to system at the A/C clutch before the time 90 engages.
In order to produce too much inertia, final instant torque request 92 began to increase in the time 96.Final instant torque request 92 can increase by linear mode.Because final instant torque request 92 increases to be higher than motor is remained on the required moment of torsion of current RPM operation, so RPM will increase, shown in track 99.
Increase the prediction area that the area that is shown as zone 98 that produces can be set to equal zone 94 by this moment of torsion.If the time between time 96 and time 90 is determined, so gradient can be set to make zone 94 and 98 area about equally.
If the end of Delta Region 98 is called as x, the height of Delta Region is called as y, and gradient is R=y/x so.Area is described by A=1/2xy.Area formula can be modified to asks y:y=2A/x.By replacing, gradient passes through R=2A/x 2Determine.Area A should be substantially equal to the area in zone 94, and therefore, gradient can be by R=2DT/x 2Determine that wherein D is the moment of torsion deficiency, T is this not enough time lag.
The replacement area is set to be equal to each other, and can be set to equate based on the energy of this area.The energy of loss is 1/2, the product of slope, RPM and time square, and wherein, the time measures between time 96 and 90.Then, gradient can by and time 90 after RPM and the ratio between the RPM before the time 90 determine to scale.
If the final predicted torque request 86 of 88 times of advent 96 of air moment of torsion does not use moment of torsion to tilt so and rotating speed increases, because will the moment of torsion deficiency can not occur.
In a plurality of times, idling for example, motor may be under the control of speed control system.When detecting the engine speed reduction, speed control system increases Engine torque, and when detecting the engine speed increase, speed control system reduces Engine torque.When speed control system can be produced by announcement RPM amplification, and like this, speed control system just can not attempt to remove amplification.But speed control system still can bigger amplification or the speed of control ratio expectation descend.Speed control system can be in the times of being surrounded by zone 94 and 98 capability operation to reduce.
Referring now to Fig. 4, provide the functional block diagram of exemplary engine system 100.Engine system 100 comprises makes the air/fuel mixture burning to produce the motor 102 of the driving torque that is used for vehicle based on driver's load module 104.Air is inhaled into intake manifold 110 by closure 112.Only be that closure 112 can comprise the fly valve with rotatable blade for example.Engine control module (ECM) 114 control throttle actuator modules 116, it regulates the aperture of closure 112, sucks the air quantity of intake manifold 110 with control.
Be inhaled into the cylinder of motor 102 from the air of intake manifold 110.And motor 102 can comprise a plurality of cylinders, and for illustrative purposes, single typical cylinder 118 is illustrated.Only be that motor 102 can comprise 2,3,4,5,6,8,10 and/or 12 cylinders for example.ECM 114 can order gas cylinder actuators module 120 that some cylinder is not worked, and this can improve fuel economy under some engine operation state.
Air from intake manifold 110 is inhaled into cylinder 118 by suction valve 122.ECM 114 control fuel-actuated device modules 124, its fuel metering sprays to obtain desired air/fuel ratio.Fuel can be in the central position or a plurality of position is injected goes into intake manifold 110, for example near the suction valve of each cylinder.In a plurality of embodiments of in Fig. 1, not describing, the mixing chamber that fuel can be directly sprayed into cylinder or be associated with cylinder.Fuel-actuated device module 124 can stop fuel to the injection of idle cylinder.
The fuel that sprays mixes with air, and produces air/fuel mixture in cylinder 118.Piston (not shown) compressed air/fuel mixture in the cylinder 118.Based on the signal from ECM 114, the spark plug 128 that spark actuator module 126 activates in the cylinder 118, spark ignitor air/fuel mixture.The timing of spark can be specified the time when being positioned at the extreme higher position that it is called as upper dead center (TDC) when piston.
The downward driven plunger of the burning of air/fuel mixture drives rotating cam axle (not shown) thus.Then, piston begins again to move up, and discharges the by product of burning by outlet valve 130.The by product of burning is discharged from vehicle by vent systems 134.
Spark actuator module 126 can be by being illustrated in the timing SC sigmal control how long spark should be provided before or after the TDC.Therefore, the operation of spark actuator module 126 can be synchronous with the camshaft rotation.In a plurality of embodiments, providing of spark can be provided spark actuator module 126, so that cylinder is not worked.
