EP0694121A1 - Method for controlling an internal combustion engine as it switches to idling speed - Google Patents

Method for controlling an internal combustion engine as it switches to idling speed

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Publication number
EP0694121A1
EP0694121A1 EP94913530A EP94913530A EP0694121A1 EP 0694121 A1 EP0694121 A1 EP 0694121A1 EP 94913530 A EP94913530 A EP 94913530A EP 94913530 A EP94913530 A EP 94913530A EP 0694121 A1 EP0694121 A1 EP 0694121A1
Authority
EP
European Patent Office
Prior art keywords
speed
engine
predetermined
controlling
setpoint
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94913530A
Other languages
German (de)
French (fr)
Other versions
EP0694121B1 (en
Inventor
Alain Aubourg
Jean Cosault
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive France SAS
Original Assignee
Siemens Automotive SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Automotive SA filed Critical Siemens Automotive SA
Publication of EP0694121A1 publication Critical patent/EP0694121A1/en
Application granted granted Critical
Publication of EP0694121B1 publication Critical patent/EP0694121B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • 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
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • 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
    • F02D41/1402—Adaptive control
    • 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
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02D41/1404—Fuzzy logic control

Definitions

  • the present invention relates to a method for controlling an internal combustion engine during entry into idle speed and, more particularly, to such a method designed for an engine associated with means for controlling its speed at a predetermined set value.
  • the engine 1 comprises an air intake manifold 2 connected to a filter 3 and an exhaust line 4 in which is conventionally placed a pot 5, possibly catalytic.
  • an electronic computer 6 powered by lines 7 for transmitting signals emitted by sensors (not shown) of engine speed, intake pressure d air, cooling water temperature, etc ...
  • the computer in turn develops, according to various strategies, actuator control orders such as a spark plug 8 of an air / fuel mixture , a fuel injector 9, a throttle valve 10 for adjusting the quantity of air admitted and a valve 11 controlling an additional air current, mounted in parallel on the throttle valve 10.
  • actuator control orders such as a spark plug 8 of an air / fuel mixture , a fuel injector 9, a throttle valve 10 for adjusting the quantity of air admitted and a valve 11 controlling an additional air current, mounted in parallel on the throttle valve 10.
  • the air throttle valve In idle speed, the air throttle valve
  • the computer regulates the "filling" of the engine cylinders with air using the additional valve
  • the object of the present invention is therefore to provide a method for controlling an internal combustion engine when entering idle speed, thus making it possible to control the evolution of the engine speed and to avoid the abovementioned drawbacks of the methods. of the prior art.
  • the fall in engine speed is perfectly controlled, each time it returns to an idle speed and the sub-revs or stalls mentioned above are then avoided.
  • the actual speed is measured and the decrease in the set point speed is initialized at this speed value according to the predetermined time law .
  • the predetermined time law is stored in the form of a speed correction table functions of the absolute value of the time interval separating the instant of appearance of the predetermined state of the instant when the actual engine speed must reach the final idle speed by following said time law.
  • FIGS. 1, 2 and 3 are respectively a diagram of a device enabling the method according to the invention to be implemented and graphs commented on in the preamble to this description,
  • FIG. 4 is a graph useful for explaining the method according to the present invention.
  • FIG. 5 is a table setting the time law used in the present invention.
  • the present invention applies to an internal combustion engine equipped with means for controlling the speed, or speed of rotation, of the engine to a set speed, these means being contained in the computer 6 duly equipped with the necessary hardware and software means, as is well known.
  • the servo means serve in particular, in a well-established idle speed, to stabilize the engine speed at a selected idle speed value. They can be made up of “controllers” ensuring PI or PID regulation of this idling speed, or of controllers operating in "fuzzy" logic for example.
  • the method according to the invention involves a prior detection of an operating state of the engine which requires an immediate implementation of a control strategy for this engine capable of preparing it to operate at a so-called "idle" speed, as is the case, for example, when the driver slows down the vehicle with a view to stopping the latter, the engine continuing to run after stopping with a speed regulated by the servo means mentioned above.
