EP0875673A2 - Méthode de commande d'un moteur à combustion interne - Google Patents

Méthode de commande d'un moteur à combustion interne Download PDF

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Publication number
EP0875673A2
EP0875673A2 EP98107031A EP98107031A EP0875673A2 EP 0875673 A2 EP0875673 A2 EP 0875673A2 EP 98107031 A EP98107031 A EP 98107031A EP 98107031 A EP98107031 A EP 98107031A EP 0875673 A2 EP0875673 A2 EP 0875673A2
Authority
EP
European Patent Office
Prior art keywords
torque
speed
setpoint
torque contribution
determined
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
EP98107031A
Other languages
German (de)
English (en)
Other versions
EP0875673A3 (fr
EP0875673B1 (fr
Inventor
Hong Dr. Zhang
Johann FRÖHLICH
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.)
Siemens AG
Original Assignee
Siemens 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
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0875673A2 publication Critical patent/EP0875673A2/fr
Publication of EP0875673A3 publication Critical patent/EP0875673A3/fr
Application granted granted Critical
Publication of EP0875673B1 publication Critical patent/EP0875673B1/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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • 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
    • F02D31/008—Electric control of rotation speed controlling fuel supply for idle speed 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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

Definitions

  • the invention relates to a method for controlling an internal combustion engine, especially when idling.
  • a pedal position sensor is provided which detects the pedal position of an accelerator pedal.
  • a Driver request is derived from the pedal position. From the Driver request becomes a setpoint for that of a powertrain output torque to be output determined. The setpoint of the output torque is converted into a setpoint for that of a drive unit on the clutch to output torque implemented.
  • a setpoint for an indexed torque is depending on the target clutch torque and a loss torque determined. The loss torque is taken into account Losses due to friction and contributions from auxiliary units, like air conditioning or power steering.
  • an idle speed controller is provided which uses a PID control strategy a fine adjustment to the idle speed makes. How the idle controller is designed, however, is not described.
  • the object of the invention is to provide a method with which an internal combustion engine is precise and reliable too is controlled in the idle operating state.
  • the task is characterized by the features of the independent claim 1 solved.
  • the method according to claim 1 is characterized in that a first torque contribution is determined using a non-linear control strategy.
  • the first The torque contribution is dependent on a first map from the time derivative of the speed and a difference between the actual value of the speed and a specified one Setpoint speed determined. This has the advantage that a very high control quality is achieved and that the controller Can be applied simply and clearly using the first map is.
  • Another advantage is that the speed setpoint is very can be set quickly and that each one very low speed can be set, reducing fuel consumption is minimized.
  • a integrated second torque contribution via a non-linear Integral control strategy determined.
  • the second torque contribution is determined based on a second map from the time derivative of the speed and one Difference between the actual value and the speed and a setpoint the speed.
  • the second map is advantageous Applicable that an overshoot of the actual speed prevented after a jump in the setpoint of the speed and at the same time the actual speed value in minimum Time follows the speed setpoint.
  • the first torque contribution is limited such that it greater than or equal to a predetermined third threshold is.
  • This limitation occurs when there is a transition from one further operating state in the operating state of idling takes place and until the first torque contribution is greater than the first threshold.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, in which a throttle valve 10 is arranged and an engine block 2, which has a cylinder 20 and a crankshaft 21.
  • a piston 22, a connecting rod 23 and a spark plug 24 are assigned to the cylinder 20.
  • the connecting rod 23 is connected to the piston 22 and the crankshaft 21.
  • An injection valve 3 is provided, which is a single injection system is assigned and in the vicinity of the cylinder 20th is arranged on the intake tract 1.
  • the internal combustion engine further comprises an exhaust tract 4, in which a catalyst 40 is arranged.
  • the internal combustion engine is shown in FIG. 1 shown with a cylinder 20. Preferably it includes however several cylinders.
  • the injection valve 3 can also be one Central injection system or a direct injection system be assigned.
  • a control device 5 for the internal combustion engine is provided, the sensors are assigned to the various measured variables record and determine the measured value of the measured variable.
  • the control device 5 determines depending on at least a measured variable one or more control signals, each control an actuator.
  • the sensors are a pedal position sensor 6, which is a pedal position PV of an accelerator pedal 7 detects a throttle position transmitter 11, which is an opening degree THR of the throttle valve detects an air mass meter 12, the air mass flow MAF detects and / or an intake manifold pressure sensor 13, the one Manifold pressure MAP detects a temperature sensor 14, the one Intake air temperature TAL detected, possibly also another Temperature sensor 25, the cooling water temperature TCO detects a speed sensor 26, the speed of the crankshaft detected and an oxygen probe 41, the residual oxygen content of the exhaust gas and this an air number LAM maps.