Suction valve 122 can be controlled by inlet camshaft 140, and outlet valve 130 can be by exhaust camshaft 142 controls.In a plurality of embodiments, a plurality of inlet camshafts can be controlled a plurality of suction valves of each cylinder, and/or can control the suction valve of many group cylinders.Similarly, a plurality of exhaust cam shafts can be controlled a plurality of outlet valves of each cylinder, and/or can control the outlet valve of many group cylinders.Gas cylinder actuators module 120 can not work cylinder 118 by suction valve 122 and/or outlet valve 130 can not be opened.
The time that suction valve 122 is opened can change with respect to piston TDC by means of intake cam phase shifter 148.The time that outlet valve 130 is opened can change with respect to piston TDC by means of exhaust camshaft phase discriminator 150.Phase discriminator actuator module 158 is based on SC sigmal control inlet camshaft phase discriminator 148 and exhaust camshaft phase discriminator 150 from ECM 114.When implementing, variable valve lift also can be by 158 controls of phase discriminator actuator module.
Engine system 100 can comprise the supercharging device that pressurized air is provided to intake manifold 110.For example, Fig. 1 illustrates and comprises the turbosupercharger 160 that the hot turbine 160-1 of power is provided by means of the hot waste gas of the vent systems 134 of flowing through.Turbosupercharger 160 also comprises the cool air compressor 160-2 that is driven by turbine 160-1, and its compression imports the air of closure 112.In a plurality of embodiments, can compress air from closure 112 by the pressurized machine of camshaft actuated, and with compressed air delivery to intake manifold 110.
Wastegate 162 can allow waste gas to walk around turbosupercharger 160, reduces the supercharging (air inlet decrement) of turbosupercharger 160 thus.ECM 114 is by supercharging actuator module 164 control turbosupercharger 160.Supercharging actuator module 164 can pass through the supercharging of the position regulation turbosupercharger 160 of control wastegate 162.In a plurality of embodiments, a plurality of turbosupercharger can be by 164 controls of supercharging actuator module.Turbosupercharger 160 can have variable geometrical shape, and these can be by 164 controls of supercharging actuator module.
The interstage cooler (not shown) can disperse some compressive charge heats, and this heat produces when air is compressed.Compressive charge also can absorb heat, because the contiguous vent systems 134 of air.Though illustrated dividually for illustrative purposes, turbine 160-1 and compressor 160-2 interconnect usually, and air inlet is abutted against near the hot waste gas.
Engine system 100 can comprise waste gas recirculation (EGR) valve 170, and it optionally makes waste gas change direction and gets back to intake manifold 110.EGR valve 170 can be positioned at the upstream of turbosupercharger 160.EGR valve 170 can be by 172 controls of EGR actuator module.
Engine system 100 can adopt RPM sensor 180 to measure the speed of camshaft with rpm (RPM).The temperature of engine coolant can adopt engineer coolant temperature (ECT) sensor 182 to measure.ECT sensor 182 can be arranged in motor 102 or be positioned at other position of circulate coolant, for example radiator (not shown) place.
Pressure in the intake manifold 110 can adopt manifold absolute pressure (MAP) sensor 184 to measure.In a plurality of embodiments, can be measured as the engine intake manifold degree of vacuum of the difference between the pressure in ambient air pressure and the intake manifold 110.The MAF that flows into intake manifold 110 can adopt MAF (MAF) sensor 186 to measure.In a plurality of embodiments, maf sensor 186 can be arranged in the housing that also comprises closure 112.
Throttle actuator module 116 can adopt the position of one or more throttle position sensor (TPS) 190 monitoring closures 112.The environment temperature that is inhaled into the air of motor 102 can adopt intake temperature (IAT) sensor 192 to measure.ECM 114 can adopt the precision control of carrying out engine system 100 from the signal of sensor.
ECM 114 can communicate by letter with transmission control module 194, to coordinate the change gear (not shown) in the speed changer.For example, ECM 114 can reduce Engine torque in gear shift process.ECM 114 can communicate by letter with mixed power control module 196, to coordinate the operation of motor 102 and motor 198.
Motor 198 also can starter/generator effect, and can be used to also produce that vehicle electrical systems uses and/or the electric energy of deposit in battery.In a plurality of embodiments, a plurality of effects of ECM 114, transmission control module 194 and mixed power control module 196 can be incorporated in one or more modules.
The system of every kind of change engine parameter can be called as the actuator of receiving actuator value.For example, throttle actuator module 116 can be called as actuator, and closure is opened area can be called as the actuator value.In the example of Fig. 1, throttle actuator module 116 obtains closure by the blade angle of regulating closure 112 and opens area.
