EP0768455B1 - Method and apparatus for controlling an internal combustion engine - Google Patents

Method and apparatus for controlling an internal combustion engine Download PDF

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Publication number
EP0768455B1
EP0768455B1 EP96110937A EP96110937A EP0768455B1 EP 0768455 B1 EP0768455 B1 EP 0768455B1 EP 96110937 A EP96110937 A EP 96110937A EP 96110937 A EP96110937 A EP 96110937A EP 0768455 B1 EP0768455 B1 EP 0768455B1
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EP
European Patent Office
Prior art keywords
filtering
signal
value
state
function
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EP96110937A
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German (de)
French (fr)
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EP0768455A2 (en
EP0768455A3 (en
Inventor
Manfred Dipl.-Ing. Birk
Jürgen Ing. Biester
Peter Dipl.-Ing. Rupp
Christoph Ing. Eisath
Rüdiger Ing. Fehrmann
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position

Definitions

  • the invention relates to a method and an apparatus for Control an internal combustion engine according to the preambles of independent claims.
  • Such a method and such a device for controlling a Internal combustion engine is known from WO 89/07709.
  • a fault controller gives a leadership form depending on at least one driver request signal before a first value.
  • a fault controller gives a second depending on one speed signal Value before.
  • the fault controller in particular includes filtering. It is disadvantageous that the transmission behavior of the two filterings is constant for all operating states. Therefore it is with the Establishment according to the state of the art necessary that in the specification the filter parameters, the transmission behavior of the filtering determine a compromise that must be made all Operating states are taken into account and therefore not for all operating states is optimal. Therefore, vibrations cannot occur in all operating states be compensated.
  • a motor vehicle poses due to the elastic suspension of the engine and undercarriage is a structure that can vibrate with interference to more or less damped Vibrations can be excited.
  • interference for example, a jump in fuel consumption at Fuel metering into the internal combustion engine or one of moment jump caused outside, for example by a Pothole in the roadway.
  • the vibrations caused by changes in speed or Relative movements between engine and body noticeable make are usually in the range between 1 and 10 Hz and are referred to as bucking.
  • the invention has for its object in a method and a device for controlling an internal combustion engine of the type mentioned above, vibrations in all To largely compensate for operating conditions avoid. This task is carried out by the independent Characteristics characterized claims solved.
  • the procedure according to the invention has the advantage that in Vibration largely compensated for all operating conditions can be.
  • FIG. 1 shows the basic structure of a fuel metering system
  • Figure 2 a flowchart to illustrate the invention Method.
  • the invention is described below using the example of a self-igniting internal combustion engine shown.
  • the invention is not limited to this application, it can also be used for other engines are used. at spark ignition engines will replace the Fuel quantity corresponding to the throttle valve position set.
  • FIG. 1 is the basic structure of a Fuel metering system of a diesel engine shown.
  • At 10 is an accelerator pedal position sensor and at 11 called a speed sensor.
  • a setpoint control is 12 with the accelerator pedal position sensor 10 and the speed sensor 11 connected.
  • the output signal MEW of the setpoint control the corresponds to the driver's desired quantity, comes to a Guide former 13.
  • the speed signal N of the speed sensor 11 arrives at a disturbance variable controller 14.
  • the output signal MEF of the guide former 13 and the output signal MES of the Fault controller 14 are superimposed in an addition point and form the quantity signal MEA, which an actuator 15 is forwarded.
  • the MEA will not illustrated internal combustion engine a corresponding amount Fuel metered.
  • a parameter controller 16 acts on the guide former 13 and the fault controller 14 with signals.
  • the parameter control processes the output signal N of the speed sensor 11, the Signal V of a speed sensor 17, the signal KS one Coupling sensor 18 and the signals of others Control devices 19.
  • the speed signal N and the speed signal V arrive via a filter 20 or a filter means 21 for a V / N calculation 22.
  • the V / N calculation 22 is again applied logic 23 with a signal. This logic 23 will be too the other signals that the parameter control 16 processed, forwarded. Based on these signals the logic 23 for the output signals of the parameter controller 16 Available.
  • the driver request signal MEW is filtered by means of a guide former 13.
  • this leadership form is designed as a so-called lead-lag 1st order (PDT1).
  • PDT1 lead-lag 1st order