  • any subset of the sensors mentioned or additional sensors are available.
  • at an inexpensive embodiment of the invention on the Air mass meter and / or the suction pressure sensor can be dispensed with.
  • the measured values determined by the sensors are each followed by an AV to the respective Measured variable marked if necessary for clarity is.
  • Operating variables include the measured variables and those derived from them Sizes, like an ambient pressure.
  • the actuators include one actuator and one actuator each.
  • the actuator is an electromotive drive, an electromagnetic one Drive, a mechanical drive or another the Drive known to those skilled in the art.
  • the actuators are as a throttle valve 10, as an injection valve 3, as a spark plug 24, as a switch, not shown, between two different Intake pipe lengths, as a device, not shown for adjusting the stroke course, the start of stroke or the end of stroke a gas exchange valve or as an actuator in one not Bypass shown to the throttle valve 10 is formed.
  • On The actuators are each assigned to the following Actuator referred.
  • the control device 5 is preferably electronic Engine control trained. However, it can also have several Control devices that are electrically conductive with each other are connected, e.g. via a bus system.
  • the crankshaft 21 is via a clutch 8 with a transmission 9 can be coupled. If the transmission 9 as an automatic transmission is formed, then the clutch 8 is a converter lock-up clutch, preferably with a hydrodynamic converter, educated.
  • FIG. 2 shows a block diagram of the control device 5.
  • a control device is also in the older application DE 196 12 455 A1 described, the content in this regard is hereby included.
  • a map KF5 becomes dependent on the measured value MAF_AV of the air mass flow and the speed N_AV a first contribution determined for a loss torque TQ_LOSS.
  • the first post takes charge exchange losses into account.
  • a second post the loss torque TQ_LOSS becomes a sixth Map KF6 determined depending on the cooling water temperature.
  • the first post and the second post are on a first Summing point S1 added.
  • For the loss torque TQ_LOSS can also have a torque requirement of Auxiliary units, such as a generator or an air conditioning compressor, be taken into account.
  • a minimal torque TQ_MIN which are minimally applied to the coupling 8 can, depending on the loss torque TQ_LOSS and the measured value N_AV of the speed determined.
  • a maximum torque TQ_MAX the can be applied to the clutch, depending on the Torque loss TQ_LOSS and the measured value N_AV of the speed determined.
  • a torque factor TQF determined in a block B3, depending on the measured value N_AV Speed and the pedal position PV a torque factor TQF determined.
  • the torque factor TQF preferably represents one dimensionless quantity with a value range between 0 and 1
  • the torque factor TQF is preferably from a map determined.
  • an actuating signal from a Driving speed controller are taken into account.
  • the torque factor TQF is in a multiplier M1 multiplicative by the difference of the maximum torque TQ_MAX and the minimum torque TQ_MIN linked. In the Summing point S3 then also becomes the minimum torque TQ_MIN added. At the output of the summing point S3 then a setpoint TQ_REQ_SP of the driver's desired torque the clutch 8 that a driver of the vehicle in the the internal combustion engine is arranged, desired on the clutch 8 is.
  • Block B4 a setpoint TQ_IS_SP of the torque at idle and a torque reserve TQ_ADD_IS depending on the actual value N_AV of the speed and the cooling water temperature TCO determined. Block B4 continues to operate described in detail below with reference to FIG. 3.
  • a maximum selection is made from the target value TQ_IS_SP of the idle torque and the setpoint TQ_REQ_SP of the driver's desired torque on the clutch.
  • Alternatively can also in the operating state of the idle Setpoint TQ_IS_SP and in the other operating states of the Setpoint TQ_REQ_SP of the driver's desired torque at the output of the B5 blocks.
  • the sum of the Setpoint TQ_IS_SP of the idle torque and the setpoint TQ_REQ_SP of the driver's desired torque is the sum of the Setpoint TQ_IS_SP of the idle torque and the setpoint TQ_REQ_SP of the driver's desired torque.
  • the setpoint is then also corrected in block B6 TQ_REQ_SP of the driver's desired torque or the setpoint of the idle torque.
  • the output size of the block B6 is the target torque TQ_SP of the clutch torque.
  • a target value TQI_SP of the indexed Coupling torque determined. To do this, the setpoint TQ_SP of the clutch torque and the loss torque TQ_LOSS added.
  • the setpoint TQI_MAF_SP is preferred over the Air mass flow to be influenced torque additionally dependent of the torque reserve TQ_ADD_IS and others Leading torques, for example for a catalyst heater or determined for a traction control.
  • the setpoint TQI_MAF_SP of the air mass flow influencing torque to a maximum permissible value be limited by an anti-slip control, a Speed limitation, an engine drag torque control or a Catalyst protection function is specified.
  • TQI_MAF_SP is dependent on the setpoint of the torque to be influenced via the air mass flow a setpoint MAF_SP of the air mass flow is determined.
  • Block B9 is the control signal for setting a desired Throttle valve opening degrees determined.
  • Block B10 depending on the target value TQI_SP indicated clutch torque a setpoint TI_SP one Injection time for injector 3 determined.
  • Block B11 becomes dependent on the setpoint TI_SP of the injection time an actuating signal for controlling the injection valve 3 is determined.