Similarly, spark actuator module 126 can be called as actuator, and corresponding actuator value can be the spark advancement amount with respect to cylinder TDC.Other actuator can comprise supercharging actuator module 164, EGR actuator module 172, phase discriminator actuator module 158, fuel-actuated device module 124 and gas cylinder actuators module 120.For these actuators, the actuator value can be respectively open with boost pressure, EGR valve that area, air inlet and exhaust camshaft phase discriminator angle, fuel add speed and the number of cylinders that is activated is corresponding.ECM 114 can control actuator numerical value, in order to produce desired moment of torsion from motor 102.
Air condition compressor 144 also can be connected to motor 102.Air condition compressor 144 compressions also transmit refrigerant gas.The moment of torsion that motor 102 is provided for operating to air condition compressor 144.
Referring now to Fig. 5, provide the functional block diagram of exemplary engine control system.The exemplary embodiment of ECM 114 comprises a moment of torsion arbitration modules 504.Axle moment of torsion arbitration modules 504 is arbitrated between from driver's input of driver's load module 104 and other axle torque request.For example, driver's input can be based on the position of accelerator pedal.Driver input also can be based on the control of cruising, and it can be to make changes in vehicle speed with the adaptive cruise control system of the tracking range that keeps being scheduled to.
Torque request can comprise target torque value and the request (ramp request) of tilting, and for example makes the downward-sloping request that is reduced to minimum tail-off moment of torsion or makes moment of torsion be inclined upwardly and increase from the tail-off moment of torsion of minimum of moment of torsion.The axle torque request can be included in the moment of torsion of asking in the wheel sliding process by means of pull-in control system and reduce.The axle torque request can comprise that also torque request increases to offset passive wheel and slides, and wherein, the tire of vehicle slides with respect to road surface, because the axle moment of torsion is born.
The axle torque request also can comprise brake management request and overspeed of vehicle torque request.The brake management request can reduce Engine torque and be no more than stopping power with fixed vehicle when vehicle stops guaranteeing Engine torque output.The overspeed of vehicle torque request can reduce Engine torque output, surpasses predetermined speed to prevent vehicle.The axle torque request also can be produced by the car body stabilitrak.The axle torque request can also comprise the tail-off request, generation in the time of for example can work as serious fault and be detected.
Axle moment of torsion arbitration modules 504 is based on the arbitration result prediction of output moment of torsion between the torque request that receives and instant moment of torsion.The prediction moment of torsion is that ECM 114 makes motor 102 prepare the torque capacity that produces, and usually can be based on driver's torque request.Instant moment of torsion is the torque capacity of current expectation, and it can be less than the prediction moment of torsion.
Instant moment of torsion can be less than the prediction moment of torsion, and so that torque reserve to be provided, this is described in more detail below, and satisfies interim moment of torsion and reduce.Only be for example, when car speed arrival hypervelocity threshold value and/or when pull-in control system is sensed wheel-slip, interim moment of torsion reduces can be requested.
Instant moment of torsion can obtain by the engine actuators that changes quick response, and slower engine actuators can be used to prepare the prediction moment of torsion.For example, in gas engine, electronic spark advance can be regulated rapidly, and air mass flow and camshaft phaser position may respond more slowly owing to the mechanical hysteresis time.In addition, the change of air mass flow stands the air transportation lag in the intake manifold.In addition, the change in the air mass flow can not be expressed as change in torque, is inhaled into cylinder, compressed and burning up to air.
Torque reserve can produce by slower engine actuators is set, and producing the prediction moment of torsion, and engine actuators is set faster to produce the instant moment of torsion less than the prediction moment of torsion.For example, closure 112 can be opened, and increases air mass flow thus and prepares to produce the prediction moment of torsion.Simultaneously, electronic spark advance can be reduced (in other words, the spark timing can be postponed), thus the Engine torque with reality be reduced to the output of instant moment of torsion.
The difference of prediction and instant moment of torsion can be called as torque reserve.When torque reserve existed, Engine torque can be by changing faster actuator and is increased to the prediction moment of torsion rapidly from instant moment of torsion.Thus, realize the prediction moment of torsion, and in a change that produces moment of torsion that does not need to wait for by regulating in the slower actuator.
