EP0837984B1 - Procede et dispositif permettant d'assurer la commande d'un moteur a combustion interne - Google Patents

Procede et dispositif permettant d'assurer la commande d'un moteur a combustion interne Download PDF

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Publication number
EP0837984B1
EP0837984B1 EP97915336A EP97915336A EP0837984B1 EP 0837984 B1 EP0837984 B1 EP 0837984B1 EP 97915336 A EP97915336 A EP 97915336A EP 97915336 A EP97915336 A EP 97915336A EP 0837984 B1 EP0837984 B1 EP 0837984B1
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EP
European Patent Office
Prior art keywords
value
torque
setpoint
setpoint value
internal combustion
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.)
Expired - Lifetime
Application number
EP97915336A
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German (de)
English (en)
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EP0837984A1 (fr
Inventor
Werner Hess
Hong Zhang
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.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP0837984A1 publication Critical patent/EP0837984A1/fr
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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
    • F02D41/14—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
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • 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
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the Preambles of the independent claims.
  • Such a method or such Device is known from DE-A 42 39 711.
  • Control or regulating systems a setpoint for a torque the internal combustion engine specified.
  • This setpoint will on the one hand into a target filling value and then into one Setpoint for controlling the air supply to the internal combustion engine for example implemented via a throttle valve, on the other hand in an ignition angle setting and / or Number of cylinders to which the fuel supply is interrupted.
  • the actual torque is the performance parameter of the internal combustion engine the internal combustion engine the predetermined target torque value approximated.
  • Torque reduction in an internal combustion engine desired (if the target value is specified accordingly), see above is usually with the desired dynamics set because of the very quickly on the torque interventions in the ignition angle, in the Fuel supply to the cylinders and / or in the Mixture composition immediately reduces the engine torque can be.
  • the slower filling procedure is with the Torque reduction of this quick torque change overlaid.
  • an increase in torque is required, then so this can only be done by increasing the filling, if all cylinders are fired, the mixture composition stoichiometric and the ignition angle not late is moved.
  • the dynamic of this filling increase is however limited by the dynamics of the throttle valve actuator and / or the intake manifold dynamics.
  • the solution according to the invention is particularly advantageous in Operating states in which the torque change, especially the moment build-up, known in advance is.
  • This applies for example, to a change in torque by the driver using the pedal, during interventions a traction or engine drag torque controller, a driving dynamics controller or similar control systems, at the connection of loads such as air conditioning, in Start case and / or warm-up in connection with Catalyst heating measures too.
  • loads such as air conditioning, in Start case and / or warm-up in connection with Catalyst heating measures too.
  • In these operating conditions is achieved by splitting the torque setpoint to a Setpoint for the fill path and a setpoint for the quick interventions that take on different values can make the moment change dynamically correct.
  • Figure 1 shows the structure using an overview block diagram the torque control according to the invention.
  • FIG 2 and 3 are block diagrams showing a show preferred embodiment. Another one Exemplary embodiment is based on the block diagrams of Figures 4 and 5 shown.
  • Figure 6 finally shows based on time charts when using the invention Solution.
  • An electronic control unit 10 is shown in FIG Control of the torque of an internal combustion engine shown, the at least one, not shown Contains microcomputer.
  • the implemented in the microcomputer Programs are shown as blocks in FIG.
  • About the Output lines 12, 14 and 16 affect the control unit 10 the air supply to the internal combustion engine, the Fuel supply (blanking and / or Mixture composition) and the ignition angle of the Internal combustion engine.
  • Via input lines 20, 22 and 24 to 26 are the control unit 10 for Torque control processed operating quantities fed.
  • the Control unit 10 is supplied with a setpoint for a torque.
  • a measuring device 30 for detecting the Accelerator pedal actuation is via the control unit 10 Input line 22 an the degree of actuation ⁇ representing signal supplied. Furthermore, the Control unit 10 of measuring devices 32 to 34 via the Input lines 24 to 26 signals supplied, the further Operating variables of the internal combustion engine and / or the Vehicle, for example engine speed, engine load, Represent engine temperature, etc.
  • the operating variables supplied to the control unit 10 are separated in a first program block 36 in the manner described below into a target torque value MI target-L for the filling path and into a target value MI target for influencing the fuel metering and / or the ignition angle.
  • the torque setpoint MI Soll-L for the filling path is entered in a subsequent program block 38, taking into account selected operating variables which are supplied to the control unit 10 via the lines 24 to 26, or variables derived therefrom in the manner known from the prior art mentioned at the outset Filling setpoint rl setpoint converted.
  • This setpoint charge value is converted in program block 40, as described in the prior art mentioned at the beginning, in the context of control loops into a control signal for an electrically actuable throttle valve for adjusting the air supply.
