EP0779428A2 - Méthode et dispositif pour contrÔler le couple d'un moteur - Google Patents

Méthode et dispositif pour contrÔler le couple d'un moteur Download PDF

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Publication number
EP0779428A2
EP0779428A2 EP96117576A EP96117576A EP0779428A2 EP 0779428 A2 EP0779428 A2 EP 0779428A2 EP 96117576 A EP96117576 A EP 96117576A EP 96117576 A EP96117576 A EP 96117576A EP 0779428 A2 EP0779428 A2 EP 0779428A2
Authority
EP
European Patent Office
Prior art keywords
engine torque
blanking
torque
throttle valve
load
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
EP96117576A
Other languages
German (de)
English (en)
Other versions
EP0779428A3 (fr
EP0779428B1 (fr
Inventor
Kurt Maute
Wolfgang Dr. Strauss
Hartmut Weckenmann
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.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
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
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=7780026&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0779428(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of EP0779428A2 publication Critical patent/EP0779428A2/fr
Publication of EP0779428A3 publication Critical patent/EP0779428A3/fr
Application granted granted Critical
Publication of EP0779428B1 publication Critical patent/EP0779428B1/fr
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
    • F02D41/008—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
    • 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

Definitions

  • the invention relates to a method for engine torque control according to the preamble of claim 1 and to a device suitable for carrying it out.
  • the excess torque to be eliminated is fed to an engine torque reduction control, which controls a fuel injection control in such a way that, based on a blanking pattern selected from a predetermined blanking pattern set, which is periodic over a certain number of cylinders and a certain number of working cycles, a reducing torque corresponding to the excess torque by a suitable blanking of Injections is set.
  • the original ignition angle is adjusted parallel to a respective injection blanking in such a way that the drive torque is changed by an adaptation torque that is part of the reduction torque and in its size at least a part of that obtainable through the injection blanking Corresponding step ranges for the reduction torque.
  • the shifted ignition angle is returned uniformly to the original ignition angle.
  • a further provided throttle valve control operates in a conventional manner depending on the load, without interfering with the engine torque reduction control of the traction control system, the reaction time of throttle valve angle changes being in turn compensated for by temporary shifting of the ignition angle.
  • the published patent application DE 43 42 333 A1 discloses a control device for reducing engine torque by fuel injection blanking as part of a traction control system, blanking patterns and a suitable method for switching between the different blanking patterns being proposed in detail.
  • the masking patterns are not stored directly as a function of an instantaneous engine torque deviation, but rather as a function of the drive wheel slip.
  • the invention is based on the technical problem of providing a device for engine torque control of the type mentioned at the outset, with which requested engine torque reductions can be carried out with comparatively little effort and a short reaction time and with favorable engine torque dynamics.
  • the individual blanking stages are based on the difference between the load-indicated actual engine torque derived from an engine air mass measurement and the desired target engine torque, this difference preferably being related as a percentage to the load-indicated engine torque.
  • the actual actual engine torque corresponds to the product of the load-indicated engine torque with the fraction of cylinders not hidden.
  • the torque difference between the load-indicated actual engine torque and the target engine torque used for the selection of the respective masking pattern acts in parallel on the throttle valve control in such a way that the latter strives to adapt the load-indicated engine torque and, for this purpose, reduces the engine torque Throttle valve intervention takes place, even if the actual actual engine torque has now been reduced to the desired target engine torque due to a suitable fuel injection suppression.
  • the load-indicated actual engine torque approaches the target engine torque, which results in a gradual reduction in the associated torque difference, which in turn causes the strength of the injection blanking to decrease due to the transition to blanking patterns with fewer and fewer blankings per blanking period until finally the entire requested torque reduction is made available via the throttle valve control and no injection suppression takes place.
  • the throttle valve control takes over the engine torque-reducing effect of the injection blanking completely automatically due to the feedback of the difference between the load-indicated actual engine torque and the target engine torque.
  • the single figure shows a schematic functional diagram of an engine torque control device.
  • the engine torque control device shown contains a hot-film air mass measuring element (1) to measure the engine air mass as a measure of the corresponding load-indicated actual engine torque (M I ).
  • a throttle valve (2) and, on the other hand, conventional fuel injection elements (not shown) are used as actuators, which are controlled by an injection control according to customary criteria and on the basis of a stored masking pattern set for injection masking processes.
  • the skip pattern set can consist of stepped skip patterns in which another one of eight successive injections is successively masked out.
  • the step indicated in the figure (3) for the selection of a respective masking pattern is based on the size of the difference (dM) between the detected load-indicated actual engine torque (M I ) and the desired engine torque (M SA ) requested by a traction control system, the latter being shown by a dashed line in the figure indicated filter stage (4) is subjected to a suitable dynamic adjustment.
  • the injection blanking part of the system queries (step 5) whether the difference between the load-indicated actual engine torque (M I ) and the target engine torque (M SA ), which is determined by an associated subtractor (6), is positive.
  • this torque difference (dM) is positive, the appropriate masking pattern is selected depending on this difference.
