CN1067464C - 用于减小汽车负荷变化冲击的方法与配置 - Google Patents
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
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- 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
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- F02D41/00—Electrical control of supply of combustible mixture or its constituents
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- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
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Abstract
为了尽可能减小负荷变化冲击,首先确定发动机的指示基准转矩(mibase),这一基准转矩对应于发动机曲轴上可测得的、没有由于发动机损耗转矩而减小的离合器转矩。然后,再将这一指示基准(mibase)转矩通过过滤(TP)转化为指示的额定转矩(mdifa),在负荷变化时,与基准转矩(mibase)相比,这一指示的额定转矩略有升高。最后,从指示的额定转矩(mdifa)中导出额定点火角(zwsol)。
Description
现有技术
本发明涉及的是一种用于减小汽车负荷变化冲击的方法和装置,在这一过程中通过控制点火角来进行内燃机转矩的修正。
如果通过快速开启油门来给一用内燃机驱动的汽车加速,那么,对于乘坐者来说,会多次出现不舒适的汽车负荷变化冲击和随后出现的瞬间震动。为了减小稳定工作状态下汽车加速或倒退时的这类汽车震动,根据DE 40 1 444 A1,通过控制点火角进行发动机转矩修正。此外,根据发动机转速变化测定点火角的修正值,使得由此产生的转矩变化反相于汽车的倒退震动。
发明的任务在于,说明开始提到的可以进一步改善这种减小负荷变化冲击的方法和装置。发明的优点
根据发明,用权利要求1或7中的特性来解决这一问题。此后,首先确定发动机的指示基准转矩,这一指示基准转矩对应于发动机曲轴上可测得的、没有由于发动机损耗转矩而减小的离合器转矩。然后,再将这一指示基准转矩通过过滤转化为一指示额定转矩,在负荷变化时,与基准转矩相比,这一指示额定转矩略有升高。最后,从指示额定转矩中导出实现这一转矩的额定点火角。因为点火角作用主要影响指示的发动机转矩,较少影响发动机损耗转矩,因此,从指示额定转矩中导出额定点火角。一个这样测定的额定点火角直接而较大幅度地减少负荷变化冲击。
对于指示基准转矩的过滤,适当地使用了第二装置的PT元件,因为由此得到的指示额定转矩保证了负荷变化冲击时的最优减震。发明的结构的优点还可从其它权利要求中得知。
实施例描述
随后,借助于附图中描述的实施例对发明予以详细说明。图1是一导出额定点火角的简图;图2是一特性曲线,它再现了转矩修正系数对点火角调节的依赖性;图3是一与图2中描述的特性曲线相反的特性曲线;图4是转矩和点火角的变化过程。
正如从图1中得知的那样,首先在最优点火角zwopt和实际的、没有任何作用而变化的点火角zwbase之间形成了一个差值。最优点火角zwopt从未进行描述的取决于负荷和转速的特性曲线族中获得,最优点火角与发动机的最佳效率相对应。同样,也可以从取决于负荷和转速的特性曲线族中获得实际点火角zwbase。这一点火角差值dzwk,即实际点火角相对于最优点火角的储备量,被传送给电路装置FMDDZW。在电路装置FMDDZW中实现图2中描述的修正特性曲线,该曲线再现了与发动机最佳效率相对应的最优指示的发动机转矩mdiopt的修正系数fmdind与点火角差值dzwk之间的依赖关系。对于任意一个输入到电路装置FMDDZW中的点火角差值dzwk,从这一特性曲线中得到所对应的修正系数fmdind。最优指示的发动机转矩mdiopt与这一修正系数fmdind相乘,与最优点火角zwopt一样,最优指示的发动机转矩同样可从取决于负荷和转速的特性曲线族中获得。最优指示的发动机转矩mdiopt与修正系数fmdind相乘的结果是发动机的指示基准转矩mibase。指示基准转矩mibase便是由于实际点火角zwbase与最优点火角zwopt之间偏差而加以调节的指示的发动机转矩。当谈到指示的转矩时,即意指发动机转矩,它直接由燃烧产生,或由于牵引转矩或由于其它消耗转矩而降低。发动机的牵引转矩是由于传动装置重量消耗的损耗转矩,并可从取决于发动机转速和发动机温度的特性曲线族中测定。消耗转矩可以从取决于附加装置(如空调,转向,传动齿轮箱等)工作状态的特性曲线族中获得。因此,指示的发动机转矩是曲轴上的离合器转矩,牵引转矩和其它可能的消耗转矩之和。从DE 42 39 711 A1中可以了解特别描述的指示基准转矩mibase的导出,且将其视为内燃机转矩。
只要不存在冲击断开条件B_sa,就可将指示基准转矩mibase接通到过滤器TP上。过滤器TP主要是第二装置的一个PT元件。从过滤的指示基准转矩mibase中得到指示额定转矩mdifa。在图4中描述了指示基准转矩mibase和指示额定转矩mdifa随时间的变化过程。在负荷变化时,指示基准转矩mibase跳跃式增加。通过第二装置的PT元件,指示额定转矩mdifa在负荷变化时首先逐渐增加,然后快速变化到司机希望的指示发动机转矩值。过滤器的传递功能导致图4中虚线说明的指示额定转矩mdifa变化过程的上、下波动。下波动尤其是不希望出现的。因此,一旦指示额定转矩mdifa超过指示基准转矩mibase,就不激活过滤器TP。出于这一目的,过滤器TP有一激活输入端In,指示基准转矩mibase用作激活信号,只要过滤器TP输出端的指示额定转矩mdifa还小于指示基准转矩mibase,就将激活信号通过开关S输送给激活输入端In。比较电路VG进行指示额定转矩mdifa和指示基准转矩mibase间的比较。一旦比较电路VG确定,指示额定转矩mdifa超过了指示基准转矩mibase,那么打开开关S。这时,在激活输入端In没有信号,过滤器不再激活,这样,其输出信号mdifa等于指示基准转矩mibase。