  • Such a lead lag element has the following transfer function G13 (s).
  • G13 (s) MEF (s)
  • MEW (s) (1 + TZF * s) (1 + TNF * s)
  • the speed signal N is fed to a fault controller 14, which is preferably a D2T2 element or another phase-correcting transmission element or a suitable bandpass filter.
  • This fault controller implemented as a D2T2 element, has the transmission behavior specified in the following formula.
  • the fault controller 14 and the guide former 13 are functionally independent of each other. This means that the Parameters TZF, TNF, TDS and KDS both of these Transmission elements can be set independently of one another.
  • the parameter control depending on the recognized state of the internal combustion engine corresponding parameter sets and the leadership form or the fault controller with the corresponding parameters applied.
  • An external quantity intervention exists, for example, if a transmission control, not shown, a quantity request pretends. In these cases, other parameter sets selected.
  • the state is preferably disengaged by means of a Clutch switch 18 detected.
  • Clutch switch 18 different voltage values.
  • the frictional connection between the engine and Gearbox is interrupted, the switch takes a first one Position on and at its exit there is a first Voltage value.
  • Engaged in the state the frictional connection is established between the engine and transmission, the Switch a second position and is at its output a second voltage value.
  • the speed and speed signals are evaluated.
  • the two signals are each provided with a filter 20 and 21, which preferably have PT1 behavior, are filtered.
  • the V / N calculation 22 then calculates the ratio between the driving speed of the vehicle and the speed of the Internal combustion engine. If a gear is engaged, the result is for V / N a value characterizing the engaged gear.
  • the idle state is detected, for example, when a Idle controller provides a corresponding signal.
  • the idle state can also be evaluated by others Signals are recognized.
  • the state “idle” For improved detection of the various states, in particular the state “idle”, the state “Disengaged” and the status “engaged” can be more Sizes are used. This is the driving speed V, the engine speed N, the amount of fuel QK, and the time derivatives, that is, the changes, the sizes.
  • a simplified embodiment results if for Lead formers only engaged between the state and the state disengaged is differentiated, whereby in engaged state two parameter sets can be specified.
  • a parameter set and is used for the first gear another parameter set selected for the further gears.
  • a particularly advantageous embodiment results if different parameter sets for acceleration and for Decelerating the internal combustion engine can be selected. That is, that depending on the sign of the derivative of the speed and / or a power-determining signal different Parameter sets can be selected.
  • FIG of a flow chart clarified The procedure according to the invention is illustrated in FIG of a flow chart clarified.
  • a first step become the lead former and the fault controller initialized depending on condition. That means an initialization occurs only when certain conditions are recognized.
  • a step 220 the status is identified is present. Based on the gear recognition V / N, a signal, that indicates whether the idle controller is active, a signal KS, that indicates whether the clutch is engaged or not and possibly further signals and their derivatives the state of the internal combustion engine is recognized.
  • the selected gear is based on the vehicle speed V and the speed N of the internal combustion engine are recognized.
  • the Ratio V / N is a measure of the gear engaged.
  • the corresponding Parameters for the guide former and the fault controller determined depending on the detected state.
  • the Parameters are determined and stored in a memory. Out You can then use this memory depending on the detected state can be read out in step 230. On the one hand, it can be provided be that all types of an internal combustion engine are the same Receive parameter sets. But it is also conceivable that vehicle-specific parameter sets can be saved.
  • the subsequent query 240 checks whether a State transition from the "disengaged” state to the state "engaged” KE took place. If not, so be it in step 260 immediately the new parameters that correspond to the new State are used. Detects query 240 against the fact that a state transition from the "disengaged” state KA to the state "engaged” KE was carried out, so check the Query 250 whether the sign of the output signal MES of the Fault controller changed since the last program run Has. If this is not the case, step 265 continues the old parameter set is used. In the event of a change of state from the "disengaged" state to the "engaged” state only uses the new parameter sets if at the same time changes the sign of the MES signal.
  • Steps 260 and 265 are followed by another Program run beginning with step 220.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