  • the torque difference (dM) is related as a percentage to the load-indicated actual engine torque (M I ), and a corresponding percentage range is assigned to each of the masking patterns. This is the first time that there is an injection suppression in the lowest stage, in which every second injection of one of the four cylinders is suppressed when the percentage torque difference has exceeded a value of 12.5%. With a further increase of 12.5%, the transition to the fade-out pattern of the next higher level takes place.
  • An applicable hysteresis threshold is provided for switching back from a masking pattern higher to the masking pattern of the next lower level, in order to avoid a possible oscillation between two neighboring masking patterns.
  • the respective threshold values for activating a masking pattern can be varied depending on the application.
  • the fuel cut-off associated with the injection suppression acts on the next higher cylinder.
  • the starting point of the new blanking pattern is placed in the front half of the pattern, while it is in the rear half of the pattern when the reduction request is smaller, provided that the injection is placed on a when the blanking pattern set is put down respective cylinder is always hidden first in the front half of the pattern. It can further be provided that the use of certain masking patterns is not carried out within a predeterminable load-speed range.
  • the fuel cut-off is locked depending on the engine temperature, engine speed and other influencing factors. As soon as the fuel is switched off for a cylinder, the lambda control switches to control operation and a predeterminable load offset value is added to the raw load value to correct the residual gas portion.
  • a cylinder-specific fuel enrichment is carried out after a respective fuel cut-off, for which purpose a blanking counter records the successive injection blankings for each cylinder.
  • the respective cylinder-specific reinsertion enrichment factor results from a fade-out counter value obtained as a function of the characteristic curve and multiplied by a motor temperature value obtained as a function of the characteristic curve.
  • a throttle valve angle ( ⁇ R ) to be set as a function of time is determined by a subtractor (8) of a throttle valve actuating unit, on the one hand the output signal of a converter (9) which converts the desired engine torque (M SA ) requested by the traction control system into a corresponding throttle valve angle value, and on the other hand the output signal of a PI controller (10) is supplied, on which the torque difference (dM) between the load-indicated actual engine torque (M I ) and the target engine torque (M SA ) is present on the input side.
  • the output signal of the PI controller (10) is limited to an applicable positive or negative maximum value.
  • the PI controller (10) is only active in operating phases with traction control. In this way, the value of the throttle valve angle belonging to the requested target engine torque (M SA ) is superimposed by the additional value caused by the PI controller (10), with which the throttle valve control controls the difference between the load-indicated engine torque (M I ) unaffected by the injection suppression. and target engine torque (M SA ) while simultaneously reducing the Injection suppression adjusted. It should be noted at this point for understanding that the actual actual engine torque differs from the load-indicated engine torque by the factor of a fraction of cylinders not blanked out during active injection blanking processes.
  • the throttle valve actuating value ( ⁇ R ) which is decisive during the engine torque reduction processes which are requested by the traction control system is fed to a throttle valve selection unit (10) of the throttle valve actuating unit, which additionally has a control value ( ⁇ F ) which is detected via the accelerator pedal and is based on a corresponding driver request.
  • a control value ( ⁇ T ) based on a cruise control and a control value ( ⁇ E ) based on engine drag control for the throttle valve (2) are fed and which selects the valid throttle valve control value ( ⁇ S ) in accordance with the respective operating conditions.
  • the throttle valve actuating value ( ⁇ E ) selected in operating phases with active engine drag control is generated by a subtractor (11), which receives the output signal of a converter (12) which converts a target engine torque (M SS ) requested by the engine drag control into a corresponding throttle valve angle value converts, and on the other hand the output signal of a further PI controller (13) is supplied, to the input side via an associated subtractor (14) the torque difference between the load-indicated actual engine torque (M I ) and the desired engine torque requested in this case by the engine drag control (M SS ) is supplied.
  • the output signal of the PI controller (13) is also limited to an applicable positive or negative maximum value.
  • this measure of a corresponding torque difference feedback via the PI controller (13) also reliably regulates the difference between the load-indicated actual engine torque (M I ) and the required target engine torque during operating phases with engine drag control ( M SS ).
  • the engine torque control system enables the implementation of a respective requirement for rapid engine torque reduction with a relatively simple system structure by means of a favorable coupling of fuel injection blanking and throttle valve control interventions in such a way that the requirement for rapid torque reduction is met by a corresponding injection blanking and its effect is successively achieved in the further course of the load-responsive load control is transferred to the associated throttle valve control, with the injection suppression automatically reducing.
  • the masking patterns are selected as a function of the difference between the load-indicated actual engine torque represented by the engine air mass and the required target engine torque, that is to say by means of a direct torque comparison.
  • this torque difference serves as an input variable for the throttle valve control, with which the latter can take over the torque-reducing effect of the injection suppression with its own, longer response time and the injection suppression can be simultaneously reversed in stages.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP96117576A 1995-12-13 1996-11-02 Méthode et dispositif pour contrôler le couple d'un moteur Expired - Lifetime EP0779428B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19546554 1995-12-13
DE19546554A DE19546554C1 (de) 1995-12-13 1995-12-13 Verfahren und Vorrichtung zur Motormomentregelung