Axle moment of torsion arbitration modules 504 can be to propulsive torque arbitration modules 506 prediction of output moments of torsion and instant moment of torsion.In a plurality of embodiments, axle moment of torsion arbitration modules 504 can be to mixed power optimization module 508 prediction of output moments of torsion and instant moment of torsion.Mixed power optimization module 508 determines that how many moments of torsion motor 102 should produce and how many moments of torsion motor 198 should produce.Then, mixed power optimization module 508 is to prediction and the instant moment of torsion of propulsive torque arbitration modules 506 output modifications.In a plurality of embodiments, mixed power optimization module 508 can be implemented in mixed power control module 196.
The prediction and the instant moment of torsion that are received by propulsive torque arbitration modules 506 are transformed into propulsive torque zone (moment of torsion at camshaft place) from axle moment of torsion zone (moment of torsion of wheel).This conversion can be before mixed power optimization module 508, afterwards, as its part or replace its generation.
Propulsive torque arbitration modules 506 is arbitrated between the propulsive torque request, and it comprises prediction and the instant moment of torsion of conversion.Propulsive torque arbitration modules 506 can produce through the prediction moment of torsion of arbitration and the instant moment of torsion through arbitrating.Moment of torsion through arbitration can produce by select successful request from the request that receives.Alternatively or additionally, can produce by in the request that receives based on another or more modification in the request that receives through the moment of torsion of arbitration.
Another kind of propulsive torque request can comprise that the moment of torsion for the racing of the engine protection reduces, is used for preventing that the moment of torsion that stops from increasing and reduced by the moment of torsion that transmission control module 194 asks to adapt to gear shift.The propulsive torque request can also be produced by the clutch fuel cut-off, and when the driver pressed down clutch pedal in the manual transmission vehicles, this can reduce Engine torque output.
The propulsive torque request can also comprise the tail-off request, and when serious fault was detected, this request can be activated.Only be for example, serious fault can comprise detect that vehicle stealing, starter motor are blocked, Electronic Throttle Control problem and the moment of torsion do not expected increase.Only be that the tail-off request always can be won arbitration for example, be outputted as the moment of torsion through arbitration thus, perhaps can make and jointly walk around arbitration, kill engine simply.Propulsive torque arbitration modules 506 still can receive these turn-off request, and like this, for example suitable data can be fed back to other torque request device.For example, all other torque request device can be announced, and they have failed arbitration.
RPM control module 510 can also be to 506 predictions of output of propulsive torque arbitration modules and instant torque request.When ECM 114 is in the RPM pattern, can in arbitration, account for leading from the torque request of RPM control module 510.When the driver removed their pin from accelerator pedal, when for example slowing down with inertia when vehicle idling or from higher speed, the RPM pattern can be selected.Alternatively or additionally, when the prediction moment of torsion of axle moment of torsion arbitration modules 504 requests during less than the torque value that can demarcate, the RPM pattern can be selected.
RPM control module 510 receives desired RPM from RPM track module 512, and control prediction and instant torque request, to reduce the poor of desired RPM and actual RPM.Only be for example, RPM track module 512 can be exported the expectation RPM that the linearity of slowing down for vehicle inertia reduces, up to arriving idling RPM.Then, RPM track module 512 can continue to export the idling RPM as desired RPM.
Deposit/load blocks 520 is from prediction and the instant torque request of propulsive torque arbitration modules 506 receptions through arbitration.A plurality of engine operation state can influence Engine torque output.In response to these states, deposit/load blocks 520 can produce torque reserve by increasing predicted torque request.
Only be for example, process lighted by catalyzer or cold start emission reduces the electronic spark advance that process can directly change motor.Therefore, deposit/load blocks 520 can increase predicted torque request, to offset the effect of the electronic spark advance in the Engine torque output.In another example, the air/fuel of motor ratio and/or MAF can directly change, and for example clean by the equivalent proportion test of diagnostic insertion and/or new motor.In these processes, can make corresponding predicted torque request with the change of compensation Engine torque output.
Deposit/load blocks 520 can also produce the deposit as expected of following load.When the driver at first asks air conditioning, can produce the deposit that engages for the A/C clutch.Then, when the A/C clutch engaged, deposit/load blocks 520 can be added the expectation load of A/C clutch to instant torque request.
Air condition compressor control module (ACCCM) 502 is identified for the torque request of air condition compressor.It provides torque reserve request and load torque request to deposit/load blocks 520.ACCCM 502 begins the request of producing after receiving the air-conditioning order.The air-conditioning order can arrange generation based on the weather that the driver selects, for example when air condition compressor is opened.