Stand der TechnikState of the art

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

Ein solches Verfahren und eine solche Vorrichtung zur Steuerung einer Brennkraftmaschine ist aus der WO 89/07709 bekannt. Bei der dort beschriebenen Vorgehensweise gibt ein Führungsformer abhängig von wenigstens einem Fahrerwunschsignal einen ersten Wert vor. Ein Störungsregler gibt abhängig von einem Drehzahlsignal einen zweiten Wert vor. Insbesondere der Störungsregler beinhaltet eine Filterung. Nachteilig ist es, dass das Übertragungsverhalten der beiden Filterungen für alle Betriebszustände konstant ist. Daher ist es bei der Einrichtung gemäß dem Stand der Technik notwendig, dass bei der Vorgabe der Filterparameter, die das Übertragungsverhalten der Filterung bestimmen, einen Kompromiss eingegangen werden muss, der alle Betriebszustände berücksichtigt und daher nicht für alle Betriebszustände optimal ist. Daher können Schwingungen nicht in allen Betriebszuständen kompensiert werden.Such a method and such a device for controlling a Internal combustion engine is known from WO 89/07709. At that one described procedure gives a leadership form depending on at least one driver request signal before a first value. A fault controller gives a second depending on one speed signal Value before. The fault controller in particular includes filtering. It is disadvantageous that the transmission behavior of the two filterings is constant for all operating states. Therefore it is with the Establishment according to the state of the art necessary that in the specification the filter parameters, the transmission behavior of the filtering determine a compromise that must be made all Operating states are taken into account and therefore not for all operating states is optimal. Therefore, vibrations cannot occur in all operating states be compensated.

Desweiteren ist ein entsprechendes Verfahren und eine Vorrichtung zur Steuerung einer Brennkraftmaschine aus der DE-OS 33 43 854 bekannt. Dort wird die Fahrerwunschmenge mittels eines Führungsformers gefiltert. Der Führungsformer filtert die Führungsgröße (Sollwert) des Regelkreises. Anschließend wird diesem Signal eine von schnellen Drehzahländerungen abhängige Störgröße aufgeschaltet. Diese Anordnung liefert nicht in allen Betriebszuständen gute Ergebnisse.Furthermore, there is a corresponding method and a device for controlling an internal combustion engine from DE-OS 33 43 854 known. There the desired amount of driver is determined using a guide shaper filtered. The lead former filters the reference variable (setpoint) of the control loop. Then this signal becomes one of fast ones Interference variable dependent on speed changes. This arrangement does not deliver good results in all operating conditions.

Ein Kraftfahrzeug stellt aufgrund der elastischen Aufhängung von Motor und Fahrwerk ein schwingungsfähiges Gebilde dar, das bei Störeinflüssen zu mehr oder weniger gedämpften Schwingungen angeregt werden kann. Störeinflüsse sind beispielsweise ein Kraftstoffmengensprung bei der Kraftstoffzumessung in die Brennkraftmaschine oder ein von außen verursachter Momentensprung, beispielsweise durch ein Schlagloch in der Fahrbahn verursacht. A motor vehicle poses due to the elastic suspension of the engine and undercarriage is a structure that can vibrate with interference to more or less damped Vibrations can be excited. Are interference for example, a jump in fuel consumption at Fuel metering into the internal combustion engine or one of moment jump caused outside, for example by a Pothole in the roadway.

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

Aufgabe der ErfindungObject of the invention

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

Vorteile der ErfindungAdvantages of the invention

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

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

Zeichnungdrawing

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

Die Erfindung wird im folgenden am Beispiel einer selbstzündenden Brennkraftmaschine dargestellt. Die Erfindung ist nicht auf diese Anwendung beschränkt, sie kann auch bei anderen Brenkraftmaschinen verwendet werden. Bei fremdgezündeten Brennkraftmaschinen wird anstelle der Kraftstoffmenge die Drosselklappenposition entsprechend eingestellt.The invention is described below using the example of a self-igniting internal combustion engine shown. The invention is not limited to this application, it can also be used for other engines are used. at spark ignition engines will replace the Fuel quantity corresponding to the throttle valve position set.