  • the control signals for the throttle valve 10, the spark plug 24 and the injection valve 3 are preferably from maps determined.
  • Figure 3 shows an embodiment of the controller, as in the block B4 is arranged.
  • a setpoint of the speed N_SP becomes a fourth map KF4 depending on the cooling water temperature TCO determined.
  • the setpoint N_SP of the speed also determined depending on other farm sizes.
  • Block B15 becomes a speed difference N_DIF from the target value N_SP and the actual value N_AV of the speed determined.
  • a derivative N_GRD of the actual value N_AV of the speed determined This will be a well known numerical differentiation method used.
  • blocks B17, B18 and B19 it is determined whether the Internal combustion engine is in the operating state of idling.
  • block B17 it is checked whether the pedal value PV is smaller is as a first predetermined threshold value SW1.
  • Block B18 is checked whether the setpoint N_AV of the speed is less than a second predetermined threshold value SW2. If the conditions of blocks B17 and B18 are both fulfilled, then the variable LV_IS is set to the value TRUE in block B19 and thus idle is recognized. Are the condition of Blocks B17 or B18 are not met, the variable LV_IS set to the value FALSE.
  • the controller of block B4 for regulating the speed when idling has a non-linear PD controller 91 and a non-linear one I controller 92.
  • a first map KF1 becomes depending on the speed difference value N_DIF and the derivative N_GRD the speed a first torque contribution TQ_1_PD determined.
  • the first map KF1 is due to driving tests existing adhesion between the internal combustion engine and the transmission 9 determined.
  • a map KF3 also becomes the first torque contribution TQ_1_PD depending on the Speed difference N_DIF and the derivative N_GRD of the speed determined.
  • the third map KF3 is due to driving tests non-existent adhesion between the internal combustion engine and the transmission determined.
  • the first threshold corresponds to the corrected first Torque contribution TQ_1_PD_C.
  • the first threshold can alternatively but also be fixed.
  • a switching mechanism is provided that is dependent from the output size of block B22, the logical variable LV_IS and a logical variable LV_DT that have the value TRUE if there is a frictional connection between the internal combustion engine, and otherwise has the value FALSE, a variable LV_TQ_P_D_ACT assigned the values FALSE or TRUE. If the variable LV_TQ_P_D_ACT has the value FALSE, is then in a block B24 the first torque contribution TQ_1_PD in one predetermined period of time to a predetermined value, e.g. zero returned.
  • Block B25 is designed as a switch which puts the output of block B21 at its output, if the variable LV_TQ_P_D_ACT has the value TRUE and otherwise the output size of block B24 to the output of the block B25 sets.
  • Block B23 has a first AND gate L1, at its inputs the output size of block B22 and the logical variable LV_IS and a first NOT gate L2 at its input the logical variable LV_IS is present.
  • An RS flip-flop L3 It is provided that the output variable of the first AND gate L1 is present and at its reset input the output variable of the first NOT gate L2 is present.
  • the Block B23 also has a second NOT gate L4, at its Input the logical variable LV_DT, and a second AND gate L5, at the inputs of which the logical variable LV_IS and the output variable of the second NOT gate L4 are present.
  • an OR gate L6 is provided at its inputs the output variables of the RS flip-flop L3 and the second AND elements L5 are present and the variable's output variable LV_TQ_P_D_ACT is. If the engine is outside the operating state of the idle has the variable LV_TQ_P_D_ACT the value FALSE.
  • variable LV_TQ_P_D_ACT keeps the Value FALSE until the first torque contribution TQ_1_PD is greater than the corrected first torque contribution TQ_1_PD_C.
  • a jerk during the transition to the operating state idling is avoided because at the exit of the Blocks B25 the output size of block B24 is present as long as the variable LV_TQ_P_D_ACT has the value FALSE. So is one good driveability of the vehicle in which the internal combustion engine is arranged, guaranteed.
  • the non-linear I controller 92 has a second characteristic map KF2, from which depending on the difference value N_DIF the speed and the derivative N_GRD of the speed, a second torque contribution TQ_2_I is determined.
  • Decrementing takes place in block B26 of the integrated second torque contribution TQ_2_I up to a passive value TQ_2_PAS of the integrated second torque contribution.
  • a block B27 the output variable of the map KF2 is switched through, if the variable LV_IS has the value TRUE, otherwise the Output variable of block B26 switched through.
  • the second torque contribution TQ_2 is integrated.
  • Block B29 is a limitation of the integrated second Torque contribution TQ_2_I between a fourth threshold SW4 and a fifth threshold SW5.
  • the fourth threshold and the fifth threshold depend depend on whether a frictional connection between the internal combustion engine and the transmission 9.
  • a block B34 is then by adding the first Torque contribution TQ_1_PD and the integrated second Torque contribution TQ_2_I a setpoint TQ_IS_SP of the torque calculated on the clutch.
  • N_AV Speed is the difference value N_DIF of the speed and the derivative N_GRD the speed a predictive value N_DIF_PRED for the Speed difference determined.
  • N_DIF_PRED for the Speed difference determined.
  • TQ_ADD_IS is determined from the predicted value. This increases the control quality and makes it quick Settling of the control loop enables.
  • Maps are from stationary Measurements on an engine test bench or in driving tests determined.