Publications (3)

Publication Number Publication Date
EP0779428A2 true EP0779428A2 (fr) 1997-06-18
EP0779428A3 EP0779428A3 (fr) 1999-01-07
EP0779428B1 EP0779428B1 (fr) 2000-06-14

Family

ID=7780026

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96117576A Expired - Lifetime EP0779428B1 (fr) 1995-12-13 1996-11-02 Méthode et dispositif pour contrôler le couple d'un moteur

Country Status (3)

Country Link
US (1) US5724942A (fr)
EP (1) EP0779428B1 (fr)
DE (2) DE19546554C1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3709652B2 (ja) * 1997-05-13 2005-10-26 日産自動車株式会社 車両用駆動力制御装置
JP3395708B2 (ja) 1999-04-27 2003-04-14 株式会社日立製作所 ハイブリッド車両
US6615126B1 (en) 2002-03-05 2003-09-02 Daimlerchrysler Corporation Torque management based traction control system
JP2003293823A (ja) * 2002-03-27 2003-10-15 Robert Bosch Gmbh 駆動滑り制御方法および装置

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4211173A1 (de) 1992-04-03 1993-10-07 Audi Ag Antriebsschlupfregelung für ein Kraftfahrzeug mit einer fremdgezündeten Brennkraftmaschine
DE4342333A1 (de) 1993-12-11 1995-06-14 Bosch Gmbh Robert Steuereinrichtung für die zylinderindividuelle Kraftstoffeinspritzung bei einer Brennkraftmaschine

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3737698A1 (de) * 1987-11-06 1989-05-18 Bayerische Motoren Werke Ag Regeleinrichtung zur regelung des antriebsdrehmomentes einer brennkraftmaschine eines kraftfahrzeuges
JP2524246B2 (ja) * 1990-06-13 1996-08-14 本田技研工業株式会社 駆動輪スリップ制御装置
US5224045A (en) * 1990-11-27 1993-06-29 Navistar International Transportation Corp. Automotive vehicle microprocessor control having grade-holder vehicle speed control
JPH04271929A (ja) * 1991-02-26 1992-09-28 Jidosha Denki Kogyo Co Ltd 車両用定速走行装置
US5213178A (en) * 1992-04-21 1993-05-25 General Motors Corporation Traction control system with fuel and spark control
JP3236344B2 (ja) * 1992-05-13 2001-12-10 本田技研工業株式会社 車両の動力源出力制御装置
US5392215A (en) * 1992-08-17 1995-02-21 Mitsubishi Denki Kabushiki Kaisha Automatic cruising speed controller for an automotive vehicle
JPH06144080A (ja) * 1992-11-12 1994-05-24 Jidosha Denki Kogyo Co Ltd 自動定速走行装置の制御方法
DE4334864C2 (de) * 1993-10-13 2003-01-30 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE4341584B4 (de) * 1993-12-07 2004-12-23 Robert Bosch Gmbh Steuersystem für eine Brennkraftmaschine
US5463993A (en) * 1994-02-28 1995-11-07 General Motors Corporation Engine speed control

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4211173A1 (de) 1992-04-03 1993-10-07 Audi Ag Antriebsschlupfregelung für ein Kraftfahrzeug mit einer fremdgezündeten Brennkraftmaschine
DE4342333A1 (de) 1993-12-11 1995-06-14 Bosch Gmbh Robert Steuereinrichtung für die zylinderindividuelle Kraftstoffeinspritzung bei einer Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
KASEDORF J.: "Service-Fibel fuer die Steuerungselektronik an Motorkraftuebertragungen.", 1989, VOGEL-VERLAG., pages: 394 - 396

Also Published As

Publication number Publication date
DE19546554C1 (de) 1997-02-27
US5724942A (en) 1998-03-10
EP0779428A3 (fr) 1999-01-07
DE59605438D1 (de) 2000-07-20
EP0779428B1 (fr) 2000-06-14

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