  • the engine rotation speed is lower than a threshold taken, for example, from a table as a function of the temperature of the engine cooling water or calculated as a function of the speed final deposit,
  • the detection of such a predetermined state is considered as calling an input for the operation of the engine in idle speed, input which, according to an essential characteristic of the method according to the invention, will be carried out by forcing the real speed N of the engine decrease by closely following a setpoint regime N decreasing as a function of time according to a time law such as that illustrated by the graph in FIG. 4.
  • the following function makes it possible to obtain values similar to those given in the table in FIG. 5:
  • N (t) N for N (t) ⁇ N
  • N and AN are expressed in revolutions / minute, t in seconds.
  • the decrease in the set point regime is initialized, at time t, so change in accordance with the time law N (t) fixed by the table, whatever the previous changes (see graph arcs A or B, Figure 4) of the actual engine speed.
  • the speed control means mentioned above then regulate the speed at this value, during the established idle phase.
  • control means with PI or PID regulation for example, also monitor the forced setpoint speed N, during the transition phase.
  • Each nominal speed value corresponds to a nominal value of the control parameter (s) (quantity of fuel, opening of the additional air valve, advance to injection or ignition, etc.) which are corrected by the servo means as a function of the behavior of the real regime with respect to the set speed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The occurrence of a predetermined engine condition (time t) considered to require the engine to switch to idling speed is monitored, and when such a condition arises, the set speed of the engine is forced down according to a predetermined time law N(t), whereby said set speed tends towards a predetermined idling speed (N).

Description

Procédé de commande d'un moteur à combustion interne lors d'une entrée en régime de ralenti. La présente invention est relative à un procédé de commande d'un moteur à combustion interne lors d'une entrée en régime de ralenti et, plus particulièrement, à un tel procédé conçu pour un moteur associé à des moyens d'asservissement de son régime à une valeur de consigne prédéterminée. Method of controlling an internal combustion engine when entering idle speed. The present invention relates to a method for controlling an internal combustion engine during entry into idle speed and, more particularly, to such a method designed for an engine associated with means for controlling its speed at a predetermined set value.
On a représenté à la figure 1 du dessin annexé un moteur à combustion interne associé à de tels moyens. Le moteur 1 comprend un collecteur d'admission d'air 2 raccordé à un filtre 3 et une ligne d'échappement 4 dans laquelle est placée classiquement un pot 5, éventuellement catalytique.There is shown in Figure 1 of the accompanying drawing an internal combustion engine associated with such means. The engine 1 comprises an air intake manifold 2 connected to a filter 3 and an exhaust line 4 in which is conventionally placed a pot 5, possibly catalytic.
Dans un véhicule automobile propulsé par un tel moteur, on trouve en outre couramment aujourd'hui un calculateur électronique 6 alimenté par des lignes 7 de transmission de signaux émis par des capteurs (non représentés) de régime du moteur, de pression d'admission d'air, de température d'eau de refroidissement, etc... Le calculateur élabore en retour, en fonction de diverses stratégies, des ordres de commande d'actionneurs tels qu'une bougie d'allumage 8 d'un mélange air/carburant, un injecteur de carburant 9, un papillon 10 de réglage de la quantité d'air admis et une vanne 11 commandant un courant d'air additionnel, monté en parallèle sur le papillon 10. En régime de ralenti, le papillon d'airIn a motor vehicle propelled by such an engine, there is also currently today an electronic computer 6 powered by lines 7 for transmitting signals emitted by sensors (not shown) of engine speed, intake pressure d air, cooling water temperature, etc ... The computer in turn develops, according to various strategies, actuator control orders such as a spark plug 8 of an air / fuel mixture , a fuel injector 9, a throttle valve 10 for adjusting the quantity of air admitted and a valve 11 controlling an additional air current, mounted in parallel on the throttle valve 10. In idle speed, the air throttle valve
10 étant fermé, le calculateur règle le "remplissage" en air des cylindres du moteur à l'aide de la vanne additionnelle10 being closed, the computer regulates the "filling" of the engine cylinders with air using the additional valve
11, de manière que le moteur tourne alors à une vitesse typiquement de l'ordre de 700 tr/ n environ.11, so that the engine then rotates at a speed typically of the order of approximately 700 rpm.