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  • 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)
EP98107031A 1997-05-02 1998-04-17 Méthode de commande d'un moteur à combustion interne Expired - Lifetime EP0875673B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19718719 1997-05-02
DE19718719 1997-05-02

Publications (3)

Publication Number Publication Date
EP0875673A2 true EP0875673A2 (fr) 1998-11-04
EP0875673A3 EP0875673A3 (fr) 2000-04-12
EP0875673B1 EP0875673B1 (fr) 2003-08-20

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EP98107031A Expired - Lifetime EP0875673B1 (fr) 1997-05-02 1998-04-17 Méthode de commande d'un moteur à combustion interne

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EP (1) EP0875673B1 (fr)
DE (1) DE59809316D1 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2799235A1 (fr) 1999-09-30 2001-04-06 Siemens Ag Procede de surveillance d'un dispositif de commande pour moteur a combustion interne
WO2001034959A1 (fr) * 1999-11-09 2001-05-17 Mtu Friedrichshafen Gmbh Systeme de regulation destine a proteger un moteur a combustion interne contre les surcharges
WO2002023030A1 (fr) * 2000-09-15 2002-03-21 Robert Bosch Gmbh Unite de commande pour un vehicule
WO2003023210A1 (fr) * 2001-09-07 2003-03-20 Siemens Aktiengesellschaft Procede de regulation du ralenti d'un moteur a combustion interne multicylindre et dispositif de traitement de signal destine a cet effet
WO2003067061A1 (fr) * 2002-02-07 2003-08-14 Robert Bosch Gmbh Dispositif pour reguler le moment de rotation d'une unite d'entrainement d'un vehicule
EP1234969A3 (fr) * 2001-02-22 2005-11-09 Toyota Jidosha Kabushiki Kaisha Procédé et dispositif pour la détermination de la quantité de carburant à fournir à un moteur à combustion interne
WO2006029945A1 (fr) * 2004-09-15 2006-03-23 Siemens Aktiengesellschaft Procede pour reguler un moteur a combustion interne au ralenti
EP1683953A1 (fr) * 2004-12-22 2006-07-26 Nissan Motor Co., Ltd. Dispositif de commande pour un moteur à combustion interne
WO2006094892A1 (fr) * 2005-03-08 2006-09-14 Robert Bosch Gmbh Procede et dispositif de fonctionnement d'un moteur a combustion interne
FR2901319A1 (fr) * 2006-05-22 2007-11-23 Bosch Gmbh Robert Procede et appareil de commande d'un moteur a combustion interne comportant une reserve de couple-angle d'allumage
FR2920830A1 (fr) * 2007-09-10 2009-03-13 Peugeot Citroen Automobiles Sa Regulation de ralenti d'un moteur
FR3000992A1 (fr) * 2013-01-15 2014-07-18 Peugeot Citroen Automobiles Sa Dispositif de controle de la consigne de couple moteur en fonction d'un couple de compensation de course morte d'acceleration adaptable
EP2791491A4 (fr) * 2011-12-13 2015-12-23 Scania Cv Ab Dispositif et procédé pour réguler la vitesse d'un moteur en réponse à une charge supplémentaire

Citations (1)