Actuating module 524 receives prediction and instant torque request from deposit/load blocks 520.Actuating module 524 determines how to obtain prediction and instant torque request.Actuating module 524 can be that engine type is distinctive, and it has for the gas engine control scheme different with respect to diesel engine.In a plurality of embodiments, actuating module 524 can and rely on limited boundary between the module of motor in the module that is independent of motor before the actuating module 524.
For example, in gas engine, actuating module 524 can change the aperture of closure 112, and this allows the moment of torsion control of wide range.But the opening and closing of closure 112 cause the slow relatively change of moment of torsion.Cylinder is not worked also provides the control of the moment of torsion of wide range, but may similarly comprise the consideration of cornering ability and discharging more slowly and additionally.It is very fast relatively to change electronic spark advance, but equally big moment of torsion control range can not be provided.In addition, when the air of each cylinder changed, the moment of torsion controlled quentity controlled variable that may have spark (being called as the spark capacity) can change.
In a plurality of embodiments, actuating module 524 can produce the air torque request based on predicted torque request.The air torque request can equal predicted torque request, and this causes air mass flow to be provided so that predicted torque request can obtain by changing other actuator.
Air control module 528 can be identified for the desired actuator value of slow actuator based on the air torque request.For example, air control module 528 can be controlled the air (APC) of desired manifold absolute pressure (MAP), desired throttle area and/or desired each cylinder.Desired MAP can be used to determine desired supercharging, and desired APC can be used to determine desired camshaft phaser position.In a plurality of embodiments, air control module 528 also can be determined the opening of EGR valve 170.
In gas system, actuating module 524 can also produce spark torque request, the request of cylinder closing torque and fuel mass torque request.How many spark torque request can postpone (this reduces Engine torque output) to determine spark from the electronic spark advance of demarcating by spark control module 532 uses.
The request of cylinder closing torque can be used by cylinder control module 536, does not work to determine how many cylinders.Cylinder control module 536 can order gas cylinder actuators module 120 that one or more cylinders of motor 102 are quit work.In a plurality of embodiments, the cylinder block of Xian Dinging can jointly quit work in advance.Cylinder control module 536 can also order fuel control module 540 to stop to be provided for the fuel of idle cylinder, and can order spark control module 532 to stop to be provided for the spark of idle cylinder.
In a plurality of embodiments, gas cylinder actuators module 120 can comprise the hydraulic system that air inlet and/or outlet valve are separated from the corresponding camshaft that is used for one or more cylinders, in order to these cylinders are not worked.Only be for example, the valve that is used for the cylinder of half is hydraulically connected by means of gas cylinder actuators module 120 in groups or is disconnected.In a plurality of embodiments, cylinder can be supplied with fuel and be stopped work to these cylinders by means of stopping under the prerequisite of the opening and closing that do not stop intake ﹠ exhaust valves simply.In such embodiments, gas cylinder actuators module 120 can be omitted.
The fuel mass torque request can be used to change the fuel quantity that provides to each cylinder by fuel control module 540.Only be for example, fuel control module 540 can be determined the fuel mass of generation stoichiometric(al) combustion when mixing with the current amount of the air of each cylinder.Fuel control module 540 can order fuel-actuated device module 124 to spray the fuel mass that this is used for the cylinder of each work.In normal, fuel control module 540 can attempt to keep stoichiometric air/fuel ratio.
Fuel control module 540 can be increased to fuel mass more than the stoichiometric number, exports to increase Engine torque, and can reduce fuel mass to reduce Engine torque output.In a plurality of embodiments, fuel control module 540 can receive the desired air/fuel ratio different with stoichiometry.Then, fuel control module 540 can determine to realize the fuel mass of each cylinder of required air/fuel ratio.In diesel systems, fuel mass can be the main actuator for the output of control Engine torque.
The method that actuating module 524 obtains instant torque request can arrange definite by pattern.Pattern setting can be provided to actuating module 524, for example passes through propulsive torque arbitration modules 506, and can select to comprise the pattern of inoperative mode, pleasant pattern, maximum magnitude pattern and self actuating pattern.
In inoperative mode, actuating module 524 can be ignored instant torque request and attempt to obtain predicted torque request.Therefore, actuating module 524 can the spark torque request, the request of cylinder closing torque and fuel mass torque request are set to predicted torque request, and its moment of torsion output that is used in present engine air mass flow state is maximum.Alternatively, actuating module 524 can these requests be set to be scheduled to (for example high to going beyond the scope) value, so that moment of torsion can be owing to postponing spark, idle cylinder or reducing fuel/air mixture than reducing.