过滤器TP具有一个可变化的上升时间常数zmdfa,以便能调节取决于变速器档位的指示额定转矩mdifa的上升时间。用于过滤的时间常数zmdfa随档位的增加而减少,例如在档位为一档时,时间常数zmdfa总计为0.3秒,在高的档位时,时间常数zmdfa总计为0.01秒。
如前所述,从测定的指示额定转矩mdifa中用下述方式导出实现这一转矩的额定点火角zwsol。在除法器DV中,从前面确定的指示额定转矩mdifa与最优的指示发动机转矩mdiopt中得到一比例关系。由此得到的修正系数fmdinds传输给电路装置DZWFMD,在这一电路装置中实现图3中描述的特性曲线。这里涉及到修正特性曲线,它再现了点火角变化dzws对转矩修正系数fmdinds的依赖性。电路装置DZWFMD中的修正特性曲线与电路装置FMDDZW中的修正特性曲线相反。电路装置DZWFMD生成一个取决于转矩修正系数fmdinds的输出信号dzws,它说明了对应于最优的指示发动机转矩mdiopt的最优点火角zwopt与对应于指示额定转矩mdifa的额定点火角zwsol间的差值。最后,从最优点火角zwopt与点火角差值dzws间的差值形成中得到希望的最优点火角zwopt。这一额定点火角zwsol使得调整指示额定转矩mdifa,这进一步减小负荷变化冲击。在图4中描述了根据负荷变化,额定点火角zwsol随时间变化的例子。
取代额定点火角或附加在额定点火角外,也可测定气缸选除的额定数量,由此得到前述的指示额定转矩。
Claims (7)
1.通过控制点火角进行内燃机转矩修正来减少汽车负荷变化冲击的方法,其特征在于,包括以下步骤:
-确定由燃烧直接产生的发动机的指示基准转矩(mibase),
-指示基准转矩(mibase)通过过滤(TP)转化为指示额定转矩(mdifa),在负荷变化时,与基准转矩(mibase)相比,指示额定转矩略有升高,
-从指示额定转矩(mdifa)和/或气缸选除的额定数量中导出额定点火角(zwsol)。
2.根据权利要求1的方法,其特征在于,
-从取决于负荷和转速的特性曲线族中获得与发动机的最佳效率相对应的最优点火角(zwopt),
-在最优点火角(zwopt)和实际点火角(zwbase)之间形成差值(dzwk),
-从修正特性曲线(FMDDZW)中得到对应的修正系数(fmdind)的实际点火角差值,该特性曲线再现了与发动机最佳效率相对应的最优指示发动机转矩(mdiopt)的修正系数(fmdind)与点火角差值(dzwk)之间的依赖关系,
-通过最优指示发动机转矩(mdiopt)与修正系数(fmdind)相乘测定指示基准转矩(mibase)。
3.根据权利要求1的方法,其特征在于,为了进行提到的过滤,将指示基准转矩(mibase)传送给低通过滤器(TP)。
4.根据权利要求1或3的方法,其特征在于,一旦指示额定转矩(mdifa)超过指示基准转矩(mibase),就不激活指示基准转矩(mibase)的过滤器(TP)。
5.根据权利要求1或3的方法,其特征在于,过滤器(TP)具有一个可变化的上升时间常数(zmdfa),根据变速器档位可调节这一常数。
6.根据权利要求1和2的方法,其特征在于,
-从指示额定转矩(mdifa)与最优的指示发动机转矩(mdiopt)中得到一比例关系,
-这一转矩比例关系就是修正系数,对于这一修正系数,从与修正特性曲线(FMDDZW)相反的修正特性曲线(dzwfmd)中得到相应的点火角差值(dzws),
-通过从最优点火角(zwopt)中减去点火角差值(dzws)来确定额定点火角(zwsol)。
7.通过控制点火角进行内燃机转矩修正来减少汽车负荷变化冲击的装置,其特征在于:
-具有电路装置(FMDDZW),它们确定由燃烧直接产生的发动机的指示基准转矩(mibase),
-具有过滤器(TP),将指示基准转矩(mibase)转化为指示额定转矩(mdifa),在负荷变化时,与基准转矩(mibase)相比,指示额定转矩略有升高,
-具有其它的电路装置(DV,DZWFMD),它们从指示额定转矩(mdifa)中导出额定点火角(zwsol)。
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DE10039032B4 (de) * | 2000-08-10 | 2015-04-02 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
DE10206199C1 (de) * | 2001-02-01 | 2002-12-19 | Daimler Chrysler Ag | Steuerung eines Motors |
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CN110307095B (zh) * | 2019-07-08 | 2022-03-25 | 三一专用汽车有限责任公司 | 泵车发动机控制方法及系统 |
CN111141440B (zh) * | 2019-12-25 | 2021-09-24 | 陕西电器研究所 | 一种用于补偿六维力传感器的方法 |
CN112796917B (zh) * | 2020-12-29 | 2022-11-04 | 浙江吉利控股集团有限公司 | 一种发动机扭矩修正方法、系统和终端 |
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WO1993013311A1 (en) * | 1991-12-26 | 1993-07-08 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Automobile engine |