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Publication number Priority date Publication date Assignee Title
DE4304779A1 (de) 1992-06-20 1993-12-23 Bosch Gmbh Robert Vorrichtung zur Steuerung des von einer Antriebseinheit eines Fahrzeugs abzugebenden Drehmoments

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DE4141947C2 (de) * 1991-12-19 2002-02-07 Bosch Gmbh Robert Steuersystem für eine Antriebseinheit in einem Flugzeug
DE4202407C2 (de) * 1992-01-29 1994-02-03 Daimler Benz Ag Verfahren zur Dämpfung von Fahrlängsschwingungen
DE4405340B4 (de) * 1994-02-19 2008-05-15 Robert Bosch Gmbh Verfahren und Vorrichtung zur Einstellung der Drehzahl einer Antriebseinheit eines Fahrzeugs im Leerlauf

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
DE4304779A1 (de) 1992-06-20 1993-12-23 Bosch Gmbh Robert Vorrichtung zur Steuerung des von einer Antriebseinheit eines Fahrzeugs abzugebenden Drehmoments

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2355317A (en) * 1999-09-30 2001-04-18 Siemens Ag Method for monitoring a control device for an internal combustion engine
DE19947052C1 (de) * 1999-09-30 2001-05-03 Siemens Ag Verfahren zum Überwachen einer Steuereinrichtung für eine Brennkraftmaschine
FR2799235A1 (fr) 1999-09-30 2001-04-06 Siemens Ag Procede de surveillance d'un dispositif de commande pour moteur a combustion interne
GB2355317B (en) * 1999-09-30 2004-04-21 Siemens Ag Method for monitoring a control device for an internal combustion engine
WO2001034959A1 (fr) * 1999-11-09 2001-05-17 Mtu Friedrichshafen Gmbh Systeme de regulation destine a proteger un moteur a combustion interne contre les surcharges
US6807939B1 (en) 1999-11-09 2004-10-26 Mtu Friedrichshafen Gmbh Control system for protecting an internal combustion engine from overloading
US6852066B2 (en) 2000-09-15 2005-02-08 Robert Bosch Gmbh Drive unit for a vehicle
WO2002023030A1 (fr) * 2000-09-15 2002-03-21 Robert Bosch Gmbh Unite de commande pour un vehicule
EP1234969A3 (fr) * 2001-02-22 2005-11-09 Toyota Jidosha Kabushiki Kaisha Procédé et dispositif pour la détermination de la quantité de carburant à fournir à un moteur à combustion interne
WO2003023210A1 (fr) * 2001-09-07 2003-03-20 Siemens Aktiengesellschaft Procede de regulation du ralenti d'un moteur a combustion interne multicylindre et dispositif de traitement de signal destine a cet effet
WO2003067061A1 (fr) * 2002-02-07 2003-08-14 Robert Bosch Gmbh Dispositif pour reguler le moment de rotation d'une unite d'entrainement d'un vehicule
WO2006029945A1 (fr) * 2004-09-15 2006-03-23 Siemens Aktiengesellschaft Procede pour reguler un moteur a combustion interne au ralenti
US7530344B2 (en) 2004-09-15 2009-05-12 Siemens Aktiengesellschaft Method for controlling an internal combustion engine in the neutral position
EP1683953A1 (fr) * 2004-12-22 2006-07-26 Nissan Motor Co., Ltd. Dispositif de commande pour un moteur à combustion interne
WO2006094892A1 (fr) * 2005-03-08 2006-09-14 Robert Bosch Gmbh Procede et dispositif de fonctionnement d'un moteur a combustion interne
US7685998B2 (en) 2005-03-08 2010-03-30 Robert Bosch Gmbh Method and device for operating an internal combustion engine
FR2901319A1 (fr) * 2006-05-22 2007-11-23 Bosch Gmbh Robert Procede et appareil de commande d'un moteur a combustion interne comportant une reserve de couple-angle d'allumage
FR2920830A1 (fr) * 2007-09-10 2009-03-13 Peugeot Citroen Automobiles Sa Regulation de ralenti d'un moteur
EP2791491A4 (fr) * 2011-12-13 2015-12-23 Scania Cv Ab Dispositif et procédé pour réguler la vitesse d'un moteur en réponse à une charge supplémentaire
FR3000992A1 (fr) * 2013-01-15 2014-07-18 Peugeot Citroen Automobiles Sa Dispositif de controle de la consigne de couple moteur en fonction d'un couple de compensation de course morte d'acceleration adaptable

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DE59809316D1 (de) 2003-09-25
EP0875673B1 (fr) 2003-08-20

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