In pleasant pattern, actuating module 524 can be attempted to obtain instant torque request by only regulating electronic spark advance.Therefore, actuating module 524 can be output as predicted torque request the air torque request, and instant torque request is output as the spark torque request.Spark control module 532 will be postponed spark as much as possible to attempt to obtain the spark torque request.If desired moment of torsion reduces that it(?) so may not can obtain moment of torsion and reduce greater than spark reserve capabillity (torque reduction that can obtain by ignition lag).
In the maximum magnitude pattern, actuating module 524 can be output as predicted torque request the air torque request, and instant torque request is output as the spark torque request.In addition, actuating module 524 can produce enough low so that spark control module 532 obtains the cylinder closing torque request of instant torque request.In other words, when independent minimizing electronic spark advance can not obtain instant torque request, actuating module 524 can reduce cylinder closing torque request (cylinder is not worked).
In the self actuating pattern, actuating module 524 can reduce the air torque request based on instant torque request.For example, the air torque request can only be reduced to and allow spark control module 532 to obtain the required degree of instant torque request by regulating electronic spark advance.Therefore, in the self actuating pattern, when allowing motor 102 to get back to predicted torque request as early as possible, obtain instant torque request.In other words, by reducing to respond fast electronic spark advance as much as possible the use of the slow relatively closure correction of response is minimized.
Moment of torsion estimation module 544 can estimated engine 102 moment of torsion output.The moment of torsion of this estimation can be used by air control module 528, to carry out the closed loop control of engine air capacity parameter, for example throttle area, MAP and phase discriminator position.Only be for example, can limit the moment of torsion relation, for example,
(1)T＝f(APC，S，I，E，AF，OT，#)
Wherein, moment of torsion (T) is that the air (APC), electronic spark advance (S), inlet camshaft phase discriminator position (I), exhaust cam shaft phase discriminator position (E), air/fuel of each cylinder are than the function of the quantity (#) of the cylinder of (AF), oil temperature (OT) and work.Can consider the variable that adds, the degree of opening of for example waste gas recirculation (EGR) valve.
This relation can and/or can be stored by the formula modeling and be question blank.Moment of torsion estimation module 544 can be determined APC based on the MAF and the current RPM that measure, and the air mass flow based on reality allows the control of closed loop air thus.When employed air inlet and exhaust camshaft phase discriminator were advanced to desired position, described phase discriminator position can be based on the position of reality.
Though actual electronic spark advance can be used to estimate moment of torsion, when the electronic spark advance value of demarcating was used to estimate moment of torsion, the moment of torsion of estimation can be called as the air moment of torsion of estimation.The air moment of torsion of estimating is that motor can produce the estimation of how many moments of torsion under current air mass flow if ignition lag is removed (that is to say the electronic spark advance value that electronic spark advance is set to demarcate).
Air control module 528 can produce desired manifold absolute pressure (MAP) signal, and it is output to supercharging schedule module 548.Supercharging schedule module 548 uses desired MAP signal with control supercharging actuator module 164.Supercharging actuator module 164 is controlled one or more turbosupercharger and/or pressurized machines then.
Air control module 528 can produce desired area of signal, and it is output to throttle actuator module 116.Throttle actuator module 116 is regulated closure 112 to produce desired throttle area then.Air control module 528 can produce desired area of signal based on reverse torque model and air torque request.Air control module 528 can be used air moment of torsion and/or the MAF signal of estimation, in order to carry out closed loop control.For example, it is minimum that desired area of signal can be controlled as the air moment of torsion and the difference between the air torque request that make estimation.
Air control module 528 also can produce air (APC) signal of each desired cylinder, and it is output to phase discriminator schedule module 552.Based on desired apc signal and RPM signal, phase discriminator schedule module 552 can adopt the position of the 158 control air inlets of phase discriminator actuator module and/or exhaust camshaft phase discriminator 148 and 150.
Get back to spark control module 532, the electronic spark advance value can be demarcated under a plurality of engine operation state.Only be for example, the moment of torsion relation can be by reverse to find the solution desired electronic spark advance.For given torque request (T Des), desired electronic spark advance (S Des) can calculate based on formula,
(2)S des＝T -1(T des，APC，I，E，AF，OT，#)
This relation may be implemented as formula and/or question blank.Air/fuel can be actual ratio than (AF), and it is by fuel control module 540 indications.