Lors d'une entrée en régime de ralenti, on peut rencontrer des problèmes d'adaptation du couple de sortie du moteur aux couples résistants qui lui sont opposés. Une chute "libre" du régime du moteur vers une consigne finale fixe, comme représenté à la figure 2 du dessin annexé, peut faire tomber ce régime N en dessous du régime de ralenti de consigne N (après l'instant t ) si des frottements internes au moteur dus par exemple à un démarrage à froid, ou des appareils auxiliaires (alternateur, compresseur de climatisation, direction assistée, etc..) alourdissent la charge du moteur. Le moteur peut alors "tousser" voire même caler.When entering idle speed, problems may arise in adapting the engine output torque to the opposing resistive torques. A "free" fall of the engine speed towards a fixed final setpoint, as shown in FIG. 2 of the appended drawing, can cause this speed N to fall below the idle speed setpoint N (after the instant t) if friction internal to the engine due for example to a cold start, or auxiliary devices (alternator, compressor air conditioning, power steering, etc.) increase the engine load. The engine can then "cough" or even stall.
Pour éviter cet inconvénient, on connaît du brevet européen No. 0 170 574 un procédé, illustré à la figure 3, suivant lequel on remplace, lors d'une entrée en régime de ralenti, la consigne fixe finale N par une consigne variable N permettant de faire évoluer le régime du moteur sans brusquerie vers cette consigne finale. On a représenté en trait plein et en trait interrompu, respectivement, l'évolution du régime réel N et du régime de consigne N . Ce dernier est fixé, à chaque instant t, à la valeur du régime de ralenti N augmentée d'une fraction (100 - x)% de la différence entre le régime réel N et le régime de ralenti N et rejoint ainsi progressivement ce régime de ralenti final. Des régulateurs ou "contrôleurs" PI ou PID agissent par exemple sur le taux d'ouverture de la vanne 11 de commande d'air additionnel pour assurer le suivi de la consigne ainsi fixée. L'utilisation de tels contrôleurs n'est pas sans inconvénient. En effet, pendant la chute du régime réel vers la valeur de régime de ralenti final, la consigne intermédiaire N est toujours inférieure au régime réel N et il y a alors incrémentation constante du terme intégral de la régulation ce qui peut provoquer un sous-régime compensateur après que le régime réel ait atteint le régime de ralenti final. Par ailleurs, le régime de consigne étant fonction du régime réel, les perturbations (pompages) qui peuvent affecter ce dernier se répercutent sur la consigne avec introduction de déphasages par le terme différentiel de la régulation.To avoid this drawback, there is known from European patent No. 0 170 574 a process, illustrated in FIG. 3, according to which, when entering idle speed, the final fixed set point N is replaced by a variable set point N allowing to change the engine speed without abruptness towards this final setpoint. The evolution of the real speed N and of the reference speed N is shown in solid lines and broken lines, respectively. The latter is fixed, at each instant t, at the value of the idle speed N increased by a fraction (100 - x)% of the difference between the real speed N and the idle speed N and thus gradually joins this speed of final idle. PI or PID regulators or "controllers" act, for example, on the rate of opening of the additional air control valve 11 to monitor the setpoint thus set. The use of such controllers is not without drawbacks. Indeed, during the fall of the real speed towards the final idle speed value, the intermediate setpoint N is always lower than the real speed N and there is then constant incrementation of the integral term of the regulation which can cause an under-speed compensator after the actual speed has reached the final idle speed. Furthermore, since the setpoint speed is a function of the actual speed, disturbances (pumping) which may affect the latter have repercussions on the setpoint with the introduction of phase shifts by the differential term of the regulation.