  • the filling of the internal combustion engine is therefore set in such a way that it approximates the target value and thus the actual torque the target torque value.
  • the torque setpoint MI Soll for the rapid torque intervention is converted in the known manner in the program block 42 into control signals for the mixture supply (cylinder blanking and / or setting the mixture composition) and / or for setting the ignition angle and output via the lines 14 and 16 shown symbolically.
  • the basic idea of the solution according to the invention is that a Present torque setpoint into a setpoint for the Fill path and the ignition angle path is separated.
  • the two setpoints have at least one operating state different torque values and become parallel to each other by adjusting the filling or Fuel supply and / or ignition angle realized. It is provided in a preferred embodiment that the Separation only takes place when the future value the torque setpoint is greater than the current setpoint, i.e. with torque increases.
  • Figure 2 shows a first embodiment of the separation the torque setpoints. The solution shown is applied when the result of the actuation signal ⁇ derived driver request in the direction of increasing torques changes. It is assumed that only the Driver request determines the target torque and no further Interventions (e.g. from a traction control system) available.
  • the torque MI Ped set by the driver via the pedal actuation is determined from the actuation degree signal ⁇ and at least the engine speed N Mot .
  • This pedal torque is interpolated between a minimum and a maximum torque value in the subsequent interpolation program 102. These values are predetermined and are preferably at least speed-dependent.
  • the driver's desired torque MIFAR formed by the interpolation is then filtered in the filter element 104 in accordance with a predetermined filter function (eg first-order low-pass filter). In the described operating situation, the filtered value is considered as the target torque MI target and is supplied to the block 42 for determining the influencing of the fuel supply and / or the ignition angle.
  • a predetermined filter function eg first-order low-pass filter
  • block 42 calculates from the supplied setpoint torque value setpoints for the number of cylinders to be blanked (RED setpoint ) a setpoint value for the mixture composition ⁇ setpoint and a setpoint value for the ignition angle setting (ZW setpoint ). These are set via the symbolic output lines 14 and 16.
  • the filtered target torque value MI Soll is, in a preferred embodiment, also the target torque value evaluated to determine the target filling.
  • the setpoints which are separate for filling path and quick interventions, assume different values.
  • the determination of the target filling value is then based not on the filtered target torque value but on the unfiltered target torque value MIFAR.
  • This setpoint torque value is fed to program block 38 for determining setpoint charge rl setpoint , which in turn is converted in program block 40 into control signals for a throttle valve and possibly a turbocharger for influencing the cylinder charge.
  • the target torque value is only achieved by adjusting the filling and the ignition angle. It must be ensured that the target torque specified by the driver or other regulating or control systems can actually be set. Adjustable ignition angles must therefore be taken into account at the latest for the respective operating point.
  • This firing angle is a function of operating variables, preferably the engine speed and the engine load, and is determined by the running limit of the engine. According to the broken line in FIG. 2, in this case the target torque specified for the air path is limited on the basis of the target torque MI target to be set and at least the latest possible ignition angle. In this way, the torque change specified by the driver can be implemented by adjusting the filling and quickly adjusting the ignition angle. The actual torque is then quickly brought to the target torque.
  • the target torque for the air path MI target-L is determined on the basis of a minimum value selection 200 from the target torque value MI target corrected in accordance with the ignition angle conditions and an unlimited target value MI target-L * predefined for the filling path.
  • Three maps 202, 204 and 206 are provided in which, depending on the engine speed and engine load, the optimal ignition angle ZW Opt , at which the internal combustion engine has the highest efficiency, the basic ignition angle at the current operating point ZW Base , which adjusts the ignition angle without external intervention (for example by traction control) and the ignition angle ZWM that can be set as late as possible at the current operating point is stored.
  • the basic ignition angle describes the ignition angle that is set at the current operating point of the internal combustion engine without external intervention.
  • the difference between the optimum ignition angle and the basic ignition angle is formed in a first connection point 208, while the difference between the optimum and the latest possible ignition angle is formed in a second connection point 210.
  • correction moments etazwbase, etazwm
  • efficiency curves 212 and 214 These correction torques represent the change in efficiency or the change in torque that would occur when the respective ignition angle was set due to the deviation from the optimum value.
  • the correction values are used to correct the target torque value MI target .
  • the ignition angle set in the current operating point is the basic ignition angle. The greatest change in torque can be achieved by setting the latest possible ignition angle.
  • the target torque for the filling must therefore be limited down to a predetermined minimum value in order to ensure that the desired target torque can be achieved by changing the filling and adjusting the ignition angle. This lower limit forms the corrected target torque MI target for the ignition angle intervention.
