CN1158942A - 固定风门扭矩要求对策 - Google Patents
固定风门扭矩要求对策 Download PDFInfo
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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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- 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
- 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
-
- 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
- F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
本发明讲解用作为驾驶员要求的扭矩的函数确定修正了的扭矩来运行有固定风门的车辆。这个修正的扭矩是用以确定为达到所需扭矩而要求的延迟点火量或燃油切断量。
Description
本发明涉及内燃机的电子机器控制。
美国专利4,779,597讲解了一种在操作内燃机时发生风门卡住时用于控制燃油流量或次级气流的方法。同样,授予Maute等人的美国专利5,325,832也讲解了一种在发生风门卡住式损坏时的紧急驱动功能。然而,没有关于作为机器控制对策的一部分的专门计算有效机器扭矩的讲解。
虽然这些和其他专利讲解了在发生风门卡住时维护某些车辆驾驶性能,仍然还需要内燃机的改进的故障模式操作。这些就是本发明所克服的一些问题。
本发明讲解根据固定风门和踏板位置使用最大估计风门以决定由于燃油切断和火花点火滞后扭矩控制对策所需要的扭矩减小总量。
按照本发明的最佳实施例的对策使操作者能够用固定风门机器驾驶。此对策以风门位置、机器速度、EGR(废气再循环)、充气温度和估计的气压数据估计机器能够产生的最大据矩。此最大扭矩作为用加速踏板位置传感器数据所指示的所希望的扭矩的函数加以修正;该数据是传递给燃油火花扭矩控制对策的。
这就提出对固定风门机器的机器扭矩控制的一个改进方法并且改进了在内燃机中故障模式管理。
图1是按照本发明的最佳实施例的内燃机和相连的电子机器控制系统的框图;以及
图2是按照本发明的最佳实施例的逻辑流程图。
参考图1,机器10偶合到电子机器控制模块11。机器10有一操作地偶合到机器控制模块11的空气进入风门12。风门12偶合到由驾驶者操作的踏板13。传感器14偶合到风门12以检测风门位置并且向机器控制模块11提供输入信号。传感器131偶合到踏板13以检测踏板位置并且向机器控制模块11提供输入信号。机器速度传感器15偶合到机器10并且向电子机器控制模块11提供信号。废气再循环阀门16向电子机器控制模块11提供信号。充气温度传感器17偶合到进入机器10的空气流动通道并且向电子机器控制模块11提供信号。电子机器控制模块11包含一个存储的燃料和火花对策用于控制机器10的运行。
参考图2,逻辑流程块20按照本发明的最佳实施例开始逻辑流程。块20有来自指示机器速度、风门角、废气再循环和吸入空气温度等的传感器的输入。块20包含对机器的最大有效负载的计算。负载是指示进入机器的实际气流质量对于进入机器的最大气流质量之比的无量纲因子。逻辑流程进到块21其中计算最大有效扭矩。块21也有指示机器速度的输入。来自块21的逻辑流程进到块22其中计算所需要的机器扭矩。块22也有指明踏板位置的输入,更具体地,净有效扭矩是由减去计及摩擦、空调荷载、动力转向泵损耗等的扭矩损耗来决定。然后将遵循这些计算得到的净有效扭矩乘以踏板位置变量,它是车辆操作者的扭矩要求的预测。操作者所需要的扭矩是踏板位置因子和净有效扭矩的乘积。逻辑流程从块22进到块23,它产生机器控制系统的扭矩控制对策的输出。也就是说,所需的扭矩于是就转换成扭矩控制对策,它是为了达到所需的或所要求的扭矩而用来决定提前点火或燃油中止或二者的结合。由扭矩控制对策所决定的计算结果是实际扭矩和所需扭矩的比较。
对于用固定风门12操作车辆的驾驶员来说,机器扭矩必须用除了调节气流之外的手段来减小。机器控制模块11已经存储了机器控制对策。这样对策已经就位用延迟点火和切断燃油注入器来减小扭矩。机器10包括火花塞101和喷油咀102,它们偶合到电子机器模块11以供运行。以延迟点火和切断喷油咀来控制扭矩的存储的对策是与诸如助推器和速度限制等机器运行条件结合使用。
总之,按照本发明的最佳实施例的对策作为可以从固定风门机器得到的最大扭矩的百分比确定驾驶员要求的扭矩并且传送这个扭矩到在电子机器控制模块11中的现有扭矩控制对策。为了首先决定最大有效风门,机器控制对策使用估计海平面负载函数、机器速度、废气再循环(EGR)气流、充气温度和气压来估计最大有效负载。此负载于是用机器速度负载函数转换为指示扭矩,并减去扭矩损耗。此扭矩于是被乘以踏板要求函数,它用踏板位置计算驾驶员要求最大扭矩的什么样的百分比。