On connaît encore de la demande de brevet GB 2 162 973 un procédé d'entrée en régulation de ralenti qui se caractérise par le suivi d'une consigne de forme générale exponentielle, mais dont les paramètres dépendent en particulier de la dérivée du régime lors du franchissement d'un seuil en régime. Un tel procédé présente des inconvénients liés à la dépendance de la courbe de consigne par rapport aux conditions initiales. On peut citer par exemple le cas d'un franchissement du seuil d'entrée en régulation de ralenti lors d'un freinage brutal du véhicule, moteur accouplé. Dans ce cas, la dérivée du régime est forte, entraînant une courbe de consigne très plate. Dès que le moteur est désaccouplé, le régime a tendance a rattraper la courbe de consigne, alors située très au dessus, ce qui a pour conséquence une réaccélération brutale du moteur. Dans le cas inverse, décélération très lente, la courbe de consigne est très raide, et risque, dans le cas de l'accouplement d'une charge telle que climatiseur etc.. de conduire au calage du moteur.There is also known from patent application GB 2 162 973 a process for entering idle speed regulation which is characterized by the following of a set point of generally exponential shape, but the parameters of which depend in particular on the derivative of the speed during the crossing of a threshold in regime. Such a method has drawbacks linked to the dependence of the setpoint curve compared to the initial conditions. We can cite for example the case of crossing the entry threshold for idling control during sudden braking of the vehicle, engine coupled. In this case, the regime derivative is strong, resulting in a very flat setpoint curve. As soon as the engine is uncoupled, the speed tends to catch up with the setpoint curve, which is then located very high, which results in a sudden re-acceleration of the engine. In the opposite case, very slow deceleration, the setpoint curve is very steep, and risks, in the case of the coupling of a load such as air conditioner, etc., leading to stalling of the engine.
La présente invention a donc pour but de fournir un procédé de commande d'un moteur à combustion interne lors d'une entrée en régime de ralenti, permettant de maîtriser alors l'évolution du régime du moteur et d'éviter les inconvénients précités des procédés de la technique antérieure.The object of the present invention is therefore to provide a method for controlling an internal combustion engine when entering idle speed, thus making it possible to control the evolution of the engine speed and to avoid the abovementioned drawbacks of the methods. of the prior art.
On atteint ce but de la présente invention, ainsi que d'autres qui apparaîtront à la lecture de la description qui va suivre, avec un procédé de commande d'un moteur à combustion interne lors d'une entrée en régime de ralenti, le moteur étant associé à des moyens d'asservissement de son régime à une valeur de consigne prédéterminée, procédé suivant lequel on surveille l'apparition éventuelle d'un état prédéterminé de fonctionnement du moteur considéré comme appelant une entrée en régime de ralenti et, à la détection d'un tel état, on commande une décroissance du régime de consigne du moteur, suivant une loi temporelle prédéterminée, indépendante du taux de décroissance du régime à l'apparition de l'état prédéterminé, qui fait tendre ce régime de consigne vers un régime de ralenti prédéterminé.This object of the present invention is achieved, as well as others which will appear on reading the description which follows, with a method of controlling an internal combustion engine when entering idle speed, the engine being associated with means for controlling its speed to a predetermined set value, method according to which the possible appearance of a predetermined operating state of the engine considered to call for entry into idle speed is monitored and, upon detection from such a state, a decrease in the engine setpoint speed is controlled, according to a predetermined time law, independent of the rate of decrease of the speed at the appearance of the predetermined state, which causes this setpoint speed to tend towards a speed predetermined idle speed.
Grâce à cette commande temporelle du régime de consigne, on maîtrise parfaitement la chute du régime du moteur, à chaque fois que celui-ci revient vers un régime de ralenti et on évite alors les sous-régimes ou calages mentionnés plus haut. Suivant une autre caractéristique du procédé selon l'invention, à l'instant d'apparition de l'état prédéter¬ miné, on mesure le régime réel et on initialise à cette valeur de régime la décroissance du régime de consigne suivant la loi temporelle prédéterminée.Thanks to this temporal command of the set speed, the fall in engine speed is perfectly controlled, each time it returns to an idle speed and the sub-revs or stalls mentioned above are then avoided. According to another characteristic of the method according to the invention, at the instant of appearance of the predeter¬ mined state, the actual speed is measured and the decrease in the set point speed is initialized at this speed value according to the predetermined time law .
Selon une mise en oeuvre préférée du procédé suivant l'invention, la loi temporelle prédéterminée est mise en mémoire sous forme d'une table de corrections de régime fonctions de la valeur absolue de l'intervalle de temps séparant l'instant d'apparition de l'état prédéterminé de l'instant où le régime réel du moteur doit rejoindre le régime de ralenti final en suivant ladite loi temporelle.According to a preferred implementation of the method according to the invention, the predetermined time law is stored in the form of a speed correction table functions of the absolute value of the time interval separating the instant of appearance of the predetermined state of the instant when the actual engine speed must reach the final idle speed by following said time law.