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

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

Das Drehzahlsignal N und das Geschwindigkeitssignal V gelangen über ein Filter 20 bzw. ein Filtermittel 21 zu einer V/N-Berechnung 22. Die V/N-Berechnung 22 beaufschlagt wiederum eine Logik 23 mit einem Signal. Dieser Logik 23 werden auch die weiteren Signale, die die Parametersteuerung 16 verarbeitet, zugeleitet. Ausgehend von diesen Signalen stellt die Logik 23 die Ausgangssignale der Parametersteuerung 16 zur Verfügung.The speed signal N and the speed signal V arrive via a filter 20 or a filter means 21 for a V / N calculation 22. The V / N calculation 22 is again applied logic 23 with a signal. This logic 23 will be too the other signals that the parameter control 16 processed, forwarded. Based on these signals the logic 23 for the output signals of the parameter controller 16 Available.

Diese Einrichtung arbeitet nun wie folgt. Ausgehend von der Fahrpedalstellung und der Drehzahl N berechnet die Sollwertsteuerung eine Fahrerwunschmenge MEW, die erforderlich ist, um die vom Fahrer gewünschte Fahrleistung bereitzustellen. Bei Systemen ohne Ruckeldämpfung wird dieses Signal unmittelbar der Stelleinrichtung 15 zugeleitet. Die Stelleinrichtung 15 setzt dieses Signal in ein Ansteuersignal zur Beaufschlagung der entsprechenden Stellelemente der Kraftstoffpumpe um. So ist beispielsweise bei Reihenpumpen vorgesehen, daß ein Stellregelkreis die Regelstangenposition auf einen entsprechenden Wert einregelt. Bei zeitgesteuerten Systemen gibt die Stelleinrichtung 15 ein Ansteuersignal für ein mengenbestimmendes Magnetventil ab.This facility now works as follows. Starting from the The accelerator pedal position and the speed N calculate the Setpoint control a driver's desired amount MEW that is required is the driving performance desired by the driver provide. For systems without bucking damping, this is Signal fed directly to the actuator 15. The Actuating device 15 converts this signal into a control signal to act upon the corresponding control elements of the Fuel pump around. This is the case with inline pumps, for example provided that a control loop the control rod position adjusted to a corresponding value. With timed Systems gives the control device 15 a control signal for a quantity-determining solenoid valve.

Um auftretende Ruckelschwingungen kompensieren zu können, ist vorgesehen, daß das Fahrerwunschsignal MEW mittels eines Führungsformers 13 gefiltert wird. Bei einer bevorzugten Ausführungsform ist vorgesehen, daß dieser Führungsformer als sogenanntes Lead-lag 1.Ordnung (PDT1) ausgeführt ist. Ein solches Lead-lag-Glied besitzt die folgende Übertragungsfunktion G13(s). G13(s) = MEF(s)MEW(s) = (1 + TZF * s)(1 + TNF * s) In order to be able to compensate for jerky vibrations, it is provided that the driver request signal MEW is filtered by means of a guide former 13. In a preferred embodiment it is provided that this leadership form is designed as a so-called lead-lag 1st order (PDT1). Such a lead lag element has the following transfer function G13 (s). G13 (s) = MEF (s) MEW (s) = (1 + TZF * s) (1 + TNF * s)

Des weiteren wird das Drehzahlsignal N einem Störungsregler 14 zugeleitet, bei dem es sich vorzugsweise um ein D2T2-Glied oder ein anderes phasenkorrigierendes Übertragungsglied oder geeigneten Bandfilter handelt. Dieser als D2T2-Glied realisierte Störungsregler besitzt das in folgender Formel angegebene Übertragungsverhalten. G14(s) = MES(s)N(s) = KDS * s2 (1 + TDS * s) Furthermore, the speed signal N is fed to a fault controller 14, which is preferably a D2T2 element or another phase-correcting transmission element or a suitable bandpass filter. This fault controller, implemented as a D2T2 element, has the transmission behavior specified in the following formula. G14 (s) = MES (s) N (s) = KDS * s 2 (1 + TDS * s)

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

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

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

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

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

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

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

Zur verbesserten Erkennung der verschiedenen Zustände, insbesondere des Zustands "Leerlauf", des Zustands "ausgekuppelt" und des Zustands "eingekuppelt" können weitere Größen herangezogen werden. Dies sind die Fahrgeschwindigkeit V, die Motordrehzahl N, die Kraftstoffmenge QK, sowie die zeitlichen Ableitungen, das heißt die Änderungen, der Größen. For improved detection of the various states, in particular the state "idle", the state "Disengaged" and the status "engaged" can be more Sizes are used. This is the driving speed V, the engine speed N, the amount of fuel QK, and the time derivatives, that is, the changes, the sizes.