这个修改过的扭矩于是传送到扭矩控制对策,它决定为达到这个所需的扭矩需要多大的延迟点火或燃油切断。
更具体地,按照本发明的最佳实施例,这个系统将根据电子风门位置决定最大有效扭矩,并且使机器输出扭矩是基于该值的一个百分比之上。此系统的定义如下:
输入
ACT 充气温度
BP 大气压力(bp)
N 机器速度
ETP_rel 电子风门的相对风门位置
EGRACT 实际废气再循环(egr)率
IAC 吸入转子控制态
TQ_LOSS 对推断的扭矩(tg)的扭矩损耗
%FA 脚踏角百分比
校准参数
FN059 对推断的bp的温度补偿
FN1036A 对于机器速度对比相对风门位置(for n vs tp_rel)
的在海平面的负载
FN1036B 对于机器速度对比相对风门位置在海平面的荷载,第
二级打开
FN1037 来自废气再循环(egr)、机器速度对比相对风门位
置(n vstp_rel)的负载
FN1615A 指示机器扭矩,机器速度对比负载(n vs load)
FNOETC_FMEM驾驶员要求转换函数,表示为百分比,其中所需的
扭矩确定为最大扭矩的百分比
输出
max_av_load对固定电子风门控制(ETC)位置可得到的最大负载
max_av_tq 对固定电子风门控制位置可得到的最大扭矩
da_tg_fmem 驾驶员要求的对固定风门情况的机器扭矩如果IAC状态等于“1”,那么
max_av_load=〔fn1036b(n,etp_rel)-egract/10**
fn1037(n,etp_rel)〕** fn059(act)**bp/29.92如果IAC状态不等于“1”,那么
max_av_load=〔fn1036a(n,etp_rel)-egract/10*fn1037(n,etp_rel)〕**
fn059(act)**bp/29.92计算最大有效扭矩:
max_av_tq=fn1615a(n,max_av_load)计算所需扭矩:
da_tq_fmem=〔max_av_tq_tq_loss〕**fnoetc_fmem(%fa)
其中计算所需扭矩包括在固定风门条件下从最大有效扭矩中减去机器扭矩耗损来决定净扭矩。然后将这个净扭矩乘以表示所需扭矩百分比的校准函数。更具体地,对于最大扭矩的所需扭矩的百分比是作为表示加速踏板位置的脚踏角的百分率的函数确定的。
这个过程用发送da_tq_fmem到扭矩控制模块而继续下去,在模块中决定了要关掉的气缸数并且计算和实现提前点火的减少量。
不同的修改和变化对那些熟悉本发明所属技术领域的人们无疑也会想的出来。基本上依赖于推进了现有技术的本公开的上述讲解的这些变化当然被认为是在本发明的范围之内。
Claims (1)
1、一个用于运行内燃机的对策,包括步骤为:
确定风门是在固定位置;
检测以下输入:
ACT 充气温度
BP 气压
N 机器速度
ETP_rel 电子风门的tp_rel
EGRACT 实际废气再循环率
IAC 吸入转子控制态
TQ_LOSS 对推断的tq的tp损耗
%FA 脚踏角百分数;
确定以下校准参数:
FN059 对推断的bp的温度补偿
FN1036A 对于机器速度对相对风门位置在海平面的负载
FN1036B 对于机器速度对相对风门位置在海平面的负载,二级打
开
FN1037 从废气再循环、机器速度对相对风门位置来的负载
FN1615A 指明的机器扭矩,机器速度对相对风门位置
FNOETC_FMEM驾驶员要求转换函数,有效扭矩的百分率;以及
按照下列方程产生以下输出:
max_av_load 对固定ETC位置可得到的最大负载
max_av_tq 对固定ETC位置可得到的最大扭矩
da_tq_fmem 对FMEM情况的驾驶员要求的机器扭矩如果IAC状态等于“1”,那么确定:max_av_load=〔fn1036b(n,etp_rel)-egract/10*
fn1037(n,etp_rel)〕*
fn059(act)*bp/29.92如果IAC状态不等于“1”,那么确定:
max_av_load=〔fn1036a(n,etp_rel)-egract/10*fn1037(n,etp_rel)〕*
fn059(act)*bp/29.92计算最大有效扭矩用:
max_av_tq=fn1615a(n,max_av_laod)计算所需扭矩用:
da_tg_fmem=〔max_av_tq-tq_oss〕-fnOetc_fmem(%fa)从而在固定风门条件下以从最大有效扭矩中减去机器扭矩耗损来确定净扭矩而计算所需扭矩,这个净扭矩于是被乘以指示所需扭矩百分率的校准函数,使得对于最大扭矩的的所需扭矩的百分率被确定为指示加速踏板位置的脚踏角的百分率的函数;以及
把da_tq_mem发送到扭矩控制模块,其中确定了要关掉的气缸数并且计算和实现了提前点火减少。
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US08/589,239 | 1996-01-22 | ||