D'autres caractéristiques et avantages du procédé suivant 1'invention apparaîtront à la lecture de la description qui va suivre et à l'examen du dessin annexé dans lequel :Other characteristics and advantages of the process according to the invention will appear on reading the description which follows and on examining the appended drawing in which:
- les figures 1, 2 et 3 sont respectivement un schéma d'un dispositif permettant la mise en oeuvre du procédé suivant 1'invention et des graphes commentés en préambule de la présente description,FIGS. 1, 2 and 3 are respectively a diagram of a device enabling the method according to the invention to be implemented and graphs commented on in the preamble to this description,
- la figure 4 est un graphe utile à l'explication du procédé suivant la présente invention, etFIG. 4 is a graph useful for explaining the method according to the present invention, and
- la figure 5 est une table fixant la loi temporelle utilisée dans la présente invention. Comme on l'a indiqué plus haut, la présente invention s'applique à un moteur à combustion interne équipé de moyens pour asservir le régime, ou vitesse de rotation, du moteur à un régime de consigne, ces moyens étant contenus dans le calculateur 6 dûment équipé des moyens matériels et logiciels nécessaires, comme il est bien connu.- Figure 5 is a table setting the time law used in the present invention. As indicated above, the present invention applies to an internal combustion engine equipped with means for controlling the speed, or speed of rotation, of the engine to a set speed, these means being contained in the computer 6 duly equipped with the necessary hardware and software means, as is well known.
Classiquement, les moyens d'asservissement servent notamment, en régime de ralenti bien établi, à assurer la stabilisation du régime du moteur à une valeur de régime de ralenti choisie. Ils peuvent être constitués de "contrôleurs" assurant une régulation PI ou PID de ce régime de ralenti, ou de contrôleurs fonctionnant en logique "floue" par exemple.Conventionally, the servo means serve in particular, in a well-established idle speed, to stabilize the engine speed at a selected idle speed value. They can be made up of "controllers" ensuring PI or PID regulation of this idling speed, or of controllers operating in "fuzzy" logic for example.
Le procédé suivant l'invention implique une détection préalable d'un état de fonctionnement du moteur qui exige une mise en oeuvre immédiate d'une stratégie de commande de ce moteur propre à le préparer à fonctionner à un régime dit "de ralenti" comme c'est le cas, par exemple, quand le conducteur ralentit le véhicule en vue d'un arrêt de celui-ci, le moteur continuant à tourner après l'arrêt avec une vitesse régulée par les moyens d'asservissement mentionnés ci-dessus.The method according to the invention involves a prior detection of an operating state of the engine which requires an immediate implementation of a control strategy for this engine capable of preparing it to operate at a so-called "idle" speed, as is the case, for example, when the driver slows down the vehicle with a view to stopping the latter, the engine continuing to run after stopping with a speed regulated by the servo means mentioned above.
L'existence d'un tel état de fonctionnement est reconnue par référence à l'état prédéterminé suivant :The existence of such an operating state is recognized by reference to the following predetermined state:
1) le conducteur a levé le pied de la pédale d'accélérateur. On sait que, classiquement, un contact de "pied levé" se ferme alors pour envoyer un signal correspondant au calculateur. Cette condition peut être combinée, éventuellement, avec d'autres conditions optionnelles telles que :1) the driver released his foot from the accelerator pedal. We know that, conventionally, a "lifted foot" contact then closes to send a signal corresponding to the computer. This condition can be combined, possibly, with other optional conditions such as:
2) à l'instant du levé de pied, la vitesse de rotation du moteur est inférieure à un seuil tiré, par exemple, d'une table en fonction de la température de l'eau de refroidissement du moteur ou calculé en fonction du régime final de consigne,2) at the time of foot lift, the engine rotation speed is lower than a threshold taken, for example, from a table as a function of the temperature of the engine cooling water or calculated as a function of the speed final deposit,
3) le véhicule est à l'arrêt.3) the vehicle is stationary.