When electronic spark advance that electronic spark advance is set to demarcate, the moment of torsion of generation can be as much as possible near average best torque (MBT).MBT represents when adopting the fuel have greater than the octane value of predetermined threshold, when electronic spark advance increases, for the Maximum Torque of given air mass flow generation.Electronic spark advance when Maximum Torque takes place can be called as the MBT igniting.Owing to for example fuel quality (for example when using low octane fuel) and environmental factor, the electronic spark advance of demarcation can be lighted a fire different with MBT.Therefore, the moment of torsion the during electronic spark advance of demarcation can be less than MBT.
Referring now to Fig. 6, be illustrated according to the illustrative embodiments of the air condition compressor control module of principle of the present invention.When temperature rose, the A/C load increased.The A/C load is based on the hydraulic head pressure of environment temperature and A/C compressor 144.Hydraulic head pressure (head pressure) is the term that is used in the fluid machinery, the interior energy of fluid that expression produces owing to the pressure that is applied on its container.
The A/C load can be calculated based on environment temperature and hydraulic head pressure.A/C load calculation module 600 receives for example can be by the environment temperature measured value of IAT sensor 192 measurements.A/C load calculation module 600 can be measured the hydraulic head pressure of A/C compressor 144.A/C load calculation module 600 is calculated A/C load and right based on A/C load generation deposit and load.
The weather of selecting as the driver arranges indication A/C compressor 144 when requested, and A/C load calculation module 600 can receive the air-conditioning order.For example, ECM 114 can be announced so that the weather setting of selecting based on the driver engages the A/C clutch.When the air-conditioning order was received, A/C load calculation module 600 began to produce deposit and load torque request.
Spark administration module 602 deducts minimum running load moment of torsion by the estimation moment of torsion from current APC and optimum spark and determines the spark management.Minimum running load moment of torsion is based on current APC and can adopt the maximum spark of stable burning acquisition to postpone.Spark administration module 602 is passed to A/C load comparison module 604 with the spark management.A/C load comparison module 604 receives the reserve torque request and reserve torque request and spark management is compared.
When A/C load comparison module 604 received the reserve torque request, A/C load comparison module 604 determined that the reserve torque request is less than still equaling the spark management.If the reserve torque request is less than or equal to the spark management, do not need compensation so.If the spark management is not enough to satisfy the reserve torque request, the difference between the management of reserve torque request and spark is passed to A/C load compensation module 606 so.
A/C load compensation module 606 is determined the amount of power loss that clutch engages.A/C load compensation module 606 is determined gradient based on amount of power loss.Difference between reserve torque request and the spark manageable torque value is used to calculate gradient.The calculating of gradient can take place before A/C load compensation module 606 begins to increase the load torque request.If the reserve torque request is managed greater than spark, A/C load compensation module 606 increases the load torque request by gradient so, to increase the energy in the motor before the A/C clutch engages.
A/C load compensation module 606 can increase the load torque request within the predetermined time.For example, A/C load compensation module 606 can begin to increase within the predetermined time the load torque request before A/C compressor 144 is connected to motor.When A/C compressor 144 was connected to motor, the load torque request was added to the reserve torque request.The speed that the load torque request can be scheduled to is increased to the reserve torque request.
Load torque request and reserve torque request reduce after A/C compressor 144 is connected to motor, because keep the required moment of torsion of A/C compressor 144 operations less than starting the required moment of torsion of A/C compressor 144.Reserve torque request and load torque request reduce and maintenance idling torque reserve.Deposit and load torque request can reduce in second scheduled time.A/C load compensation module 606 can reduce deposit and load torque request in second scheduled time.For example, A/C load compensation module 606 can begin to reduce deposit and load torque request in second scheduled time after A/C compressor 144 is connected to motor.
Referring now to Fig. 7, it has described the flow chart in the illustrative steps of carrying out for the torque compensation that air condition compressor is engaged to motor according to principle of the present invention.Control begins after air-conditioning is opened in user's request.In step 700, environment temperature and hydraulic head pressure are determined.
In step 702, reserve torque is calculated in control.In step 704, control computational load moment of torsion.In step 706, the spark management is calculated in control.In step 708, control ratio is than spark management and reserve torque.If reserve torque is managed greater than spark, control forwards step 710 to so; Otherwise control forwards step 716 to.In step 710, amount of power loss is determined in control.In step 712, the increment rate of load torque is determined in control.