  • the correction takes into account the latest possible setting of the ignition angle by dividing the setpoint by the efficiency etazwm (division point 216). The result sets the target torque value when setting the latest possible ignition angle.
  • the corrected target torque value is multiplied in the multiplication point 218 by the efficiency of the basic ignition angle in order to obtain the optimal torque to be set.
  • the result is the target torque value, which can be adjusted from the basic ignition angle using the largest possible ignition angle adjustment.
  • the target torque for the filling must not fall below this value, since otherwise the target torque MI target cannot be realized.
  • a minimum value selection between the two values is therefore carried out in the minimum value selection stage 200 and the smaller desired value is fed into the conversion into the desired filling value.
  • a second embodiment is the increase in Setpoints for the filling path in certain Operating situations, which automatically leads to an adjustment of the ignition angle leads to late. These operating situations occur especially with active idle control active catalyst heating and / or during the Startup process. These operating states have in common that a quick adjustment of the moment towards larger moments must be possible. A quick adjustment however, is only about changing the ignition angle, the Fuel supply and / or the mixture composition possible. In the preferred embodiment, therefore, in a reserve torque in these operating states set which by increasing the over the Filling set moments with simultaneous opposite change in the ignition angle, the Fuel supply and / or the mixture composition is pictured. The total moment is not changed. in the preferred embodiment is only the Ignition angle considered.
  • the reserve torque is different Can have reference points. In particular, it can optimal moment (moment with highest efficiency) or on the currently effective moment.
  • FIG. 4 shows a first embodiment for the specification in the filling path, which is used in particular by an idle control or in catalyst heating functions.
  • the torque setpoint MI Soll which is specified by the driver or other control systems and is used to set the ignition angle and the other output variables that bring about a rapid change in torque, is led to a link point 300.
  • the torque reserve value DMROPT stored in the memory location 302 is added in this connection point.
  • the torque reserve is either fixed or stored in a characteristic curve depending on the operating parameters. Operating variables are, for example, engine speed, engine temperature, the equipment in the vehicle, the time after starting, etc.
  • the sum of the torque setpoint and the torque reserve is multiplied in a multiplication point 302 by the basic ignition angle efficiency, which is also the basis for the calculation of the target fill value.
  • the result is compared in a maximum value selection stage 304 with the target torque value MI target and the respectively larger of the two values is output as target torque for the air path MI target-L .
  • the reserve torque is on the optimal values (optimal torque, optimal ignition angle) based. This allows a defined firing angle to be stationary to adjust.
  • the multiplication by the basic ignition angle efficiency is used to calculate the reference point for the Conversion of the target torque value for the filling path into one Target filling value.
  • the target torque value for the Fill path is a limitation of the target torque value for the Fill path necessary.
  • the limitation is made to the maximum Firing angle. Assuming that the base firing angle is the earliest possible ignition angle is (the ignition angle is optimal in terms of moment or at the knock limit), so is by the Maximum value selection ensures that never too little filling is specified. Will the moment go through additionally Mixture influencing and / or cylinder blanking controlled, this limitation can be dispensed with.
  • the torque reserve value is related to the momentarily effective torque, this limitation can be omitted and the much simpler structure according to FIG. 5 results.
  • the torque setpoint for the filling path is obtained by adding the torque setpoint MI setpoint for the quick intervention and the reserve torque DMR.
  • the rapid intervention is set in the exemplary embodiments according to FIGS. 4 and 5 in accordance with the target torque value MI target .
  • FIG. 6 The effect of the solution according to the invention, in particular according to the first exemplary embodiment, is illustrated using the example in FIG. 6.
  • the time course of the target torque value MI target and of the torque contribution through the filling (dashed) is shown in FIG. 6a.
  • FIG. 6b shows the time course of the torque contribution by adjusting the ignition angle and
  • FIG. 6c shows the time course of the actual torque.
  • the target torque is reduced at a time T0.
  • the The target torque value is determined by adjusting the ignition angle and Filling adjustment implemented. As a result of the faster The ignition angle adjustment (see FIG. 6b) takes Fill proportion only slowly. The actual moment changes 4c according to the setpoint. At time T1 the target torque is increased again. Through the separation according to the invention between the filling path and Ignition angle path is largely due to this torque increase the ignition angle correction is carried out.
  • the beneficial Effect is that the actual moment also in torque increasing direction follows the setpoint almost exactly.
  • the calculations performed on the basis of performance values, being moment and power are related to engine speed.
  • the mixture composition or the fuel supply to a cylinder or a any combination of these three sizes are to be applied accordingly.