La détection d'un tel état prédéterminé est considérée comme appelant une entrée du fonctionnement du moteur en régime de ralenti, entrée qui, suivant une caractéristique essentielle du procédé suivant l'invention, va s'effectuer en forçant le régime réel N du moteur à décroître en suivant étroitement un régime de consigne N décroissant en fonction du temps suivant une loi temporelle telle que celle illustrée par le graphe de la figure 4.The detection of such a predetermined state is considered as calling an input for the operation of the engine in idle speed, input which, according to an essential characteristic of the method according to the invention, will be carried out by forcing the real speed N of the engine decrease by closely following a setpoint regime N decreasing as a function of time according to a time law such as that illustrated by the graph in FIG. 4.
A 1'apparition de 1'état de fonctionnement prédéterminé du moteur, par exemple à la détection du signal de "pied levé", le calculateur 6 relève le régime réel du moteur. A titre d'exemple, comme représenté à la figure 4, le signal de "pied levé" apparaît à l'instant t alors que le moteur tourne à 1300 tr/mn. Sachant que la loi de forçage du régime du moteur doit amener ce régime à un régime de ralenti N de 700 tr/mn par exemple, le calculateur recherche dans une table (figure 5) mise en mémoire la valeur absolue d'un intervalle de temps Δt = t -t tel que, en suivant cette loi, la vitesse passe de 1300 tr/mn (à t ) à : 1300 - 600 = 700 tr/mn (à t )Upon the appearance of the predetermined operating state of the engine, for example upon detection of the "lifted foot" signal, the computer 6 reads the actual engine speed. By way of example, as shown in FIG. 4, the "foot raised" signal appears at time t while the engine is running at 1300 rpm. Knowing that the law of forcing the engine speed must bring this speed to an idle speed N of 700 rpm for example, the computer search in a table (figure 5) storing in memory the absolute value of a time interval Δt = t -t such that, following this law, the speed goes from 1300 rpm (at t) to: 1300 - 600 = 700 rpm (at t)
La table indique alors |Δt| = 3,4 s, cette valeur étant en fait obtenue par interpolation entre deux valeurs mémorisées l'encadrant, soit 3 s et 3,5 s.The table then indicates | Δt | = 3.4 s, this value being in fact obtained by interpolation between two values memorized around it, ie 3 s and 3.5 s.
On comprend que le régime de consigne est de la forme :We understand that the setpoint regime is of the form:
N = N + ΔN avec ΔN = f (.Δt|), terme correctif mis en mémoire dans la table. Les diverses valeurs de ΔN figurant dans la table peuvent être aisément calculées pour que la décroissance du régime de consigne suive tel ou tel profil prédéterminé, parabolique, hyperbolique ou exponentiel par exemple. La correction ΔN décroît évidemment avec le temps pour s'annuler à l'instant t où le régime de consigne N rejoint le régime de ralenti final N . C'est ce qu'exprime la table de la figure 5. En prenant en compte la valeur absolue |Δt| du temps qui s'écoule entre les instants t et t , on lit en quelque sorte "à l'envers" le graphe de la figure 4, comme l'indique l'axe |Δt| représenté à cette figure.N = N + ΔN with ΔN = f (.Δt |), corrective term stored in the table. The various values of ΔN appearing in the table can be easily calculated so that the decrease in the setpoint regime follows this or that predetermined profile, parabolic, hyperbolic or exponential for example. The correction ΔN obviously decreases over time and is canceled out at time t when the set speed N reaches the final idle speed N. This is expressed in the table in Figure 5. Taking into account the absolute value | Δt | of the time which elapses between the instants t and t, one reads in a way "upside down" the graph of figure 4, as indicated by the axis | Δt | shown in this figure.
On pourrait également exprimer la valeur du régime de consigne N (t) en employant directement une fonction du temps représentative des valeurs à obtenir. A titre d'exemple, la fonction suivante permet d'obtenir des valeurs analogues à celles données dans la table de la figure 5 :One could also express the value of the setpoint regime N (t) by directly using a time function representative of the values to be obtained. As an example, the following function makes it possible to obtain values similar to those given in the table in FIG. 5:
et N (t)=N pour N (t) < N où : and N (t) = N for N (t) <N where:
- ΔN représente 1'écart entre le régime du moteur à l'instant t et le régime de consigne final N ,- ΔN represents the difference between the engine speed at time t and the final reference speed N,
- N (t) , N et AN sont exprimés en tours/minute, t en secondes.- N (t), N and AN are expressed in revolutions / minute, t in seconds.