In step 714, control increases load torque.In step 716, load torque is determined in control.In step 718, control engages the A/C clutch.In step 720, control is increased to reserve torque with load torque.In step 722, load torque is lowered.
Those skilled in the art can understand by top description, and extensive instruction of the present invention can be implemented in a variety of forms.Therefore, though the present invention includes special example, but true scope of the present invention should not limited like this, because other modification for skilled professional workforce, will become apparent by research accompanying drawing, specification and claims subsequently.

Claims (20)

1. engine control system comprises:
The control motor produces the moment of torsion control module of first torque request based on first moment of torsion, to keep the present speed of described motor;
With momentary load and described motor can with moment of torsion and air-conditioning (A/C) the load comparison module that compares of the difference between described first torque request; With
Before the A/C clutch engages based on the described A/C load compensation module that more optionally increases described first torque request.
2. engine control system as claimed in claim 1, wherein, described A/C load compensation module increased described first torque request in predetermined time before described A/C clutch engages.
3. engine control system as claimed in claim 1, wherein, described first torque request keeps increasing the period of being scheduled to after described A/C clutch engages.
4. engine control system as claimed in claim 1, wherein, described clutch engages and comprises air condition compressor, and wherein, described momentary load is based on environment temperature and hydraulic head pressure.
5. engine control system as claimed in claim 1, wherein, when described poor between described moment of torsion that described momentary load can be used greater than described motor and described first torque request, described A/C load compensation module optionally increases described first torque request.
6. engine control system as claimed in claim 1, wherein, when described poor between described moment of torsion that described momentary load can be used greater than described motor and described first torque request, the not enough value of described A/C load comparison module calculated torque.
7. engine control system as claimed in claim 6, wherein, described A/C load compensation module is based on R=2DT/x 2Increase described first torque request, wherein, R is increment rate, and D is the not enough value of described moment of torsion, and T is the time lag of moment of torsion deficiency, and x is the predetermined amount of time before described A/C clutch engages.
8. engine control system as claimed in claim 6, wherein, described A/C load compensation module in described A/C clutch's jointing process based on the not enough value of described moment of torsion estimated energy loss amount.
9. engine control system as claimed in claim 8, wherein, described A/C load compensation module increases described first torque request based on described amount of power loss.
10. engine control system as claimed in claim 9, wherein, described A/C load compensation module is estimated described amount of power loss based on the not enough value of described moment of torsion, the time lag of moment of torsion deficiency and the product of engine speed.
11. a torque compensation method comprises:
The control motor produces first torque request based on first moment of torsion, to keep the present speed of described motor;
With momentary load and described motor can with moment of torsion and the difference between described first torque request compare; With
Before engaging, the A/C clutch more optionally increases described first torque request based on described.
12. torque compensation method as claimed in claim 11, also being included in described A/C clutch joint increases described first torque request in predetermined time before.
13. torque compensation method as claimed in claim 11 also is included in described A/C clutch and engages the predetermined period of first torque request that keeps described increase afterwards.
14. torque compensation method as claimed in claim 11, wherein, described clutch engages and comprises air condition compressor, and wherein, described momentary load is based on environment temperature and hydraulic head pressure.
15. torque compensation method as claimed in claim 11 also comprises when described poor between described moment of torsion that described momentary load can be used greater than described motor and described first torque request, optionally increases described first torque request.
16. torque compensation method as claimed in claim 11 also comprises when described poor between described moment of torsion that described momentary load can be used greater than described motor and described first torque request not enough value of calculated torque.
17. torque compensation method as claimed in claim 16 also comprises based on R=2DT/x 2Increase described first torque request, wherein, R is increment rate, and D is the not enough value of described moment of torsion, and T is the time lag of moment of torsion deficiency, and x is the predetermined amount of time before described A/C clutch engages.
18. torque compensation method as claimed in claim 16 also is included in the described A/C clutch's jointing process based on the not enough value estimated energy of described moment of torsion loss amount.
19. torque compensation method as claimed in claim 18 also comprises based on described amount of power loss increasing described first torque request.
20. torque compensation method as claimed in claim 19 also comprises based on the not enough value of described moment of torsion, the time lag of moment of torsion deficiency and the product of engine speed and estimates described amount of power loss.
CN2009101733206A 2009-04-10 2009-08-14 Air conditioning torque compensation energy matching inertia transfer Expired - Fee Related CN101858264B (en)

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