US08/589,239 US5623906A (en) | 1996-01-22 | 1996-01-22 | Fixed throttle torque demand strategy |
Publications (1)
Publication Number | Publication Date |
---|---|
CN1158942A true CN1158942A (zh) | 1997-09-10 |
Family
ID=24357203
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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CN96114194A Pending CN1158942A (zh) | 1996-01-22 | 1996-12-30 | 固定风门扭矩要求对策 |
Country Status (7)
Country | Link |
---|---|
US (1) | US5623906A (zh) |
EP (1) | EP0785351B1 (zh) |
JP (1) | JPH09195832A (zh) |
CN (1) | CN1158942A (zh) |
AU (1) | AU716458B2 (zh) |
CA (1) | CA2194715A1 (zh) |
DE (1) | DE69627294T2 (zh) |
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1996
- 1996-01-22 US US08/589,239 patent/US5623906A/en not_active Expired - Lifetime
- 1996-12-11 EP EP96308983A patent/EP0785351B1/en not_active Expired - Lifetime
- 1996-12-11 DE DE69627294T patent/DE69627294T2/de not_active Expired - Fee Related
- 1996-12-18 JP JP8338626A patent/JPH09195832A/ja active Pending
- 1996-12-30 CN CN96114194A patent/CN1158942A/zh active Pending
-
1997
- 1997-01-09 CA CA002194715A patent/CA2194715A1/en not_active Abandoned
- 1997-01-20 AU AU12225/97A patent/AU716458B2/en not_active Ceased
Cited By (4)
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CN101372916B (zh) * | 2007-03-26 | 2010-12-08 | 通用汽车环球科技运作公司 | 全量程扭矩降低 |
CN102822504A (zh) * | 2010-03-25 | 2012-12-12 | 罗伯特·博世有限公司 | 用于调整在稀燃运行状态下内燃机的排气回收率的方法和装置 |
US9284936B2 (en) | 2010-03-25 | 2016-03-15 | Robert Bosch Gmbh | Method and device for controlling the exhaust gas recirculation rate for internal combustion engines during lean operation |
CN102822504B (zh) * | 2010-03-25 | 2016-04-27 | 罗伯特·博世有限公司 | 用于调整在稀燃运行状态下内燃机的排气回收率的方法和装置 |
Also Published As
Publication number | Publication date |
---|---|
EP0785351A3 (en) | 1999-06-16 |
EP0785351A2 (en) | 1997-07-23 |
EP0785351B1 (en) | 2003-04-09 |
MX9606267A (es) | 1997-07-31 |
DE69627294T2 (de) | 2003-11-06 |
DE69627294D1 (de) | 2003-05-15 |
AU716458B2 (en) | 2000-02-24 |
CA2194715A1 (en) | 1997-07-23 |
JPH09195832A (ja) | 1997-07-29 |
US5623906A (en) | 1997-04-29 |
AU1222597A (en) | 1997-07-31 |
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