On comprend que la décroissance du régime de consigne est initialisée, à l'instant t , de manière à évoluer conformément à la loi temporelle N (t) fixée par la table, quelles que soient les évolutions antérieures (voir arcs de graphe A ou B, figure 4) du régime réel du moteur. A partir de l'instant t , le régime de consigne entre dans une phase de transition pendant laquelle le calculateur décrémente régulièrement la valeur de ΔN conformément à la table de la figure 5, jusqu'à l'instant t pour lequel |Δt| = 0 et N = N = 700 tr/mn par exemple. Les moyens d'asservissement de régime mentionnés plus haut assurent ensuite la régulation du régime à cette valeur, pendant la phase de ralenti établi.It will be understood that the decrease in the set point regime is initialized, at time t, so change in accordance with the time law N (t) fixed by the table, whatever the previous changes (see graph arcs A or B, Figure 4) of the actual engine speed. From the instant t, the set point regime enters a transition phase during which the computer regularly decrements the value of ΔN in accordance with the table in FIG. 5, until the instant t for which | Δt | = 0 and N = N = 700 rpm for example. The speed control means mentioned above then regulate the speed at this value, during the established idle phase.
Avantageusement, suivant l'invention, les moyens d'asservissement, à régulation PI ou PID par exemple, assurent aussi le suivi du régime de consigne forcé N , pendant la phase de transition.Advantageously, according to the invention, the control means, with PI or PID regulation for example, also monitor the forced setpoint speed N, during the transition phase.
A chaque valeur de régime de consigne correspond une valeur nominale du ou des paramètres de commande (quantité d'essence, ouverture de la vanne d'air additionnelle, avance à l'injection ou à l'allumage etc..) qui sont corrigés par les moyens d'asservissement en fonction du comportement du régime réel par rapport au régime de consigne.Each nominal speed value corresponds to a nominal value of the control parameter (s) (quantity of fuel, opening of the additional air valve, advance to injection or ignition, etc.) which are corrected by the servo means as a function of the behavior of the real regime with respect to the set speed.
Il apparaît maintenant que la présente invention apporte bien les avantages annoncés. La chute du régime est parfaitement maîtrisée et reste toujours la même, à chaque retour en régime de ralenti du moteur. On remarquera en outre que la stratégie de commande suivant 1'invention permet d'anticiper la réaction des moyens d'asservissement lorsqu'une charge parasite vient perturber le comportement normal du moteur à vide, et ceci avant même que le régime final de consigne en régulation de ralenti ne soit atteint, ce qui diminue le risque de calage en retour du moteur. On remarquera encore que la mise au point de l'entrée en régulation de ralenti est plus facile car le procédé suivant l'invention est plus robuste vis-à-vis des perturbations. It now appears that the present invention does indeed bring the advertised advantages. The fall in speed is perfectly controlled and always remains the same, each time the engine idles. It will also be noted that the control strategy according to the invention makes it possible to anticipate the reaction of the servo means when a parasitic load disturbs the normal behavior of the idle motor, and this even before the final set speed in idle speed regulation is reached, which reduces the risk of stalling back from the engine. It will also be noted that the development of the input for idling control is easier since the method according to the invention is more robust with respect to disturbances.

Claims

REVENDICATIONS
1. Procédé de commande d'un moteur à combustion interne lors d'une entrée en régime de ralenti, le moteur étant associé à des moyens d'asservissement de son régime (N) à une valeur de consigne (N ) prédéterminée, caractérisé en ce que (a) on surveille l'apparition éventuelle d'un état prédéterminé de fonctionnement du moteur considéré comme appelant une entrée en régime de ralenti et, à la détection d'un tel état, (b) on commande une décroissance du régime de consigne (N ) du moteur, suivant une loi temporelle N (t) prédéterminée, indépendante du taux de décroissance du régime (N) à l'apparition de l'état prédéterminé, qui fait tendre le régime de consigne vers un régime de ralenti (N ) prédéterminé.1. Method for controlling an internal combustion engine when entering idling speed, the engine being associated with means for controlling its speed (N) to a predetermined set value (N), characterized in (a) monitoring the possible appearance of a predetermined state of operation of the engine considered as calling for entry into idle speed and, upon detection of such a state, (b) controlling a decrease in the speed of setpoint (N) of the engine, according to a predetermined time law N (t), independent of the rate of decrease of the speed (N) at the appearance of the predetermined state, which causes the setpoint speed to tend towards an idle speed ( N) predetermined.