EP0655554A1 (fr) * | 1993-11-30 | 1995-05-31 | Société Anonyme dite: REGIE NATIONALE DES USINES RENAULT | Procédé de correction des à-coups de couple d'un moteur à combustion interne |
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US4535406A (en) * | 1983-02-22 | 1985-08-13 | Allied Corporation | Fuel distribution control for an internal combustion engine |
US4928652A (en) * | 1987-09-17 | 1990-05-29 | Mazda Motor Corporation | Engine control system for suppressing car body vibration |
US5452698A (en) * | 1990-05-07 | 1995-09-26 | Robert Bosch Gmbh | Device for suppressing discontinuous motion of a moving motor vehicle |
DE4021440A1 (de) * | 1990-07-05 | 1992-01-09 | Bosch Gmbh Robert | Einrichtung zum verhindern des ruckelns bei kraftfahrzeugen |
DE4239711B4 (de) * | 1992-11-26 | 2005-03-31 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs |
US5573474A (en) * | 1994-06-28 | 1996-11-12 | General Motors Corporation | Method for controlling ignition timing for an internal combustion engine |
US5669354A (en) * | 1996-04-18 | 1997-09-23 | General Motors Corporation | Active driveline damping |
-
1995
- 1995-10-14 DE DE19538369A patent/DE19538369A1/de not_active Withdrawn
-
1996
- 1996-07-20 US US09/051,109 patent/US5954026A/en not_active Expired - Fee Related
- 1996-07-20 CN CN96197612A patent/CN1067464C/zh not_active Expired - Fee Related
- 1996-07-20 EP EP96924756A patent/EP0854980B1/de not_active Expired - Lifetime
- 1996-07-20 JP JP51539497A patent/JP4024299B2/ja not_active Expired - Fee Related
- 1996-07-20 WO PCT/DE1996/001332 patent/WO1997014886A1/de active IP Right Grant
- 1996-07-20 KR KR10-1998-0702697A patent/KR100442165B1/ko not_active IP Right Cessation
- 1996-07-20 DE DE59602297T patent/DE59602297D1/de not_active Expired - Lifetime
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
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WO1993013311A1 (en) * | 1991-12-26 | 1993-07-08 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Automobile engine |
EP0655554A1 (fr) * | 1993-11-30 | 1995-05-31 | Société Anonyme dite: REGIE NATIONALE DES USINES RENAULT | Procédé de correction des à-coups de couple d'un moteur à combustion interne |
Also Published As
Publication number | Publication date |
---|---|
JP4024299B2 (ja) | 2007-12-19 |
KR19990064211A (ko) | 1999-07-26 |
CN1199448A (zh) | 1998-11-18 |
US5954026A (en) | 1999-09-21 |
DE59602297D1 (de) | 1999-07-29 |
WO1997014886A1 (de) | 1997-04-24 |
EP0854980B1 (de) | 1999-06-23 |
KR100442165B1 (ko) | 2005-01-26 |
EP0854980A1 (de) | 1998-07-29 |
JPH11513769A (ja) | 1999-11-24 |
DE19538369A1 (de) | 1997-04-17 |
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