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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)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

L'invention concerne un procédé et un dispositif permettant d'assurer la commande du moteur à combustion interne d'un véhicule pour lequel une valeur de couple théorique est prédéfinie et est séparée en au moins deux valeurs théoriques servant à ajuster le remplissage du moteur à combustion interne et au moins un autre paramètre de puissance entraînant une modification rapide du couple, les deux valeurs théoriques présentant dans au moins un état de fonctionnement, des valeurs différentes.

Claims (9)

  1. Procédé de commande d'un moteur à combustion interne d'un véhicule selon lequel
    on prédétermine une valeur de consigne d'un couple ou une puissance du moteur à combustion interne,
    on règle cette valeur de consigne au moins en influençant le remplissage du moteur à combustion interne et au moins un paramètre assure une variation rapide de couple,
    on influence le remplissage et on influence au moins un paramètre chaque fois selon une valeur de consigne propre déduite de la valeur de consigne prédéterminée,
    caractérisé en ce qu'
    au moins dans un état de fonctionnement, les valeurs de consigne prennent des valeurs différentes.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    au moins un état de fonctionnement est un état dans lequel on augmente le couple ou la puissance, dans lequel la régulation de ralenti est active et dans lequel le chauffage de catalyseur est actif et/ou pendant la phase de démarrage.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la valeur de consigne déduite du signal d'actionnement de la pédale d'accélérateur est utilisée à l'état non filtré pour régler le remplissage et à l'état filtré pour régler au moins un paramètre de puissance.
  4. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    on limite la valeur de consigne du remplissage sur la base du paramètre réglable pour générer une variation de couple ou de puissance maximale, et on limite la valeur de consigne pour au moins ce paramètre.
  5. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la valeur de consigne du chemin de remplissage est le minimum résultant du souhait du conducteur, corrigé, filtré et non filtré.
  6. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    on forme une valeur de réserve du couple ou de la puissance que l'on applique à la valeur de consigne et on forme la valeur de consigne pour le chemin de remplissage.
  7. Procédé selon la revendication 6,
    caractérisé en ce qu'
    on rapporte la valeur de réserve à la valeur de couple ou de puissance optimum ou encore à la valeur actuelle.
  8. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la valeur de consigne du chemin de remplissage est le maximum résultant de la valeur de consigne et de la valeur de consigne corrigée par la valeur de réserve.
  9. Dispositif de commande d'un moteur à combustion interne d'un véhicule dans lequel :
    une unité de commande électronique fournit une valeur de consigne du couple ou une puissance du moteur à combustion interne obtenue par le réglage du remplissage ou d'au moins un autre paramètre de puissance produisant une variation rapide,
    et pour le calcul du réglage du remplissage et d'au moins un paramètre de puissance, on utilise chaque fois une valeur de consigne déduite de la valeur de consigne ainsi obtenue,
    caractérisé en ce que
    les valeurs de consigne du réglage du remplissage et du réglage d'au moins un paramètre de puissance ont des valeurs différentes pour au moins un état de fonctionnement.
EP97915336A 1996-05-10 1997-03-06 Procede et dispositif permettant d'assurer la commande d'un moteur a combustion interne Expired - Lifetime EP0837984B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19618893 1996-05-10
DE19618893A DE19618893A1 (de) 1996-05-10 1996-05-10 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
PCT/DE1997/000420 WO1997043531A1 (fr) 1996-05-10 1997-03-06 Procede et dispositif permettant d'assurer la commande d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0837984A1 EP0837984A1 (fr) 1998-04-29
EP0837984B1 true EP0837984B1 (fr) 2000-06-07

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Country Link
US (1) US6000376A (fr)
EP (1) EP0837984B1 (fr)
JP (1) JP3995718B2 (fr)
KR (1) KR100406809B1 (fr)
DE (2) DE19618893A1 (fr)
WO (1) WO1997043531A1 (fr)

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EP0837984A1 (fr) 1998-04-29
JP3995718B2 (ja) 2007-10-24
DE19618893A1 (de) 1997-11-13
WO1997043531A1 (fr) 1997-11-20
JPH11509910A (ja) 1999-08-31
KR100406809B1 (ko) 2004-02-18
DE59701836D1 (de) 2000-07-13
US6000376A (en) 1999-12-14
KR19990028837A (ko) 1999-04-15

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