2. Procédé conforme à la revendication 1, caractérisé en ce que, à l'instant d'apparition de l'état prédéterminé, on mesure le régime réel (N) et on initialise à cette valeur de régime la décroissance du régime de consigne (N ) suivant la loi temporelle prédéterminée.2. Method according to claim 1, characterized in that, at the instant of appearance of the predetermined state, the real speed is measured (N) and the decrease in the setpoint speed is initialized at this speed value ( N) according to the predetermined time law.
3. Procédé conforme à la revendication 2, caractérisé en ce que la loi temporelle prédéterminée est mise en mémoire sous forme d'une table de corrections de régime fonctions de la valeur absolue de l'intervalle de temps séparant l'instant d'apparition de l'état prédéterminé de l'instant où le régime réel (N) du moteur doit rejoindre le régime de ralenti final (N ) en suivant ladite loi temporelle.3. Method according to claim 2, characterized in that the predetermined time law is stored in the form of a speed correction table functions of the absolute value of the time interval separating the instant of appearance of the predetermined state of the instant when the actual engine speed (N) must reach the final idle speed (N) by following said time law.
4. Procédé conforme à l'une quelconque des revendications 1 à 3, caractérisé en ce que l'état prédéterminé appelant une entrée en régime de ralenti est constitué par un levé de pied de la part du conducteur d'un véhicule automobile propulsé par le moteur.4. Method according to any one of claims 1 to 3, characterized in that the predetermined state calling for entry into idle speed consists of a foot lift on the part of the driver of a motor vehicle powered by the engine.
5. Procédé conforme à la revendication 4, caractérisé en ce que ledit état prédéterminé est constitué en outre par un passage du régime réel (N) en dessous d'une valeur de seuil prédéterminée.5. Method according to claim 4, characterized in that said predetermined state is further constituted by a passage of the real regime (N) below a predetermined threshold value.
6. Procédé conforme à la revendication 4, caractérisé en ce que ladite valeur de seuil est fonction de la température d'eau de refroidissement du moteur. 6. Method according to claim 4, characterized in that said threshold value is a function of the engine cooling water temperature.
EP94913530A 1993-04-14 1994-04-05 Method for controlling an internal combustion engine as it switches to idling speed Expired - Lifetime EP0694121B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9304372A FR2704024B1 (en) 1993-04-14 1993-04-14 METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE WHEN ENTERING IN SLOW MOTION.
FR9304372 1993-04-14
PCT/EP1994/001053 WO1994024429A1 (en) 1993-04-14 1994-04-05 Method for controlling an internal combustion engine as it switches to idling speed

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EP0694121A1 true EP0694121A1 (en) 1996-01-31
EP0694121B1 EP0694121B1 (en) 1997-01-15

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EP (1) EP0694121B1 (en)
KR (1) KR100289457B1 (en)
DE (1) DE69401503T2 (en)
ES (1) ES2096467T3 (en)
FR (1) FR2704024B1 (en)
WO (1) WO1994024429A1 (en)

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FR2779768A1 (en) 1998-06-11 1999-12-17 Renault METHOD AND DEVICE FOR REGULATING THE OPERATION OF AN INTERNAL COMBUSTION ENGINE ON RETURN TO IDLE SPEED

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DE69401503T2 (en) 1997-06-12
FR2704024A1 (en) 1994-10-21
ES2096467T3 (en) 1997-03-01
KR100289457B1 (en) 2001-06-01
KR960702052A (en) 1996-03-28
DE69401503D1 (en) 1997-02-27
US5619966A (en) 1997-04-15
EP0694121B1 (en) 1997-01-15
WO1994024429A1 (en) 1994-10-27
FR2704024B1 (en) 1995-07-07

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