Eine vereinfachte Ausführungsform ergibt sich, wenn für den Führungsformer lediglich zwischen dem Zustand eingekuppelt und dem Zustand ausgekuppelt unterschieden wird, wobei im eingekuppelten Zustand zwei Parametersätze vorgebbar sind. Insbesondere wird für den ersten Gang ein Parametersatz und für die weiteren Gänge ein weiterer Parametersatz gewählt.A simplified embodiment results if for Lead formers only engaged between the state and the state disengaged is differentiated, whereby in engaged state two parameter sets can be specified. In particular, a parameter set and is used for the first gear another parameter set selected for the further gears.

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

In Figur 2 wird die erfindungsgemäße Vorgehensweise anhand eines Flußdiagramms verdeutlicht. In einem ersten Schritt werden der Führungsformer und der Störungsregler zustandsabhängig initialisiert. Das heißt eine Initialisierung erfolgt nur dann, wenn bestimmte Zustände erkannt werden.The procedure according to the invention is illustrated in FIG of a flow chart clarified. In a first step become the lead former and the fault controller initialized depending on condition. That means an initialization occurs only when certain conditions are recognized.

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

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

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

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

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

Anschließend an die Schritte 260 bzw. 265 folgt ein erneuter Programmdurchlauf, der mit dem Schritt 220 beginnt.Steps 260 and 265 are followed by another Program run beginning with step 220.

Claims (10)

  1. Method for controlling an internal combustion engine, in the case of which a reference shaper (13) prescribes a first value (MEF) by filtering as a function of at least one driver's wish signal (FP), and an interference controller (14) prescribes a second value (MEF) by filtering as a function of at least one rotational speed signal (N), it being possible, starting from the first and the second value, to prescribe a signal (MEA) for applying to an actuator (15), characterized in that the parameter sets which determine the response characteristic of the filtering of the reference shaper (13) and/or the response characteristic of the filtering of the interference controller (14) can be prescribed as a function of operating parameters.
  2. Method according to Claim 1, characterized in that different parameter sets are selected when the disengaged state and the engaged state is present.
  3. Method according to one of the preceding claims, characterized in that different parameter sets can be prescribed as a function of a selected gear stage.
  4. Method according to one of the preceding claims, characterized in that the selected gear is detected starting from the driving speed and the rotational speed.
  5. Method according to one of the preceding claims, characterized in that in the engaged state one parameter set is selected for the first gear, and a further parameter set is selected for the further gears.
  6. Method according to one of the preceding claims, characterized in that a parameter set is selected when an idling state is present.
  7. Method according to one of the preceding claims, characterized in that a parameter set is selected when an external quantity intervention is performed.
  8. Method according to one of the preceding claims, characterized in that different parameter sets are selected upon acceleration and upon deceleration of the internal combustion engine.
  9. Method according to one of the preceding claims, characterized in that in the case of a change of state from the disengaged state to the engaged state, the new parameter sets are used only when the sign of the second value changes.
  10. Apparatus for controlling an internal combustion engine, in the case of which a reference shaper (13) prescribes a first value (MEF) by filtering as a function of at least one driver's wish signal (FP), and an interference controller (14) prescribes a second value (MES) by filtering as a function of at least one rotational speed signal (N), having means which, starting from the first value (MEF) and the second value (MES), prescribe a signal (MEA) for applying to an actuator (15), characterized in that means (16) are provided which prescribe as a function of operating parameters the parameter sets which determine the response characteristic of the filtering of the reference shaper (13) and/or the response characteristic of the filtering of the interference controller (14).
EP96110937A 1995-10-11 1996-07-06 Method and apparatus for controlling an internal combustion engine Expired - Lifetime EP0768455B1 (en)

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DE19537787 1995-10-11
DE19537787A DE19537787A1 (en) 1995-10-11 1995-10-11 Method and device for controlling an internal combustion engine

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DE59609209D1 (en) 2002-06-20
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EP0768455A2 (en) 1997-04-16
DE19537787A1 (en) 1997-04-17
EP0768455A3 (en) 1999-01-20

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